Data Link for Resonant Inductive Wireless Charging

Abstract

A full-duplex, low-latency near-field data link control for a resonant inductive wireless power transfer system for battery recharging. In an electric vehicle implementation, components are aligned relative to a ground component to receive a charging signal. The vehicle component includes one or more charging coils and a first full-duplex inductive coupling data communication system that communicates with a ground component including one or more charging coils and a second full-duplex inductive coupling data communication system. Based on the geometric positioning of the vehicle component relative to the ground component, the charging coils of the ground component and the vehicle component are selectively enabled for charging. Where appropriate, the transmit / receive systems of the ground component and / or the vehicle component are adjusted to the same type to enable communication of charging management and control data between the ground component and the vehicle component during charging.

Description

[0001] Priority Claim

[0002] This application claims the benefit of priority of U.S. Application Serial No. 16 / 675,618, filed on November 6, 2019, and also claims the benefit of priority of U.S. Application Serial No. 16 / 570,801, filed on September 13, 2019, the entire contents of both applications being incorporated herein by reference. Technical Field

[0003] A full-duplex near-field data link designed to control a resonant inductive wireless power transfer system is used to recharge an electric vehicle. A coherent repeater configuration enables interference-suppressed synchronous detection and positive suppression of signals originating from nearby and adjacent vehicles. Background Art

[0004] Inductive power transfer has many important applications across many industries and markets. A resonant inductive wireless power device can be regarded as a switched-mode DC-to-DC power supply of an air-gap transformer with separated and isolated power input and output sections. Since the output current is controlled by adjusting the input-side parameters, there must be a way to transfer the output parameters to the input-side control circuit. Conventional isolated switched-mode power supplies use optocouplers or coupled transformers to communicate across the isolation barrier, but these conventional methods are useless in the presence of large physical gaps. Acoustic and optical communications across the power transfer gap are possible in principle, but are insufficient in practice when challenged by mud, road debris, snow ice, and standing water. Communication can be achieved across the power transfer gap by modulating the impedance of the receiving inductor and detecting the voltage and current variations induced on the primary-side inductor. However, due to the typically low operating frequencies employed by resonant inductive wireless power transfer devices and the medium to high load Q-values of the primary-side and secondary-side inductors of such resonant inductive wireless power transfer systems, the available data communication bandwidth is severely limited, and full-duplex communication implementations are difficult.

[0005] Accordingly, radio-frequency-based data communication systems are preferred because radio-frequency-based data communication systems are not affected by the difficulties listed above; however, conventional radio-frequency data communication systems are insufficient in several respects. Half-duplex systems transmit only in one direction but rapidly alternate the direction of transmission, thereby creating a data link that functions as a full-duplex link. Transmitting data buffering or queuing introduces significant and variable transmission delays, which are a cause of control system instability when placed in the control system feedback path, which is particularly undesirable.

[0006] Conventional superheterodyne receivers typically require fairly good intermediate frequency filters to provide out-of-channel interference rejection. However, such filters tend to be expensive and are not easily made to fit themselves for monolithic integration.

[0007] In addition, conventional radio data links do not inherently distinguish other nearby data links of the same type. This means that conventional radio-based data links, when used to facilitate the wireless charging of electric vehicles, often respond to radio commands emitted by charging devices in nearby or adjacent parking spaces, an act that greatly complicates the clear identification of vehicles and subsequent wireless charging control. SUMMARY OF THE INVENTION

[0008] The systems and methods described herein address the above and other limitations of the prior art by implementing a coherent full-duplex radio frequency data link that relies on near-field inductive coupling, as opposed to far-field propagation in conventional systems, to limit the effective communication range, that employs synchronous detection to suppress out-of-channel and some in-channel interference without complex frequency-domain filtering, and that employs a coherent transponder architecture for positive identification of data link transmit-receive device pairs.

[0009] In an example embodiment, two devices are provided, one device associated with a ground-side wireless power transmission device and the other device associated with a vehicle-side wireless power reception device. A crystal-controlled reference oscillator located in the ground-side device provides a common basis for the coherent generation of all radio frequency signals required for transmission and detection. Since this is a full-duplex communication device, there are two independent transmit-receive links: a forward link from the ground-side device to the vehicle-side device, and a return link from the vehicle-side device to the ground-side device. The vehicle-side loop antenna is generally located below the conductive body bottom of the vehicle and parallel to the ground surface.

[0010] The forward link transmission signal is derived from a reference oscillator. Serial data is applied by a modulator to the forward link carrier. Transmission occurs between two electrically small loop antennas with significant mutual inductive coupling, and the spacing between the two electrically small loop antennas is much less than the wavelength at the forward link operating frequency. On the vehicle side of the forward link, the received signal is detected by a homodyne detector, which extracts the carrier of the signal and uses it as the detection reference in a synchronous detector. The extracted carrier is multiplied in frequency and used as the carrier for the return link, where return link data is applied to the carrier with a second modulator. The return link transmission occurs through near-field inductive coupling between two closely spaced electrically small loop antennas, as described above. The synchronous detector on the ground side of the link uses a frequency-multiplied version of the original reference oscillator signal as the detection reference to extract the return link data. Link modulation in both directions can be amplitude modulation, phase modulation, or a combination of both.

[0011] Since the forward link carrier, the forward link detection reference, the return link carrier, and the return link detection reference are all derived from the same reference oscillator, the coherence of these four key signals is ensured by design. No complex frequency acquisition and synchronization circuits are required. In addition, the production tolerance between reference oscillators and the frequency variations caused by the environment ensure that the link signals from devices located in adjacent parking spaces will not be coherent and will therefore not be subject to synchronous detection. Further suppression of the link signals from devices and vehicles in adjacent parking spaces results from the attenuation that occurs when the link transmission wavelength exceeds the separation distance from the vehicle body bottom to the ground surface, where the vehicle body bottom and the ground surface act as the two plates of a waveguide operating below the waveguide propagation cutoff frequency.

[0012] According to a first aspect, there is provided a charging system comprising: a first coil assembly including a charging coil and a first full-duplex inductive coupling data communication system, the first full-duplex inductive coupling data communication system including a first transmit / receive system that transmits a first signal through a first inductive link and receives a second signal through a second inductive link; and a second coil assembly including a charging coil and a second full-duplex inductive coupling data communication system, the second full-duplex inductive coupling data communication system including a second transmit / receive system that receives the first signal through the first inductive link and transmits the second signal through the second inductive link. In an example embodiment, the first transmit / receive system and the second transmit / receive system are adapted to be able to select among at least one of hardware, software, and firmware configurations suitable for modulating an output signal and demodulating an input signal. In addition, the charging coil of the first coil assembly is configured to be disposed parallel to the charging coil of the second coil assembly to receive a charging signal during charging and is selectively enabled to match the geometry of the second coil assembly during charging.

[0013] In an example embodiment, the first transmit / receive system includes a processor that processes data from at least one of a first coil assembly and an external system for transmission to a second coil assembly and processes data received from the second coil assembly for delivery to at least one of the first coil assembly and the external system for processing. In an example embodiment, the processor disables a charging signal when a fault event is detected by the first coil assembly or when a fault event is received from the second coil assembly.

[0014] In other example embodiments, the second transmit / receive system includes a processor that processes at least one of commands and data from the second coil assembly and from an external system for transmission to the first coil assembly and processes data received from the first coil assembly for delivery to at least one of the external system and the second coil assembly. In an example embodiment, the second coil assembly further includes a digital interface, and the processor provides measurement results related to a first signal, a second signal, and a charging signal to the digital interface. The measurement results include at least one of the following: signal strength at a first antenna structure and a second antenna structure of the first coil assembly and the second coil assembly, bit error rate, ratio of energy per bit to spectral noise density, frequency, and amplitude shift and phase shift. In an example embodiment, the external system may include an external processor. In such an embodiment, the measurement results are delivered via the digital interface to the external processor for at least one of alignment detection and closed-loop charging system management and control. The external processor may provide the following to the processor for transmission: near real-time voltage and current measurements on the second coil assembly, thermal measurements of the second coil assembly, Z-gap changes, fault alerts for the first coil assembly or the second coil assembly, alerts regarding intermediate charging performance events, and additional sensed data related to the second coil assembly.

[0015] In other example embodiments, the first signal and the second signal are configured as narrowband signals or broadband signals depending on a stage of a charging cycle or whether a signal quality threshold has been crossed.

[0016] In other example embodiments, the first signal and the second signal are configured as asynchronous spread-spectrum signals. In such an embodiment, each of the first transmit / receive system and the second transmit / receive system may include a direct-sequence spread-spectrum system that transmits complementary code sequences such that the first transmit / receive system and the second transmit / receive system are able to distinguish the signals from co-channel interference.

[0017] In an example embodiment, the hardware, software, and / or firmware are adapted to modulate an output signal using at least two of the following: amplitude modulation, phase modulation, frequency modulation, orthogonal frequency division multiplexing (OFDM), and spread spectrum techniques. The spread spectrum techniques may include at least one of the following: direct sequence spread spectrum, chirp spread spectrum (CSS), binary offset carrier (BOK), and frequency hopping.

[0018] In other example embodiments, the first transmit / receive system and the second transmit / receive system each include: a receiver, an analog-to-digital converter, a digital processor, a digital-to-analog converter, and a transmitter, where the digital processor processes data from at least one of a first coil assembly and an external system for transmission to a second coil assembly, and processes data received from the second coil assembly for delivery to at least one of the first coil assembly and the external system for processing. In an example embodiment, the analog-to-digital converter and the digital-to-analog converter are implemented as discrete integrated circuits, and the digital processor is implemented as a field programmable gate array. Additionally, the analog-to-digital converter, the digital processor, and the digital-to-analog converter may be implemented as firmware residing in an application specific integrated circuit (ASIC). In an example embodiment, the digital processor of each transmit / receive system uses a software architecture implemented on the digital processor to process input data for transmission and to process data received from other transmit / receive systems. The first transmit / receive system and the second transmit / receive system may optionally include at least one bandpass filter.

