Vehicle-machine cooperative wireless charging alignment system

Abstract

The application discloses a vehicle-machine cooperative wireless charging alignment system, comprising a vehicle-mounted end, a ground end and a cooperative control module. The vehicle-mounted end changes the spatial position and attitude of the receiving coil by using a vehicle suspension adjusting mechanism; the ground end adjusts the position and attitude of the transmitting coil through a movable transmitting coil, an inclination adjusting mechanism and a position detecting unit; and the cooperative control module coordinates and controls the above actuators, so that the two coils are aligned in the three-dimensional space and the planes remain parallel. The system adopts a three-stage progressive process of pre-alignment, coarse adjustment and fine adjustment, realizes high-precision and rapid alignment through dynamic weight distribution, efficiency optimization strategy, state monitoring attribution analysis, multi-modal fusion positioning and self-learning optimization, and sets a safety retreat module and a mechanical-electromagnetic dual braking structure to ensure operation safety. The application fully utilizes the existing suspension resources of the vehicle, realizes six-degree-of-freedom cooperative control of the vehicle-ground, and improves the alignment efficiency, transmission stability and environmental adaptability of the wireless charging.

Description

Technical Field

[0001] This invention belongs to the field of vehicle wireless charging technology, specifically relating to a vehicle-machine collaborative wireless charging alignment system. Background Technology

[0002] With the rapid development of the new energy vehicle industry, wireless charging technology has gradually become an important development direction in the field of electric vehicle charging due to its convenience, safety, and automation advantages. Compared with traditional wired charging methods, wireless charging eliminates the need for physical plugging and unplugging, enabling automatic charging after the vehicle is parked, significantly improving the user experience, and providing a technological foundation for unmanned charging in future autonomous driving scenarios. Currently, electric vehicle wireless charging systems mainly adopt an electromagnetic induction coupling structure, achieving energy transfer through magnetic field coupling between the ground-based transmitting coil and the vehicle-mounted receiving coil. However, the transmission efficiency of a wireless charging system is highly sensitive to the relative position and orientation of the two coils. When the transmitting and receiving coils are misaligned in the horizontal plane, the vertical air gap height deviates from the optimal value, or the two coil planes are not parallel, the coupling coefficient will decrease significantly, leading to a sharp drop in transmission efficiency and even causing safety issues such as system overheating. Therefore, high-precision alignment is a key prerequisite for achieving efficient and safe wireless charging.

[0003] Existing wireless charging alignment technologies are mainly divided into three categories: purely ground-based adjustment, purely vehicle-mounted adjustment, and vehicle-to-ground communication coordination. The purely ground-based adjustment scheme uses a two-dimensional planar moving platform to drive the transmitting coil to move horizontally, achieving only two-dimensional position adjustment in the horizontal plane. It cannot solve the problem of optimizing the vertical air gap height, nor can it correct coil plane non-parallelism caused by uneven ground or vehicle tilt. Furthermore, the ground-based movement is limited by parking space, potentially resulting in insufficient travel for vehicles with significant parking deviations. The purely vehicle-mounted adjustment scheme requires a dedicated mechanical adjustment mechanism installed on the vehicle chassis, increasing vehicle cost and weight. The adjustment range is also limited by chassis space, making it difficult to achieve large-travel vertical adjustments. While the vehicle-to-ground communication coordination scheme assists the driver in parking or controlling ground-based pre-positioning through information interaction, it does not address real-time closed-loop position control and dynamic compensation during charging, failing to meet the requirements of fully automatic alignment. In addition, existing schemes generally lack real-time monitoring and compensation mechanisms for changes in vehicle status during charging, resulting in insufficient positioning reliability in complex environments. Moreover, the safety protection mechanisms for system malfunctions are inadequate, posing risks of coil collisions or over-adjustment.

[0004] In summary, existing wireless charging alignment technologies have limitations in terms of adjustment dimensions, collaborative control, dynamic compensation, environmental adaptability, and safety. There is an urgent need for a wireless charging alignment system that can achieve full-degree-of-freedom alignment in three-dimensional space, deep vehicle-to-ground collaboration, and possess dynamic compensation and self-learning capabilities. Summary of the Invention

[0005] In view of this, the present invention proposes a vehicle-machine cooperative wireless charging alignment system. The present invention achieves high-precision alignment and planar parallelism between the receiving coil and the transmitting coil in three-dimensional space through a three-level progressive process of pre-alignment, coarse adjustment and fine adjustment and a dynamic weight allocation strategy. At the same time, through multi-modal fusion positioning, state monitoring attribution analysis, self-learning optimization and safety fallback mechanism, the system's environmental adaptability, intelligence level and operational safety are comprehensively improved.

[0006] To achieve the above objectives, the present invention provides the following technical solution: This invention provides a vehicle-machine cooperative wireless charging alignment system, comprising: The vehicle-mounted terminal includes a receiving coil, a vehicle suspension adjustment mechanism, and a vehicle controller. The suspension adjustment mechanism is used to adjust the vehicle height and / or tilt angle under the command of the vehicle controller to change the spatial position and spatial attitude of the receiving coil. The ground end includes a movable transmitting coil, a position detection unit, and a tilt adjustment mechanism. The position detection unit is used to detect the three-dimensional position offset and attitude deviation of the receiving coil relative to the transmitting coil. The tilt adjustment mechanism is used to independently adjust the tilt angle of the transmitting coil in two orthogonal directions in the horizontal plane. The collaborative control module communicates with both the vehicle-mounted and ground-based terminals. It coordinates and controls the vehicle's suspension adjustment mechanism, movable transmitting coil, and tilt adjustment mechanism based on the three-dimensional position offset and attitude deviation, ensuring that the receiving coil and transmitting coil are aligned in three-dimensional space and remain parallel to each other on the plane.

[0007] Preferably, the collaborative control module includes a pre-alignment unit, a coarse adjustment unit, and a fine adjustment unit, wherein: The pre-alignment unit is used to predict the initial position range and attitude deviation range of the receiving coil after the vehicle stops, based on the vehicle positioning information and the vehicle's historical parking posture data, before the vehicle enters the charging area, and to control the movable transmitting coil and tilt adjustment mechanism to pre-align to the center of the initial position range and the center value of the attitude deviation range. The coarse adjustment unit is used to simultaneously control the vehicle suspension adjustment mechanism to adjust the vehicle height to the preset working range after the vehicle has come to a complete stop, control the movable transmitting coil to move towards the projection position of the receiving coil, and control the tilt adjustment mechanism to coarsely adjust the tilt angle of the transmitting coil so that the receiving coil and the transmitting coil can quickly approach each other to the coupling threshold range in three-dimensional space. The fine-tuning unit is used to control the movable transmitting coil to complete fine alignment in the horizontal plane after the coarse-tuning unit completes rapid approach, control the tilt adjustment mechanism to fine-tune the tilt angle of the transmitting coil to be parallel to the plane of the receiving coil, and control the vehicle suspension adjustment mechanism to fine-tune the air gap height to the optimal coupling range.

[0008] Preferably, the collaborative control module further includes a dynamic weight allocation unit, which is used to calculate the relative proportion of the horizontal offset component and the vertical offset component based on the real-time detected three-dimensional position offset, and dynamically allocate the action timing and single adjustment amplitude of the movable transmitting coil and the vehicle suspension adjustment mechanism according to the relative proportion and the current adjustment stage. The dynamic weight allocation unit includes a stage identification subunit and an amplitude constraint subunit; The stage identification subunit is used to identify whether the current stage is coarse adjustment or fine adjustment based on the comparison result between the current 3D position offset and the coupling threshold. The amplitude constraint subunit is used to prioritize the direction with larger single adjustment amplitude when the coarse adjustment stage is identified, and to force the movable transmitting coil and the vehicle suspension adjustment mechanism to alternate when the fine adjustment stage is identified, and the single adjustment amplitude is limited to a preset small amplitude range, until the position offset change direction after the alternating action of the two ends is opposite, and the single adjustment amplitude of the two ends is reduced synchronously.

