Control method of vehicle-mounted wireless charging device and vehicle-mounted wireless charging device

Abstract

The invention discloses a control method of a vehicle-mounted wireless charging device and the vehicle-mounted wireless charging device, and relates to the technical field of vehicle-mounted charging, the vehicle-mounted wireless charging device comprises a locking mechanism, and the control method comprises the following steps: obtaining vehicle information and road condition information; according to the vehicle information and the road condition information, judging a total risk level; and when the total risk level is judged to be a low risk, the locking mechanism is controlled to release the charging equipment, when the total risk level is judged to be a medium risk, the locking mechanism is controlled to partially lock the charging equipment, and when the total risk level is judged to be a high risk, the locking mechanism is controlled to lock the charging equipment. According to the control method of the vehicle-mounted wireless charging device, the use requirements that the charging device is convenient to take and place in the vehicle stopping state and stable and safe in the driving process can be considered, protection response can be made in advance according to the front road condition information, and the use safety and convenience of the vehicle-mounted wireless charging device are improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle charging technology, and more particularly to a control method for a vehicle wireless charging device and a vehicle wireless charging device. Background Technology

[0002] With the increasing prevalence of wireless charging for mobile phones in vehicles, safety concerns are becoming increasingly prominent. Existing technologies mainly fall into two categories: one is a charging platform without a fixed mechanism. In the event of emergency braking or severe bumps, the phone can easily fly out due to inertia, posing a safety hazard. The other is a manually fixed bracket. This requires the user to manually operate the locking mechanism, sacrificing ease of use and failing to achieve the "put it down and use, pick it up and go" functionality. Furthermore, this fixed state is static and cannot dynamically respond to changes in the vehicle's driving conditions, thus failing to simultaneously address both "driving safety" and "ease of use," leaving room for improvement. Summary of the Invention

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a control method for an in-vehicle wireless charging device that can balance the convenience of placing and removing the charging device when the vehicle is stationary with the stability and safety during driving. Furthermore, it can take protective actions in advance based on road condition information, thereby improving the safety and convenience of using the in-vehicle wireless charging device.

[0004] According to the control method of the vehicle-mounted wireless charging device of the present invention, the vehicle-mounted wireless charging device includes a locking mechanism for fixing the charging device, and the control method includes: acquiring vehicle information and road condition information; determining the overall risk level based on the vehicle information and the road condition information; when the overall risk level is determined to be low risk, controlling the locking mechanism to release the charging device; when the overall risk level is determined to be medium risk, controlling the locking mechanism to partially lock the charging device; and when the overall risk level is determined to be high risk, controlling the locking mechanism to lock the charging device.

[0005] According to the control method of the in-vehicle wireless charging device of the present invention, the overall risk level is determined by the actual acquired vehicle information and road condition information, so as to control the locking mechanism to adjust the fixed state of the charging device between locking and releasing. In this way, the number of steps for the user to operate the locking mechanism is reduced, realizing the convenience of use. In the event of emergency braking or severe bumps of the vehicle, the locking mechanism can be automatically controlled to lock the charging device. Furthermore, the road condition information can be used to provide advance protection response, so as to effectively ensure the safety of the charging device and driving safety. At the same time, the control method can dynamically respond to changes in the vehicle's driving state, thereby taking into account both "driving safety" and "ease of use".

[0006] According to the control method of the in-vehicle wireless charging device of the present invention, the vehicle information includes the vehicle's longitudinal acceleration, vertical acceleration, and vehicle operating status, and the overall risk level determination includes: The risk value for judging the intensity of vehicle movement based on the longitudinal acceleration, the risk value for judging the road surface bumpiness based on the vertical acceleration, and the risk value for judging the real-time threat based on the vehicle's operating status are all determined based on the longitudinal acceleration. Determine the risk value of road predictability based on the road condition information; The overall risk level is determined by combining the risk values ​​of the intensity of vehicle movement, the road surface bumpiness, the real-time threat, and the road predictability.

[0007] According to the control method of the in-vehicle wireless charging device of the present invention, the joint determination of the overall risk level includes: The total risk value is obtained by combining the risk value of the vehicle movement intensity, the risk value of the road surface bumpiness, the risk value of the real-time threat, and the risk value of the road predictability with the formula for calculating the total risk value. Based on the total risk value, the overall risk level is determined; Wherein, the total risk value is set as And the calculation formula is The risk value of the intensity of the vehicle's movement The road surface bumpiness The risk value of the road's predictability The risk value of the real-time threat is , =0.1, =0.5.

[0008] According to the control method of the in-vehicle wireless charging device of the present invention, the longitudinal acceleration is a, and the risk value for determining the intensity of vehicle movement based on the longitudinal acceleration includes: When |a| < 0.3G, the intensity of the vehicle's motion is low-risk and It is the lowest score; When 0.3G ≤ |a| < 0.5G, the intensity of the vehicle's motion is considered medium risk. The first score; When 0.5G ≤ |a| < 0.7G, the intensity of the vehicle's motion is high-risk and It is the highest score; When |a|≥0.7G, the intensity of the vehicle's motion is at its highest risk and It is the highest score.

[0009] According to the control method of the in-vehicle wireless charging device of the present invention, the continuous vibration frequency of the road surface bumpiness is f, and the step of determining the risk value of the road surface bumpiness based on the continuous vibration frequency includes: When 1Hz ≤ f < 4Hz, the road surface bumpiness is of low risk and It was the second lowest score; When 4Hz ≤ f < 25Hz, the road surface bumpiness is of medium risk and This is the second score; When f≥25Hz, the road surface bumpiness is of high risk and It is the second highest score; Alternatively, if the peak value of the longitudinal acceleration is b, the risk value for determining the road surface roughness based on the longitudinal acceleration includes: When b < 0.5G, the road surface bumpiness is low risk and It is the third lowest score; When 0.5G ≤ b < 1.0G, the road surface bumpiness is of medium risk and It is the third score; When 1.0G ≤ b < 1.5G, the road surface bumpiness is considered high-risk and It is the third highest score; When b ≥ 1.5G, the road surface bumpiness represents the highest risk. It is the third highest score.

