Wireless charging control device of electric vehicle and method of controlling wireless charging thereof

Abstract

According to embodiments of the present application, a wireless charging control method of a wireless charging control device for an electric vehicle in motion, the method comprising the steps of: a first control unit detecting that the electric vehicle enters a first zone; the first control unit obtaining vehicle information of the electric vehicle; the first control unit sending the vehicle information of the electric vehicle to a second control unit; the first control unit controlling feeding of a plurality of ground assemblies arranged in the first zone; and the second control unit controlling feeding of a plurality of ground assemblies arranged in a second zone, wherein: each of the step of the first control unit controlling feeding and the step of the second control unit controlling feeding comprises a first input voltage interval, a second input voltage interval and a third input voltage interval executed in sequence; within the first input voltage interval, the input voltage increases over time, and within the third input voltage interval, the input voltage decreases over time; and the first input voltage interval, the second input voltage interval and the third input voltage interval of the second control unit follow the first input voltage interval, the second input voltage interval and the third input voltage interval of the first control unit.

Description

Technical Field

[0001] This disclosure relates to a wireless charging control device and a wireless charging control method for electric vehicles. Background Technology

[0002] Wireless charging systems for electric vehicles include a ground assembly (GA) and a vehicle assembly (VA). In the case of a static wireless power transfer method, the ground assembly can be placed on the parking lot floor. In the case of a dynamic wireless power transfer method, the ground assembly can be placed on the road. The vehicle assembly is installed onto the electric vehicle.

[0003] Power can be wirelessly transmitted from the ground component to the vehicle component based on magnetic induction or magnetic resonance between the primary coil of the ground component and the secondary coil of the vehicle component. To improve the wireless power transmission efficiency of the dynamic wireless power transmission method, it is necessary to control the power feed of multiple ground components arranged sequentially on the road. Summary of the Invention Technical issues

[0004] The technical aspect of this disclosure is to provide a wireless charging control device and a wireless charging control method for an electric vehicle in motion.

[0005] Another technical aspect of this disclosure is a method for precisely controlling a wireless charging control device for an electric vehicle in motion.

[0006] Another technical aspect of this disclosure is to provide a method for improving the charging efficiency of a wireless charging control device for an electric vehicle in motion.

[0007] Another technical aspect of this disclosure is to provide a method for detecting foreign objects in a wireless charging system for electric vehicles.

[0008] Another technical aspect of this disclosure is to provide a wireless charging control method for a wireless charging system for electric vehicles when a foreign object is detected. Technical solutions

[0009] According to embodiments of this disclosure, a wireless charging control method for a wireless charging control device for a moving electric vehicle includes: a first controller detecting that an electric vehicle has entered a first area; the first controller acquiring vehicle information about the electric vehicle; the first controller sending the vehicle information to a second controller; the first controller controlling power delivery to a plurality of ground components placed in the first area; and the second controller controlling power delivery to a plurality of ground components placed in a second area. Each of the power delivery control performed by the first controller and the power delivery control performed by the second controller includes a first input voltage range, a second input voltage range, and a third input voltage range executed sequentially. In the first input voltage range, the input voltage increases over time, and in the third input voltage range, the input voltage decreases over time. The first input voltage range, the second input voltage range, and the third input voltage range of the second controller follow the first input voltage range, the second input voltage range, and the third input voltage range of the first controller.

[0010] A portion of the second input voltage range of the first controller may overlap with a portion of the first input voltage range of the second controller.

[0011] At least one of the following can be set based on vehicle information: the start time of the first input voltage range of the second controller, the start time of the second input voltage range of the second controller, the duration of the second input voltage range of the second controller, and the start time of the third input voltage range of the second controller.

[0012] The start time of the first input voltage range of the second controller may overlap with the first input voltage range of the first controller or the second input voltage range of the first controller.

[0013] The start time of the second input voltage range of the second controller can overlap with the second input voltage range of the first controller.

[0014] The first input voltage in the second input voltage range of the first controller can be higher than the second input voltage in the first input voltage range of the second controller.

[0015] Vehicle information can include information about the speed of electric vehicles.

[0016] The first region and the second region may include an overlapping area between them, and during transmission, the first controller may send the vehicle information of the electric vehicle to the second controller before the electric vehicle enters the overlapping area.

[0017] At least one ground component may be placed within the overlapping area, and at least one ground component may be controlled by a first controller or a second controller.

[0018] When the switch connecting at least one ground component to the first controller and the second controller is in the first state, at least one ground component can be controlled by the first controller, and when the switch is in the second state, at least one ground component can be controlled by the second controller.

[0019] At least one ground component can be controlled by a controller that has a higher voltage state between the first controller and the second controller.

[0020] The power feed controlled by the second controller can be triggered by vehicle information about the electric vehicle received from the first controller.

[0021] According to an embodiment of this disclosure, a wireless charging control device for a moving electric vehicle includes: a communicator configured to acquire vehicle information from an electric vehicle entering a plurality of sequentially arranged ground components; and a controller configured to control power delivery to the plurality of ground components based on the vehicle information, wherein the controller controls the power delivery to the plurality of ground components to sequentially continue through a first input voltage range, a second input voltage range, and a third input voltage range, wherein in the first input voltage range, the input voltage increases over time, and in the third input voltage range, the input voltage decreases over time, and the first input voltage range, the second input voltage range, and the third input voltage range of some of the plurality of ground components follow the first input voltage range, the second input voltage range, and the third input voltage range of other ground components.

[0022] The controller may include a first controller that controls the power supply of ground components placed in a first region among a plurality of ground components, and a second controller that controls the power supply of ground components placed in a second region among a plurality of ground components. The first input voltage range, the second input voltage range, and the third input voltage range controlled by the second controller may follow the first input voltage range, the second input voltage range, and the third input voltage range controlled by the first controller.

[0023] The control of the second controller can be triggered by the first controller.

[0024] According to another embodiment of this disclosure, a wireless charging control device for an electric vehicle traveling on a driving charging road includes: a communicator configured to receive status information from at least one of a plurality of ground components placed on the driving charging road, the electric vehicle, vehicle components mounted to the electric vehicle, and external management equipment; a controller configured to detect an emergency based on the status information and interrupt power supply to at least some of the plurality of ground components; and an indication unit mounted along the driving charging road and controlled by the controller to indicate an emergency.

[0025] The wireless charging control device may also include an emergency signal input unit installed along the charging path, and when an emergency signal is input to the emergency signal input unit, the controller may interrupt the power supply of at least some of the ground components, and the control indication unit indicates an emergency state.

[0026] The indicator unit and emergency signal input unit can be installed on a structure that is installed along the driving charging road.

[0027] The multiple ground components may include: a first ground component group and a second ground component group placed sequentially along the driving direction of the electric vehicle on the charging road; an indicator unit, which may include a first indicator unit for indicating an emergency state of the first ground component group and a second indicator unit for indicating an emergency state of the second ground component group; and an emergency signal input unit, which may include a first emergency signal input unit for inputting an emergency signal for the first ground component group and a second emergency signal input unit for inputting an emergency signal for the second ground component group.

[0028] The indicator unit and the emergency signal input unit can be arranged in a separate area to overlap between the first ground assembly and the second ground assembly group in a direction perpendicular to the direction of travel.

[0029] The first indicator unit may include a first start indicator light placed at the starting point of the first ground component group and a first end indicator light placed at the ending point of the first ground component group; the second indicator unit may include a second start indicator light placed at the starting point of the second ground component group and a second end indicator light placed at the ending point of the second ground component group.

[0030] When the first ground module group is in an emergency, both the first start indicator and the first end indicator are illuminated, and when the second ground module group is in an emergency, both the second start indicator and the second end indicator are illuminated.

[0031] The second emergency signal input unit can be placed between the first end indicator light and the second start indicator light.

[0032] An emergency may include at least one of the following: failure of at least some of the ground components, presence of foreign objects, poor road conditions, an accident, or a fire.

[0033] The communicator can send emergency information to electric vehicles or vehicle components installed in electric vehicles.

[0034] An emergency state may include a first emergency state where power feed is interrupted for a first period of time and a second emergency state where the power feed interruption time is longer than the first period of time. The controller may detect the first emergency state or the second emergency state based on the status information and control the indicator unit to indicate the time period of the emergency state based on the detection result.

[0035] An emergency state may include a first emergency state where the power feed interruption is in the first interval and a second emergency state where the power feed interruption is in the second interval that is longer than the first interval. The controller may detect the first emergency state or the second emergency state based on the status information and control the indication unit to indicate the interval of the emergency state based on the detection result.

[0036] According to another embodiment of this disclosure, a wireless charging control method for a wireless charging system for electric vehicles includes: receiving status information from a charging component (including a ground component and a vehicle component) by a wireless charging control device; detecting an abnormal state of the ground component based on the status information by the wireless charging control device; and changing the power output of the ground component when an abnormal state of the ground component is detected by the wireless charging control device, wherein the status information includes at least one of the following: temperature, rate of temperature change per hour, impedance, current, voltage, power, magnetic flux density, and coupling coefficient between the ground component and the vehicle component obtained by the charging component.

[0037] The current can be the current in the coil of the ground component or the vehicle component, and the voltage can be the voltage in the coil of the ground component or the vehicle component.

[0038] Status information may include status information about the ground component after the first power is applied to the ground component and before it is connected to the vehicle component.

[0039] The wireless charging control method may further include: applying a second power higher than the first power to the ground component when no abnormal state of the ground component is detected.

[0040] The status information may also include status information on when the ground components supply a second power higher than the first power to the vehicle components.

[0041] Detecting abnormal conditions of ground components may include: detecting abnormal conditions of ground components when the temperature is outside a predetermined temperature range, when the rate of temperature change is outside a predetermined rate of temperature change range, when the impedance is outside a predetermined impedance range, when at least one of the current, voltage, and power is outside a predetermined range of at least one of the current, voltage, and power, or when the coupling coefficient is outside a predetermined coupling coefficient range.

