Method and apparatus for selectively directing a vehicle to a wireless charger

Abstract

A system and method for charging an electric vehicle (601) uses a modular ground transceiver station (GTS) (107, 220, 401, 407, 412, 501, 609, 701, 801, 902, 1207) having at least two ground transceiver assemblies (GTA) (221, 301, 402, 403, 408, 409, 413, 414, 415, 416, 502, 503, 504, 505, 802, 803, 804, 805). Each GTA is adapted to be aligned with a vehicle transceiver assembly (VTA) (201) of the electric vehicle, and guidelines (404, 405, 410, 417, 418, 506, 507, 508, 509, 511, 519, 702, 703, 704, 807, 808, 810, 811, 903, 907, 908, 1202) extend a predetermined distance from the at least one GTA to guide the electric vehicle to the GTA. The GTS is selected based on an active GTA configuration of the GTS and a VTA configuration of the electric vehicle. The electric vehicle is guided along the guidelines to align the at least one GTA with the at least one VTA of the electric vehicle in response to at least one signal emitted by the guidelines. When alignment of the at least one GTA with the at least one VTA of the electric vehicle is confirmed, wireless charging is initiated.

Description

[Technical field]

[0001] The present disclosure relates generally to wireless power transfer, and more particularly to devices, systems, and methods relating to wireless power transfer to a remote system, such as a vehicle that includes a battery. More specifically, the present disclosure relates to achieving alignment of a primary inductive charging coil with a secondary inductive coil on a vehicle in a wireless power transfer system. [Background technology]

[0002] In recent years, there has been a resurgence of interest in electric vehicles due to the adoption of high-capacity, relatively lightweight batteries. Public investment in electrical infrastructure, bans on internal combustion engines (ICEs), and pollution concerns are predicted to lead to a rapid increase in the number of all-electric vehicles (also known as battery electric vehicles (BEVs)).

[0003] In inductively coupled wireless power transfer (WPT), misalignment of the secondary and primary coils can reduce the transmission efficiency. The applicant's experience with professional bus drivers has shown that alignment of approximately 4 centimeters (<2 inches) in the X / Y plane is achievable by experienced drivers using manual driving controls and visual indicators. WPT allows for automatic charging without the need for charging station attendants or the driver or passengers to disembark and plug in the charging cable.

[0004] Investment in autonomous driving is also accelerating innovation, with driver assistance software (parking assistance, automatic braking, etc.) already available in some electric vehicles. Fully autonomous cars (mostly BEVs) are expected to be available by 2025, with autonomous package delivery vehicles expected to appear before they are widely used for general passenger and freight transport. Summary of the Invention

[0005] Various examples are described herein to introduce in a simplified form a selection of concepts that are more fully described in the detailed description. The summary is not intended to be used to limit the scope of the claimed subject matter.

[0006] A ground transceiver station (GTS) is provided having at least two ground transceiver assemblies (GTAs) adapted to charge an electric vehicle via one or more vehicle transceiver assemblies (VTAs) of the electric vehicle. The ground transceiver station includes a pair of parallel GTAs, each GTA adapted to be aligned with a VTA of the electric vehicle. A first guide line extends a predetermined distance in a first direction from at least one of the GTAs, and a transmitter is adapted to transmit at least one signal on the first guide line for detection by the electric vehicle and used to align the at least one VTA of the electric vehicle with the at least one GTA along the first guide line. The pair of parallel GTAs are oriented parallel to the first direction, and the first GTA is connected to the first guide line, and the first guide line extends in the first direction. The GTS also includes an inductive communication system that enables the parallel GTA to communicate with a corresponding VTA of the electric vehicle when the electric vehicle approaches the at least one GTA. The GTS also includes a housing that houses a pair of parallel GTAs, another housing that houses a transmitter, and a communications interface that connects the pair of parallel GTAs to the transmitter. The GTS further includes a second guideline, and in an exemplary configuration, the pair of parallel GTAs are oriented perpendicular to the first direction, with a first GTA connected to the first guideline, the first guideline extending in the first direction, and a second GTA connected to the second guideline parallel to the first guideline. The transmitter selectively transmits at least one signal on at least one of the first guideline or the second guideline to be detected by a receiving antenna mounted on the electric vehicle and positioned opposite the first guideline and the second guideline when the electric vehicle approaches at least one GTA. The first guideline radiates a first signal at a first frequency and the second guideline radiates a second signal at a second frequency, and at least one of the first signal or the second signal is detected by the receiving antenna to guide the electric vehicle when the electric vehicle approaches the at least one GTA.

[0007] The electric vehicle further includes a second pair of parallel GTAs oriented perpendicular to the first direction, and the at least one signal is detected by the receiving antenna to guide at least one VTA of the electric vehicle to at least one GTA of the parallel GTA pair or the second parallel GTA pair in the first guideline or the second guideline.

[0008] A second pair of parallel GTAs oriented perpendicular to the first direction is further provided. In such a configuration, at least one of the first signal or the second signal is detected by the receiving antenna to guide at least one VTA of the electric vehicle to at least one GTA of the parallel GTA pair or the second parallel GTA pair in the first guideline or the second guideline.

[0009] In an exemplary configuration, the transmitter transmits a GTS beacon on the first guideline or the second guideline from at least one GTA of the parallel GTA pair or the second parallel GTA pair for detection by the receiving antenna, and directs at least one VTA of the electric vehicle to at least one GTA of the parallel GTA pair or the second parallel GTA pair depending on whether the first guideline or the second guideline is used to transmit the GTS beacon.

[0010] The first long line guide line and the second long line guide line can be in several different configurations. In a first configuration, the first guide line and the second guide line share a common groove. In a second configuration, the first guide line and the second guide line are discontinuous and connected to a common antenna guide line by a switch. In a third configuration, the first guide line is a dipole guide line including first and second guide line ranges, the second guide line is a dipole guide line including third and fourth guide line ranges, and the first guide line and the second guide line extend for a quarter wavelength of the first guided signal transmitted onto at least one of the first guide line or the second guide line.

[0011] In another configuration, the GTS further includes a third guideline that is longer than the first guideline and the second guideline and radiates a second guiding signal that is distinguishable from the first guiding signal by frequency, time, or signal coding separation. The third guideline has first and second long line elements that are gathered in a region of the ends of the first guideline and the second guideline in the first direction and extend from the region in the first direction in a common groove. The first and second long line elements are discontinuous and connected to a common antenna wire guideline in the region by a switch. Also, the third guideline provides approach guidance to the electric vehicle over a first distance, the first guideline and the second guideline provide approach guidance to the electric vehicle over a second distance that is shorter than the first distance, the third guideline radiates a first beacon signal, and at least one of the first guideline or the second guideline radiates a second beacon signal.

[0012] The vehicle further includes a terminal short-range transmitter at an end of a third guideline, the terminal short-range transmitter receiving data from at least one of the GTAs via the third guideline and broadcasting the location of the at least one GTA and the capacity of the GTS, the terminal short-range transmitter broadcasting information including at least one of the power level or available payment form provided by the GTS. The terminal short-range transmitter further broadcasts the frequency, modulation, and coding of at least one of the first or second guidance signals for use in matching the active GTA configuration of the GTS with the VTA configuration of the electric vehicle. In an exemplary configuration, the terminal short-range transmitter is powered via the third guideline using a DC offset to at least one of the first beacon signals emitted from the third guideline.

[0013] In yet another configuration, the system further includes third and fourth guidelines extending from the second pair of parallel GTAs in a second direction opposite to the first direction, and at least one of the third or fourth guidelines radiates an induction signal that is detected by the receiving antenna to induce at least one VTA of the electric vehicle to at least one GTA of the parallel GTA pair or the second pair of parallel GTAs in the third guideline or the fourth guideline.

[0014] In yet another configuration, the GTS further includes a second guide line extending a predetermined distance from at least one of the GTAs in a second direction opposite the first direction, wherein the first guide line and the second guide line are adapted to emit respective guidance signals for guiding electric vehicles from the first direction or the second direction to at least one of the GTAs.

[0015] Methods are also provided for charging an electric vehicle via at least one vehicle transceiver assembly (VTA) of the electric vehicle using a ground transceiver station (GTS). In an exemplary method, the GTS includes a pair of parallel ground transceiver assemblies (GTAs), each GTA adapted to be aligned with a VTA of the electric vehicle. Also provided is a first guideline extending a predetermined distance in a first direction from the at least one GTA. The methods include selecting a GTS for charging the electric vehicle using information provided by the GTS based on an active GTA configuration of the GTS and a VTA configuration of the electric vehicle, guiding the electric vehicle along the first guideline to align the at least one VTA of the electric vehicle with the at least one GTA in response to at least one signal emitted by the first guideline for detection by the electric vehicle, aligning the at least one GTA with the at least one VTA of the electric vehicle, and initiating wireless charging of the at least one VTA of the electric vehicle after verification of alignment of the at least one GTA with the at least one VTA of the electric vehicle. In the exemplary method, each registered VTA operates independently of each other VTA, and each registered GTA paired with a VTA operates independently of each other GTA.

[0016] The method may include selecting a GTS for charging the electric vehicle by reserving the GTS, the GTS having a GTA configuration compatible with the VTA configuration of the electric vehicle. As the electric vehicle approaches the selected GTS, a location or estimated time of arrival is updated in the reservation system.

[0017] The method may further include selecting a GTS for charging the electric vehicle by querying the at least one VTA for vehicle information including at least one of a battery voltage and a state of charge (SoC) or a desired SoC. Selecting a GTS for charging the electric vehicle may further include optimizing at least one of a match of a VTA configuration of the at least one VTA and a GTA configuration of the at least one GTA of the electric vehicle, a time required for charging, a next available compatible GTS, or a next available GTS regardless of the number of GTAs.