[0010] According to the control method of the vehicle-mounted wireless charging device of the present invention, the road predictability includes road type and risk arrival time, wherein the risk arrival time is TTC, and the step of determining the risk value of the road predictability based on the road condition information includes: If the road is in good condition or TTC > 10 seconds, the road foresight is determined to be low risk and It is the fourth lowest score; If the road has speed bumps, sharp bends, or a TTC of 5 < TTC ≤ 10, the road's predictability is classified as medium risk. It is the fourth score; On unpaved roads, near speed bumps, sharp bends, or where TTC ≤ 5, the road predictability is determined to be high-risk. It is the fourth highest score.

[0011] According to the control method of the in-vehicle wireless charging device of the present invention, the step of determining the risk value of real-time threats based on the vehicle operating status includes: Upon receiving a warning message about "emergency braking" ahead and a notification that the ABS / ESP system has been triggered, the real-time threat is determined to be of the highest risk. It is the fifth highest score.

[0012] According to the control method of the in-vehicle wireless charging device of the present invention, the step of determining the total risk level based on the total risk value includes: In 0≤ When the value is less than 30, the overall risk level is determined to be low. In 30≤ When the risk level is less than 70, the overall risk level is determined to be medium risk. In 70≤ When the value is less than 90, the overall risk level is determined to be high. exist ≥90 or When the value is 100, the overall risk level is determined to be the highest risk.

[0013] The control method for the in-vehicle wireless charging device according to the present invention further includes: When the overall risk level is determined to be the highest, the locking mechanism is fully engaged to lock the charging equipment, and the manual release signal is ignored.

[0014] The present invention also proposes an in-vehicle wireless charging device.

[0015] According to the in-vehicle wireless charging device of the present invention, the in-vehicle wireless charging device is applicable to the control method of the in-vehicle wireless charging device described in any of the above claims.

[0016] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0017] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 The logic of the control method for the in-vehicle wireless charging device according to the present invention Figure 1 ; Figure 2 The logic of the control method for the in-vehicle wireless charging device according to the present invention Figure 2 ; Figure 3 The logic of the control method for the in-vehicle wireless charging device according to the present invention Figure 3 ; Figure 4 The logic of the control method for the in-vehicle wireless charging device according to the present invention Figure 4 ; Figure 5 The logic of the control method for the in-vehicle wireless charging device according to the present invention Figure 5 ; Figure 6 The logic of the control method for the in-vehicle wireless charging device according to the present invention Figure 6 ; Figure 7 The logic of the control method for the in-vehicle wireless charging device according to the present invention Figure 7 ; Figure 8 The logic of the control method for the in-vehicle wireless charging device according to the present invention Figure 8 ; Figure 9 The logic of the control method for the in-vehicle wireless charging device according to the present invention Figure 9 ; Figure 10 The logic of the control method for the in-vehicle wireless charging device according to the present invention Figure 10 . Detailed Implementation

[0018] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0019] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more. In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0020] With the increasing popularity of in-vehicle wireless charging for mobile phones, safety issues have become increasingly prominent. Existing technologies mainly fall into two categories: one is a charging platform without a fixed mechanism. In the event of emergency braking or severe bumps, the phone can easily fly out due to inertia, posing a safety hazard. The other is a manually fixed bracket. This requires the user to manually operate the locking mechanism, sacrificing ease of use and failing to achieve "put it down and use it, pick it up and leave." Furthermore, this fixed state is static and cannot dynamically respond to changes in the vehicle's driving status, thus failing to simultaneously ensure both "driving safety" and "ease of use." Based on this, this application proposes a control method for an in-vehicle wireless charging device. This control method can balance the needs of convenient placement and removal of the charging device when the vehicle is stationary and stable safety during driving. It can also proactively respond to road condition information ahead, improving the safety and convenience of using the in-vehicle wireless charging device.

[0021] like Figure 1 As shown, according to the control method of the in-vehicle wireless charging device of the present invention, the in-vehicle wireless charging device includes a locking mechanism for fixing the charging device, and the control method includes: S10: Obtain vehicle information and road condition information. Vehicle information reflects the real-time operating status of the vehicle. Obtaining vehicle information can help users understand the vehicle's operating status. Vehicle information can include the vehicle's driving speed, operating mode, etc. Road condition information reflects the current road conditions. Obtaining road condition information can help users understand the actual road conditions so as to make accurate judgments about the vehicle's driving.

[0022] S20: Based on vehicle information and road condition information, determine the overall risk level. By comprehensively judging the current overall risk level of the vehicle through the actual obtained vehicle information and road condition information, the overall risk level of the vehicle can be judged more accurately, thereby improving the safety of vehicle driving.

[0023] S30: When the overall risk level is determined to be low, the locking mechanism is kept in the released state. When the overall risk level is determined to be medium, the locking mechanism is partially locked. When the overall risk level is determined to be high, the locking mechanism is locked completely. In other words, based on the overall risk level determined in the previous step, the locking mechanism can be controlled to adjust the fixing state of the charging equipment, so that the fixing state of the locking mechanism on the charging equipment is more in line with the current vehicle operating state.

[0024] Specifically, the in-vehicle wireless charging device is used to wirelessly charge devices such as mobile phones and tablets. The device includes a locking mechanism for securing the device. It has a charging base; when a device's battery is low, it can be placed on the base to charge, improving user convenience. During charging, the locking mechanism can selectively secure the device, maintaining stable contact between the device and the wireless charger, thus enhancing charging stability and safety. Furthermore, the locking mechanism can selectively lock the device; when the vehicle is moving stably, it can be released, allowing users to easily access the device and improving the user experience.

[0025] Meanwhile, the locking mechanism can selectively lock the charging equipment according to actual driving conditions. Users can control this by means of... Figure 1 The control method shown first acquires vehicle information and road condition information, then determines the overall risk level based on the vehicle information and road condition information, and finally controls the locking mechanism to adjust the fixed state of the charging equipment according to the determined overall risk level. In this way, the locking mechanism can accurately control the fixed state of the charging equipment according to the actual detected overall risk level of the vehicle.

[0026] The locking mechanism has locking and releasing states for the charging device. In actual use, when a user uses the in-vehicle wireless charging device to charge the charging device, and if the vehicle information and road condition information are both detected as safe, the overall risk level can be determined to be low risk. In this case, the locking mechanism is controlled to keep the charging device in the released state, so that the user can easily pick up and use the charging device. If either the vehicle information or the road condition information is detected as unsafe, the overall risk level can be determined to be high risk. In this case, the locking mechanism is controlled to lock the charging device, which can fix the charging device in place.

