A method, device and medium for dynamic alignment and adaptive control of vehicle wireless charging

Abstract

This invention belongs to the field of vehicle wireless charging technology, specifically relating to a dynamic alignment and adaptive control method, device, and medium for vehicle wireless charging. Vehicle-mounted sensing, combined with grid load status, guides the vehicle into a primary positioning area. Ultrasonic bidirectional detection is initiated, collecting signal strength and time difference data to generate a raw positioning dataset. The data is jointly processed to generate six-degree-of-freedom pose data. Based on the pose data, vehicle fine-tuning and transmitting coil adjustment are coordinated. Upon meeting certain conditions, wireless charging is initiated with a smooth curve and dynamically matched power. During charging, the ultrasonic system is periodically activated to acquire real-time pose. When displacement exceeds a threshold, the driving motor fine-tunes the transmitting coil to compensate for the displacement without interrupting charging. This closed-loop real-time fine-tuning during charging avoids offset caused by vehicle settlement or load changes, enabling the system to maintain optimal coupling throughout the entire charging cycle and improving overall energy transfer efficiency.

Description

Technical Field

[0001] This invention belongs to the field of vehicle wireless charging technology, specifically relating to a method, device and medium for dynamic alignment and adaptive control of vehicle wireless charging. Background Technology

[0002] Currently, wireless charging is under widespread development, especially in the field of new energy vehicles. In the high-power transmission range of 20kW to 100kW, the operating frequency is typically chosen to be around 85kHz. A wireless charging system consists of two parts: a ground transmitter and an onboard receiver. The ground transmitter includes an inverter circuit, a compensation network, and a fixed planar transmitting coil, usually encapsulated under a pressure-resistant and wear-resistant protective plate. The onboard receiver includes a receiving coil, a rectifier and filter circuit, and a battery management system. The workflow is as follows: the vehicle is parked above the charging position, and the transmitting and receiving coils are roughly aligned with manual assistance or simple visual guidance. Once the system detects an obstruction, it activates the inverter, transferring electrical energy to the battery through magnetic field coupling.

[0003] However, a vehicle is not absolutely rigidly fixed when charging while stationary. Suspension compression and rebound caused by passengers getting in and out, tire pressure changes with temperature, and even minor unevenness in the road surface can all cause millimeter-level translation or tilting of the vehicle body. The charging system uses a one-time alignment, fixed-position approach; once charging begins, the coil position is locked. With the positional drift caused by these physical factors, the coupling coefficient between the transmitter and receiver gradually deviates from its optimal value, resulting in decreased transmission efficiency. Some energy is converted into coil heat, posing a risk of overheating and wasting electrical energy.

[0004] Moreover, charging stations often apply the target power directly at startup, generating a huge current jump. This impact not only causes stress damage to the vehicle battery and shortens its lifespan, but also causes voltage dips on the local power grid, affecting the normal operation of other equipment under the same transformer. Summary of the Invention

[0005] This invention provides a dynamic alignment and adaptive control method for wireless charging of vehicles. Through multi-level collaborative alignment and real-time displacement compensation during charging, it maintains the best coupling efficiency at all times. Combined with grid interaction and smooth power control, it improves grid friendliness and charging safety. Parallel safety hierarchical defense and dynamic fine-tuning ensure safe and efficient operation throughout the entire process.

[0006] The methods include: S1: Guide the vehicle into the primary positioning area through vehicle-mounted sensing and power grid status sensing; S2: Generate the original positioning dataset through ultrasonic bidirectional ranging and signal strength acquisition; S3: Generate six-degree-of-freedom pose data based on joint calculation of intensity and time difference; S4: Dynamically adjust the transmitting coil and vehicle movement based on the six-degree-of-freedom pose data to ensure that the six-degree-of-freedom pose data meets the preset precision alignment conditions; S5: Combines grid load and battery demand to smoothly start and match power for wireless charging; S6: During the charging process, safety graded defense and real-time position micro-motion compensation are performed in parallel; S7: Resets the device and reports its status after charging is complete, and supports bidirectional power feedback.

[0007] According to another embodiment of this application, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of the vehicle wireless charging dynamic alignment and adaptive control method.

[0008] According to another embodiment of this application, a storage medium is also provided, on which a computer program is stored, which, when executed by a processor, implements the steps of the vehicle wireless charging dynamic alignment and adaptive control method.

[0009] As can be seen from the above technical solutions, the present invention has the following advantages: The vehicle wireless charging dynamic alignment and adaptive control method provided by this invention employs a dual-acquisition mode using an onboard high-definition camera and millimeter-wave radar. The camera acquires images of the charging pad markings and performs grayscale conversion and edge extraction processing, while the radar acquires point cloud data and performs clustering and noise reduction processing. The two sets of data complement each other, and the relative distance and angular deviation are calculated using triangulation and coordinate difference methods. The ground charging pad communicates with the local energy management system to obtain the grid load status in advance, generating appropriate primary guidance commands to control the vehicle to move slowly. Combined with infrared sensors, the primary positioning area is defined, ensuring the vehicle accurately enters the primary positioning area and improving the charging start-up success rate.

[0010] This invention employs multiple ultrasonic sensors arranged in a ring to collect signal strength and time difference parameters, eliminating outlier data to generate an original positioning dataset. It utilizes a TOA and RSSI fusion solution model, combining known sensor coordinates to establish a three-dimensional spatial equation system. The least squares method is then used to solve for the three-dimensional position and angle deviations, generating six-degree-of-freedom pose data. This accurately reflects the relative position of the vehicle and the charging pad.

[0011] This invention periodically wakes up the ultrasonic system during charging to acquire real-time six-DOF pose data and compare it with the initial reference pose. When the displacement exceeds a threshold, a pre-calibrated inverse kinematics model is invoked to calculate the motor compensation drive, driving the XYZ three-axis motors to fine-tune the transmitting coil while maintaining constant charging power. The inverse kinematics model is obtained through offline identification, establishing a linear mapping relationship between pose deviation and motor drive, providing the coordinated motion of the six motors. This method ensures that the transmitting coil always follows the minute movements of the receiving coil, maintaining optimal coupling.

[0012] This invention communicates with the local energy management system to obtain the grid load rate before charging begins, and with the battery management system to obtain the battery's maximum allowable current, comprehensively calculating the final target power. An S-shaped curve is used as the power rise trajectory, ensuring a continuous power change rate with zero at both the start and end points, eliminating the impact on the grid. During charging, grid load changes and battery status are monitored in real time. When changes exceed a threshold, replanning is triggered, regenerating a smooth curve based on the current actual power, achieving dynamic adjustment. After charging, battery energy can be fed back to the grid via a bidirectional resonant circuit according to grid demand, enabling the charging equipment to participate in grid peak shaving. This invention achieves vehicle guidance, precise alignment, and power control, solving the problems of insufficient initial alignment accuracy, lack of dynamic compensation during charging, and missing grid interaction in existing technologies. Attached Figure Description

[0013] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the description will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 Flowchart of a method for dynamic alignment and adaptive control of wireless charging for vehicles; Figure 2 Flowchart of an embodiment of a method for dynamic alignment and adaptive control of wireless charging for vehicles; Figure 3 This is a schematic diagram of an electronic device. Detailed Implementation

[0015] The following describes in detail the vehicle wireless charging dynamic alignment and adaptive control method of this application. Specific details, such as particular system structures and technologies, are presented for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application can also be implemented in other embodiments without these specific details.

