Urban air mobility and wireless charging methods in urban air mobility

Abstract

This disclosure relates to urban air traffic and a wireless charging method in urban air traffic. A wireless charging method in urban air traffic includes: acquiring location information of a power supply device for supplying wireless power; moving the urban air traffic to the power supply device based on the location information; performing horizontal alignment based on the distance to the power supply device; performing longitudinal alignment based on the completion of the horizontal alignment; and performing wireless charging after the urban air traffic has stopped based on the completion of the longitudinal alignment. Therefore, this disclosure has the advantage of maximizing wireless charging efficiency and minimizing power waste by quickly and accurately aligning the wireless power transmission / reception pads of the urban air traffic and the power supply device into place.

Description

[0001] Related applications

[0002] This application claims the benefit of Korean Patent Application No. 10-2021-0168906, filed on November 30, 2021, which is incorporated herein by reference as if fully set forth herein. Technical Field

[0003] This disclosure relates to a wireless charging technology for urban air mobility, and more specifically, to a technology for aligning a wireless power transceiver into place for wireless charging in urban air mobility. Background Technology

[0004] NASA first defined Urban Air Mobility (UAM) as "the safe and efficient operation of manned and unmanned aircraft systems within large urban areas." In recent years, increasing interest in UAM from governments, businesses, and research institutions has led to the rapid spread of this new concept.

[0005] According to a market report by Global Information, the urban air mobility (UAM) market is projected to grow from $2.6 billion in 2020 to $9.1 billion in 2030, representing a compound annual growth rate (CAGR) of 13.5%. Factors such as improved efficiency, personnel safety, and increased investment demand are expected to drive market growth.

[0006] UAM (Usable Addressable) is expected to revolutionize traditional modes of transportation, including road, rail, air, and water. A 2018 Morgan Stanley Blue Book estimated that the global UAM addressable market would reach $1.5 trillion by 2040.

[0007] The UAM (User-Assisted Transportation) concept can be further extended to applications in rural areas where traditional ground transportation infrastructure is insufficient. In particular, in addition to the transportation sector, UAM vehicles are expected to be applied in specific scenarios such as tourism, industry, emergency medical services, and firefighting.

[0008] In the future, intelligent UAM vehicles may be equipped with autonomous driving and remote control capabilities to eliminate the need for onboard pilots. This would not only eliminate the need for and associated costs of onboard pilots, but also avoid the risk of safety accidents caused by human error, and make it easier and safer to control the vehicle from the ground.

[0009] UAM (Urban Availability) vehicles are a type of air transport that moves passengers or cargo along specific point-to-point routes within an urban area. Unlike aircraft that use traditional runways, UAM vehicles are constrained by buildings, factories, road traffic, and urban populations. Therefore, the ideal UAM model should be autonomous, compact, efficient, flexible, and maneuverable, with vertical takeoff and landing capabilities.

[0010] Furthermore, considering atmospheric environmental issues, electrically powered UAM vehicles are environmentally friendly and have the advantage of using eco-friendly energy sources such as solar energy, electricity, and hydrogen fuel instead of traditional fossil fuels without producing exhaust fumes.

[0011] The advantage of UAM transportation is that it is faster and more efficient than traditional ground transportation because people and goods can move from one city to another along a straight route.

[0012] A centralized UAM platform provides convenient networking, eliminating the need for individuals to own their own UAM vehicles. This not only improves asset utilization but also reduces resource waste.

[0013] Furthermore, compared to traditional vehicles, centralized UAM platforms can eliminate parking problems that dominate many aspects of modern urban life and enable a true sharing economy.

[0014] UAM can provide short-haul (3km to 100km) air services and is designed for urban residents to effectively solve the "last 50km" problem that airlines currently cannot provide.

[0015] In order to effectively operate electric UAM vehicles, a safe and efficient charging solution is required.

[0016] Specifically, wireless charging solutions can be applied to autonomous UAM vehicles. In this regard, proper alignment between the wireless power receiver installed in the UAM vehicle and the wireless power transmitter installed in the charging infrastructure is crucial for improving wireless charging efficiency. Summary of the Invention

[0017] The purpose of this disclosure is to provide a wireless charging method, apparatus, and system for urban air traffic.

[0018] Another object of this disclosure is to provide a method, apparatus, and system for aligning a wireless power transceiver to efficiently wirelessly charge urban air traffic.

[0019] Another object of this disclosure is to provide a method, apparatus, and system for efficiently wirelessly charging electrically driven urban air traffic using various sensors aligned with wireless power transmission / receiver pads.

[0020] Another object of this disclosure is to provide a method, apparatus, and system thereof for aligning a wireless power transmission / receiving pad by adaptively selecting and driving a sensor based on the state of a sensor equipped in electrically driven urban air traffic.

[0021] Another object of this disclosure is to provide a method, apparatus, and system thereof for aligning a wireless power transceiver by associating urban air traffic with a user device.

[0022] Those skilled in the art will understand that the purposes that can be achieved by using this disclosure are not limited to those specifically described above, and that the above and other purposes that can be achieved by this disclosure will become clearer from the following detailed description.

[0023] A wireless charging method in urban air traffic according to one aspect may include: acquiring location information of a power supply device for supplying wireless power; moving the urban air traffic to the power supply device based on the location information; performing horizontal alignment based on the distance to the power supply device; performing longitudinal alignment based on the completion of the horizontal alignment; and performing wireless charging after the urban air traffic stops based on the completion of the longitudinal alignment.

[0024] In one embodiment, the method may further include analyzing images from a front-facing camera to sense the forward path of the power supply device; and calculating the distance to the power supply device based on the sensed forward path.

[0025] In one embodiment, the method may further include: analyzing the front-facing camera image to sense the left and right lanes of the power supply device, wherein the horizontal alignment is performed based on the distance to the sensed left and right lanes.

[0026] In one implementation, the method may further include: analyzing a rear camera image to sense a rear lane, wherein the longitudinal alignment is performed based on the sensed rear lane.

[0027] In one embodiment, the method may further include: calculating the wireless charging efficiency during wireless charging; and performing precise alignment between a wireless power transmission pad mounted on the power supply device and a wireless power receiving pad mounted on the urban air traffic based on the calculated wireless charging efficiency.

[0028] In one embodiment, the method may further include: completing the precise alignment based on the wireless charging efficiency exceeding a predetermined reference value; and performing battery charging based on the completion of the precise alignment.

[0029] In one implementation, low power can be received from the power supply during precise alignment, and high power can be received from the power supply when precise alignment is complete. In this method, the low power may correspond to the power required to drive the charging device installed on urban air traffic, and the high power may correspond to the power required to charge the battery installed on urban air traffic.

[0030] In one embodiment, the method may further include: analyzing a beam pattern based on wireless power received from the power supply device during wireless charging, and precise alignment may be performed based on the analyzed beam pattern.

[0031] In one implementation, horizontal alignment can be performed based on the distance to the power supply device becoming equal to or less than a first distance, and longitudinal alignment can be performed based on the distance to the power supply device being equal to or less than a second distance, wherein the first distance may be greater than the second distance.

[0032] In one implementation, the location information of the power supply device can be received wirelessly from the power supply device or the urban air traffic control center that manages the power supply device in response to a charging request from the urban air traffic. The location information is GPS coordinate information.

[0033] According to another aspect, a computer program including instructions is stored in a non-volatile computer-readable storage medium. When executed by at least one processor, the instructions cause the at least one processor to perform a wireless charging operation in urban air traffic in association with a power supply device via wireless communication. The operation includes acquiring location information of the power supply device for supplying wireless power; moving the urban air traffic to the power supply device based on the location information; performing horizontal alignment based on the distance to the power supply device; performing longitudinal alignment based on the completion of horizontal alignment; and performing wireless charging after the urban air traffic stops based on the completion of longitudinal alignment.

[0034] According to another aspect, urban air mobility equipped with wireless charging capability includes: a sensor; a communication terminal for communicating with external devices; an electronic control unit for controlling the operation and movement of the urban air mobility; a rechargeable battery; a charging device for converting power received via a wireless power receiving pad to charge the battery; and a vehicle control unit for controlling the sensor, the communication terminal, and the charging device. The vehicle control unit: acquires location information of a power supply device for supplying wireless power via the communication terminal; controls the electronic control unit based on the location information to move the urban air mobility to the power supply device; performs horizontal alignment and longitudinal alignment sequentially based on the distance to the power supply device; and controls the charging device to perform the wireless charging after the urban air mobility stops based on the completion of the longitudinal alignment.

[0035] In one implementation, the sensor may include a front-facing camera, and the vehicle control unit may analyze the image from the front-facing camera to sense the path ahead of the power supply device; and calculate the distance to the power supply device based on the sensed path ahead.

[0036] In one implementation, the vehicle control unit can analyze images from a front-facing camera to sense the left and right lanes of the power supply unit; and perform horizontal alignment based on the distance to the sensed left and right lanes.

[0037] In one implementation, the sensor includes a rear-facing camera, and the vehicle control unit can analyze images from the rear-facing camera to sense the rear lane; and perform longitudinal alignment based on the sensed rear lane.

[0038] In one implementation, the vehicle control unit can calculate the wireless charging efficiency during wireless charging; and based on the calculated wireless charging efficiency, perform precise alignment between a wireless power transmission pad mounted on a power supply unit and a wireless power receiving pad mounted on urban air traffic.

[0039] In one implementation, the vehicle control unit may determine that precise alignment has been completed based on the wireless charging efficiency exceeding a predetermined reference value, and battery charging is performed based on the completion of precise alignment.

[0040] In one implementation, low power can be received from the power supply during precise alignment, and high power can be received from the power supply when precise alignment is complete.