[0019] According to a second aspect, there is provided a method of charging a vehicle, the method including positioning a vehicle assembly relative to a ground assembly to receive a charging signal, the vehicle assembly including one or more charging coils, where each charging coil has a first full-duplex inductive coupling data communication system including a first transmit / receive system that receives a first signal via a first inductive link and transmits a second signal via a second inductive link, and the ground assembly including one or more charging coils, where each charging coil has a second full-duplex inductive coupling data communication system including a second transmit / receive system that transmits the first signal via the first inductive link and receives the second signal via the second inductive link. Based on the geometric positioning of the vehicle assembly relative to the ground assembly, the charging coils of the ground assembly and the vehicle assembly are selectively enabled for charging. At least one of the first transmit / receive system and the second transmit / receive system is selected to have the same type of hardware, software, and / or firmware adapted to modulate an output signal and demodulate an input signal in the same manner as the other of the first transmit / receive system and the second transmit / receive system. During charging, charging management and control data are transferred between the first transmit / receive system and the second transmit / receive system via the first inductive link and the second inductive link.

[0020] In an example embodiment, the first transmit / receive system and the second transmit / receive system are adapted to modulate an output signal using at least two of the following: amplitude modulation, phase modulation, frequency modulation, orthogonal frequency division multiplexing (OFDM), and spread spectrum techniques. The spread spectrum techniques may include at least one of the following: direct sequence spread spectrum, chirp spread spectrum (CSS), binary orthogonal keying (BOK), and frequency hopping.

[0021] In other example embodiments, during charging, at least one of software updates, diagnostic or telemetry information, and passenger entertainment service data is transferred between the ground component and the vehicle component via the first inductive link and the second inductive link. When the ground component detects a fault event or receives a fault event from the vehicle component, the charging signal may be disabled.

[0022] In other example embodiments, the first transmit / receive system processes at least one of commands and data from the vehicle component and the external system for transmission to the ground component, and processes data received from the ground component for delivery to at least one of the external system and the vehicle component. Measurements related to the first signal, the second signal, and the charging signal may also be provided to the digital interface for processing. The measurements may include at least one of the following: signal strength at the first antenna structure and the second antenna structure of the vehicle component and the ground component, ratio of energy per bit to spectral noise density, frequency, and amplitude shift and phase shift. The measurements may be delivered via the digital interface to an external processor for at least one of alignment detection and closed-loop charging system management and control.

[0023] In still other example embodiments, the method includes sending at least one of the following from the vehicle component to the ground component: near real-time voltage and current measurements on the vehicle component, thermal measurements of the vehicle component, Z-gap changes due to loading or unloading of the vehicle including the vehicle component, fault alerts of the ground component or the vehicle component, alerts regarding intermediate charging performance events, and additional sensed data related to the vehicle component.

[0024] In yet other example embodiments, the method includes configuring the first signal and the second signal as narrowband signals or broadband signals based on the stage of the charging cycle or whether a signal quality threshold has been crossed.

[0025] In still other example embodiments, the method includes configuring the first signal and the second signal as asynchronous spread spectrum signals. Complementary code sequences may be sent between the first transmit / receive system and the second transmit / receive system, and the complementary code sequences enable the first transmit / receive system and the second transmit / receive system to distinguish the signal from co-channel interference.

[0026] According to a third aspect, a vehicle charging system is provided. The vehicle charging system includes a cluster ground component that includes at least two independent coils. Each coil has a first full-duplex inductive coupling data communication system including a transmit / receive system that transmits a first signal via a first inductive link and receives a second signal from the vehicle via a second inductive link. The first signal and the second signal are transmitted between the cluster ground component and the vehicle during vehicle charging. The cluster ground component may include individual ground components mounted in a closely contiguous manner to form a single large ground component.

[0027] In an example embodiment, the vehicle being charged has two or more vehicle components mounted to allow for higher power transfer than can be achieved with a single vehicle component, and the cluster ground component includes coils configured to match the geometry of the two or more vehicle components.

[0028] In a further example embodiment, the vehicle being charged may be equipped with a cluster vehicle component having a geometry that matches the cluster ground component. The cluster vehicle component may include at least two independent coils. Each coil has a second full-duplex inductive coupling data communication system including a transmit / receive system that transmits a second signal via the second inductive link and receives a first signal from the cluster ground component via the first inductive link. The first signal and the second signal are transmitted between the cluster ground component and the cluster vehicle component during vehicle charging.

[0029] The cluster vehicle component and the cluster ground component may each include two or more functionally identical components, each functionally identical component including a magnetic induction antenna and a common resonant inductive coil unit. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The foregoing and other beneficial features and advantages of the present invention will become apparent from the following detailed description taken in conjunction with the accompanying drawings, in which:

[0031] Figure 1 A conceptual representation of an example embodiment of a ground-side transmission device and a vehicle-side transmission device is shown.

[0032] Figure 2 An example embodiment of a full-duplex radio frequency data link is shown.

[0033] Figure 3 An example embodiment of a Figure 2 low harmonic waveform employed to avoid self-interference is shown.

[0034] Figure 4 An example embodiment of a Figure 2 representation of digital amplitude shift modulation used by

[0035] Figure 5 illustrates the implementation of a low-harmonic generation circuit that generates Figure 3 the waveform shown.

[0036] Figure 6 illustrates the representation of digital amplitude shift modulation used by the implementation of Figure 2 .

[0037] Figure 7 illustrates the implementation of a receiver level detection circuit.

[0038] Figure 8 illustrates the implementation of a device for self-interference cancellation.

[0039] Figure 9 illustrates the implementation of dynamic charging using the communication method described herein.

[0040] Figure 10 illustrates an example of the cluster deployment of a transmission device in an example implementation.

[0041] Figure 11a illustrates the signal transmission and components used by an inductive coupling communication system (ICCS) of a wireless power transfer (WPT) system in an example implementation.

[0042] Figure 11b illustrates an example of a diversity receiver antenna for an inductive coupling communication system (ICCS) of a wireless power transfer (WPT) system.

[0043] Figure 12a illustrates the functional elements of an ICCS in an example implementation.

[0044] Figure 12b illustrates an example hardware implementation of an ICCS including vehicle-side components and ground-side components.

[0045] Figure 13a illustrates a top view of a parking lot-based wireless charging station deployed in a single-row geographical layout in an example implementation.

[0046] Figure 13b illustrates a top view of a parking lot-based wireless charging station deployed in a double-row geographical layout in an example implementation.

[0047] Figure 14 illustrates an example of a highway that can be used for dynamic charging in an example implementation. Detailed Description

[0048] will be described with reference to Figures 1 to 14Describes an example implementation for charging an electric vehicle, but those skilled in the art will understand that the teachings provided herein can be used in other non-vehicle resonant magnetic induction wireless power transfer systems. Such implementations are intended to be within the scope of the present disclosure.

[0049] Figure 1 A conceptual representation of an example implementation is shown, in which two devices are provided: a ground-side device associated with a ground-side wireless power transmitting device, and a vehicle-side device associated with a vehicle-side wireless power receiving device. Figure 1 The data link shown can be implemented, for example, in the coil alignment error detection device described in U.S. Patent No. 10,193,400. As Figure 1 shown, the ground-side device includes: a frequency multiplier 10; a data modulator 20 that receives input data for transmission; and a synchronous detector 30 that receives data from the vehicle-side device on the return link and provides output data. Similarly, the vehicle-side device includes: a frequency multiplier 40; a homodyne detector 50 that receives data from the ground-side device on the forward link; and a modulator 60 that transmits data to the ground-side device on the return link. The loop antennas 70 and 70' of the ground-side device communicate wirelessly with the loop antennas 80 and 80' on the vehicle-side device by induction in a conventional manner. The crystal-controlled reference oscillator 90 located in the ground-side device provides a common basis for the coherent generation of all radio frequency signals required for transmission and detection. Since this is a full-duplex communication device, there are two independent transmit-receive links: a forward link from the ground-side device to the vehicle-side device, and a return link from the vehicle-side device to the ground-side device. The vehicle-side loop antennas 80 and 80' are typically located below the conductive body bottom of the vehicle and are parallel to the ground-side loop antennas 70 and 70'.

[0050] The systems and methods described herein and shown in Figure 1 differ from conventional radio data communication as follows:

[0051] - The communication path is full-duplex and two-way, having a forward path from the ground-side device to the vehicle-side device, and a second return data path starting from the vehicle-side device sending data to the ground-side device.

[0052] - The electronic communication mechanism is near-field magnetic field coupling between two antennas 70, 80 and 70', 80' that are sensitive to the impinging magnetic field energy, rather than the far-field free space propagation of conventional radio frequency data communication.

[0053] - The forward path signal carrier provides the basis for generating a secondary path signal by means of frequency doubling. This means that the secondary path signal is harmonically related to the forward path signal and avoids the technical difficulties of deriving a synchronization and coherence reference signal for return path synchronization detection. In addition, the coherent and harmonically related forward path signal and return path signal enable simple and unambiguous suppression of co-channel and out-of-channel interference and suppression of data link signals originating from other identical devices in adjacent parking spaces.

[0054] In Figure 2 the exemplary embodiment shown, the forward path frequency from the reference oscillator 90 is 13.560 MHz. The return path operates at the third harmonic of the forward path, 40.680 MHz. Both of these frequencies are internationally allocated for non-communication industrial, scientific, and medical (ISM) uses. Communication use is also permitted in ISM channels with reduced regulatory requirements, but interference is accepted from all other ISM channel users. The non-radiating near-field characteristics of the coherent transponder system described herein and the waveguide formed by the conductive vehicle body bottom and the ground surface in typical applications make the described system very tolerant of co-channel interference and, for this reason, very suitable for ISM-specified frequencies.

[0055] Forward path signal generation begins with a reference quartz crystal oscillator 90 operating at a frequency of 13.560 MHz. This signal is applied to a waveform generation stage that includes a third harmonic cancellation circuit 22 and an amplitude shift modulator 24 that together include Figure 1 a modulator 20. Of course, other types of modulators can also be used, such as frequency shift modulators, QPSK modulators, etc. In the exemplary embodiment, the amplitude shift modulator 24 generates Figure 3 the rectangular waveform shown, where T is the waveform period and the third harmonic power is approximately zero. A small loop antenna 70 with a balanced feed is used as the forward path transmitting antenna, while a second vehicle-mounted balanced feed small loop antenna 80 is used as the forward path receiving antenna. Both antenna 70 and antenna 80 are much smaller than the wavelength at the operating frequency and, for this reason, are poor free space radiators. However, when in physically close proximity, the two small loop antennas 70, 80 have significant mutual magnetic field coupling, which enables both the forward communication path and the reverse communication path without significant free space propagation.

