Overhead wireless charging of electric vehicles facilitated by gantry structure

Abstract

A wireless charging system and method for an electric vehicle includes a gantry elevated structure for manipulating a power transmitting coil secured to a charging wire (e.g., a rod or cable) in a vertical direction and a horizontal direction, the charging wire suspended from the gantry elevated structure, the charging line is connected to a power receiving coil fixed on a surface (e.g., a bonnet) of an electric vehicle (EV) to wirelessly charge the electric vehicle. The gantry overhead system may move along the track to charge a plurality of vehicles parked side by side in the parking structure, such as fleet vehicles. Movement of the gantry system may be automated based on input from the at least one sensor to a controller included in the wireless charging system.

Description

Cross-references to related applications

[0001] Pursuant to the Patent Cooperation Treaty, this application claims priority to U.S. Provisional Patent Application No. 63 / 524,078, filed June 29, 2023, entitled “Overhead Wireless Charging of Electric Vehicles Facilitated by a Gantry-Like Structure,” the contents of which are incorporated herein by reference in their entirety. Technical Field

[0002] The embodiments relate to electric vehicles, and more particularly to the charging of electric vehicles. The embodiments further relate to methods, systems, and apparatus for overhead charging of electric vehicles. The embodiments further relate to wireless charging of electric vehicles (EVs) using an overhead electric vehicle charging system movable in the x, y, and z directions to align with a receiving coil associated with the electric vehicle. Background Technology

[0003] Wireless charging for electric vehicles (EVs) is an emerging technology designed to simplify the charging process by eliminating the need for physical cables and connectors. It provides a convenient and efficient way to recharge EV batteries without manually plugging and unplugging them from the battery charging socket on the EV.

[0004] The basic principle of wireless charging for electric vehicles is electromagnetic induction. It involves transferring energy between two coils: a transmitter coil (installed in a charging pad or ground-based infrastructure) and a receiver coil (integrated in the electric vehicle). When the transmitter coil is energized, it generates a magnetic field. This magnetic field induces alternating current in the receiver coil, which is then converted back to direct current to charge the electric vehicle's battery.

[0005] Traditional wireless charging systems for electric vehicles consist of several key components. These include a ground-based charging pad and / or ground-based infrastructure. This is a fixed component of the system, installed on the ground or embedded in a parking space. It contains a transmitter coil and is connected to a power source. Another important component of a traditional wireless charging system is the receiver coil. This coil is integrated into the bottom or underside of the electric vehicle and is designed to receive electromagnetic energy emitted by the ground-based transmitter coil. In current systems, the receiver coil is specifically located on the bottom of the electric vehicle, and when parked, it must be aligned with the ground-based charging pad, requiring additional system and driver skill to achieve optimal alignment.

[0006] The wireless electric vehicle charging system also includes power electronics responsible for controlling and managing power transfer between the transmitter and receiver coils. The power electronics regulate the power flow and ensure efficient energy conversion. The wireless charging system may also include a communication mechanism to establish a connection between the control system associated with the charging pad and the control electronics associated with the electric vehicle. This enables data exchange, security protocols, and authentication between the components.

[0007] Wireless charging technology for electric vehicles offers several advantages, including convenience, efficiency, scalability, and integration. For convenience, users don't need to deal with cables or physical connections to their vehicles at charging stations. Wireless charging simplifies the charging process, especially for drivers facing mobility challenges or in autonomous vehicle scenarios.

[0008] Compared to traditional cable-based charging methods, wireless charging systems offer high energy transfer efficiency and reduced energy loss. The technology is continuously being improved to further enhance efficiency. Regarding scalability and integration, wireless charging can be integrated into various locations, such as homes, public parking lots, and roads. This scalability allows for wider adoption of electric vehicles and the creation of charging networks.

[0009] Despite its potential, wireless charging for electric vehicles is still in its early stages of development. Challenges include standardization, cost, efficiency optimization, and widespread infrastructure deployment. However, ongoing research and industry collaborations aim to overcome these obstacles and make wireless charging a viable and mainstream option for electric vehicle owners and fleet operators in the near future.

[0010] Wireless charging of electric vehicle batteries typically requires the use of ground-based (e.g., underground installed or laid on the ground) wireless charging equipment and / or charging coils, implemented within a ground-based component located beneath / under the electric vehicle. In these cases, the electric vehicle, equipped with an onboard charging receiver, is moved to an aligned position above the underground charging component to begin wireless inductive charging. One issue with this approach is the need to modify existing concrete or pavement in parking spaces to accommodate the system.

[0011] Furthermore, ground-based systems, whether underground or above-ground, are susceptible to interference from water, debris, and abrasion due to their ground-based location and contact with moving objects on the ground / surface. Ground-based systems can also indicate trip points to pedestrians, potentially leading to legal liability for such installations. Road debris and abrasion can also interfere with electromagnetic power receiving equipment installed under electric vehicles. Finally, for electromagnetic charging under electric vehicles to function correctly / effectively, the vehicle must be precisely positioned on the charging infrastructure. System efficiency will decrease if the distance between the transmitter and receiver is too great, or if the coils are not properly aligned. In the case of private ownership, such systems are not fully automated, as driver / operator intervention is required to achieve proper coil alignment.

[0012] What is needed is an automated electromagnetic charging system and method that does not require installation underground or on the ground, and overcomes the limitation of requiring users to handle charging cables when using cable-based charging systems. Furthermore, there is a need for a system that can be configured to charge multiple vehicles (e.g., a convoy of vehicles parked side-by-side). Summary of the Invention

[0013] The following overview is intended to facilitate an understanding of some of the unique and innovative features of the disclosed embodiments and is not an exhaustive description. A full understanding of the various aspects of the embodiments disclosed herein can be obtained by considering the entire specification, claims, drawings, and abstract as a whole.

[0014] Therefore, one aspect of the embodiments is to provide a wireless charging system for charging electric vehicles.

[0015] Another aspect of the embodiment is to provide a wireless charging system for charging electric vehicles using a gantry-type elevated structure.

[0016] Another aspect of the embodiment is to provide a gantry structure for maneuvering a power transmitting coil to a power receiving coil, the power receiving coil being fixed to, integrated into, or located directly below the hood of an electric vehicle, for wireless charging of the electric vehicle.

[0017] As described herein, the aforementioned aspects and other objectives and advantages are now achievable. In an embodiment, the wireless charging system may include a gantry structure fixed to an elevated structure for manipulating power transmitting coils in both horizontal and vertical directions.

[0018] In one embodiment, the power transmitting coil can be fixed to the charging cable suspended from the gantry structure.

[0019] In one embodiment, the wireless charging system may include a positioning system comprising a controller and at least one sensor, wherein the positioning system may be configured to ensure precise alignment and engagement between a power transmitting coil and a power receiving coil.

[0020] In one embodiment, the positioning system enables the movement of the power transmitting coil to be automatically controlled by a controller using input from at least one sensor to position the power transmitting coil close to the power receiving coil on the charging surface, which is coupled to the surface of the electric vehicle.

[0021] In one embodiment, the gantry structure can be manipulated along a track to traverse multiple electric vehicles parked side-by-side (e.g., fleet vehicles and electric vehicle customers within the parking structure), thereby positioning the power transmitting coil close to the power receiving coil during charging.

[0022] In an embodiment, the charging cable may include one or more of a charging rod or a charging cable.

[0023] In one embodiment, the charging stick may include and surround the charging cable.

[0024] In one embodiment, the charging cable may include a movable arm capable of controlled movement in multiple directions.

[0025] In one embodiment, when the charging rod is manipulated toward the electric vehicle, the power transmitting coil can be positioned on the charging cable to align with the power receiving coil.

[0026] In one embodiment, the power receiving coil can be integrated into the hood of the electric vehicle and can be directly aligned with the power transmitting coil during charging.

[0027] In one embodiment, the power receiving coil can be positioned directly under the hood of the electric vehicle, which allows the power transmitting coil to be close to the vehicle and to transfer energy effectively.

[0028] In one embodiment, the power receiving coil can be electrically connected to the battery of the electric vehicle via a charging circuit, which ensures that energy flows continuously and efficiently to the battery.

[0029] The embodiment may further include: control circuitry for managing the power transfer process, comprising: monitoring and regulating a charging operation involving wirelessly charging the battery of an electric vehicle using a power transmitting coil and a power receiving coil.

[0030] In one embodiment, the gantry-type overhead structure may be equipped with sensors and a positioning system to ensure precise alignment and engagement between the power transmitting coil and the power receiving coil, given their positions on the electric vehicle.

[0031] The embodiment may further include: a communication module for facilitating data exchange between the wireless charging system and the electric vehicle.

[0032] In one embodiment, the charging cable can be adjusted from the gantry structure in the height or z-direction to accommodate different electric vehicle models and sizes.

[0033] In one embodiment, the gantry-type overhead structure can be horizontally adjusted in the xy direction to be operated above the electric vehicle and positioned above the receiving coil installed in the electric vehicle.

[0034] In one embodiment, the gantry-type elevated structure can be horizontally adjusted along either the x-direction or the y-direction to span two or more electric vehicles parked side-by-side beneath the gantry-type elevated structure.

[0035] In one embodiment, the gantry-type elevated structure can be horizontally adjusted in either the x or y direction to span two or more convoys of electric vehicles parked side-by-side beneath the gantry-type elevated structure.

[0036] In one embodiment, the gantry-type elevated structure can be horizontally adjusted along either the x-direction or the y-direction to span several convoys of electric vehicles parked side-by-side below the gantry-type elevated structure, so that multiple electric vehicles can be charged using a single charging system. Attached Figure Description

[0037] The accompanying drawings further illustrate the invention and, together with the detailed description of the invention, serve to explain the principles of the invention. In the drawings, the same reference numerals denote the same or functionally similar elements in the various views. The drawings are incorporated in and constitute a part of the specification.