[0041] In one implementation, the vehicle control unit can analyze the beammap based on the wireless power received from the power supply during wireless charging, and precise alignment can be performed based on the analyzed beammap.

[0042] In one implementation, the vehicle control unit may perform horizontal alignment based on the distance to the power supply device becoming equal to or less than a first distance, and perform longitudinal alignment based on the distance to the power supply device becoming equal to or less than a second distance, where the first distance is greater than the second distance.

[0043] In one implementation, the vehicle control unit may, in response to a charging request from urban air traffic, receive the location information of the power supply device, which is GPS coordinate information, via wireless communication from the power supply device or an urban air traffic control center for managing the power supply device.

[0044] According to another aspect, a wireless charging system may include: a power supply device for supplying wireless power; and urban air traffic for receiving wireless power from the power supply device and charging a battery therein, acquiring location information of the power supply device via a communication terminal of the urban air traffic, controlling an equipped electronic control unit based on the location information to move the urban air traffic to the power supply device, sequentially performing horizontal alignment and longitudinal alignment based on the distance to the power supply device, and, based on the completion of longitudinal alignment, after the urban air traffic stops, receiving wireless power from the power supply device to charge the battery.

[0045] The above aspects of this disclosure are merely some preferred embodiments of this disclosure, and based on the following detailed description of this disclosure, those skilled in the art can derive and understand various embodiments that reflect the technical features of this disclosure.

[0046] This disclosure has the advantage of providing a wireless charging method, apparatus, and system for urban air traffic.

[0047] Furthermore, this disclosure has the advantage of providing a method, apparatus, and system for aligning wireless power transceivers to efficiently wirelessly charge urban air traffic.

[0048] Furthermore, this disclosure has the advantage of providing methods, apparatus, and systems for aligning wireless power transmission / receiving pads using various sensors installed in charging infrastructure and electrically driven urban air traffic.

[0049] Furthermore, this disclosure has the advantage of providing a method, apparatus, and system for aligning wireless power transmission / reception pads by adaptively selecting and driving sensors based on the state of sensors equipped in electrically driven urban air traffic.

[0050] Furthermore, this disclosure has the advantage of providing methods, apparatus, and systems for aligning wireless power transceivers by associating urban air traffic with user equipment.

[0051] In addition, various effects that can be directly or indirectly identified through this document can be provided. Attached Figure Description

[0052] The accompanying drawings provide various embodiments of this disclosure and, together with detailed explanations, illustrate the principles of this disclosure, including these drawings, to provide a further understanding of this disclosure.

[0053] Figure 1 This is a diagram showing the overall structure of a wireless power transmission system according to an embodiment;

[0054] Figure 2This is a diagram showing the detailed structure of a wireless charging system for urban air traffic according to an embodiment.

[0055] Figure 3 This is a diagram illustrating the configuration of a relay wireless charging chain according to an embodiment;

[0056] Figure 4 This is a diagram illustrating a method for configuring a wireless charging chain between urban air traffic during flight, according to an embodiment.

[0057] Figures 5 to 9B This is a flowchart illustrating in-situ alignment methods for wireless charging for urban air traffic according to various embodiments.

[0058] Figure 10 This is a block diagram illustrating the configuration of urban air traffic according to an embodiment;

[0059] Figure 11 This is a diagram illustrating an in-situ alignment method for wireless charging for urban air traffic according to an embodiment.

[0060] Figure 12 This is a diagram illustrating an in-situ alignment method for wireless charging of urban air traffic capable of vertical takeoff and landing, according to an embodiment of the present disclosure. Detailed Implementation

[0061] In the following description, some embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. It should be noted that in the various drawings, when adding reference numerals to component elements, the same reference numerals will be used in all drawings to refer to the same or similar elements. Furthermore, in the following description of embodiments of the present disclosure, detailed descriptions of known functions and configurations included herein will be omitted to avoid obscuring the subject matter of the embodiments.

[0062] In describing the components of embodiments of this disclosure, various terms (e.g., first, second, A, B, (a), (b), etc.) may be used only for the purpose of distinguishing one component from another, but the nature, order, or sequence of the components is not limited to these terms. Unless otherwise defined, all terms used in this disclosure (including technical and scientific terms) may have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. It should also be understood that, for example, terms defined in commonly used dictionaries may be interpreted as having a meaning consistent with their meaning in the context of the relevant technology and this disclosure, and should not be interpreted in an idealized or overly formal sense unless expressly defined herein.

[0063] In various embodiments of this disclosure, " / " and "," should be interpreted as "and / or". For example, "A / B" may mean "A and / or B". Furthermore, "A, B" can mean "A and / or B". Additionally, "A / B / C" can mean "at least one of A, B, and / or C". Furthermore, "A, B, C" can mean "at least one of A, B, and / or C".

[0064] In various embodiments of this disclosure, "or" should be interpreted as "and / or". For example, "A or B" may include "A only", "B only", and / or "A and B". In other words, "or" should be interpreted as "additionally or alternatively".

[0065] In the following text, reference will be made to Figures 1 to 12 The embodiments of this disclosure are described in detail.

[0066] Figure 1 This is a diagram showing the overall structure of a wireless power transmission system according to an embodiment.

[0067] refer to Figure 1 The wireless power transmission system 100 may include a power supply device 10 and a charging device 20.

[0068] The power supply device 10 can convert AC (or DC) electrical energy supplied from the power supply network 30 into AC electrical energy required by the charging device 20, and then transfer the converted AC electrical energy to the charging device 20 using a predetermined wireless power transfer method. Here, the wireless power transfer method can include electromagnetic induction, electromagnetic resonance (or magnetic resonance), microwave, and radio frequency (RF) wireless power transfer. Electromagnetic induction is a method of transferring energy using an induced electromotive force, generated by the magnetic induction of AC power between a primary coil disposed in the power supply device 10 and a secondary coil disposed in the charging device 20. On the other hand, in the electromagnetic resonance method, when a magnetic field vibrating at a specific resonant frequency is generated by the primary coil disposed in the power supply device 10, the charging device 20 induces a magnetic field in a secondary coil having the same resonant frequency to transfer energy. RF wireless power transfer is a method of transmitting RF wireless power signals to a receiver using a phased array antenna system of a transmitter via beamforming. Compared to conventional electromagnetic induction or electromagnetic resonance, this method can allow for long-range wireless charging with a radius of up to several meters.

[0069] The power supply device 10 and the charging device 20 can be interconnected via short-range wireless communication to exchange various information for wireless power transmission.

[0070] The charging device 20 can rectify the wireless power received from the power supply device 10 and then supply the rectified power to the rechargeable energy storage system (RESS) or high-voltage (HV) battery inside the device (i.e., onboard).

[0071] The power supply device 10 according to this embodiment can be installed in buildings, roads, parking lots, charging centers, or vertical take-off and landing airports, which are infrastructures for urban air traffic take-off and landing located on land, air, water, or building rooftops. When a wireless power transmission pad (board, solder pad) for wireless power transmission is mounted on the charging device 20, the charging device 20 can perform the function of a power supply device. Thus, wireless charging can be performed between the electric devices 20.

[0072] For example, when the charging device 20 is equipped with multiple wireless power receiving pads, the charging device 20 can simultaneously receive wireless power from multiple other charging devices 20 equipped with wireless power transmission pads to charge the battery.

[0073] As another example, when the charging device 20 is equipped with multiple wireless power transmission pads, the charging device 20 can transmit wireless power to multiple other charging devices 20 equipped with wireless power receiving pads to charge multiple charging devices 20 simultaneously. That is, when a charging device 20 cannot move to the power supply device 10 due to its current battery charge, it can be operatively connected to another nearby charging device 20 to perform charging between the charging devices 20. As an example, the charging devices supplying and receiving wireless power can be dynamically determined based on the current battery charge of the charging device 20.

[0074] The charging device 20 according to this embodiment can be installed on various means of transportation. As an example, the charging device 20 can be applied to electric vehicles, unmanned aerial vehicles, urban air mobility, and multimodal vehicles (or hybrid air mobility) operating on land and in the air or on land and at sea.

[0075] In the following embodiments, an example of a charging device 20 installed on urban air traffic will be described.

[0076] The charging device 20 according to the embodiment can be installed on the lower side of urban air traffic, but this is only one embodiment. According to those skilled in the art, the charging device 20 can be installed on the upper side, front side, rear side, and left / right side of urban air traffic.

[0077] The power supply device 10 according to this embodiment can be operatively connected to other power supply devices via a wired or wireless communication system.

[0078] According to the embodiment, the charging device 20 can be associated with another charging device 20 via a wireless communication system. For this purpose, the charging device 20 can be connected to a communication terminal (not shown) located in urban air traffic via a communication network within urban air traffic to exchange signals and information.

[0079] For example, a wireless communication system can be a multiple access system that supports communication with multiple users by sharing available system resources (e.g., bandwidth, transmit power, etc.). Examples of multiple access systems can include code division multiple access (CDMA) systems, frequency division multiple access (FDMA) systems, time division multiple access (TDMA) systems, orthogonal frequency division multiple access (OFDMA) systems, single-carrier frequency division multiple access (SC-FDMA) systems, and multi-carrier frequency division multiple access (MC-FDMA) systems.

[0080] The charging device 20 according to the embodiment can be wirelessly connected to another power supply device. As an example, the charging device 20 can be connected to multiple power supply devices 10. In this case, the charging device 20 can simultaneously receive wireless power from the power supply devices 10. Based on the wireless charging efficiency between the charging device 20 and the power supply devices 10, the charging device 20 can dynamically determine at least one power supply device 10 to receive power.