[0016] It should be understood that, when used in this specification, the term "comprising" indicates the presence of the described feature, integral, step, operation, element, and / or component, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or collections thereof. The terms "comprising," "including," "having," and variations thereof all mean "including but not limited to," unless otherwise specifically emphasized.

[0017] The terms "one embodiment" or "some embodiments" used in this application mean that one or more embodiments of this application include the specific features, structures, or characteristics described in that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this application do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized.

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] Please see Figure 1 and Figure 2 The diagram shows a flowchart of a vehicle wireless charging dynamic alignment and adaptive control method in a specific embodiment. The method includes: S1: The vehicle control system collects image information or point cloud data of the ground charging pad marker through the vehicle camera or vehicle radar, calculates the relative distance and angle deviation between the vehicle's current position and the ground charging pad, and at the same time, the ground charging pad communicates with the local energy management system to obtain the current grid load status, generates primary guidance instructions and controls the vehicle to drive until the vehicle enters the preset primary positioning area.

[0020] In some embodiments, the vehicle control system includes: an image acquisition module, a radar detection module, a data interaction module, and an instruction generation module.

[0021] Optionally, the outline of the marker and the coordinates of its center are identified by image grayscale conversion and edge extraction algorithms. Point cloud data of the ground charging pad markers are collected, and the location features of the charging pads are extracted through point cloud clustering and noise reduction processing.

[0022] Furthermore, the image acquisition module and radar detection module collect data, and the processor calculates the relative distance between the vehicle's current position and the center of the ground charging pad using triangulation. The angle deviation is then calculated using the coordinate difference.

[0023] The data interaction module establishes communication with the ground charging panel, which is connected to the local energy management system to obtain real-time grid load data and forward it to the vehicle control system.

[0024] The instruction generation module combines relative distance, angle deviation, and power grid load status to generate primary guidance instructions. The instructions include driving speed, steering angle, and driving path planning parameters. These instructions are transmitted to the vehicle power control system via the vehicle CAN bus to control the vehicle to drive slowly until the signal generator of the vehicle chassis enters the preset primary positioning area.

[0025] It should be noted that the primary positioning area is a circular region centered on the center of the ground charging pad. Infrared sensors are built into the boundaries of this area. When the sensors detect the signal generator entering, they send a positioning completion signal to the vehicle control system, stopping the primary guidance. This clearly defined primary positioning area allows the vehicle to quickly stop at the designated location, shortening the primary guidance time and reducing the computational complexity of ultrasonic positioning.

[0026] S2: When the vehicle enters the primary positioning area, the ultrasonic sensor array built into the ground charging plate emits a first ultrasonic detection signal. The signal generator at the center of the vehicle chassis responds to the first ultrasonic detection signal by emitting a second ultrasonic response signal. The ultrasonic sensor array of the ground charging plate receives the second ultrasonic response signal and collects the received signal strength value of each sensor node and the time difference between each sensor node receiving the second ultrasonic response signal and emitting the first ultrasonic detection signal, generating an original positioning dataset containing multiple received signal strength values ​​and time differences.

[0027] In some embodiments, when the infrared sensor of the ground charging pad detects that the vehicle has entered the primary positioning area, it sends a start signal to the ultrasonic sensor array control module.

[0028] Furthermore, the ultrasonic sensor array consists of multiple ultrasonic sensors, evenly arranged in a ring around the edge of the ground charging plate. The processor in the system can control the sensor array to synchronously transmit the first ultrasonic detection signal. Upon receiving the first ultrasonic detection signal, the signal generator located in the middle of the vehicle chassis responds with a signal frequency consistent with the detection signal.

[0029] Furthermore, the ultrasonic sensor array of the ground charging plate synchronously receives the second ultrasonic response signal. Each sensor node has a built-in signal strength detection unit and time difference timing unit to collect the received signal strength value in real time and record the time difference between transmitting the first ultrasonic detection signal and receiving the second ultrasonic response signal.

[0030] Each sensor node transmits the collected signal strength values ​​and time difference data to the processor. The processor processes the data from multiple nodes, removes abnormal data that exceeds the normal range, generates a raw positioning dataset containing valid data, and stores it.

[0031] S3: The processor of the ground charging plate calculates the three-dimensional position deviation and angle deviation of the signal generator at the middle position of the vehicle chassis relative to the center of the ground charging plate based on the received signal strength value and time difference in the original positioning dataset, and generates six-degree-of-freedom pose data containing the three-dimensional position deviation and angle deviation.

[0032] In some specific embodiments, the processor of the ground charging board uses an STM32H743VIT6 chip. The processor of the ground charging board reads the raw positioning dataset in the temporary cache, standardizes the signal strength value S and time difference t of each sensor node, converts the signal strength value into a distance correction coefficient k, optionally k = 0.95 + 0.001 × (S + 60), and converts the time difference t into the initial distance d0 = 340 × t / 2 between the sensor and the signal generator.

[0033] Furthermore, using the position coordinates of eight sensors as preset known parameters, the three-dimensional position deviations Δx, Δy, and Δz of the vehicle chassis signal generator relative to the center of the ground charging pad are solved using the least squares method. The three-dimensional angular deviations Δα, Δβ, and Δγ of the signal generator are calculated using the distance differences between adjacent sensors. These angular deviations reflect the attitude offset of the signal generator relative to the center of the charging pad, generating six-degree-of-freedom pose data containing both the three-dimensional position and angular deviations.

[0034] It should be noted that the position of the signal generator is determined through geometric relationships based on the known coordinates of the sensors and the calculated relative distances. The angular deviation is calculated by using the distance difference between adjacent sensors to reflect the tilt degree of the signal generator, ensuring that the six-degree-of-freedom pose data can accurately reflect the relative position and attitude of the vehicle and the charging pad.

[0035] S4: The processor of the ground charging plate generates position adjustment commands based on the six degrees of freedom pose data, and sends fine-tuning driving commands to the vehicle automatic parking system through the vehicle control system. This drives the XYZ three-axis motors of the movable electromagnetic coil array to adjust the horizontal position and angle of the transmitting coil, so that the six degrees of freedom pose data meets the preset precision alignment conditions.

[0036] In some embodiments, the position adjustment command can be recognized by the vehicle control system, and the vehicle's automatic parking system controls the operation of the XYZ three-axis motors according to the recognized position adjustment command. Controlling the step size and speed of the XYZ three-axis motors can correct adjustment deviations in a timely manner, ensuring that precise alignment conditions are ultimately achieved.

[0037] S5: After meeting the precise alignment conditions, the ground charging plate starts and matches the charging power in a smooth curve manner according to the current grid load status and the battery demand information sent by the vehicle battery management system, establishes an electromagnetic induction energy transmission link, and begins to wirelessly charge the vehicle.

[0038] S6: During charging, environmental detection and position adjustment processes are performed. Here, an infrared thermal imager and a metal detection coil installed on the glass panel of the charging pad collect foreign object detection data in real time, and a 360-degree millimeter-wave radar installed on the side of the charging pad collects live object proximity data in real time and executes graded safety strategies based on the movement trajectory of the organism.

[0039] The ultrasonic sensor array and signal generator are periodically woken up to acquire real-time six-degree-of-freedom pose data. When the displacement exceeds the preset threshold, the XYZ three-axis motor is driven to fine-tune the attitude of the transmitting coil to compensate for the small displacement of the vehicle.

[0040] In some embodiments, during wireless charging, the processor of the ground charging pad activates dual parallel control modules to perform environmental detection and position adjustment respectively.

[0041] Furthermore, a foreign object detection unit and a liveness detection unit are included. The foreign object detection unit is connected to an infrared thermal imager and a metal detection coil on the glass panel of the charging board to collect temperature data of the charging area in real time. The metal detection coil uses a loop coil to collect the sensing signal of metallic foreign objects in real time.