[0018] The methods may also prioritize the selection of a GTS based on at least one of the following: customer preference for the electric vehicle, whether the electric vehicle has a reservation, whether the electric vehicle is part of a fleet, or the availability of a GTS with a GTA configuration compatible with the VTA configuration of the electric vehicle. Additionally, emergency vehicles may be prioritized over other electric vehicles for charging with a particular GTS.

[0019] The method also includes detecting a foreign object or living body prior to initiating wireless charging and during wireless charging, and maintaining continuous full-duplex inductive communication between each active GTA and each active VTA during wireless charging to at least one of monitor a status of the charging equipment, detect a change in position of the electric vehicle during charging, or a change in status of the electric vehicle.

[0020] This Summary section is provided to introduce aspects of the inventive subject matter in a simplified form, with further description of the inventive subject matter following the Detailed Description. The particular combination and order of elements listed in this Summary section are not intended to limit the elements of the claimed subject matter. Rather, this section will be understood to provide a summary example of some of the configurations that are described in the Detailed Description below. [Brief description of the drawings]

[0021] These and other beneficial features and advantages of the present invention will become apparent from the following detailed description taken in conjunction with the accompanying drawings. [Figure 1] FIG. 1 illustrates an exemplary configuration of a wireless electric vehicle charging station. [Figure 2A] FIG. 2A illustrates an exemplary structure and configuration of a vehicle transceiver station (VTS). [Figure 2B] FIG. 2B illustrates the wireless charging and communication signals, including the signal range between the vehicle transceiver station (VTS) and the ground transceiver station (GTS). [Fig. 2C-2E] 2C, 2D, and 2E show different example configurations of vehicle transceiver assemblies (VTAs) on electric vehicles of different sizes and models. [Fig. 2F-2H] 2F, 2G, and 2H show different example configurations of vehicle transceiver assemblies (VTAs) on electric vehicles of different sizes and models. [Figure 3A] FIG. 3A shows a high-level diagram of a ground transceiver station and its single-wire antenna guideline. [Figure 3B] FIG. 3B shows a high-level view of a ground transceiver station and its center-fed parallel wire antenna guidelines. [Figure 3C] FIG. 3C shows a high-level view of a ground transceiver station with end-fed folding dipole antenna guidelines. [Figure 4A] FIG. 4A shows at a high level the inductive configuration of a parallel (2×1) GTS charger. [Figure 4B] FIG. 4B shows at a high level the inductive configuration of a 1×2 series GTS charger. [Figure 4C] FIG. 4C shows at a high level the inductive configuration of a 2×2 square GTS charger. [Figure 5A] FIG. 5A shows a long line guideline used in combination with a dipole antenna guideline. [Figure 5B]FIG. 5B shows a sandwiched two-wire long lead guideline used in combination with a set of dipole antenna guidelines. [Figure 5C] FIG. 5C shows a switch 2 to 1 long lead guideline used in combination with a set of dipole antenna guidelines. [Figure 6] FIG. 6 shows a high-level view of an electric vehicle (EV) charging station that contains multiple GTSs. [Figure 7] FIG. 7 shows a long line guideline with a short range beacon used in combination with a set of dipole antenna guidelines. [Figure 8A] FIG. 8A shows the GTS with guidelines for guided approach and departure from the opposite side. [Figure 8B] FIG. 8B shows a curbside GTS with guidelines for guided approach and departure from the opposite side. [Figure 9] FIG. 9 shows backing in and parking an EV using approach guidelines. [Figure 10] FIG. 10 shows an EV system for inductive and wireless charging in an example configuration. [Figure 11] FIG. 11 shows the required and optional sensor locations on the vehicle for guidance and alignment on approach to the GTS. [Figure 12A] FIG. 12A illustrates topologically the initial acquisition of the guideline signal. [Figure 12B] FIG. 12B illustrates topological target approach with additional acquisition of guideline signals. [Figure 12C] FIG. 12C topologically illustrates the end of approach with acquisition of the target signal. [Figure 13] FIG. 13 is a diagram illustrating an example of a charging procedure for a WPT-equipped electric vehicle in an exemplary configuration. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0022] A detailed description of an exemplary configuration will now be described with reference to Figures 1 to 13. While this description provides a detailed description of possible implementations, it should be noted that these details are intended as examples and not as limitations on the scope of the inventive subject matter.

[0023] Directions are given herein according to common meaning. Using ISO 4130:1978 "Road vehicles - Three-dimensional reference system and datum marks" as a guide for the Cartesian coordinate system, forward is the -x direction, +x is the reverse or rearward direction, right is the +y direction, and left is the -y direction. The horizontal z=0 plane corresponds to the ground, slope, or pavement surface, with +z being the up direction and -z being the down direction (down the slope).

[0024] The term "battery" is used herein to describe a general chemical energy storage system, which may be replaced, supplemented, or hybridized with other portable energy storage systems (such as solid-state batteries, reversible fuel cells, ultracapacitors, etc.), and while many of the examples used are wireless power transfer (WPT) systems used to power on-board systems and charge stationary electric vehicle (EV) batteries, this is not the only use.

[0025] The term electric vehicle (EV) includes not only all battery electric vehicles (BEVs), but also hybrid EVs (HEVs) and dual charging (DBEVs) with both plug-in and wireless charging capabilities.

[0026] As the number of electric vehicles (EVs) grows and the proportion of driver-assisted and driverless (fully autonomous) vehicles increases, the need for automated charging of rechargeable energy storage systems (chemical batteries, solid-state batteries, capacitive reversible fuel cells, etc.) will likewise increase. The convenience, safety, reliability, and full automation of wireless inductive charging are expected to become even more valuable as higher power chargers meet the power needs of the insatiable demand for shorter charging session times.

[0027] The benefits of a modular approach to wireless power systems are also realized: by manufacturing a standard Ground Transceiver Assembly (GTA) and a standard Vehicle Transceiver Assembly (VTA), economies of scale can be realized by integrating the GTA into a larger Ground Transceiver Station (GTS) to service a Vehicle Transceiver Station (VTS) comprised of VTAs configured and mounted on electric vehicles.

[0028] Public (public access) charging stations and non-public charging depots can be designed with a configurable GTS that adapts to the VTS requirements just before the charging service, thus accommodating a diverse set of maximum, minimum, nominal or maximum vehicle VTS configurations. Therefore, having a guidance system that selects and directs EVs to a properly configured GTS (one that makes the most of the power transfer capabilities of the on-board VTS) is critical for optimal use of scarce electrical charging resources and vehicle operation time. Implementation of WPT ground transceiver stations and vehicle transceiver stations using modular coil designs has proven practical and economical, and as ground (GTS) and vehicle (VTS) installations get larger, sensitivity to coil misalignment increases. Coil misalignment reduces power transfer efficiency, increases charging times and wastes energy.

[0029] Figure 1 1 illustrates an example of a control system for operating multiple ground transceiver stations (GTS) in a charging station or charging depot capable of contactless, automatic, wireless charging. This exemplary design can function to charge electric vehicles (EVs) using different configurations of vehicle transceiver assemblies (VTAs) that make up the vehicle's vehicle transceiver station (VTS).

[0030] Wireless charging stations can charge VTSs of various configurations, allowing them to charge not only privately owned EV vehicles (e.g., delivery trucks, delivery vans, cargo cars), but also various types of electric and hybrid vehicles (each type potentially with a different VTS configuration), flexible, dynamically allocable and configurable GTS configurations (e.g., one ground transceiver assembly (GTA) per GTS, two parallel (2x1) GTAs per GTS, two series (1x2) GTAs per GTS, three series (1x3) GTAs per GTS, four GTAs (2x2) per GTS, six GTAs (2x3) per GTS, or any GTA configuration and number that supports the maximum vehicle VTA configuration planned for the charging station), and the public GTS described here can serve a large number of EVs with various VTA configurations, and these EVs must be matched with a GTS or superset GTA grid of corresponding GTA configurations (a selected GTS can selectively enable GTA arrays to serve the EVs' VTS configurations).

[0031] Note that the illustrated GTS uses a common configuration to match the VTA mounted on the underside of the EV. Specialized EVs may support other VTS configurations and placements of the VTA on the vehicle. For example, a freight vehicle or water ferry that moves from one fixed location to another may use a side-mounted VTS to take advantage of a vertical GTS mounting location on a loading dock. On the other hand, a rail vehicle may have a long and narrow GTS due to rail spacing and rail vehicle VTS mounting constraints.

[0032] The exemplary charging station design detailed in Figure 1 is suitable for driver-operated EVs, EVs with driver assistance software, and also fully autonomous EVs. In Figure 1, the charging station 108 is designed to support various levels of integration between the EV and the wireless power transfer (WPT) system, ranging from a bolt-on (aftermarket) retrofit to full OEM integration with the EV and its battery management system (BMS).

[0033] Charging station controller 101 in Figure 1 contains software for managing power sources 102 and 103, internal communication links 104, 105, and 106, wireless GTS 107, and a secure data interconnection network 115 to external entities (servers, data repositories) in charging station 108. Charging station controller 101 (a general purpose computer or computer cluster running station management software and database software) is also responsible for setting charging session parameters when a vehicle is being charged using a rules-based software engine.

[0034] The charging station controller 101 processes all data received from the vehicles via a secure, encrypted short-range communication system 116 .