[0009] Preferably, the fine-tuning unit uses an efficiency optimization strategy to determine the optimal value of the air gap height. The fine-tuning unit includes an iterative control subunit and an anomaly detection subunit. The iterative control subunit is used to start from a preset initial air gap height, and gradually reduce the step size according to a preset decreasing ratio. It attempts to adjust in both the decreasing and increasing directions of the air gap and records the corresponding efficiency values. When the efficiency values ​​after trying in both directions are lower than the current efficiency value, the current air gap height is taken as the center of the local optimal interval. The anomaly detection subunit is used to determine that there is an efficiency anomaly when the efficiency decrease exceeds a preset anomaly ratio after a single trial adjustment. It then triggers a rollback to the previous air gap height and reduces the step size to a preset ratio of the original step size before continuing to try.

[0010] Preferably, the vehicle controller includes a status monitoring unit. The status monitoring unit is used to acquire the current status parameters of the vehicle and compare them with the status parameters at the start of charging when the transmission efficiency drops below a preset threshold during charging. The status parameters include vehicle height, suspension air pressure, door opening and closing status, and occupant load distribution. The status monitoring unit determines whether the reason for the efficiency drop is a positional shift caused by a change in vehicle status based on the comparison result. If it is determined to be a positional shift caused by a change in vehicle status, it controls the suspension adjustment mechanism to perform position compensation. If it is determined to be a non-vehicle status change, it sends a ground-end drift compensation request to the cooperative control module.

[0011] Preferably, the vehicle controller also includes a state-parameter mapping database for recording vehicle state change events and their corresponding optimal suspension parameters. When the same or similar vehicle state change is detected again, the vehicle controller directly calls the corresponding optimal suspension parameters in the mapping database to perform compensation and records the actual efficiency value after compensation. If the actual efficiency value is lower than the expected efficiency range, it triggers re-optimization and updates the corresponding optimal suspension parameters in the mapping database. The state-parameter mapping database includes a similarity comparison subunit, which is used to extract key feature dimensions from the current vehicle state parameters, calculate the deviation vector between the current key feature dimension and the corresponding key feature dimensions in each historical record in the mapping database, and determine that the vehicle state change is similar when all components of the deviation vector are less than the preset allowable deviation, and directly call the corresponding optimal suspension parameters. When any component exceeds the preset allowable deviation, the current state parameter is stored as a new record in the mapping database and marked as a record to be optimized.

[0012] Preferably, it also includes a self-learning optimization module, which records the scene parameters and adjustment results during each charging alignment process. The scene parameters include vehicle model, parking posture, ambient temperature and humidity, and ground flatness. The self-learning optimization module uses the optimal alignment strategy in the same scene in the past as the initial strategy for this time based on scene similarity matching. It corrects the parameters in the optimal alignment strategy according to the deviation between the current adjustment result and the historical result, and updates it to the cooperative control module. The optimal alignment strategy includes the pre-positioning parameters of the pre-alignment unit, the initial adjustment range of the coarse adjustment unit, and the convergence threshold of the fine adjustment unit.

[0013] Preferably, it also includes a safety retreat module, which is used to perform a retreat operation when any of the following abnormal conditions are detected: the vehicle suspension adjustment mechanism exceeds the safe adjustment range, the movable transmitting coil exceeds the movement boundary, the tilt adjustment mechanism exceeds the tilt angle safety range, the communication link between the cooperative control module and the vehicle end or the ground end is interrupted, or the transmission efficiency drops beyond the emergency threshold and continues for more than a preset duration; the retreat operation includes restoring the vehicle suspension to the initial safe height, moving the transmitting coil to the initial safe position, restoring the tilt adjustment mechanism to the horizontal state, issuing an audible and visual alarm signal, and uploading the abnormal log to the remote monitoring platform.

[0014] Preferably, the position detection unit includes a multimodal fusion positioning module, which is used to fuse detection data from an electromagnetic induction position sensor and a visual positioning camera. The multimodal fusion positioning module includes an interference detection subunit and a weight arbitration subunit. The interference detection subunit is used to monitor the fluctuation amplitude of the output data of the electromagnetic induction position sensor. When the fluctuation amplitude exceeds a preset stable range and lasts for more than a preset duration, it is determined that the electromagnetic interference is strong. The weight arbitration subunit is used to, when the electromagnetic interference is determined to be strong, increase the data weight of the visual positioning camera to a dominant position and decrease the data weight of the electromagnetic induction position sensor to an auxiliary position. When the number of effective feature points detected by the visual positioning camera is lower than a preset available threshold, the data weight of the electromagnetic induction position sensor is restored to a dominant position. The fusion positioning module outputs a stable three-dimensional position offset and attitude deviation.

[0015] Preferably, the movable transmitting coil is disposed on a two-dimensional planar moving platform, which is driven by a servo motor. The two-dimensional planar moving platform also includes a mechanical limiting structure and an electromagnetic braking structure. The mechanical limiting structure is used to limit the maximum movement boundary of the movable transmitting coil, and the electromagnetic braking structure is used to lock the current position of the movable transmitting coil when power is lost or communication is interrupted, so as to prevent abnormal displacement from causing coil collision.

[0016] The present invention has achieved at least the following beneficial effects: 1. This invention fully utilizes the vehicle's existing suspension system as the Z-axis and tilt adjustment actuator, complementing and coordinating with the ground-based two-dimensional planar movement platform and tilt adjustment mechanism. It transforms the challenges of large vertical stroke adjustment and attitude parallelism control, which are difficult to address with traditional purely ground-based adjustments, into a vehicle-ground joint optimization problem. Through a three-stage progressive process of pre-alignment, coarse adjustment, and fine adjustment, along with a dynamic weight allocation strategy, it rapidly converges large initial deviations to a high-precision alignment state. Multimodal fusion positioning and environmentally adaptive weight switching ensure positioning stability under complex electromagnetic interference and visual occlusion conditions. State monitoring, attribution analysis, and self-learning optimization achieve dynamic compensation and long-term performance evolution during charging. Compared to traditional single-end adjustment schemes, this invention achieves a comprehensive improvement in alignment efficiency, energy transfer efficiency, and system environmental adaptability.

[0017] 2. A comprehensive safety protection system, encompassing software logic and physical hardware, is constructed through a safety retreat module, mechanical limit structure, electromagnetic braking structure, and multiple anomaly detection mechanisms. The safety retreat module automatically executes tiered retreat operations in abnormal situations such as suspension over-limit, movement exceeding limits, communication interruption, and sudden efficiency drop, restoring the system to a safe state and issuing remote alarms. The mechanical limit structure and electromagnetic braking structure physically prevent abnormal displacement of the transmitting coil and the risk of coil collision. The attribution analysis mechanism of the status monitoring unit avoids disordered bidirectional compensation between the vehicle-mounted and ground-based terminals, effectively reducing the charging interruption rate caused by positional deviations.