[0042] Furthermore, the liveness detection unit is connected to a 360-degree millimeter-wave radar on the side of the charging pad to collect liveness approach data in real time. It analyzes the movement trajectory of the organism through trajectory recognition algorithms and divides it into three levels of safety strategies: Level 1: Distance > 1m, no rapid approach, only issuing a warning signal.

[0043] For Level 2 charging, if the distance is 0.5m to 1m, slowly approach and reduce the charging power to 50%.

[0044] Level 3: If the distance is ≤0.5m, charging will stop immediately and an audible and visual alarm will be triggered if the vehicle approaches quickly.

[0045] The infrared thermal imager here identifies non-metallic foreign objects through temperature differences, while the metal detection coil identifies metallic foreign objects through electromagnetic induction. These two technologies complement each other to ensure blind-spot-free foreign object detection. Millimeter-wave radar's 360-degree detection comprehensively monitors the approach of living objects, while trajectory analysis avoids false alarms. Closed-loop position fine-tuning periodically monitors minute vehicle displacements, compensating for displacement deviations through coil adjustments. The wake-up cycle balances monitoring accuracy and energy consumption, reducing system power consumption in a low-power mode. Monitoring charging parameters during fine-tuning ensures that adjustments do not affect charging stability.

[0046] S7: When charging is complete or a stop command is received, the ground charging plate controls the movable electromagnetic coil array to reset to the initial position, shuts down the safety detection module, and sends charging completion status data to the local energy management system. If the power grid needs it, the vehicle battery power is fed back to the power grid through a bidirectional adaptive resonant circuit.

[0047] In some embodiments, when the processor receives a charging completion signal from the vehicle battery management system or a stop charging command from the user, it sends a reset command to the XYZ three-axis motor drive module to control the movable electromagnetic coil array to reset to its initial position along a preset trajectory, directly above the center of the charging plate. After the reset is completed, the motor drive module cuts off the power supply and locks the coil position.

[0048] Furthermore, shut down the millimeter-wave radar and infrared thermal imager, and then shut down the metal detection coil to avoid equipment damage caused by improper shutdown sequence. Cut off the power supply to the adaptive resonant circuit and terminate energy transmission.

[0049] Furthermore, charging completion status data is sent to the local energy management system. This data includes parameters such as charging duration, charging capacity, charging efficiency, grid load changes, and equipment operating status, and is stored. The system also monitors grid demand signals sent by the local energy management system in real time. If a demand signal is detected, the system controls the bidirectional adaptive resonant circuit to switch to feedback mode, adjusts circuit parameters, and feeds the vehicle battery's electrical energy back to the grid through the resonant circuit. The feedback power is dynamically adjusted according to grid demand. During the feedback process, grid voltage and current are monitored to ensure feedback safety until the grid demand signal disappears or the battery charge drops to 20%, at which point energy feedback stops.

[0050] As can be seen, coil reset restores the transmitting coil to its initial position, preparing it for the next charge. The preset and precise control of the reset trajectory ensures a smooth reset process. Reporting the charging completion status data provides data support for grid energy consumption statistics and charging equipment operation status monitoring, facilitating subsequent system optimization and fault diagnosis. Energy feedback utilizes the remaining energy from the vehicle battery to supplement the grid load, achieving bidirectional energy utilization. This ensures the feedback process is adapted to grid demand, avoiding any impact on the grid from the fed-in energy.

[0051] In one embodiment of the present invention, based on step S4, the processor of the ground charging plate generates a position adjustment command according to the six degrees of freedom pose data, and sends a fine-tuning driving command to the driver or automatic parking system through the vehicle control system, driving the XYZ three-axis motor of the movable electromagnetic coil array to adjust the horizontal position and angle of the transmitting coil until the six degrees of freedom position data meets the preset fine alignment conditions. The following will give a possible embodiment and describe its specific implementation in a non-limiting manner.

[0052] S41: The processor of the ground charging plate parses the six-degree-of-freedom pose data output from step S35 and extracts the three-dimensional position deviation components Δx, Δy, Δz and the three-dimensional angle deviation components Δα, Δβ, Δγ of the vehicle chassis signal generator relative to the center of the charging plate. Calculate the magnitude of the position deviation vector respectively. And the magnitude of the angle deviation vector and L pos and L ang With the pre-stored first threshold T pos and T ang A comparison is made, and the status flag (Flag) for the current alignment stage is determined based on the comparison result: if L pos >T pos or L ang >T ang If Flag is set to 0, it indicates the coarse adjustment stage; if L pos ≤T pos And L ang ≤T ang If the Flag is set to 1, it indicates the fine-tuning stage.

[0053] In some embodiments, six-DOF pose data smoothed by Kalman filtering is obtained, and the data is represented in vector form: , where Δx, Δy, and Δz represent the positional offsets of the signal generator at the center of the vehicle chassis along the X, Y, and Z axes in the charging plate coordinate system, respectively.

[0054] Δα, Δβ, and Δγ represent the rotational angle deviations of the plane containing the signal generator around the X-axis, Y-axis, and Z-axis, respectively.

[0055] Furthermore, the vector magnitude of the position components is calculated using the Euclidean norm formula. This value reflects the straight-line spatial distance between the center point of the receiving coil and the center point of the transmitting coil.

[0056] The vector magnitude is also calculated for the angular components. This value reflects the degree of overall angular deviation between the two coil planes.

[0057] Furthermore, the memory has two preset thresholds: a first position threshold T. pos The value range is typically 30-50mm; the first angle threshold T ang The value range is usually 1.5°-2.5°.

[0058] By comparing L pos With T pos and L ang With T ang The relationship generates a boolean status flag (Flag): when L... pos >T pos or L ang >T ang When the value of Flag is 0, it indicates that the current stage is a coarse adjustment phase that requires significant adjustments. When L pos ≤T pos And L ang ≤T ang At this point, Flag is set to 1, indicating that the fine-tuning stage has begun. By compressing the six degrees of freedom data into two comprehensive indicators, the complexity of the control logic is reduced, and real-time processing efficiency is improved.

[0059] S42: Select the corresponding collaborative adjustment strategy based on the status flag Flag; when Flag=0, calculate the required heading angle of the vehicle in the horizontal plane based on the position deviation components Δx and Δy. and estimated driving distance ; The pre-adjustment angle of the transmitting coil is calculated based on the angular deviation components Δα and Δβ. , ; Direction angle θ vehicle and driving distance d vehicle The pre-adjustment angle is encapsulated into a vehicle fine-tuning command, sent to the vehicle control system, and the pre-adjustment angle is... , The signal is converted into a first motor drive signal, which drives the rotary axis motor in the XYZ three-axis motor to rotate the transmitting coil around the corresponding axis to a specified angle.

[0060] In some embodiments, different adjustment strategies are selected based on the state flag Flag generated in step S41. When Flag=0, the position deviation components Δx and Δy in the horizontal plane are extracted from the six-degree-of-freedom pose data, and the required direction angle of the vehicle is calculated using the two-dimensional arctangent function. .

[0061] The direction angle θvehicle is defined with the positive X-axis of the charging plate coordinate system as 0° and counterclockwise as positive, with a value range of (-π, π).

[0062] Calculate the estimated horizontal distance the vehicle needs to travel. The θvehicle and dvehicle are encapsulated into vehicle fine-tuning command frames according to a predefined communication protocol and sent to the vehicle control system. The command frame contains three fields: command type, heading angle, and distance estimate.