[0042] The wireless charging control method may further include: receiving vehicle information from the vehicle component by the wireless charging control device and detecting abnormal states of the ground component; the vehicle information may also include identification information about the vehicle component and at least one of the vehicle component's current, voltage, and power.

[0043] According to another embodiment of this disclosure, a wireless charging control method for a wireless charging system for electric vehicles includes: receiving status information from each of a plurality of ground components by a wireless charging control device; detecting an abnormal state of each ground component based on each piece of the status information by the wireless charging control device; and changing the power output of the ground component from which the abnormal state was detected by the wireless charging control device, wherein the status information includes at least one of the following: temperature, temperature change rate, impedance, current, voltage, power, and coupling coefficient of each ground component.

[0044] The wireless charging control method may also include: the wireless charging control device identifying ground components whose mode of transmitting status information differs from that of other ground components, indicating that the ground component is in an abnormal state.

[0045] Receiving status information may include receiving status information from a first ground component that is charging a first vehicle component, and receiving status information from a first ground component that is charging a second vehicle component following the first vehicle component. Detecting abnormal states may also include: when no abnormal state related to the first vehicle component is detected but an abnormal state related to the second vehicle component is detected, changing the power output from the second ground component along the route to be traversed by the second vehicle component.

[0046] According to embodiments of this disclosure, a wireless charging system for electric vehicles includes: a plurality of ground components; and a wireless charging control device, wherein the plurality of ground components are arranged sequentially and configured to send their own status information to the wireless charging control device, the wireless charging control device detects an abnormal state of each ground component based on each status information, and is configured to change the power output of the ground component from which an abnormal state is detected, the status information including at least one of the following: temperature, temperature change rate, impedance, current, voltage, power, and coupling coefficient of each ground component.

[0047] The wireless charging control device can be configured to identify ground components that are in an abnormal state if their mode of transmitting status information differs from that of other ground components.

[0048] The wireless charging control device can receive status information from a first ground component that is charging a first vehicle component, and from a first ground component that is charging a second vehicle component following the first vehicle component, and is configured to: when no abnormal state related to the first vehicle component is detected but an abnormal state related to the second vehicle component is detected, change the power output from the second ground component on the route to be taken by the second vehicle component.

[0049] The wireless charging control device can receive status information from a first ground component that is charging a first vehicle component, and from a first ground component that is charging a second vehicle component after the first vehicle component. When an abnormal state related to the first vehicle component is detected but no abnormal state related to the second vehicle component is detected, the device identifies that the first vehicle component is in an abnormal state. Beneficial effects

[0050] According to embodiments of this disclosure, a wireless charging control device for a moving electric vehicle is precisely controlled. According to embodiments of this disclosure, the wireless charging efficiency of the wireless charging control device for a moving electric vehicle is improved. According to embodiments of this disclosure, foreign objects can be detected quickly and accurately when they exist between the ground component and the vehicle component. Attached Figure Description

[0051] Figure 1 This is a block diagram of an electric vehicle and a wireless charging system according to embodiments of the present disclosure.

[0052] Figure 2 This is a block diagram of a wireless charging system according to an embodiment of the present disclosure.

[0053] Figure 3 This is a block diagram of a wireless charging device included in a wireless charging system according to an embodiment of the present disclosure.

[0054] Figure 4 This is a block diagram of a ground component included in a wireless charging system according to an embodiment of the present disclosure.

[0055] Figure 5 This is a block diagram of vehicle components included in a wireless charging system according to an embodiment of the present disclosure.

[0056] Figure 6 This is a conceptual diagram of a wireless charging system according to an embodiment of the present disclosure.

[0057] Figure 7 This is a flowchart of a wireless charging control method for a wireless charging system according to an embodiment of the present disclosure.

[0058] Figure 8 This is a flowchart of a power feed control method for a wireless charging control device according to an embodiment of the present disclosure.

[0059] Figure 9 It is by Figure 8 The timing diagram of the input voltage controlled by the first and second controllers.

[0060] Figure 10 and Figure 11 It shows the result of Figure 8 An example of the input voltage state controlled by the first and second controllers.

[0061] Figure 12 A switch between a ground component located in an overlapping area and a first controller and a second controller, according to an embodiment of this disclosure, is shown.

[0062] Figure 13 This is a timing diagram of the input voltage controlled by a first controller according to an embodiment of the present disclosure.

[0063] Figure 14 This is a block diagram of a wireless charging device according to another embodiment of the present disclosure.

[0064] Figure 15 This is a conceptual diagram of a wireless charging system according to another embodiment of the present disclosure.

[0065] Figure 16 and Figure 17 This is a flowchart of a wireless charging control method for a wireless charging system according to another embodiment of the present disclosure.

[0066] Figure 18 This is a flowchart of a wireless charging control method for a wireless charging system according to another embodiment of the present disclosure.

[0067] Figure 19 This is a flowchart of a wireless charging control method for a wireless charging system according to another embodiment of the present disclosure.

[0068] Figure 20 This is a flowchart of a wireless charging control method for a wireless charging system according to another embodiment of the present disclosure.

[0069] Figure 21 This diagram shows a configuration in which multiple ground components are arranged sequentially along the travel path of an electric vehicle.

[0070] Figure 22 The wireless charging control method of the wireless charging system according to the embodiments of this disclosure is in Figure 21The flowchart under the following conditions.

[0071] Figure 23a An example is shown where, when receiving status information from multiple sequentially arranged ground components, no abnormal state is detected from any of the ground components, and Figures 23b to 23e An example of an abnormal state being detected from ground component 100-5 is shown.

[0072] Figure 24a and Figure 24b An example is shown where, with the first to fourth ground components GA1, GA2, GA3, and GA4 arranged, the wireless charging control device receives temperature information from the first to fourth ground components GA1, GA2, GA3, and GA4.

[0073] Figure 25 illustrates an example of a wireless charging control method applied according to an embodiment of the present disclosure.

[0074] Figure 26 illustrates an example of a wireless charging control method applying another embodiment of the present disclosure.

[0075] Figure 27 shows an example of a wireless charging control method applying another embodiment of the present disclosure.

[0076] Figure 28 shows an example of a wireless charging control method applying another embodiment of the present disclosure.

[0077] Figure 29 shows an example of a wireless charging control method applying another embodiment of the present disclosure. Detailed Implementation

[0078] Exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings.

[0079] However, the spirit and scope of this disclosure are not limited to the embodiments described, but can be implemented in various other forms, and one or more elements of the embodiments can be selectively combined and substituted within the spirit and scope of this disclosure.

[0080] Furthermore, unless explicitly defined and described otherwise, the terms (including technical and scientific terms) used in the embodiments of the present invention may be interpreted as having the same meaning as commonly understood by one of ordinary skill in the art to which the present invention pertains, and those terms defined in common dictionaries may be interpreted as having a meaning consistent with their meaning in the context of the relevant art.

[0081] Furthermore, the terminology used in the embodiments of this disclosure is for describing the embodiments and is not intended to limit the disclosure.

[0082] In this specification, unless otherwise specified in the phrase, the singular form may also include the plural form, and when described in “at least one (or more) of A (and), B and C”, it may include at least one of all combinations that can be combined with A, B and C.

[0083] Furthermore, when describing the elements of embodiments of this disclosure, terms such as first, second, A, B, (a), and (b) may be used.

[0084] These terms are used only to distinguish components from other components, and the terms are not limited to the nature, order, or sequence of components.

[0085] In addition, when an element is described as “connected,” “coupled,” or “linked” to another element, it can include not only cases where the element is directly “connected,” “coupled,” or “linked” to another element, but also cases where the element is “connected,” “coupled,” or “linked” to another element via another element.

[0086] Additionally, when described as being formed or positioned "above" or "below" each element, "above" or "below" can include not only cases where two elements are directly connected to each other, but also cases where one or more other elements are formed or positioned between the two elements. Furthermore, when expressed as "above" or "below," it can include not only the upper direction based on a single element but also the lower direction based on a single element.

[0087] The embodiments will now be described in detail with reference to the accompanying drawings, in which the same reference numerals always denote the same elements and repeated descriptions will be avoided.

[0088] Figure 1 This is a block diagram of an electric vehicle and a wireless charging system according to embodiments of the present disclosure. Figure 2 This is a block diagram of a wireless charging system according to embodiments of the present disclosure. Figure 3 This is a block diagram of a wireless charging device included in a wireless charging system according to embodiments of the present disclosure. Figure 4 It is a block diagram of a ground component included in a wireless charging system according to an embodiment of this disclosure, and Figure 5 This is a block diagram of vehicle components included in a wireless charging system according to an embodiment of the present disclosure.

[0089] Reference Figure 1 The electric vehicle (EV) 10 can be charged by the wireless charging system 20. In this specification, the electric vehicle 10 refers to a vehicle driven by an electric motor that draws current from a rechargeable battery or other portable energy storage device.

[0090] According to embodiments of this disclosure, electric vehicle 10 may refer to a vehicle that can be recharged wirelessly without the use of physical plugs and sockets.

[0091] Reference Figures 2 to 5 The wireless charging system 20 includes a ground component (GA) 100, a vehicle component (VA) 200, and a wireless charging device 300.

[0092] The ground component 100 can be placed on or at least partially buried in the parking lot floor or road, and the vehicle component 200 can be mounted to the electric vehicle 10. The vehicle component 200 can be mounted to the lower part of the electric vehicle 10 and is arranged to face the ground component 100 buried in the parking lot floor or road, and then wirelessly receives power from the ground component 100.