[0027] Specifically, when the overall risk level of the vehicle is determined to be low, meaning the vehicle is in a safe and stable driving state, the user can place the charging device on the charging dock to charge it when needed. When the overall risk level is determined to be medium, meaning the vehicle is in a driving state with some risk, the locking mechanism can be used to partially lock the charging device, preventing movement and improving the stability and effectiveness of the charging process. Conversely, when the overall risk level is determined to be high, meaning the vehicle faces a relatively high risk while driving, the locking mechanism can be used to completely lock the charging device, preventing movement and further improving the stability and effectiveness of the charging process.

[0028] In this way, the locking mechanism can be switched between locking and releasing states in a timely manner based on the actual detected information, and protective responses can be made in advance based on the road conditions ahead, thus improving the safety and convenience of using the vehicle wireless charging device.

[0029] In related technologies, charging platforms without a fixed mechanism in vehicles pose a safety hazard, as mobile phones can easily fly out due to inertia during emergency braking or severe bumps. Furthermore, some have manual fixing brackets that require manual operation of the locking mechanism, sacrificing ease of use and failing to achieve the "put down and use, pick up and go" functionality. This application, through the aforementioned design method, can construct a risk decision-making model that integrates real-time vehicle motion data and forward-looking road condition information. Based on this model, control commands are output to drive the locking mechanism to automatically switch the fixed state of the charging device, thereby achieving a dynamic balance between safety and convenience.

[0030] According to the control method of the vehicle-mounted wireless charging device of the present invention, the overall risk level is determined by the actual acquired vehicle information and road condition information, so as to control the locking mechanism to adjust the fixed state of the charging device between locking and releasing. In this way, the user's frequent manual operation of the locking mechanism is reduced, realizing the convenience of use. In the event of emergency braking or severe bumps of the vehicle, the locking mechanism can be automatically controlled to lock the charging device, and the road condition information can be used to provide protection response in advance, so as to effectively ensure the safety of the charging device and driving safety. At the same time, the control method can dynamically respond to changes in the vehicle's driving state, thereby taking into account both "driving safety" and "convenience of use".

[0031] like Figure 2 As shown, S201: Vehicle information includes the vehicle's longitudinal acceleration, vertical acceleration, and vehicle operating status. The overall risk level determination includes: S202: Risk values ​​for judging the intensity of vehicle motion based on longitudinal acceleration, risk values ​​for judging road surface bumpiness based on vertical acceleration, and risk values ​​for judging real-time threats based on vehicle operating status.

[0032] The vehicle's longitudinal acceleration can be detected by vehicle motion sensors and calculated from the detected data. These sensors detect vehicle speed, and the longitudinal acceleration, including acceleration and deceleration, can be obtained from changes in speed. As the vehicle speed gradually increases, acceleration is obtained; as it gradually decreases, deceleration is obtained. The magnitude of the longitudinal acceleration can be used to determine the risk level of the vehicle's movement. Vertical acceleration can be detected by a gyroscope, and changes in vertical acceleration can be used to determine the risk level of road surface roughness. Furthermore, the vehicle's operating status can be obtained through vehicle-to-everything (V2X) or the vehicle's CAN bus. Based on the different vehicle operating statuses obtained, the risk level of any potential threat can be determined.

[0033] S203: Determine the risk value of road predictability based on road condition information. Road condition information can be obtained through GPS and high-precision maps. Road condition information includes road smoothness, road unevenness, etc. By obtaining different road condition information, the risk value of road predictability can be determined.

[0034] S204: The overall risk level is determined by combining the risk values ​​of vehicle movement intensity, road surface bumpiness, real-time threat, and road predictability.

[0035] Thus, as Figure 2 The logic diagram shown uses longitudinal acceleration to determine the risk value of the intensity of vehicle movement, vertical acceleration to determine the risk value of road surface bumpiness, vehicle operating status to determine the risk value of real-time threats, and road condition information to determine the risk value of road predictability. Based on the fusion decision made by these four risk values, the overall risk level of the vehicle can be determined, which can more accurately reflect the current driving status of the vehicle and facilitate the control of the locking mechanism to adjust the fixed state of the charging equipment between locking and releasing.

[0036] Furthermore, by acquiring real-time longitudinal acceleration, vertical acceleration, vehicle running status motion information, and road condition information, and performing fusion judgment, the model outputs control commands to drive the locking mechanism to automatically switch the fixed state of the charging equipment, thereby achieving a dynamic balance between safety and convenience. Moreover, by acquiring the above data, the actual state of the vehicle can be obtained more comprehensively, which is conducive to improving the charging safety and ease of use of the charging equipment.

[0037] like Figure 3 As shown in S204: Jointly determining the overall risk level includes: S205: The total risk value is obtained by combining the risk value of vehicle movement intensity, the risk value of road surface bumpiness, the risk value of real-time threat, and the risk value of road predictability with the formula for calculating the total risk value. S206: Determine the overall risk level based on the total risk value.

[0038] In other words, the total risk value can be calculated by using the formula for calculating the total risk value, which includes the risk value of vehicle movement intensity, the risk value of road bumpiness, the risk value of real-time threat, and the risk value of road predictability. Based on the obtained total risk value, the current total risk level of the vehicle can be determined.

[0039] The total risk value is set as follows: And the calculation formula is The risk value of the intensity of vehicle movement Road surface bumpiness The risk value of road foresight The risk value of real-time threats is , =0.1, =0.5.

[0040] Specifically, Weighting of vehicle motion intensity 2 represents the weight of road surface bumpiness. Weighting of road foresight and 4 represents the weight of real-time threats, thus, calculated using the formula... The risk values ​​of vehicle movement intensity, road surface bumpiness, real-time threat, and road predictability can be combined and calculated to obtain the total risk value, and the total risk level can be determined based on the total risk value.