[0081] In the above embodiment, the power supply device 10 and charging device 20 for performing wireless charging have been dynamically determined based on wireless charging efficiency. However, this is only one embodiment. The power supply device 10 and charging device 20 for performing wireless charging can be dynamically determined by further considering the type and capability of the power supply device 10, the type and capability of the charging device 20, etc. As an example, the type and capability of the charging device 20 may depend on the type of vehicle on which the charging device 20 is mounted. Therefore, the type and capability of the power supply device 10 matched with the charging device 20 may depend on the charging device 20.

[0082] According to the embodiments, the charging device 20 can function as a wireless power transmission relay, hereinafter referred to as a relay or relay node for ease of description, which transmits power received from the power supply device 10 to another charging device. In this case, the charging device 20 may include a wireless power receiver (or wireless power receiving pad) for receiving wireless power and a wireless power transmitter (wireless power transmission pad) for transmitting wireless power. In one embodiment, the wireless power receiver and wireless power transmitter may be installed in different locations on an urban air traffic system, but this is only one embodiment. The wireless power receiver and wireless power transmitter may be constructed as a module and installed in a specific location. As an example, the wireless power receiving pad for receiving power from the power supply device 10 may be installed on one side of the lower part of the urban air traffic system, and the wireless power transmission / receiving pad for receiving wireless power from another urban air traffic system or transmitting wireless power to another urban air traffic system may be installed on one side of the upper part of the urban air traffic system.

[0083] Through the above embodiments, urban air traffic equipped with the charging device 20 according to this disclosure can not only receive wireless power from the power supply unit 10 to charge its batteries, but also transmit and receive wireless power through cooperation with another urban air traffic that is stopped (or in flight). For example, when the battery charge level during flight is insufficient to reach the nearest power supply unit 10, or when urban air traffic deviates from its route due to abnormal weather, the corresponding urban air traffic can request emergency in-flight charging from another nearby urban air traffic (or the central control center).

[0084] As an example, when another nearby city air traffic that has received an emergency in-flight charging request is able to perform emergency in-flight charging based on its battery charging status, the other nearby city air traffic can move to the city air traffic that has requested emergency in-flight charging and provide wireless power via wireless charging during flight.

[0085] As another example, a central control center (or city air traffic operator (UAM air operator)) that has received an emergency in-flight charging request can search for another city air traffic in the vicinity of the city air traffic that has requested emergency in-flight charging, and determine the target to participate in the emergency in-flight charging based on the current battery charging status of the other searched city air traffic. Once a target to participate in the emergency in-flight charging is determined, after transmitting a predetermined control signal to the nearby city air traffic identified as the target to guide it to the location of the city air traffic that has requested emergency in-flight charging, the central control center can control the nearby city air traffic to perform wireless charging during flight.

[0086] The charging device 20 controls at least one switch disposed in the wireless power transmission pad and the wireless power receiving pad to activate / deactivate (open / close) the operation of the corresponding wireless power transmission pad and / or wireless power receiving pad.

[0087] In the above embodiment, an example of the charging device 20 receiving wireless power from a power supply device 10 has been described; however, this is merely one embodiment. The charging device 20 may include multiple wireless power receiving pads to simultaneously receive wireless power from multiple power supply devices 10 to perform fast charging.

[0088] In another embodiment, the charging device 20 may further include a wired charging device and a wireless charging device. In this case, at least one of the wireless charging device and the wired charging device can be used to perform fast charging.

[0089] According to the embodiment, the charging device 20 for the first urban air traffic can divide the wireless power received from the power supply device 10 through negotiation with the charging device 20 equipped in the second urban air traffic, and transmit the divided wireless power to the second urban air traffic. As an example, the amount of power charged by the first and second urban air traffic can be dynamically determined based on the corresponding battery charging status of the urban air traffic. As another example, the amount of power charged by the first and second urban air traffic can be dynamically determined based on the corresponding flight booking status and corresponding battery charging status of the first and second urban air traffic. That is, the longer the reserved flight distance for each urban air traffic, the greater the expected power consumption. Therefore, it is necessary to further consider flight plans, flight distances, etc., when allocating power.

[0090] According to the embodiment, the charging device 20 can determine whether a power relay to another city's air traffic is available based on the battery charging state of its RESS 40. As an example, when the battery charging level (or battery output voltage) of the first city's air traffic is equal to or higher than a predetermined reference value, the charging device 20 of the first city's air traffic can transmit the power received from the power supply device 10 to the charging device 20 of the second city's air traffic. On the other hand, when the battery charging level (or battery output voltage) of the first city's air traffic is lower than the predetermined reference value, the charging device 20 of the first city's air traffic can be controlled so that the power received from the power supply device 10 is not relayed to the charging device 20 of the second city's air traffic and is only used to charge its RESS 40.

[0091] The communication terminal installed on urban air traffic can be connected to the power supply unit 10, another urban air traffic unit, the central control center, etc. via V2X (vehicle-to-everything) communication supported by 4G LTE / 5G NR communication to exchange various information.

[0092] Urban air traffic can be equipped with a Global Positioning System (GPS) receiver to receive and decode GPS satellite signals. Urban air traffic can obtain current GPS coordinates from GPS satellite signals and transmit these signals to power supply unit 10 and / or another urban air traffic unit via a communication terminal. In one example, a communication terminal installed on urban air traffic can obtain the GPS coordinates of power supply unit 10 and / or another urban air traffic unit.

[0093] V2X refers to a communication technology that allows vehicles, pedestrians, and infrastructure to exchange information via wired / wireless communication. V2X can be categorized into four types: Vehicle-to-Vehicle (V2V), for vehicle-to-vehicle communication; Vehicle-to-Infrastructure (V2I), for communication between vehicles and infrastructure; Vehicle-to-Network (V2N), for communication between vehicles and communication networks; and Vehicle-to-Pedestrian (V2P), for communication between vehicles and pedestrians. V2X communication can be provided via PC5 and / or Uu interfaces.

[0094] Sidelink (SL) is a communication scheme that establishes a direct wireless link between UAMs to enable direct information exchange between vehicle terminals without the intervention of base stations (BSs) or infrastructure (e.g., RSUs). SL is considered a way to alleviate the burden on BSs and minimize transmission latency in UAM-to-UAM communication in response to rapidly increasing data traffic.

[0095] Figure 2 This is a diagram showing the detailed structure of a wireless charging system for urban air traffic according to an embodiment.

[0096] refer to Figure 2 The wireless charging system 200 for urban air traffic can mainly include a power supply device 10, a power supply network 30, and a first urban air traffic system 201.

[0097] exist Figure 2 In this implementation, as an example, wireless charging of an urban air traffic 201 is described, but this is only one implementation. The number of urban air traffic 201s that can be charged simultaneously by the power supply device 10 can be equal to or greater than 2. The maximum number of urban air traffic 201s that can be charged simultaneously by a power supply device 10 can be dynamically determined by the maximum power supply capacity of the power supply device 10, the power required by the urban air traffic 201 to be charged, etc.

[0098] The power supply device 10 may include, but is not limited to, a wireless power transmission pad 11, a power conversion system 12, and a control and communication device 13, and may also include a GPS receiver (not shown), an ultrasonic sensor (not shown), etc.

[0099] The control and communication device 13 can control the overall operation and input / output of the power supply device 10. Furthermore, the control and communication device 13 can control the power conversion system 12 to convert the power supplied from the power supply network 30 into the power required to charge the urban air traffic 201. In this regard, the AC power signal converted by the power conversion system 12 can be wirelessly transmitted via the transmission coil of the wireless power transmission pad 11. The wireless power transmitted via the wireless power transmission pad 11 can be transmitted to the wireless power receiving pad 213 via electromagnetic induction (or electromagnetic resonance).

[0100] In one embodiment, the power supply device 10 may be equipped with a plurality of wireless power transmission pads 11, or a single wireless power transmission pad 11 may have a plurality of transmission coils for simultaneously charging multiple urban air traffic 201s.

[0101] The power supply device 10 according to the embodiment may further include a GPS receiver (not shown) and an ultrasonic sensor. The power supply device 10 can provide the urban air traffic 201 with its GPS coordinate information. Furthermore, the power supply device 10 can receive sensor status information of the urban air traffic 201 and can drive the ultrasonic sensor based on this sensor status information. In this case, the urban air traffic 201 can sense the ultrasonic signal transmitted by the power supply device 10 to identify the location of the power supply device 10, and can move to the identified location and align it with the wireless power transmission / receiving pad, then perform wireless charging.

[0102] refer to Figure 2 Urban air traffic 201 may include at least one of a charging device 210, a communication terminal 220, a RESS 230, a sensor 240, and a GPS receiver 250. In this regard, the sensor 240 may include at least one of a camera 241, an ultrasonic sensor 242, a radar 243, and a light detection and ranging (LiDAR) sensor 244. For example, the camera 241 may include at least one of a front-facing camera, a rear-facing camera, a left / right camera, an upper camera, and a lower camera. For example, the camera 241 may include at least one of a panoramic monitor (SVM) camera, an RGB camera, and an infrared camera.

[0103] The charging device 210 may include a control communication device 211, a power converter 212, and a wireless power receiving pad 213.

[0104] The control communication device 211 can control the input / output and overall operation of the charging device, and can perform communication with external devices.

[0105] The control communication device 211 can communicate with various electronic control units (ECUs) via the internal communication network of the urban air traffic 201. In this regard, ECUs may include steering systems for steering control, braking systems for controlling stopping and parking, drive systems for controlling the drive of motors for flight, etc., but this disclosure is not limited thereto. The internal communication network of the urban air traffic 201 may include controller local area networks (CAN), local area networks (LIN), FlexRay, media-oriented system transmission (MOST) communication networks, etc., but this disclosure is not limited thereto.