[0038] Figure 1 A front view of an electric vehicle charging system according to an embodiment is shown. The electric vehicle charging system includes a gantry-type xyz maneuverable structure, which serves as an elevated wireless charging system to facilitate wireless charging of electric vehicles.

[0039] Figure 2 A block diagram of an electric vehicle battery associated with an electric vehicle charging system according to an embodiment is shown;

[0040] Figure 3 A top view of an electric vehicle according to an embodiment is shown, the electric vehicle having a power receiving coil located above the hood, a power receiving coil located below the hood, or a power receiving coil integrated with the hood.

[0041] Figure 4 A side view of an electric vehicle having a power receiving coil that is in electrical communication with a battery management system, according to an embodiment, is shown.

[0042] Figure 5 A side view of an electric vehicle charging system including one or more sensors according to an embodiment is shown;

[0043] Figure 6 A side view of the electric vehicle charging system according to an embodiment is shown at the electric vehicle battery charging location;

[0044] Figure 7 A schematic diagram of an electric vehicle charging system according to an embodiment is shown. The electric vehicle charging system includes a gantry-type elevated structure that includes xyz-manipulated hardware along a set of tracks.

[0045] Figure 8 A perspective view of an example gantry-type elevated structure that can be used as part of an electric vehicle charging system according to an embodiment is shown;

[0046] Figure 9 An example is shown. Figure 8 A side sectional view of an exemplary gantry-type elevated structure for achieving charging in the z-direction;

[0047] Figure 10 An illustrated view of another gantry-type elevated structure according to an embodiment is shown;

[0048] Figure 11 An illustrated view of a gantry-type elevated structure including ceiling-fixed tracks according to an embodiment is shown;

[0049] Figure 12 A side view of a housing according to an embodiment is shown. The housing can be provided in the form of a scoop, which can be placed on the hood of an electric vehicle and can cover and protect the power receiving coil located above the hood of the electric vehicle.

[0050] Figure 13 A side view of a housing according to an embodiment is shown, which may be provided in the form of a hood cover, located on the hood of an electric vehicle and above the power receiving coil directly below the hood;

[0051] Figure 14 A side view of a housing according to an embodiment is shown, which may be provided in the form of a hood cover located on the hood of an electric vehicle and above and around the power receiving coil, but the power receiving coil is integrated inside the hood;

[0052] Figure 15 An illustrated view of an example housing according to an embodiment is shown, which may be provided in the form of a hood cover that may be located on the hood of an electric vehicle;

[0053] Figure 16An illustrated view shows another design of the housing according to an embodiment, which may be provided in the form of a hood cover;

[0054] Figure 17 An operation flowchart illustrating the logical operation steps of a method for charging an electric vehicle according to an embodiment is shown; and

[0055] Figure 18 An operation flowchart illustrating the logical operation steps of a method for training an electric vehicle charging system according to an embodiment is shown.

[0056] The same reference numerals or reference symbols in different figures may represent the same or similar elements. Detailed Implementation

[0057] The specific values ​​and configurations discussed in these non-limiting examples may vary and are intended to illustrate one or more embodiments only, without limiting their scope.

[0058] The subject matter will now be described more fully with reference to the accompanying drawings, which form part of the subject matter and illustrate specific exemplary embodiments by way of illustration. However, the subject matter can be embodied in a variety of different forms, and therefore the covered or claimed subject matter is intended to be construed as not being limited to any of the exemplary embodiments set forth herein; exemplary embodiments are provided merely for illustration. Likewise, a reasonably broad scope is intended for the claimed or covered subject matter. In this context, the subject matter can be embodied, for example, as a method, apparatus, component, or system. Therefore, embodiments can take the form, for example, hardware, software, firmware, or any combination thereof (other than software itself). Consequently, the following detailed description should not be construed as limiting.

[0059] Throughout the specification and claims, terms may have suggestive or implied meanings in the context, in addition to their expressly stated meanings. Similarly, phrases such as “in one embodiment” or “in an exemplary embodiment” and variations thereof as used herein do not necessarily refer to the same embodiment, and phrases such as “in another embodiment” or “in another exemplary embodiment” and variations thereof as used herein may or may not refer to different embodiments. For example, the subject matter intended to be claimed includes combinations of overall or partial exemplary embodiments.

[0060] Generally, terms can be understood at least partly through their usage in context. For example, terms such as “and,” “or,” or “and / or” as used herein can include a variety of meanings, which can depend at least partly on the context in which they are used. Typically, “or,” when used to relate a list such as A, B, or C, is intended to mean A, B, and C, which is used herein for inclusion, and A, B, or C, which is used herein for exclusivity. Furthermore, the term “one or more,” as used herein, can be used, at least partly on context, to describe any feature, structure, or characteristic in a singular sense, or to describe a combination of features, structures, or characteristics in a plural sense. Similarly, terms such as “a,” “an,” or “the,” also at least partly on context, can be understood to convey either a singular or a plural usage. Moreover, again, at least partly on context, the term “based on” can be understood to not necessarily convey an exclusive set of factors, but may allow for the existence of additional factors that are not necessarily explicitly described.

[0061] As used herein, the term "data" can refer to a physical signal that indicates or contains information. The term "data" can also refer to individual facts, statistics, or information items (typically numbers). In a more technical sense, data can be the value of a set of qualitative or quantitative variables concerning one or more individuals or objects, while data is a single value of a single variable. The term "data" can also refer to quantities, characters, and / or symbols that a computer, processor, and / or application can operate upon; data is stored and transmitted in the form of electrical signals and recorded on magnetic, optical, or mechanical recording media.

[0062] The terms “electric vehicle” and “EV” used in this document are used interchangeably and can refer to a fully electric vehicle. Furthermore, the terms “battery,” “cell,” “battery cell,” and “battery pack” are used interchangeably and refer to any of the various rechargeable cell chemistry and configurations, including but not limited to lithium-ion (e.g., lithium iron phosphate, lithium cobalt oxide, other lithium metal oxides, etc.), lithium-ion polymer, nickel hydride, nickel cadmium, nickel hydrogen, nickel zinc, silver zinc, or other battery types / configurations.

[0063] Figure 1A front view of an electric vehicle charging system 101 is shown, which includes a gantry-type elevated XYZ maneuverable system 119, hereinafter referred to as a "gantry" for simplicity. Note that the term electric vehicle charging system may also refer to or be called a "wireless charging system." According to an embodiment, the gantry 119 can facilitate wireless charging of an electric vehicle 112. The gantry 119 may be provided in the form of a housing (e.g., similar to a garage door opener housing) and may be fixed to and / or supported by the ceiling 119 of a structure 130, which may be, for example, a garage or carport. That is, the structure 130 includes a ceiling 123, which may be, for example, within the roof or top of a structure such as a carport or garage. In fleet vehicle deployment, this structure may be a long canopy allowing several electric vehicles to be parked side by side beneath it. This structure may also be formed of or incorporate solar panels as a cover for the electric vehicles. In a preferred embodiment, the electric vehicle charging system 101 is a wireless charging system that can facilitate wireless charging of the battery (or battery pack) associated with the electric vehicle 112.

[0064] The electric vehicle charging system 101 includes a power transmitting coil 117, which may be housed within or supported by a charging member 115 connected to a charging rod 113, which is connected to and / or supported by a gantry 119. The charging rod 113 may also be provided in the form of a cable that can be wound out or retracted into the housing of the gantry 119. The charging rod 113 is movable such that the charging member 115 may extend and suspend above the hood 125 of the electric vehicle 112 away from the gantry 119. Figure 1 Arrow 116 shown indicates the movement of charging rod 113 in the XYZ directions relative to charging member 115 and power transmitting coil 117. Note that the term "power transmitting coil" as used herein may also refer to "charge transmitting coil," and in some embodiments may be an induction coil. Charging member 115 and power transmitting coil 117 together may be collectively referred to as a charge transmitting device or an inductive power transmitting device.

[0065] Note that the charging rod 113 may include electrical and electronic components (e.g., electrical hardware, such as wires) capable of supplying electrical energy to the power transmitting coil 117. The gantry 119 is capable of moving the charging rod 113, thereby moving the power transmitting coil 117 along the X, Y, or Z direction, moving the power transmitting coil 117 horizontally above the power receiving coil 100, moving it downward toward the power receiving coil 100, and moving it upward away from the receiving coil 100 and the hood 125 when charging is complete or terminated, to reach the storage position where the gantry 119 is located.

[0066] It is understood that the charging stick 113 is an example of a charging line implemented according to one or more embodiments. Another example of a charging line is a charging cable that can be used in place of the charging stick 113. The cable can be wound out and rewound from the housing on an electromechanically controlled spool.

[0067] The charge transmitting coil 117 can be lowered so that it is positioned at or near the power receiving coil 100 by the gantry 119. In some embodiments, the power receiving coil 100 may be located on or under the hood 125 of the electric vehicle 112. In some embodiments, the power receiving coil 100 may also be an induction coil. The gantry 119 can raise or lower the charge transmitting coil 117 toward the power receiving coil 100 to position the charge transmitting coil 117 at or near the power receiving coil 100, such that induced energy can be wirelessly transmitted from the charge transmitting coil 117 to the power receiving coil 100. The power receiving coil 100 may be electrically connected to the battery management system (BMS) 129 of the electric vehicle 112. Figure 4 (as shown in the image) and communicates with it electrically.