[0035] The charging station controller 101 is responsible for allocating the GTS 107, handling broadcast information and two-way controller communication with vehicles via a local short-range communication system 116, selective activation of the station's in-road induction antenna, and / or processing light-based signaling (not shown).

[0036] The charging station controller 101 also supports the encryption and security required for establishing the data link, as well as secure storage of identifiers, authentication, and authorization for charging.

[0037] The charging station controller 101, in some configurations, may further include a local database that contains GTS configuration, status, and performance data, as well as a local copy of vehicle data for recently charged vehicles, vehicles with upcoming charging reservations, and default vehicle data values ​​for a set of EVs. The station controller 101 database may include information from a reservation system 112 or a proxy vehicle management system (e.g., at a dispatch office or rental agency) (not shown). This information downloaded to the station controller 101 database pertains to upcoming scheduled arrivals and past charging events and EVs. GTS data may include magnetic signal characteristics for each GTA (e.g., instantaneous power level during a charging session, fundamental signal frequency, frequency drift, signal phase offset, and nominal inter-coil gap) based on the aligned VTA and local conditions such as power availability, environmental factors (e.g., temperature), and installed GTA condition (e.g., internal temperature, usage factors, number of coils per GTA, number of turns per GTA, surface mounted or flush mounted GTA, etc.).

[0038] The charging session parameters may also include a charger profile for each potential GTA pairing. Paired GTAs, and virtually paired GTAs, are particularly useful for reducing magnetic radiation during wireless charging, as detailed in patent application Ser. No. PCT / US21 / 70876, filed July 14, 2021, entitled "Increasing Efficiency Through Magnetic Field Management."

[0039] The reservation system 112 is typically external to the charging stations 108 and may service one or more charging stations 108 across a service area (e.g., geographic, national, continental, global). Vehicle data and billing authorization data are stored in a database 114 accessible to the reservation system 112. In some cases (as shown), the database 114 may be remote from the reservation system 112, requiring a secure digital data link 113.

[0040] The vehicle data contained in the database 114 (and / or contained locally in the station controller 101 database) may include details of the magnetic charging profile of the EV with respect to the vehicle coil assembly of the VTS and / or the ground coil assembly of the GTS. This vehicle data is accessible before or during a charging session and is modifiable with new historical measurements for each VTA during or after charging. The charging profile may include frequency response and charging models for setting charging parameters during a charging session. The charging profiles stored in the database 114 may include default profiles for the EV or VTA type.

[0041] In an example configuration of a wireless power transfer system, the EV charging profile may include a VTA frequency offset, VTA make, model, manufacturer, number of VTAs, location of the VTAs, minimum and maximum current and voltage support for each VTA, health status for each VTA, temperature limits for each VTA, temperature measurements for each VTA, and / or cooling availability for the VTS.

[0042] The station controller 101 can also obtain the number and arrangement of VTSs of the electric vehicle to be charged from the charging profile of the EV to be charged, and select a pattern of GTAs from the n-to-m GTA grid of the GTS corresponding to the number and arrangement of VTAs of the vehicle to be charged to transmit a charging signal.

[0043] The reservation system 112 optionally houses a geographic information system (GIS) and service exchange (e.g., a reservation system that has access to the current status and schedule of each charging station and charging lane, can coordinate arrival times, plan charging, schedule charging sessions, track loading / unloading rates or other services, and maintains privacy between fleet providers through database partitioning, anonymization, and abstraction) to provide access to charger locations, charger status, and charging station service availability, as well as supporting the charger reservation system. A digital data network 115 allows access to the reservation system 112 from the charging station controller 101 or an optional intermediate data processing and storage system 111. The intermediate data processing and storage system 111 acts as a regional or customer specific data server and file repository.

[0044] Each GTS 107 in the charging station 108 is powered from either the first power source 102 or the second power source 103 via power supplies 109 and 110. The first power source 102 communicates status and alarms to the charging station controller 101 using digital data link 104. The second power source 103 similarly communicates status and alarms to the charging station controller 101 using digital data link 105. The charging station controller 101 sends start, charge level, and end commands to the first power source 102 and the second power source 103 during a charging session using their respective data links 104 and 105. Reservation or information sessions between EV driving systems (or EV drivers using wireless data devices) are effectuated through a wide area wireless access network (e.g., cellular radio), shown here as a base station 118. The base station 118 is connected to the remote reservation system 112 or the local station controller 101 via a land packet network 115. The charging station controller 101 can optionally support a local wireless local access network access point 116 (e.g., an IEEE 802.11 WI-FI® access point) connected to the charging station controller 101 via a data link 117.

[0045] Frequent use of WPT charging at charging stations 108 can lead to fluctuations in the power grid as EVs begin and complete their charging sessions. These fluctuations can occur both at the beginning and end of a charging session. These fluctuations due to servicing of charging vehicles are not expected to be an issue with light use, but are expected to become worse the larger the charging station is and the more frequently it is used. Power demand fluctuation issues can occur not only at large depot-level charging stations, but also at WPT-equipped loading docks and other large-scale, centralized WPT deployments. In one configuration, a local microgrid storage system (not shown) is installed to balance / level the impact from the larger power supply grid. The microgrid storage solution can be chemical battery, solid state battery, or capacitive based. By isolating the charging station 108 to the microgrid, the storage system acts to buffer the local demand from the larger power utility grid. The energy storage system (ESS, not shown) can supplement the power supply to the local station microgrid as well as augment the capacity of the wired power grid.

[0046] In the second configuration, under the control of the charging station controller 101, the charge start time (after regulation) and ramp-up rate of the GTS 107 may be adjusted to prevent excessively large and undesirable fluctuations in power demand.

[0047] In another configuration, coordinated, staggered charging session start times can be set using the reservation system 112. A rough estimate of the session end time based on the vehicle information received by the charging station controller 101 can be calculated using the vehicle's default minimum recharge thresholds. This notifies the reservation system 112, which can then use the session timing information to set the reservation time.

[0048] A more accurate estimated completion time can be calculated before charging based on the vehicle information and state of charge (SoC) of the pre-charging session received by the charging station controller 101. A minimum or desired SoC target for the charging session can also be uploaded to the charging station controller 101.

[0049] The actual charging start time, the vehicle SoC before the session, and the coarse and more precise charging end information can be sent to the reservation system 112 for more accurate prediction. The EV can report the number of installed VTAs, including VTAs that are not currently operational, so that the station controller 101 can allocate chargers (e.g., GTS-equipped parking spots, stalls, or locations) to ensure that all operational VTAs are available for the charging session.

[0050] In another configuration, the parallel queues of the GTS can be equipped with independent power supplies 103 to limit power fluctuations.

[0051] Alternative configurations (which may also be used in combination) include the use of lane markings, illuminated lane signaling devices (e.g., traffic lights), or wireless communications (between the charging station controller 101 and an EV-based driver, driver assistant, driver assistance software, or autonomous driving system) to coordinate movement of EVs to and between the GTS 107, either via an inductive communication system (not shown), a short-range (e.g., WLAN) access point 116, or a wide area wireless communication system base station 118. The above configurations for power fluctuation control may be implemented individually or in combination with any or all of the configurations used in a GTS 107 arrangement for power fluctuation control.

[0052] Figure 2A 2A illustrates an exemplary structure and configuration of a Vehicle Transceiver Station (VTS) 201 with emphasis on the inductive communication and charging receiver and transmitter antennas. For simplicity, heating, cooling, and electrical connections are not shown.

[0053] In this illustrative example, a single vehicle transceiver assembly (VTA) makes up VTS 201.

[0054] In this example configuration, four planar inductive communication receiving loop antennas 202, 203, 204, and 205 are distributed around the periphery of the VTA 201 in a front pair 206 and a rear pair 207, with each pair symmetrical about the VTA centerline 208. This symmetry facilitates both the manufacture of the VTA 201 and the computational algorithms used to calculate the guidance vectors and alignment. The receiving antennas 202, 203, 204, and 205 are used for both data communications and sensors.

[0055] In this configuration, a single planar loop antenna 209 for communications transmission is placed in the center of the VTA 201, overlaying the power (nominally receiver) coil 210. The power receiver coil 210, with its ferrite and eddy current shielding, relies on a VTA mounting plate 211 that also supports the inductive receiver loop antennas 202, 203, 204, and 205. The VTA mounting plate 211 is structural, but also functions as an eddy current shield, cold plate heat sink, and radiator. One or more VTAs are nominally secured to the underside of the EV via individual VTA mounting plates 211, although a single larger mounting plate designed and physically sized to mount multiple VTAs could also be used.

[0056] Figure 2B 2B illustrates wireless charging and communication signals with signal ranges used in automatic wireless charging with a GTA 221 aligned and paired with an on-board VTA 201 to form a GTA / VTA pairing 220 in an example configuration. While a single GTA 221 and a single VTA 201 are shown in FIG. 2B for clarity, it will be understood that a GTS may include multiple GTAs 221 and a VTS may include multiple VTAs 201. For automatic charging, the GTA 221 shown here is recessed flush with the pavement surface 212. The GTA power coil 213 must be properly aligned with the VTA power coil 210, and the GTA 221 must be in communication with the VTA 201 both before and during charging. In this example, the VTA 201 is mounted on the underside of the electric vehicle chassis 214. Each VTA 201 and GTA 221 must be aligned and paired before charging can begin. The example of FIG. 2B shows pairing 220 of a single VTA 201 with a single GTA 221.