[0106] Furthermore, the control communication device 211 can exchange various control signals and status information with the control communication device 13 of the power supply device 10 for receiving wireless power. In this regard, in-band communication refers to a communication scheme using the same frequency band as that used for transmitting wireless power. For example, IEEE 802.11p communication, 4G LTE communication, and 5G NR (New Radio) millimeter wave (mmWave) communication can be used as out-of-band communication, but this disclosure is not limited thereto. Based on the design of those skilled in the art, Bluetooth communication, RFID communication, near field communication (NFC), infrared short-range wireless communication (IR-DSRC), optical wireless communication (OWC), etc., can be applied.

[0107] In addition, the control communication device 211 can exchange information with air traffic in another city via the communication terminal 220.

[0108] In addition, a communication terminal (not shown) may also be installed on the power supply unit 10. In this case, the control communication device 211 can exchange various control signals and status information with the power supply unit 10 via the communication terminal 220.

[0109] Furthermore, the control communication device 211 can exchange various control signals and status information with user devices (including, for example, smartphones, smart keys, etc.) via the communication terminal 220. For this purpose, the communication terminal 220 may have Bluetooth communication functionality for communicating with a smartphone and frequency communication functionality for communicating with a smart key. In this regard, the frequency communication functionality may include the ability to receive radio frequency (RF) waves at a frequency of 433.92 MHz from the smart key and the ability to transmit low frequency (LF) radio waves at a frequency of 125 kHz to the smart key.

[0110] The transmitter status information transmitted from the power supply unit 10 to the charging unit 210 of the urban air traffic 201 may include transmitter identification information, information about the maximum transmittable power, information about the supported power categories, information about the maximum number of devices that can be charged simultaneously, information about the types of supported charging devices, software version information, firmware version information, communication protocol version information, IP address information, MAC address information, port number information, authentication and security information, etc.

[0111] The receiver status information transmitted from the charging device 210 of the urban air traffic 201 to the power supply device 10 may include receiver identification information, information about the required power, information about the maximum receiveable power / voltage / current, information about the battery charging status, information about the battery output voltage, software version information, firmware version information, communication protocol version information, IP address information, MAC address information, port number information, authentication and security information, but this disclosure is not limited thereto. In one embodiment, information about the battery charging status and information about the battery output voltage between urban air traffic 201 units may be exchanged via communication between their communication terminals.

[0112] The control communication device 211 can obtain information about the location and capability of the power supply device 10 via the communication terminal 220.

[0113] In addition, the control communication device 211 can obtain information about the location and capability of air traffic 201 in another nearby city via the communication terminal 220.

[0114] As an example, the capability information exchanged between urban air traffic may include information about whether the respective urban air traffic is capable of performing wireless charging and information about whether wireless charging is available between urban air traffic, information about the installation location of the wireless power transmission / reception pads installed on the respective urban air traffic, information about the battery charging status, information about whether the respective urban air traffic is performing a mission, etc., but this disclosure is not limited thereto.

[0115] When the wireless power receiving pad 213 of the charging device 210 is aligned with the wireless power transmission pad 11 of the power supply device 10, the control communication device 13 of the power supply device 10 can control the power conversion system 12 to convert the power supplied from the power supply network 30 into the power required by the urban air traffic 201. Thereafter, the converted power can be transmitted via the wireless power transmission pad 11 to the wireless power receiving pad 213 of the urban air traffic 201 through electromagnetic induction.

[0116] When urban air traffic 201 approaches the power supply unit 10 to be within a specific distance associated with sensor 240, the control communication unit 211 can perform precise alignment of the transmit / receive pad associated with the user unit.

[0117] Figure 3 This is a diagram illustrating the configuration of a relay wireless charging chain according to an embodiment.

[0118] The method for configuring a relay wireless charging chain according to this disclosure can be provided as an alternative to addressing the problem of insufficient infrastructure for power supply devices for wireless charging in urban air traffic.

[0119] refer to Figure 3 Urban air mobility 310 and 320 may include charging devices 311 and 321 and RESS 317 and 327, respectively.

[0120] Charging devices 311 and 321 may include main receiving pads 314 and 324 for receiving wireless power from power supply device 10, first to second transmission and receiving pads 315, 316, 325 and 326 for wireless power transmission and reception between urban air traffic, control communication devices 312 and 322, and power converters 313 and 323 for converting power in response to control signals from control communication devices 312 and 322, respectively.

[0121] For ease of description below, the charging device installed on the first urban air traffic 310 will be referred to as the first charging device 311, and the charging device installed on the second urban air traffic 320 will be referred to as the second charging device 321.

[0122] refer to Figure 3 When the main transmission pad 11 of the power supply unit 10 is sensed, the first urban air traffic 310 can align the main transmission pad 11 and the main receiving pad 314 with each other. When the alignment of the main transmission / receiving pads is completed, the control communication device 13 of the power supply unit 10 can determine the power quantity (or the strength of the transmitted power) through power negotiation with the control communication device 312 of the first urban air traffic 310, and control the power conversion system 12 based on the determined power quantity (or the strength of the transmitted power) to transmit wireless power via the main transmission pad 11.

[0123] The power converter 313 of the first charging device 311 can rectify the AC power received via the main receiving pad 314 and convert the AC power into DC power required by the battery to charge the RESS 317.

[0124] When the second urban air traffic 320 approaches the rear of the first urban air traffic which is charging, the second urban air traffic 320 can use various sensors installed therein to align the second transmission / reception pad 316 of the first urban air traffic 310 with the first transmission / reception pad 325 of the second urban air traffic 320.

[0125] When the transmit / receive pads of the first urban air traffic 310 and the second urban air traffic 320 are aligned with each other, the second charging device 321 of the second urban air traffic 320 can receive wireless power via power transmission negotiation after being communicatively connected to the first charging device 311 of the first urban air traffic 310.

[0126] When the power transmission negotiation with the control communication device 322 of the second charging device 321 is successful, the control communication device 312 of the first charging device 311 can distribute the power received via the main receiving pad 314 to the RESS 317 and the second transmission / reception pad 316 based on the result of the power transmission negotiation.

[0127] The control and communication device 312 of the first charging device 311 can distribute the wireless power received from the power supply device 10 to the RESS 317 and the second transmission / reception pad 316 based on the battery charging status (or battery output voltage) corresponding to its RESS 317, the flight plan / distance of the first urban air traffic 310, etc.

[0128] In one example, the control communication device 312 of the first charging device 311 can block or temporarily stop the relay wireless power supply to the second urban air traffic 320 based on the battery charging status (or battery output voltage) corresponding to the RESS 317 of the second urban air traffic 320, the flight plan / distance of the first urban air traffic 310, etc.

[0129] After configuring the wireless power transmission link with the second city air traffic 320, the first city air traffic 310 can provide information about the wireless power supplied to the second city air traffic 320 to the power supply unit 10 (or a separate billing server). In this regard, the information provided to the power supply unit 10 can be used to bill the power consumption of the first city air traffic 310 and the second city air traffic 320.

[0130] Figure 4 This is a diagram illustrating a method for configuring a wireless charging chain between urban air traffic during flight, according to an embodiment.

[0131] refer to Figure 4 Urban air traffic 410, 420 and 430 may include charging devices 411, 421 and 431 and RESS 416, 426 and 436, respectively.

[0132] Charging devices 411, 421, and 431 may include transmission / reception pads 414 / 415, 424 / 425, and 434 / 435 for transmitting and receiving wireless power between the charging devices, control communication devices 412, 422, and 432, and power converters 413, 423, and 433. The power converters, in response to control signals from control communication devices 412, 422, and 432, convert AC wireless power received from another charging device into DC power required by their respective RESS to charge the corresponding RESS or convert the power charged into AC power in the corresponding RESS, and transmit the AC power to their respective transmission / reception pads.

[0133] For ease of description below, the charging device installed on the first urban air traffic 410 will be referred to as the first charging device 411, the charging device installed on the second urban air traffic 420 will be referred to as the second charging device 421, and the charging device installed on the third urban air traffic 430 will be referred to as the third charging device 431.

[0134] To increase the power transmission / reception efficiency of wireless charging chains deployed between urban air traffic, the transmission / reception pads of urban air traffic should be aligned with each other within a specific distance.

[0135] like Figure 4 As shown, when it is determined during flight that it is impossible to reach the destination with the current battery charge level, the second city air traffic 420 can transmit a predetermined rescue request signal to nearby city air traffic via an equipped communication terminal (not shown).

[0136] Nearby urban air traffic that has received a distress signal can determine whether wireless power is available by considering its battery charging status and remaining distance to the destination. First urban air traffic 410 and third urban air traffic 430, determined to be capable of providing wireless power, can fly to the location of second urban air traffic 420 as shown by reference numeral 440 and align their transmit / receive pads with those of second urban air traffic 420 to configure a wireless charging chain between the urban air traffic.

[0137] Subsequently, the second city air traffic 420 can receive wireless power from the first city air traffic 410 and the third city air traffic 430 to charge its RESS 426.

[0138] Through the above Figure 4According to this implementation method, even during flight, urban air traffic can perform wireless charging in conjunction with nearby urban air traffic. Therefore, it is advantageous that wireless power can be quickly and efficiently supplied to the corresponding urban air traffic even in the event of flight route deviations and / or insufficient remaining batteries caused by abnormal weather, equipment malfunctions, changes in flight plans, etc.

[0139] Figure 5 This is a flowchart illustrating an in-situ alignment method for wireless charging for urban air traffic according to an embodiment.