[0041] in, , 2. 3 and The sum of 4 is 1, and it can be set =0.1, =0.5, when set =0.5 allows real-time threats to be judged as the highest risk, and the setting is... The risk value has the highest weighting, and is set... This allows the intensity of vehicle movement to be used as a secondary risk assessment criterion, i.e., the set... 1 less than And, regarding vehicles, 2 and 3 represents other factors. 4 and 1 represents the intensity of the vehicle's operation. 2 and 3 compared to 4 and The risk of 1 is relatively low, so setting it up is recommended. 2 and Risk value 3 has the lowest weighting. Therefore, by setting these four different weighting values, the total risk value during vehicle operation can be accurately determined, better prioritizing safety. This allows for the calculation of the total risk value based on the actual detected risk values ​​for vehicle movement intensity, road surface roughness, real-time threats, and road predictability. Furthermore, the weighting of vehicle movement intensity... and the weight of real-time threats The setting value of 4 is relatively high, meaning that when the vehicle experiences intense movement or real-time threats, the vehicle faces a greater risk. This setting allows for timely and automatic control of the locking mechanism to secure the charging equipment and provides pre-emptive protective responses, effectively ensuring the safety of the charging equipment and driving safety. Furthermore, , 2. 3 and The value of 4 can be adjusted according to actual usage requirements.

[0042] like Figure 4 As shown, S2051: The longitudinal acceleration is a. The risk values ​​for judging the intensity of vehicle motion based on the longitudinal acceleration include: S20511: When |a| < 0.3G, the vehicle's motion intensity is low risk and The first low score, calculated based on the detected vehicle speed, is |a| < 0.3G. This indicates that the vehicle's speed is relatively uniform, and the intensity of its movement is considered low-risk. In other words, when |a| < 0.3G, the vehicle is considered to be in a safe operating state. Specifically, both the vehicle's acceleration 'a' and deceleration '-a' are less than 0.3G, indicating a very small longitudinal acceleration. This further suggests low-risk movement during acceleration and deceleration, meaning the changes in speed are small, indicating smooth driving. |a| can take values ​​of 0, 0.1G, 0.15G, 0.2G, etc., with 0 being the first low score. Here, G can represent the gravitational acceleration of 9.8 m / s². 2 0.3G is the upper limit for low-risk longitudinal acceleration. That is, when the detected real-time longitudinal acceleration |a| < 0.3G, the intensity of vehicle motion is judged to be low-risk.

[0043] S20512: When 0.3G≤|a|<0.5G, the intensity of vehicle motion is of medium risk and The first intermediate score, calculated based on the detected vehicle speed, is 0.3G ≤ |a| < 0.5G. This indicates a significant increase or decrease in vehicle speed, classifying the vehicle's movement intensity as medium risk. Specifically, when 0.3G ≤ |a| < 0.5G, both the vehicle's acceleration (a) and deceleration (-a) are between 0.3G and 0.5G. This indicates a relatively low longitudinal acceleration, suggesting a certain level of risk in the vehicle's movement intensity, indicating a moderate braking or acceleration. |a| can take values ​​such as 0.3G, 0.35G, 0.4G, and 0.45G. The first intermediate score can be set at 40 points, with 0.5G as the upper limit for medium risk in longitudinal acceleration. In other words, when the detected real-time longitudinal acceleration is 0.3G ≤ |a| < 0.5G, the vehicle's movement intensity is classified as medium risk.

[0044] S20513: When 0.5G ≤ |a| < 0.7G, the vehicle's motion intensity is high-risk and The highest score is calculated based on the detected vehicle speed: 0.5G ≤ |a| < 0.7G. This indicates a significant increase or decrease in vehicle speed, classifying the vehicle's movement as high-risk. Specifically, when 0.5G ≤ |a| < 0.7G, both the vehicle's acceleration (a) and deceleration (-a) are between 0.5G and 0.7G, indicating a relatively large longitudinal acceleration. This suggests a high risk of the vehicle's movement, indicating potential emergency braking or acceleration. |a| can take values ​​such as 0.5G, 0.55G, 0.6G, and 0.65G. The highest score can be set at 70 points, with 0.7G as the upper limit for high-risk longitudinal acceleration. In other words, when the detected real-time longitudinal acceleration is 0.5G ≤ |a| < 0.7G, the vehicle's movement is considered high-risk.

[0045] S20514: When |a|≥0.7G, the vehicle's motion intensity is at its highest risk and The highest possible score is defined as |a| ≥ 0.7G, calculated based on the detected vehicle speed. This indicates a significant increase or decrease in vehicle speed, signifying the highest risk level of vehicle movement. Specifically, when |a| ≥ 0.7G, both the vehicle's acceleration (a) and deceleration (-a) are greater than or equal to 0.7G, indicating a very high longitudinal acceleration and suggesting the highest risk of violent braking or acceleration. In this case, |a| can take values ​​such as 0.7G, 0.75G, and 0.8G, and the highest possible score for this vehicle can be set at 90 points.

[0046] Thus, when the detected longitudinal acceleration is set according to the aforementioned value range, when the vehicle is in low-risk or medium-risk conditions, the vehicle's total risk value is low, and the locking mechanism can be controlled to not lock the charging equipment. When the vehicle is traveling in either high-risk or highest-risk conditions, the vehicle's total risk value is high, and the locking mechanism can be controlled to reliably lock the charging equipment. Through these settings, the vehicle's judgment can be made more accurate, facilitating improvements in the safety of the charging equipment while the vehicle is in motion. Furthermore, the quantified risk model, by introducing explicit physical quantity thresholds (such as the G-value) and a weighted fusion algorithm, makes the decision-making process objective, precise, and adjustable, avoiding fuzzy judgments.

[0047] The values ​​of the first low score, the first medium score, the first high score, and the first highest score are set in ascending order to correspond to the risk levels from low to high, so as to facilitate the calculation of the total risk value based on the scores of different risk levels.

[0048] like Figure 5 As shown in S2052: The continuous vibration frequency of road surface roughness is f. The risk value for determining road surface roughness based on the continuous vibration frequency includes: The sustained vibration frequency of a vehicle can reflect its motion stability. A lower sustained vibration frequency indicates smoother vehicle operation, while a higher sustained vibration frequency indicates greater vehicle vibration. Furthermore, the sustained vibration frequency can be determined based on the road surface type and the vehicle's inherent stability.