[0057] Before the charging signal 215 is initiated, the data paths of the reverse link 216 and the forward link 217 are established, for example, as described in U.S. Pat. No. 1,026,565, entitled "Short Range Full Duplex Data Link for Resonant Inductive Wireless Charging," which is incorporated herein by reference. The inductive communication links 216 and 217 are power limited such that both the symmetrical approach range 218 and departure range 219 are slightly (+ / - 50%) greater than the size of the GTS's power coil 213 (approximately 500 millimeters in this example). Additional information regarding the alignment process can be found in U.S. Pat. No. 1,026,565, entitled "Method and Apparatus for Aligning a Vehicle and a Charging Coil Prior to Wireless Charging," U.S. Pat. No. 1,019,340, entitled "Method and Apparatus for Detecting Coil Alignment Errors in Wireless Inductive Power Transmission," and U.S. Pat. No. 1,040,360, entitled "Method and Apparatus for Aligning a Vehicle Prior to Wireless Charging Including a Transmission Line Leaking an Alignment Signal," the contents of which are incorporated herein by reference.

[0058] In a modular GTS, each single (or multiple) GTA and VTA pair 220 communicates independently. This independent communication allows for the fastest warning in the event of a fault condition and eliminates the need for inter-GTA (and inter-VTA) communication. Other configurations for communication between the VTA201 and GTA221 may include alternative short-range local area wireless network technologies (such as BLUETOOTH®, Zigbee, WI-FI®, etc.) or long-range wireless wide area network (WWAN) technologies (such as cellular technologies such as LTE, 4G, 5G, 5G-advanced, “connected car” wireless packet data networks, satellite-based uplink / downlink technologies, etc.).

[0059] Just before, during, and just after a wireless charging session, the VTA's full-duplex, low-latency, short-range data link controls a resonant inductive wireless power transmission system for recharging the EV. The VTA201 is paired with a GTA221 to receive charging signals. The VTS includes one or more VTA201, and each VTA201 in the VTS has an independent full-duplex inductively coupled data communication system that communicates with its paired GTA221. The GTS includes one or more GTAs 221, each of which also has a full-duplex inductively coupled data communication system. The power coils 213 of the GTAs 221 and the VTA power coils 210 of the VTAs 201 are selectively enabled for charging based on the geometrical arrangement of the VTAs 201 relative to the GTAs 221.

[0060] If necessary, the transmitting and receiving systems of the GTA 221 and / or the VTA 201 are adjusted to be of the same type so that charging management and control data can be communicated between the GTA 221 and the VTA 201 during charging.

[0061] Figure 2C 2C illustrates an exemplary electric sedan 223 with a single VTA 201 that includes a VTS 224. This VTS 224 configuration is referred to as a 1x1 configuration.

[0062] Figure 2D 2D illustrates an exemplary passenger or cargo van type electric vehicle 225 with a VTS 226 configured with two series VTAs 201. This VTS 226 is referred to as a series 1x2 configuration.

[0063] Figure 2E 2E illustrates an exemplary Transit Van electric vehicle 227 with a VTS 228 configured with two parallel VTAs 201. This VTS 228 is referred to as a 2x1 parallel configuration.

[0064] Figure 2F 2F illustrates an exemplary Transit Van electric vehicle 229 with a VTS 230 configured with three series VTAs 201. This VTS 230 is referred to as a series 1x3 configuration.

[0065] Figure 2G 2G illustrates an exemplary electric bus 231 with two sets of parallel VTAs 201 forming a VTS 232. This VTS 232 is referred to as a 2x2 configuration.

[0066] Figure 2H 2H shows an example of an electric bus 233 with three sets of two parallel VTAs 201 forming a VTS 234. This VTS 234 is referred to as a 2x3 configuration.

[0067] Larger VTSs (greater than six per VTS) are possible, limited only by the size of the vehicle. The locations where the VTAs are mounted on the vehicle can vary. The representative examples included in Figures 2C-2H assume that the VTAs are mounted symmetrically relative to the centerline of the vehicle or consistently offset to the right or left and spaced to match the mirror configuration of the GTS (or subsection of the GTS). Placing the VTS (from the front) forward of the first axle, aft of the front axle, in the center of the chassis, forward of the rearmost axle, or aft of the rearmost axle is not limited to the use of guideline antennas to guide the vehicle to the GTS.

[0068] Figure 3A-3C 3A, 3B, and 3C show alternative examples of vehicle guidance based on signals transmitted from single-range or multiple-range antennas. These antenna guidelines can augment or replace visual indicators for guiding electric vehicles to wireless charging stations. Each of FIGS. 3A, 3B, and 3C shows guidance signals generated within the GTA circuit. In another conceptualization, the generation of the guidance signal can be performed by a separately installed transmitter, but would require a weatherproof enclosure separate from the enclosure housing the GTA circuit and would require provision for a communications interface (for initiation and control of the guidance signal) backhauled to the station controller via a data link or other wired or wireless means with the GTS being served. Placing one guidance transmitter per GTA 221 allows any GTA 221 in the GTS 220 to transmit a signal to the guideline antenna, reducing variability in GTA models.

[0069] Figure 3A FIG. 3A shows a typical configuration of a Ground Transceiver Assembly (GTA) 301 used to build the modular GTA 220 that constitutes the Ground Transceiver Station (GTS). In FIG. 3A, the GTA 301 is designed to support a single antenna cable for guidance purposes ("guideline") by incorporating a radio transmitter 303 that transmits a guidance signal as well as housing a power transmission coil and associated electronics 302. This radio transmitter 303 is used to generate the guidance signal that is emitted at a connected guidance antenna 304. The connected guidance antenna 304 is designed to be fixed to the pavement surface or in either case embedded within the pavement with a radio transparent cover. The guidance signal is preferably a reactive near-field signal. A reactive near-field signal is a non-radiative signal that emanates from a source and expands and contracts.

[0070] A suitably equipped electric vehicle (EV) or hybrid electric vehicle (not shown) uses two or more inductive antennas (such as inductive loop antennas, flat panel antennas, chip antennas, etc.) that receive the signal from inductive antenna 304 and process it as described in Figures 2A and 2B. Guidance is provided by a received signal having an amplitude and phase that is detected using one or more pairs of receiving antennas to align the vehicle left or right within a parking slot, lane, or designated charging area as the vehicle approaches GTA 301.

[0071] Figure 3B Figure 3B shows an enhanced common configuration of a Ground Transceiver Assembly (GTA) used to build a modular Ground Transceiver Station. In Figure 3B, the GTA 301 includes a transmitter 303 for generating a guideline guidance signal. This transmitter is connected to a mid-point feed 305 of a center-fed dipole antenna 306 having a first range 307 and a second range 308, the electrical length of each range being approximately one-quarter of the wavelength of the transmitted guidance signal. The dipole antenna 306 is either fixed to the pavement surface or embedded within the pavement with a radio-transparent cover in either case. The EV (not shown) receives the signal using two or more receiving antennas and processes the signal as described in Figures 2A and 2B. The alignment feedback is determined by using an induction signal emitted from the first guideline antenna range 307 and the second guideline antenna range 308, which has an amplitude and phase detected using a pair of antennas to align the vehicle left and right with a parking slot, lane, or charging area as the vehicle approaches the charging induction coil 302. By using the known signal frequency, measured amplitude and measured phase for each of the first range 307 and the second range 308, the range of the vehicle to the GTA 301 can be estimated. When the first pair of receiving antennas (not shown) reaches the center feed dipole antenna 309 midpoint feed 305 on the center line 310 of the guideline, the phase difference becomes zero. At this point, a short-range communication link between the VTA (not shown) and the GTA 301 is established and the final position is provided.

[0072] Figure 3C FIG. 3C shows the GTA 301 with a guideline consisting of a folding end-fed wired dipole antenna 311. At one end of the folding dipole guideline antenna 311 is the GTA 301 housing the transmitter 303. The centerline 310 of the GTA 301 indicates the point on the y-axis where the center of the corresponding vehicle's VTA (Vehicle Transceiver Assembly) resonant induction coil must be placed to maximize wireless power transfer efficiency. The folding end-fed dipole antenna 311 extends from the GTA a distance 312 in a direction opposite to the approach direction to a limit of approximately ¼ of the electrical wavelength of the induced signal. The curved end 303 of the folding end-fed guideline antenna 311 acts as a signal acquisition point where the on-board receiving antenna can reliably detect the transmitted induced signal regardless of the vehicle's approach angle, and indicates the beginning of the antenna 311.

[0073] Figure 4A Figure 4A shows an example configuration of a GTS 401 with two parallel (2x1) GTAs 402 and 403. Guideline antennas 404, 405 extend a distance 406 from each GTA 402, 403. An EV approaches the GTS 401 beyond this distance 406. The guideline can be any of the guidelines described in Figures 3A, 3B, or 3C.

[0074] In one configuration for providing guidance to a single VTA-equipped EV, the charging station controller (see FIG. 1 ) directs only one of the first guideline antenna 404 or the second guideline antenna 405 to transmit at a specified frequency to the EV's receiving antenna. When the vehicle is aligned with a parking slot, at least two on-board antennas (not shown) mounted on opposite sides of the transmission line detect and measure the signals transmitted from the guidelines, and signal processing circuitry determines the relative signal amplitude and phase between the signals detected by the antennas. This signal amplitude and phase represents the alignment of the vehicle with respect to the wireless power induction coil and the parking slot. In another configuration of the VTA, with the EV and its corresponding VTS installed in parallel (2x1), the first guideline antenna 404 transmits on a first frequency and the second guideline antenna 405 transmits on a second frequency, with both signals sharing the same amplitude. This allows the VTS to pick up either or both signals and use them to guide the EV. This approach also requires additional transmission facilities than the single radio, single active antenna guideline scenario.