[0018] 3. Through the closed-loop self-updating of the state-parameter mapping database and the scene strategy generation of the self-learning optimization module, the system possesses the ability for continuous learning and adaptive optimization. The state-parameter mapping database enables rapid matching of vehicle state changes with optimal compensation parameters, significantly shortening the compensation response time. Moreover, the database parameters are adaptively optimized as the vehicle ages and the environment changes, effectively maintaining compensation accuracy over long-term use. The self-learning optimization module, through scene similarity matching and closed-loop correction of strategy parameters, enables the first alignment of a new scene to obtain a better initial strategy based on historical experience. The alignment efficiency of high-frequency scenes continuously improves with the number of uses. At the same time, the rapid identification of abnormal scenes helps to detect equipment failures or environmental anomalies in advance, reducing operation and maintenance costs and the need for manual intervention.

[0019] Other advantages, objectives, and features of the invention will be set forth in the following description and will be apparent to those skilled in the art in some respects, or may be learned by practice of the invention. The objectives and other advantages of the invention can be realized and obtained through the following description. Attached Figure Description

[0020] To make the objectives, technical solutions, and beneficial effects of this invention clearer, the following figures are provided for illustration: Figure 1 This is a schematic diagram of a vehicle-machine cooperative wireless charging alignment system according to an embodiment of the present invention. Detailed Implementation

[0021] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0022] To achieve the above objectives, the present invention provides the following technical solution: Example 1: This invention provides a vehicle-machine cooperative wireless charging alignment system, referring to... Figure 1The system includes: an on-board unit, comprising a receiving coil, a vehicle suspension adjustment mechanism, and a vehicle controller. The suspension adjustment mechanism is used to adjust the vehicle height and / or tilt angle under the command of the vehicle controller to change the spatial position and attitude of the receiving coil; a ground-based unit, comprising a movable transmitting coil, a position detection unit, and a tilt adjustment mechanism. The position detection unit is used to detect the three-dimensional position offset and attitude deviation of the receiving coil relative to the transmitting coil, and the tilt adjustment mechanism is used to independently adjust the tilt angle of the transmitting coil in two orthogonal directions in the horizontal plane; and a collaborative control module, which is communicatively connected to both the on-board unit and the ground-based unit, and is used to coordinate and control the vehicle suspension adjustment mechanism, the movable transmitting coil, and the tilt adjustment mechanism according to the three-dimensional position offset and attitude deviation, so that the receiving coil and the transmitting coil are aligned in three-dimensional space and the plane remains parallel.

[0023] In this embodiment, the on-board unit is an inherent component of the vehicle. The receiving coil is installed under the vehicle chassis and electrically connected to the on-board battery management system. The vehicle suspension adjustment mechanism is an air suspension system or an electromagnetic suspension system, capable of actively adjusting the vehicle height and / or front-to-back and left-to-right tilt angles, with an adjustment range of not less than 50mm and an adjustment accuracy of not more than 1mm. The vehicle controller is a vehicle central control unit or a dedicated charging control unit, communicating with the suspension adjustment mechanism via a CAN bus.

[0024] In this embodiment, the ground unit is installed either below or above the charging parking space. The movable transmitting coil is mounted on a two-dimensional planar moving platform, which is driven by a servo motor. The platform's travel distance in both the X and Y axes of the horizontal plane is no less than 200 mm, and its positioning accuracy is no greater than 0.5 mm. The position detection unit employs a multi-sensor fusion architecture, including an electromagnetic induction position sensor and a visual positioning camera, to detect the three-dimensional position offset between the receiving coil and the transmitting coil in real time. and attitude deviation ,in and This represents the angular deviation of the inclination about two orthogonal axes in the horizontal plane. This represents the rotational deviation about the vertical axis.

[0025] In this embodiment, the tilt adjustment mechanism is a universal joint or ball joint type two-degree-of-freedom adjustment platform, installed below the movable transmitting coil. It can independently adjust the tilt angle of the transmitting coil in two orthogonal directions in the horizontal plane. The tilt adjustment range in each direction is not less than ±5°, and the adjustment accuracy is not greater than 0.1°.

[0026] In this embodiment, the collaborative control module is either a ground-based main controller or a cloud-based collaborative computing platform. It establishes a bidirectional communication link with the vehicle controller and the ground-based servo driver via wireless communication protocols (such as 5G-V2X, Wi-Fi, or Bluetooth). The collaborative control module receives the three-dimensional position offset and attitude deviation output by the position detection unit, executes the collaborative alignment algorithm, and generates control commands which are sent to the vehicle suspension adjustment mechanism, the movable transmitting coil, and the tilt adjustment mechanism, respectively, to achieve six-degree-of-freedom collaborative alignment.

[0027] In this embodiment, the technical objective of "alignment in three-dimensional space and parallelism of planes" can be quantified as follows: the positional offset in the horizontal plane satisfies... The air gap height meets the requirements. Planar parallelism satisfies ,in , , To preset the alignment accuracy threshold, This is the optimal air gap height.

[0028] The beneficial effects of the above technical solution are: by using the vehicle suspension adjustment mechanism as the Z-axis and tilt adjustment actuator, and coordinating it with the two-dimensional plane movement and tilt adjustment mechanism at the ground end, the receiving coil and the transmitting coil are aligned with full degrees of freedom in three-dimensional space. This fully utilizes the vehicle's existing hardware resources, reduces the mechanical complexity at the ground end, and improves the integration and economy of the alignment system.

[0029] Example 2: In a preferred embodiment, based on the above embodiments, the present invention also provides a three-level progressive collaborative alignment process for the collaborative control module. The collaborative control module includes a pre-alignment unit, a coarse adjustment unit, and a fine adjustment unit, wherein: the pre-alignment unit is used to predict the initial position range and attitude deviation range of the receiving coil after the vehicle stops, based on the vehicle positioning information and the vehicle's historical parking posture data, before the vehicle enters the charging area, and controls the movable transmitting coil and the tilt adjustment mechanism to pre-position towards the center of the initial position range and the center value of the attitude deviation range; the coarse adjustment unit is used to simultaneously control the vehicle suspension adjustment mechanism to adjust the vehicle height to a preset working range, control the movable transmitting coil to move towards the projection position of the receiving coil, and control the tilt adjustment mechanism to coarsely adjust the tilt angle of the transmitting coil, so that the receiving coil and the transmitting coil quickly approach each other in three-dimensional space to within the coupling threshold range; the fine adjustment unit is used to control the movable transmitting coil to complete fine alignment in the horizontal plane after the coarse adjustment unit completes the rapid approach, control the tilt adjustment mechanism to finely adjust the tilt angle of the transmitting coil to be parallel to the plane of the receiving coil, and control the vehicle suspension adjustment mechanism to finely adjust the air gap height to the optimal coupling range.

[0030] In this embodiment, the pre-alignment unit is triggered when the vehicle enters a preset detection range (e.g., a radius of 10m) at the entrance of the charging area. At this time, the vehicle sends its vehicle ID, current location coordinates, and driving direction to the cooperative control module via V2X communication or GPS positioning. The pre-alignment unit calls the historical parking posture database corresponding to the vehicle ID, extracts the most recent N (e.g., N=20) charging parking records, and calculates the statistical center of the historical parking position. and the statistical mean of attitude deviation Based on the current vehicle position and driving direction, predict the initial position range after the vehicle comes to a complete stop. and attitude deviation range .

[0031] In this embodiment, the pre-alignment unit controls the movable transmitting coil to move to the center of the predicted initial position interval. Simultaneously, the tilt adjustment mechanism is pre-adjusted to the center value of the predicted attitude deviation range. The pre-alignment phase is completed when the vehicle comes to a complete stop and the handbrake is engaged, at which point the position detection unit starts real-time detection.