[0063] After receiving the command, the vehicle control system can use arrows to indicate the direction on the driver assistance display interface or directly input the command to the automatic parking system for automatic driving. Simultaneously, the coarse adjustment stage control module calculates the pre-adjustment angle of the transmitting coil based on the angle deviation components Δα and Δβ. The negative sign here indicates that adjustment is needed in the opposite direction of the deviation, gradually making the transmitting coil plane parallel to the vehicle chassis plane. αcoilpre and βcoilpre are converted into the target position of the rotary motor, and the corresponding pulse sequence is output through the motor driver to drive the pitch and roll axis motors of the movable electromagnetic coil array to rotate, causing the transmitting coil to rotate around the X and Y axes to the specified angle.

[0064] Furthermore, during the coarse adjustment stage, the deviation Δz in the Z-axis direction and the yaw angle Δγ are not adjusted for the time being, because vehicle movement mainly affects the XY plane, while the yaw angle is usually determined by the vehicle's direction of movement and can be addressed in the subsequent fine adjustment stage.

[0065] S43: After sending the vehicle fine-tuning command, continuously monitor the six-DOF pose data updated from step S35, calculate Lposnew and Langnew after each update, and compare them with the first threshold T. pos T ang Perform dynamic comparisons; When Lposnew and Langnew decrease simultaneously to the condition that Lposnew≤Tpos and Langnew≤Tang, the coarse adjustment phase is considered complete. The status flag Flag is updated to 1, and a stop-and-hold command is sent to the vehicle control system, requiring the vehicle to stop moving and maintain its current posture. The pose data at the current moment is recorded as the initial reference value for the fine adjustment phase.

[0066] In some embodiments, updated six-DOF pose data is obtained, and Lposnew and Langnew are recalculated after each acquisition.

[0067] Furthermore, the relationship between Lposnew and Tpos, and between Langnew and Tang, is continuously compared. When three consecutive samples satisfy Lposnew≤Tpos and Langnew≤Tang, it is determined that the vehicle has entered the coarse adjustment completion area through driving adjustment. A stop-and-hold command is immediately generated and sent to the vehicle control system. The command requires the vehicle to stop moving immediately and activate the brake-holding function to ensure that the vehicle's position does not change during subsequent fine adjustment. The current six-DOF pose data is saved as the initial reference value for the subsequent fine adjustment stage. If Lposnew or Langnew increases during the monitoring process, it indicates that the vehicle's driving direction is incorrect, and a corrected driving command can be resent, repeating step S42. This state transition method based on real-time feedback is more reliable and accurate than a single judgment.

[0068] S44: When Flag=1, the current six-degree-of-freedom pose data Δx, Δy, Δz, Δα, Δβ, Δγ are used as inputs, and the output is the driving quantity of the six motors of the movable electromagnetic coil array: X-axis translation dxm, Y-axis translation dym, Z-axis rise / fall dzm, rotation around the X-axis dθm, rotation around the Y-axis dφm, rotation around the Z-axis dψm; the specific form of the inverse kinematics model is as follows:

[0069] Where the coefficient k ij The constant matrix obtained through offline identification using the least squares method reflects the linear mapping relationship between the motor drive quantity and the pose deviation. The calculated six motor drive quantities are multiplied by the corresponding pulse equivalent coefficients to generate six pulse sequences, which drive the corresponding XYZ three-axis motors to move the transmitting coil in the direction of reducing the pose deviation.

[0070] In some embodiments, a linear inverse kinematic model is obtained beforehand through offline identification. The model establishes a linear mapping relationship between six degrees of freedom pose deviations and six motor drive quantities. The specific form of the model is a system of six linear equations with six variables. The coefficient matrix K is a 6×6 constant matrix, and the elements kij are calibrated in the following way: within the mechanical workspace of the movable electromagnetic coil array, M different known pose points are selected, and the motor drive quantity is recorded at each point as input, with the actual generated pose deviation as output.

[0071] Furthermore, the overdetermined system of equations is solved using the least squares method to obtain the optimal coefficient matrix K. During actual runtime, the processor will use the current six-degree-of-freedom pose deviation vector... Substituting into the system of equations, the motor drive vector is calculated. =K·ΔP. Where dxm, dym, and dzm are the displacements of the three translation motors.

[0072] dθm, dφm, and dψm are the angular quantities of the three rotating motors. The processor multiplies each component in ΔM by the corresponding pulse equivalent coefficient η to obtain the target pulse number for each motor.

[0073] For example, for an X-axis translation motor, the target pulse number , where η i The microstepping settings and mechanical transmission ratio of the motor driver determine the motion. A pulse sequence is generated according to a preset acceleration / deceleration curve, which drives six motors simultaneously via the motor driver, causing the transmitting coil to move in the direction that reduces pose deviation. Since the model is linear, the coordinated motion of each motor can be calculated in a single operation, eliminating the need for iterative searching.

[0074] It should be further noted that the XYZ three-axis motors are either ring stepper motors or AC servo motors.

[0075] Precise alignment in wireless charging requires maintaining sufficient locking force while stationary to resist the reaction force from slight movements of the vehicle. These types of motors feature high pulse resolution, smooth low-speed operation, no missed steps, and fast response characteristics, making them suitable for precise displacement adjustment of the transmitting coil.

[0076] This embodiment can be based on a linear mapping from deviation to pulse. The six-degree-of-freedom pose deviation vector ΔP calculated by S3 is converted into the theoretical displacement of each axis. Based on the motor driver settings and the transmission ratio of the mechanical transmission mechanism, the pulse equivalent ηi of each axis is determined, that is, the physical displacement corresponding to a single pulse, such as 0.001mm / pulse. The physical deviation is quantified into a specific target number of pulses Ni using the formula Ni=|ΔLi| / ηi.

[0077] To avoid coil vibration caused by mechanical shock during motor start-up and shutdown, a constant high speed is not used for direct drive; instead, a trapezoidal acceleration / deceleration pulse sequence is generated. Acceleration phase: The pulse frequency rises linearly from the initial low frequency to the preset maximum operating frequency, allowing the coil to accelerate smoothly and eliminating the effects of static friction.

[0078] Constant speed range: Move most of the stroke quickly at maximum speed to ensure that major deviations are eliminated in the shortest possible time.

[0079] Deceleration phase: Before approaching the target position, the frequency drops linearly to zero, and precise stopping is achieved by using the back electromotive force of the motor and the braking function of the drive to prevent overshoot.

[0080] As one implementation of S44, a specific execution method of S44 can be given as follows: S441: Read the current six-DOF pose deviation vector The input is fed into a preset coupling compensation matrix operation module, which stores a 6×6 inverse kinematic gain matrix K obtained through offline identification. inv Perform matrix multiplication. The theoretical displacement vector of the original motor, containing six degrees of freedom, was calculated. ; In some embodiments, the coupling compensation matrix operation module constructs a 6×6 floating-point array structure, where array element k ij This represents the coupling influence coefficient of the j-th pose deviation component on the motion of the i-th motor axis.

[0081] Furthermore, for the input pose deviation vector P err The units of measurement are standardized by converting the angular unit (radians) into an equivalent arc length comparable to the length unit (millimeters). Matrix-vector multiplication is then performed using the DSP instruction set; the specific computational logic is as follows: This process is repeated to calculate the original displacements of all six axes. Matrix It is not a simple diagonal matrix; the off-diagonal element k ij It expresses the kinematic coupling relationship in multi-axis linkage. For example, the rise and fall of the Z-axis may cause a small angle change. The inherent coupling effect of this mechanical structure is decoupled and compensated in one go through matrix operation.