[0049] S20521: When 1Hz ≤ f < 4Hz, the road surface bumpiness is of low risk and The second lowest score is determined based on the detected continuous vibration frequency satisfying 1Hz ≤ f < 4Hz. This indicates that the vehicle's vibration energy is relatively small, meaning the vehicle is running smoothly, and the road surface roughness is classified as low-risk. The risk value for road surface roughness at this point is the second lowest score. Here, f can take values ​​such as 1Hz, 2Hz, 3Hz, etc., and the second lowest score for the vehicle can be set to 0. The vibration frequency represents the number of vibrations within one cycle of vehicle operation, and the continuous vibration frequency is the average number of vibrations during vehicle operation. When 1Hz ≤ f < 4Hz is detected, the number of vehicle vibrations is between one and four, indicating a low number of vibrations and thus a low-risk road surface roughness.

[0050] S20522: When 4Hz≤f<25Hz, the road surface bumpiness is of medium risk and The second score is determined based on the detected continuous vibration frequency satisfying 4Hz ≤ f < 25Hz. This indicates the vehicle has some vibration energy, meaning it experiences slight vibrations during operation. The road surface roughness is thus classified as medium risk, and the risk value for this level of road roughness is the second score. Here, f can take values ​​such as 4Hz, 5Hz, 6Hz, 7Hz, 8Hz, 9Hz, 10Hz, 12Hz, 15Hz, 18Hz, 20Hz, and 22Hz. The second score for the vehicle can be set to 30 points. When 4Hz ≤ f < 25Hz is detected, the vehicle's vibration frequency is between 4 and 25 times, indicating a moderate number of vibrations. This means the road surface has some smoothness, but slight vibrations still occur, suggesting a rough asphalt road. Therefore, the road surface roughness is classified as medium risk.

[0051] S20523: When f≥25Hz, the road surface bumpiness is of high risk and The second highest score is determined by a continuous vibration frequency f ≥ 25Hz. This indicates the vehicle has high vibration energy, meaning it experiences continuous bumps during operation, classifying the road surface roughness as high-risk. The risk value for f in this case can be 25Hz, 26Hz, 27Hz, 28Hz, 29Hz, etc., and the second highest score can be set at 60 points. Furthermore, when f ≥ 25Hz, the vehicle vibrates more than 25 times, indicating a high frequency of vibrations and poor road surface smoothness, possibly unpaved, thus classifying the road surface roughness as high-risk.

[0052] Thus, when the detected continuous vibration frequency is set according to the above-mentioned value range, the risk value of road bumpiness can be determined. When the road bumpiness is in the low-risk and medium-risk range, the total risk value of the vehicle is low, and the locking mechanism can be controlled not to lock the charging equipment. When the road bumpiness is in the high-risk range, the total risk value of the vehicle is high, and the locking mechanism can be controlled to reliably lock the charging equipment, thereby improving the safety of the charging equipment when the vehicle is in motion.

[0053] The values ​​of the second lowest score, the second medium score, and the second highest score are set from smallest to largest to correspond to risk levels from low to high, making it easier to calculate the total risk value based on the scores of different risk levels.

[0054] Or, such as Figure 6 As shown in Figure S2053: The peak value of the vertical acceleration is b. Risk values ​​for judging road surface roughness based on vertical acceleration include: Among them, the peak value of vertical acceleration can reflect whether there is an impact during vehicle operation. Smaller impacts indicate less road bumpiness risk, while larger impacts indicate greater road bumpiness risk.

[0055] S20531: When b < 0.5G, the road surface bumpiness is of low risk and The third lowest score is determined when the peak vertical acceleration measured satisfies b < 0.5G, indicating a low vertical acceleration and no impact force in the Z-direction. This signifies stable vehicle operation and a low-risk road surface roughness assessment, with the risk value being the third lowest score. Here, b can take values ​​such as 0.2G, 0.3G, 0.4G, etc., and the third lowest score can be set to 0. G can be the gravitational acceleration of 9.8 m / s². 2 0.5G is the upper limit for low-risk vertical acceleration. That is, when the detected real-time longitudinal acceleration b < 0.5G, the road surface bumpiness is judged to be low-risk.

[0056] S20532: When 0.5G≤b<1.0G, the road surface bumpiness is of medium risk and The third median score is determined based on the peak vertical acceleration value satisfying 0.5G ≤ b < 1.0G. This indicates the vehicle experiences a certain acceleration in the vertical direction, suggesting a relatively small impact force in the Z-direction. Therefore, the road surface roughness is classified as medium risk, and the risk value for this level of road roughness is the third median score. Here, b can take values ​​such as 0.5G, 0.6G, 0.7G, 0.8G, and 0.9G, and the third median score for the vehicle can be set to 50 points. 1.0G is the upper limit for the medium risk setting of vertical acceleration. When the detected value is 0.5G ≤ b < 1.0G, the road surface where the vehicle is located has a standard speed bump. The vehicle will experience a certain impact force when passing over the speed bump, thus classifying the road surface roughness as medium risk.

[0057] S20533: When 1.0G ≤ b < 1.5G, the road surface bumpiness is of high risk and The third highest score is determined when the peak vertical acceleration measured satisfies 1.0G ≤ b < 1.5G. This indicates a significant vertical acceleration and a substantial impact force in the Z-direction, signifying a high-risk road surface roughness. Here, b can take values ​​such as 1.0G, 1.1G, 1.2G, 1.3G, and 1.4G, with a target score of 80. 1.5G is the upper limit for the medium-risk vertical acceleration. When the detected value is 1.0G ≤ b < 1.5G, the road surface contains deep potholes, causing significant impact when the vehicle passes over them, thus classifying the road surface roughness as high-risk.

[0058] S20534: When b≥1.5G, the road surface bumpiness is at its highest risk and The third highest score is determined when the peak vertical acceleration measured satisfies b ≥ 1.5G. This indicates a very large vertical acceleration in the vehicle, suggesting a significant impact force in the Z-direction. Therefore, the road surface roughness is classified as high-risk, and the risk value for this level of roughness is the third highest score. Here, b can take values ​​such as 1.5G, 1.6G, 1.7G, 1.8G, and 1.9G. The third highest score for the vehicle can be set at 95 points.