[0056] According to the "Engineering Mathematics Handbook", Third Edition, Tuma, Jan J., McGraw-Hill 1987 ISBN 0-07-065443-3, Figure 3 the Fourier series coefficients of the modified sine waveform shown therein are given by the following formula:

[0057]

[0058] Of the first twenty Fourier series coefficients, all but six are zero. For the desired n=1 component, the nonzero coefficients are: the 5th and 7th, suppressed by -14dB and -16.9dB; the 11th and 13th, suppressed by -20.8dB and -22.3dB; and the 17th and 19th, suppressed by -22.9dB and -25.5dB. Although the mathematically ideal waveform has infinite third harmonic suppression, a practical implementation will have less than infinite harmonic cancellation due to unequal 0-1 and 1-0 logic propagation delays and from other small waveform asymmetries. Even so, the waveform with Figure 5 The third harmonic elimination circuit 22 of the circuit shown generates Figure 3 The waveform has excellent third harmonic suppression (3rd harmonic energy is close to zero), which is a very desirable feature to avoid self-interference between the third harmonic of the forward transmission path and the detection of the 40.680MHz return path. If necessary, conventional harmonic filtering techniques can be used to further suppress the remaining residual third harmonic energy.

[0059] Figure 5 The illustrated low third harmonic generation circuit comprises a step ring counter consisting of three D flip-flops 102, 104, 106 which are clocked at six times the desired output frequency derived by a PLL frequency multiplier 108 from a 13.560 MHz frequency from a reference oscillator 90. A pair of NAND gates 110, 112 decode the step ring counter to produce the desired rectangular wave which drives the forward link loop antenna 70 with the aid of two transistors 114, 116 arranged in a symmetrical push-pull configuration. The inductance of the two RF chokes 118, 120 connected to a voltage source 122 is proportional to the Figure 5 The inductance of the loop antenna 70 shown in FIG. 1 and the antenna resonant capacitor 124 combine to form a resonant circuit that provides suppression of residual harmonic energy, particularly the third harmonic in the illustrated embodiment.

[0060] like Figure 2 As shown, in the exemplary embodiment, amplitude shift keying (ASK) modulation is applied to the forward link carrier by amplitude shift modulator 24 by varying the value of the forward link transmitter stage supply voltage. A logical one bit is encoded as the full signal amplitude, where the transmitter stage operates from the full supply voltage. A logical zero bit is encoded as half the full signal amplitude, where the transmitter stage operates at a reduced supply voltage. Varying the transmitter stage supply voltage in this manner produces Figure 4 The transmit waveform is shown.

[0061] On the vehicle side of the forward link, the variable gain control amplifier 52 increases the amplitude of the received signal from the loop antenna 80. Since the received signal has a non-zero value even for a logic zero, there is always a 13.56 MHz carrier (see Figure 4 ). A portion of the amplified received signal is applied to the limiter amplifier 54, which removes the variations in the received signal amplitude introduced by the amplitude data modulation and occurring due to accidental variations in the magnetic field coupling between the two forward path loop antennas 70, 80. The output of the limiter amplifier 54 is a constant amplitude square wave indicative of the instantaneous polarity of the received signal. The portion of the variable gain amplifier output not applied to the limiter amplifier 54 is applied to one input of the multiplier mixer 56. The output of the limiter amplifier 54 drives the other mixer input. The limiter amplifier 54 and the mixer 56 include a homodyne detector 50 in which the input signal carrier is extracted and used for synchronous detection of the input signal. The propagation delay of the limiter amplifier 54 can be ignored or compensated to achieve the full benefits of coherent detection. The output of the homodyne detector 50 is equivalent to the full-wave rectification of the input amplitude modulated signal. Resistor-capacitor low-pass filtering removes the double carrier frequency ripple, leaving a DC voltage whose amplitude is varied according to the applied serial digital modulation. The post-homodyne detector signal with carrier ripple filtering is applied to the level detection circuit 59, which feeds the automatic gain control (AGC) control loop 58 and also extracts the forward path serial data by means of amplitude level detection. Its implementation will be described in more detail below with reference to Figure 7 .

[0062] The forward path carrier recovered by the limiter amplifier 54 is applied to a tripler 42 implemented as a pulse generator, followed by a filter, or equivalently, a phase-locked loop after first passing through a crystal filter 44 which prohibits the operation of the multiplier except in the presence of a sufficiently strong forward link signal, thus avoiding conflicting frequencies. The resulting 40.680 MHz carrier is applied to a second amplitude shift modulator 62 using 100% and 50% modulation levels as described above to encode the serial digital data on the return data path. Except for the elements 102 to 112 which are not required Figure 5 , the return path amplitude shift modulator 62 drives the small resonant loop antenna 80' as described above.

[0063] On the ground side of the return link, there is an amplifier 32 controlled by an automatic gain control (AGC) circuit 34 and a small resonant loop receiving antenna 70'. The synchronous detection of the received return path signal is achieved by generating a 40.680 MHz synchronous detection reference signal by means of triple frequency multiplication. Although the frequency error of the synchronous detection reference signal is guaranteed to be zero by the overall design of the device, zero phase error cannot be guaranteed and obtained by using orthogonal channel phase detection and phase-locked loop control of the phase shifter stage. Placing the phase shift stage (phase shifter 12) before the triple frequency multiplier 14 instead of after the triple frequency multiplier 14 means that the total phase shift control range only needs to exceed 120 degrees instead of the full 360 degrees required by the synchronous detector 30 to ensure phase synchronous detection. To facilitate the generation of the orthogonal reference signal at 40.680 MHz, the 13.560 MHz signal on the ground side from the crystal oscillator 90 is multiplied by the triple frequency multiplier 14, and its output is two square waves offset by 90°. The triple frequency multiplier 14 is implemented by a 6-fold phase-locked loop frequency multiplier, followed by an orthogonal divide-by-two circuit, as Figure 6 shown, the circuit includes D flip-flops 130, 132 to obtain I and Q synchronous detection reference signals. It should be understood that when the Q channel signal output at 17 is equal to 0 V, there is no phase difference. However, if the output at 17 is not 0 V, there is a phase difference, and the phase-locked loop operation of the phase shifter 12 is used to drive the phase difference to zero.

[0064] The variable phase shift circuit 12 is implemented as a series of capacitor-loaded logic inverters with a variable power supply voltage. The capacitor loading increases the propagation delay from the inverter input to the inverter output. The increased power supply voltage reduces the inverter propagation delay, thereby reducing the inverter phase shift. A conventional phase-locked loop consisting of a Q channel mixer 17 and an associated loop filter 16 drives the Q channel output of the synchronous detector 30 to zero, thereby ensuring proper phase synchronization for I channel amplitude detection.

[0065] The I channel mixer 38 of the synchronous detector 36 mixes the output of the amplifier 32 with the I channel output of the triple frequency multiplier 14, thereby providing an input signal to the level detection circuit 36. The forward path level detection circuit 59 on the vehicle side is the same as the return path level detection circuit 36 on the ground side, except that the former includes a carrier detection function and an associated voltage comparator 138 for detecting the presence of the return path signal ( Figure 7 ).

[0066] Figure 7 An embodiment of the receiver level detection circuit 36 is shown. The peak hold capacitor 134 driven by the full-wave precision rectifier 136 holds the maximum detected voltage level, which in turn is used by the AGC circuit 34 ( Figure 2) is maintained at a constant value. The peak detection voltage for AGC amplitude stabilization provides a reference voltage for the 1-0 serial binary detection voltage comparator 138 and a reference voltage for the carrier detection voltage comparator 140 via the R-2R-R resistor divider 142. The R-2R-R resistor divider 142 sets the voltage comparator reference voltages to Figure 4 25% and 75% of the peak value of the post-detection waveform shown. The carrier detection voltage comparator 140 provides a quick indication of a vehicle-side fault occurrence. If a fault occurs on the vehicle side, such as a sudden unexpected unloading, the return link carrier is immediately disabled. The ground-side device detects only the carrier removal with the pre-detection filter delay and the post-detection filter delay, and immediately stops the wireless power transfer. The full value of the peak hold function is applied to the AGC integrator 144. The AGC integrator 144 adjusts the gain of the AGC amplifier 34 and thus adjusts the gain of the amplifier 32 to keep the voltage of the peak hold capacitor 134 equal to the voltage of the AGC set point 146. The conventional precision rectifier 136 generates an output voltage proportional to the absolute value of the input voltage and consists of one or more small-signal diodes placed within the operational amplifier feedback path. This configuration effectively eliminates the diode forward voltage drop, enabling precise rectification of low-level signals with minimal error.

[0067] Alternatively, the return link synchronization detection can be performed by using coherent but not phase-synchronized I detection channel and Q detection channel. The amplitude and phase modulation can be extracted in a conventional manner, where the amplitude is the root mean square of the I channel and the Q channel, and the phase angle is the arctangent of the ratio of I and Q. In this alternative embodiment, no phase shift and phase-locking circuit are required.

[0068] Figure 1 and Figure 2 Four loop antennas are shown: a transmit and receive antenna pair 70, 80 for the forward link and a second pair of antennas 70', 80' for the return link. In an alternative embodiment, the forward link antenna pair and the return link antenna pair can be combined into a single loop antenna with a conventional antenna duplexer to separate and isolate the forward link signal and the return link signal. Also, one data link signal or two data link signals can be multiplexed onto the wireless power transfer coil or an auxiliary electromagnetic structure, such as an eddy current generating coil that is part of the coil alignment error detection device described in U.S. Patent No. 10,193,400.

[0069] For reasons of simplification and cost reduction, it is desirable for the forward and reverse paths to share a common antenna structure. The problem, then, is the combination and subsequent separation of the forward and reverse path signals with each other and with other electrical signals that is encountered by combining functions into a single antenna structure. Generally, there are two general ways to implement signal combination, separation, and routing. The first method uses hybrid transformers, hybrid couplers, or directional couplers that distinguish between forward path signals and reverse path signals by means of the signal flow direction. The second method relies on frequency selective filters that distinguish between signals based on frequency. The frequency selective multiplexer can be implemented using LC lumped components, distributed components, or as a monolithic circuit containing multiple resonant and coupling elements. The frequency multiplexing functional block can combine both signal direction and signal frequency discrimination.