[0140] Urban air traffic can calculate the distance between urban air traffic and power supply units based on the location information of the power supply unit and information about its current location. As an example, the location information of the power supply unit could be based on GPS location information, but this is just one implementation method. At least one of ultrasonic sensors, cameras, LiDAR, and radar can be used to obtain the location of the power supply unit.

[0141] Urban air traffic can be controlled based on the location information of the power supply unit, making the distance to the power supply unit equal to or less than a first distance (S510). As an example, urban air traffic can calculate the distance to the forward lane of the power supply unit identified via image analysis from a forward-facing camera. For example, forward lane identification can be performed when the distance between the power supply unit and urban air traffic is equal to or less than 3m.

[0142] When the distance between urban air traffic and the power supply unit is equal to or less than a first distance, urban air traffic can horizontally align with the power supply unit based on the left / right lane information identified via image analysis from a forward-facing camera (S520). As an example, urban air traffic can perform horizontal alignment by identifying the average distance between the left and right lanes. That is, urban air traffic can perform horizontal alignment with the center between the left and right lanes. For example, the first distance can be set to a value within the range of 1m to 3m.

[0143] Urban air traffic can identify the rear flight path of the power supply unit (S530) based on the distance between the power supply unit (i.e., the forward flight path of the power supply unit) and urban air traffic becoming equal to or less than a second distance. For example, the second distance can be set to a value within the range of 0cm to 100cm.

[0144] Urban air traffic can align the power supply unit longitudinally with urban air traffic based on the identified backcourse (S540).

[0145] After stopping based on the completion of longitudinal alignment, urban air traffic can establish a wireless communication link (or channel) with the power supply unit (S550). For example, the wireless communication link (or channel) can be established via Wi-Fi communication, Bluetooth communication, NFC communication, RFID communication, etc., but this disclosure is not limited to this, and can also be established via V2X communication using commercial mobile communication networks or via in-band communication.

[0146] Urban air traffic can initiate wireless charging by performing power negotiation with the power supply device via an established wireless communication link (or channel) (S560).

[0147] As an example, information related to urban air traffic for power negotiation may include at least one of the following: information about the type of urban air traffic; information about the manufacturer / specifications and installation location of the charging device; information about the version of the software / firmware installed in the charging device; information about the supported communication schemes; information about the required power / capacity; information about the battery capacity; information about the remaining battery capacity; information about the battery output voltage; information about the minimum required charging efficiency; information about the available charging time (determined based on the flight plan); information about the maximum acceptable power intensity; information about the flight plan; and corridor setting information.

[0148] As an example, information related to the power supply device used for power negotiation may include at least one of the following: the type of power supply device, the manufacturer and specifications of the power supply device, the version of the software / firmware installed in the power supply device, the supported communication schemes, the supported power categories, the supported urban air traffic types, the available power capacity, and the charging time. In this regard, the power category may be defined based on the strength of the transmitted power and the wireless charging scheme.

[0149] During wireless charging, urban air traffic can measure wireless charging efficiency based on the power transmitted by the power supply device and the power actually received by the charging device.

[0150] Urban air traffic controllers can determine whether precise alignment between the wireless power receiving pad (coil) of the urban air traffic controller and the wireless power transmitting pad (coil) of the power supply device is required based on measured wireless charging efficiency, and perform fine adjustments based on the determination result (S570). As an example, the unit of fine adjustment can be set to 1 cm forward / backward / left / right / upward / downward, but this is just one implementation. The unit of fine adjustment can be set to a value smaller or larger than the value designed by those skilled in the art.

[0151] As an implementation method, the charging device for urban air traffic can analyze the beam pattern of electromagnetic waves output from the power supply device and determine the fine-tuning direction based on the analyzed beam pattern.

[0152] Fine-tuning according to the implementation method can be repeated until the wireless charging efficiency reaches a reference value. As an example, the wireless charging efficiency reference value can be set to 90%, but this is only one implementation method. The wireless charging efficiency reference value can be set to a value smaller or larger than that based on the design of those skilled in the art or based on the requirements of urban air traffic.

[0153] As an example, precise alignment between the wireless power receiving pad (coil) and the wireless power transmission pad (coil) of the power supply unit in urban air traffic can be achieved by adjusting the vertical separation distance between the wireless power receiving pad (coil) and / or the wireless power transmission pad (i.e., the z-axis position (coordinate)). However, this is only one implementation method. Another implementation method can be achieved by adjusting the three-dimensional separation distance between the wireless power receiving pad (coil) and / or the wireless power transmission pad (i.e., the x / y / z-axis position (coordinate)).

[0154] Therefore, the power supply and / or charging device for urban air traffic according to the embodiments may further include a drive device, which includes a drive motor and a drive shaft capable of controlling the vertical and / or horizontal position of the wireless power transmission pad and / or wireless power receiving pad.

[0155] In one example, precise alignment according to another implementation can be achieved by the driver directly moving urban air traffic based on guidance information provided via a user interface screen of the urban air traffic system; however, this is only one implementation. Precise alignment according to another implementation can also be achieved by remotely controlling urban air traffic with a smart key based on guidance information associated with the urban air traffic provided via a screen on a user device (e.g., a smartphone).

[0156] In one implementation, the camera installed on urban air traffic can be a panoramic monitor (SVM) camera.

[0157] Images captured by an SVM camera can be fed into a deep learning-based semantic segmentation network installed on urban air traffic control systems. This network can then learn to output channel classification images associated with the channels surrounding the power supply equipment. For example, the classified channels could include the leading channel, left channel, right channel, and trailing channel.

[0158] Figure 6 This is a flowchart illustrating an in-situ alignment method for wireless charging for urban air traffic according to another embodiment.

[0159] refer to Figure 6 It can control urban air traffic based on the location information of the power supply device, so that the distance to the power supply device becomes equal to or less than the first distance (S610).

[0160] After stopping based on the distance to the power supply unit becoming equal to or less than the first distance, urban air traffic can be paired with the user device and smart key (S620).

[0161] In response to a control signal received from the paired smart key, urban air traffic can perform initial alignment of the wireless power transmission / reception pad by moving the urban air traffic to the power supply unit (S630).

[0162] As an example, urban air traffic can determine initial alignment completion based on the identification of charging devices installed on urban air traffic based on the power supply unit.

[0163] As another example, urban air traffic can determine that preliminary alignment has been completed when the charging device senses a predetermined wireless power signal transmitted by the power supply device (e.g., analog acoustic pulse signal, digital acoustic pulse signal, short beacon signal, long beacon signal, etc.).

[0164] As another example, urban air traffic can identify the location of the wireless power transmission pad of the power supply unit by analyzing images captured by cameras, and determine that the initial alignment has been completed based on matching the identified location of the wireless power transmission pad with the location of the wireless power receiving pad set in the charging unit.

[0165] Urban air traffic can be stopped after initial alignment is completed, a wireless communication link with the power supply unit is established, and then low-power charging is initiated (S640). In this respect, low-power charging can mean that the power supply unit transmits wireless power at a rate equal to or less than the power required to charge the urban air traffic's battery. For example, during low-power charging, the power supply unit can supply only the power required for the charging unit to operate.

[0166] Urban air traffic can perform wireless charging efficiency calculations and beam pattern analysis based on wireless power received from power supply units (S650).

[0167] Urban air traffic can transmit information about calculated wireless charging efficiency and analyzed beammaps to paired user devices (S660). In this respect, urban air traffic and user devices can exchange information via V2X communication, but this is only one implementation. In another implementation, information can be exchanged via Bluetooth communication, Wi-Fi communication, etc.

[0168] Urban air traffic can perform secondary alignment of the wireless power transmission / receiver pad based on control signals received from the paired smart key (S670). As an example, a user can determine the direction of movement of urban air traffic based on information about wireless charging efficiency and beam pattern analysis displayed on the user device, and control the secondary alignment of the wireless power transmission / receiver pad by selecting the driving control button on the smart key based on the determined direction of movement.

[0169] Urban air traffic can compare the wireless charging efficiency based on secondary alignment calculations with a predetermined reference value (S680).

[0170] When the wireless charging efficiency exceeds a predetermined reference value as a comparison result, urban air traffic can determine that secondary alignment has been successfully completed and initiate high-power charging (S690). In this regard, during high-power charging, urban air traffic can receive sufficient power to charge the battery.

[0171] If, during operation 680, the wireless charging efficiency is equal to or lower than a predetermined reference value as a comparison result, urban air traffic can re-execute the secondary alignment process by entering operation 650.

[0172] Figure 7 This is a flowchart illustrating an in-situ alignment method for wireless charging for urban air traffic according to another embodiment.

[0173] refer to Figure 7 Urban air traffic can measure its position based on Global Navigation Satellite System (GNSS) signals received via an equipped GPS receiver (S710). For example, by using Differential Global Positioning System (DGPS) or Real-Time Kinematic (RTK) technology that fuses GPS received information, and by correcting the position information received from individual fixed reference stations in addition to the GPS receiver, urban air traffic can obtain position information with higher accuracy at the centimeter level. Furthermore, by mitigating errors in Differential Global Positioning System (DGPS) or Real-Time Kinematic (RTK) technology in software, or by fusing sensing information from inertial navigation sensors such as odometry, accelerometers, and gyroscopes, urban air traffic can obtain even more accurate position information. As another example, urban air traffic can improve positioning accuracy by correcting GNSS received information in a map matching scheme that uses a precise electronic map (e.g., a Local Dynamic Map (LDM) providing dynamic map information) to map roads and landmarks detected using camera images and LiDAR sensors onto the map.

[0174] Urban air traffic can obtain the location information of the power supply unit via wireless communication with the power supply unit (S720). In this regard, the location information of the power supply unit can be the location information corresponding to the wireless power transmission pad equipped in the power supply unit, and can be pre-measured with high precision and stored in the internal memory of the power supply unit.