[0059] Thus, when the peak value of the detected vertical acceleration is set according to the aforementioned range, the risk value of road surface roughness can be determined. When the road surface roughness is in the low-risk and medium-risk range, the vehicle's total risk value is low, and the locking mechanism can be controlled to not lock the charging equipment. When the road surface roughness is in the high-risk and highest-risk range, the vehicle's total risk value is high, and the locking mechanism can be controlled to reliably lock the charging equipment, thereby improving the safety of the charging equipment while the vehicle is in motion. Furthermore, the quantified risk model, by introducing explicit physical quantity thresholds (such as the G-value) and a weighted fusion algorithm, makes the decision-making process objective, accurate, and adjustable, avoiding fuzzy judgments.

[0060] The values ​​of the third lowest score, the third middle score, the third highest score, and the third highest score are set from smallest to largest in order to correspond to risk levels from low to high, so as to facilitate the calculation of the total risk value based on the scores of different risk levels.

[0061] like Figure 7 As shown in S2054: Road predictability includes road type and risk arrival time, with the risk arrival time being TTC. The risk value for determining road predictability based on road condition information includes: S20541: When the road is in good condition or TTC > 10, the road foresight is determined to be low risk and The fourth lowest score is awarded when the detected road type is "good" or the risk arrival time is greater than 10 seconds. A longer risk arrival time allows for more judgment when reaching the risk location, facilitating vehicle control and classifying the road foresight as low-risk. This results in a smoother and safer driving experience. A longer risk arrival time indicates a greater distance from the risk and a lower future risk for the vehicle. "Good road" means there are no speed bumps, potholes, or other hazards ahead, or a risk arrival time of 11, 15, 20, or 30 seconds, where the fourth lowest score can be set to 0.

[0062] S20542: If the road has speed bumps, sharp bends, or 5 < TTC ≤ 10, the road's predictability is determined to be of medium risk. The fourth score indicates that when the detected road type includes speed bumps, sharp bends, or a risk arrival time of 5 < TTC ≤ 10 seconds, the risk arrival time is moderate. This means there is sufficient time to assess the risk location, allowing for a medium-risk assessment of the road. The risk value for road foresight in this case is the fourth score, minimizing the danger the vehicle encounters during subsequent driving. "Good road" refers to the absence of speed bumps, potholes, or other hazards ahead, or a risk arrival time of 6, 7, 8, 9, or 10 seconds. Specifically, encountering a speed bump within 5-10 seconds scores 50 points, and detecting a sharp bend scores 60 points.

[0063] S20543: On unpaved roads, near speed bumps, sharp bends, or where TTC ≤ 5, the road predictability is determined to be high-risk. The fourth highest score is awarded when the detected road type is unpaved, includes speed bumps, sharp bends, or the risk arrival time (TTC) is ≤ 5 seconds. This indicates a very short risk arrival time, meaning there's limited time to assess the risk location, making vehicle control difficult. Therefore, the road predictability is classified as high-risk, and this risk score is the fourth highest, indicating a greater likelihood of danger for the vehicle during subsequent driving. Unpaved roads refer to rough surfaces without artificial treatment, such as dirt roads, desert surfaces, and mud. Alternatively, the risk arrival time can be 5 seconds, 4 seconds, or 3 seconds. Encountering an unpaved road or speed bump within 5 seconds scores 70 points, and detecting a sharp bend scores 75 points.

[0064] Thus, when the detected road type and risk arrival time are judged according to the above range, the risk value of road foresight can be determined. When the road foresight is in the low risk and medium risk range, the total risk value of the vehicle is low, and the locking mechanism can be controlled not to lock the charging equipment. When the road foresight is in the high risk range, the total risk value of the vehicle is high, and the locking mechanism can be controlled to reliably lock the charging equipment, thereby improving the safety of the charging equipment when the vehicle is in motion.

[0065] The values ​​of the fourth lowest score, the fourth medium score, and the fourth highest score are set from smallest to largest to correspond to the risk levels from low to high, making it easier to calculate the total risk value based on the scores of different risk levels.

[0066] like Figure 8 As shown in S2055: The risk values ​​for determining real-time threats based on vehicle operating status include: S20551: Upon receiving a warning message about "emergency braking" ahead and information indicating that the ABS / ESP system has been triggered, the real-time threat is determined to be of the highest risk and... It is the fifth highest score, meaning that when a warning message is received that the vehicle in front is braking urgently, the real-time threat can be determined to be the highest risk. Alternatively, when the vehicle's anti-lock braking system (ABS) is triggered or the electronic stability program (ESP) is triggered, the real-time threat can be determined to be the highest risk.

[0067] Among these features, vehicle-to-everything (V2X) technology can detect and issue warnings when a vehicle ahead brakes suddenly. This allows for early detection and assessment of the preceding vehicle's status, enabling proactive protective responses and avoiding a reactive approach. This enhances the vehicle's ability to handle dangerous situations and reduces risks to both the vehicle and its occupants. Furthermore, information triggered by the ABS or ESP system can be obtained via the vehicle's CAN bus to determine the level of risk associated with driving.

[0068] Furthermore, the risk value can be 100 points when a warning message of emergency braking by a vehicle ahead is received, or when the vehicle's anti-lock braking system (ABS) or electronic stability program (ESP) is triggered. When the vehicle is at its highest risk, the locking mechanism reliably locks the charging equipment to improve the safety of the charging equipment while the vehicle is in motion. Specifically, when the vehicle's anti-lock braking system (ABS) or electronic stability program (ESP) is triggered, the vehicle is at its highest risk, and the locking mechanism must reliably lock the charging equipment.

[0069] Meanwhile, when the vehicle-to-everything (V2X) system detects that there is no information about the vehicle in front braking suddenly while the vehicle is driving, the vehicle is not under real-time threat, and the real-time threat is determined to be low risk. In addition, when the vehicle's anti-lock braking system (ABS) is not triggered or the electronic stability program (ESP) is triggered, the vehicle is not under real-time threat, and the real-time threat is determined to be low risk.

[0070] like Figure 9 As shown in S206: Determining the overall risk level based on the total risk value includes: S2061: In 0≤ When the total risk score is less than 30, the overall risk level is determined to be low. The total risk value can be 0, 5, 10, 15, 20, 22, 26, 28, etc. That is, when the overall total risk value is between 0 and 30, the overall risk level of the vehicle's operation is considered low, meaning the vehicle can drive stably and smoothly. 30 is the upper limit for the low-risk score; this smaller value is used to determine the overall risk level of the vehicle's real-time operation as low. For example, if multiple low-risk and one medium-risk values ​​are detected during vehicle operation, but there are no highest or high-risk values, the calculated total risk value will be between 0 and 30, and the overall risk level will be determined to be low.