[0068] Figure 2 A block diagram of an electric vehicle battery 103 associated with an electric vehicle charging system 101 according to an embodiment is shown. In some embodiments, the power receiving coil 100 may serve as an electromagnetic power receiving device that acts as a wireless receiving coil, which can operate via inductive charging (also known as wireless charging or cordless charging) to receive energy through wireless power transmission (and in some applications such as bidirectional power transmission, it may provide energy transmission from the electric vehicle).

[0069] The electric vehicle battery 103 is charged by the power receiving device 100. Figure 2 Arrow 87 indicates various circuits, cables and wires, and components (e.g., such as one or more rectifiers as described above) that can facilitate the charging of the electric vehicle battery 103 by the power receiving device 100 of the electric vehicle charging system 101.

[0070] The power receiving coil 100 can be an induction coil, which can wirelessly receive power from the power transmitting coil 127 via inductive wireless charging using electromagnetic induction. Note that the term "inductive charging" used herein can refer to the wireless transfer of energy via inductive coupling. This term can also be referred to as inductive power transfer. Wireless charging of the electric vehicle 112 by the electric vehicle charging system 101 can utilize inductive power transfer involving the power transmitting coil (PTC) 117 and the power receiving coil (PRC) 100. The power transmitting coil 117 can be mounted above the electric vehicle 112 and can be supported by the gantry 113 and the charging rod 113, while the power receiving coil 100 can be mounted on the electric vehicle 112. In this case, the power receiving coil 100 can be mounted on, inside, or below the hood 125 of the electric vehicle 112.

[0071] The power required for wireless charging can be generated by an external power source, such as the power grid or a renewable energy system. This power can be converted into a form suitable for wireless transmission. The power can then be converted into high-frequency alternating current (AC) by an electronic device (e.g., an inverter). The inverter can increase the frequency to a level suitable for efficient wireless transmission. The high-frequency AC power can be supplied to a power transmitting coil 117, which can be a single coil or a series of coils. When AC current flows through the power transmitting coil 117, an oscillating magnetic field is generated around it.

[0072] The power receiving coil 100 located on or within the electric vehicle 112 may include another coil or a series of coils. When the power receiving coil 100 approaches the oscillating magnetic field generated by the power transmitting coil 117, the power receiving coil 100 induces alternating current in itself through a process called magnetic induction. This current can then be used to charge the battery 103 of the electric vehicle 112.

[0073] Various control and communication systems can monitor the power transfer process to ensure optimal efficiency and safety. These systems can adjust the power output of the power transmitting coil 117 based on feedback received from the power receiving coil 100, thereby maintaining an appropriate power level for effective charging.

[0074] An onboard converter can be used to convert the alternating current induced in the power receiving coil 100 back to direct current (DC). The DC power can then be used to charge the electric vehicle's battery, providing the necessary energy storage for future use. This wireless charging technology simplifies the charging process by eliminating the physical connection between the electric vehicle and the charging station. The electric vehicle charging system 101 provides convenience and ease of use, allowing owners or operators of electric vehicles 112 (which may include personal vehicles, fleets, and autonomous vehicle equipment) to charge the electric vehicle 112 simply by parking it under a gantry and any gantry 119. The charging rod 113 and charging component 115 automatically move to position the charging component downwards, thereby allowing the power transmitting coil 117 and the power receiving coil 100 to approach or contact each other to charge the battery 103 of the electric vehicle 112.

[0075] Figure 3 A top vehicle of an electric vehicle 112 according to an embodiment is shown, the electric vehicle 112 having a power receiving coil 100 located on a hood 125, a power receiving coil located below a hood 125, or a power receiving coil 100 integrated with a hood 125.

[0076] Figure 4 A side view of an electric vehicle 112 according to an embodiment, having a power receiving coil 100 electrically communicating with a battery management system 129, is shown. The battery management system 129 ensures the safe and efficient operation of the electric vehicle's battery pack / battery. The battery management system 129 monitors and controls various aspects of the battery 103, optimizes its performance, protects it from damage, and provides valuable information to the entire vehicle system.

[0077] The battery management system 129 can provide State of Charge (SoC) monitoring, whereby the battery management system 129 continuously monitors the battery's "state of charge," which refers to the amount of energy stored in the battery 103. The battery management system 129 can use various methods (such as voltage measurement, current integration, and temperature compensation) to accurately estimate the SoC. This information can help the battery management system 129 determine the available energy and provide the driver with accurate range predictions.

[0078] The battery management system 129 can also provide State of Health (SoH) monitoring. That is, the battery management system 129 can assess the battery's health status, indicating the overall health and capacity of the battery 103. By analyzing data such as charge and discharge cycles, temperature conditions, and internal resistance, the battery management system 129 can estimate the battery's remaining lifespan and detect any degradation or potential failures.

[0079] The battery management system 129 can further provide cell balancing. That is, in the battery pack associated with battery 103, individual cells may have slightly different characteristics, resulting in an imbalance that affects overall performance. The battery management system 129 can ensure that each cell is charged and discharged uniformly by actively monitoring and controlling the voltage level of each cell. Cell balancing can help optimize the capacity of the battery pack and extend the lifespan of battery 103.

[0080] The battery management system 129 can further provide temperature monitoring and thermal management. That is, the battery management system 129 can continuously monitor the temperature of the battery pack to prevent overheating or overcooling. The battery management system 129 can use temperature sensors strategically placed within the battery pack to collect data. If the temperature exceeds safety limits, the battery management system 129 can trigger a cooling system or reduce the charging rate to prevent damage and ensure optimal performance.

[0081] The battery management system 129 also provides overcurrent and overvoltage protection. That is, the battery management system 129 can protect the battery 103 from harmful conditions such as overcurrent and overvoltage. The battery management system 129 can continuously monitor charging and discharging currents to ensure they remain within safe limits. If abnormal current or voltage levels are detected, the battery management system 129 can take corrective measures, such as reducing the charging rate or disconnecting the battery from the electrical system of the electric vehicle 112.

[0082] The battery management system 129 can also provide communication and data reporting. For example, the battery management system 129 can act as a communication hub, exchanging information with other systems in the electric vehicle 112 and providing data to the driver or external monitoring systems. The battery management system 129 can send data such as SoC, SoH, temperature, and fault codes, allowing for real-time monitoring, diagnostics, and performance analysis.

[0083] The battery management system 129 can also provide safety precautions and fault management. In the event of a fault or malfunction, the battery management system 129 can detect and manage the situation. The battery management system 129 can identify problems such as cell failure, abnormal voltage, or abnormal temperature conditions and take appropriate actions, such as isolating the faulty portion of the battery pack to prevent further damage or risk.

[0084] Overall, the battery management system 129 plays a crucial role in ensuring the safe, reliable, and efficient operation of the battery pack within the electric vehicle 122. The battery management system 129 can monitor and control various parameters, prevent potential risks, optimize battery performance, and provide essential information to support the overall functionality of the electric vehicle 112. Note that when this document refers to the charging of the electric vehicle, it also refers to the charging of the battery or battery pack associated with the electric vehicle 112. In other words, the charging of the electric vehicle is another way of referring to the charging of the electric vehicle's battery.

[0085] As used herein, the term "electric vehicle" and its abbreviation "EV" refer not only to vehicles such as cars and trucks, but also to a wide variety of vehicles, from unmanned aerial vehicles to agricultural vehicles such as tractors. Electric tractors, sometimes referred to as E-tractors, are examples of electric vehicles; they are zero-emission tractors that can free growers in the agricultural sector from the burdens of traditional agriculture reliant on fossil fuel-powered agricultural equipment. By utilizing electric vehicles (EVs) and robotics, driver-selectable e-tractors can help improve efficiency in all aspects of fieldwork—from sowing and weeding to harvesting and equipment maintenance—potentially improving labor, land, and sustainable practices. Examples of E-tractors are robotic agricultural vehicles, including autonomous or semi-autonomous robotic agricultural vehicles that require charging of their batteries. Non-limiting examples of E-tractors include various systems and devices disclosed in U.S. Patent Application No. 2022 / 0394913 A9, U.S. Patent Application No. 7,828,099 B2, and International Patent Publication No. PCT / US2022 / 049519, the entire contents of which are incorporated herein by reference and can be exemplified by examples.

[0086] Figure 5 A schematic diagram of an electric vehicle charging system 101 including one or more sensors 92 and 94 according to an embodiment is shown. Note that in some embodiments, the center of the power receiving coil 100 may include a target, which may be a mark, such as a plus sign-shaped mark, or a mark of another shape (e.g., a target, a star symbol, a label, a barcode, etc.). The target may also carry information identifying the electric vehicle (e.g., via a label or barcode). In some embodiments, such a target may be configured as an optically recognizable target, which can be identified by one or more sensors 92 and 94 (e.g., optical sensors). In some embodiments, sensors 92 and 94 may be provided in the form of a camera or a sensor for sensing the aforementioned target.

[0087] Note that the term "optical sensor" as used herein can refer to an electro-optic sensor, which is an electronic detector capable of detecting light or changes in light as electrical signals. These sensors are capable of detecting electromagnetic radiation from infrared to ultraviolet wavelengths. An optical sensor can be, for example, a position sensor that can be activated when an object interrupts a beam of light, or a photoelectric sensor that can detect the distance, absence, or presence of an object or target. Optical sensors can also be provided in the form of a camera. For example, a camera incorporating artificial intelligence or machine learning can be trained to identify the position of the power receiving device 100 on the hood 125 of the electric vehicle 112, its position within the hood 125, or its position directly beneath the hood 125.

[0088] In the example embodiment, one or more of sensors 92 and 94 may be sensors that include or contain a computer vision camera for identifying and distinguishing targets on the hood of the electric vehicle 112. Such a computer vision camera may be a device designed to capture visual information and process that information or data using computer vision algorithms to detect and distinguish specific objects or targets (such as, for example, targets associated with the power receiving device 100). This type of sensor may be referred to as a computer vision camera or an image sensor.