[0093] In the static wireless power transmission method, the ground component 100 can be placed on the parking lot floor, and the transmitting coil 110 of the ground component 100 can be aligned with the receiving coil 210 of the vehicle component 200 installed on the parked electric vehicle 10. In the dynamic wireless power transmission method, the ground component 100 can be placed on the road, and the transmitting coil 110 of the ground component 100 can be aligned with the receiving coil 210 of the vehicle component 200 installed on the moving electric vehicle 10.

[0094] The wireless charging device 300 controls the ground component 100 and / or the vehicle component 200 and supplies power to the ground component 100. To this end, the wireless charging device 300 can communicate with the ground component 100 and / or the vehicle component 200 and send control signals to each of the ground component 100 and the vehicle component 200. The wireless charging device 100 may be an electric vehicle power supply device (EVSE) or may be part of an EVSE.

[0095] The wireless charging device 300 includes a controller 310, a communicator 320, and a power supply 330. The controller 310 controls the transmitting coil of the ground assembly 100. The communicator 320 communicates with the electric vehicle 10 or an electric vehicle communication controller (EVCC) mounted to the electric vehicle 10, and also communicates with the ground assembly 100. The power supply 330 supplies power to the receiving coil of the vehicle assembly 200 mounted to the electric vehicle 10 via the transmitting coil of the ground assembly 100. The controller 310 and communicator 320 of the wireless charging device 300 may be a power supply device communication controller (SECC). In this specification, the controller 310 and communicator 320 of the wireless charging device 300 may also be referred to as a wireless charging control device or controller.

[0096] Meanwhile, the ground component 100 may include a transmitting coil 110, a first control circuit 120 and a first communicator 130, and the vehicle component 200 may include a receiving coil 210, a second control circuit 220 and a second communicator 230.

[0097] When the vehicle component 200 is aligned with the ground component 100, signal exchange can occur to establish a connection between the first communicator 130 of the ground component 100 and the second communicator 230 of the vehicle component 200. For example, the first communicator 130 of the ground component 100 periodically sends ping signals, and the second communicator 230 of the vehicle component 200 receives the ping signals and establishes a connection based on the signal exchange with the first communicator 130 of the ground component 100.

[0098] The first communicator 130 of the ground component 100 and the second communicator 230 of the vehicle component 200 can communicate with the wireless charging device 300. For example, the first communicator 130 of the ground component 100 can send status information to the wireless charging device 300, and the wireless charging device 300 can send control signals for wireless power transmission to the first communicator 130 of the ground component 100. The first communicator 130 of the ground component 100 operates the first control circuit 120 based on the control signals received from the wireless charging device 300, and can control the transmitting coil 110 based on the operation of the first control circuit 120. Furthermore, the second communicator 230 of the vehicle component 200 can send vehicle information to the wireless charging device 300, and the wireless charging device 300 can send control signals for wireless power reception to the second communicator 230 of the vehicle component 200. The second communicator 230 of the vehicle component 200 operates the second control circuit 220 based on the control signals received from the wireless charging device 300, and can control the receiving coil 210 based on the operation of the second control circuit 220. However, implementations of this disclosure are not limited to these examples. Alternatively, some components of the first control circuit 120 and the first communicator 130 of the ground assembly 100 may be included in the wireless charging device 300, and some components of the second control circuit 220 and the second communicator 230 of the vehicle assembly 200 may be included in the EVCC installed to the electric vehicle 10.

[0099] Embodiments of this disclosure relate to dynamic wireless power transmission for charging an electric vehicle 10 in motion.

[0100] Figure 6 These are conceptual diagrams of a wireless charging system according to embodiments of this disclosure, and Figure 7 This is a flowchart of a wireless charging control method for a wireless charging system according to an embodiment of the present disclosure.

[0101] Reference Figure 6 Multiple ground components are arranged sequentially on the driving charging road. Here, the driving charging road refers to a road capable of wirelessly charging the electric vehicle 10 while it is in motion. Here, the transmitting coil of the ground component can also be referred to as a segment.

[0102] When the electric vehicle 10 is traveling on the charging road, the receiving coil of the vehicle component 300 installed on the lower part of the electric vehicle 10 is aligned with the transmitting coil arranged on the charging road and wirelessly receives power from the transmitting coil.

[0103] According to embodiments of this disclosure, the wireless charging control device acquires vehicle information from the electric vehicle 10 entering the charging road and controls the power supply of a plurality of ground components arranged sequentially on the charging road based on the acquired vehicle information. Therefore, wireless charging efficiency is improved.

[0104] In dynamic wireless power transfer, vehicle detection is crucial for safe and efficient power transmission. Power transfer can begin when the electric vehicle 10 enters the driving charging path and is placed on one of the ground components. Power transfer needs to stop immediately when the electric vehicle 10 leaves the ground component. This process is based on vehicle detection.

[0105] Vehicle detection is based on point-to-point signaling (P2PS) using radio frequency (RF). The wireless charging controller uses RF to detect the location of the electric vehicle 10 traveling on the charging path and identify which ground component is used to initiate power transmission.

[0106] The wireless charging control device controls multiple ground components deployed on the charging path. Here, the wireless charging control device is connected to each of the ground components via a P2PS communication line and detects the electric vehicle 10 traveling on that ground component.

[0107] For example, vehicle detection can be based on two-way wireless P2P. In two-way wireless P2PS, the wireless charging controller and the electric vehicle 10 detect information. Two-way wireless P2PS can not only be used for information exchange between the wireless charging controller and the electric vehicle 10, but also for detecting the position of the electric vehicle 10 traveling on the ground component.

[0108] Vehicle detection can be triggered by information about infrastructure signals broadcast by the ground component, wherein the broadcast signal from the ground component can reach the EVCC installed on the electric vehicle 10 traveling on the ground component, and the EVCC installed on the electric vehicle 10 can send a response signal containing information about whether the electric vehicle 10 needs charging. The wireless charging control device identifies whether to cause the ground component to perform charging based on the response signal of the electric vehicle 10.

[0109] Meanwhile, supplying or de-supplying power to ground components based on the location of electric vehicle 10 is crucial for both safety and efficiency. Ground assembly switching refers to the process where, when electric vehicle 10 moves to the next ground component, it supplies power to the next ground component while interrupting the supply to the current ground component. This can also be referred to as segmented switching, transmitter coil switching, or handover.

[0110] According to embodiments of this disclosure, a first controller 600#1 controls the power supply of ground components GA1 to GA6 placed in a first region A1, a second controller 600#2 controls the power supply of ground components GA5 to GA9 placed in a second region A2, and a third controller 600#3 controls the power supply of ground components GA8 to GA12 placed in a third region A3. A first overlapping region OA1 may exist where the first region A1 and the second region A2 overlap, and a second overlapping region OA2 may exist where the second region A2 and the third region A3 overlap. According to embodiments of this disclosure, each of the first controller 600#1, the second controller 600#2, and the third controller 600#3 can be the aforementioned wireless charging control device. In other words, each of the first controller 600#1, the second controller 600#2, and the third controller 600#3 can include a reference... Figure 3 The controller 310 and communicator 320 are described. According to an alternative embodiment of this disclosure, the wireless charging control device may include, as described in reference... Figure 3 The controller 310 and communicator 320 are described, and the controller 310 may include a first controller 600#1, a second controller 600#2 and a third controller 600#3.

[0111] The following describes the wireless charging control method of the wireless charging control device when the electric vehicle 10 is traveling in the direction from ground component GA1 to ground component GA12.

[0112] Reference Figure 7 The first controller 600#1 detects that the electric vehicle 10 has entered the first area A1 (S700). As described above, step S700 is triggered by information about infrastructure signals broadcast by the ground component GA1 placed in the first area A1, and the entry of the electric vehicle 10 can be detected when the EVCC installed to the electric vehicle 10 or the MCU of the electric vehicle 10 sends a response signal to the broadcast signal of the ground component GA1.

[0113] Next, the first controller 600#1 acquires vehicle information about the electric vehicle 10 (S710). Here, the vehicle information may include charging information about the electric vehicle 10. The charging information about the electric vehicle 10 may include information about whether the electric vehicle 10 needs charging. As described above, the response signal in step S700 may involve charging information about the electric vehicle 10. In response to the broadcast signal from the ground component GA1, the charging information about the electric vehicle 10 from the EVCC installed to the electric vehicle 10 or the MCU of the electric vehicle 10 may also include: information about whether the electric vehicle 10 is rechargeable, information about the battery specifications of the electric vehicle 10, information about the remaining battery capacity of the electric vehicle 10, etc. The vehicle information may also include speed information about the electric vehicle 10. The speed information about the electric vehicle 10 may include current speed information and acceleration information about the electric vehicle 10. Furthermore, the vehicle information also includes specification information about the electric vehicle 10, specification information about the EVCC installed to the electric vehicle 10, and specification information about the vehicle components installed to the electric vehicle 10.

[0114] Next, the first controller 600#1 sends the vehicle information about the electric vehicle 10 obtained in step S710 to the second controller 600#2 (S720). In this case, the first controller 600#1 and the second controller 600#2 can communicate directly with each other. Alternatively, the first controller 600#1 and the second controller 600#2 can communicate with each other through a host management server (not shown). The power feed control of the second controller 600#2 can be triggered by the vehicle information sent from the first controller 600#1. Therefore, the second controller 600#2 can operate in sleep mode until triggered by the first controller 600#1, thereby reducing the power consumption of the second controller 600#2.

[0115] Simultaneously, the first controller 600#1 controls the power feed of multiple ground components GA1 to GA6 arranged in the first area A1 (S730). For this purpose, each of the multiple ground components GA1 to GA6 can be connected to the first controller 600#1 via a communication line. For example, each of the multiple ground components GA1 to GA6 can perform P2P signaling with the first controller 600#1.