[0075] For EVs with multiple VTAs, the 2x1 parallel GTS401s can transfer power to one pair in parallel as directed by the charging station controller or vehicle BMS, or negotiated between them. For example, an EV with one VTA can be guided to charge by a 2x1 GTAGTS, as can an EV with a series 1x2 or 1x3 GTS. Such a GTS and VTS mismatch will result in the GTA using only one pair of GTA and VTA for charging. Larger VTSs with VTA sets such as 2x2 or 2x3 can also be induced and charged by a 2x1 GTS, but only using the adjustable VTA-GTA pair, reducing the maximum charging rate using power transfer of only the GTA and VTA pair set.

[0076] Figure 4B 4B shows an example guideline configuration of a GTS 407 with two series (1x2) GTAs 408 and 409. A single antenna guideline 410 extends from the first GTS 409 to a distance 411. An EV approaches the GTS 407 at this distance 411.

[0077] For an EV with a corresponding 1x2 series VTA set (first anterior VTA and second posterior VTA), a single antenna line 410 can be used to guide the EV along line 410 at distance 411. A pair of antenna sensors attached to the first VTA, or multiple antenna sensor pairs attached to the first and second VTAs, can be used to determine the right to left offset and correction.

[0078] The guideline antenna 410 can be disabled when the approaching electric vehicle EV's front VTA communicates with the rear GTA 408 and the approaching electric vehicle's rear EV VTA communicates with the front GTA 409. The VTS to GTS communication can use an inductive communication system as described in U.S. Patent Nos. 10,040,360 and 10,814,729 to the current assignee, the contents of which are incorporated herein by reference. Such a short-range antenna system allows communication over at least one pad width (approximately 750 millimeters in this example) so that when the first VTA reaches the 1x2 series VTA charging point of the GTS 407, the second VTA can hear the first GTA.

[0079] EVs with a single VTA or a set of 1x2 series VTAs can both be induced and charged at full rate via the 1x2 series GTS 407. The station controller can select which GTA 408, 409 to use to charge an EV with a single VTA. Larger VTS installations such as 2x2 or 2x3 can also be induced and charged by the 1x2 series GTS 407, but only with the power of two sets of GTAs and VTAs.

[0080] Figure 4C FIG. 4C shows an example configuration of a 2x2 GTA GTS 412. In the 2x2 GTS 412, four GTAs 413, 414, 415, and 416 can charge EVs with a single VTA as well as EVs with VTSs with 1x2, 2x1, and 2x2 VTAs. EVs with larger VTS installations (e.g., 2x3, 2x4, 3x6 VTAs) can also be charged via active and properly coordinated GTA-VTA pairs.

[0081] The ground transceiver station (GTS) 412 is equipped with first and second guideline antennas 417, 418 originating from a first GTA 414 and a second GTA 416. By controlling the signals transmitted on each guideline 417, 418, a station controller (not shown) can instruct the charging point to guide the EV depending on the VTS configuration equipped on the EV.

[0082] An EV equipped with a single VTA can be guided to any GTA 413, 414, 415, 416 in the GTS 412 by selectively enabling signals on the guideline antennas 417, 418 to be received by an antenna system (inductive, near-field, etc.) onboard the VTS and using a communication system from any GTA to position the EV. In one operational example, an EV equipped with a single VTA receives a signal from the first guideline antenna 417. While traveling along the guideline, the EV steers to align the centerline of the VTS with the guideline 417. Upon reaching a charging point (indicated by receiving and processing a short-range GTA guidance communication signal), the EV stops and the VTA is positioned on top of the GTA 415 or 416 (whichever is selected by the charging station controller according to a selection algorithm (e.g., select least frequently used, most recently used, coolest temperature)). Once positioning is complete, alignment verification messages can be exchanged and charging can begin between the verified aligned GTA and the VTA.

[0083] In another example, a charge point 412 with a GTS consisting of four GTAs arranged in a 2x2 grid is responsible for charging an incoming EV using a VTS consisting of six VTAs arranged in a 2x3 grid symmetrical about the centerline axis of the EV.

[0084] In this example, both the right guideline antenna 417 and the left guideline antenna 418 carry separate signals (separate in carrier frequency, channel (time and / or frequency), pulse code group, or coding group (as in the case of Direct Sequence Spread Spectrum (DSSS) technology where both antennas 417, 418 have the same carrier frequency or different frequencies). At least one VTA on the right side detects and measures the signal from the right guideline antenna 417. At least one VTA on the left side detects and measures the signal from the left guideline antenna 418. Each VTA is equipped with a pair of inductive loop antennas. The EV is guided over a distance 419 using signals from one or both antenna lines 417, 418. At least one VTA then detects a broadcast from a valid GTS beacon. In a 2x3 example, a GTS beacon can be broadcast from the first antenna line. Depending on whether the right guideline 417 or the left guideline 418 is used, either a GTA 415 or a second GTA 413 is selected. The vehicle comes to a stop with the VTA corresponding to the selected GTA 413, 415 positioned overhead.

[0085] Figure 5A FIG. 5A illustrates the use of a long line (multiple wavelengths) guideline antenna cable 511 configured to guide the approach of an EV.

[0086] In this configuration, a modular GTS 501 contains multiple GTAs 502, 503, 504, and 505. Two guidelines (both consisting of center-fed dipole antennas in this example) are projected from the approaching first GTA 503 and second GTA 505. The first dipole antenna of the first GTA 503 has antenna ranges 506 and 507, and the second dipole antenna of the second GTA 505 has antenna ranges 508 and 509. The dipole antenna ranges span a quarter wavelength of the guided signal over a distance 510.

[0087] To enable longer approach guidance, a third wireless signal transmitter is included in the GTS 501 with long antenna elements 511 positioned across distances 512 and 510. This long line of third signal antenna broadcast is distinguishable from the shorter guideline antenna broadcast by separation in frequency (i.e., frequency division), time (i.e., time division), or signal coding. The signal coding may include different modulation schemes (e.g., Amplitude Shift Keying (ASK), Frequency Shift Keying (FSK), or Phase Shift Keying (PSK) signaling) or different spreading codes for direct sequence spread spectrum (DSSS). For example, an EV using an inductive loop receiver can use the radiated third signal to acquire and follow the line 511. In the transition region 513, the EV needs to acquire the guidance signal transmitted from the GTA 505 and / or GTA 503 depending on the VTA configuration carried on board the EV and transmitted by the wireless local area network.

[0088] Figure 5B Figure 5B shows a closer look at one configuration of the operation of the guide lines in the transition region 513. In the configuration of Figure 5B, the long antenna lines 514 and 515 are continuous over their respective lengths and may share a common groove cut into the pavement 516. Distinguishing which line to follow is simply a matter of disabling the signal on either the right 514 or left 515 long line.

[0089] Figure 5C Figure 5C shows an expanded detail of another configuration of the operation of the guide lines in the transition region 513. In the configuration of Figure 5C, the long antenna lines 517 and 518 are discontinuous over their respective lengths, and a common guide line (e.g., a single antenna wire) 519 is used for broadcasting from a single groove cut into the pavement 516. A switch 520 is used to separate the broadcast signal path depending on the usage of the right side 517 or left side 518 long antenna line. In the example configuration, the switch is controlled by applying a DC offset to the broadcast signal.

[0090] Figure 5C Figure 5C shows expanded details of another configuration for the operation of the guide lines in the transition region 513. In the configuration of Figure 5C, the long antenna lines 517 and 518 are discontinuous in their respective lengths, and a common guide line (e.g., a single antenna wire) 519 is used for broadcasting from a single groove cut into the pavement. A switch 520 is used to separate the broadcast signal path depending on the use of the right side 517 or left side 518 long antenna line. In the example configuration, the switch is oriented by applying a DC offset to the broadcast signal.

[0091] Figure 6 6 shows an example parking lot where a selected parking slot is equipped with a wireless GTS 609. Note that this example assumes pull-to-side parking. Once the EV 601 has completed the navigation phase and is approaching the charging station 602, it needs approach information and end guidance to the designated charging point.

[0092] When steered by the driver, the EV 601 drives to a charging station 602 where signs and visual signals indicate available parking slots, wireless charging capabilities, and the current status of the wireless charger (GTS). Using this visual information, the driver drives to an available compatible GTS 609. Optionally, a wireless communication system (not shown) can be used to broadcast or selectively transmit charge point information (e.g., charger type, charger configuration, available power, slot availability, status, wait time, etc.) to the driver via the vehicle instrumentation.

[0093] For EVs with driver assistance software pilot or fully automated EVs, the charging station can communicate (via the radio interface) the coordinates of the selected or negotiated compatible GTS609. As a primary method, the EV601 is transmitted the approach line and induction line frequencies of the parking slot. Multiple selectively enabled approach lines (or multi-frequency lines) are called a trunk line.

[0094] The first charging point 607 is associated with a first approach line 613 and a first guiding line 614. The second charging point 605 is associated with a first approach line 615 and a first guiding line 616. The third charging point 604 is associated with a third approach line 611 and a third guiding line 612.

[0095] In an exemplary configuration, an EV 601 is routed through an approach and guidance sequence to a destination GTS slot 605. The EV 601 is first instructed to follow line 610 at the speed limit. In this example, trunk line 610 is the primary guidance line, and multiple guidance signals can be supported by selectively enabling or switching individual buried lines. At acquisition point 603, the approach line signal is at a minimum, which is above the detection threshold of the guidance receiver.