[0175] Urban air traffic can autonomously drive based on its measured location information and the location information of the power supply unit to move to the power supply unit and then stop (S730).

[0176] Urban air traffic can perform initial alignment of the wireless power transmission / reception pad after it stops (S740).

[0177] As an example, urban air traffic can determine initial alignment completion based on the identification of charging devices installed on urban air traffic based on the power supply unit.

[0178] As another example, urban air traffic can determine that preliminary alignment has been completed when the charging device senses a predetermined wireless power signal (e.g., analog acoustic pulse signal, digital acoustic pulse signal, short beacon signal, long beacon signal, etc.) transmitted by the power supply device.

[0179] As another example, urban air traffic can identify the location of the wireless power transmission pad of the power supply unit by analyzing images captured by cameras, and determine that the initial alignment has been completed based on matching the identified location of the wireless power transmission pad with the location of the wireless power receiving pad equipped in the charging unit.

[0180] After initial alignment is completed, urban air traffic can initiate low-power charging (S750) after establishing a wireless communication link with the power supply unit. In this regard, low-power charging can mean that the power supply unit transmits wireless power with an amount equal to or less than the power required to charge the urban air traffic's battery. For example, during low-power charging, the power supply unit can supply only the power required for the charging unit to operate.

[0181] Urban air traffic can perform wireless charging efficiency calculations and beammap analysis based on wireless power received from the power supply unit (S760).

[0182] Urban air traffic can perform secondary alignment of wireless power transmission / reception pads based on calculated wireless charging efficiency and analyzed beammaps (S770).

[0183] Urban air traffic can compare the wireless charging efficiency based on secondary alignment calculations with a predetermined reference value (S780).

[0184] When the wireless charging efficiency exceeds a predetermined reference value as a comparison result, urban air traffic can determine that the secondary alignment has been successfully completed and initiate high-power charging (S790). In this regard, during high-power charging, urban air traffic can receive sufficient power to charge the battery.

[0185] If, during operation 780, the wireless charging efficiency is equal to or lower than a predetermined reference value as a comparison result, urban air traffic can re-execute the secondary alignment process by entering operation 760.

[0186] Figure 8 This is a flowchart illustrating an in-situ alignment method for wireless charging for urban air traffic according to another embodiment.

[0187] refer to Figure 8 Urban air traffic can measure its position based on Global Navigation Satellite System (GNSS) signals received via an equipped GPS receiver (S810). For example, by using Differential Global Positioning System (DGPS) or Real-Time Kinematic (RTK) technology that fuses GPS received information, in addition to the GPS receiver, the position information (i.e., GSP(X,Y) coordinate information) received from individual fixed reference stations is corrected, allowing urban air traffic to obtain position information with higher accuracy at the centimeter level. Furthermore, by mitigating errors in Differential Global Positioning System (DGPS) or Real-Time Kinematic (RTK) technology in software, or by fusing sensing information from inertial navigation sensors such as odometry, accelerometers, and gyroscopes, urban air traffic can obtain even more accurate position information. As another example, urban air traffic can improve positioning accuracy by correcting GNSS received information in a map matching scheme that uses a precise electronic map (e.g., a Local Dynamic Map (LDM) providing dynamic map information) to map roads and landmarks detected using camera images and LiDAR sensors onto the map.

[0188] Urban air traffic can obtain the location information of the power supply unit via wireless communication with the power supply unit (S820). In this regard, the location information of the power supply unit can be the location information corresponding to the wireless power transmission pad equipped in the power supply unit, and can be pre-measured with high precision and stored in the internal memory of the power supply unit.

[0189] Urban air traffic can autonomously drive, move to the power supply unit, and then stop, based on its measured location information and the location information of the power supply unit. It can be paired with user equipment and smart keys (S830).

[0190] Urban air traffic can perform initial alignment of the wireless power transmission / reception pad after it stops (S840).

[0191] As an example, urban air traffic can determine initial alignment completion based on the identification of charging devices installed on urban air traffic based on the power supply unit.

[0192] As another example, urban air traffic can determine that preliminary alignment has been completed when the charging device senses a predetermined wireless power signal (e.g., analog acoustic pulse signal, digital acoustic pulse signal, short beacon signal, long beacon signal, etc.) transmitted by the power supply device.

[0193] As another example, urban air traffic can identify the location of the wireless power transmission pad of the power supply unit by analyzing images captured by cameras, and determine that the initial alignment has been completed based on matching the identified location of the wireless power transmission pad with the location of the wireless power receiving pad equipped in the charging unit.

[0194] After initial alignment is completed, urban air traffic can initiate low-power charging (S850) after establishing a wireless communication link with the power supply unit. In this regard, low-power charging can mean that the power supply unit transmits wireless power with an amount equal to or less than the power required to charge the urban air traffic's battery. For example, during low-power charging, the power supply unit can supply only the power required for the charging unit to operate.

[0195] Urban air traffic can perform wireless charging efficiency calculations and beammap analysis based on wireless power received from power supply units (S860).

[0196] Urban air traffic can transmit information about calculated wireless charging efficiency and analyzed beammaps to paired user equipment (S870). In this respect, urban air traffic and user equipment can exchange information via V2X communication, but this is only one implementation. In another implementation, information can be exchanged via Bluetooth communication, Wi-Fi communication, etc.

[0197] Urban air traffic can perform secondary alignment of the wireless power transmission / receiver pad based on control signals received from a paired smart key (S880). As an example, a user can determine the optimal direction of movement for the urban air traffic based on information about wireless charging efficiency and beamform analysis displayed on the user device, and control the secondary alignment of the wireless power transmission / receiver pad by selecting the driving control button on the smart key based on the determined optimal direction of movement. In this regard, the movement unit in secondary alignment can be set to 1 cm, but this is merely one implementation. The movement unit can be adaptively set based on the design of those skilled in the art and the desired wireless charging efficiency.

[0198] Urban air traffic can compare the wireless charging efficiency based on secondary alignment calculations with a predetermined reference value (S890).

[0199] When the wireless charging efficiency exceeds a predetermined reference value as a comparison result, urban air traffic can determine that the secondary alignment has been successfully completed and initiate high-power charging (S895). In this regard, during high-power charging, urban air traffic can receive sufficient power to charge the battery.

[0200] If, during operation 890, the wireless charging efficiency is equal to or lower than a predetermined reference value as a comparison result, urban air traffic can re-execute the secondary alignment process by entering operation 860.

[0201] Figure 9A This is a flowchart illustrating an in-situ alignment method for wireless charging for urban air traffic according to another embodiment.

[0202] refer to Figure 9A Urban air traffic can obtain the location information of the power supply device (S911). In this regard, in response to a charging request from urban air traffic, the location information of the power supply device can be received wirelessly from the power supply device or the urban air traffic control center that manages the power supply device. As an example, the location information may be GPS coordinate information.

[0203] Urban air traffic can move to the power supply unit based on the acquired location information (S921). As an example, urban air traffic can move to the power supply unit via autonomous driving, but this is only one implementation method. Urban air traffic can also move to the power supply unit via driver control or in association with an external user device.

[0204] Urban air traffic can sense the sensor signal of the power supply device based on the distance to the power supply device becoming equal to or less than a first distance (S931). In this regard, the sensor signal can be a signal output from an ultrasonic sensor equipped in the power supply device, and urban air traffic can use the equipped ultrasonic sensor to sense the ultrasonic signal of the power supply device. As an example, the first distance can be determined based on the accuracy of GPS coordinates.

[0205] Urban air traffic can perform wireless charging using a first power source after moving to a power supply device based on sensed sensor signals, and then stop (first charging operation) (S941). In this respect, actual battery charging may not be performed during the first charging operation. As an example, the first power source can be set to the power required for the operation of the charging device equipped in urban air traffic.

[0206] Urban air traffic can calculate and / or analyze wireless charging efficiency and / or beammap during the first charge (S951).

[0207] Urban air traffic can perform precise alignment (S961) based on calculated wireless charging efficiency and / or beammap. In this regard, precise alignment can mean adjusting the distance between a wireless power transmission pad mounted on a power supply unit and a wireless power receiving pad mounted on the urban air traffic in predetermined units of centimeters. Precise alignment according to one embodiment can be performed via autonomous driving of the urban air traffic, but this is only one embodiment. As in the above embodiment, precise alignment can be performed in conjunction with an external user device, such as a user device (smartphone) and a smart key.

[0208] Urban air traffic can compare wireless charging efficiency with predetermined reference values ​​(S971).

[0209] Based on wireless charging efficiency exceeding a predetermined reference value, urban air traffic can perform wireless charging (second charging operation) using second power (S981). In the second charging operation, urban air traffic can use the second power received from the power supply device to charge the equipped battery.

[0210] When, in operation 971, as a comparison result, the wireless charging efficiency is equal to or lower than a predetermined reference value, urban air traffic can re-perform precise alignment by entering operation 951 described above.

[0211] The first and second power sources are wireless AC power transmitted by the power supply device using an electromagnetic induction scheme or an electromagnetic resonance scheme, and the second power source can be set to be greater than the first power source.

[0212] This disclosure has the advantage of effectively preventing unnecessary power waste by performing low-power charging until micro-alignment is complete.

[0213] In the above Figure 9A In this implementation, urban air traffic can sense the left / right lanes of the power supply unit by analyzing images from an equipped front-facing camera while moving towards the power supply unit based on sensed sensor signals, and further perform horizontal alignment based on the sensing distance to the left / right lanes. Furthermore, urban air traffic can sense the rear lane of the power supply unit by analyzing images from an equipped rear-facing camera after stopping, and further perform longitudinal alignment based on the sensed rear lane.