[0071] S2062: In 30≤ When the total risk score is less than 70, the overall risk level is determined to be medium risk. The total risk value can be 30, 35, 40, 42, 45, 50, 56, 58, 62, 65, or 68. In other words, when the overall risk value is between 30 and 70, the overall risk level of the vehicle is considered relatively high, indicating a medium risk level, meaning there is a certain degree of risk during vehicle operation. 70 is the upper limit for the medium risk score, used to determine the overall risk level of the vehicle's real-time operation as medium risk. For example, if at least two medium risks are detected during vehicle operation and there are no highest or high risks, the calculated total risk value will be between 30 and 70, thus determining the overall risk level as medium risk. The wide range of values ​​facilitates the comprehensive assessment of risk levels under different operating conditions.

[0072] S2063: In 70≤ When the total risk score is less than 90, the overall risk level is determined to be high. The total risk value can be 70, 72, 75, 78, 80, 85, 88, or 89. In other words, when the overall risk value is between 70 and 90, the overall risk level of the vehicle's operation is considered very high, indicating a significant risk during operation. 90 is the upper limit for the high-risk score, used to determine the overall risk level of the vehicle's real-time operation as high. For example, if at least two high-risk conditions are detected during vehicle operation and there is no highest risk, the calculated total risk value will be between 70 and 90, thus determining the overall risk level as high. The wide range of values ​​facilitates the comprehensive assessment of risk levels under different operating conditions.

[0073] S2064: In ≥90 or When the total risk value is 100, the overall risk level is determined to be the highest risk. The total risk value can be 90, 92, 95, 98, etc. That is, when the overall risk value is greater than or equal to 90, the total risk value of vehicle driving can be determined to be the highest. Alternatively, when the risk value of the real-time threat is 100, the total risk value of vehicle driving can be determined to be the highest. In other words, the overall risk level of vehicle driving is the highest risk, and there is a very high risk in the process of vehicle driving.

[0074] It should be noted that the total risk score is set from low to high for different risk levels, from low to high. This allows for an accurate determination of the overall risk level of different types of vehicle operation.

[0075] In this way, by comprehensively judging various risk values ​​during the vehicle's driving process, the vehicle's real-time total risk value can be determined. Based on the determined total risk value, the locking mechanism can be controlled to lock or unlock the charging equipment in a timely and effective manner. That is, this control method enables the on-board wireless charging device to achieve dynamic adaptive protection. Furthermore, through the fusion of multiple information sources and the combination of real-time sensors and predictive map / V2X data, an intelligent decision-making algorithm is developed.

[0076] like Figure 10 As shown, S20 also includes: S40: When the overall risk level is determined to be the highest risk, control the locking mechanism to fully lock the charging equipment and ignore the manual release signal.

[0077] Specifically, during vehicle operation, various vehicle information is first acquired. For example, the vehicle's speed allows for the determination of its longitudinal acceleration. By comparing this longitudinal acceleration with acceleration values ​​for different risks, the risk level and intensity of the current vehicle movement can be determined. Similarly, acquiring the vehicle's vibration frequency reveals the range of continuous vibration frequency variations during operation. Comparing this continuous vibration frequency with vibration frequencies for different risks allows for the determination of the road surface roughness risk level. Alternatively, the acquired vertical acceleration allows for the determination of the vehicle's real-time peak vertical acceleration. By comparing this peak vertical acceleration with acceleration values ​​for different risks, the risk level and intensity of the road surface roughness can be determined. Simultaneously, the vehicle's operational status is monitored, including whether the vehicle has received a warning of "emergency braking" ahead or information triggered by the ABS / ESP system. This allows for the determination of whether a real-time threat exists and the assessment of the risk level and intensity of that threat. In addition, the road type and risk arrival time of the vehicle's location can be obtained. By comparing the obtained real-time road type and risk arrival time with the road type and risk arrival time at different risk stages, the risk value and risk level of the current vehicle's road foresight can be determined.

[0078] The total risk value of a vehicle is calculated using a formula that considers the risk values ​​of vehicle movement intensity, road surface bumpiness, real-time threats, and road predictability. When the total risk level is determined to be low, the vehicle is in a safe and stable driving state. In this case, when a user needs to charge a wireless charging device, the device can be placed on the charging dock, and the locking mechanism can be kept in a released state, allowing the user to easily access the device and improving convenience. When the total risk level is determined to be medium, the vehicle is in a driving state with some risk. In this case, the locking mechanism can partially lock the charging device to prevent movement, improving charging stability and efficiency. Finally, when the total risk level is determined to be high, the vehicle faces significant risk during driving. In this case, the locking mechanism can completely lock the charging device to prevent movement, further improving charging stability and efficiency. Furthermore, when the overall risk level of the vehicle is determined to be the highest risk, that is, when the vehicle faces the highest risk while driving, the locking mechanism can be controlled to fully lock the charging equipment, which can prevent the charging equipment from flying off the charging base due to emergency braking, bumps or collisions.

[0079] Furthermore, when the determined risk values ​​for vehicle motion intensity, road surface roughness, real-time threat, and road predictability include both low and medium risks, and the overall risk level is determined to be low, the vehicle is in a low-risk state; when the overall risk level is determined to be medium, the vehicle is in a medium-risk state; when at least one of the determined risk values ​​for vehicle motion intensity, road surface roughness, real-time threat, and road predictability is high, the vehicle is determined to be in a high-risk state; and when at least one is the highest risk, the vehicle is determined to be in a highest-risk state.

[0080] Thus, by setting multiple risk levels, the locking mechanism can be controlled to switch the charging device between released and varying degrees of locking in a timely manner to determine the charging stability and safety. Furthermore, when the vehicle is at the highest risk, the manual release signal should be ignored, ensuring the locking mechanism fully locks the charging device and prevents other safety hazards. The entire control process is also more accurate, with more timely and effective control and response, avoiding safety hazards caused by untimely locking of the charging device due to ambiguous judgments.