[0096] Coming onto trunk line 610, the EV steers along the trunk line via a VTS-based guidance receiver. When a selected approach line 615 branches off from the main trunk line 610, the EV 601 again steers along the line via a VTS-based guidance receiver. Upon reaching guidance line segment 616, the vehicle is further decelerated, increasing steering adjustment precision, and the EV 601 comes to a stop with the VTS array directly above the charging point's GTS 609 and the VTA / GTA pair well aligned.

[0097] Figure 7 FIG. 7 shows an exemplary 2x2 GTS vehicle guidance system configuration for wireless power transmission positioning using a long (long antennas may be less than or longer than a full wavelength depending on the selected frequency and deployment) transmission line 704 to provide approach guidance over a first distance 706, and both a left center fed dipole antenna 702 and a right center fed dipole antenna 703 to provide guidance and range to the GTS 701 over a second distance 705.

[0098] In one configuration of FIG. 7, the beacon signal is continuous on a long line 704, with second and / or third beacon signals being transmitted successively by left and / or right dipole antennas 702, 703.

[0099] Depending on whether the vehicle needs to steer straight ahead, left or right, a second and / or third beacon using a frequency, modulation or code is transmitted on the left guideline 702, the right guideline 703, or both. The frequency, modulation or spreading code of the beacons allows the guidelines to be differentiated. Inactive guidelines can remain disabled and no beacons are transmitted.

[0100] In the configuration of FIG. 7, an end-of-line short-range (eg, RFID, Zigbee, 802.11 (WI-FI), BLUETOOTH, inductive (short-range) coupling) transmitter 707 may also be included.

[0101] An end-of-line (EOL) transmitter 707 can replace, supplement, or back up a long-range communication system. This may be particularly useful in cases where there is only one GTS or in low-density charging stations with a small number of GTSs. The EOL transmitter 707 may include a transmitter, processor, and memory, as well as a wired communication subsystem to receive data from or through the GTS 701 via a long line cable 704. This EOL transmitter 707 can broadcast its location (latitude and longitude) and the capabilities of the charging station (power levels provided, payment forms available (support for virtual wallets, online accounts supported, membership, credit, debit, club cards supported, etc.)). The EOL transmitter 707 can also signal the frequency, modulation, and coding of the signal from the next induction line 702, 703 to best match the active GTA configuration to the vehicle's VTA configuration.

[0102] The EOL transmitter unit 707 may also be powered through a long inductive line 704 using a DC offset to the beacon signal.

[0103] Figure 8A-8B FIG. 8A illustrates elements of a GTS 801 that support guidance from two directions. FIG. 8A illustrates constructing the GTS 801 using four GTAs 802, 803, 804, and 805, each of which can be dynamically configured to support multiple vehicle VTS configurations. At a first distance 806, a first right guideline 807 and a first left guideline 808 extend from the GTS 801. At a second distance 809, a second right guideline 810 and a second left guideline 811 extend from the GTS 801. Although shown here as straight lines, the guidelines 807, 808, 810, and 811 may also be curved for some or all of their respective lengths.

[0104] Alternative GTS configurations are possible that provide guidelines over a first distance 806 and a second distance 809. A 1x2 series GTS 801 with first and second guideline antennas does not require modification of the GTA. A GTS with a single GTA requires the addition of a second guideline transmitter. A 2x1 GTS can use unmodified GTAs with one guideline per GTA, so that a single right or left guideline is used for the first distance and a corresponding but different left or right guideline is used for the second distance (as each unmodified GTA only supports a single guideline transmitter).

[0105] In all cases of a GTS with two guideline antennas allowing for alternative approaches (e.g. 2x1, 2x2, 2x3), the same guidelines can be used to guide approach and departure, with the approach guidelines being turned off before the charging session and the departure guidelines being turned on after the charging session.

[0106] Figure 8B shows a first curbside parking space 816 with a resident GTS 801. The parking space 816 is oversized in this example, potentially allowing for a front-mounted (nominally behind the front axle), mid-mounted, or rear-mounted (nominally directly in front of the rear axle) VTS. A curb 814 defines one side of the parking space 816, and visual line markings (not shown) define the other side. In Figure 8B, the guide lines consist of single or multiple antennas 812, 813.

[0107] Additional parking spaces with chargers 817, 818 may be located along the curb 814. These additional parking spaces with chargers 817, 818, along with the first parking space with charger 816, may include a charging station and be under common ownership and control.

[0108] A first approach line antenna 812 is attached to the first guide line 806. The first guide line 806 is connected to the GTS 801. A second approach line 813 is connected to the GTS 801 by a second guide line 809.

[0109] Assuming a direction of travel 815, the EV can be correctly positioned over the GTS 801 using retraction techniques with approach lines 812 and guide lines 806 regardless of the mounting position of the EV's VTS on the underside of the vehicle chassis (e.g., front, center, rear position).

[0110] Alternatively, assuming a driving direction 815, the EV can be properly positioned over the GTS 801 using the back-in technique approach lines 813 and guidelines 809 regardless of the EV's VTS grid mounting location on the underside of the vehicle chassis (e.g., front, center, rear location).

[0111] Figure 9 Figure 9 illustrates an EV charging station 901 in a country or region where back-in parking is the standard. The location of the GTS within individual parking slots 904, 905 can be modified to support the installation of a front, middle, or rear mounted VTS. In the example of Figure 9, an available parking space 905 has a GTS 902 positioned for the installation of a front mounted VTS.

[0112] As the EV proceeds in the direction of travel 909, the main guideline 903 branches into separate guide lines 907, 908. When a branch is detected by a lack of continued signal detection in the forward direction, the EV 906 reverses along the selected guide line 907 or 908 until it reaches the designated parking space 904 or 905 and the resident GTS 902 for final alignment.

[0113] The backed-in EV 906 is charged at the selected charging state until the session is completed, after which the guidance and approach lines of the parking space 904 are reactivated to guide the EV 906 to the exit of the EV charging station 901.

[0114] Figure 10 FIG. 10 illustrates at a high level an example EV system with automatic wireless charging. As shown, an EV 1001 is equipped with a Vehicle Transceiver Station (VTS) 1002 (in this case a single VTA). A Battery Management System (BMS) 1003 is responsible for monitoring and managing the Energy Storage System 1004. Based on algorithms, the BMS 1003 manages performance and maximizes range and life by setting charging rates and balancing the charging / discharging of individual cells (or cell banks), while monitoring charge levels and mitigating temperature extremes to extend the battery life of the battery 1004. The Energy Storage System 1004 is nominally a rechargeable chemistry (e.g., lithium-ion) battery, but may be one or more of a capacitor bank, a reversible fuel cell, a solid-state battery, or a hybrid combination of the aforementioned.

[0115] The BMS 1003 controls the charging session (and associated logistics, billing, and sensor readings) using messages sent over a forward data link 1005 and a reverse data link 1006 supported by an inductive communication transceiver system provided by the VTS 1002. (In this example, the VTS 1002 is a single VTA). The BMS 1003 data stores include identification and authentication information, battery voltage, and maximum current level settings. The wireless charging controller 1007 serves to translate and bridge the vehicle network and the inductive communication transceiver system over a data link 1008. The data link 1008 can be implemented, for example, as a wireless or wired controller area network (CAN) bus. The BMS 1003 measures sensor data from the battery 1004 over a wired (or wireless) connection 1009. In some configurations, the wireless charging controller 1007 may be implemented as a software package running concurrently on the BMS 1003 processing and data storage hardware, thus eliminating the need for the connection from the controller 1007 to the BMS 1003 data bus 1008 shown in the figure.

[0116] The VTS 1002 provides direct current to the battery pack 1004 via a high current power supply 1010. When the battery pack 1004 is charging or fully charged, the current may be diverted or shared to the vehicle's 1001 on-board systems such as communications, entertainment, climate control, etc., while coordinating and communicating with the GTS.

[0117] The EV controller module 1011 (which may include feeds to EV displays, driver assistance systems, or autonomous driving systems) can obtain status, alarms, and charging related information from the BMS 1003 via a wired or non-wired data link 1012 (e.g., CAN bus), or from the wireless charging controller 1007 via a wireless (e.g., Zigbee) or non-wired data link 1013 (e.g., CAN bus). Not shown are data connections between the driver electronics 1011 and the EV 1001's own wireless communication antenna 1014 or a Global Navigation Satellite System (GNSS) (e.g., GPS, Galileo, GLONASS, BeiDou) antenna 1015 installed on the EV 1001.

[0118] Figure 11 11 shows an exemplary installation of inductive antennas for receiving approach, guidance, and alignment signals. As described in the present assignee's U.S. Patent No. 11,121,740, the contents of which are incorporated herein by reference, the inductive antenna coils are installed in symmetrical pairs on the VTA mounted on the underside of the EV1101 and serve as a pair of sensors for collection of the guidance signals.

[0119] An optional front sensor pair 1105, 1106 in the front bumper 1104 is mounted as far forward as possible (here shown within a radio transparent front bumper cover 1104) to extend the range of the induction sensor set 1105, 1106 forward to assist in pull-in parking scenarios. The forward sensor pair 1105, 1106 also allows for earlier acquisition of extremely short range signals from a ground mounted guideline antenna (not shown).

[0120] Another preferred location for mounting the auxiliary sensors is under or inside the rear bumper cover 1107. The rear right sensor 1108 and rear left sensor 1109 not only provide a longer baseline between the sensors (VTA mounted or front mounted), but also act as the leading sensors in a back-in park charging situation.

[0121] In a single VTA, there is at least one pair of right sensor 1102 and left sensor 1103. Additional VTS-associated sensor pairs may exist from additional VTAs within the VTS or equipped to the VTA.