[0070] As Figure 8 shown, the performance of the signal multiplexer functional block (circuit) can be enhanced by adding electrical signal cancellation. The electrical signal cancellation functional block (circuit) is placed in the path between the common forward / reverse path antenna and the receiver. The common antenna is connected to port 202 of the signal separator 204. One separator output reaches the input port of the mixer 206 via the isolation amplifier 208. A sample of the signal to be cancelled is applied to port 210, and the applied signal is phase shifted by the variable phase shifter 212 and applied to the local oscillator port of the mixer 206 via the limiting amplifier 214. The output of the mixer 206 is applied to the loop filter 216 and then to the control port of the variable phase shifter 212. Components 212, 214, 206, and 216 form a phase control loop that ensures that the cancellation signal is 90 degrees out of phase with the unwanted signal component applied to port 202. Zero phase error corresponds to zero DC voltage at the output of the mixer 206.

[0071] As Figure 8As shown, the second output of the separator 204 reaches the combiner 218 by means of the isolation amplifier 220. As shown, the signal combiner 218, the separator 222, the isolation amplifier 224, the mixer 226, the loop filter 228, and the attenuator 230 together constitute an amplitude control loop. A portion of the quadrature sampling signal output by the phase shifter 212 is applied to a fixed 90-degree phase shifter 232, thereby generating a 180-degree out-of-phase version of the cancellation signal. The 180-degree out-of-phase version of the cancellation signal passes through the controlled attenuator 230 and enters the signal combiner 218, where if the amplitude of the cancellation signal is correct, complete cancellation of the unwanted signal is achieved. A portion of the signal output by the combiner 218 is directed via the separator 222 to the receiver input at 234. Another portion is directed via the isolation amplifier 224 to the signal port of the mixer 226, which acts as a coherent amplitude detector driven by the unattenuated portion of the 180-degree out-of-phase cancellation signal. The output of the mixer 226 passes through the loop filter 228 that controls the variable attenuator 230. Those skilled in the art will understand that zero cancellation signal amplitude error corresponds to zero DC voltage at the output of the mixer 226.

[0072] In operation, when the vehicle approaches a wireless charging station, communication is established before charging begins. Once charging starts, full-duplex communication is used to regulate and control multiple aspects of the wireless power transfer operation, including the transmitted power level, output voltage and current, and monitoring proper system operation. To establish control communication, the ground device can continuously or periodically transmit a forward path signal while listening for the return path signal generated by the vehicle. Duplex communication is initiated upon detection of the return path signal generated by the vehicle. Alternatively, instead of initially contacting the normally used carrier recovered by the homodyne detector 50, the vehicle-side electronics can make an initial contact with a return path signal that is temporarily derived from a temporary crystal oscillator (not shown) and non-coherently detected by the ground-side electronics. When the ground side receives the vehicle signal, the ground-side device transmits a forward path signal. In the case of vehicle-side communication initiation, the vehicle-side device disables the temporary crystal oscillator and reverts to coherent transponder operation upon successful homodyne detection and carrier recovery.

[0073] Both of the above two startup methods rely on the transmission of forward path signals or return path signals. It is also possible to advantageously initiate communication without forward path transmission or reverse path transmission. In an exemplary embodiment, the ground device detects a change in the impedance of a wireless power transfer coil caused by an aerial vehicle and responds by transmitting a forward path signal. This embodiment reduces or eliminates unnecessary signal transmission and is advantageous in some management environments. In addition to the wireless power transfer coil, an initial impedance change can also be detected in a coil alignment assist coil or a near field communication antenna. In addition to impedance changes, changes in the mutual impedance between isolated electromagnetic elements can also be used to initiate communication.

[0074] In the exemplary embodiments described herein, the reverse signal at 40.680 MHz is a simple integer multiple of the forward signal frequency at 13.560 MHz, where both of these signals fall within the existing internationally designated ISM - Industrial, Scientific, Medical - frequency allocations. Other frequencies and frequency pairs with non - integer frequency ratios can also be used. For example, two international ISM frequency bands with center frequencies of 2450 MHz and 5800 MHz can also be used. The coherent repeater architecture described herein combined with conventional phase - locked loop techniques can generate a 5800 MHz signal that is frequency - synchronized with a 2450 MHz signal with a frequency ratio M / N of 116 / 49, where M = 5800 MHz and N = 2450 MHz. Other combinations of ISM band frequencies and non - ISM band frequencies, frequency pairs with other integer or rational fraction frequencies, and multiple simultaneously transmitted and received carrier frequencies are also possible. For example, multiple return path data channels can also be used, each of which transmits data at a different M / N multiple of the transmission frequency of the first inductive link, where M and N are integers. A ground device and a remote device linked by far - field propagation (as opposed to near - field propagation) can also use full - duplex frequency - coherent communication.

[0075] Dynamic charging

[0076] Dynamic electric vehicle charging is a special case of providing electrical energy to an electric vehicle while the electric vehicle is in motion. As Figure 9As shown, resonant magnetic induction can be used to enable the use of dynamic charging, where multiple independent transmitters 300 are mounted in a linear array in a road and are powered in a controlled sequence as target vehicles 310, 312 travel above the linear array 300. Dynamic charging can be achieved when only one vehicle 310 moves over the array of transmitters 300, or in a more realistic scenario, when multiple electric vehicles 310, 312 with different types, speeds, and power requirements move over the array of transmitters 300. In the latter case, the excitation sequence of the specific transmitters 300 will be variable within the array and will depend on the various vehicle types and their movements, factors that are inherently unpredictable. Thus, the technical requirements for dynamic charging pose special technical challenges. The above system addresses multiple problems of dynamic charging listed below.

[0077] The most severe problem of dynamic charging is the need for vehicle-to-ground and ground-to-vehicle communication, where discrete, high-speed, highly differentiated, and reliable data is transmitted as a requirement for commanding and controlling the charging system. This data is needed to operate the charging system in the case of one or more vehicles that can pass through a series array of inductive power transmitters embedded in the ground.

[0078] As Figure 9 shown, an array of inductive power transmitters 300 is mounted below the road, with each transmitter 300 placed in a series array along the longitudinal axis of the road. The intention is to provide a section of road that can supply electrical energy to vehicles 310, 312 traveling over the linear array of inductive transmitters 300 when driven over by the electric vehicles 310, 312. It is desired to power only the transmitters 300 directly below the vehicle receivers. Transmitters 300 without a vehicle above should remain inactive (i.e., not powered).

[0079] In each instance of inductive power transfer, whether in the dynamic charging mode described here or in the simpler case of static charging above (where a vehicle equipped with a single power receiver is parked above and remains stationary over a single power transmitter embedded in the road surface), communication occurs between the vehicle-based receiver and the ground-based transmitter. This is desirable for vehicle identification, billing for energy purchase, regulating current and voltage, resonant frequency, vertical gap separation distance, primary-to-secondary alignment, and other purposes such as safe operation and emergency power-off. This also holds true in the case of a moving vehicle being charged while in motion, except that a single transmitter built into the vehicle communicates with multiple independent transmitters in sequence. This moving one-to-one relationship poses very significant communication challenges.

[0080] The operating method for charging a moving vehicle is to energize each independent transmitter 300 in a linear array to create a resonant magnetic field in a sequential pattern as the vehicle receiver 320 passes over each independent transmitter 300. The type of vehicle, its specific charging requirements, its speed, its alignment relative to the transmitter 300, and its predicted trajectory are all important factors that make this problem difficult to solve.

[0081] As Figure 9 depicted, it is determined that the following situation occurs: the array of transmitters 300 embedded in the road surface will simultaneously experience the presence of two or more vehicles 310, 312 and respond to the variable conditions of each vehicle 310, 312. In this case, the communication between each vehicle 310, 312 and the specific ground transmitter 300 located above each vehicle 310, 312 is discrete and distinguishable, such that no other vehicle 310, 312 is confused or data transmissions from nearby vehicles 310, 312 are received and misread. The requirements for this include that the data communication system is constrained to the target area of the intended vehicle 310, 312 at the proximal end. By comparison, broadcast radio and other systems such as Wi-Fi have a range that can be easily received by many nearby vehicles.

[0082] The first requirement is to have a transmit-receive capability with a height proximity restricted to less than 2 meters. (A vehicle moving at 60 MPH travels 88 feet per second. The time the receiver is exposed to the transmitter can be approximately 0.02 seconds. In this time frame, the time delays of 0.04 seconds to 0.07 seconds typical in digital communication system signal transmissions are clearly not sustainable.

[0083] The second requirement is to have no or very low time delay (or latency) in the signal. This is needed because vehicles 310, 312 can move at high speeds over multiple transmitters 300, and discrete communication between the vehicle receiver 320 and any one transmitter 300 should be ensured.

[0084] The third requirement is that the communication system is able to "switch" or sequence the communication to the sequenced array of transmitters 300. This can be achieved by wiring the transmitters 300 to each other, or by enabling one transmitter 300 to communicate with adjacent transmitters 300 in the sequenced array using the near-field communication system described herein.

[0085] The fourth requirement is full-duplex operation or two-wayness to ensure that data can be exchanged in both directions - from the vehicle to the ground and from the ground to the vehicle - within the very short time span that the vehicle 310, 312 is present on the transmitter 300.

[0086] The fifth requirement is to allow for uninterrupted communication in all weather and environmental conditions. This is achieved by using magnetic energy, as described herein, which allows for communication through water bodies, snow, ice, and other adverse road surface conditions.

[0087] The sixth requirement is to avoid problems with multiple antennas that are far from vehicles 310, 312. Due to road surface and vehicle body interference, multiple remote antennas introduce significant problems, such as multipath signal nulling. High-reliability vehicle identification with multiple antennas is difficult to ensure to avoid malicious hacking or other network malicious behavior.

[0088] Those skilled in the art will understand that the communication system described herein provides a unified solution for each of these requirements.