[0116] Additionally, the second controller 600#2 controls the power supply of multiple ground components GA5 to GA9 placed in the second area A2 based on the vehicle information of the electric vehicle 10 received from the first controller 600#1 (S740). Each of the multiple ground components GA5 to GA9 placed in the second area A2 can be connected to the second controller 600#2 via a communication line. For example, each of the multiple ground components GA5 to GA9 can perform P2P signaling with the second controller 600#2.

[0117] According to an embodiment of this disclosure, when multiple ground components GA1 to GA9 are arranged sequentially along the travel direction of the electric vehicle 10, the first controller 600#1 and the second controller 600#2 can sequentially control the power supply of the multiple ground components GA1 to GA9. According to an embodiment of this disclosure, the first controller 600#1 controls a first input voltage range, a second input voltage range, and a third input voltage range sequentially for a first region A1, and the second controller 600#2 controls the first input voltage range, the second input voltage range, and the third input voltage range sequentially for a second region A2. The first input voltage range can be referred to as a pre-power state and can represent the state before power for wireless charging is transferred to the vehicle components, as the range in which the input voltage of the ground components increases over time. The second input voltage range can represent the state in which power for wireless charging is being applied and can include a power transfer state. The voltage input to the ground components in the second input voltage range can be higher than the voltage input to the ground components in the first input voltage range. The voltage input to the ground components during the second input voltage range can be maintained at its highest voltage. Alternatively, although not shown, the second input voltage range may include a period where the voltage temporarily drops from its highest voltage and then rises back to its highest voltage. The third input voltage range may be referred to as the post-power state and may represent the period during which the input voltage to the ground module decreases over time. After the third input voltage range, the input voltage to the ground module may become zero. Alternatively, the inverter rising state may occur before the first input voltage range, i.e., before the pre-power state, and the inverter falling state may occur after the third input voltage range, i.e., after the post-power state.

[0118] According to embodiments of this disclosure, the first, second, and third input voltage ranges controlled by the second controller 600#2 follow the first, second, and third input voltage ranges controlled by the first controller 600#1. As described above, the first region A1 controlled by the first controller 600#1 and the second region A2 controlled by the second controller 600#2 are arranged sequentially along the travel direction of the electric vehicle 10, and therefore the electric vehicle 10 first travels in the first region A1 and then in the second region A2. Therefore, the ground components on which the electric vehicle 10 travels can operate in the second input voltage range, thereby maximizing wireless charging efficiency.

[0119] Figure 8 This is a flowchart of a power feed control method for a wireless charging control device according to an embodiment of the present disclosure. Figure 9 It is by Figure 8 The timing diagram of the input voltage controlled by the first and second controllers, and Figure 10 and Figure 11 It shows the result of Figure 8 An example of the input voltage state controlled by the first and second controllers.

[0120] Reference Figure 8 The first controller 600#1 initiates a first input voltage range for the first region A1 (S800). In other words, the input voltage of the first region A1 increases over time before transmitting power for wireless charging.

[0121] Next, the first controller 600#1 initiates a second input voltage range for the first region A1 and maintains the second input voltage range for a predetermined period of time (S810). The second input voltage range can be a power transmission range for wireless charging. The voltage input to the first region A1 in the second input voltage range can be higher than the voltage input to the first region A1 in the first input voltage range.

[0122] Next, the first controller 600#1 initiates the third input voltage interval for the first region A1 (S820). During the third input voltage interval, the voltage input to the first region A1 can decrease over time. When the third input voltage interval ends, the voltage input to the first region A1 can become 0.

[0123] Therefore, the second controller 600#2 calculates the power delivery timing for the second region A2 based on the vehicle information received from the first controller 600#1 (S830). Here, the power delivery timing may include the start time of the first input voltage interval, the start time of the second input voltage interval, the duration of the second input voltage interval, and the start time of the third input voltage interval. The second controller 600#2 can predict the time point when the electric vehicle 10 arrives at the second region A2, the time period during which the electric vehicle 10 travels in the second region A2, and the time point when the electric vehicle 10 leaves the second region A2 based on the position information and speed information of the electric vehicle 10 included in the vehicle information received from the first controller 600#1, thereby calculating the power delivery timing for the second region A2.

[0124] Additionally, the second controller 600#2 initiates a first input voltage range for the second region A2 (S840), initiates a second input voltage range for the second region A2 and maintains the second input voltage range for a predetermined period of time (S850), and initiates a third input voltage range for the second region A2 (S860).

[0125] In this case, such as Figure 9 As shown, a portion of the second input voltage range A1_P2 of the first controller 600#1 can overlap with a portion of the first input voltage range A2_P1 of the second controller 600#2. In other words, while wirelessly charging the electric vehicle 10 traveling in the first region A1, the second region A2 can also be prepared for wireless charging of the electric vehicle 10. Therefore, the ground components on which the electric vehicle 10 travels can operate in the second input voltage range, thereby maximizing wireless charging efficiency.

[0126] In other words, the start time of the first input voltage range A2_P1 of the second controller 600#2 can overlap with the first input voltage range A1_P1 of the first controller 600#1 or the second input voltage range A1_P2 of the first controller 600#1. For example, as Figure 10 As shown, the start time of the pre-power supply state of the second controller 600#2 can overlap with the power transmission state of the first controller 600#1. Alternatively, as... Figure 11 As shown, the start time of the pre-power supply state of the second controller 600#2 can overlap with the pre-power supply state of the first controller 600#1. Therefore, the second controller 600#2 can quickly reach the power transmission state or reach the power transmission state ahead of time when the electric vehicle 10 approaches the second area A2, thereby improving wireless charging efficiency.

[0127] The start time of the second input voltage range A2_P2 of the second controller 600#2 can overlap with the second input voltage range A1_P2 of the first controller 600#1. For example, as Figure 10 and Figure 11 As shown, the start time of the power transmission state of the second controller 600#2 can overlap with the power transmission state of the first controller 600#1. Therefore, the second controller 600#2 can quickly reach the power transmission state or reach it ahead of time when the electric vehicle 10 approaches the second area A2, thereby improving wireless charging efficiency.

[0128] At the same time, return to reference Figure 6 The first region A1 and the second region A2 may include an overlapping area. For example, ground components GA5 and GA6 may be placed in the overlapping area OA1 of the first region A1 and the second region A2. According to embodiments of this disclosure, ground components GA5 and GA6 placed in the overlapping area between the first region A1 controlled by the first controller 600#1 and the second region A2 controlled by the second controller 600#2 may be controlled by either the first controller 600#1 or the second controller 600#2.

[0129] Therefore, in Figure 7 In step S720, the first controller 600#1 can send vehicle information about the electric vehicle 10 to the second controller 600#2 before the electric vehicle 10 enters the overlapping area. Therefore, the power feed control of the second controller 600#2 can be triggered, and the ground components GA5 and GA6 placed in the overlapping area can be controlled by either the first controller 600#1 or the second controller 600#2.

[0130] According to an embodiment of this disclosure, the switch SW can be connected between each ground component, the first controller 600#1, and the second controller 600#2 placed in the overlapping area.

[0131] Figure 12 A switch between a ground component located in an overlapping area and a first controller and a second controller, according to an embodiment of this disclosure, is shown.

[0132] Reference Figure 12 In (a), when switch SW is in the first state connected to the first controller 600#1, ground component GA5 is controlled by the first controller 600#1. (See reference...) Figure 12In (b), when switch SW is in the second state connected to the second controller 600#2, ground component GA5 can be controlled by the second controller 600#2. For example, switch SW can be connected to a controller with a higher input voltage state between the first controller 600#1 and the second controller 600#2. Therefore, ground component GA5 can be controlled by a controller with a higher input voltage state between the first controller 600#1 and the second controller 600#2. Here, switch SW can be a hardware device including a DC-DC converter. Switch SW can also be a hardware device including a full-bridge converter or a half-bridge converter. Alternatively, the function of switch SW can be implemented in software.

[0133] Therefore, the ground component placed in the overlapping area can be controlled by a controller with a higher input voltage state without any conflict between the first controller 600#1 and the second controller 600#2, thereby improving wireless charging efficiency.

[0134] According to embodiments of this disclosure, even for multiple ground components controlled by a single controller, the input voltage range can be controlled sequentially.

[0135] Figure 13 This is a timing diagram of the input voltage controlled by a first controller according to an embodiment of the present disclosure.

[0136] Figure 13 A timing diagram of the input voltages of two ground components GA2 and GA3 among a plurality of ground components GA1 to GA6 placed in a first region A1 controlled by a first controller 600#1 is shown.

[0137] Here, when the two ground components GA2 and GA3 are placed sequentially along the travel direction of the electric vehicle 10, the first controller 600#1 can sequentially control the power supply of the two ground components GA2 and GA3. According to the embodiments of this disclosure, the first controller 600#1 can control the first input voltage range, the second input voltage range, and the third input voltage range sequentially for each ground component. In other words, the first input voltage range, the second input voltage range, and the third input voltage range can be controlled sequentially for ground component GA2, and the first input voltage range, the second input voltage range, and the third input voltage range can be controlled sequentially for ground component GA3.

[0138] In this case, the first input voltage range GA3_P1, the second input voltage range GA3_P2, and the third input voltage range GA3_P3 of the ground component GA3 can follow the first input voltage range GA2_P1, the second input voltage range GA2_P2, and the third input voltage range GA2_P3 of the ground component GA2.

[0139] For example, the start time of the first input voltage range of the ground module GA3 may overlap with the first input voltage range or the second input voltage range of the ground module GA2.

[0140] Furthermore, the start time of the second input voltage range of ground module GA3 can overlap with the second input voltage range of ground module GA2.

[0141] For ease of explanation, only the timing diagrams of two ground components, GA2 and GA3, are shown. However, the input voltages of other ground components placed in the first region A1 can also be controlled sequentially according to their positions on the charging road. In other words, the first, second, and third input voltage ranges of ground component GA2 can follow the first, second, and third input voltage ranges of ground component GA1, and the first, second, and third input voltage ranges of ground component GA4 can follow the first, second, and third input voltage ranges of ground component GA3.