[0089] A computer vision camera used to identify targets on an electric vehicle may include, for example, a camera module, an image sensor, and a computer vision algorithm. The camera module can be implemented as a physical component that captures visual information in the form of digital images or video. The camera module may include a lens, an image sensor, and supporting electronics. The image sensor is responsible for converting optical information into digital signals. Examples of image sensor types used in computer vision cameras include charge-coupled devices (CCDs) and complementary metal-oxide-semiconductor (CMOS) sensors. The computer vision algorithm can process the captured image or video frames to analyze and extract relevant information.

[0090] These algorithms can be designed to identify specific targets (such as objects or markers) by comparing visual features and patterns. Computer vision cameras can also operate in conjunction with target detection and discrimination. That is, once the image is processed, computer vision algorithms can detect and discriminate targets on the hood of the electric vehicle 112. This may involve techniques such as object detection, image segmentation, or pattern recognition. Combined, sensors and controllers can provide a positioning system that can be configured to ensure precise alignment and engagement between the power transmitting coil and the power receiving coil.

[0091] Figure 6A side view of the electric vehicle charging system 101 according to an embodiment is shown at the charging position of the battery 103 of the electric vehicle 112. Figure 6 In the example shown, the power transmitting coil 117 has been lowered to be positioned at or slightly above the power receiving coil 100, which may be located on, inside, or directly below the hood 125. As previously mentioned, the power receiving coil 100 may be electrically connected to the battery management system 129, which may be electrically connected to the battery 103.

[0092] Note that the electric vehicle charging system 101 in some embodiments can be implemented in a parts market electrical application context or installed as part of the manufacturing process of the electric vehicle 112. For example, in a parts market electrical application, the power receiving coil 100 can be professionally concealed during a parts market-implemented installation and can be electrically connected to the battery management system 129 and / or the battery 103. The power receiving coil can be concealed in a flat, fixed configuration on the lower (or inner) surface near the center of the hood 125. The power receiving coil can also be contained in a low-profile housing (e.g., such as a hood cover), which can be fixed to the outer surface near the center of the hood 125.

[0093] While the foregoing describes a parts market scenario, it is understood that some embodiments can be implemented during the manufacturing process. For example, the power receiving coil 100 can be incorporated into the hood 125 during manufacturing. The power receiving coil 100 can be mounted under the skin of the hood 125 of the electric vehicle 112, or mounted on a cover (not in the skin) placed in a low-profile position on the hood 125. Figure 6 (As shown in the figure, but not in other figures herein). This hood feature can be implemented during manufacturing or as a parts market device. The housing of the hood 125 can ideally be made of a composite material that does not provide too much interference to the energy transfer from the transmitting coil to the receiving coil. If the housing of the hood 125 is metal, the coil can be mounted on its outer surface as described above.

[0094] As an alternative to optically positioned vehicle-embedded coils, wireless methods can be used to determine the coil's location. For example, radio frequency identification (RFID), near-field communication (NFC), or other sensor-based technologies can be used to locate the receiving coil within the electric vehicle's casing. Sensors 92 / 94 can be configured to track this location using wireless signals. Therefore, it is understood that a combination of optical, radio frequency, and magnetic sensors can replace sensors 92 / 94.

[0095] Alternatively, artificial intelligence (AI) and machine learning can be used to train (calibrate) the electric vehicle charging system 101 to first identify the location of the coil in the hood 125, and then return to the same location when an electric vehicle (identified by the system) returns to its parking space located below the electric vehicle charging system 101 for charging. The system can also be configured to identify electric vehicles authorized to charge at that charging station. It can also be configured to bill for charging periods of the electric vehicle (e.g., public parking lots and other public charging stations available for account holders to use or pay for).

[0096] The power receiving coil 100 may be integrated into or mounted on the top of the electric vehicle 112 (such as the outer casing). The top of the electric vehicle may include, for example, a roof, trunk, hood, hatchback, and truck bed (in the case of an electric vehicle 112 being a truck). In most garage installations involving electromechanical opening of garage doors, the power receiving coil 100 will most likely be mounted in the hood 125 of the electric vehicle so that the door does not interfere with the electric vehicle charging system 101 when it is open. The hood 125 of most electric vehicles is also designed as storage space (e.g., as a "luggage compartment"), which minimizes any concerns that the power receiving coil may interfere with devices under the hood 125. Essentially, the top of the electric vehicle 112 can be any surface that extends from above the electric vehicle 112. However, it should be understood that the power receiving coil 100 may also be incorporated into or mounted in the side areas of the electric vehicle 112, which may include doors, rear side panels, fenders, bumpers, truck floor panels, and tailgates, etc.

[0097] The electric vehicle charging system 101 can be implemented as a dynamic wireless electric vehicle charging system, wherein wireless energy transfer can be achieved through inductive charging between the power transmitting coil 117 and the power receiving coil 100. Note that the downward direction indicated by arrow 116 indicates a generally downward (z) but three-dimensional (xyz) direction (of the power transmitting coil 117 toward the power receiving coil 100, and specifically centered on a target located at the center of the hood 125 relative to the power receiving coil 100. An example of robotic manipulation of the charging rod 113, the charging member 115, and the power transmitting device 117 is discussed below.

[0098] Robotic manipulation can be accomplished via hardware, which may include electromechanical or pneumatic hardware (such as a telescopic tube or other electromechanically or pneumatically controlled telescopic hardware) to move the power transmitting coil 117 outward or inward and raise or lower its height when placed in contact with the charging receiving coil 100. Without limiting the scope of this disclosure, an example of electromechanical hardware capable of xyz manipulation is in the form of a robotic arm, as taught in U.S. Patent No. 8,887,893, issued November 18, 2014, to Tsutsumi et al., the teachings of which are incorporated herein by reference. Another non-limiting example of hardware capable of xyz manipulation is U.S. Patent No. 8,973,768, issued March 10, 2015, to Jung et al., the teachings of which are also incorporated herein by reference. Therefore, a variety of systems, methods, and apparatuses can be used to provide xyz manipulation, but also for other purposes, such as manufacturing and surgery.

[0099] As previously described, the charging rod 113 is an example of a charging cable, which can simply serve as a charging cable suspended from the gantry and support the charging transmitter coil 100. In this case, the aforementioned pneumatic hardware, such as a telescopic tube or other electromechanically controlled or pneumatically controlled telescopic hardware, may not be necessary. The cable can be wound out and rewound from an electromechanically controlled reel associated with the housing of the gantry 110.

[0100] In some embodiments, the charging component 115 may include one or more sensors 92 and 94 (such as optical sensors or cameras) for identifying targets associated with the power receiving coil 100 and guiding the power transmitting coil 117 downward toward the power receiving coil 100 located on, within, or below the hood 125 of the electric vehicle 112. Note that other sensors (not shown) may actually be located on the gantry 119 to assist in guiding the power transmitting coil 117 toward its charging target. The gantry 119 may also include or be associated with a positioning system (not shown) to ensure precise alignment and engagement between the power transmitting coil 117 and the power receiving coil 100.

[0101] Note that the power transmitting coil 117 and the power receiving coil 100 may be referred to as or configured as “loop” antennas, more specifically, multi-turn loop antennas. The induction coils 117 and 100 may also be referred to as or configured as “magnetic” antennas herein. The term “coil” refers to a component that can wirelessly output or receive energy coupled to another “coil.” A coil can be an “antenna” of a type capable of wirelessly outputting or receiving power. A loop (e.g., multi-turn loop) antenna may be configured to include a hollow core or a physical core (such as a ferrite core). A hollow loop antenna allows for the placement of other components within the core area. A physical core antenna including ferromagnetic or ferrimagnetic materials allows for the development of stronger electromagnetic fields and improved coupling. Note that the use of a loop antenna or “antenna” for implementing a coil as described above is not a limiting feature of the embodiment, but is discussed herein for illustrative purposes.

[0102] During matched or near-matched resonance between the transmitter and receiver, efficient energy transfer can occur between the electromagnetic power transmitting device (charge transmitting coil) and the electromagnetic power receiving device (charge receiving coil). Furthermore, even when there is a resonant mismatch between the transmitter and receiver, energy transfer may be less efficient. Energy transfer occurs by coupling energy from the near field of the transmitting induction coil to the receiving induction coil located within the region establishing that near field (e.g., within a predetermined frequency range of the resonant frequency, or within a predetermined distance of the near field region), rather than by propagating energy from the transmitting induction coil into free space.

[0103] According to some embodiments, the coupling power between two induction coils located in each other's near field is disclosed. The near field can correspond to the region around the induction coil where an electromagnetic field exists but does not propagate or radiate away from the induction coil. The near-field coupling mode region can correspond to a volume near the physical volume of the induction coil, typically within a small fraction of the wavelength. According to some embodiments, electromagnetic induction coils such as single-loop and multi-loop antennas are used for both transmitting and receiving because, in practical embodiments, the magnetic near field amplitude of magnetic type coils tends to be higher than the electric near field of electric type antennas (e.g., small dipoles). This allows for potentially higher coupling between the coil pairs. Furthermore, "electric" antennas (e.g., dipole and monopole antennas) or combinations of magnetic and electric antennas can be used.