[0032] In this embodiment, the coarse adjustment unit is activated when the pre-alignment unit completes and the position detection unit outputs a valid three-dimensional position offset. The coarse adjustment unit simultaneously performs three controls: controlling the vehicle suspension adjustment mechanism to adjust the vehicle height to a preset working range. (e.g., 150mm-250mm); control the projection position of the movable transmitting coil onto the receiving coil in the horizontal plane. Move; control the tilt adjustment mechanism to coarsely adjust the transmit coil tilt angle to near the predicted attitude deviation. The termination condition for the coarse adjustment stage is that the real-time detected 3D position offset meets the coupling threshold condition: and and ,in , , To coarsely adjust the coupling threshold, and , , .

[0033] In this embodiment, the fine-tuning unit is activated after the coarse-tuning is completed, employing a more refined control strategy: the movable transmitting coil completes fine alignment in the horizontal plane at a movement speed no greater than 20% of that in the coarse-tuning stage; the tilt adjustment mechanism fine-tunes the tilt angle at an adjustment speed no greater than 30% of that in the coarse-tuning stage; and the vehicle suspension adjustment mechanism iteratively fine-tunes the air gap height in decreasing steps. The termination condition for the fine-tuning stage is reaching the final alignment accuracy threshold in Embodiment 1.

[0034] The beneficial effects of the above technical solution are: through the three-stage progressive process of pre-alignment, coarse adjustment and fine adjustment, the large-scale initial deviation is gradually converged to a high-precision alignment state. The pre-alignment stage uses historical data to shorten the actual adjustment time, the coarse adjustment stage quickly approaches the target area, and the fine adjustment stage ensures the final accuracy. The overall alignment efficiency is significantly improved compared with single-stage adjustment.

[0035] Example 3: In a preferred embodiment, based on the above embodiments, the present invention further provides a dynamic weight allocation unit. The cooperative control module further includes a dynamic weight allocation unit, which is used to calculate the relative proportion of the horizontal offset component and the vertical offset component based on the real-time detected three-dimensional position offset, and dynamically allocate the action timing and single adjustment amplitude of the movable transmitting coil and the vehicle suspension adjustment mechanism according to the relative proportion and the current adjustment stage; the dynamic weight allocation unit includes a stage identification subunit and an amplitude constraint subunit; the stage identification subunit is used to identify whether the current stage is coarse adjustment or fine adjustment based on the comparison result of the current three-dimensional position offset and the coupling threshold; the amplitude constraint subunit is used to allocate the priority of the larger single adjustment amplitude to the direction of the larger offset when the stage is identified as coarse adjustment, and to force the movable transmitting coil and the vehicle suspension adjustment mechanism to act alternately when the stage is identified as fine adjustment, and to limit the single adjustment amplitude to a preset small amplitude range, until the position offset change direction after the alternating action of the two ends is opposite, and then synchronously reduce the single adjustment amplitude of the two ends.

[0036] In this embodiment, the identification logic of the stage identification subunit is as follows: calculate the position offset within the current horizontal plane. and vertical offset ,like or or If the result is positive, the system is determined to be in the coarse adjustment stage; otherwise, it is determined to be in the fine adjustment stage.

[0037] In this embodiment, the allocation strategy of the amplitude constraint subunit in the coarse adjustment stage is as follows: calculate the relative proportion in the horizontal direction. Relative proportion in the vertical direction ,like Then, the priority for larger single adjustment amplitudes is assigned to the movable transmitting coil (horizontal actuator), and the single adjustment amplitude of the movable transmitting coil is... The single adjustment range of the vehicle suspension adjustment mechanism Conversely, it is prioritized for allocation to the vehicle suspension adjustment mechanism, among which... This is the preset maximum single adjustment range.

[0038] In this embodiment, the allocation strategy of the amplitude constraint subunit during the fine-tuning stage is as follows: the movable transmitting coil and the vehicle suspension adjustment mechanism are forced to operate alternately according to a preset timing sequence, that is, only the movable transmitting coil operates in step k, and only the vehicle suspension adjustment mechanism operates in step k+1, alternating between the two. The single adjustment amplitude of each action is limited to a preset small amplitude. Within the range (e.g.) The system monitors the direction of positional offset change after alternating actions. If, after two consecutive alternating actions, the horizontal offset changes in opposite directions (i.e., one increases and the other decreases), it is determined that convergence is near, and the single adjustment amplitude at both ends is simultaneously reduced to... ,in For the preset reduction factor (e.g.) ).

[0039] In this embodiment, the criterion of "opposite direction of change" can be quantified as follows: Let the horizontal offset after the k-th step be... After the (k+2)th step, it becomes ,like If the change direction is reversed, it indicates that the system is oscillating around the target value, and the step size needs to be further reduced to improve convergence stability.

[0040] The beneficial effects of the above technical solution are: through stage identification and differential amplitude constraints, the coarse adjustment stage prioritizes solving the main contradiction (large offset direction), the fine adjustment stage avoids the coupling oscillation caused by the simultaneous action of the actuators at both ends through forced alternating actions, and the synchronous reduction mechanism ensures the stability of the system in the convergence stage. The number of oscillations in the overall alignment process is greatly reduced and the convergence time is shortened.

[0041] Example 4: In a preferred embodiment, based on the above embodiments, the present invention also provides an efficiency optimization strategy for the fine-tuning unit. The fine-tuning unit uses the efficiency optimization strategy to determine the optimal value of the air gap height. The fine-tuning unit includes an iterative control subunit and an anomaly detection subunit. The iterative control subunit is used to start from a preset initial air gap height, and gradually reduce the step size according to a preset decreasing ratio, and try to adjust in both the air gap decreasing direction and the air gap increasing direction, and record the corresponding efficiency values. When the efficiency values ​​after trying in both directions are lower than the current efficiency value, the current air gap height is taken as the center of the local optimal interval. The anomaly detection subunit is used to determine that there is an efficiency anomaly when the efficiency decrease exceeds a preset anomaly ratio after a single trial adjustment, triggers a rollback to the previous air gap height, reduces the step size to a preset ratio of the original step size, and continues to try.

[0042] In this embodiment, the initial parameters of the iterative control subunit are set as follows: preset initial air gap height. The initial step size is preset to represent the current air gap height at the end of the coarse adjustment phase. 10mm, preset decreasing ratio (That is, the step size is halved in each iteration). The step size of the nth iteration is .

[0043] In this embodiment, the single-round trial process of the iterative control subunit is as follows: at the current air gap height Record transmission efficiency ; Probe adjustment in the direction of reducing air gap to Recording efficiency ; Probe adjustment in the direction of increasing air gap to Recording efficiency Compare the three efficiency values; if and Then determine the current air gap height. If the center of the local optimum is found, the iteration terminates; otherwise, the air gap height is updated to the height corresponding to the highest efficiency value, and the next iteration begins.

[0044] In this embodiment, the trigger condition for the anomaly detection subunit is: the efficiency decrease after a single trial adjustment exceeds a preset anomaly ratio. (like ),Right now and After triggering the exception detection, a rollback operation is performed: the air gap height is restored to the height of the previous iteration. And reduce the current step size to a preset ratio of the original step size. (like ),Right now Then, try again with a reduced step size.

[0045] In this embodiment, the transmission efficiency The real-time monitoring method is as follows: measure the input power at the transmitting end. Measure the output power at the receiving end. ,calculate When recording efficiency values, the corresponding air gap height, coil relative position, and attitude parameters are recorded simultaneously to ensure accurate recovery in case of abnormal backoff.