[0081] The present invention also proposes an in-vehicle wireless charging device.

[0082] According to the vehicle-mounted wireless charging device of the present invention, the vehicle-mounted wireless charging device is applicable to the control method of the vehicle-mounted wireless charging device described in any of the above claims. Applying the vehicle-mounted wireless charging device to a vehicle allows the user to charge the charging equipment wirelessly while using the vehicle. The aforementioned control method can be applied to the vehicle-mounted wireless charging device, that is, based on the actual acquired vehicle information and road condition information, a total risk level is determined to control the locking mechanism to adjust the fixed state of the charging equipment between locking and releasing. This reduces the need for frequent manual operation of the locking mechanism by the user, achieving ease of use. Furthermore, in the event of emergency braking or severe bumps, the locking mechanism can be automatically controlled to lock the charging equipment, and road condition information can be used to proactively provide protective responses, effectively ensuring the safety of the charging equipment and driving safety. Simultaneously, this control method can dynamically respond to changes in the vehicle's driving state, thus balancing "driving safety" and "ease of use."

[0083] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0084] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A control method for an in-vehicle wireless charging device, characterized in that, The vehicle-mounted wireless charging device includes a locking mechanism for securing the charging device, and the control method includes: Obtain vehicle and road condition information; Based on the vehicle information and road condition information, the overall risk level is determined; When the overall risk level is determined to be low, the locking mechanism is controlled to release the charging device; when the overall risk level is determined to be medium, the locking mechanism is controlled to partially lock the charging device; when the overall risk level is determined to be high, the locking mechanism is controlled to lock the charging device completely.

2. The control method for the vehicle-mounted wireless charging device according to claim 1, characterized in that, The vehicle information includes the vehicle's longitudinal acceleration, vertical acceleration, and vehicle operating status. The overall risk level determination includes: The risk value for judging the intensity of vehicle movement based on the longitudinal acceleration, the risk value for judging the road surface bumpiness based on the vertical acceleration, and the risk value for judging the real-time threat based on the vehicle's operating status are all determined based on the longitudinal acceleration. Determine the risk value of road predictability based on the road condition information; The overall risk level is determined by combining the risk values ​​of the intensity of vehicle movement, the road surface bumpiness, the real-time threat, and the road predictability.

3. The control method for the vehicle-mounted wireless charging device according to claim 2, characterized in that, The joint determination of the overall risk level includes: The total risk value is obtained by combining the risk value of the vehicle movement intensity, the risk value of the road surface bumpiness, the risk value of the real-time threat, and the risk value of the road predictability with the formula for calculating the total risk value. Based on the total risk value, the overall risk level is determined; Wherein, the total risk value is set as And the calculation formula is The risk value of the intensity of the vehicle's movement The road surface bumpiness The risk value of the road's predictability The risk value of the real-time threat is , =0.1, =0.

5.

4. The control method for the vehicle-mounted wireless charging device according to claim 3, characterized in that, The longitudinal acceleration is a, and the risk value for determining the intensity of vehicle movement based on the longitudinal acceleration includes: When |a| < 0.3G, the intensity of the vehicle's motion is low-risk and It is the lowest score; When 0.3G ≤ |a| < 0.5G, the intensity of the vehicle's motion is considered medium risk. The first score; When 0.5G ≤ |a| < 0.7G, the intensity of the vehicle's motion is high-risk and It is the highest score; When |a|≥0.7G, the intensity of the vehicle's motion is at its highest risk and It is the highest score.

5. The control method for the vehicle-mounted wireless charging device according to claim 3, characterized in that, The continuous vibration frequency of the road surface bumpiness is f, and the risk value of the road surface bumpiness based on the continuous vibration frequency includes: When 1Hz ≤ f < 4Hz, the road surface bumpiness is of low risk and It was the second lowest score; When 4Hz ≤ f < 25Hz, the road surface bumpiness is of medium risk and This is the second score; When f≥25Hz, the road surface bumpiness is of high risk and It is the second highest score; Alternatively, if the peak value of the longitudinal acceleration is b, the risk value for determining the road surface roughness based on the longitudinal acceleration includes: When b < 0.5G, the road surface bumpiness is low risk and It is the third lowest score; When 0.5G ≤ b < 1.0G, the road surface bumpiness is of medium risk and It is the third score; When 1.0G ≤ b < 1.5G, the road surface bumpiness is considered high-risk and It is the third highest score; When b ≥ 1.5G, the road surface bumpiness represents the highest risk. It is the third highest score.

6. The control method for the vehicle-mounted wireless charging device according to claim 3, characterized in that, The road predictability includes road type and risk arrival time (TTC), and the risk value for determining road predictability based on the road condition information includes: If the road is in good condition or TTC > 10 seconds, the road foresight is determined to be low risk and It is the fourth lowest score; If the road has speed bumps, sharp bends, or a TTC of 5 < TTC ≤ 10, the road's predictability is classified as medium risk. It is the fourth score; On unpaved roads, near speed bumps, sharp bends, or where TTC ≤ 5, the road predictability is determined to be high-risk. It is the fourth highest score.

7. The control method for the vehicle-mounted wireless charging device according to claim 3, characterized in that, The risk value for determining real-time threats based on the vehicle's operating status includes: Upon receiving a warning message about "emergency braking" ahead and a notification that the ABS / ESP system has been triggered, the real-time threat is determined to be of the highest risk. It is the fifth highest score.

8. The control method for the vehicle-mounted wireless charging device according to claim 3, characterized in that, The determination of the overall risk level based on the overall risk value includes: In 0≤ When the value is less than 30, the overall risk level is determined to be low. In 30≤ When the risk level is less than 70, the overall risk level is determined to be medium risk. In 70≤ If the value is less than 90, the overall risk level is determined to be high. exist ≥90 or When the value is 100, the overall risk level is determined to be the highest risk.

9. The control method for the vehicle-mounted wireless charging device according to claim 8, characterized in that, Also includes: When the overall risk level is determined to be the highest, the locking mechanism is fully engaged to lock the charging equipment, and the manual release signal is ignored.

10. A vehicle-mounted wireless charging device, characterized in that, The vehicle-mounted wireless charging device is applicable to the control method of the vehicle-mounted wireless charging device according to any one of claims 1-9.

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