Dynamic adjustment of wireless charging coupling coefficient

Abstract

The present invention provides a wireless charging system method that performs wireless power transmission between a second coil and a first coil while the second coil is in an adjusted position. [Solution] The wireless charging system includes a first coil and a charging configuration controller. The charging configuration controller includes a circuit that causes a parameter adjustment procedure to be performed. The parameter adjustment procedure includes determining wireless charging parameters related to wireless power transmission between a first coil and a second coil that are wirelessly coupled, detecting that the wireless charging parameters are outside a range of predetermined values, and, in response to the detection, adjusting the position of the second coil relative to the first coil in the vehicle.

Description

Technical Field

[0001] [Cross - Reference to Related Applications] This application claims priority to U.S. Provisional Patent Application No. 63 / 692,435, filed on September 9, 2024, entitled "DYNAMIC ADJUSTMENT FOR WIRELESS CHARGING COUPLING COEFFICIENTS", the technical disclosure of which is hereby incorporated by reference in its entirety for all purposes.

[0002] This disclosure relates to systems and methods for wireless charging. More particularly, embodiments of the present disclosure relate to wireless charging systems and mechanisms for charging a battery pack of a vehicle.

Background Art

[0003] Wireless charging devices can be used to wirelessly charge vehicles such as electric vehicles having a battery pack. The wireless charging device can wirelessly transmit power received from an external power source such as a grid, solar cell, etc. to an electric vehicle (e.g., via inductive coupling). The wireless charging device may be disposed under the electric vehicle to wirelessly charge the electric vehicle.

[0004] The self - inductance or coupling coefficient associated with the transformer coil used in wireless charging applications may have variations caused by environmental factors such as the placement of the charging pad (e.g., relative to the vehicle) and / or nearby ferromagnetic objects. The results of these variations pose technical challenges to the fixed - power converter in a wireless charging system where the coil inductance and impedance of the resonant tank are ideally constant.

Summary of the Invention

[0005] Each of the systems, methods, and apparatuses of this disclosure has several innovative embodiments, and not just one of them alone embodies all of the desirable attributes disclosed herein. Details of one or more implementations of the subject matter described herein are given in the accompanying drawings and the following description.

[0006] In some embodiments, the technology described herein relates to a wireless charging system comprising a first coil and a charging configuration controller comprising a circuit configured to perform a parameter adjustment procedure, the parameter adjustment procedure comprising determining a wireless charging parameter relating to wireless power transmission between the first coil and the second coil, determining that the first coil is wirelessly coupled with the second coil, detecting that the wireless charging parameter is outside a range of predetermined values, and in response to the detection, causing the vehicle to adjust the position of the second coil relative to the first coil so that wireless power transmission between the second coil and the first coil occurs with the second coil in the adjusted position.

[0007] In some embodiments, the technology described herein relates to a wireless charging system in which the wireless charging parameter is the coupling coefficient between a first coil and a second coil.

[0008] In some embodiments, the technology described herein relates to a wireless charging system in which determining a determination wireless charging parameter includes perturbing a first coil using one or more electrical signals to determine the self-inductance of a second coil.

[0009] In some embodiments, the technology described herein relates to a wireless charging system in which determining a determination wireless charging parameter includes perturbing a second coil using one or more electrical signals to determine the self-inductance of a first coil.

[0010] In some embodiments, the technology described herein relates to a wireless charging system in which causing a vehicle to adjust the position of a second coil relative to a first coil includes adjusting the height of the second coil relative to the first coil using the vehicle's air suspension system.

[0011] In some embodiments, the technology described herein relates to a wireless charging system in which causing a vehicle to adjust the position of a second coil relative to a first coil includes adjusting the angle of the second coil relative to the first coil using the vehicle's air suspension system.

[0012] In some embodiments, the technology described herein relates to a wireless charging system in which the second coil is substantially parallel to the first coil by adjusting the angle of the second coil relative to the first coil.

[0013] In some embodiments, the technology described herein relates to a wireless charging system in which adjusting the angle of a second coil relative to a first coil controls one axle of a vehicle.