[0046] In this embodiment, the determination of the center of the local optimal interval can also be combined with the second-order characteristics of the efficiency curve: if near a certain air gap height, the efficiency values ​​tested on both sides are lower than the current value, and the efficiency values ​​on both sides are approximately symmetrically distributed, then this point is determined to be the peak point of the efficiency curve, that is, the globally optimal air gap height. The fine-tuning unit locks the air gap height to [value missing]. Then, a fine-tuning completion signal is sent to the collaborative control module.

[0047] The beneficial effects of the above technical solution are: by using a bidirectional trial and an iterative optimization strategy with decreasing step size, combined with an abnormal backoff mechanism, it can stably converge to the optimal value under the nonlinear characteristics of the efficiency-air gap curve, avoid misjudgment caused by efficiency measurement noise or local fluctuations, significantly improve the optimization success rate, and eliminate the need for pre-calibration of the efficiency curve, thus adapting to different vehicle models and ground conditions.

[0048] Example 5: In a preferred embodiment, based on the above embodiments, the present invention also provides a status monitoring unit for the vehicle controller. The vehicle controller includes a status monitoring unit, which is used to acquire the current vehicle status parameters and compare them with the status parameters at the start of charging when the transmission efficiency decreases beyond a preset threshold during charging. The status parameters include vehicle height, suspension air pressure, door opening / closing status, and occupant load distribution. Based on the comparison result, the status monitoring unit determines whether the efficiency decrease is due to a change in vehicle status causing positional displacement. If it is determined to be due to a change in vehicle status causing positional displacement, it controls the suspension adjustment mechanism to perform positional compensation. If it is determined to be due to something other than a change in vehicle status, it sends a ground-end drift compensation request to the cooperative control module.

[0049] In this embodiment, the criterion for determining a decrease in transmission efficiency is: the transmission efficiency monitored in real time. Transmission efficiency at the start of charging In comparison, the decrease exceeded the preset efficiency decrease threshold. (like ),Right now And this descent state continues for more than the preset duration. (like This is to eliminate interference from instantaneous fluctuations.

[0050] In this embodiment, the state parameters are obtained as follows: vehicle height is obtained through a height sensor built into the suspension adjustment mechanism; suspension air pressure is obtained through an air pressure sensor in the air suspension system; door opening and closing status is obtained through the body control module (BCM); and occupant load distribution is estimated indirectly through a seat pressure sensor or changes in suspension pressure. The state parameters at the start of charging are recorded as a reference state vector. The current state parameter is .

[0051] In this embodiment, the judgment logic for the comparison result is as follows: calculate the change in each state parameter. ,like (Vehicle height change exceeds the threshold) or (Suspension air pressure change exceeds threshold) or the door status changes from closed to open. (or the load distribution change exceeds the threshold) If the vehicle's status changes, the reason for the efficiency decrease is determined to be a positional shift caused by the change in vehicle status; otherwise, it is determined to be a non-vehicle status change, which may be caused by ground-end transmitting coil drift or external interference.

[0052] In this embodiment, if the positional shift is determined to be caused by a change in vehicle status, the status monitoring unit directly generates a compensation command and sends it to the suspension adjustment mechanism. The compensation command includes the target vehicle height adjustment amount. (Retreat to the starting height) and target tilt angle adjustment amount to restore the receiving coil to the spatial position and attitude at the start of charging. If it is determined to be a non-vehicle state change, the state monitoring unit sends a ground-end drift compensation request to the cooperative control module via V2X communication. The request includes the currently detected three-dimensional position offset and attitude deviation, and the cooperative control module controls the ground-end actuator to perform compensation.

[0053] The beneficial effects of the above technical solution are: through autonomous status monitoring and attribution analysis on the vehicle end, the cause of the fault is quickly located, the disordered two-way compensation between the vehicle end and the ground end is avoided, local fast compensation is achieved when the vehicle status changes (response time is less than 1 second), and remote compensation is coordinated when the ground end drifts, thus improving the stability of the overall charging process and significantly reducing the charging interruption rate caused by position deviation.

[0054] Example 6: In a preferred embodiment, based on the above embodiments, the present invention also provides a state-parameter mapping database. The vehicle controller further includes a state-parameter mapping database for recording vehicle state change events and their corresponding optimal suspension parameters. When the same or similar vehicle state change is detected again, the vehicle controller directly calls the corresponding optimal suspension parameters in the mapping database to perform compensation and records the actual efficiency value after compensation. If the actual efficiency value is lower than the expected efficiency range, it triggers re-optimization and updates the corresponding optimal suspension parameters in the mapping database. The state-parameter mapping database includes a similarity comparison subunit, which is used to extract key feature dimensions from the current vehicle state parameters, calculate the deviation vector between the current key feature dimension and the corresponding key feature dimensions in each historical record in the mapping database. When all components of the deviation vector are less than a preset allowable deviation, it is determined to be a similar vehicle state change, and the corresponding optimal suspension parameters are directly called. When any component exceeds the preset allowable deviation, the current state parameter is stored as a new record in the mapping database and marked as a record to be optimized.

[0055] In this embodiment, the key feature dimension includes: the change in vehicle height. Suspension air pressure change Door opening / closing status indicator (0 or 1) Load distribution variation The deviation vector is calculated as follows: Let the current key feature vector be... The key feature vector of historical record i is Then the deviation vector is .

[0056] In this embodiment, the preset allowable deviation is a threshold vector independently set for each dimension. The similarity criteria are as follows: and and and If a historical record i satisfies all the above conditions, it is determined to be a similar vehicle state change, and the optimal suspension parameters corresponding to that record are directly called. ,in For optimal vehicle body height, , This is the optimal tilt angle.

[0057] In this embodiment, the process of compensating for the optimal suspension parameters is as follows: the vehicle controller will... This is converted into control commands for the suspension adjustment mechanism, driving the suspension to adjust to the target height and tilt angle. After compensation is completed, the actual efficiency value after compensation is recorded. and compared with the expected efficiency value in that historical record. Comparison. If (in If the tolerance is too low, the current optimal parameters are determined to be inapplicable, triggering a re-optimization: the efficiency optimization strategy in Example 4 is initiated to search for new optimal suspending parameters. and use Replace the optimal dangling parameter of the original record in the mapping database, and update the expected efficiency value. .

[0058] In this embodiment, if there are no historical records that meet the similarity criteria, then the current state parameter is... As a new record, the optimal dangling parameter is initially marked as a pending optimization state. When this state reappears, if there is already a compensation execution record, the optimal parameter corresponding to the actual compensation effect will be added to that record; if there is never a valid compensation record, expired pending optimization records (e.g., more than 90 days) will be periodically cleaned up to keep the database streamlined.

[0059] The beneficial effects of the above technical solution are: the state-parameter mapping database enables rapid matching between vehicle state changes and optimal compensation parameters, avoiding the time-consuming optimization process for each state change, and reducing the compensation response time from several seconds to milliseconds; the closed-loop self-updating mechanism ensures that the database parameters are adaptively optimized as the vehicle ages and the environment changes, and the long-term compensation accuracy retention rate is significantly improved.

[0060] Example 7: In a preferred embodiment, based on the above embodiments, the present invention also provides a self-learning optimization module. The system further includes a self-learning optimization module, which records scene parameters and adjustment results during each charging alignment process. Scene parameters include vehicle model, parking posture, ambient temperature and humidity, and ground flatness. Based on scene similarity matching, the self-learning optimization module uses the optimal alignment strategy from the past under the same scene as the initial strategy for this operation. It then corrects the parameters in the optimal alignment strategy according to the deviation between the current adjustment result and the historical results, and updates them to the collaborative control module. The optimal alignment strategy includes pre-positioning parameters of the pre-alignment unit, the initial adjustment range of the coarse adjustment unit, and the convergence threshold of the fine adjustment unit.