[0214] Figure 9B This is a flowchart illustrating an in-situ alignment method for wireless charging for urban air traffic according to another embodiment.

[0215] refer to Figure 9BUrban air traffic control can determine whether a GPS receiver is damaged and / or whether an area is a GPS shadow area (S910). In this regard, a GPS shadow area may include areas where the GPS signal reception level is equal to or lower than a reference value, where location measurement is impossible, or where the positioning accuracy is equal to or lower than a reference value.

[0216] As a result, when the GPS receiver is damaged and / or the area is a GPS-shadowed area, urban air traffic control can determine whether the camera is damaged and / or unusable (S920). In this regard, situations where the camera is unusable may include situations where specific objects such as obstacles, landmarks, and waterways cannot be classified via camera image analysis due to adverse weather conditions or nighttime conditions.

[0217] As a result, when the camera is damaged and / or unusable, urban air traffic control can request a power supply to drive the ultrasonic sensor (S930). In this regard, the power supply can respond to the ultrasonic sensor drive request by driving the ultrasonic sensor to transmit ultrasonic signals.

[0218] Urban air traffic can use sensed ultrasonic signals to measure the location of power supply units (S940).

[0219] Autonomous driving is performed based on the location information of the power supply unit measured by measurement, and urban air traffic can be stopped after moving to the power supply unit (S950).

[0220] Subsequently, urban air traffic can perform the above... Figure 7 Operations S740 to S790 are performed during the process, or after pairing with the user device and smart key. Figure 8 Operations S840 to S895 in the process.

[0221] When, during operation S910, as a result of confirmation, the GPS receiver is not damaged and / or the area is not a GPS-shadowed area, urban air traffic may perform the above-mentioned procedures. Figure 7 or Figure 8 The implementation method in the text.

[0222] In operation S920, as a confirmed result, urban air traffic can perform the above-mentioned actions when the camera is undamaged and / or usable. Figure 6 The implementation method in the text.

[0223] Figure 10 This is a block diagram illustrating the configuration of urban air traffic according to an embodiment.

[0224] refer to Figure 10The urban air traffic 1000 may include at least one of a vehicle control unit (VCU) 1010, a sensor 1020, a GPS receiver 1030, a communication terminal 1040, an output device 1050, an electronic control unit (ECU) 1060, a memory 1070, a charging device 1080, and a battery 1090. The vehicle control unit (VCU) 1010 and the electronic control unit (ECU) 1060 of the device according to exemplary embodiments of this disclosure may be processors (e.g., computers, microprocessors, CPUs, ASICs, circuits, logic circuits, etc.). Each control unit 1010, 1060 may be implemented by: a non-transitory memory storing, for example, programs, software instruction reproduction algorithms, etc., which, when executed, perform the various functions described below; and a processor configured to execute programs, software instruction reproduction algorithms, etc. In this document, the memory and processor may be implemented as separate semiconductor circuits. Alternatively, the memory and processor may be implemented as a single integrated semiconductor circuit. The processor may comprise one or more processors.

[0225] The VCU 1010 can control the overall operation and input / output of the Urban Air Traffic 1000. The VCU 1010 can monitor the real-time operating status of the Urban Air Traffic 1000 and exchange status information with external UAM control centers, vertical takeoff and landing airports, etc.

[0226] Sensor 1020 may include camera 1021, ultrasonic sensor 1022, etc., but this disclosure is not limited thereto. Sensor 1020 may also include at least one of intelligent parking assist system (SPAS) sensor, LiDAR, radar, and inertial measurement sensor. Camera 1021 according to an embodiment may include an SVM camera. In this regard, the SVM camera may include at least one of a front camera, left / right cameras, a rear camera, and a lower camera.

[0227] VCU 1010 can collect various sensing and status information from submodules via the UAM internal communication network. When specific control is required based on the sensing and status information, control commands can be transmitted to the corresponding submodule. In this regard, submodules may include sensors 1020, communication terminals 1040, output devices 1050, ECUs 1060, charging devices 1080, etc., but this disclosure is not limited thereto.

[0228] In this regard, the UAM internal communication network may include a controller area network (CAN), a local interconnect network (LIN), FlexRay, and a media-oriented system transport (MOST) communication network, but this disclosure is not limited thereto.

[0229] VCU 1010 can communicate with external devices via communication terminal 1040, such as at least one of user device 1091, smart key 1092, UAM control center 1093, and power supply device 10.

[0230] The communication terminal 1040 may include a first communication module for connecting to a 4G / 5G commercial mobile communication network, a second communication module for short-range wireless communication, a third communication module for connecting to an aviation voice communication network, and a fourth communication module for RF communication. For example, the communication terminal 1040 can use at least one of the first to third communication modules to communicate with user equipment 1091, UAM control center 1093, another urban air traffic communication terminal, power supply unit 10, etc. The communication terminal 1040 can receive RF control signals for precise alignment from smart key 1092 via the fourth communication module, and can transmit the received RF control signals to VCU 1010.

[0231] The output device 1050 may include a display, a speaker, a vibration module, etc.

[0232] ECU 1060 may include a steering system, a drive system, a braking system, a vertical takeoff and landing system, a navigation control system, a battery management system, etc., but this disclosure is not limited thereto. In this respect, the drive system may consist of a driving drive system that drives a motor for land travel and a flight drive system that drives a motor for air flight.

[0233] The charging device 1080 can receive wireless power from the power supply device to charge the battery 1090. Furthermore, the charging device 1080 can receive or transmit wireless power associated with a charging device installed on another city's air traffic. Detailed configuration and operation of the charging device 1080 and the power supply device 10 will be described above.

[0234] The memory 1070 can maintain various software / firmware and parameter settings required for the operation of the urban air traffic 1000. Specifically, various software engines for machine learning can be loaded into the memory 1070.

[0235] Furthermore, operations performed in urban air traffic as described in the above embodiments can be executed under the control of VCU 1010, and the detailed operation of VCU 1010 will be described above. Figures 5 to 9B The description is replaced by [the description].

[0236] Figure 11 This is a diagram illustrating an in-situ alignment method for wireless charging for urban air traffic according to an embodiment.

[0237] refer to Figure 11Urban air traffic control can obtain flight path information for charging stations by analyzing images from forward-facing cameras. This flight path information can include forward flight path information, right flight path information, and left flight path information.

[0238] Urban air traffic can calculate the distance to power supply units based on acquired airway information.

[0239] After performing horizontal alignment control based on left / right lane information, urban air traffic can move to the power supply unit based on the calculated distance to the power supply unit.

[0240] Once the movement toward the power supply unit is complete, urban air traffic can analyze images from the front and rear wireless cameras after coming to a stop to sense the position of the rear lane and perform longitudinal alignment control based on the sensed position of the rear lane.

[0241] Based on the completion of longitudinal alignment control, urban air traffic can initiate charging by receiving wireless power from the power supply unit after establishing a communication connection. In this regard, urban air traffic can receive information about the initial power intensity from the power supply unit via in-band or out-of-band communication.

[0242] According to the embodiment, the charging device for urban air traffic can calculate the wireless charging efficiency based on the intensity of the received power obtained from the supply device and the intensity of the initial transmitted power. Furthermore, urban air traffic can analyze the beammap of the wireless power received via the wireless power receiving pad.

[0243] According to the implementation method, urban air traffic can transmit information about calculated charging efficiency and information about analyzed beammaps to pre-paired user devices.

[0244] Users can determine the precise alignment direction of urban air traffic based on charging efficiency and the beammap displayed on their device, and can fine-tune the position of urban air traffic using directional control buttons (e.g., forward / backward / left / right buttons) equipped on the smart key. Precise alignment using the smart key can be repeated until the wireless charging efficiency reaches a preset reference value.

[0245] According to the embodiment, urban air traffic can acquire its current location information (i.e., GPS coordinate information) based on signals received via an equipped GPS receiver, and can receive the location information of the power supply device (e.g., GPS coordinate information of the power supply device) via wireless communication. In this case, the urban air traffic can move to the power supply device autonomously by performing autonomous driving based on its current location information and the location information of the power supply device. The urban air traffic can move to the power supply device, and when the primary alignment between the wireless power transmission / reception pads is completed, the wireless charging efficiency is calculated and the beam pattern is analyzed as described above. The urban air traffic can drive autonomously until the calculated wireless charging efficiency reaches a predetermined reference value to perform secondary alignment between the wireless power transmission / reception pads. When the secondary alignment is completed, the urban air traffic can use the received wireless power to start charging of the equipped battery.

[0246] According to the embodiments, urban air traffic can adaptively determine the type of sensor used for in-situ alignment of the wireless power transmission / receiver pad based on the driving state of the equipped sensors. For example, when the camera's driving state is abnormal, urban air traffic can use a GPS receiver. As another example, when the GPS receiver's driving state is abnormal, urban air traffic can use a camera. As another example, when both the GPS receiver and the camera's driving states are abnormal, urban air traffic can use an ultrasonic sensor. In one example, urban air traffic can perform in-situ alignment of the wireless power transmission / receiver pad by fusing multiple sensors together based on the sensor's driving state. For example, in-situ alignment of the wireless power transmission / receiver pad can be performed when more accurate location information is obtained by fusing at least two of the camera, GPS receiver, and ultrasonic sensor together.

[0247] In the above embodiment, the types of sensors and receivers installed on urban air traffic are described as cameras, GPS receivers, and ultrasonic sensors; however, this is only one embodiment. Another embodiment may also include at least one of LiDAR, radar, and inertial measurement sensors.