[0089] As described above, when vehicles 310, 312 pass by transmitter 300 in the road, dynamic charging allows the moving vehicles to be charged while in motion. When each transmitter 300 anticipates the presence of vehicles 310, 312 above it, each transmitter 300 is powered on in a controlled sequence. Since the vehicle receiver 320 is only "present" above any one charging station for a short time, a sequencing system is needed to know where the receiver of the vehicle and the transmitter of the charging station are related to each other in real time. Ideally, a pre-sequenced ignition process effectively creates a traveling magnetic energy wave that moves at the same rate as the vehicle receiver 320. To do this, a communication system with minimal latency is needed, such as the system described herein. As described above, the communication system described herein is very fast (close to zero latency) and very close, such that the position of the receiver 320 relative to the transmitter 300 is known. Therefore, to enable dynamic charging, a series of charging stations equipped with the communication system described herein are provided. During operation, each charging station and / or vehicle transmitter provides information to the next transmitter, including, for example, vehicle identification, billing for energy purchase, regulating current and voltage, resonant frequency, vertical gap separation distance, primary-to-secondary alignment, and for other purposes, such as safe operation and emergency power-off, information about the position, timing, trajectory, and / or speed of vehicles 310, 312, such that when the wireless charging receiver 320 of the vehicle is positioned above the transmitter 300 during travel, the next transmitter is ignited.

[0090] Robust hybrid alternative implementations

[0091] For a wireless power transfer (WPT) system of the type described herein, a secure, clear, point-to-point, low-latency, full-duplex link between the ground-side charging system and the vehicle-side charging electronics is also required. The communication link needs to support battery management system (BMS) commands and other communication scenarios between the ground electronics and the vehicle electronics.

[0092] The supported operating scenarios include static and dynamic charging under various weather conditions in domestic and international markets. The Inductive Coupling Communication System (ICCS) is reliable in a congested radio environment with licensed and unlicensed co-channel users while causing minimal interference. The same inductive communication system is also designed to work through standing water, snow, and ice.

[0093] In one embodiment, the narrowband full-duplex, low-latency, near-field data link for controlling the resonant inductive wireless power transfer system is enhanced or replaced by a broadband full-duplex, low-latency, near-field data link between the ground-side component (GA) and the vehicle-side component (VA). This improved (hybrid or broadband) wireless duplex data link allows for greater security, higher data rates, dynamic bandwidth selection, frequency agility, and modulation scheme agility to meet local spectrum regulations, electric and magnetic field (EMF) safety, and data rate requirements for use in a near-field inductive coupling communication system.

[0094] To support the widest possible static deployment configurations, the data link should be able to tolerate interference generated by the placement of adjacent or nearby ground-side components. Proximity is attenuated by distance (geographically or vertically in the case of a parking garage) or by shielding structures (e.g., by curbs or floors in a parking garage). Adjacent systems can be located in the next vehicle parking space or lane. In some proximity cases, multiple cluster ground components can be deployed in the same parking space or in a lane-serving vehicle equipped with a corresponding cluster of vehicle components having a matching geometry. Adjacent deployments where the "macro" GA is composed of multiple smaller cluster GAs are possible.

[0095] In a dynamic charging deployment configuration, such as in a driving lane equipped with GAs, the data link should tolerate interference generated by the placement of adjacent or nearby ground-side components and support the soft handover capability between consecutive ground-side components or clusters of ground-side components. In a soft handover, as the vehicle moves in a driving lane equipped with GAs, the vehicle's charging platform will sequentially support multiple data links to consecutive ground components.

[0096] Cluster Charger Scheme

[0097] Modular coil designs are advantageous in customizing WPT systems to meet user requirements, where a single coil assembly can be deployed as a standalone ground assembly (GA), and where two or more coil assemblies can be clustered to achieve a larger (geometrically) ground assembly capable of higher power transfer. For example, in the case of buses, trucks, trains, construction equipment, or any other vehicle that requires wireless power transfer, there is a need for clustered ground-side assemblies and corresponding vehicle-side assemblies (VA) that are positioned and installed adjacent to each other (e.g., a bus with a VA consisting of 4 adjacent-mounted 50 kW charging coils, where each coil assembly has its own duplex inductive communication), and there is a need to mitigate interference between the communication signals of one coil and the communication signals of adjacent coils.

[0098] Taking advantage of this deployment flexibility, a vehicle can have one, two, or more vehicle components that are installed to allow for higher power transfer than can be achieved with a single VA. Similarly, ground assemblies (GA) can be clustered together and selectively enabled to match the geometry of the VA device. In such a clustered deployment, where individual GAs are installed in a closely contiguous manner to form a single macro GA; the inherent advantage of near-field data links in not interfering with other nearby data links due to the inherently limited range of radiative power falloff is affected. For inductive communication links in the near field, the magnetic field strength and magnetic field power decrease at rates of 1 / (r 3 ) and 1 / (r 6 ), respectively (where r = radius).

[0099] Although the far-field radiative magnetic field from an antenna only decreases at a magnetic field strength of 1 / r and a magnetic field energy of 1 / r 2 , the magnetic near field dominates for distances up to approximately λ / 2π. For example, the radiation resistance of a magnetic induction near-field transmitting antenna at 13.56 MHz is very small compared to its reactance impedance (typically a ratio less than 0.0005) because the vast majority of the energy is coupled in the near field. Thus, the energy propagated in the far field of the magnetic signal is negligible compared to the energy propagated in an equivalent intentional radiation system. The strong decrease of this field with distance means that, although care must be taken when processing signals from adjacent coils of the same clustered coil assembly, there is no concern about interference between the coils of adjacent vehicles or charging stations.

[0100] Figure 10 An example of a clustered deployment in an exemplary embodiment is shown. In this case, a vehicle (e.g., a bus) 1001 is equipped with a clustered vehicle component 1004 mounted to the underside of the vehicle 1001. As shown, a passenger station or parking space 1003 is also equipped with a corresponding clustered-deployed ground component 1002.

[0101] Figure 11aShows the signal transmission and components used by the inductive coupling communication system (ICCS) 1101 of a wireless power transfer (WPT) system in an exemplary embodiment. Figure 11a Shows a cross-section of the ICCS 1101, where the vehicle assembly (VA) 1102 and the ground assembly (GA) 1103 are shown vertically opposite. Other deployment options, e.g., horizontally mounting the VA 1102 on the side of a tramcar and the GA 1103 mounted on a wall, are possible. Any orientation of the GA to the VA can be made in the deployment as long as a tight parallel opposition between the VA and the GA can be achieved. The VA communication components include at least a pair of receiving antennas 1104 and 1106 located peripherally to a single transmitting antenna 1105. The VA receiving antennas 1104 and 1106 receive transmissions 1110 and 1111 from the GA transmitting antenna 1108. Similarly, the GA receiving antennas 1107 and 1109 receive the transmitted signals 1112 and 1113. The two-way charging signals 1114 or 1127 can occur at any time during a communication session.

[0102] Additional near-field receiver antennas can be employed to assist in signal reception and improve the parallel capabilities provided by a full-duplex communication system.

[0103] Figure 11b An exemplary electric vehicle 1115 is shown from below. In one embodiment, additional receiver antennas can be provided above or within the VA 1102. With at least two antennas on the x-axis (front to back) and at least two antennas on the y-axis (left to right), the VA 1102 will be able to determine the GA coil alignment displacements along the x-axis and the y-axis. Preferably, these VA-mounted receiver antennas 1116, 1117, 1118, and 1119 will be placed at the four corners of the VA 1102, within the range of the signals 1112 and 1113 of the magnetically coupled GA transmitter 1108. The VA coil assembly 1126 for the transmission and reception of the two-way charging signals 1114 and 1127 is also located within the VA 1102, nominally below the transmitting antenna 1105 of the VA 1102. The GA (not shown) architecture replicates the communication antennas and the charging coil assembly to mirror the communication antennas and the charging coil assembly of the VA 1102, thus enabling duplex communication and two-way charging.

[0104] Note that the additional diversity receiver antennas can also be located anywhere on the vehicle, preferably shifted as far as possible along the length and width of the vehicle to form secondary distributed antenna / receiver systems 1121, 1122, 1124, and 1125. Due to the distance between the GA-based transmitter and the distributed antennas 1121, 1122, 1124, and 1125, the receiver antennas can be magnetic induction loops or near-field antennas, as indicated by the reactive near-field range and the radiative near-field (also known as the Fresnel zone) range of the signals 1112 and 1113 of the GA transmitter 1108. In some embodiments, depending on the distance from the (one or more) magnetic emission antennas, the shifted diversity receiving antennas can be magnetically coupled by loop antennas mounted coplanar, parallel, or orthogonal (to the transmitter loop antenna). In cases where the range from the transmitter to the antenna or the ability to mount coplanarly is uncertain, a hybrid loop antenna with one loop element parallel to the transmitter loop and a second loop element set orthogonally can also be used to extend the magnetically coupled link.

[0105] In the case of dynamic charging, the distributed forward antennas 1121 and 1122 allow for an increased communication range, enabling communication with the GA in the forward direction of the current GA. This advanced communication enables the GA to be in the path of the vehicle power-up time before the need to minimize the ramp-up. The distributed side antennas right 1122 and 1124 and left 1121 and 1125 also provide central alignment in the direction of travel to maximize coil efficiency.

[0106] In one physical embodiment, four or more receiver antennas 1116, 1117, 1118, and 1119 are distributed on the VA 1102 in a front-to-back (relative to the forward direction of travel) manner and in a right and left lateral manner. Four additional antennas 1121, 1122, 1124, and 1125 are added, with 2 additional ones attached to the front 1120 (e.g., in the bumper, under the bumper, or on the frame), and 2 similarly attached or embedded on the rear 1123. In the front-to-back deployment, the antennas should have the maximum possible left and right spacing on the transverse axis.

[0107] The distributed antennas can be backhauled to the ICCS 1101 using a wired or wireless (e.g., Bluetooth, Zigbee (IEEE 802.15)) connection. The ICCS 1101 will compensate for the different reception and processing times required by the communication link method and data protocol used.

[0108] Distributed antennas 1121, 1122, 1124, and 1125 having a common or known offset from the horizontal plane can also achieve improved alignment capabilities. With a diversity receiver, positioning and ranging techniques such as signal strength measurement results (SSM), time of arrival (TOA), and time difference of arrival (TDOA) become available. Using a directional receiver antenna will enable angle of arrival (AoA) techniques. A vehicle front-facing directional antenna with AoA technology is particularly advantageous for positioning and alignment in the forward direction.

[0109] The permanent 79 GHz band allocation for intelligent transportation systems (ITS) facilitates the use of TOA, TDOA, AOA, or hybrid positioning using two or more of the said techniques. Twelve ITU (International Telecommunication Union)-defined industrial, scientific, and medical (ISM) bands are another potential spectrum for alignment (six are globally available, and the other six ISM bands may be available depending on local regulations). The alignment accuracy will vary with the use of higher frequencies that provide greater resolution and lower frequencies that provide lower resolution.