[0061] In this embodiment, the scene parameters are recorded as follows: the vehicle model is obtained through the VIN code or the vehicle controller; the parking posture is quantitatively characterized by the initial position offset and posture deviation of the receiving coil detected by the position detection unit at the moment the vehicle stops; the ambient temperature and humidity are obtained through the temperature and humidity sensor installed in the charging area; the ground flatness is indirectly estimated through the tilt feedback data of the tilt adjustment mechanism, or directly measured by the level installed on the ground.

[0062] In this embodiment, the scene similarity matching method is as follows: encoding scene parameters into scene feature vectors. ,in For vehicle model codes, For parking posture comprehensive indicators (such as ), For ambient temperature, For ambient humidity, This refers to the ground flatness index. Calculates the current scene. With historical scenes Weighted Euclidean distance: in , , , , These are the preset weighting coefficients for each dimension. The historical scene with the smallest distance is selected. ,like (Preset distance threshold) will then include historical scenes The corresponding optimal alignment strategy is used as the initial strategy for this operation.

[0063] In this embodiment, the parameter correction method for the optimal alignment strategy is as follows: Let the parameters of the historical optimal strategy be... ,in For the prepositioning parameter vector, To coarsely adjust the initial adjustment range, To fine-tune the convergence threshold, the actual result of this adjustment is as follows: ,in The alignment takes time. For ultimate efficiency, This represents the number of oscillations. Historical results are as follows: Calculate the deviation vector. ,like If any indicator deteriorates beyond a preset percentage, the strategy parameters will be adjusted according to the preset correction rules: if alignment time increases, the adjustment rule will be increased. If the final efficiency decreases, then tighten. If the number of oscillations increases, then decrease. And increase the interval between alternating actions during the fine-tuning phase.

[0064] In this embodiment, the modified strategy parameters Stored in the self-learning database and compared with scene feature vectors Association. If a similar scenario occurs later, it will be called first. The self-learning optimization module performs statistical analysis on all historical data periodically (e.g., monthly) to identify high-frequency and abnormal scenarios. It fine-tunes the strategy parameters for high-frequency scenarios and triggers alarms and pushes them to the operation and maintenance platform for abnormal scenarios (e.g., multiple alignment failures).

[0065] The beneficial effects of the above technical solution are as follows: through scenario-based self-learning optimization, the system can accumulate alignment experience under different conditions. The first alignment of a new scenario can obtain a better initial strategy based on historical similar scenarios, avoiding the need to start from scratch. The closed-loop correction of strategy parameters enables the system performance to be continuously optimized with the number of uses. The alignment efficiency of high-frequency scenarios is greatly improved. The rapid identification of abnormal scenarios helps to detect equipment failures or environmental anomalies in advance.

[0066] Example 8: In a preferred embodiment, based on the above embodiments, the present invention also provides a safety retreat module. The system further includes a safety retreat module, which performs a retreat operation when any of the following abnormal conditions are detected: the vehicle suspension adjustment mechanism exceeds the safe adjustment range; the movable transmitting coil exceeds the movement boundary; the tilt adjustment mechanism exceeds the tilt angle safety range; the communication link between the cooperative control module and the vehicle-mounted or ground-based terminal is interrupted; or the transmission efficiency decreases beyond an emergency threshold and persists for more than a preset duration. The retreat operation includes restoring the vehicle suspension to the initial safe height, moving the transmitting coil to the initial safe position, restoring the tilt adjustment mechanism to a horizontal state, issuing an audible and visual alarm signal, and uploading an anomaly log to the remote monitoring platform.

[0067] In this embodiment, the safe adjustment range of the vehicle suspension adjustment mechanism includes: maximum lift height. Maximum reduction height Maximum lean angle Maximum lean angle Maximum left tilt angle Maximum right tilt angle The safety retreat module monitors the current height and tilt angle of the suspension adjustment mechanism in real time. If either parameter exceeds the corresponding safety range, the retreat mechanism will be triggered immediately.

[0068] In this embodiment, the motion boundary of the movable transmitting coil includes: the maximum displacement in the positive X-axis direction. Maximum negative displacement along the X-axis Maximum positive displacement of the Y-axis Maximum negative displacement along the Y-axis The movement boundary is physically defined by the mechanical limit structure, while the safety retreat module provides dual protection through software logic. If the coil position is detected to exceed the movement boundary, the retreat is triggered immediately.

[0069] In this embodiment, the method for detecting communication link interruption is as follows: the collaborative control module and the vehicle controller maintain periodic heartbeat packet communication, and the heartbeat packet sending period is... (like If continuous A cycle (e.g.) If no heartbeat response is received from the other party, the communication link is considered to be interrupted. The collaborative control module and the ground-based servo driver also maintain a heartbeat mechanism.

[0070] In this embodiment, the emergency threshold for transmission efficiency degradation is: (like ), that is, when And this state continues for more than the preset emergency duration. (like When this condition is met, a backoff condition is triggered. This condition is used to detect emergencies such as severe coil misalignment or foreign object intrusion.

[0071] In this embodiment, the execution sequence of the safety retreat operation is as follows: First, the safety retreat module sends a suspension recovery command to the vehicle controller, controlling the vehicle suspension adjustment mechanism to return to the initial safe height. (e.g., vehicle nominal height); the second step is to send a reset command to the ground-based servo driver to control the movable transmitting coil to move to the initial safe position (e.g., platform center point). The third step is to control the tilt adjustment mechanism to return to a horizontal position. Fourth step, activate the audible and visual alarm device (e.g., flashing red warning light + continuous buzzer); Fifth step, upload the anomaly log to the remote monitoring platform via 4G / 5G network. The anomaly log includes the anomaly type, trigger time, and a snapshot of the current system status parameters.

[0072] In this embodiment, during the retreat operation, the cooperative control module suspends all alignment control processes until manual confirmation of reset or fault resolution before restarting. The initial safe altitude, initial safe position, and horizontal state are the system's factory calibration values, stored in non-volatile memory and not lost when power is off.

[0073] The beneficial effects of the above technical solution are as follows: through multiple anomaly detection and graded retreat mechanism, the system can automatically recover to a safe state and issue an alarm in abnormal situations such as suspension over-limit, movement out of bounds, communication interruption, and sudden drop in efficiency, avoiding mechanical damage such as coil collision and excessive suspension stretching. At the same time, remote log uploading facilitates maintenance personnel to quickly locate the cause of the fault, and the system's security and maintainability are significantly improved.

[0074] Example 9: In a preferred embodiment, based on the above embodiments, the present invention also provides a multimodal fusion positioning module. The position detection unit includes the multimodal fusion positioning module, which is used to fuse detection data from an electromagnetic induction position sensor and a visual positioning camera. The multimodal fusion positioning module includes an interference detection subunit and a weight arbitration subunit. The interference detection subunit is used to monitor the fluctuation amplitude of the output data of the electromagnetic induction position sensor. When the fluctuation amplitude exceeds a preset stable range and continues for more than a preset duration, it is determined that the electromagnetic interference is strong. The weight arbitration subunit is used to, when the electromagnetic interference is determined to be strong, increase the data weight of the visual positioning camera to a dominant position and decrease the data weight of the electromagnetic induction position sensor to an auxiliary position. When the number of effective feature points detected by the visual positioning camera is lower than a preset available threshold, the data weight of the electromagnetic induction position sensor is restored to a dominant position. The fusion positioning module outputs stable three-dimensional position offset and attitude deviation.