[0104] Figure 7 A schematic diagram of an electric vehicle charging system 101 according to an embodiment is shown. The electric vehicle charging system 101 has a gantry-type overhead structure including a gantry 119, which includes xyz-manifold hardware along a set of tracks R1, R2 and R3, R4. Charging rods 113 are suspended from and supported by the gantry 119, which is part of the gantry structure, at connection point 111. Connection point 111 may be provided in the form of an electromechanical connection point, such as a cable management system (e.g., an electromechanically controlled reel) capable of retracting and extending cables. In the gantry structure, the gantry 119 can move along track 163 in the x-direction indicated by the x-axis arrow, or along track 161 in the y-direction indicated by the y-axis arrow. Track 161 may include tracks R1, R2, while track 163 may include tracks R3, R4. Tracks 161 and 163 may be fixed to a ceiling (such as the roof of a garage) or to the roof of a supporting structure (such as a garage for fleet charging facilities). For example, tracks 161 and 163 can be fixed to the ceiling 123 discussed earlier.

[0105] like Figure 7 In the example shown, the charging member 113 may be cup-shaped, which can be raised or lowered via a gantry 119 at a connection point 111 in the z-direction indicated by the z-axis arrow. The gantry 119 can facilitate movement in the xyz directions, which can be controlled by a controller ( Figure 7 (Not shown in the image) control, which can be integrated with the gantry 119 or contained in a separate electronic device ( Figure 7 (Not shown in the image) This electronic device can communicate electronically with the gantry 119.

[0106] The gantry 119 can serve as a structural support device and can control the movement of the charging rod 113, thereby controlling the movement of the charging rod in the XYZ directions of the charging member 115, which includes the power transmitting coil 117. In some embodiments, the gantry 119 may include or be associated with tracks 161 and 163, which may span the width and / or length of an area suitable for lowering or raising the power transmitting coil 117 to a power receiving coil fixed to the electric vehicles 145, 147, 149.

[0107] Track 163 can be designed to cover more than one electric vehicle (such as two electric vehicles parked side-by-side in a residential garage, or multiple electric vehicles belonging to a fleet) for fleet charging applications. For example, for a commercial or government entity requiring a fleet charging solution for electric vehicles, a single gantry 119 operating at Level 2 / 3 power could charge five or more electric vehicles overnight. This saves the entity money, as only one electric vehicle charging system might be needed for the few electric vehicles belonging to the entity, rather than a dedicated electric vehicle charging station for each electric vehicle (as is the case with existing plug-in systems). Businesses / entities can install the track system under multiple fleet electric vehicle carports (which can be constructed with solar panels on the top of the carports) and utilize a single gantry that moves in the x or y direction to charge multiple fleet electric vehicles parked side-by-side. In public parking garage embodiments, the track (particularly the x-direction track) can be fixed to the ceiling within the parking garage to accommodate fleets of electric vehicles or charging for paying customers.

[0108] The gantry 119 may be equipped with an electric mechanism that allows it to move horizontally along track 161 in the Y direction, or horizontally along track 163 in the X direction, or vertically along track 163 in the Z direction. This movement enables the charging rod 113 to cross from one side of track 161 or track 163 to the other, allowing it to be positioned above the electric vehicles 145, 147, and 149.

[0109] To raise or lower the charging rod 113, the gantry can also be equipped with a vertical lifting mechanism. Depending on the design of the gantry 119, this mechanism can be hydraulic, pneumatic, or electromechanical. This allows the charging rod 113 to move up and down within a limited range.

[0110] The horizontal and vertical movement of the gantry can also be controlled by a control system, which may include various sensors, actuators, and a central processing unit. The control system can receive inputs that may be converted, and these inputs are then translated into commands for the gantry motors and lifting mechanism.

[0111] In a wireless inductive charging system for electric vehicles, a gantry 119 can be used to lower or raise a charging rod 113 containing a power transmitting coil 117. The charging rod 113 can be responsible for wirelessly transmitting power to a power receiving coil located above or below the hood of the electric vehicles 143, 145, or 147, thereby allowing convenient and efficient charging without the need for a physical connection.

[0112] In this context, the gantry 119 may include a robust frame or structure that supports the charging rod 113 and provides controlled horizontal and vertical movement. The charging rod 113 can be positioned above the electric vehicle parking area, allowing it to be precisely positioned above the power receiving coil on the vehicle. The gantry 119 is equipped with a lifting mechanism capable of controlling the lowering and raising of the charging rod 113. Depending on the specific design of the charging system, this mechanism can be driven in various ways, such as by an electric motor, a hydraulic system, or a combination of both.

[0113] The movement of the gantry 119 and the positioning of the charging rod 113 (or charging line / cable) can be controlled by a control system. This control system can incorporate sensors, actuators, and a central processing unit to ensure accurate and safe operation. The control system may include, for example, proximity sensors, cameras, and / or other types of sensors to aid in the alignment and positioning of the charging rod with the power receiving coil on the electric vehicle. The control system may also include programming, electronics, and transducers to enable it to identify electric vehicles parked under the gantry 119 to determine whether they belong to (or are assigned to) the gantry 119, or a fleet of an authorized charging entity, or are customers of a system that manages the gantry and accepts charges from the associated gantry system. For paying customers, the control system can track and report charging periods to a central system, which can further process the data for billing purposes.

[0114] When an electric vehicle needs charging, the gantry 119 is first positioned above the vehicle, aligning the charging rod with the power receiving coil on or under the hood. Once alignment is confirmed, the control system activates the lifting mechanism to gradually lower the charging rod 113 until it reaches the desired charging height. The power transmitting coil 117 within the charging rod 113 helps generate an alternating magnetic field, which induces a current in the power receiving coil on the electric vehicle. This current can then be rectified and used to charge the electric vehicle battery associated with electric vehicles 143, 145, or 147.

[0115] After the charging period is complete, the control system can retract the charging rod 113 to its initial (or "stored") position. The gantry 119 can then move to the next electric vehicle or charging location, or await further instructions. In summary, by facilitating the controlled movement of the charging rod 113 (or cable) to precisely position it above the power receiving coil on the electric vehicle, the gantry 119 can play a crucial role in wireless inductive charging systems for electric vehicles, enabling efficient and convenient wireless charging.

[0116] Figure 7 Different scenarios for charging electric vehicles are also illustrated, including an example of a two-car garage scenario. In the example of two (or more) car garages, gantry 119 can move horizontally from one car to another to charge one electric vehicle first, then the other. Gantry 119 can also be implemented for charging a fleet of electric vehicles, moving horizontally laterally (in the x or y direction) from charging the first electric vehicle 145 to charging the "Nth" electric vehicle 149. As will be discussed in more detail herein, this charging operation can be robotic and automated.

[0117] Note that in some embodiments (such as platoon charging of multiple vehicles), it may be desirable to provide power to the gantry system or gantry structure of the electric vehicle charging system 101 via a connection between the electric vehicle charging system 101 and an x-direction track (or y-direction, depending on which direction represents multiple electric vehicles parked side-by-side). In other words, the gantry system or gantry structure including gantry 119 can receive its power to serve more than one vehicle (e.g., several electric vehicles in a platoon parked side-by-side under a carport or within a parking structure) on and across an electrified track running laterally.

[0118] Figure 8 A perspective view of an example gantry-type elevated structure that can be used as part of an electric vehicle charging system according to an embodiment is shown. Figure 9 An example is shown. Figure 8 A side sectional view of an exemplary gantry-type elevated structure is shown.

[0119] like Figure 8 and Figure 9 The example gantry-type overhead structure shown can horizontally and vertically lower and raise the power transmitting coil 117 toward the power receiving coil located on the electric vehicle as described above. It should be understood that... Figure 8 and Figure 9 The configurations shown herein are presented for illustrative and exemplary purposes only and should not be considered as limiting features of the disclosed embodiments. Figure 8 and Figure 9The example gantry structure shown may include a mechanical tool 32 for manipulating the power transmitting coil 117 toward the power receiving coil for wireless inductive charging. The example gantry structure may also include a gantry mechanism 31, which can be used to move the power transmitting coil 117 in the X or Y direction as previously described.

[0120] It should be understood that there are various types of gantry equipment and systems that can be used to replace the aforementioned gantry-type elevated structure system. However, for charging multiple vehicles (fleets), it may be necessary to extend the track through several vehicles parked side by side to charge multiple electric vehicles using a single gantry-based system as part of the electric vehicle charging system 101.

[0121] Figure 10 A schematic diagram of a gantry-type elevated structure 153 (“gantry”) according to an embodiment is shown. Figure 10 In the example embodiment shown, the gantry 119 can be fixed to the ceiling 123. The charging rod 113 fixed to the gantry 119 supports the charging component 115 and the power transmitting coil 117. Figure 10 In an example embodiment, the charging rod 113 can be oriented to move in the XYZ direction, wherein portions or sections of the charging rod 113 can also be rotated up or down as needed to manipulate the power transmitting coil downward toward the power receiving coil (such as the power receiving coil 100 discussed earlier), or upward from the power receiving coil.

[0122] Figure 11 A schematic diagram of a gantry structure 153 including a ceiling-mounted track 157 according to an embodiment is shown. Figure 11 In the example embodiment shown, the gantry 119 can move horizontally 161 along the track 157, while the charging rod 113 can move vertically downwards or vertically upwards in the XYZ directions as needed. The track 157 can be fixed to the ceiling 123. An optional power source 159 can be located on the track 157, and wires can extend from the track 157 to provide power to the charging rod 113 through the gantry 119 and to the power transmitting coil 117, as previously described, for wireless charging of batteries in electric vehicles.

[0123] As already mentioned, in some embodiments, the power receiving coil may need to be located outside the vehicle housing within the housing (e.g., the exterior and center of the hood 125). This may occur, for example, in a parts market installation of a metal hood, or in situations where there is no space below the center of the hood to install the power receiving coil. Figure 12A side view of a cover 155 according to an embodiment is shown. The cover 155 can serve as a housing and can be positioned at the center of an electric vehicle hood 125, covering and protecting the power receiving coil 100 located above the hood 125. The hood 125 covers the so-called trunk 160 of the electric vehicle. Note that the term trunk refers to the additional space at the front of the electric vehicle and below the hood 125. While the trunk 160 may be smaller than the trunk, in some cases it may be as large as the trunk. Different electric vehicle models may have different sized "trunks". Example electric vehicles with this feature include the Ford F-150 Lightning and Tesla Model X and Model Y. The term "trunk" may also refer to the "front trunk" of the electric vehicle.