[0110] The use of distributed antennas with TDOA, AOA, or TDOA - AOA hybrid positioning techniques can be used to generate Z-axis (vertical) measurement results. In some embodiments, non-radio devices, such as ultrasonic transducer rangefinders, can be used for Z-axis estimation.

[0111] Alternatively, if the vehicle is not properly equipped, the nominal Z-gap for make, model, manufacturer, and variant can be uploaded from the vehicle or the land-side networking server for setting the wireless power transfer GA voltage and coil enabling in the coil cluster.

[0112] Software-defined radio

[0113] One option to implement the improved ICCS 1101 is by using software-defined transmitters and receivers to improve signal transmission between the ground station and vehicle-mounted equipment using inductive coupling communication between the ground-side component (GA) 1103 and the vehicle-side component (VA) 1102.

[0114] In an example embodiment, the ICCS 1101 is designed to be selectable between two or more types of circuits for amplitude modulation, phase modulation, and frequency modulation, as well as circuits enabling the use of spread spectrum techniques such as direct sequence spread spectrum and chirp spread spectrum (CSS) (e.g., binary offset keying (BOK), frequency hopping, and direct modulation (DM)) as needed. As described below, in an example embodiment, such features can be implemented in a field programmable gate array (FPGA), although the described functionality can also be deployed using discrete integrated circuit components and / or multi-chip modules and / or software executed by other processing devices such as digital signal processors (DSPs). In some embodiments, the ICCS 1101 can use multiple simultaneous subcarriers as in an orthogonal frequency division multiplexing system (OFDM), where the subcarriers can be assigned to unlicensed spectrum (or reserved spectrum) and any of the described modulation schemes can be used.

[0115] Figure 12a Functional elements of the ICCS in an example embodiment are shown. As shown, the receiver 1201 uses one or more antennas dedicated to magnetic induction signal transmission. As described above, the received analog signal can be filtered in the receiver 1201. The received signal is processed by the digitizing element 1202 to obtain the received analog signal and convert it into a digital representation of the signal. The digital representation of the received signal is then digitally processed by the processing element 1203. The data extracted from the processed signal is then output via the digital interface 1206.

[0116] Input digital data can also be applied to the processing element 1203 via the input interface 1207. The input data is packed by the processing element 1203 before being converted into an analog signal in the analog conversion element 1204. Once in analog form, the signal can be filtered and transmitted by the transmitter 1205 via one or more antennas dedicated to magnetic induction signal transmission.

[0117] In an example embodiment, Figure 12a the ICCS functional elements can be implemented in any of a variety of ways. For example, the ICCS can be configured to:

[0118] include circuits of discrete integrated circuits (ICs) (e.g., analog-to-digital converters (ADCs), digital-to-analog converters (DACs)) having programmable elements (e.g., field programmable gate arrays (FPGAs), EEPROMs, etc.);

[0119] hybrid hardware (IC), software, and embedded firmware in a multi-chip module;

[0120] firmware residing in an application specific integrated circuit (ASIC) containing the required control logic, digitizing, and analog conversion functions; and

[0121] A software architecture that runs on a computing platform (e.g., a central processing unit (CPU) or a digital signal processor (DSP)) with attached digital - analog and analog - digital circuitry.

[0122] In each case, analog signal filtering can be included according to the needs of the selected design (e.g., a superheterodyne design with a band - pass intermediate frequency (IF) stage or a direct conversion design with a limited analog bandwidth).

[0123] The choice of which ICCS implementation (FPGA vs. DSP) and deployment (as a component of a discrete IC, a multi - chip IC module, or an ASIC) highly depends on the development cost, production volume, and cost of the necessary computing resources. In the implementation, the FPGA provides parallel - path signal processing, while the CPU / DSP provides excellent memory access and an operating system to simplify tasks. The discrete IC package gives the most flexibility in choosing components and placing these components, while the multi - chip module provides a fixed interconnection between discrete components. The ASIC package provides the highest development time and cost to integrate into a single integrated subsystem in ICCS components and interconnections, but is the simplest to deploy. In an example embodiment, the ICCS configuration is chosen at manufacturing time, but can also be selected by the user during use.

[0124] Figure 12b An example embodiment of ICCS 1101 including VA1202 and GA1201 in a discrete integrated circuit implementation is shown. As shown, for a short - distance, low - power magnetic field link between GA 1260 and VA 1261, communication channels 1211 and 1227 use magnetic induction coupling with a minimum propagating magnetic field. The GA communication signal 1211 and the VA communication signal 1227 can be narrow - band or wide - band, depending on the preset programming, the stage of the charging cycle (proximity, coarse positioning, fine positioning, foreign object detection (FOD) and live object detection (LOD) scanning, charging, charge termination), or whether a signal quality threshold (e.g., received signal strength, bit error rate) has been crossed.

[0125] The core 1262 of the GA inductive - coupling communication system 1260 includes a field - programmable gate array (FPGA) 1265, an analog - to - digital converter (ADC) 1263, and a digital - to - analog converter (DAC) 1264. The FPGA 1265 provides computing resources. The computing operations of the FPGA 1265 include signal processing (e.g., signal summing, combining and selecting; modulation, demodulation, digital filtering, data extraction, automatic gain control (AGC), and ICCS hardware control). Data from GA and external systems is input into the GA core 1262 via the digital interface 1240 for processing to be transmitted to VA 1261.

[0126] The GA core digital-to-analog converter (DAC) 1264 is used to convert the digital output bitstream of the FPGA into a quantized analog signal, which is then amplified by the transmit amplifier 1208, and then band-limited and smoothed by the bandpass filter 1209, and transmitted by the GA transmit antenna 1210, which propagates as an inductive magnetic signal 1211.

[0127] The signal 1211 communicated by GA passes through the air gap 1266 between the VA 1261 and the GA 1260, and is then received at the VA receiver antennas 1212 and 1213 (note that in this example, two receiver antennas are used, but the design supports the use of a single receiver antenna and any number of receiver antennas). Once received by one or more of the paired coupled antenna structures 1212 and 1213 of the VA, the GA signal is bandpass filtered using the filters 1214 and 1215. Then, the band-limited signal is amplified by a pair of low-noise amplifiers (LNAs) 1216 and 1217, each of the low-noise amplifiers (LNAs) 1216 and 1217 being for the VA receiver path. Then a second pair of bandpass filters 1218 and 1219 are used to limit the signal frequency bandwidth for direct digital conversion on each path in the VA receive path.

[0128] Analog-to-digital conversion occurs at the VA ADC 1223. The VA ADC 1223 can be implemented as a paired set of ADCs or as an n-channel ADC (depending on the number of receive antennas used). The digitized signal is then passed to the VA FPGA 1222. The VA FPGA 1222 converts the received digitized signal using conventional digital signal processing techniques, and then processes the reconstructed bitstream (e.g., removing framing, training sequences, implementing forward error correction and data encoding (e.g., from encoding using convolutional coding, turbo coding, Hamming coding), decoding bit sequences of security shields), and delivers the bitstream to the vehicle battery management system (VBMS) 1239 via the digital interface 1238, potentially through an intermediate processor, network, and protocols such as the controller area network (CAN bus) (not shown). Measurement results related to the communication signal are output to the vehicle-based processor 1250 on the digital interface 1236. Measurement results related to the charging signal are output on the digital interface 1237.

[0129] Depending on the configuration of the VBMS and the vehicle system, the vehicle battery management system (VBMS) 1239, the vehicle occupant information system, the vehicle entertainment system, and other vehicle data or telemetry systems provide bitstreams to the VA FPGA 1222 via digital interfaces 1238 and 1243. The VA FPGA 1222 applies framing, training sequences, implements forward error correction and data encoding (e.g., using convolutional coding, Hamming codes, Hadamard codes), encodes a bit sequence for security shielding, and delivers the bitstream to the VA digital-to-analog converter (DAC) 1221. The output of the VA DAC 1221 is then amplified by the transmit amplifier 1224. The VA signal for transmission is then filtered by the bandpass filter 1225 to match the desired channel bandwidth. The band-limited analog VA signal is then transmitted over the magnetic field air interface 1266 using the coupled antenna structure 1226.

[0130] The inductive magnetic signal 1227 of VA is received by one or more of the coupled antenna structures 1228 and 1229 of GA. The VA signal is then bandpass filtered on each GA receive path using filters 1230 and 1231. Then, the band-limited signals are each amplified by a pair of low-noise amplifiers (LNAs) 1232 and 1233, each of which is used for the GA receiver path. Then, a second pair of bandpass receivers 1234 and 1235 is used to limit the signal band for direct digital conversion on each path of the GA receive path. In some configurations of the ICCS, the bandpass filters 1209, 1214, 1215, 1218, 1219, 1225, 1230, 1231, 1234, and 1235 can be configured as switched filter banks to accommodate multiple frequency bands.

[0131] Analog-to-digital conversion occurs at the GA ADC 1263. The GA ADC 1263 can be implemented as a paired set of ADCs or as a dual-channel ADC. The digitized signal is then delivered to the VA FPGA 1265. The VA FPGA 1265 converts the received digitized signal using conventional digital signal processing techniques and then processes the reconstructed bitstream (e.g., removes framing, training sequences, implements forward error correction and data encoding (e.g., using convolutional coding, turbo coding, Hamming codes), decodes the bit sequence for security shielding), and delivers the bitstream to the local ground-side computing resources 1241 and the external communication interface 1242 of the wireless charger, possibly through intermediate processors, interfaces, and protocols (not shown). In the case of a fault event detected (by GA) or a fault event sent (by VA), the GA FPGA 1265 signals an emergency shutdown 1244 (e.g., in the case of a coil fault or exceeding a thermal threshold), and the emergency shutdown 1244 disables the charging signal 1245.

[0132] Closed-loop and open-loop control and reporting

[0133] ICCS 1101 actively measures the charging signal 1245 and the communication signals 1211 and 1227. The measurement results may include the received signal strength, bit error rate, sum and difference, Eb / No (ratio of energy per bit (Eb) to spectral noise density (No)), received signal strength indication (RSSI), center frequency, and amplitude shift and phase shift at the first antenna structure 1228 and the second antenna structure 1229 of the signals 1227 received by the first antenna structure 1228 and the second antenna structure 1229. The measurement results may be delivered via the GA digital control interface 1241 to the ground or the VA digital control interface 1236 for one or more vehicle-based processors 1250 for alignment detection and closed-loop charging system management and control.