[0014] In some embodiments, the technology described herein relates to a wireless charging system in which causing a vehicle to adjust the position of a second coil relative to a first coil involves moving the vehicle laterally relative to a ground pad.

[0015] In some embodiments, the technology described herein relates to a wireless charging system in which the vehicle adjusts the position of a second coil relative to a first coil, which increases the distance between the second coil and the first coil.

[0016] In some embodiments, the technology described herein further comprises a wireless charging system in which a parameter adjustment procedure includes detecting that wireless charging parameters are within a predetermined range of values, and maintaining the position of a second coil relative to a first coil in response to the detection that wireless charging parameters are within a predetermined range of values.

[0017] In some embodiments, the technology described herein relates to a wireless charging system in which a parameter adjustment procedure is repeated until the wireless charging parameters fall within a predetermined range.

[0018] In some embodiments, the technology described herein relates to a wireless charging system in which a second coil is included in the vehicle and a first coil is included in the ground.

[0019] In some embodiments, the technology described herein relates to a wireless charging system in which at least a portion of the charging configuration controller is included in a vehicle pad.

[0020] In some embodiments, the technology described herein is a wireless charging method comprising: determining wireless charging parameters relating to wireless power transmission between a second coil of a vehicle and a first coil of a ground pad, determining that the first coil is wirelessly coupled with the second coil; detecting that the wireless charging parameters are outside a range of predetermined values; and, in response to the detection, causing the vehicle to adjust the position of the second coil relative to the first coil so that wireless power transmission between the second coil and the first coil occurs with the second coil in the adjusted position.

[0021] In some embodiments, the technology described herein relates to a method in which the wireless charging parameter is the coupling coefficient between a first coil and a second coil.

[0022] In some embodiments, the techniques described herein relate to a method for determining wireless charging parameters, which includes perturbing a first coil using one or more electrical signals to determine the self-inductance of a second coil.

[0023] In some embodiments, the techniques described herein relate to a method for determining a determination wireless charging parameter, which includes perturbing a second coil using one or more electrical signals to determine the self-inductance of a first coil.

[0024] In some aspects, the technology described herein relates to a method that includes adjusting the position of a second coil relative to a first coil in a vehicle by adjusting the height of the second coil relative to the first coil using an air suspension system of the vehicle.

[0025] In some aspects, the technology described herein relates to a method that includes adjusting the position of a second coil relative to a first coil in a vehicle by adjusting the angle of the first coil relative to the second coil using an air suspension system of the vehicle.

[0026] In some aspects, the technology described herein relates to a method in which the angle of a second coil relative to a first coil is adjusted such that the second coil is substantially parallel to the first coil.

[0027] In some aspects, the technology described herein relates to a method that includes adjusting the angle of a second coil relative to a first coil and controlling one axle of the vehicle.

[0028] In some aspects, the technology described herein relates to a method that includes adjusting the position of a second coil relative to a first coil in a vehicle by moving the vehicle laterally relative to a ground pad.

[0029] In some aspects, the technology described herein relates to a method that includes adjusting the position of a second coil relative to a first coil in a vehicle by raising the height of the second coil relative to the first coil.

[0030] In some aspects, the technology described herein further includes detecting that wireless charging parameters are within a predetermined value range and maintaining the position of a second coil relative to a first coil in response to detecting that the wireless charging parameters are within the predetermined value range.

[0031] In some embodiments, the technique described herein further comprises repeating the steps of (i) determining a wireless charging parameter, (ii) detecting that the wireless charging parameter is outside a predetermined range of values, and (iii) causing the vehicle to adjust the position of a second coil relative to a first coil until it is detected that the wireless charging parameter is within a predetermined range of values. [Brief explanation of the drawing]

[0032] Throughout the drawings, reference numbers are reused to indicate correspondences between the referenced elements. The drawings are provided to illustrate examples of the subject matter described herein and are not intended to limit its scope.

[0033] Embodiments of the present disclosure will be described with reference to the accompanying drawings, in which similar reference numerals refer to similar elements.

[0034] [Figure 1A] This figure shows an exemplary wireless charging environment in which embodiments of the present disclosure can be implemented.

[0035] [Figure 1B] This is a block diagram showing an exemplary wireless charging environment according to an embodiment of the present disclosure, as shown in Figure 1A.