[0122] A pair of auxiliary sensors can be placed, connected to the VTS via wired (e.g., via CAN bus (ISO 11898)) or wireless connection (e.g., via Zigbee (IEEE 802.15.4)). Preferred locations include under the front bumper cover 1104 where a front right sensor 1105 and a front left sensor 1106 are located for earliest reception of the guideline broadcast. Depending on the radio transparency of the materials used for the bumper and bumper cover, inductive loop antennas can be embedded within the bumper structure.

[0123] The sensor pair 1102, 1103 mounted on the VTS (shown in detail in Figures 2A and 2B) not only provides a series of differential receiving points for measuring the centerline of approach, but also allows for alignment measurements of the VTS and GTS.

[0124] An optional pair of rear mounted antennas 1108, 1109 are used to extend the range of the inductive sensor rearward for back-in charge point scenarios.

[0125] When multiple pairs of induction antennas are used together as sensors for guidance signals, the direction of travel can be calculated (using the signal from the induction antennas). Such approach angle information can be displayed to the driver and / or delivered to a driver assistance or driver automation system. The angle information helps simplify the approach, guidance, and alignment process by enabling the calculation of a predicted path and can be used to correct steering angles (when combined with range and speed (determined by rate of range decrease or delivered from the EV)) and / or set braking.

[0126] Figure 11 assumes a nominal scenario where the VTS is mounted on the underside of the vehicle in a symmetric grid fashion on or parallel to the vehicle centerline. In some WPT scenarios, the EV structure requires the VTS to be offset from the centerline. Based on the assumption of symmetric VTS mounting, such EVs can be accommodated by making corrections in either the approach and guidance calculations or sensor placement without modifying the guidance and approach antennas of the charging station and GTS. Vertical placement of the VTS (e.g., on the side, front, or rear of an EV such as a bus or ferry) is also considered, with the corresponding GTS mounted on a wall, loading dock, or road separation device. A top-mounted VTS is beneficial for EVs traveling on rough roads or off-road. The corresponding GTS installation should be ceiling or gantry mounted with actuators to provide clearance and VTA-GTA gap distance adjustment.

[0127] Figures 12A-12C 12A, 12B, and 12C show how an EV approaches (or moves away from) a wireless charger using induction guidelines and an on-board induction loop receiver.

[0128] In Figure 12A, EV1201 has just acquired guideline 1202. The front pair of receivers 1203, here embedded in the lower bumper cover, means that reception at the start of a guided approach is limited by the short range limitations of receiver 1206. Despite the range limitations, the signals collected by the front pair of receivers 1203 can be used for right to left alignment determination based on signal amplitude and phase processing which can begin immediately after acquisition. The two sensor pairs mounted on VTS1204 and the sensor pair 1205 mounted on the rear bumper are not useful for forward acquisition when equipped with the front pair of receivers 1203.

[0129] When the EV 1201 approaches the GTS in the opposite direction (i.e., reversing), the roles of the forward sensor pair 1203 and the rear sensor pair 1205 are reversed during acquisition.

[0130] In FIG. 12B, the EV 1201 is receiving guidance. At the time shown, the forward sensor pair 1203 and the sensors mounted on the VTS 1204 (two pairs of sensors are shown in this configuration) are all receiving the guideline 1202 signal and contributing right-to-left steering information. Only the amplitude and phase of the signal contribute to determining the right-to-left offset, due to the short-range signal range and comparison to the maximum baseline provided by the long wavelength of the radio signal and the length of the vehicle. With multiple sensor pairs mounted a known distance apart, the right-to-left offset can be used to determine the steering correction angle.

[0131] In Figure 12C, the EV 1201 is being guided and the forward sensor pair 1203 has reached the end of the guideline, which is the end of the GTS 1207. Upon detecting a forward data link signal (not shown) from the GTS 1207, the forward receiver pair 1203 leaves the Approach state and transitions to the Aligned state. Additional sensor pairs (one mounted on the VTS 1204 and one mounted under the rear bumper 1205) continue to provide the phase and amplitude of the received guideline signal until the VTS 1204 sensor pair enters the Aligned state.

[0132] Figure 13 FIG. 13 shows an exemplary system for wireless charging of EVs. Automated wireless charging of EVs may involve multiple phases, considering the initial phase of infrastructure. Phased approaches are considered to accommodate public access, personal vehicle use, and mixed use. The solution shown in FIG. 13 uses a combination of logical and functional elements and a communication system.

[0133] Stage 1 includes navigation 1301, including trip planning, determining availability of a desirable compatible GTS near the destination or along the travel route, and reserving a compatible charger (e.g., a ground transceiver station (GTS) with a ground transceiver assembly (GTA) configuration that most closely matches the vehicle transceiver assembly (VTA) configuration of the vehicle transceiver station (VTS) of the vehicle).

[0134] Since the need for charging is at the driver's (driver in this case means human, driver assistance system, and / or autonomous driving system) choice, this reservation can be made hours or days before the trip or after the EV has entered the charging station area, so a flexible architecture is needed. Since there are multiple charging station owners, a federated data architecture is used (data about charger availability is stored in a set of heterogeneous autonomous data stores that are made accessible to data consumers as one unified data store using on-demand data integration). To support charging (navigation) decisions 1301, the trip planning tool needs access to a Geographic Information System (GIS)-enabled federated database 1302 that stores charging station GTS information and local and potentially existing reservation status of GTS. The communication link 1303 between the planning tool and the database 1302 is a typical wired or wireless packet data link (e.g., wired Internet or wireless packet data).

[0135] Stage 2 involves approach 1304, directing the EV to a GTS charging point suitable for charging the EV. Approach 1304 relies on the selection of (at least) a wireless charging station using GIS data (e.g., an EV-based mapping system). As the EV approaches, an updated location and / or estimated time of arrival is provided over a wireless data link 1308 (e.g., a cellular radio network) and sent to a reservation system 1306 (local to the station or a system covering multiple stations).

[0136] Charging station owners may allow charging sessions without a reservation. In one sample configuration, if the driver or driving system knows the location of the charging station in advance (e.g., by passing a sign or being familiar with the station from before), the reservation may be the first interaction in the charging process with the GTS (skipping the navigation stage).

[0137] Prioritization of charging resources then involves querying (via wireless interface 1308) vehicle information including VTS-related data, battery voltage, state of charge (SoC), and required SoC (if available). GTS selection can be optimized for GTA to VTA configuration, time required for charging, next available compatible charger, next available extra large charger (GTS configuration is larger than VTS, so only a subset of available GTAs are enabled), or next available small charger (GTS configuration is smaller than VTS configuration, so only a subset of the EV's VTAs are available for wireless charging). Reduced wait time, reduced charge time (due to GTS / VTS mismatch), and efficient use of GTS are all goals. In some scenarios, customers may be offered a reduced total charge (reduced charge time and GTS allocation time by using a smaller GTS) in exchange for reduced wait time.

[0138] Additionally, the charging station controller (Figure 1) can consider customer affinity or rank when determining charger availability, further enhancing the priority. In one scenario, advance reservations are always prioritized and the first available (with compatible GTS / VTS) is used for pre-ordering, minimizing wait time (to charge). In another scenario, fleet customers are given a higher rank and are always offered the next available charger with the highest charging capability (e.g., matching GTS and VTS or oversized GTS).

[0139] In another sample configuration, a private charging station for public transport or school buses may specifically allow use of the facility by appropriately (VTS) equipped emergency electric vehicles. An emergency reservation-free priority 1305 can be sent to the station over the air interface 1307. Alternatively, the station can automatically register the event using the vehicle's appearance.

[0140] In the case of emergency use, electricity usage metering is recorded in a dedicated authorization-to-bill database. Prioritization of emergency use may result in re-prioritization of other moved or prioritized reservations 1306. The next available GTS (again, a GTS-VTS match or oversized GTS) may be allocated, prioritizing existing GTS reservations. In some scenarios, the charging session may be aborted before completion, freeing up the GTS for immediate re-allocation.

[0141] Stage 3 includes Guidance 1309, which is specific to wireless power transfer charging points and guides the EV to the stop to correctly align (pair) the vehicle-mounted Vehicle Transceiver Station (VTS) with the ground-mounted GTS. The modular GTS system requires each GTA to be correctly aligned with its paired VTA to maximize energy transfer. The GTA and VTA can operate in bidirectional mode, so energy transfer can be from the power grid (via GTS) to the vehicle (via VTS) or vice versa, where power generated from the EV's energy storage (e.g. battery pack) can be sent from the VTS to the GTS to power DC or AC loads (e.g. home or work site).

[0142] Stage 4 includes alignment 1310, which probes the GTS-VTS link (via inductive loop antennas attached to the individual GTA and VTA units) to ensure that each pair is properly aligned before wireless charging begins. Before the alignment 1310 stage ends, the providing GTS 1311 is in communication with the EV via the inductive communication system link 1312.

[0143] Stage 5 includes charging 1314, where wireless power transfer is initiated. Each aligned VTA in the VTS operates independently of the other VTAs. Each fully aligned GTA paired with a VTA operates independently of the other GTAs in the GTS.

[0144] Foreign Object Detection (FOD), which may include Liveness Detection (LOD), 1313, is active for the duration of charging 1314. FOD 1313 may be initiated at the end of alignment 1310 or if magnetic power levels exceed a threshold (e.g., if potentially harmful thermal effects occur or if a human safety threshold (e.g., IEEE C95.1-2019 - "IEEE Standard for Safety Levels for Human Exposure to Electric, Magnetic, and Electromagnetic Fields, 0 Hz to 300 GHz")). FOD to VTS messaging 1316 may be via an inductive communication system or may be internal to the VTS, depending on the FOD technology employed.