[0134] Closed-loop control may include providing near real-time voltage and current measurement results (on the VA), VA thermal measurement results, Z-gap changes due to loading or unloading of the vehicle, soft VA or GA fault (cluster) alerts, alerts for intermediate charging performance events, and additional sensing on the vehicle side related to the VA or the vehicle electrical system to the GA and VA as needed.

[0135] The VBMS 1239 uses the VA control digital interface 1238 to pass commands for transmission to the charging system, and the charging system may command the GA via the GA control digital interface 1241.

[0136] Spread-spectrum broadband signal

[0137] In one embodiment, the broadband signal for the full-duplex VA-GA communication link is an asynchronous direct-sequence spread-spectrum signal using complementary code sequences. In some deployment scenarios, such as when the GA is deployed adjacently as a component of a larger macro GA cluster (e.g., as a single vehicle parking space charger), distance cannot be relied upon to provide sufficient magnetic signal attenuation to mitigate co-channel interference between multiple GA-to-VA and VA-to-GA transmissions. The use of spread-spectrum sequence techniques allows each of the GA receiver and the VA receiver to distinguish the signals transmitted for each receiver from co-channel interference. The use of complementary codes in a direct-sequence spread-spectrum system allows the receiver to perform correlation processing to overcome co-channel interference and the lack of synchronization between the transmitters of the GA and the VA.

[0138] In the case where there is sufficient distance between the GA (and the paired VA), the signal attenuation of the magnetic signal allows code reuse, which in turn allows shorter code sequences. With shorter code sequences, the number of "chips" per bit in a direct-sequence spread-spectrum system can be minimized, resulting in a greater data rate on the same bandwidth.

[0139] In an inductively coupled communication system for transmission, the inherent physics of magnetic field propagation minimizes signal reflections and multipath. In one embodiment, direct sequence code spreading using complementary code sequences is designed to mitigate co-channel interference between transmitters and receivers that are closely located (clustered, adjacent, or proximate) such as in a wireless charging parking lot or lane.

[0140] The use of an asynchronous system allows multiple individual ground components (each with its own transmitter and receiver) to be deployed in an adjacent or proximate manner without the need for a shared real-time timing source. The lack of a need for a common timing source eliminates the need for clock recovery and / or phase locking between GA and VA systems. Thus, each aligned GA and VA pair can communicate independently regardless of the number of deployed units or the number of unit functions. If a GA is not paired with a VA (due to different deployment geometries or VA fault conditions), the GA will not initiate a charging signal.

[0141] In an example embodiment, such a charging system can be used to charge a vehicle by positioning the vehicle's VA relative to the GA to receive a charging signal. The coils of the GA and VA are selectively enabled for charging based on the geometric positioning of the VA relative to the GA such that only the aligned coils are activated. Optionally, one or both of the transmit / receive systems of the GA and VA are selected to have the same type of signal processing circuitry. The transmit / receive system can then be used to transfer charging management and control data between the transmit / receive systems of the GA and VA via an inductive link during charging.

[0142] As described above, the transmit / receive system can include hardware, software, and / or firmware that provides one or more of the following: amplitude modulation, phase modulation, frequency modulation, orthogonal frequency division multiplexing (OFDM), and spread spectrum that implements a technique including at least one of direct sequence spread spectrum, chirp spread spectrum (CSS), binary orthogonal keying (BOK), frequency hopping, and direct modulation (DM). For example, the type of the transmit / receive system is selected to be the same at design / manufacture or through user selection. The VA and GA can then transfer software updates, diagnostic or telemetry information, and / or passenger entertainment service data between them during charging.

[0143] Figure 13aShows a top view of a parking-based wireless charging station deployed in a single-row geographical layout 1301 in an example embodiment. Parking spaces 1304, 1305, 1306, and 1307 are demarcated by a curb 1303 and drawn line markings, as is typical. A driving lane 1302 provides vehicle access to each parking space. In this example, each of the parking spaces 1304, 1305, 1306, and 1307 is equipped with a wireless charging ground assembly (GA) 1310, 1311, 1312, and 1313. GA 1310, 1311, 1312, and 1313 are shown as a cluster assembly of four adjacent and separate GAs, although the length and width of the parking spaces can also be other geometries.

[0144] Active GAs 1311, 1312, and 1313 radiate magnetic communication signals 1315 before and during each charging session. Due to the propagation characteristics of the coupled magnetic induction signal and the vertical antenna orientation, co-channel interference is limited within the GA cluster and may be between adjacent parking spaces 1314.

[0145] The magnetic signals radiated by each active GA cluster 1311, 1312, and 1313 are a source of co-channel interference for each communication link (in this example, each cluster has up to 8 signals, 4 signals from the GA to the VA and 4 signals from the VA to the GA when active). Potential overlap or collision of the magnetic signals 1315 from nearby parking spaces equipped with active GA 1312 or GA 1313 is also possible, but there is sufficient physical separation 1309 between non-adjacent active GAs 1311 and 1312 to greatly reduce or eliminate potential co-channel interference. Possible additional chargers across the driving lane 1302 will have sufficient physical separation 1308 to limit the co-channel interference possibility.

[0146] Figure 13bShows a top view of a parking-based wireless charging station deployed in a double-row geographical layout 1316 in an example embodiment. The parked double row 1316 equipped with GAs is separated by a driving lane 1304. In this illustration, parking spaces 1317, 1320, 1321, and 1322 have currently active GAs, while parking spaces 1318, 1319, 1323, and 1324 are inactive (i.e., in a non-charging state, the parking spaces may be unoccupied or occupied, but have a non-operating termination or a charging that has not yet started). Potential co-channel interference of the magnetic coupling full-duplex communication system exists in the active parking spaces (the parking spaces radiating magnetic signals 1315). Co-channel interference between each cluster of GAs in the macro GA (here, the macro GA consists of 4 adjacent GAs, each having an independent duplex communication) and potential co-channel interference 1314 between adjacent macro GAs are tolerated by the communication system. The nearest active GAs 1317 and 1320 in the same row or the nearest active GAs 1322 and 1320 across rows with sufficient geographical isolation 1309 are not potential interference sources because the possible GAs are geographically spaced 1308 across one or more driving lanes 1304 providing access to the double-row charging station 1316.

[0147] Enabled communication link

[0148] In one embodiment, during the charging cycle, the full-duplex link is always enabled, thereby providing continuous communication between the VA and the GA and secure transmission of vehicle software updates, diagnostics, telemetry, entertainment, and other information. The ICCS 1101 supports changes in the transmit frequency and receive frequency, modulation, and coding to support specific events before, during, and after the charging session.

[0149] In a cluster deployment, each individual GA can support an independent communication link with each individual VA. In this way, the cluster GAs can support individual VAs or a cluster of VAs (e.g., 2 VAs in 1 row; 2 VAs in 2 rows; 2 VAs in 3 rows; and so on, up to the maximum width and length of the vehicle) or even partially operable VAs by only activating the charging signals for the GAs with geometrically corresponding VAs. The use of independent communication makes both deployment and operation easy because a single charging site can support multi-configured vehicles. Alternatively, the GAs can be deployed as a coordinated cluster, where once the charging signal is activated, the individual GA and VA maintain communication.

[0150] Static situation

[0151] The duplex communication data link is used to provide authentication and access control for WPT in both static and dynamic charging scenarios. Additionally, the data link can be used to provide information, software updates, diagnostic or telemetry information, and passenger entertainment services between the GA and the VA. The continuous nature of the duplex data link results in faster feedback to the control system, such as deactivating the charging signal after detecting the introduction of foreign matter between the VA and the GA. Locating the communication system receiver on the physical periphery of the charging coil also allows for the earliest detection of introduced obstacles.

[0152] Dynamic situation

[0153] In an implementation of the dynamic charging scenario, the communication link is maintained as the vehicle moves along a equipped railway or highway. In this deployment, an ICCS using a direct sequence spread spectrum system (DSSS) is used, and the code sequence is selected to be as short as possible and orthogonal to adjacent GAs, allowing for fast soft handover between GAs. Using the magnetic induction communication link, the expected sequence of the GA and the associated code sequence can be uploaded to the vehicle to increase the allowable speed on the lane or railway equipped with GAs. Using the uploaded sequence, the ICCS can be preloaded to demodulate and decode the communication signal more quickly.

[0154] Figure 14 An example of a highway 1401 capable of being used for dynamic charging is shown. The highway is set between two curbs 1402 and 1403 and is divided into driving lanes 1405 and charging lanes 1406. These charging lanes can have a set speed and a set vehicle-to-vehicle gap length to better optimize charging. The charging lane speed is set to manage the charging time (also known as the dwell time) on each sequential GA1407. Vehicles 1404 and 1409 can move into the charging lanes (shown here as having different lane markings or physical separations 1408) either at will or at designated entry points.

[0155] In the railway example, the sequence or array (sequential cluster) of GAs used to charge a tram equipped with a VA is placed between the tracks (up to one gauge width). The GA can also be oriented towards the VA(s) deployed on the side or top of the tram.

[0156] By arranging multiple GAs sequentially along the driving path, customization of the GA (such as a longer antenna (for charging and communication)) can be deployed, and autonomous vehicle control information for optimal charging at the current lane and possible charger sites along the possible route can be provided.

[0157] Independent communication paths for each component

[0158] In one embodiment, a full-duplex inductively coupled data link is deployed for each member of an independent GA (macro GA) cluster. Similarly, each independent VA (part of a macro VA cluster) is equipped with a full-duplex inductively coupled data link.

[0159] This independent operation of the data link gives the lowest latency communication by removing the circuitry and processing required to coordinate communication between components when clustering components. The lack of coordination also means that link startup is faster, as concurrent data link establishment for each component pair (GA to VA) is allowed.

[0160] The independent data links are also easy to deploy for single and multiple components. A geometrically arbitrary GA cluster can be deployed in any area or pattern required to support vehicle size and scaled power requirements.