[0142] Therefore, when the electric vehicle 10 approaches each ground component, the power transfer state is quickly or prematurely achieved, thereby improving the efficiency of wireless charging.

[0143] Meanwhile, another embodiment of this disclosure relates to a wireless charging control method for a wireless charging control device in case of an emergency during dynamic wireless power transmission for charging an electric vehicle 10 in motion. References will be omitted. Figures 1 to 13 The description is a repetition of the content.

[0144] Figure 14 This is a block diagram of a wireless charging device according to another embodiment of the present disclosure. Figure 15 This is a concept diagram of a wireless charging system according to another embodiment of the present disclosure, and Figure 16 and Figure 17 This is a flowchart of a wireless charging control method for a wireless charging system according to another embodiment of the present disclosure.

[0145] Reference Figure 14 The wireless charging device 300 may also include an indicator unit 340 and an emergency signal input unit 350.

[0146] Powering or de-energizing ground components based on the location of the electric vehicle 10 is crucial in terms of both safety and efficiency.

[0147] Reference Figure 15 and Figure 16The wireless charging control device receives status information from at least one of the following: multiple ground components GA1, ..., GA12 arranged on the charging path, the electric vehicle 10, the vehicle component 200 installed to the electric vehicle 10, and an external management device (not shown) (S1700). As described above, the wireless charging control device can perform P2PS to receive status information from the multiple ground components GA1, ..., GA12. For example, the status information received from the multiple ground components GA1, ..., GA12 may include temperature information, magnetic field information, and information about the current flowing in the multiple ground components GA1, ..., GA12, leakage current information around the multiple ground components GA1, ..., GA12, etc. Alternatively, the wireless charging control device can receive status information wirelessly from the MCU of the electric vehicle 10, the EVCC installed to the electric vehicle 10, and the vehicle component 200 installed to the electric vehicle 10. Here, the vehicle component 200 installed to the electric vehicle 10 can communicate directly or via the MCU of the electric vehicle 10 with the wireless charging control device. For example, status information received from the MCU of electric vehicle 10 may include front view information of electric vehicle 10, weather information around electric vehicle 10, speed information of electric vehicle 10, acceleration information of electric vehicle 10, and other emergency information. Status information received from the EVCC installed in electric vehicle 10 may include battery information and charging status information of electric vehicle 10. Status information received from vehicle assembly 200 installed in electric vehicle 10 may include temperature information of vehicle assembly 200, magnetic field information of vehicle assembly 200, information about the current flowing in vehicle assembly 200, and leakage current information around vehicle assembly 200. Alternatively, the wireless charging control device may receive status information wirelessly from an external management device (not shown). For example, status information received from an external management device (not shown) may include road condition information, traffic information, and other emergency information.

[0148] Next, the wireless charging control device detects an emergency state based on the status information received in step S1700 (S1710). According to embodiments of this disclosure, an emergency state can refer to a state requiring the interruption of power supply to the ground components. For example, an emergency state can refer to a state where continuous power supply to the ground components causes a malfunction or electric shock in a moving electric vehicle and poses a threat to the driver's safety. For example, when at least some of the ground components GA1, ..., GA12 malfunction, the temperature around the ground components GA1, ..., GA12 may be higher than normal, a high magnetic field may be detected around the ground components GA1, ..., GA12, the current flowing in the ground components GA1, ..., GA12 may increase significantly, the current flowing in the ground components GA1, ..., GA12 may decrease significantly, or leakage current may be detected around the ground components GA1, ..., GA12, thereby enabling the wireless charging control device to detect an emergency state based on such status information. As another example, when foreign objects are present in at least some of the ground components GA1, ..., GA12, the temperature around the ground components GA1, ..., GA12 may be higher than normal, a high magnetic field may be detected around the ground components GA1, ..., GA12, or the foreign object may be detected by the camera device of the electric vehicle 10, thereby enabling the wireless charging control device to detect an emergency based on such state information. As yet another example, when the road conditions on the charging route are poor, or an accident or fire occurs, the electric vehicle 10 or an external management device (not shown) can detect road conditions, the speed of the electric vehicle 10, traffic, etc., thereby enabling the wireless charging control device to detect an emergency based on such state information. As yet another example, when performing wireless charging is dangerous due to heavy rain, heavy snow, wind, etc., the wireless charging control device can receive such state information from the electric vehicle 10 or an external management device, thereby detecting an emergency based on the received state information.

[0149] Reference Figure 17The wireless charging control device can receive emergency signals instead of detecting an emergency in step S1710 (S1800) based on the status information received in step S1700. For this purpose, the wireless charging control device may also include an emergency signal input unit 350 installed along the charging route. The emergency signal input unit 350 can be operated by the driver of the electric vehicle 10 or the manager of the charging route. When an emergency signal is input through the emergency signal input unit 350, the wireless charging control device can detect the emergency. For example, when the driver or manager visually identifies an emergency such as an accident or fire, the presence of foreign objects, poor road conditions, or exposed ground components on the charging route, an emergency signal can be input to the emergency signal input unit 350. Therefore, power delivery control in an emergency can be performed even if communication between at least some of the wireless charging control device, ground components 100, electric vehicle 10, vehicle components 200, and external management equipment is disrupted.

[0150] Return to reference Figures 15 to 17The wireless charging control device interrupts power supply to at least some of the multiple ground components when an emergency is detected (S1720 and S1810). According to embodiments of this disclosure, the multiple ground components GA1, ..., GA12 may include a first ground component group GAS1, a second ground component group GAS2, a third ground component group GAS3, and a fourth ground component group GAS4 arranged sequentially along the travel direction of the electric vehicle 10 on the charging road. Each ground component group may include multiple ground components arranged sequentially along the travel direction of the electric vehicle 10. The first ground component group GAS1, the second ground component group GAS2, the third ground component group GAS3, and the fourth ground component group GAS4 may be arranged spaced apart from each other. In this case, the wireless charging control device can control at least one of the power supply interruption time period, the power supply interruption area, and the power supply interruption speed according to the emergency situation. For example, when the emergency situation detected in step S1710 is identified as a temporary emergency, the wireless charging control device may interrupt power supply during a first time period. When the emergency state detected in step S1710 is identified as a non-temporary emergency state, the wireless charging control device may interrupt power supply for a second time period longer than the first time period. As another example, when the emergency state detected in step S1710 is identified as an emergency state of the first ground component group GAS1, the wireless charging control device may interrupt power supply to the first ground component group GAS1. When the emergency state detected in step S710 is identified as an emergency state of both the first ground component group GAS1 and the second ground component group GAS2, the wireless charging control device may interrupt power supply to both ground component groups GAS1 and GAS2. As yet another example, when the emergency state detected in step S1710 is identified as being at a very dangerous level where power supply may no longer be sustainable, the wireless charging control device may immediately interrupt power supply. When the emergency state detected in step S1710 is identified as not being at a very dangerous level, the wireless charging control device may gradually interrupt power supply.

[0151] Next, the wireless charging control device indicates an emergency (S1730, S1820). To this end, the wireless charging control device according to an embodiment of this disclosure also includes an indicator unit 340 installed along the charging route and displaying the emergency status. Thus, the driver of the electric vehicle 10 can recognize an emergency situation on the charging route and detour accordingly. Furthermore, the manager of the charging route can identify and manage emergency situations on the charging route.

[0152] According to embodiments of this disclosure, the indicator unit 340 and emergency signal input unit 350 of the wireless charging control device can be mounted on a structure installed along a driving charging road. For example, the structure installed along the driving charging road may include a guardrail. When the indicator unit 340 and emergency signal input unit 350 are mounted on the guardrail, an emergency situation can be detected and displayed without interfering with the driving of the electric vehicle 10.

[0153] As described above, the multiple ground components GA1, ..., GA12 may include a first ground component group GAS1, a second ground component group GAS2, a third ground component group GAS3, and a fourth ground component group GAS4 arranged at intervals from each other.

[0154] In this configuration, the first ground component group GAS1, the second ground component group GAS2, the third ground component group GAS3, and the fourth ground component group GAS4 can be controlled independently of each other. Therefore, the controller 310 can control each of these ground component groups. Alternatively, as shown, the controller 310 may include a first controller 310#1 for controlling the first ground component group GAS1, a second controller 310#2 for controlling the second ground component group GAS2, a third controller 310#3 for controlling the third ground component group GAS3, and a fourth controller 310#4 for controlling the fourth ground component group GAS4.

[0155] Similarly, the indicator unit 340 may include a first indicator unit 340#1 for displaying the emergency status of the first ground component group GAS1, a second indicator unit 340#2 for displaying the emergency status of the second ground component group GAS2, a third indicator unit 340#3 for displaying the emergency status of the third ground component group GAS3, and a fourth indicator unit 340#4 for displaying the emergency status of the fourth ground component group GAS4. The emergency signal input unit 350 may include a first emergency signal input unit 350#1 for inputting emergency signals of the first ground component group GAS1, a second emergency signal input unit 350#2 for inputting emergency signals of the second ground component group GAS2, a third emergency signal input unit 350#3 for inputting emergency signals of the third ground component group GAS3, and a fourth emergency signal input unit 350#4 for inputting emergency signals of the fourth ground component group GAS4. In this case, the first indicator unit 340#1, the second indicator unit 340#2, the third indicator unit 340#3, and the fourth indicator unit 340#4 can be controlled independently of each other. Therefore, controller 310 can control each of the first indicator unit 340#1, the second indicator unit 340#2, the third indicator unit 340#3, and the fourth indicator unit 340#4. Alternatively, first controller 310#1 can control the first indicator unit 340#1, second controller 320#2 can control the second indicator unit 340#2, third controller 310#3 can control the third indicator unit 340#3, and fourth controller 320#4 can control the fourth indicator unit 340#4. Thus, the first emergency signal input unit 350#1, the second emergency signal input unit 350#2, the third emergency signal input unit 350#3, and the fourth emergency signal input unit 350#4 can be controlled independently of each other. Therefore, controller 310 can control each of the first emergency signal input unit 350#1, the second emergency signal input unit 350#2, the third emergency signal input unit 350#3, and the fourth emergency signal input unit 350#4. Alternatively, the first controller 310#1 can control the first emergency signal input unit 350#1, the second controller 320#2 can control the second emergency signal input unit 350#2, the third controller 320#3 can control the third emergency signal input unit 350#3, and the fourth controller 320#4 can control the fourth emergency signal input unit 350#4.