[0075] In this embodiment, the electromagnetic induction position sensor includes multiple sets of coupled coils mounted on the transmitting coil and the receiving coil, and calculates the relative position by measuring the change in mutual inductance. An interference detection subunit monitors the sensor output data sequence in real time. Calculate the data fluctuation amplitude within the sliding window. ,in The length of the sliding window (e.g.) ), This is the mean value within the window. The preset stability interval is... ,like And lasting longer than the preset duration (like If the signal is strong, then the electromagnetic interference is considered to be relatively strong.

[0076] In this embodiment, the visual positioning camera is an industrial camera installed on the ground or in a vehicle. It calculates the relative position and orientation by recognizing visual markers (such as QR codes or reflective dots) on the receiving or transmitting coil. Valid feature points are the number of positioning marker points successfully recognized and matched by the visual algorithm. The preset available threshold is... (like ),like If visual occlusion is severe or the marker is not visible, the visual positioning data is considered unreliable.

[0077] In this embodiment, the weight allocation strategy of the weight arbitration subunit is as follows: Let the weight of the electromagnetic induction position sensor be... The weights of the visual positioning camera are ,satisfy Under normal circumstances, When electromagnetic interference is deemed strong, switch to vision-dominated mode: , When insufficient visual feature points are detected, switch to electromagnetic dominance mode: , If both anomalies exist simultaneously, an alarm will be triggered and alignment will be paused, waiting for the environment to recover.

[0078] In this embodiment, the final output of the fusion positioning module is a weighted fusion result: three-dimensional position offset. attitude deviation .in , The position and orientation are output by the electromagnetic sensor. , The position and pose are output from the visual camera. The fusion result is smoothed over time using Kalman filtering to further improve output stability.

[0079] In this embodiment, the weight switching process includes a hysteresis buffer to prevent frequent weight jumps near boundary conditions. Specifically, the switching from normal mode to vision-dominated mode must meet the following conditions: And continue The recovery from vision-dominant mode to normal mode must meet the following requirements. (like And continue The same principle applies to switching between visual-dominated and electromagnetic-dominated modes.

[0080] The beneficial effects of the above technical solution are: through electromagnetic / visual dual-modal fusion and adaptive weight switching, the system can maintain stable positioning in industrial environments with strong electromagnetic interference or in severe weather conditions with severe visual obstruction; the hysteresis buffer mechanism avoids output jitter caused by frequent weight jumps, and the continuity and reliability of fused positioning are significantly enhanced.

[0081] Example 10: In a preferred embodiment, based on the above embodiments, the present invention also provides a safety structure for a two-dimensional planar moving platform. A movable transmitting coil is disposed on the two-dimensional planar moving platform, which is driven by a servo motor. The two-dimensional planar moving platform further includes a mechanical limiting structure and an electromagnetic braking structure. The mechanical limiting structure is used to limit the maximum movement boundary of the movable transmitting coil, and the electromagnetic braking structure is used to lock the current position of the movable transmitting coil in the event of a power outage or communication interruption, preventing abnormal displacement from causing coil collisions.

[0082] In this embodiment, the two-dimensional planar moving platform includes an X-axis moving module and a Y-axis moving module, both driven by ball screws or linear motors. The X-axis moving module is fixed to a ground base, the Y-axis moving module is mounted on the X-axis slider, and a movable transmitting coil is mounted on the Y-axis slider, forming a stacked two-dimensional moving structure. The servo motor is an AC servo motor or stepper motor with an encoder, and the encoder resolution is no greater than 0.01mm to ensure positioning accuracy.

[0083] In this embodiment, the mechanical limiting structure includes: a positive X-axis hard limit block, a negative X-axis hard limit block, a positive Y-axis hard limit block, and a negative Y-axis hard limit block, which are respectively installed at the extreme positions of each axis's travel. The hard limit blocks are wrapped with an elastic buffer material (such as polyurethane), which rigidly prevents further movement and absorbs impact energy when the slider impacts the limit block. In addition, each axis is also equipped with a soft limit switch (such as a photoelectric switch or a Hall sensor), which triggers a signal at a preset distance (such as 5mm) before the slider approaches the hard limit. Upon receiving the signal, the collaborative control module immediately decelerates or stops the motor of that axis, achieving pre-protection at the software level.

[0084] In this embodiment, the electromagnetic braking structure is a power-off braking type electromagnetic brake, installed on the output shaft end of each servo motor. The working principle of the electromagnetic brake is as follows: when energized, the electromagnet is attracted, the brake disc is released, and the motor can rotate freely; when de-energized, the electromagnet demagnetizes, the spring force pushes the brake disc to press against the friction pads, and the motor shaft is locked. The braking torque of the electromagnetic brake is not less than 1.5 times the rated torque of the motor, ensuring that the current position is locked instantly upon power failure.

[0085] In this embodiment, the detection logic for power outages or communication interruptions is as follows: the collaborative control module monitors the power supply voltage and communication link status in real time. When it detects that the power supply voltage is lower than a preset undervoltage threshold... (like , If the rated voltage is interrupted or communication is interrupted (such as heartbeat timeout in Example 8), a braking command is immediately sent to the servo driver, and the power supply to the servo motor is cut off. The motor shaft is locked by relying on the power-off braking characteristics of the electromagnetic braking structure, thereby locking the current position of the movable transmitting coil.

[0086] In this embodiment, the electromagnetic braking structure is also equipped with a manual release device, which allows maintenance personnel to manually push the transmitting coil to a safe position when the power is off. The installation position of the mechanical limiting structure is precisely calibrated to ensure that the transmitting coil maintains a safe clearance (e.g., not less than 20mm) between itself and the vehicle chassis when it is at its limit position, preventing mechanical interference when the vehicle leaves or when the suspension is adjusted.

[0087] The beneficial effects of the above technical solution are: through the dual safety structure of mechanical limit and electromagnetic braking, the movement safety of the movable transmitting coil is jointly guaranteed from the physical and electrical levels; the graded protection of hard limit and soft limit avoids impact damage; and the power failure braking characteristic ensures position locking in the event of abnormal power failure, preventing the transmitting coil from sliding to a dangerous position due to inertia or external force.

[0088] Finally, it should be noted that the above preferred embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail through the above preferred embodiments, those skilled in the art should understand that various changes can be made to it in form and detail without departing from the scope defined by the claims of the present invention.

Claims

1. A vehicle-machine cooperative wireless charging alignment system, characterized in that, include: The vehicle-mounted terminal includes a receiving coil, a vehicle suspension adjustment mechanism, and a vehicle controller. The suspension adjustment mechanism is used to adjust the vehicle height and / or tilt angle under the command of the vehicle controller to change the spatial position and spatial attitude of the receiving coil. The ground end includes a movable transmitting coil, a position detection unit, and a tilt adjustment mechanism. The position detection unit is used to detect the three-dimensional position offset and attitude deviation of the receiving coil relative to the transmitting coil. The tilt adjustment mechanism is used to independently adjust the tilt angle of the transmitting coil in two orthogonal directions in the horizontal plane. The collaborative control module communicates with both the vehicle-mounted and ground-based terminals. It coordinates and controls the vehicle's suspension adjustment mechanism, movable transmitting coil, and tilt adjustment mechanism based on the three-dimensional position offset and attitude deviation, ensuring that the receiving coil and transmitting coil are aligned in three-dimensional space and remain parallel to each other on the plane.