[0124] Please note that the term "cover" as used herein may also be referred to as a "hood cover" or "bonnet cover." A cover can be configured as a raised component on the hood of an electric vehicle, which can be decorative and / or used to enhance performance in several possible ways (such as through the embodiments described herein), thereby enhancing the wireless charging operation of the electric vehicle. Ideally, the cover-like housing will be low-profile (e.g., not too tall) and large enough to accommodate a power receiving coil. Covers can also be used to identify the wireless electric vehicle charging capability of an electric vehicle and can also serve as a branding tool (via design, shape, or marking) for wireless electric vehicle charging capability providers or electric vehicle manufacturers.

[0125] Figure 13 A side view of a cover 155 according to an embodiment is shown, which is located on the electric vehicle hood 125 and above the power receiving coil 100 located directly below the hood 125. Figure 13 In the example embodiment shown, the power receiving coil 100 is located below the cover 125 in the suitcase 160. It should be understood that... Figure 13 In the illustrated embodiment, the shroud 155 can be implemented as a very low-profile shroud that is thin enough to allow energy to be transferred between the power transmitting coil (such as the previously discussed power transmitting coil 117) and the power receiving coil 100.

[0126] Figure 14 A side view of a cover 155 according to an embodiment is shown, located at the center of an electric vehicle hood 125 and above and around a power receiving coil 100, although the power receiving coil 100 is integrated within or with the hood 125. Note that in embodiments where the power receiving coil 100 is integrated with the hood, the cover 155 may not be necessary. That is, in some embodiments, the cover may be manufactured with the power receiving coil 100, and the power receiving coil 10 is configured within the hood 125 itself; in this case, the cover 155 may not be necessary.

[0127] Figure 15 A schematic diagram of an example cover 155 according to an embodiment is shown, which can be located on the hood 125 of an electric vehicle. It should be understood that... Figure 15 The specific design of the cover 155 shown is presented for illustrative and exemplary purposes only and should not be considered as a limiting feature of the embodiment.

[0128] Figure 16 An illustrated view shows another design of the cover 155 according to an embodiment. Again, Figure 16 The specific design of the cover 155 shown is presented for illustrative purposes only. Figure 16 The cover 155 shown may not be as low as the cover 155 shown in other figures, but it is sufficient to surround the power receiving coil 100 and be held in the proper position on or below the electric vehicle hood 125.

[0129] Figure 17 A flowchart illustrating the logical operational steps of a method 200 for charging an electric vehicle using an electric vehicle charging system 101 according to an embodiment is shown. As shown in box 202, the process can begin. Next, as described in box 204, steps or operations can be performed to identify the electric vehicle and determine whether the electric vehicle is authorized to be charged by the charging system (e.g., a charging system such as the various gantry structures or gantry charging systems previously described herein). In other words, is the electric vehicle part of the charging system?

[0130] If it is determined that the electric vehicle belongs to (or is authorized to use) the charging system, then, as shown in decision box 206, steps or operations can be implemented to determine whether the electric vehicle needs charging. For example, data wirelessly transmitted from the vehicle to the gantry charging system may include data indicating whether the electric vehicle's battery is below a battery power level threshold. If not, this means the battery does not need charging, and the process can simply terminate, as shown in box 218. However, if the battery power level is below the aforementioned threshold, gantry-assisted charging operation can begin, as described in box 208.

[0131] Notice, Figure 17 At least some or all of the steps / operations shown can be facilitated or implemented, in part or in whole, via wireless communication. For example, radio frequency (RF) wireless communication can be used to detect tags (e.g., hash tags, barcodes, QR codes, etc.) located at one or more locations on the vehicle (e.g., windshield, hood, roof, etc. on an electric vehicle) to identify the electric vehicle and determine whether the electric vehicle is authorized to be charged, as shown in box 204.

[0132] Once it is determined that the electric vehicle does indeed require charging, one or more sensors 92 and 94 (such as cameras and / or other sensors, such as RF wireless sensors for identifying hash tags, barcodes, QR codes, etc.) can be used to identify a target associated with the power receiving coil of the electric vehicle, as shown in box 208. Thereafter, as described in box 210, a test can be performed to determine if the target has been found. If so, the steps or operations described in box 212 can be implemented to move the power transmitting coil to the power receiving coil using the gantry system / gantry structure of the electric vehicle charging system 101 discussed herein. Sensors provided to the gantry system and its positioning system can be used to ensure precise alignment and engagement between the power transmitting coil 117 and the power receiving coil 100.

[0133] Once the power transmitting coil is correctly positioned relative to the power receiving coil, the wireless charging operation (i.e., charging of the battery pack / battery associated with the electric vehicle) can begin, as shown in box 214. Next, as described in box 216, when the charging operation is complete, the power transmitting coil can be retracted upwards and moved away from the power receiving coil. Then, as shown in box 218, the process can end.

[0134] Figure 18 A flowchart illustrating the logical operational steps of a method 230 for training an electric vehicle charging system according to an embodiment is shown. As shown in box 231, the process can begin. Next, as described in box 232, steps or operations can be implemented to begin training the disclosed charging system to deploy a power transmitting coil at an appropriate location relative to a power receiving coil. Next, as shown in box 234, steps or operations can be implemented whereby machine learning is used to train the disclosed charging system to guide the power transmitting coil to a position centered on and close to the power receiving coil for charging the electric vehicle. This is the optimal or appropriate location for placing the power receiving coil relative to the electric vehicle to charge it. As shown next in box 236, steps or operations can be implemented to calibrate and record the optimal location for charging the electric vehicle with the power transmitting and power receiving coils.

[0135] Subsequently, as shown in box 238, steps or operations can be implemented whereby charging location data (e.g., the optimal, best, or proper position of the power transmitting coil relative to the power receiving coil) and other collected data can be stored in a remote database (server) for use by other charging systems. Note that the other collected data may include, for example, data obtained from the battery management system 129.

[0136] The electric vehicle charging system 101 includes a gantry 119 (gantry-type elevated XYZ maneuverable system 119), which can be trained using machine learning techniques by utilizing a combination of sensor data, control algorithms, and training data to improve its performance and capabilities. A general approach to training the gantry 119 using machine learning can involve multiple steps and operations.

[0137] For example, operations can be performed to identify a problem, which may involve determining a specific task or objective that the gantry 119 needs to perform. This could include tasks such as, for example, moving and precisely positioning the power transmission coil 117, and retraction operations.

[0138] Other operations may involve collecting training data. This operation may involve gathering a dataset that may include examples of the inputs and expected outputs of the gantry 119. This dataset can be obtained by manually labeling data or using a simulation environment. For example, if the gantry 119 is intended to move to different locations around the electric vehicle 112, it can capture image or sensor data of various objects and their corresponding target locations.

[0139] Another machine learning operation may involve data preprocessing and augmentation. For example, training data can be prepared as needed through preprocessing and augmentation. This might involve resizing images, standardizing data, or adding synthetic variables to increase the diversity of the dataset. Data augmentation techniques such as rotation, scaling, and translation can be used to create additional training examples.

[0140] Additional machine learning operations may include selecting a machine learning method. That is, an appropriate machine learning method can be selected based on the nature of the problem and the available data. Techniques used to train Lungmen 119 may include, for example, supervised learning, reinforcement learning, or deep learning.

[0141] In supervised learning, labeled training data can be used to train a model to learn the mapping between input data (sensor readings, images, etc.) and desired outputs (target position, control commands, etc.). Reinforcement learning, on the other hand, allows the gantry crane to interact with its environment and receive feedback (rewards or penalties) based on its actions. Reinforcement learning algorithms optimize policies through trial and error to maximize rewards.

[0142] Deep learning involves using neural networks (such as convolutional neural networks (CNNs) or recurrent neural networks (RNNs)) to process sensor data and learn complex patterns and representations. Deep learning models excel at tasks such as object detection, image recognition, or sequence prediction.

[0143] Additional machine learning operations can involve designing the model architecture. That is, building a model architecture suitable for the chosen machine learning method. This may involve defining the model's layers, connections, and parameters. For example, in a convolutional neural network, layers can be designed to perform feature extraction and classification.

[0144] Another machine learning operation can involve a training paradigm. Training data can be fed into a model, and an optimization algorithm (such as gradient descent) is used to iteratively update the model's parameters. During training, the model can adjust its internal weights to minimize the difference between the predicted output and the ground truth label. The training process may involve multiple epochs (traversing the training data) to converge to a good solution.

[0145] Additional machine learning operations include validation and evaluation. That is, a separate validation dataset can be used to evaluate the performance of the trained model. This helps ensure that the model generalizes well to unseen data. Depending on the specific task and objective, various metrics such as accuracy, precision, or mean squared error can be evaluated.

[0146] Fine-tuning and iteration are also possible. That is, based on the evaluation results, the model can be improved and hyperparameters tuned, or additional training data can be collected if necessary. The model can be iteratively improved until it reaches the desired performance.

[0147] Finally, machine learning may involve development and testing. Once the model is trained and validated, it can be integrated into the Lungmen 119's control pipeline or software stack. The Lungmen 119 can be tested in real-world scenarios or simulated environments to evaluate its performance, reliability, and safety.