[0156] According to embodiments of this disclosure, the indicator unit 340 and the emergency signal input unit 350 can be arranged in a separation area SZ to overlap between the ground component groups in a direction perpendicular to the travel direction of the electric vehicle 10. For example, the separation area SZ between the ground component groups refers to an area relatively unaffected by magnetic fields compared to the area where the ground component groups are placed. Therefore, the safety of the driver or manager operating the emergency signal input unit 350 can be ensured.

[0157] According to embodiments of this disclosure, the first indicator unit 340#1 may include a first start indicator light (not shown) placed at the starting point of the first ground component group GAS1 and a first end indicator light 340#1T placed at the ending point of the first ground component group GAS1; the second indicator unit 340#2 may include a second start indicator light 340#2S placed at the starting point of the second ground component group GAS2 and a second end indicator light 340#2T placed at the ending point of the second ground component group GAS2; the third indicator unit 340#3 may include a third start indicator light 340#3S placed at the starting point of the third ground component group GAS3 and a second end indicator light 340#3T placed at the ending point of the third ground component group GAS3; and the fourth indicator unit 340#4 may include a fourth start indicator light 340#4S placed at the starting point of the fourth ground component group GAS4 and a fourth end indicator light (not shown) placed at the ending point of the fourth ground component group GAS4. For example, when the first ground component group GAS1 is in an emergency, both the first start indicator light (not shown) and the first end indicator light 340#1T can be set to illuminate, and when the second ground component group GAS2 is in an emergency, both the second start indicator light 340#2S and the second end indicator light 340#2T can be set to illuminate. Thus, the driver of the electric vehicle 10 can easily identify the start and end points of the emergency and efficiently navigate around the area where the emergency occurs.

[0158] According to embodiments of this disclosure, the emergency signal input unit 350 can be placed between the indicator units 340. For example, the second emergency signal input unit 350#2 can be placed between the first end indicator light 340#1T and the second start indicator light 340#2S. For example, the first end indicator light 340#1T, the second emergency signal input unit 350#2, and the second start indicator light 340#2S can be placed on a single structure. Therefore, this structure is easy to install and manage, and the driver or manager can safely input emergency signals.

[0159] Therefore, the wireless charging control device can send an emergency status message to the electric vehicle 10 or the vehicle component 200 installed on the electric vehicle 10 (S1740, S1830). As a result, the driver can identify the emergency situation not only through the indicator unit 340 on the charging road, but also through the display on the electric vehicle 10, thereby making driving safer.

[0160] According to an alternative embodiment of this disclosure, the wireless charging control device detects an abnormal state of the ground component 100 based on state information received from the ground component 100 and controls the ground component 100. In this specification, an abnormal state may refer to a state where a foreign object is present in the ground component 100 or a state requiring liveness protection (LOP). References will be omitted. Figures 1 to 17 The description is a repetition of the content.

[0161] Figure 18 This is a flowchart of a wireless charging control method for a wireless charging system according to another embodiment of the present disclosure.

[0162] Reference Figure 18 Ground component 100 and vehicle component 200 perform signal exchange to establish a connection therebetween (S2500). For example, ground component 100 may periodically send ping signals, and vehicle component 200 within the coverage area of ​​ground component 100 may respond to the ping signals of ground component 100. Using this process, ground component 100 may detect vehicle component 200, and information about the type of ground component 100, the type of vehicle component 200, the type of electric vehicle 10 having vehicle component 200, the amount of electricity required by electric vehicle 10, and the amount of electricity that can be fed by ground component 100 may be exchanged between ground component 100 and vehicle component 200.

[0163] Next, the ground component 100 sends status information to the wireless charging control device (S2510). Here, the status information includes at least one of the following: temperature of the ground component 100, rate of temperature change, impedance, current, voltage, power, and coupling coefficient. For this purpose, the ground component 100 may also include a sensor unit (not shown) for detecting the temperature of the ground component 100 or its surroundings. Alternatively, the ground component 100 may also include a timer (not shown). Impedance may refer to the impedance on the side of the first control circuit 120. Current, voltage, and power may refer to the current, voltage, and power on the side of the transmitting coil 110. Coupling coefficient may refer to the coupling coefficient between the transmitting coil 110 and the receiving coil 210.

[0164] In this scenario, the status information may include information about the ground component 100 after the first power is applied to it and before it is connected to the vehicle component 200. In other words, the status information may include information about the ground component 100 after the first power is applied to it and before the power for wireless charging is transferred to the vehicle component 200. Here, the state after the first power is applied to the ground component 100 and before the power for wireless charging is transferred to the vehicle component 200 can be referred to as a no-load state or a pre-powered state.

[0165] Next, the wireless charging control device detects an abnormal state based on the status information received from the ground component 100 (S2520). An abnormal state can refer to the presence of a foreign object (FO) or a living organism (LO) on the ground component 100. In the event of a foreign object on the ground component 100, not only will the efficiency of wireless power transmission be reduced, but accidents such as fires or harm to living organisms may also occur.

[0166] To this end, the wireless charging control device can compare the status information received from the ground component 100 with normal status information. Here, the normal status information may include information about when the ground component 100 is in a normal state, for example, information about the absence of foreign objects or a low-order displacement (LO). The normal status information may be pre-stored in the wireless charging control device or received from surrounding ground components 100. The normal status information may include at least one of the following when the ground component 100 is in a normal state: temperature, rate of temperature change, impedance, current, voltage, power, and coupling coefficient.

[0167] For example, if a foreign object, such as metal, is present on or around the ground component 100 and is affected by a magnetic field, the temperature of the ground component 100 or its surroundings may rise excessively, or the rate of temperature change of the ground component 100 or its surroundings may become excessively high. Furthermore, when a foreign object, such as metal, is present on or around the ground component 100, power can be transferred from the ground component 100 to the foreign object.

[0168] Therefore, when the temperature received from the ground component 100 is outside a predetermined temperature range, when the rate of temperature change received from the ground component 100 is outside a predetermined rate of temperature change range, when the impedance received from the ground component 100 is outside a predetermined impedance range, when at least one of the current, voltage, and power received from the ground component 100 is outside a predetermined current, voltage, and power range, or when the coupling coefficient received from the ground component 100 is outside a predetermined coupling coefficient range, it can be identified that the ground component 100 is in an abnormal state.

[0169] When no abnormal state is detected in the ground component 100, the wireless charging control device sends a control signal to the ground component 100 to continue wireless charging (S2530). In other words, a second power higher than the first power is applied to the ground component 100. Therefore, power is wirelessly transmitted from the transmitting coil 110 of the ground component 100 to the receiving coil 210 of the vehicle component 200.

[0170] When an abnormal state of the ground component 100 is detected, the wireless charging control device derating or shutting down the ground component 100 (S2540). Here, derating may cause the power applied to the transmitting coil 110 of the ground component 100 to be lower than the first power. In addition, shutting down may cause the transmitting coil 110 to not be powered.

[0171] After a predetermined time has elapsed following a derating or shutdown, steps S2500 to S2520 can be executed again. Step S2530 can continue when the abnormal condition, such as the presence of a foreign object on the ground component 100, is removed. Alternatively, if the abnormal condition remains, the wireless charging control device can identify that repair is required and notify the management server (not shown). Furthermore, when a derating or shutdown is performed, the vehicle or user can be notified of the derating or shutdown and guided to choose to stop charging or move.

[0172] Figure 19 This is a flowchart of a wireless charging control method for a wireless charging system according to another embodiment of the present disclosure. For ease of explanation, references will be omitted below. Figure 18 The description is a repetition of the content.

[0173] Reference Figure 19 The ground component 100 wirelessly transmits power to the vehicle component 200 (S2600). For this purpose, the ground component 100 and the vehicle component 200 are connected while the first power is applied to the ground component 100. After the connection is established, the ground component 100 provides the vehicle component 200 with a second power higher than the first power.

[0174] Therefore, the ground component 100 sends status information to the wireless charging control device (S2610). Here, the status information includes at least one of the following: temperature, rate of temperature change, impedance, current, voltage, power, and coupling coefficient of the ground component 100. Here, the status information may refer to when the ground component 100 supplies a second power higher than the first power to the vehicle component 200.

[0175] Next, the wireless charging control device detects an abnormal state based on the status information received from the ground component 100 (S2620). An abnormal state may refer to the presence of a foreign object (FO) on the ground component 100.

[0176] When no abnormal state is detected in the ground component 100, the wireless charging control device sends a control signal to the ground component 100 to continue wireless charging (S2630). Therefore, power is wirelessly transmitted from the transmitting coil 110 of the ground component 100 to the receiving coil 210 of the vehicle component 200.

[0177] When an abnormal state of the ground component 100 is detected, the wireless charging control device derates or shuts down the ground component 100 (S2640). Here, derating may cause the power applied to the transmitting coil 110 of the ground component 100 to be lower than the second power. In addition, shutting down may cause the transmitting coil 110 to be unpowered.