[0161] By making each VA and GA functionally identical (e.g., having the same magnetic induction antenna and a common resonant inductive coil unit), economies of scale can be achieved. The common resonant inductive coil unit is also used to improve the efficiency of the charging signal, thus improving the overall power efficiency of the ICCS.

[0162] The independent nature of the paired GA-to-VA configuration means that a single GA failure or VA failure in a cluster deployment results in a modest degradation to a lower charge state via the remaining GA-VA pairs. In one aspect, a failure of a VA unit results in an immediate cut-off of the charging signal from the paired GA. Since the GA no longer radiates, the vehicle is not heated by the charging signal that is no longer terminated.

[0163] Those skilled in the art will appreciate that the topologies and circuit implementation methods described herein can be effectively implemented as a single application-specific integrated circuit, discrete integrated circuits, multi-chip modules, and / or implemented as software executed on a digital signal processing circuit with auxiliary A / D and D / A circuitry. Additionally, although the disclosure herein relates to providing power to a vehicle, it should be understood that this is only one of many possible applications, and other embodiments including non-vehicle applications are possible. For example, those skilled in the art will appreciate that there are many applications for providing full-duplex data links in non-vehicle inductive charging applications, such as portable consumer electronic device chargers, such as those used to charge toothbrushes, cellular phones, and other devices (e.g., PowerMat TM ). Additionally, those skilled in the art will appreciate that simultaneous amplitude and angle modulation using other complex modulation methods can be used, as well as increasing the transmission bandwidth (data rate) of the communication systems described herein by using multiple modulated forward and reverse path carriers. Accordingly, these and other such applications are included within the scope of the claims.

Claims

1. A vehicle charging system, comprising: A ground component, which includes one or more coils, wherein each coil has a full-duplex inductive coupling data communication system including a first transmit / receive system, the first transmit / receive system transmitting a first signal through a first inductive link and receiving a second signal through a second inductive link; And A vehicle component, which includes one or more coils, wherein each coil has a full-duplex inductive coupling data communication system including a second transmit / receive system, the second transmit / receive system receiving the first signal through the first inductive link and transmitting the second signal through the second inductive link, Wherein the first transmit / receive system and the second transmit / receive system are adapted to use circuits for at least two of the following and switch between them: amplitude modulation, phase modulation, frequency modulation, orthogonal frequency division multiplexing OFDM, or a spread spectrum circuit, the spread spectrum circuit implementing a technique including at least one of the following: direct sequence spread spectrum, chirp spread spectrum CSS, binary orthogonal keying BOK, frequency hopping, or direct modulation DM, Wherein the coils of the ground component are configured to be arranged parallel to the coils of the vehicle component to transmit a charging signal during charging and are selectively enabled during charging to match the geometry of the vehicle component, and Wherein at least one of the first transmit / receive system and the second transmit / receive system is adapted to enable a user to switch the hardware, software, and / or firmware of at least one of the first transmit / receive system and the second transmit / receive system during use, whereby the first transmit / receive system and the second transmit / receive system have the same type of hardware, software, and / or firmware during charging of the vehicle.

2. The vehicle charging system according to claim 1, wherein, The ground component includes a processor that processes data from the ground component and an external system for transmission to the vehicle component and processes data received from the vehicle component for delivery to the ground component and the external system for processing.

3. The vehicle charging system according to claim 2, wherein, When the ground component detects a fault event or when a fault event is received from the vehicle component, the processor disables the charging signal.

4. The vehicle charging system according to claim 1, wherein, The vehicle component includes a processor that processes at least one of commands or data from the vehicle component or from at least one of a vehicle battery management system, a vehicle occupant information system, or a vehicle entertainment system for transmission to the ground component and processes data received from the ground component for delivery to at least one of the vehicle battery management system, the vehicle occupant information system, or the vehicle entertainment system and the vehicle component.

5. The vehicle charging system according to claim 4, wherein, The vehicle component further includes a digital interface, and the processor provides measurement results related to the first signal, the second signal, and the charging signal to the digital interface.

6. The vehicle charging system according to claim 5, wherein, The vehicle assembly includes a first antenna structure, and the ground assembly includes a second antenna structure, and wherein the measurement results include at least one of the following: the signal strength, bit error rate, sum and difference, ratio of energy per bit to spectral noise density, received signal strength indication, center frequency, or amplitude shift and phase shift at the first antenna structure and the second antenna structure, respectively, of a first signal or a second signal received by the first antenna structure and the second antenna structure, respectively.

7. The vehicle charging system according to claim 6, further comprising: A vehicle-based processor, wherein the measurement results are delivered via the digital interface to the vehicle-based processor for at least one of alignment detection or closed-loop charging system management and control.

8. The vehicle charging system according to claim 7, wherein, The vehicle-based processor provides the following to the processor for transmission: near real-time voltage and current measurement results on the vehicle assembly, thermal measurement results of the vehicle assembly, Z-gap changes due to loading or unloading of the vehicle, fault alerts for the vehicle assembly or the ground assembly, alerts regarding intermediate charging performance events, and additional vehicle sensing data related to the vehicle assembly or the vehicle electrical system.

9. The vehicle charging system according to claim 1, wherein, The first signal and the second signal are configured as narrowband signals or broadband signals depending on the stage of the charging cycle or whether a signal quality threshold has been crossed.

10. The vehicle charging system according to claim 1, wherein, The first signal and the second signal are configured as asynchronous spread-spectrum signals using complementary code sequences.

11. The vehicle charging system according to claim 10, wherein, Both the first transmit / receive system and the second transmit / receive system include a direct-sequence spread-spectrum system that transmits the following code sequences: the code sequences enable the first transmit / receive system and the second transmit / receive system to distinguish signals from co-channel interference.

12. The vehicle charging system according to claim 11, wherein, The code sequences are complementary code sequences.

13. The vehicle charging system according to claim 1, wherein, Each of the first transmit / receive system and the second transmit / receive system includes a receiver, an analog-to-digital converter, a digital processor, a digital-to-analog converter, or a transmitter, the digital processor processes data from at least one of the ground assembly or an external system for transmission to the vehicle assembly, and processes data received from the vehicle assembly for delivery to at least one of the ground assembly or the external system for processing.

14. The vehicle charging system according to claim 13, wherein, The analog-to-digital converter and the digital-to-digital converter are implemented as discrete integrated circuits, and the digital processor is implemented as a field-programmable gate array.

15. The vehicle charging system according to claim 13, wherein, The analog-to-digital converter, digital processor, and digital-to-digital converter are implemented as firmware residing in an application-specific integrated circuit (ASIC).

16. The vehicle charging system according to claim 13, wherein, The digital processor of each transmit / receive system processes input data for transmission and processes data received from other transmit / receive systems using a software structure implemented on the digital processor.

17. The vehicle charging system according to claim 13, wherein, Each of the first transmit / receive system and the second transmit / receive system further includes at least one bandpass filter.

18. A method of charging a vehicle, comprising: Position a vehicle component of a vehicle relative to a ground component to receive a charging signal, the vehicle component including one or more coils, each coil having a full-duplex inductive coupling data communication system including a first transmit / receive system, the first transmit / receive system receiving a first signal via a first inductive link and transmitting a second signal via a second inductive link, and the ground component including one or more coils, each coil having a full-duplex inductive coupling data communication system including a second transmit / receive system, the second transmit / receive system transmitting the first signal via the first inductive link and receiving the second signal via the second inductive link; Selectively enable the coils of the ground component and the coils of the vehicle component for charging based on a geometric positioning of the vehicle component relative to the ground component; Enable a user to switch at least one of the hardware, software, and / or firmware of the first transmit / receive system and the second transmit / receive system during use, whereby the first transmit / receive system and the second transmit / receive system have the same type of hardware, software, and / or firmware during charging of the vehicle, wherein the switching includes: switching at least one of the first transmit / receive system or the second transmit / receive system between at least two of: an amplitude modulation circuit, a phase modulation circuit, a frequency modulation circuit, an orthogonal frequency division multiplexing OFDM circuit, or a spread spectrum circuit, the spread spectrum circuit implementing a technique including at least one of: direct sequence spread spectrum, chirp spread spectrum CSS, binary orthogonal keying BOK, frequency hopping, or direct modulation DM; and Transfer charging management and control data between the first transmit / receive system and the second transmit / receive system via the first inductive link and the second inductive link during charging.

19. The method according to claim 18, further comprising: Transfer at least one of software updates, diagnostic or telemetry information, or passenger entertainment service data between the ground component and the vehicle component via the first inductive link and the second inductive link during charging.

20. The method according to claim 18 further comprises: Disable the charging signal when the ground component detects a fault event or receives a fault event from the vehicle component.

21. The method according to claim 18, further comprising: The first transmit / receive system processes at least one of commands or data from the vehicle component or from an external system for transmission to the ground component, and processes data received from the ground component for delivery to at least one of the external system and the vehicle component.

22. The method according to claim 21 further comprises: Provide measurement results related to the first signal, the second signal, and the charging signal to a digital interface for processing.

23. The method according to claim 22, wherein, The vehicle component includes a first antenna structure, and the ground component includes a second antenna structure, and wherein the measurement results include at least one of: signal strength at the first antenna structure and the second antenna structure, ratio of energy per bit to spectral noise density, frequency, or amplitude shift and phase shift.

24. The method according to claim 23, further comprising: The measurement result is delivered to an external processor via the digital interface for at least one of alignment detection or closed-loop charging system management and control.

25. The method according to claim 24, further comprising: Send at least one of the following from the vehicle component to the ground component: near real-time voltage and current measurement results on the vehicle component, thermal measurement results of the vehicle component, Z-gap changes caused by loading or unloading of the vehicle including the vehicle component, fault alerts of the ground component or the vehicle component, alerts regarding intermediate charging performance events, or additional sensed data related to the vehicle component.

26. The method according to claim 18, further comprising: Configure the first signal and the second signal as narrowband signals or broadband signals according to the stage of the charging cycle or whether a signal quality threshold has been exceeded.

27. The method according to claim 18, further comprising: Configure the first signal and the second signal as asynchronous spread-spectrum signals.

28. The method according to claim 27, further comprising: Send the following code sequence between the first transmit / receive system and the second transmit / receive system: the code sequence enables the first transmit / receive system and the second transmit / receive system to distinguish signals from co-channel interference.

29. The method according to claim 28, wherein, The transmission code sequence includes: transmitting a complementary code sequence.

Images