[0145] Continuous full-duplex inductive communications 1312 between the GTS and VTS is maintained by separate full-duplex links between each active VTA and GTA. In addition to standardized charger-to-EV messaging (e.g., ISO / DIS15118-20, "Road vehicles - Vehicle-to-grid communications interfaces - Part 20: Second generation network layer and application layer requirements"), the inductive communications system exchanges system-specific messaging 1315 for monitoring the status of the charging equipment, reporting detected changes in vehicle position (e.g., changes in inter-coil gap height when the vehicle is loaded or unloaded), or changes in vehicle status not communicated by the EV's battery management system. conclusion While various implementations have been described above, it should be understood that these are presented by way of example only and not by way of limitation. For example, any of the elements associated with the systems and methods described above may employ any of the desired functionality described above. Thus, the breadth and scope of a preferred implementation should not be limited by any of the sample implementations described above.

[0146] As described herein, logic, commands, or instructions implementing aspects of the methods described herein may be provided in a computing system including any number of form factors of a computing system, such as a desktop or notebook personal computer, a mobile device such as a tablet, netbook, or smartphone, a client terminal, a server host machine instance, etc. Alternative configurations described herein include incorporating the techniques described herein into other forms, including other forms of programmed logic, hardware configurations, or specialized components or modules, devices with respective means for performing the functions of such techniques. Each algorithm used to perform the functions of such techniques may include some or all of the sequences of electronic operations described herein, or other aspects shown in the accompanying drawings and in the detailed description below. Such systems and computer readable media containing instructions for performing the methods described herein also constitute sample configurations.

[0147] The functionality described herein with respect to Figures 1-13 may be implemented in software in one configuration. The software may consist of computer-executable instructions stored on a computer-readable medium or computer-readable storage device, such as one or more non-transitory memories or other types of hardware-based storage devices, local or networked. Furthermore, such functionality corresponds to modules, where a module is software, hardware, firmware, or any combination thereof. Functions may be performed in one or more modules as desired, and the configurations described are merely examples. The software may be executed in a digital signal processor, ASIC, microprocessor, or other type of processor operating on a computer system, such as a personal computer, server, or other computer system, turning such a computer system into a specially programmed machine.

[0148] Examples described herein may include or operate on a processor, logic, or a number of components, modules, or mechanisms (hereinafter, "modules"). A module is a tangible entity (e.g., hardware) that can perform certain operations and may be configured or arranged in a particular way. In one example, a circuit may be arranged in a particular way (e.g., internally or with respect to external entities such as other circuits) as a module. In one example, all or part of one or more computer systems (e.g., standalone, client, or server computer systems), or one or more hardware processors may be configured as modules that operate to perform certain operations by firmware or software (e.g., instructions, application parts, or applications). In one example, the software may reside on a machine-readable medium. The software, when executed by the hardware underlying the module, causes the hardware to perform certain operations.

[0149] Thus, the term "module" is understood to encompass tangible hardware and / or software entities that are physically constructed, specially configured (e.g., hardwired), or temporarily (e.g., temporarily) configured (e.g., programmed) to operate in a specified manner or to perform some or all of any operations described herein. Considering examples where modules are temporarily configured, each module need not be instantiated at one time. For example, if the modules include a general-purpose hardware processor that is configured using software, the general-purpose hardware processor may be configured as different modules at different times. The software may accordingly configure the hardware processor to, for example, configure a particular module at one time and another module at another time.

[0150] Those skilled in the art will appreciate that while the disclosure contained herein is directed to powering vehicles, this is only one of many possible applications and that other configurations are possible, including non-vehicle applications. For example, those skilled in the art will appreciate that there are many applications in which customers wait in line and it is desirable to charge their electronic devices as they move through the line. For example, inductive portable consumer electronic device chargers (such as PowerMat®) used to charge toothbrushes, cell phones, and other devices can be managed as described herein. These and other such applications are therefore within the scope of the following claims.

Claims

1. A ground transceiver station (GTS) having at least two ground transceiver assemblies (GTAs) adapted to charge an electric vehicle via one or more vehicle transceiver assemblies (VTAs) of the electric vehicle, the ground transceiver station comprising: a pair of parallel GTAs, each GTA adapted to be aligned with a VTA of the electric vehicle; a first guide line extending a predetermined distance in a first direction from at least one of the GTAs; a transmitter adapted to transmit at least one signal on the first guideline for detection by the electric vehicle, the transmitter being used to align at least one VTA of the electric vehicle with at least one GTA along the first guideline; GTS has.

2. 2. The GTS of claim 1 further comprising a second guide line, the pair of parallel GTAs being oriented perpendicular to the first direction, a first GTA connected to the first guide line, the first guide line extending in the first direction, and a second GTA connected to the second guide line parallel to the first guide line.

3. 3. The GTS of claim 2, wherein the transmitter selectively transmits at least one signal onto at least one of the first guideline or the second guideline to be detected by a receiving antenna mounted on the electric vehicle and positioned on an opposite side of the first guideline and the second guideline when the electric vehicle approaches at least one GTA.

4. 4. The GTS according to claim 3, The first guideline radiates a first signal at a first frequency and the second guideline radiates a second signal at a second frequency, and when the electric vehicle approaches the at least one GTA, the receiving antenna detects at least one of the first signal or the second signal to guide the electric vehicle.

5. 4. The GTS of claim 3, further comprising a second pair of parallel GTAs oriented perpendicular to the first direction, wherein the at least one signal is detected by the receiving antenna and steers at least one VTA of the electric vehicle to at least one GTA of the parallel GTA pair or the second parallel GTA pair in the first guideline or the second guideline.

6. 5. The GTS of claim 4, further comprising a second pair of parallel GTAs oriented perpendicular to the first direction, wherein at least one of the first signal or the second signal is detected by the receiving antenna to guide at least one VTA of the electric vehicle to at least one GTA of the parallel GTA pair or the second parallel GTA pair in the first guideline or the second guideline.

7. 7. The GTS of claim 6, wherein the transmitter transmits a GTS beacon from at least one GTA of the parallel GTA pair or the second parallel GTA pair on the first guideline or the second guideline for detection by the receiving antenna, and directs at least one VTA of the electric vehicle to at least one GTA of the parallel GTA pair or the second parallel GTA pair depending on whether the first guideline or the second guideline is used to transmit the GTS beacon.

8. The GTS of claim 2 , wherein the first guide line and the second guide line share a common groove.

9. 3. The GTS of claim 2, wherein the first guideline and the second guideline are discontinuous and connected to a common guideline by a switch.

10. 2. The GTS of claim 1, wherein the pair of parallel GTAs are oriented parallel to the first direction, a first GTA is connected to the first guide line, and the first guide line extends in the first direction.

11. 10. The GTS of claim 1, further comprising an inductive communication system that enables said parallel GTAs to communicate with corresponding VTAs of said electric vehicles as said electric vehicles approach said at least one GTA.

12. 3. The GTS of claim 2, wherein the first guideline is a dipole guideline including first and second guideline antenna ranges, the second guideline is a dipole guideline including third and fourth guideline antenna ranges, and the first guideline and the second guideline extend a quarter wavelength of the first guiding signal transmitted onto at least one of the first guideline or the second guideline.

13. 13. The GTS of claim 12, The GTS further comprises a third guideline that radiates a second guiding signal that is longer than the first and second guidelines and that is distinguishable from the first guiding signal by frequency, time, or signal coding separation.

14. 14. The GTS of claim 13, The third guideline is converged in a region of the ends of the first guideline and the second guideline in the first direction and has first and second long line elements extending from the region in the first direction within a common groove, the first and second long line elements being discontinuous and connected to a common antenna wire guideline in the region by a switch.

15. 14. The GTS of claim 13, The third guideline provides approach guidance to the electric vehicle over a first distance, the first guideline and the second guideline provide approach guidance to the electric vehicle over a second distance shorter than the first distance, the third guideline radiates a first beacon signal, and at least one of the first guideline or the second guideline radiates a second beacon signal.

16. 14. The GTS of claim 13, The GTS further comprises a terminal short-range transmitter at an end of a third guideline, the terminal short-range transmitter receiving data from at least one of the GTAs via the third guideline and broadcasting the location of the at least one GTA and the capacity of the GTS, the terminal short-range transmitter broadcasting information including at least one of a power level or an available form of payment provided by the GTS, the broadcast information including a frequency, modulation, and coding of at least one of the first or second induction signals for use in matching an active GTA configuration of the GTS with a VTA configuration of the electric vehicle.

17. 17. The GTS of claim 16, The terminal short-range transmitter is powered via the third guideline using a DC offset to at least one of the first beacon signals radiated from the third guideline.

18. 6. The GTS according to claim 5, the GTS further having third and fourth guidelines extending from the second parallel GTA pair in a second direction opposite to the first direction, at least one of the third or fourth guidelines radiating an induction signal that is detected by the receiving antenna to induce at least one VTA of the electric vehicle to at least one GTA of the parallel GTA pair or the second parallel GTA pair in the third guideline or the fourth guideline.

19. 2. The GTS of claim 1, The GTS further includes a second guide line extending a predetermined distance from at least one of the GTAs in a second direction opposite to the first direction, the first guide line and the second guide line being adapted to emit respective guidance signals for guiding an electric vehicle from the first direction or the second direction to at least one of the GTAs.

20. 2. The GTS of claim 1, The GTS further comprises a housing that houses the pair of parallel GTAs, another housing that houses the transmitter, and a communications interface that connects the pair of parallel GTAs to the transmitter.

Images