[0178] After a predetermined time has elapsed following a derating or shutdown, steps S2610 to S2620 can be executed again. Step S2630 can continue when the abnormal condition, such as the presence of a foreign object on the ground component 100, is removed. Alternatively, if the abnormal condition remains, the wireless charging control device can identify a need for repair and notify the management server (not shown). Furthermore, when a derating or shutdown is performed, the vehicle or user can be notified of the derating or shutdown and guided to choose to stop charging or move.

[0179] Figure 20 This is a flowchart of a wireless charging control method for a wireless charging system according to another embodiment of the present disclosure. For ease of explanation, references will be omitted below. Figure 18 The description is a repetition of the content.

[0180] Reference Figure 20 Ground component 100 and vehicle component 200 perform signal exchange to establish a connection (S2700).

[0181] Next, the ground component 100 sends status information to the wireless charging control device (S2710). Here, the status information includes at least one of the following: temperature, rate of temperature change, impedance, current, voltage, power, and coupling coefficient of the ground component 100.

[0182] Therefore, vehicle component 200 sends vehicle information to wireless charging control device (S2720). Here, vehicle information may include at least one of vehicle component 200 identification information, current, voltage, and power. Here, the current, voltage, and power of vehicle component 200 may be the current, voltage, and power on the receiving coil 210 side.

[0183] Next, the wireless charging control device detects an abnormal state based on the status information received from the ground component 100 and the vehicle information received from the vehicle component 200 (S2730). An abnormal state may refer to the presence of a foreign object (FO) on the ground component 100.

[0184] When no abnormal state is detected in the ground component 100, the wireless charging control device sends a control signal to the ground component 100 to continue wireless charging (S2740). In other words, a second power higher than the first power is applied to the ground component 100. Therefore, power is wirelessly transmitted from the transmitting coil 110 of the ground component 100 to the receiving coil 210 of the vehicle component 200.

[0185] When an abnormal state of the ground component 100 is detected, the wireless charging control device derates or shuts down the ground component 100 (S2750). Here, derating may cause the power applied to the transmitting coil 110 of the ground component 100 to be lower than the first power. In addition, shutting down may cause the transmitting coil 110 to be unpowered.

[0186] After a predetermined time has elapsed following a derating or shutdown, steps S2700 to S2730 can be executed again. Step S2740 can continue when the abnormal condition, such as the presence of a foreign object on the ground component 100, is removed. Alternatively, if the abnormal condition remains, the wireless charging control device can identify a need for repair and notify the management server (not shown). Furthermore, when a derating or shutdown is performed, the vehicle or user can be notified of the derating or shutdown and guided to choose to stop charging or move.

[0187] Furthermore, the wireless charging system and its wireless charging control method according to the embodiments of this disclosure can even be applied when multiple ground components are arranged sequentially.

[0188] Figure 21 It is a diagram showing a configuration in which multiple ground components are arranged sequentially along the travel path of an electric vehicle, and Figure 22 The wireless charging control method of the wireless charging system according to the embodiments of this disclosure is in Figure 21 The flowchart under the following conditions.

[0189] Reference Figure 21 Within the coverage area of ​​the wireless charging control device, multiple ground components 100-1, 100-2, 100-3, 100-4, 100-5, ..., 100-n are sequentially arranged on the travel path of the electric vehicle 10. Here, the example is illustrated by the presence of a foreign object on one of the ground components 100-5.

[0190] Reference Figure 22 The sequentially arranged ground components 100-1, 100-2, 100-3, 100-4, 100-5, ..., 100-n send their own status information to the wireless charging control device (S2900). Here, the status information includes at least one of the following for each ground component: temperature, rate of temperature change, impedance, current, voltage, power, and coupling coefficient.

[0191] The wireless charging control device detects the abnormal state of each ground component based on the status information received from multiple ground components 100-1, 100-2, 100-3, 100-4, 100-5, ..., 100-n (S2910).

[0192] To this end, the wireless charging control device can compare each state information received from multiple ground components 100-1, 100-2, 100-3, 100-4, 100-5, ..., 100-n with normal state information. Here, normal state information may include at least one of the following when there are no foreign objects on the ground component 100 under no-load conditions: temperature, rate of temperature change, impedance, current, voltage, power, and coupling coefficient.

[0193] For example, when the temperature received from multiple ground components 100-1, 100-2, 100-3, 100-4, 100-5, ..., 100-n is outside a predetermined temperature range, when the rate of temperature change is outside a predetermined rate of temperature change range, when the impedance is outside a predetermined impedance range, when at least one of the current, voltage, and power is outside a predetermined range for at least one of the current, voltage, and power, or when the coupling coefficient is outside a predetermined coupling coefficient range, the corresponding ground component can be identified as being in an abnormal state.

[0194] The wireless charging control device sends a control signal to continue wireless charging to the ground components 100-1, 100-2, 100-3, 100-4, 100-5, ..., 100-n from which no abnormal state is detected (S2920), and derates or shuts down the ground components that have detected abnormal state (S2930).

[0195] Meanwhile, when electric vehicles 10 are Figure 21When the electric vehicle 10 is traveling on ground component 100-1, the vehicle component 200 installed on the electric vehicle 10 provides vehicle information to the wireless charging control device. The wireless charging control device can transmit the vehicle information received from the vehicle component 200 and the control signals for wireless charging to ground components 100-2, 100-3, 100-4, and 100-5 that the electric vehicle 10 will pass through. Therefore, ground components 100-2, 100-3, 100-4, and 100-5 can be prepared in advance to wirelessly transmit power to the vehicle component 200.

[0196] However, when the wireless charging controller detects an abnormal state of the ground component 100-5, it may refrain from sending vehicle information received from the vehicle component 200 and control signals for wireless charging to the ground component 100-5. This prevents power consumption and temperature increases caused by unnecessary wireless charging preparation by the ground component 100-5.

[0197] Meanwhile, according to the embodiments of this disclosure, the wireless charging control device can identify that the ground components 100-1, 100-2, 100-3, 100-4, 100-5, ..., 100-n whose transmission modes of status information are different from those of other ground components are in an abnormal state.

[0198] Figure 23a An example is shown where, when receiving status information from multiple sequentially arranged ground components, no abnormal state is detected from any of the ground components, and Figures 23b to 23e An example of an abnormal state being detected from ground component 100-5 is shown.

[0199] Reference Figure 23a When the wireless charging control device receives status information sequentially from multiple ground components arranged in chronological order, it may not detect any abnormal status on the driving path of the electric vehicle 10.

[0200] On the other hand, refer to Figure 23b and Figure 23c When status information is received sequentially from multiple ground components arranged in chronological order, the wireless charging control device can identify that the ground component 100-5 is in an abnormal state if status information is continuously received from a specific ground component 100-5.

[0201] In addition, refer to Figure 23d and Figure 23e When status information is received sequentially from multiple ground components arranged in chronological order, if status information is not received continuously from a specific ground component 100-5, the wireless charging control device can identify that the ground component 100-5 is in an abnormal state.

[0202] For example, when an accident occurs on the ground component 100-5 and the electric vehicle 10 is traveling around the ground component 100-5, the ground component 100-5 does not send status information to the charging control device.

[0203] According to embodiments of this disclosure, the wireless charging control device can identify that a ground component among multiple ground components 100-1, 100-2, 100-3, 100-4, 100-5, ..., 100-n whose temperature information differs from that of other ground components is in an abnormal state.

[0204] Figure 24a and Figure 24b An example is shown where, with the first to fourth ground components GA1, GA2, GA3, and GA4 arranged in a specific configuration, the wireless charging control device receives temperature information from the first to fourth ground components GA1, GA2, GA3, and GA4. The first to fourth ground components may not be arranged sequentially, but rather can be multiple ground components arranged within the parking lot.

[0205] Reference Figure 24a When the wireless charging control device receives status information including a "first temperature" from the first to the fourth ground components GA1, GA2, GA3, and GA4, and the "first temperature" is room temperature, the wireless charging control device can identify that the first to the fourth ground components GA1, GA2, GA3, and GA4 are in a normal state. When some of the ground components GA2 and GA4 send status information including a "second temperature" that is higher than the temperature of the surrounding ground components GA1 and GA3 to the wireless charging control device, the wireless charging control device identifies whether the "second temperature" is within the temperature range of the charging state. If it identifies that the "second temperature" is within the temperature range of the charging state, it continues to execute the process.

[0206] Reference Figure 24b When some of the ground components GA2 and GA4 (from the first to the fourth ground components GA1, GA2, GA3, and GA4) send status information including a "second temperature" higher than the temperature of the surrounding ground components GA1 and GA3 to the wireless charging control device, the wireless charging control device identifies whether the "second temperature" is within the temperature range of the charging state. If it identifies that the "second temperature" is within the temperature range of the charging state, it continues to execute the process. When ground component GA2 sends status information including a "third temperature" higher than the "second temperature" (i.e., the temperature of the charging state) to the wireless charging control device, the wireless charging control device can identify that ground component GA2 is in an abnormal state.

[0207] According to embodiments of this disclosure, multiple ground components GA1, GA2, GA3, and GA4 can send temperature ranges instead of specific temperatures to the wireless charging control device. The wireless charging control device can pre-store temperature ranges for an uncharged state, a charging state, and an abnormal state, and identify whether a ground component is in an uncharged state, a charging state, or an abnormal state based on the temperature ranges received from the multiple ground components GA1, GA2, GA3, and GA4.

[0208] According to embodiments of this disclosure, wireless charging control can be applied in an unloaded state or a charging state.

[0209] Figure 25 illustrates an example of a wireless charging control method applied according to an embodiment of the present disclosure.