[0082] S442: The original theoretical displacement vector M of the motor raw The input is a nonlinear friction and clearance compensator, which has six independent dead-zone mapping functions built in. Coulomb friction compensation term For the characteristic parameters of each motor shaft, The corresponding components in the calculation are corrected to obtain the compensated net driving quantity. ,in This represents the equivalent displacement of the frictional torque calculated based on the Stribeck friction model. This refers to the amount of mechanical clearance filled based on the reversal criterion for the direction of motion. In some embodiments, the nonlinear friction and clearance compensator instantiates six parallel compensation submodules, each corresponding to a motor shaft. For the i-th axis, the compensator determines the direction of motion from the previous cycle. relative to the current theoretical displacement direction If they are consistent, and if a reversal occurs, inject a gap-filling pulse of size Bi. , where Bi is the pre-calibrated backlash value of the gearbox for this shaft.

[0083] Furthermore, the compensator invokes the Stribeck friction model formula. ,in Coulomb friction, For maximum static friction, For Stribeck speed, The coefficient of viscous friction is given. The compensator, based on the currently calculated instantaneous velocity estimate, superimposes the corresponding frictional torque equivalent displacement in real time. The original displacement is used to generate the final net displacement for driving.

[0084] S443: Based on the compensated net driving quantity M comp Combined with the pulse equivalent coefficient of each axis motor and maximum acceleration constraints A time synchronization interpolation algorithm is used to generate six synchronization pulse sequences, and the theoretical time required for each axis to reach the target position is calculated. Select the maximum value As a reference synchronization period, the speed curves of the remaining five axes were redesigned to ensure that they were within the specified range. Within a given time, the axis reaches the target point simultaneously with the slowest axis, and outputs the final PWM drive signal to the XYZ three-axis motor and rotary axis driver.

[0085] In some embodiments, the compensated net drive quantity traversing the six axes Combined with the preset maximum acceleration of each axis Using kinematic formulas Calculate the shortest time required for each axis to move at its maximum capacity.

[0086] The maximum value among them This serves as the global synchronization reference time for this action. For all The algorithm recalculates the actual running acceleration of the axis. Based on this acceleration, a pulse distribution table of trapezoidal or S-shaped velocity curves is generated. According to this distribution table, the pulse generator sends a synchronized number of pulses to the six motor drivers in each interpolation cycle, ensuring that the six axes start simultaneously at t=0. It stops precisely at the target position at all times. The position ratio of the six axes always remains on the preset straight path, realizing true spatial linear interpolation or synchronous attitude transformation, improving the predictability and safety of the precision alignment process.

[0087] S45: After each motor drive operation, wait for the six-DOF pose data of the next sampling cycle, calculate the new Lpos' and Lang', and compare them with the preset second thresholds Tposfinal and Tangfinal, where Tposfinal... <Tpos,Tangfinal<Tang; If Lpos'≤Tposfinal and Lang'≤Tangfinal, then the fine alignment is determined to be complete, the alignment completion flag is output, and step S5 is triggered. Otherwise, return to step S44, recalculate the motor drive quantity based on the latest pose data and execute it, forming iterative control until the fine alignment condition is met.

[0088] In some embodiments, after the drive motor performs an adjustment in step S44, the system waits for the next sampling cycle to acquire new six-DOF pose data Pnew and recalculates. and .

[0089] The second thresholds Tposfinal and Tangfinal are preset. These two thresholds are set much smaller than the first threshold. For example, Tposfinal = 5mm and Tangfinal = 0.5°, which represent the final alignment accuracy required by the wireless charging system.

[0090] Compare Lpos' with Tposfinal and Lang' with Tangfinal: if Lpos'≤Tposfinal and Lang'≤Tangfinal, then the alignment is determined to be complete, a logic high-level alignment completion flag is generated, and charging is allowed to start via a hardware interrupt.

[0091] If the condition is not met, the processor will take Pnew as the new input, re-execute step S44, calculate the new motor drive quantity, and drive the motor again to form iterative control.

[0092] The iterative process continues until the alignment conditions are met or the preset maximum number of iterations is reached. During the iteration, the deviation change after each adjustment is recorded. If the deviation increases or shows an oscillating trend, the step size can be automatically reduced for fine-tuning. In this iterative process, each adjustment is based on the latest deviation, exhibiting adaptability and compensating for errors caused by mechanical backlash, temperature changes, etc. The setting of the maximum number of iterations prevents infinite loops and improves the reliability of the system.

[0093] In one embodiment of the present invention, based on step S5, after the precise alignment conditions are met, the ground charging plate starts and dynamically matches the charging power in a smooth curve manner according to the current grid load status and the battery demand information sent by the vehicle battery management system. An electromagnetic induction energy transmission link is established through an adaptive resonant circuit to start wireless charging of the vehicle. The following will provide a possible embodiment and describe its specific implementation in a non-limiting way.

[0094] S51: The ground charging pad establishes a communication connection with the local energy management system, receives real-time load status data packets sent by the grid side, and parses them to obtain the current grid frequency fgrid, grid voltage RMS Vgridrms, and grid load factor Lgrid; simultaneously, it establishes bidirectional communication with the vehicle battery management system, receives battery demand data packets, and parses them to obtain the target charging power Ptarget, current battery terminal voltage Vbat, battery state of charge SOC, and maximum allowable charging current Imax; it performs a moving average filter on the received grid load factor Lgrid, with a filter window length of 10 sampling points, to obtain the smoothed grid load factor αgrid, calculated using the following formula: ,in Let be the power grid load rate at the i-th sampling point in the past.

[0095] S52: Calculate the maximum allowable charging power of the battery, Pbatmax = Imax × Vbat, based on the maximum allowable charging current Imax and the current terminal voltage Vbat. Calculate the maximum charging power that the grid can provide based on the smoothed grid load factor αgrid. ,in This is the base rated power of the charging pile.

[0096] Pick Set initial power Call the S-shaped power curve generation function to obtain P init Starting point, P final With the endpoint as the preset rise time and Trie as the time interval, a discrete sequence Preq[k] of power variation over time is generated. The time interval corresponding to each point in the sequence is the control period Δt. The S-curve function expression is: , where k s t is the slope coefficient. m At the moment when the curve is at its midpoint, , The preset rise time.

[0097] In some embodiments, the final power Pfinal is a constrained minimization problem, with constraints including battery safety boundaries, grid power supply capacity, and user demand. The S-curve, belonging to the parametric trajectory planning method, exhibits continuous and smooth velocity. The denominator of the exponential function ensures that the rate of change of the curve tends to zero at both the start and end points, making the power initiation and termination processes very smooth. Discretizing the continuous curve into a sequence Preq[k] facilitates subsequent periodic execution by the digital controller.

[0098] S53: Based on the current power demand Preq and the current battery voltage Vbat, the operating parameters of the adaptive resonant circuit are obtained through a three-dimensional lookup table pre-stored in the memory. The lookup table takes Preq and Vbat as inputs and outputs the inverter switching frequency fsw, phase shift angle φ, and duty cycle D.

[0099] The data for the lookup table is obtained through offline calibration. The calibration method is as follows: during the factory test of the charging board, the inverter parameters are adjusted and the output power is measured. The optimal (fsw, φ, D) values ​​corresponding to different (Vbat, Preq) combinations are recorded to form a gridded lookup table. The corresponding parameters are read from the lookup table using the bilinear interpolation method, and the PWM control signal is output to the inverter drive circuit.