2. The vehicle-machine cooperative wireless charging alignment system according to claim 1, characterized in that, The collaborative control module includes a pre-alignment unit, a coarse adjustment unit, and a fine adjustment unit, wherein: The pre-alignment unit is used to predict the initial position range and attitude deviation range of the receiving coil after the vehicle stops, based on the vehicle positioning information and the vehicle's historical parking posture data, before the vehicle enters the charging area, and to control the movable transmitting coil and tilt adjustment mechanism to pre-align to the center of the initial position range and the center value of the attitude deviation range. The coarse adjustment unit is used to simultaneously control the vehicle suspension adjustment mechanism to adjust the vehicle height to the preset working range after the vehicle has come to a complete stop, control the movable transmitting coil to move towards the projection position of the receiving coil, and control the tilt adjustment mechanism to coarsely adjust the tilt angle of the transmitting coil so that the receiving coil and the transmitting coil can quickly approach each other to the coupling threshold range in three-dimensional space. The fine-tuning unit is used to control the movable transmitting coil to complete fine alignment in the horizontal plane after the coarse-tuning unit completes rapid approach, control the tilt adjustment mechanism to fine-tune the tilt angle of the transmitting coil to be parallel to the plane of the receiving coil, and control the vehicle suspension adjustment mechanism to fine-tune the air gap height to the optimal coupling range.

3. The vehicle-machine cooperative wireless charging alignment system according to claim 1, characterized in that, The collaborative control module also includes a dynamic weight allocation unit, which is used to calculate the relative proportion of the horizontal offset component and the vertical offset component based on the real-time detected three-dimensional position offset, and dynamically allocate the action timing and single adjustment amplitude of the movable transmitting coil and the vehicle suspension adjustment mechanism according to the relative proportion and the current adjustment stage. The dynamic weight allocation unit includes a stage identification subunit and an amplitude constraint subunit; The stage identification subunit is used to identify whether the current stage is coarse adjustment or fine adjustment based on the comparison result between the current 3D position offset and the coupling threshold. The amplitude constraint subunit is used to prioritize the direction with larger single adjustment amplitude when the coarse adjustment stage is identified, and to force the movable transmitting coil and the vehicle suspension adjustment mechanism to alternate when the fine adjustment stage is identified, and the single adjustment amplitude is limited to a preset small amplitude range, until the position offset change direction after the alternating action of the two ends is opposite, and the single adjustment amplitude of the two ends is reduced synchronously.

4. The vehicle-machine cooperative wireless charging alignment system according to claim 1, characterized in that, The fine-tuning unit uses an efficiency optimization strategy to determine the optimal air gap height. The fine-tuning unit includes an iterative control subunit and an anomaly detection subunit. The iterative control subunit starts from a preset initial air gap height and gradually reduces the step size according to a preset decreasing ratio. It attempts to adjust the air gap in both the decreasing and increasing directions and records the corresponding efficiency values. When the efficiency values ​​after trying both directions are lower than the current efficiency value, the current air gap height is taken as the center of the local optimal interval. The anomaly detection subunit determines that there is an efficiency anomaly when the efficiency decrease exceeds a preset anomaly ratio after a single trial adjustment. It then triggers a rollback to the previous air gap height and reduces the step size to a preset ratio of the original step size before continuing the trial.

5. The vehicle-machine cooperative wireless charging alignment system according to claim 1, characterized in that, The vehicle controller includes a status monitoring unit. When the transmission efficiency drops below a preset threshold during charging, the status monitoring unit acquires the current vehicle status parameters and compares them with the status parameters at the start of charging. The status parameters include vehicle height, suspension air pressure, door opening and closing status, and occupant load distribution. Based on the comparison results, the status monitoring unit determines whether the efficiency drop is caused by a change in vehicle status leading to a positional shift. If it is determined that the positional shift is caused by a change in vehicle status, it controls the suspension adjustment mechanism to perform position compensation. If the change is determined to be a non-vehicle state change, a ground-side drift compensation request is sent to the cooperative control module.

6. The vehicle-machine cooperative wireless charging alignment system according to claim 1, characterized in that, The vehicle controller also includes a state-parameter mapping database, which records vehicle state change events and their corresponding optimal suspension parameters. When the same or similar vehicle state change is detected again, the vehicle controller directly calls the corresponding optimal suspension parameters in the mapping database to perform compensation and records the actual efficiency value after compensation. If the actual efficiency value is lower than the expected efficiency range, it triggers re-optimization and updates the corresponding optimal suspension parameters in the mapping database. The state-parameter mapping database includes a similarity comparison subunit, which is used to extract key feature dimensions from the current vehicle state parameters and calculate the deviation vector between the current key feature dimension and the corresponding key feature dimensions in each historical record in the mapping database. When all components of the deviation vector are less than the preset allowable deviation, it is determined to be a similar vehicle state change, and the corresponding optimal suspension parameters are directly called. When any component exceeds the preset allowable deviation, the current state parameter is stored as a new record in the mapping database and marked as a record to be optimized.

7. The vehicle-machine cooperative wireless charging alignment system according to claim 1, characterized in that, It also includes a self-learning optimization module, which records the scene parameters and adjustment results during each charging alignment process. The scene parameters include vehicle model, parking posture, ambient temperature and humidity, and ground flatness. The self-learning optimization module uses the optimal alignment strategy in the same scene in the past as the initial strategy for this time based on scene similarity matching. It corrects the parameters in the optimal alignment strategy according to the deviation between the current adjustment result and the historical result, and updates it to the collaborative control module. The optimal alignment strategy includes the pre-positioning parameters of the pre-alignment unit, the initial adjustment range of the coarse adjustment unit, and the convergence threshold of the fine adjustment unit.

8. The vehicle-machine cooperative wireless charging alignment system according to claim 1, characterized in that, It also includes a safety retreat module, which is used to perform retreat operations when any of the following abnormal conditions are detected: the vehicle suspension adjustment mechanism exceeds the safe adjustment range, the movable transmitting coil exceeds the movement boundary, the tilt adjustment mechanism exceeds the tilt angle safety range, the communication link between the cooperative control module and the vehicle end or ground end is interrupted, or the transmission efficiency drops beyond the emergency threshold and continues for more than a preset duration. The retreat operation includes restoring the vehicle suspension to the initial safe height, moving the transmitting coil to the initial safe position, restoring the tilt adjustment mechanism to the horizontal state, issuing an audible and visual alarm signal, and uploading the abnormal log to the remote monitoring platform.

9. A vehicle-machine cooperative wireless charging alignment system according to claim 1, characterized in that, The position detection unit includes a multimodal fusion positioning module, which fuses detection data from an electromagnetic induction position sensor and a visual positioning camera. The multimodal fusion positioning module includes an interference detection subunit and a weight arbitration subunit. The interference detection subunit monitors the fluctuation amplitude of the output data from the electromagnetic induction position sensor. When the fluctuation amplitude exceeds a preset stable range and persists for more than a preset duration, it is determined that the electromagnetic interference is strong. The weight arbitration subunit, when determining that the electromagnetic interference is strong, prioritizes the data weight of the visual positioning camera and reduces the data weight of the electromagnetic induction position sensor to a secondary position. When the number of effective feature points detected by the visual positioning camera is lower than a preset available threshold, the data weight of the electromagnetic induction position sensor is restored to its dominant position. The fusion positioning module outputs stable three-dimensional position offset and attitude deviation.

10. A vehicle-machine cooperative wireless charging alignment system according to claim 1, characterized in that, The movable transmitting coil is mounted on a two-dimensional planar moving platform, which is driven by a servo motor. The two-dimensional planar moving platform also includes a mechanical limiting structure and an electromagnetic braking structure. The mechanical limiting structure is used to limit the maximum movement boundary of the movable transmitting coil, and the electromagnetic braking structure is used to lock the current position of the movable transmitting coil when power is lost or communication is interrupted, so as to prevent abnormal displacement from causing coil collision.

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