[0036] [Figure 2] Block diagram showing at least a portion of a wireless charging system according to embodiments of the present disclosure.

[0037] [Figure 3] This is an exemplary block diagram of a wireless charging system according to an embodiment of the present disclosure.

[0038] [Figure 4A] This figure shows an exemplary electric vehicle according to an embodiment of the present disclosure.

[0039] [Figure 4B] This figure shows an example of a wireless charger and vehicle according to an embodiment of the present disclosure.

[0040] [Figure 4C] This is a top view of an example of a wireless charger and vehicle according to an embodiment of the present disclosure.

[0041] [Figure 5] This figure shows an exemplary procedure for determining and adjusting the coupling coefficient according to embodiments of the present disclosure.

[0042] [Figure 6A] Figure 4A shows various positions related to the exemplary electric vehicle for adjusting wireless charging parameters related to the exemplary electric vehicle. [Figure 6B] Figure 4A shows various positions related to the exemplary electric vehicle for adjusting wireless charging parameters related to the exemplary electric vehicle. [Modes for carrying out the invention]

[0043] The following detailed descriptions of specific embodiments present various descriptions of those specific embodiments. However, the technological innovations described herein can be implemented in numerous different ways, for example, as defined and encompassed by the claims. In this description, similar reference numerals and / or terms refer to drawings in which identical or functionally similar elements may be indicated. It will be understood that the elements shown in the drawings are not necessarily drawn to scale. Furthermore, it will be understood that a particular embodiment may include more elements and / or subsets of elements shown in the drawings than those shown. Furthermore, some embodiments may incorporate any suitable combination of features from two or more drawings. Headings are provided for convenience only and do not affect the claims or their meaning.

[0044] Generally speaking, one or more aspects of this disclosure relate to systems and methods for adapting to variations related to the environment and / or components used in wireless charging, for example, using an air suspension system of an electric vehicle. More specifically, some embodiments of this disclosure disclose using an air suspension system of an electric vehicle to adjust parameters related to a resonant converter or transformer (e.g., magnetic coupling coefficient or simply “coupling coefficient”) before the start of a wireless charging session and / or during a wireless charging session. Advantageously, the adjustment can increase the coupling coefficient for efficient wireless power transmission and reduce variations in the coupling coefficient. This can reduce the complexity and cost of electronic design across various environments or system settings.

[0045] In some embodiments, the adjustment flow (e.g., a parameter adjustment procedure) includes determining the coupling coefficient and initiating a handshake sequence to compare the coupling coefficient to a predetermined range of values. In response to determining, based on the comparison, that the coupling coefficient is suboptimal, the electric vehicle's air suspension system adjusts the height and / or angle of the electric vehicle to increase the coupling coefficient and / or reduce the variation in the coupling coefficient associated with the electric vehicle. In some embodiments, when the coupling coefficient is maximized or within a predetermined range of values ​​for a given parking or alignment condition, a wireless charging session is initiated.

[0046] Typically, a wireless charger can wirelessly charge a vehicle, such as an electric vehicle, that has a battery pack. The wireless charger can wirelessly transmit power from an external source, such as a grid or solar cells, to the electric vehicle (e.g., via induction). The wireless charger can also wirelessly transmit power from the electric vehicle to the grid (e.g., via induction). In some embodiments, the wireless charger may be located beneath the vehicle. For example, the vehicle can travel over the wireless charger.

[0047] Wireless power transmission using wireless charging devices relies on magnetic flux coupling between the transmitter (e.g., ground pad) coil and the receiver (e.g., vehicle pad) coil for efficient and safe power transmission. To normalize the magnetic flux coupling across various platforms related to different nominal inductances and primary and secondary coil turns, the coupling coefficient (denoted as k) can be normalized. The coupling coefficient can be expressed by equation (1), where M is the measured mutual inductance, L1 is the nominal self-inductance of the transmitter coil, and L2 is the nominal self-inductance of the receiver coil.