[0100] In some embodiments, the lookup table generation process is as follows: Before the charging board leaves the factory, it is connected to an adjustable load and an adjustable power supply. The typical range of Vbat and the typical range of Preq are traversed through an automated testing system. At each combination point, fsw, φ, and D are adjusted by an optimization algorithm to make the output power accurately reach Preq and achieve the highest efficiency. The optimal parameters of this set are recorded.

[0101] Furthermore, all data points form a three-dimensional grid. During actual operation, based on the current Vbat and the current Preq[k], the four adjacent grid points in the lookup table are located, and the output parameters are calculated using the bilinear interpolation formula.

[0102] For example, taking fsw as an example, the interpolation formula is:

[0103] in Calculate φ and D. The interpolated fsw, φ, and D, after being amplitude-limited, are written into the inverter's PWM control register to drive the IGBTs to generate the required high-frequency AC power.

[0104] S54: Real-time acquisition of the instantaneous voltage value v(t) and instantaneous current value i(t) of the transmitting coil using voltage and current sensors to calculate the actual transmitted power. Where T is the power frequency period; calculate the power error. The PI controller is invoked, with e(t) as input, and the output phase shift angle correction Δφ. The PI controller expression is: Where Kp and Ki are pre-tuned proportional and integral coefficients; the corrected phase shift angle Update the inverter control register to ensure that the actual power follows the planned curve.

[0105] In some embodiments, the deviation between the actual power Pactual and the required power Preq reflects the system's current operating point deviating from the target. The PI controller adjusts the control input based on the magnitude and accumulation of the deviation, creating negative feedback to ensure that the actual power tracks the required power.

[0106] S55: Monitor the changes in grid load factor αgrid and battery state parameters in each control cycle, and calculate the rate of change of the moving average of αgrid dα / dt and the change in the maximum allowable power of the battery Pbatmax ΔPbat. If |dα / dt| exceeds a preset threshold or |ΔPbat| exceeds a preset threshold, power replanning is triggered: pause the current power curve, take the current actual power Pactual as the new starting point Pinit', take the updated Pfinal' as the target, take the remaining rise time Trise' as the time interval, re-execute step S52 to generate a new power sequence, and continue execution using steps S53 and S54 to ensure a smooth power transition.

[0107] In some embodiments, grid load and battery state may change during charging, such as a sudden start-up of other high-power devices causing an increase in grid load, or a rise in battery temperature causing a decrease in allowable current. Continuing to charge as planned could lead to grid overload or battery overcharging. These changes can be detected promptly by monitoring the rate of change of key parameters in real time. When the change exceeds a threshold, pausing the original plan and initiating a replanning ensures that the charging process always operates within safe boundaries.

[0108] The replanning process starts with the current actual power, ensuring the continuity of power. The adjustment strategy for the remaining rise time makes the total charging time basically controllable.

[0109] In one embodiment of the present invention, step S6 specifically includes: periodically waking up the ultrasonic sensor array and signal generator to obtain real-time six-degree-of-freedom pose data, and when the displacement is detected to exceed a preset threshold, driving the XYZ three-axis motor to fine-tune the attitude of the transmitting coil without interrupting charging in order to compensate for the small displacement of the vehicle. The following will provide a possible embodiment and describe its specific implementation in a non-limiting manner.

[0110] S61: During the charging process, a timer interrupt service routine is started, and a wake-up cycle is set. When each wake-up cycle arrives, an enable signal is sent to the ultrasonic sensor array, and a synchronization trigger pulse is sent to the signal generator of the vehicle chassis. The ultrasonic sensor array emits a first ultrasonic detection signal, and after receiving the synchronization trigger pulse, the signal generator emits a second ultrasonic response signal after a fixed delay.

[0111] S62: Acquire the second ultrasonic response signal received by each sensor node in the ultrasonic sensor array, perform analog-to-digital conversion on the received signal of each node, and obtain the digitized received signal strength value RSSI. i Record the time difference (TDOA) between each node receiving the second ultrasonic response signal and transmitting the first ultrasonic detection signal. i ; The collected RSSI i and TDOA i Input the six-DOF pose calculation process described in step S3 to calculate the real-time six-DOF pose data at the current moment. .

[0112] In some embodiments, during the reception of the ultrasonic sensor array, an analog-to-digital converter is activated to sample the received signal of each sensor node. The ultrasonic sensor array consists of eight sensor nodes, evenly distributed in a ring around the perimeter of the charging plate.

[0113] For each sensor node, the processor performs digital signal processing on 1024 sampling points at each node to calculate the received signal strength value RSSIi. Specifically, this is done by taking the absolute value of the sampled data and then finding the maximum value, or by summing the squares of the sampling points within the pulse envelope and then taking the square root. A threshold detection method is used to extract the arrival time: a dynamic threshold is set, which is 30% of the maximum amplitude. When the amplitude of a sampling point first exceeds this threshold, the time index corresponding to that sampling point is recorded. Combined with the ADC sampling start time, the time difference TDOAi between the node receiving the second ultrasonic response signal and transmitting the first ultrasonic detection signal is calculated.

[0114] The RSSIi and TDOAi data from all eight nodes form a 16-dimensional raw measurement vector. The processor inputs this vector into the six-DOF pose calculation process described in step S3. The process uses a pre-trained support vector regression (SVR) model, with the 16-dimensional measurement vector as input and 6-dimensional pose data as output. The SVR model is obtained through offline training, and the training data covers various possible positional offsets.

[0115] S63: Perform a difference operation between the real-time six-DOF pose data Pcurrent and the pre-stored reference pose data Pref to obtain the displacement deviation vector ΔP = Pcurrent - Pref; calculate the magnitude of the displacement deviation vector. The square root of the angle deviation vector, and the magnitude of the angle deviation vector. The square root of ΔL; compare ΔL with the preset first displacement threshold TL, and ΔΘ with the first angle threshold TΘ.

[0116] In some embodiments, the Pref is saved by the processor at the start of charging in step S5, representing the position when the transmitting coil and the receiving coil are optimally aligned.

[0117] Perform vector subtraction: Calculate the difference for each of the six components.

[0118] These differences represent the offset relative to the optimal alignment point at the current moment. The overall displacement deviation index ΔL is calculated using the Euclidean norm, reflecting the linear displacement distance of the receiving coil's center point in three-dimensional space. The overall angular deviation index ΔΘ is calculated using the Euclidean norm, reflecting the overall tilt of the coil plane.

[0119] Optionally, two thresholds are pre-stored: a first displacement threshold TL and a first angle threshold TΘ. These two thresholds are determined based on the efficiency-deviation characteristic curve of the wireless charging system: when the displacement is less than 2 mm and the angle is less than 0.2 degrees, the transmission efficiency decreases by less than 1%, and no compensation is needed; beyond this range, the efficiency decrease becomes significant. ΔL is compared with TL, and ΔΘ with TΘ, respectively. The comparison logic is: if ΔL > TL or ΔΘ > TΘ, then position compensation is required, and the compensation flag Flagcomp is set to 1; otherwise, Flagcomp is set to 0, and the current compensation is skipped. The thresholds TL and TΘ are determined based on the experimental curve of the system's transmission efficiency sensitivity to deviation, selecting a 1% efficiency decrease as the critical point for whether compensation is needed, thus ensuring charging efficiency.

[0120] S64: If ΔL>TL or ΔΘ>TΘ, it is determined that position compensation is required. The inverse kinematics model of step S44 is called, and the compensation drive quantity of the six motors is calculated with ΔP as input. The compensation drive quantity is converted into a pulse sequence. Under the premise of keeping the current charging power unchanged, the XYZ three-axis motor is driven to fine-tune the attitude of the transmitting coil, so that the transmitting coil moves in the direction of reducing ΔP. After the fine-tuning is completed, the current real-time pose data Pcurrent is updated to the new reference pose Pref for use in the next wake-up cycle.