[0148] All structural and functional equivalents of the elements described in this disclosure that are known or will be known thereafter by those skilled in the art are expressly incorporated herein by reference and are intended to be included in the claims. Furthermore, nothing disclosed herein is intended to be made public, whether or not such disclosure is expressly stated in the claims. The terms “module,” “mechanism,” “element,” “device,” etc., cannot replace the term “tool.” Therefore, no claimed element is to be interpreted as a tool plus a function unless the element is explicitly stated using the phrase “means for.”

[0149] Furthermore, the functions described herein, including operations, steps, blocks, features, elements, and instructions, can be implemented entirely and non-abstractly as physical hardware, entirely as physical non-abstract software (including firmware, resident software, microcode, etc.), or a combination of non-abstract software and hardware. These implementations are generally referred to herein as “circuit,” “module,” “engine,” “component,” “block,” “database,” “agent,” or “system.” Additionally, aspects of the embodiments can take the form of a computer program product contained in one or more non-volatile computer-readable media containing computer-readable and / or executable program code.

[0150] Although not strictly necessary, the disclosed embodiments can be described within the general context of computer-executable instructions (such as program modules) that are executed by a single computer. In most cases, a “module” (also called an “engine”) can constitute a software application, but it can also be implemented as both software and hardware (i.e., a combination of software and hardware).

[0151] Typically, modules implemented as program modules may include, but are not limited to, routines, subroutines, software applications, programs, objects, components, data structures, etc., which can perform specific tasks or implement specific data types and instructions. Furthermore, those skilled in the art will understand that the disclosed methods and systems can be implemented using other computer system configurations, such as handheld devices, multiprocessor systems, data networks, microprocessor-based or programmable consumer electronics, networked personal computers (PCs), minicomputers, mainframe computers, and servers.

[0152] Note that the term "module" as used in this article can refer to a collection of routines and data structures that perform a specific task or implement a specific data type. A module can consist of two parts: an interface, which lists the constants, data types, variables, and routines that other modules or routines can access; and an implementation, which is typically private (accessible only to the module itself) and contains the source code of the routines that actually implement the module. The term "module" can also simply refer to an application, such as a computer program designed to assist in performing a specific task, such as word processing, accounting, and inventory management.

[0153] In some example embodiments, the term "module" may also refer to a modular hardware component or a combination of hardware and software. It should be understood that the implementation and processing of the disclosed modules according to the methods described herein, whether primarily software-based and / or hardware-based or a combination thereof, can lead to improvements in processing speed and ultimately to improvements in the energy efficiency and power saving of the underlying technology.

[0154] It should be understood that appropriate circuitry may be used in alternative embodiments depending on the intended operating environment of the corresponding wireless power transmission system. This disclosure is not limited to any particular configuration of the tuning reactance elements used in conjunction with the inductive power transmission circuit, and parallel tuning, series tuning, and LCL tuning resonant circuits are provided herein only as examples. Furthermore, this disclosure is not limited to any particular receiver-side tool that generates current in the receiver inductor, and voltage transformers, current transformers, and reversible rectifier techniques are discussed herein only as examples.

[0155] As described herein, wirelessly transmitting power from one power transmitting coil to another can refer to the transmission of any form of energy, related to an electric field, magnetic field, electromagnetic field, or otherwise, from a transmitter to a receiver without the use of a physical electrical conductor (e.g., power transmission via free space). Power output to a wireless field (e.g., a magnetic field) can be received, captured, or coupled by a "receiving coil" to achieve power transmission. An example of such a receiving coil is, for instance, power receiving coil 100.

[0156] Electric vehicles, such as example electric vehicle 112, can be remote systems, examples of which may include electrical energy obtained from rechargeable energy storage devices (e.g., one or more rechargeable electrochemical cells or other types of batteries) as part of their mobility. For example, some electric vehicles may be hybrid electric vehicles, which include a conventional internal combustion engine for direct motion or to charge the vehicle's battery. Other electric vehicles may derive all their mobility from electrical power. Electric vehicles are not limited to motor vehicles and may include motorcycles, handcarts, and scooters, etc. By way of example and not limitation, remote systems can be implemented in the form of electric vehicles. In addition, other remote systems (e.g., electronic devices such as computing devices and drones) that are at least partially powered by rechargeable energy storage devices may also be considered.

[0157] The various operations of the methods, systems, and devices described above can be performed by any suitable tool capable of performing the operations, such as various hardware and / or software components, circuits, and / or modules. Typically, any operation shown in the figures can be performed by a corresponding functional tool capable of performing these operations.

[0158] Information and signals can be represented using any of a variety of different techniques and methods. For example, data, instructions, commands, information, signals, bits, symbols, and chips that may be mentioned throughout the above description can be represented by voltage, current, electromagnetic waves, magnetic fields or particles, light fields or particles, or any combination thereof.

[0159] The various illustrative logic blocks, modules, circuits, and algorithm steps described in conjunction with the embodiments disclosed herein can be implemented as electronic hardware, computer software, or a combination of both. To clearly illustrate this interchangeability between hardware and software, various illustrative components, blocks, modules, circuits, and steps have been generally described above in accordance with their functionality. Whether this functionality is implemented in hardware or software depends on the specific application and design constraints on the overall system. For each specific application, the described functionality may be implemented in different ways, but such implementation decisions should not be construed as causing a departure from the scope of the embodiments.

[0160] The various illustrative blocks, modules, and circuits described in conjunction with the embodiments disclosed herein can be implemented or performed using a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination designed to perform the functions described herein. The general-purpose processor may be a microprocessor, but alternatively, the processor may be any processor, controller, microcontroller, or state machine. The processor may also be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, multiple microprocessors, one or more microprocessors combined with a DSP core, or any other such configuration.

[0161] The blocks or steps and functions of the methods or algorithms described in conjunction with the embodiments disclosed herein may be directly embodied in hardware, software modules executed by a processor, or a combination of both. If implemented in software, these functions may be stored or delivered as one or more instructions or code on a tangible, non-transitory computer-readable medium. The software modules may reside in random access memory (RAM), flash memory, read-only memory (ROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), registers, hard disks, removable disks, CD-ROMs, or any other form of storage medium known in the art.

[0162] The storage medium is connected to the processor, enabling the processor to read information from and write information to the storage medium. Alternatively, the storage medium can be integrated into the processor. The disks and optical discs used herein include compact discs (CDs), laser discs, optical discs, digital versatile discs (DVDs), floppy disks, and Blu-ray discs, where disks typically reproduce data magnetically, while optical discs reproduce data optically using lasers. Combinations of the above should also be included within the scope of computer-readable media. The processor and storage medium may reside in an ASIC. The ASIC may reside in the user terminal. Alternatively, the processor and storage medium may reside as discrete components in the user terminal.

[0163] For the purpose of summarizing this disclosure, certain aspects, advantages, and novel features of the invention have been described herein. It should be understood that not all of these advantages may be achieved according to any particular embodiment of the invention. Therefore, the invention may be practiced or implemented in a manner that realizes or optimizes one or more advantages taught herein, without necessarily realizing the other advantages taught or suggested herein.

[0164] No reference or designation in this document or in any part of this application shall be construed as an admission that such reference is available as prior art. The disclosure of each publication, patent, and / or other reference herein is incorporated herein by reference in its entirety and shall be considered as forming part of this application. These references are provided to disclose the techniques that may be required to practice the invention, to provide a written description in the language of the claims, to enable the applicant to clearly understand ownership of the invention in relation to various sets, combinations, permutations, and sub-combinations (within or across multiple references) of the respective disclosures or portions thereof, in conjunction with the various combinations, permutations, and sub-combinations of the disclosures provided herein, to demonstrate the technically non-abstract nature of the claimed invention, and for any other purpose.

[0165] Based on the foregoing, it is understood that this document discloses several different embodiments. For example, in one embodiment, the wireless charging system primarily includes: a gantry structure fixed to an elevated structure for manipulating a power transmitting coil in both horizontal and vertical directions, wherein the power transmitting coil is fixed to a charging cable suspended from the gantry structure; and a positioning system further including: a controller and at least one sensor, the positioning system being configured to ensure precise alignment and engagement between the power transmitting coil and the power receiving coil. The positioning system allows the movement of the power transmitting coil to be automatically controlled by the controller using input from at least one sensor to position the power transmitting coil close to the power receiving coil on the charging surface, the power receiving coil being coupled to the surface of the electric vehicle.

[0166] In an embodiment, the charging cable may include one or more of a charging rod and a charging cable.

[0167] In one embodiment, the power transmitting coil may be located at one end of the charging cable opposite the gantry structure to align with the power receiving coil when the charging rod is manipulated toward the electric vehicle.

[0168] In one embodiment, the power receiving coil can be integrated into the hood of the electric vehicle, allowing it to be directly aligned with the power transmitting coil during the charging process. The power receiving coil can be electrically connected to at least one of the batteries or battery management systems in the electric vehicle via a charging circuit to ensure a continuous and efficient flow of energy to the battery.

[0169] In one embodiment, the power receiving coil may be located directly beneath the hood of the electric vehicle, allowing close proximity to and efficient energy transfer from the power transmitting coil. The power receiving coil is electrically connected to one or more batteries or battery management systems in the electric vehicle via a charging circuit, thereby ensuring a continuous and efficient flow of energy to the batteries.

[0170] In one embodiment, the controller may be further configured to manage wireless charging of the battery using the energy generated between the power transmitting coil and the power receiving coil.

[0171] The embodiment may further include: a communication module for facilitating data exchange between the wireless charging system and the electric vehicle.

[0172] In this embodiment, the height of the charging cable is adjustable to accommodate different electric vehicle models and sizes.