[0210] Reference Figure 25b ,like Figure 25a As shown, when the first vehicle 10-1 passes the first GA containing a foreign object before the second vehicle 10-2 and the second vehicle 10-2 follows the first vehicle 10-1, the wireless charging control device receives first vehicle charging information from the first GA based on the charging status of the first vehicle 10-1 (S2200). Here, the first GA can charge the first vehicle 10-1 using a second power. The first vehicle charging information may include the impedance measured from the first GA, the voltage or current of the first GA, and the voltage, current, efficiency, or power of the first VA installed to the first vehicle 10-1 when the first vehicle 10-1 is being charged.

[0211] Next, when the second vehicle 10-2 passes the first GA, the wireless charging control device charges the second vehicle 10-2 based on the first vehicle charging information obtained in step S2200 (S2210). For example, if the first GA is identified as being in an abnormal state based on the first vehicle charging information, the first GA performs a derating and charges the second vehicle 10-2 at a first power lower than the second power.

[0212] Figure 26 illustrates an example of a wireless charging control method applying another embodiment of the present disclosure.

[0213] Reference Figure 26b ,like Figure 26aAs shown, when the first vehicle 10-1 passes the first GA containing a foreign object before the second vehicle 10-2 and the second vehicle 10-2 follows the first vehicle 10-1, the wireless charging control device receives first vehicle charging information from the first GA based on the charging status of the first vehicle 10-1 (S2300). Here, the first GA can charge the first vehicle 10-1 using a second power. The first vehicle charging information may include the impedance measured from the first GA, the voltage or current of the first GA, and the voltage, current, efficiency, or power of the first VA installed to the first vehicle 10-1 when the first vehicle 10-1 is being charged.

[0214] Next, the wireless charging control device obtains operational information about the first GA based on the first vehicle charging information (S2310). Here, the operational information about the first GA refers to information indicating whether the first GA is operating in an abnormal or normal state. For example, when the impedance measured in the first GA is outside the normal range, when the voltage or current of the first GA is outside the normal range, or when the voltage, current, efficiency, or power of the first VA is outside the normal range, it can be identified that the first GA is operating in an abnormal state. When the impedance measured in the first GA is within the normal range, when the voltage or current of the first GA is within the normal range, or when the voltage, current, efficiency, or power of the first VA is within the normal range, it can be identified that the first GA is operating in a normal state.

[0215] Next, when the second vehicle 10-2 passes the first GA, the second vehicle 10-2 is charged based on the operation information about the first GA obtained in step S2310 (S2320). For example, if the first GA is identified as being in an abnormal state, the first GA performs a derating and charges the second vehicle 10-2 at a first power lower than the second power.

[0216] Here, before executing step S2320, the first GA can also send second vehicle charging information based on the charging of the second vehicle 10-2 to the wireless charging control device, and in step S2320, the wireless charging control device can charge the second vehicle 10-2 based on the second vehicle charging information.

[0217] Figure 27 shows an example of a wireless charging control method applying another embodiment of the present disclosure.

[0218] Reference Figure 27b ,like Figure 27aAs shown, when the first vehicle 10-1 passes the first GA containing a foreign object before the second vehicle 10-2 and the second vehicle 10-2 follows the first vehicle 10-1, the same description as steps S2300 to S2320 can be applied to steps S2400 to S2420. Although not shown, the first GA can also send second vehicle charging information based on the charging status of the second vehicle 10-2 to the wireless charging control device.

[0219] When a third vehicle 10-3 following the second vehicle 10-2 passes through the first GA, the third vehicle (not shown) is charged based on the charging information of the second vehicle (S2430). For example, the wireless charging control device may obtain operational information about the first GA based on the charging information of the second vehicle, and when the operational information about the first GA indicates a normal state, the first GA charges the third vehicle at a higher second power.

[0220] Figure 28 shows an example of a wireless charging control method applying another embodiment of the present disclosure.

[0221] Reference Figure 28b ,like Figure 28a As shown, when the first vehicle 10-1 passes the first GA containing a foreign object before the second vehicle 10-2 and the second vehicle 10-2 follows the first vehicle 10-1, the wireless charging control device receives first charging information from the first GA based on the charging status of the first vehicle 10-1 (S1500). Here, the first GA can charge the first vehicle 10-1 using a second power. The first charging information may include the impedance measured in the first GA, the voltage or current of the first GA, and the voltage, current, efficiency, or power of the first VA installed in the first vehicle 10-1 during the charging of the first vehicle 10-1.

[0222] Then, the wireless charging control device receives second charging information based on the charging of the first vehicle 10-1 from the second GA, i.e., another GA on the path traversed by the first vehicle 10-1 (S1510). Here, the second GA can charge the first vehicle 10-1 using a second power. The second charging information may include the impedance measured in the second GA, the voltage or current of the second GA, and the voltage, current, efficiency, or power of the first VA installed to the first vehicle 10-1 during the charging of the first vehicle 10-1.

[0223] Next, the wireless charging control device obtains operational information about the first GA based on the first charging information sent by the first GA and the second charging information sent by the second GA (S1520). Here, the operational information about the first GA refers to information indicating whether the first GA is operating in an abnormal state or a normal state. For example, the wireless charging control device can detect an abnormal state of the first GA by comparing the first charging information sent by the first GA and the second charging information sent by the second GA.

[0224] Next, when the second vehicle 10-2 passes the first GA, the second vehicle 10-2 is charged based on the operation information about the first GA obtained in step S1520 (S1530). For example, when the first GA operates in an abnormal state, the first GA may perform derating and charge the second vehicle 10-2 at a first power lower than the second power.

[0225] Figure 29 shows an example of a wireless charging control method applying another embodiment of the present disclosure.

[0226] Reference Figure 29b ,like Figure 29a As shown, when the first vehicle 10-1 passes the first GA before the second vehicle 10-2 and the second vehicle 10-2 follows the first vehicle 10-1, the wireless charging control device receives first charging information from the first GA based on the charging of the first vehicle 10-1 (S1600). Here, the first GA can charge the first vehicle 10-1 using a second power. The first charging information may include the impedance measured in the first GA, the voltage or current of the first GA, and the voltage, current, efficiency, or power of the first VA installed to the first vehicle 10-1 during the charging of the first vehicle 10-1.

[0227] Then, the wireless charging control device receives second charging information (S1610) from the first GA, i.e., another GA on the path traversed by the first vehicle 10-1, based on the charging of the second vehicle 10-2 following the first vehicle 10-1. Here, the first GA can charge the second vehicle 10-2 using a second power. The second charging information may include the impedance measured in the first GA, the voltage or current of the first GA, and the voltage, current, efficiency, or power of the second VA installed to the second vehicle 10-2 during the charging of the second vehicle 10-2.

[0228] Next, the wireless charging control device detects foreign objects in the second vehicle 10-2 based on the first charging information and the second charging information sent from the first GA (S1620). For example, when the first charging information indicates that the first GA is operating in a normal state, but the second charging information indicates that the first GA is operating in an abnormal state, the wireless charging control device can identify that the foreign object is not present in the first GA but is attached to the second vehicle 10-2.

[0229] Then, when the second vehicle 10-2 passes the second GA, the second vehicle 10-2 is charged based on the foreign object detected on the second vehicle 10-2 in step S1520 (S1630). In other words, the second GA can perform derating and charge the second vehicle 10-2 using a first power lower than the second power.

[0230] Although exemplary embodiments of the present disclosure have been described, various modifications and changes can be made to the present disclosure by those skilled in the art without departing from the spirit and scope of the present disclosure as defined by the appended claims.

Claims

1. A wireless charging control method for a wireless charging control device for a moving electric vehicle, the wireless charging control method comprising: The electric vehicle enters the first area as detected by the first controller; The first controller obtains vehicle information about the electric vehicle; The first controller sends the vehicle information of the electric vehicle to the second controller; The power feed of multiple ground components placed in the first area is controlled by the first controller; as well as The power feed of multiple ground components placed in the second area is controlled by the second controller. Each of the power feed control performed by the first controller and the power feed control performed by the second controller includes sequentially executing a first input voltage range, a second input voltage range, and a third input voltage range. In the first input voltage range, the input voltage increases with time, and in the third input voltage range, the input voltage decreases with time. The first input voltage range, the second input voltage range, and the third input voltage range of the second controller follow the first input voltage range, the second input voltage range, and the third input voltage range of the first controller.

2. The wireless charging control method according to claim 1, wherein, A portion of the second input voltage range of the first controller overlaps with a portion of the first input voltage range of the second controller.

3. The wireless charging control method according to claim 2, wherein, Based on the vehicle information, at least one of the following is set: the start time of the first input voltage range of the second controller, the start time of the second input voltage range of the second controller, the duration of the second input voltage range of the second controller, and the start time of the third input voltage range of the second controller.

4. The wireless charging control method according to claim 2, wherein, The start time of the first input voltage range of the second controller overlaps with the first input voltage range of the first controller or the second input voltage range of the first controller.

5. The wireless charging control method according to claim 4, wherein, The start time of the second input voltage range of the second controller overlaps with the second input voltage range of the first controller.

6. The wireless charging control method according to claim 2, wherein, The first input voltage in the second input voltage range of the first controller is higher than the second input voltage in the first input voltage range of the second controller.

7. The wireless charging control method according to claim 1, wherein, The vehicle information includes speed information about the electric vehicle.

8. The wireless charging control method according to claim 1, wherein, The first region and the second region include the overlapping region between the first region and the second region, and During the transmission, the first controller sends the vehicle information of the electric vehicle to the second controller before the electric vehicle enters the overlapping area.

9. The wireless charging control method according to claim 8, wherein, 。 At least one ground component is placed within the overlapping area, and The at least one ground component is controlled by the first controller or the second controller.

10. The wireless charging control method according to claim 9, wherein, When the switch connecting the at least one ground component to the first controller and the second controller is in a first state, the at least one ground component is controlled by the first controller, and when the switch is in a second state, the at least one ground component is controlled by the second controller.

Images