[0121] In some embodiments, when the compensation flag Flagcomp is 1, the pre-calibrated inverse kinematic model from step S44 is invoked. Using the displacement deviation vector ΔP=[Δx,Δy,Δz,Δα,Δβ,Δγ] calculated in step S63 as input, the compensation drive quantities of the six motors are calculated through matrix multiplication ΔMcomp=K·ΔP, where K is a 6×6 coefficient matrix.

[0122] The calculated ΔMcomp = [dxcomp, dycomp, dzcomp, dθcomp, dφcomp, dψcomp] represents the required displacement or angle for the X-axis translation motor, Y-axis translation motor, Z-axis lifting motor, X-axis rotation motor, Y-axis rotation motor, and Z-axis rotation motor, respectively. Each component of ΔMcomp is then multiplied by its corresponding pulse equivalent coefficient η. i The target pulse number Pi for each motor is obtained as Pi = |ΔMcompi| / η. i The direction of motor rotation is determined based on the sign of ΔMcompi.

[0123] Furthermore, the six pulse counts are respectively loaded into the pulse generator modules of the six motors. Each pulse generator generates a continuous pulse sequence according to a preset trapezoidal acceleration and deceleration curve: starting frequency 500Hz, acceleration time 10ms, running frequency 2000Hz, and deceleration time 10ms.

[0124] Six pulse sequences are simultaneously output to the motor driver, driving the movable electromagnetic coil array to move simultaneously along six degrees of freedom, causing the transmitting coil to move in the direction that reduces ΔP. ​​During the motor's movement, the encoder provides real-time feedback on the actual position, which is compared with the target position to form a closed-loop control, ensuring the movement is in place. After fine-tuning, the processor copies the current real-time pose data Pcurrent to the reference pose storage area and updates Pref=Pcurrent for use in the next wake-up cycle.

[0125] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0126] like Figure 3 As shown, this application also provides an electronic device, including a display module 103, a memory 102, a processor 101, a communication module 104, and a computer program stored in the memory and executable on the processor 101. When the processor 101 executes the program, it implements the steps of a vehicle wireless charging dynamic alignment and adaptive control method.

[0127] In embodiments of the present invention, electronic devices include, but are not limited to, laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. Electronic devices may also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the embodiments described and / or claimed herein.

[0128] In this embodiment, processor 101 may be implemented using at least one of an application-specific integrated circuit, a programmable logic device, a field-programmable gate array, a processor, a controller, a microcontroller, a microprocessor, or an electronic unit designed to perform the functions described herein. In some cases, such an implementation may be implemented within a controller. For software implementation, implementations such as processes or functions may be implemented with separate software modules that allow the performance of at least one function or operation. Software code may be implemented by a software application (or program) written in any suitable programming language, and the software code may be stored in memory and executed by the controller.

[0129] The display module 103 is used to display information input by the user or information provided to the user. The display module 103 may include a display panel, which may be configured in the form of a liquid crystal display, an organic light-emitting diode, or the like.

[0130] The memory 102 can be used to store software programs and various data. The memory 102 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0131] The communication module 104 transmits radio signals to and / or receives radio signals from at least one of a base station, an external terminal, and a server. Such radio signals may include voice call signals, video call signals, or various types of data sent and / or received according to text and / or multimedia messages.

[0132] The present invention also provides a storage medium storing a computer program thereon, wherein the computer program, when executed by a processor, implements the steps of the vehicle wireless charging dynamic alignment and adaptive control method.

[0133] The storage medium may be any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example,, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of readable storage media include: electrical connections having one or more wires, portable disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0134] The storage medium stores a program product capable of implementing the methods described above in this specification. In some possible implementations, various aspects of this disclosure may also be implemented as a program product comprising program code that, when run on a terminal device, causes the terminal device to perform the steps described in the "Exemplary Methods" section of this specification according to various exemplary embodiments of this disclosure.

[0135] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for dynamic alignment and adaptive control of wireless charging for vehicles, characterized in that the method... include: S1: Guide the vehicle into the primary positioning area through vehicle-mounted sensing and power grid status sensing; S2: After the vehicle enters the primary positioning area, the ultrasonic sensor array emits a first ultrasonic detection signal, the signal generator responds to the first ultrasonic detection signal by emitting a second ultrasonic response signal, the ultrasonic sensor array receives the second ultrasonic response signal, and collects the received signal strength value of each sensor node and the time difference between each sensor node receiving the second ultrasonic response signal and emitting the first ultrasonic detection signal, generating an original positioning dataset containing multiple received signal strength values ​​and time differences. S3: Based on the received signal strength value and time difference in the original positioning dataset, the three-dimensional position deviation and angle deviation of the signal generator at the middle position of the vehicle chassis relative to the center of the ground charging plate are jointly calculated, and six-degree-of-freedom pose data containing the three-dimensional position deviation and angle deviation are generated. S4: Generate position adjustment commands based on the six-degree-of-freedom pose data, and send fine-tuning driving commands to the vehicle automatic parking system through the vehicle control system, driving the XYZ three-axis motor to adjust the horizontal position and angle of the transmitting coil so that the six-degree-of-freedom pose data meets the preset fine alignment conditions; S5: Combines grid load and battery demand to smoothly start and match power for wireless charging; S6: During the charging process, environmental detection and position adjustment procedures are performed; S7: Resets the device and reports its status after charging is complete, and supports bidirectional power feedback.

2. The vehicle wireless charging dynamic alignment and adaptive control method according to claim 1, characterized in that, S4 specifically includes: the processor of the ground charging plate generates position adjustment instructions based on the six degrees of freedom pose data, sends fine-tuning driving instructions to the automatic parking system through the vehicle control system, and the automatic parking system drives the XYZ three-axis motor of the movable electromagnetic coil array to adjust the horizontal position and angle of the transmitting coil so that the six degrees of freedom pose data meets the preset fine alignment conditions.