[0173] In one embodiment, the wireless charging system may include: a gantry structure for automatically manipulating power transmitting coils in both horizontal and vertical directions on multiple electric vehicles parked side-by-side below the gantry structure, wherein the power transmitting coils are fixed to charging cables suspended from the gantry structure; and a positioning system further comprising: a controller and at least one sensor, the positioning system being configured to: ensure that the power transmitting coils are precisely aligned and engaged one at a time with power receiving coils fixed to the surfaces of the multiple electric vehicles; and wherein the positioning system causes the movement of the power transmitting coils on the multiple electric vehicles to be automatically controlled by the controller using input from at least one sensor to position the power transmitting coils close to the power receiving coils during charging.

[0174] In one embodiment, the gantry structure can be manipulated along a track to traverse multiple electric vehicles parked side by side, thereby positioning the power transmitting coil close to the power receiving coil during charging.

[0175] In an embodiment, the charging cable may include, for example, one or more of a charging stick or a charging cable.

[0176] In one embodiment, the power transmitting coil may be located at one end of the charging cable opposite the gantry structure to align with the power receiving coil when the charging rod is manipulated toward the electric vehicle.

[0177] In one embodiment, the power receiving coil can be fixed to or integrated into the hood of the electric vehicle, allowing direct alignment with the power transmitting coil during the charging process. The power receiving coil can be electrically connected to at least one of the batteries or battery management systems in the electric vehicle via the charging circuit, thereby ensuring a continuous and efficient flow of energy to the battery.

[0178] In one embodiment, the controller may be further configured to manage wireless charging of the battery using the energy generated between the power transmitting coil and the power receiving coil.

[0179] The embodiments may further include: a communication module for facilitating data exchange between the wireless charging system and at least one of a plurality of electric vehicles or a remote server.

[0180] In this embodiment, the height of the charging cable can be adjusted to accommodate different electric vehicle models and sizes.

[0181] In an embodiment, the wireless charging system may include: a gantry structure fixed to an elevated structure, the elevated structure including: a track for manipulating a power transmitting coil in a horizontal and vertical direction on at least one electric vehicle, wherein the power transmitting coil is fixed to a charging line, the charging line further including: at least one of a charging rod or a charging cable suspended on the gantry structure; and a positioning system further including: a controller and at least one sensor, the positioning system being configured to: ensure precise alignment and engagement between the power transmitting coil and the power receiving coil; wherein the positioning system causes the movement of the power transmitting coil to be automatically controlled by the controller using input from at least one sensor to position the power transmitting coil close to the power receiving coil on the charging surface, the power receiving coil being coupled to the surface of the electric vehicle.

[0182] In an embodiment, the gantry structure can be configured to automatically manipulate power transmitting coils along a track in both horizontal and vertical directions on multiple electric vehicles parked side by side below the gantry structure, and the positioning system can be further configured to ensure that the power transmitting coils are precisely aligned and engaged one at a time with power receiving coils fixed to the surfaces of the multiple electric vehicles.

[0183] In one embodiment, the power transmitting coil may be located at one end of the charging cable opposite the gantry structure to align with the power receiving coil when the charging rod is manipulated toward the electric vehicle.

[0184] In one embodiment, the controller may be further configured to manage wireless charging for at least one electric vehicle.

[0185] The embodiments may further include: a communication module for facilitating data exchange between the wireless charging system and at least one electric vehicle or a remote server.

[0186] In an embodiment, the method of operating the wireless charging system may involve: manipulating a power transmitting coil in a horizontal and / or vertical direction, wherein the power transmitting coil is fixed to a charging cable suspended from a gantry structure for manipulating the power transmitting coil in a horizontal and / or vertical direction; using a positioning system including a controller and at least one sensor to ensure precise alignment and engagement between the power transmitting coil and the power receiving coil, wherein the positioning system is configured to: ensure precise alignment and engagement between the power transmitting coil and the power receiving coil; and automatically controlling the movement of the power transmitting coil via the positioning system using input from at least one sensor to bring the power transmitting coil close to the power receiving coil in charging, the power receiving coil being coupled to the surface of the electric vehicle.

[0187] It should be understood that the above-disclosed variations and other features and functions, or alternatives thereof, can be incorporated into many other different systems or applications as needed. It should also be understood that various alternatives, modifications, variations, or improvements that a person skilled in the art may subsequently make are also included in the claims.

Claims

1. A wireless charging system, comprising: A gantry structure, fixed on an elevated structure, is used to manipulate a power transmitting coil in both horizontal and vertical directions, wherein the power transmitting coil is fixed to a charging cable suspended from the gantry structure; The positioning system further includes: a controller and at least one sensor, the positioning system being configured to: ensure precise alignment and engagement between the power transmitting coil and the power receiving coil; The positioning system enables the movement of the power transmitting coil to be automatically controlled by the controller using input from the at least one sensor, so as to position the power transmitting coil close to the power receiving coil on the charging surface, the power receiving coil being coupled to the surface of the electric vehicle.

2. The wireless charging system according to claim 1, wherein, The charging cable includes at least one of the following: a charging rod or a charging cable.

3. The wireless charging system according to claim 1, wherein, The power transmitting coil is located at one end of the charging line opposite the gantry structure, so as to be aligned with the power receiving coil when the charging rod is manipulated toward the electric vehicle.

4. The wireless charging system according to claim 1, wherein, The power receiving coil is integrated within the hood of the electric vehicle, enabling direct alignment with the power transmitting coil during the charging process. The power receiving coil is electrically connected via a charging circuit to at least one of the batteries or battery management systems in the electric vehicle, thereby ensuring a continuous and efficient flow of energy to the battery.

5. The wireless charging system according to claim 1, wherein, The power receiving coil is located directly below the hood of the electric vehicle, allowing close proximity to and efficient energy transfer from the power transmitting coil. The power receiving coil is electrically connected to at least one of the batteries or battery management systems in the electric vehicle via a charging circuit, thereby ensuring a continuous and efficient flow of energy to the battery.

6. The wireless charging system according to claim 5, wherein, The controller is further configured to manage the wireless charging of the battery using the energy generated between the power transmitting coil and the power receiving coil.

7. The wireless charging system according to claim 1, further comprising: A communication module is provided to facilitate data exchange between the wireless charging system and the electric vehicle.

8. The wireless charging system according to claim 1, wherein, The height of the charging cable is adjustable to accommodate different electric vehicle models and sizes.

9. A wireless charging system, comprising: A gantry structure for automatically manipulating power transmitting coils in a horizontal and vertical direction on multiple electric vehicles parked side by side below the gantry structure, wherein the power transmitting coils are fixed to a charging cable suspended from the gantry structure; The positioning system further includes: a controller and at least one sensor, the positioning system being configured to: ensure that the power transmitting coil is precisely aligned and engaged with power receiving coils fixed to the surfaces of the plurality of electric vehicles one at a time; The positioning system enables the movement of the power transmitting coil on the plurality of electric vehicles to be automatically controlled by the controller using input from the at least one sensor, so as to position the power transmitting coil close to the power receiving coil during charging.

10. The charging system according to claim 9, wherein, The gantry structure can be manipulated along the track to traverse the multiple electric vehicles parked side by side, thereby positioning the power transmitting coil close to the power receiving coil during charging.

11. The wireless charging system according to claim 9, wherein, The charging cable includes at least one of the following: a charging rod or a charging cable.

12. The wireless charging system according to claim 9, wherein, The power transmitting coil is located at one end of the charging line opposite the gantry structure, so as to be aligned with the power receiving coil when the charging rod is manipulated toward the electric vehicle.

13. The wireless charging system according to claim 9, wherein, The power receiving coil is fixed to or integrated into the hood of the electric vehicle, enabling direct alignment with the power transmitting coil during the charging process. The power receiving coil is electrically connected to at least one of the batteries or battery management systems in the electric vehicle via a charging circuit, thereby ensuring a continuous and efficient flow of energy to the battery.

14. The wireless charging system according to claim 12, wherein, The controller is further configured to manage the wireless charging of the battery using the energy generated between the power transmitting coil and the power receiving coil.

15. The wireless charging system according to claim 9, further comprising: A communication module is provided to facilitate data exchange between the wireless charging system and at least one of the plurality of electric vehicles or a remote server.

16. The wireless charging system according to claim 9, wherein, The height of the charging cable is adjustable to accommodate different electric vehicle models and sizes.

17. A wireless charging system, comprising: A gantry structure fixed to an elevated structure, the elevated structure comprising: a track for manipulating a power transmitting coil in a horizontal and vertical direction on at least one electric vehicle, wherein the power transmitting coil is fixed to a charging line, the charging line further comprising: at least one of a charging rod or a charging cable suspended on the gantry structure; A positioning system, further comprising: a controller and at least one sensor, the positioning system being configured to: ensure precise alignment and engagement between the power transmitting coil and the power receiving coil; The positioning system enables the movement of the power transmitting coil to be automatically controlled by the controller using input from the at least one sensor, so as to position the power transmitting coil close to the power receiving coil on the charging surface, the power receiving coil being coupled to the surface of the electric vehicle.

18. The wireless charging system according to claim 17, wherein, The gantry structure is configured to automatically manipulate the power transmitting coil along a track in both horizontal and vertical directions on a plurality of electric vehicles parked side by side below the gantry structure, and wherein the positioning system is further configured to ensure that the power transmitting coil is precisely aligned and engaged one at a time with power receiving coils fixed to the surfaces of the plurality of electric vehicles.

19. The wireless charging system according to claim 17, wherein, The power transmitting coil is located at one end of the charging cable opposite the gantry structure, so as to be aligned with the power receiving coil when the charging rod is manipulated toward the electric vehicle.

20. The wireless charging system according to claim 5, further comprising: A communication module is provided for facilitating data exchange between the wireless charging system and the at least one electric vehicle or a remote server, wherein the controller is further configured to manage the wireless charging of the at least one electric vehicle.

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