[0248] Figure 12 This is a diagram illustrating an in-situ alignment method for wireless charging of urban air traffic capable of vertical takeoff and landing, according to an embodiment of the present disclosure.

[0249] refer to Figure 12The urban air traffic 1000, capable of vertical takeoff and landing, can request a charging request signal containing its location information from the UAM control center 1093 during flight, and obtain the location information of available vertical takeoff and landing airports 1110 from the UAM control center 1093. The UAM control center 1093 can identify the best available power supply unit 10 corresponding to the current location of the urban air traffic 1000, and provide the urban air traffic 1000 with the location information of the vertical takeoff and landing airport corresponding to the identified power supply unit 10.

[0250] Urban air traffic 1000 can move to vertical take-off and landing airport 1110 by performing autonomous flight based on the location information of vertical take-off and landing airport 1110.

[0251] When the movement to the vertical take-off and landing airport 1110 is completed, the urban air traffic 1000 can identify the position of the wireless power transmission pad 1112 arranged on one side of the vertical take-off and landing airport 1110 by analyzing the images from the equipped lower camera.

[0252] The urban air traffic control system 1000 can control the horizontal alignment of the equipped wireless power receiving pad 1130 and the wireless power transmission pad 1112 with each other based on the identified position of the wireless power transmission pad 1112. In this respect, horizontal alignment can be performed while in flight.

[0253] When horizontal alignment is complete, by performing initial vertical alignment, the urban air traffic 1000 can maintain the distance between the wireless power receiving pad 1130 and the wireless power transmitting pad 1112 at a distance equal to or less than a first distance.

[0254] Urban air traffic 1000 can terminate flight based on the distance between wireless power receiving pad 1130 and wireless power transmitting pad 1112 becoming equal to or less than a first distance, and can communicate with power supply unit 10 to initiate low-power charging.

[0255] The Urban Air Traffic 1000 can calculate the wireless charging efficiency during periods of low battery charging. The Urban Air Traffic 1000 can perform secondary vertical alignment within a preset limited distance until the calculated wireless charging efficiency reaches a predetermined reference value.

[0256] Once the secondary vertical alignment is complete, the City Air Traffic 1000 can initiate high-power charging to charge the battery.

[0257] According to the embodiment, the secondary vertical alignment can be controlled by its drive motor to move the wireless power receiving pad 1130 and / or the wireless power transmitting pad 1112 in the vertical direction.

[0258] The steps in the methods or algorithms described with respect to the embodiments disclosed herein can be implemented directly in hardware, software modules, or a combination of both, executed by a processor. The software modules can reside in a storage medium (i.e., memory and / or storage device), such as RAM, flash memory, ROM, EPROM, EEPROM, registers, hard disk, removable disk, or CD-ROM.

[0259] An exemplary storage medium may be coupled to a processor that can read information from and write information to the storage medium. Alternatively, the storage medium may be integrated with the processor. The processor and storage medium may reside in an application-specific integrated circuit (ASIC). The ASIC may reside within the user terminal. Alternatively, the processor and storage medium may reside as separate components within the user terminal.

[0260] The above description is merely an illustration of the technical spirit of this disclosure. It will be apparent to those skilled in the art that various modifications and changes can be made to this disclosure without departing from its spirit and scope.

[0261] Therefore, the embodiments disclosed herein are merely illustrative of the technical spirit of this disclosure. The scope of the technical spirit of this disclosure is not limited to these embodiments. The scope of this disclosure should be interpreted by the appended claims, and all technical ideas within the scope of their equivalents should be interpreted as falling within the scope of this disclosure.

Claims

1. A wireless charging method for urban air transportation, the wireless charging method comprising: Obtain location information of the power supply equipment used to supply wireless power; Based on the location information, the urban air traffic is moved to the power supply device; Horizontal alignment is performed based on the distance to the power supply device; Based on the completion of the horizontal alignment, perform vertical alignment; as well as Wireless charging is performed after the completion of the longitudinal alignment, once the urban air traffic has stopped. The method further includes: After completing the horizontal alignment, perform the initial vertical alignment so that the distance between the wireless power receiving pad and the wireless power transmitting pad is equal to or less than the first distance. Perform a second vertical alignment within a preset limited distance until the calculated wireless charging efficiency reaches a predetermined reference value.

2. The wireless charging method according to claim 1, further comprising: Analyze the images from the front-facing camera to sense the forward path of the power supply device; as well as The distance to the power supply device is calculated based on the sensed forward path.

3. The wireless charging method according to claim 2, further comprising: Analyze the images from the front-facing camera to sense the left and right lanes of the power supply device. The horizontal alignment is performed based on the sensed distances to the left and right lanes.

4. The wireless charging method according to claim 3, further comprising: Analyze rear camera images to sense the rear lane. The longitudinal alignment is performed based on the sensed rear channel.

5. The wireless charging method according to claim 1, further comprising: After the flight of the urban air traffic is terminated based on the distance becoming equal to or less than the first distance, low-power charging is initiated by establishing a communication connection with the power supply device; as well as Once the secondary vertical alignment is complete, high-power charging is initiated to charge the battery.

6. The wireless charging method according to claim 5, further comprising: The beam pattern is analyzed based on the wireless power received from the power supply device during wireless charging.

7. The wireless charging method according to claim 1, wherein, The horizontal alignment is performed based on the distance to the power supply device becoming equal to or less than a first distance, and the longitudinal alignment is performed based on the distance to the power supply device becoming equal to or less than a second distance, wherein the first distance is greater than the second distance.

8. The wireless charging method according to claim 1, wherein, In response to a charging request from the urban air traffic, the location information of the power supply device is received wirelessly from the power supply device or from an urban air traffic control center that manages the power supply device, wherein the location information is GPS coordinate information.

9. A non-volatile computer-readable storage medium for storing at least one computer program including instructions that, when executed by at least one processor, cause the at least one processor to perform a wireless charging operation in urban air traffic in association with a power supply device via wireless communication, wherein... The wireless charging operation includes: Obtain the location information of the power supply device used to supply wireless power; Based on the location information, the urban air traffic is moved to the power supply device; Horizontal alignment is performed based on the distance to the power supply device; Based on the completion of the horizontal alignment, perform longitudinal alignment; and Wireless charging is performed after the completion of the longitudinal alignment, once the urban air traffic has stopped. The wireless charging operation further includes: After completing the horizontal alignment, perform the initial vertical alignment so that the distance between the wireless power receiving pad and the wireless power transmitting pad is equal to or less than the first distance. Perform a second vertical alignment within a preset limited distance until the calculated wireless charging efficiency reaches a predetermined reference value.

10. The non-volatile computer-readable storage medium according to claim 9, wherein, The wireless charging operation further includes: After terminating the flight of the urban air traffic based on the distance becoming equal to or less than the first distance, low-power charging is initiated by establishing a communication connection with the power supply device; and Once the secondary vertical alignment is complete, high-power charging is initiated to charge the battery.

11. An urban air mobility system equipped with wireless charging capability, the urban air mobility system comprising: sensor; A communication terminal, used to perform communication with external devices; Electronic control unit, used to control the operation and movement of the urban air traffic; Rechargeable batteries; A charging device for converting the power received via a wireless power receiving pad to charge the rechargeable battery; as well as The vehicle control unit is used to control the sensors, the communication terminal, and the charging device. The vehicle control unit is configured as follows: Location information of the power supply device for supplying wireless power is obtained via the communication terminal; The electronic control unit is controlled based on the location information to move the urban air traffic to the power supply device; Based on the distance to the power supply device, horizontal alignment and longitudinal alignment are performed sequentially; and Based on the completion of the longitudinal alignment, the charging device is controlled after the urban air traffic stops to perform the wireless charging. The vehicle control unit is further configured as follows: After completing the horizontal alignment, perform the initial vertical alignment so that the distance between the wireless power receiving pad and the wireless power transmitting pad is equal to or less than the first distance. Perform a second vertical alignment within a preset limited distance until the calculated wireless charging efficiency reaches a predetermined reference value.

12. The urban air traffic according to claim 11, wherein, The sensor includes a front-facing camera. The vehicle control unit is configured as follows: Analyze the images from the front-facing camera to sense the forward path of the power supply device; and Based on the sensed forward path, the distance to the power supply device is calculated.

13. The urban air traffic according to claim 12, wherein, The vehicle control unit is configured to: Analyze the images from the front-facing camera to sense the left and right lanes of the power supply device; as well as The horizontal alignment is performed based on the sensed distances to the left and right lanes.

14. The urban air traffic according to claim 13, wherein, The sensor includes a rear-facing camera. The vehicle control unit is configured as follows: Analyze the images from the rear camera to sense the rear flight path; and The longitudinal alignment is performed based on the sensed rear channel.

15. The urban air traffic according to claim 11, wherein, The vehicle control unit is further configured to: After the flight of the urban air traffic is terminated based on the distance becoming equal to or less than the first distance, low-power charging is initiated by establishing a communication connection with the power supply device; as well as Once the secondary vertical alignment is complete, high-power charging is initiated to charge the battery.

16. The urban air traffic according to claim 11, wherein, The vehicle control unit is configured to analyze the beam pattern based on the wireless power received from the power supply during wireless charging.

17. The urban air traffic according to claim 11, wherein, The vehicle control unit is configured to perform the horizontal alignment based on the distance to the power supply device becoming equal to or less than a first distance, and to perform the longitudinal alignment based on the distance to the power supply device becoming equal to or less than a second distance, wherein the first distance is greater than the second distance, and In response to a charging request from urban air traffic, the location information of the power supply device is received wirelessly from the power supply device or from an urban air traffic control center that manages the power supply device, wherein the location information is GPS coordinate information.

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