3. The vehicle wireless charging dynamic alignment and adaptive control method according to claim 2, characterized in that, S4 specifically involves the following steps: S41: The processor of the ground charging pad parses the six-degree-of-freedom pose data and extracts the three-dimensional position deviation components Δx, Δy, Δz and the three-dimensional angle deviation components Δα, Δβ, Δγ of the vehicle chassis signal generator relative to the center of the charging pad. Calculate the magnitude of the position deviation vector respectively. And the magnitude of the angle deviation vector and L pos and L ang With the pre-stored first threshold T pos and T ang A comparison is made, and the status flag (Flag) for the current alignment stage is determined based on the comparison result: if L pos >T pos or L ang >T ang If Flag is set to 0, it indicates the coarse adjustment stage; if L pos ≤T pos And L ang ≤T ang If Flag is set to 1, it indicates the fine-tuning stage; S42: When Flag=0, calculate the required direction angle of the vehicle in the horizontal plane based on the position deviation components Δx and Δy. and estimated driving distance ; The pre-adjustment angle of the transmitting coil is calculated based on the angular deviation components Δα and Δβ. , ; Direction angle θ vehicle and driving distance d vehicle The pre-adjustment angle is encapsulated into a vehicle fine-tuning command, sent to the vehicle control system, and the pre-adjustment angle is... , The signal is converted into a first motor drive signal, which drives the rotary axis motor in the XYZ three-axis motor to rotate the transmitting coil around the corresponding axis to a specified angle. S43: After sending the vehicle fine-tuning command, continuously monitor the updated six-DOF pose data, calculate Lposnew and Langnew after each update, and compare them with the first threshold T. pos T ang Perform dynamic comparisons; When Lposnew and Langnew decrease simultaneously to satisfy Lposnew≤Tpos and Langnew≤Tang, the coarse adjustment phase is determined to be complete, the status flag Flag is updated to 1, and a stop-and-hold command is sent to the vehicle control system, requiring the vehicle to stop moving and maintain its current posture. Record the pose data at the current moment as the initial reference value for the fine-tuning phase; S44: When Flag=1, the current six-degree-of-freedom pose data Δx, Δy, Δz, Δα, Δβ, Δγ are used as inputs, and the output is the driving quantity of the six motors of the movable electromagnetic coil array: X-axis translation dxm, Y-axis translation dym, Z-axis rise / fall dzm, rotation around the X-axis dθm, rotation around the Y-axis dφm, rotation around the Z-axis dψm; the specific form of the inverse kinematics model is as follows: Where k ij This is the constant matrix obtained through offline identification using the least squares method; The calculated six motor drive quantities are multiplied by the corresponding pulse equivalent coefficients to generate a six-pulse sequence, which drives the corresponding XYZ three-axis motors to make the transmitting coil move in the direction of reducing the pose deviation. S45: After each motor drive operation, wait for the six-DOF pose data of the next sampling cycle, calculate the new Lpos' and Lang', and compare them with the preset second thresholds Tposfinal and Tangfinal, where Tposfinal... <Tpos,Tangfinal<Tang; If Lpos'≤Tposfinal and Lang'≤Tangfinal, then the fine alignment is determined to be complete, the alignment completion flag is output, and step S5 is triggered. Otherwise, return to step S44, recalculate the motor drive quantity based on the latest pose data and execute it, forming iterative control until the fine alignment condition is met.

4. The vehicle wireless charging dynamic alignment and adaptive control method according to claim 3, characterized in that, S44 specifically includes the following steps: S441: Read the current six-degree-of-freedom pose deviation vector and input it into the preset coupling compensation matrix operation module. The coupling compensation matrix operation module stores the 6×6 order inverse kinematics gain matrix K obtained through offline identification. inv Perform matrix multiplication to calculate the original theoretical displacement vector of the motor, which contains six degrees of freedom; S442: The original theoretical displacement vector M of the motor raw The nonlinear friction and clearance compensator is fed into the device. The compensator has six independent dead zone mapping functions and Coulomb friction compensation terms. For the characteristic parameters of each motor shaft, the corresponding components in the original theoretical displacement vector of the motor are corrected, and the net driving amount after compensation is calculated. S443: Based on the compensated net drive quantity, combined with the pulse equivalent coefficient and maximum acceleration constraint of each axis motor, a time synchronization interpolation algorithm is used to generate a six-channel synchronous pulse sequence, calculate the theoretical time required for each axis to reach the target position, select the maximum value as the reference synchronization period, replan the speed curves of the remaining five axes so that they reach the target point at the same time as the slowest axis within the maximum value time, and output the final PWM drive signal to the XYZ three-axis motor and rotary axis driver.

5. The vehicle wireless charging dynamic alignment and adaptive control method according to claim 1 or 2, characterized in that, In step S6, during the wireless charging process, the ground charging pad performs environmental detection and position adjustment in parallel: foreign object detection data is collected in real time by an infrared thermal imager and a metal detection coil installed on the glass panel of the charging pad, and live body approach data is collected in real time by a 360-degree millimeter-wave radar installed on the side of the charging pad, and a graded safety strategy is implemented according to the movement trajectory of the organism. The ultrasonic sensor array and signal generator are periodically woken up to acquire real-time six-degree-of-freedom pose data. When the displacement exceeds a preset threshold, the XYZ three-axis motor is driven to fine-tune the attitude of the transmitting coil without interrupting charging, so as to compensate for the small displacement of the vehicle.

6. The vehicle wireless charging dynamic alignment and adaptive control method according to claim 5, characterized in that, S6 specifically includes the following steps: S61: During the charging process, the ultrasonic sensor array is periodically woken up to emit the first detection signal, and the vehicle signal generator is triggered to emit the second response signal with a delay. S62: Collect the received signal strength and signal arrival time difference of each sensor node, and obtain real-time six-degree-of-freedom pose data through pose calculation; S63: Compare the real-time pose data with the reference pose data to obtain the displacement deviation, and determine whether the deviation exceeds the preset threshold. S64: When the deviation exceeds the threshold, the inverse kinematics model is called to calculate the motor compensation amount, and the motor is driven to fine-tune the attitude of the transmitting coil before updating the reference pose data.

7. The vehicle wireless charging dynamic alignment and adaptive control method according to claim 1, characterized in that, S5 specifically includes the following steps: S51: The ground charging pad establishes a communication connection with the local energy management system, receives real-time load status data packets sent by the power grid, and parses them to obtain the current power grid frequency fgrid, the effective value of the power grid voltage Vgridrms, and the power grid load rate Lgrid; at the same time, it establishes bidirectional communication with the vehicle battery management system, receives battery demand data packets, and parses them to obtain the target charging power Ptarget, the current battery terminal voltage Vbat, the battery state of charge SOC, and the maximum allowable charging current Imax. The received grid load factor Lgrid is subjected to a moving average filter with a filter window length of 10 sampling points to obtain the smoothed grid load factor αgrid, calculated using the following formula: ,in The grid load rate at the i-th sampling point in the past; S52: Calculate the maximum allowable charging power of the battery, Pbatmax = Imax × Vbat, based on the maximum allowable charging current Imax and the current terminal voltage Vbat. Calculate the maximum charging power that the grid can provide based on the smoothed grid load factor αgrid. ,in This refers to the base rated power of the charging pile; S53: Based on the current power demand Preq and the current battery voltage Vbat, the operating parameters of the adaptive resonant circuit are obtained through a three-dimensional lookup table pre-stored in the memory. The lookup table takes Preq and Vbat as inputs and outputs the inverter switching frequency fsw, phase shift angle φ, and duty cycle D. The data in the lookup table is obtained through offline calibration, and the corresponding parameters are read from the lookup table to output the PWM control signal to the inverter drive circuit. S54: Real-time acquisition of instantaneous voltage v(t) and instantaneous current i(t) of the transmitting coil through voltage and current sensors, calculation of actual transmission power, calling the PI controller, taking e(t) as input, outputting phase shift angle correction Δφ, and updating the corrected phase shift angle to the inverter control register.

8. The vehicle wireless charging dynamic alignment and adaptive control method according to claim 7, characterized in that, Following S54 are: S55: Monitor the changes in grid load factor αgrid and battery state parameters in each control cycle, and calculate the rate of change of the moving average of αgrid dα / dt and the change in the maximum allowable power of the battery Pbatmax ΔPbat. If |dα / dt| exceeds a preset threshold or |ΔPbat| exceeds a preset threshold, then power replanning is triggered. Pause the current power curve, take the current actual power Pactual as the new starting point Pinit', take the updated Pfinal' as the target, and take the remaining rise time Trise' as the time interval, re-execute step S52 to generate a new power sequence, and continue execution using steps S53 and S54 to ensure a smooth power transition.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps of the vehicle wireless charging dynamic alignment and adaptive control method as described in any one of claims 1 to 8.

10. A storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the vehicle wireless charging dynamic alignment and adaptive control method as described in any one of claims 1 to 8.

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