[0048] k=M / sqrt(L1*L2) (Formula 1)

[0049] The magnetic coupling, self-inductance, mutual inductance, and / or coupling coefficient associated with transformer coils used in wireless charging applications can have relatively large variations due to environmental factors such as the location of the charging pad (e.g., the gap and mismatch between the vehicle pad and the ground pad), the shape of the vehicle chassis, the material composition of the ground charging pad, the type of ground surface on which the ground charging pad is installed (e.g., tensioned concrete or other types of ground surface), and / or nearby iron-based objects. The result of this variation presents technical challenges not encountered in certain conventional fixed DC / DC resonant converters in wireless charging systems where the transformer inductance is constant and therefore the impedance of the resonant tank is constant. Scenarios involving relatively large variations in the coupling coefficient and / or suboptimal coupling coefficients may make it advantageous for wireless charging systems to increase the coupling coefficient and / or reduce the variation in the coupling coefficient to achieve safe operation of the wireless charging system and desired power transmission efficiency and output.

[0050] To address at least some of the identified technical problems described above, several embodiments of the disclosed technology utilize a charging configuration controller to determine the coupling coefficient between the ground pad coil and the vehicle pad coil, and to perform, direct, or otherwise enable a parameter tuning procedure to adjust the coupling coefficient based on the determination. This procedure can enable the optimization of one or more coupling coefficients, such as efficiency, temperature, and power level. Once the parameter tuning procedure is performed, the charging configuration controller can perform the following operations: The charging configuration controller can determine the coupling coefficient in a handshake sequence that perturbs the ground pad coil and / or vehicle pad coil using electrical signal sources of various signal waveforms. More specifically, in some embodiments, the coupling coefficient may be determined by using the coupling coefficient estimation sequence disclosed in the jointly owned International Application No. PCT / US2024 / 017446, or by using any other suitable coupling coefficient estimation sequence. The disclosure of International Application No. PCT / US2024 / 017446 is incorporated herein by reference in its entirety for all purposes.

[0051] The charging configuration controller can further compare the coupling coefficient to a predetermined range of values. The charging configuration controller can determine whether the coupling coefficient is within or outside the predetermined range. The predetermined range may be obtained based on previously determined coupling coefficients, technical specifications, or experimental data.

[0052] Based on the comparison, the charging configuration controller may determine that the coupling coefficient is suboptimal. For example, the charging configuration controller may determine that the coupling coefficient is below a predetermined range and can therefore be further increased. In response to determining that the coupling coefficient is suboptimal, the charging configuration controller may cause the electric vehicle's air suspension system to adjust the height and / or angle of the vehicle pad coils attached to the electric vehicle. Advantageously, the coupling coefficient can be increased after the air suspension system has adjusted the height and / or angle of the vehicle pad coils. Alternatively or additionally, the charging configuration controller may move the vehicle forward or backward to improve the alignment between the vehicle pads and the ground pads, thereby increasing the coupling coefficient.

[0053] In some embodiments, the charging configuration controller can instruct the electric vehicle's air suspension system to lower the height of the vehicle pad coil so that the vehicle pad coil is closer to the ground pad coil. For example, the charging configuration controller can instruct the air suspension system to lower the height of the vehicle pad coil to the minimum height to the ground pad. The charging configuration controller can generate a control signal to the air suspension system's electronic control unit (ECU) to lower not only the vehicle pad coil but also the vehicle body closer to the ground pad coil. By shortening the distance between the vehicle pad coil and the ground pad coil, the coupling coefficient can be increased. In certain applications, the air suspension system can bring the vehicle pad coil and the ground pad coil as close to each other as possible. The air suspension system can bring the vehicle pad coil closer to the ground pad coil before and / or during wireless charging. Alternatively, the charging configuration controller may raise the height of the ground pad coil without lowering the height of the vehicle pad coil.

[0054] Under radial misalignment, a smaller gap between the ground pad coil and the vehicle pad coil can reduce the coupling coefficient. The vehicle pad coil can be oriented at an angle ranging from 5° to 10° relative to the ground, and this angle can contribute to radial misalignment. In some embodiments, the charging configuration controller can increase the coupling coefficient by raising the height of the vehicle pad coil in the air suspension system. In these embodiments, based on the coupling coefficient determined by performing at least a parameter adjustment procedure, the charging configuration controller can determine that the ground pad coil and the vehicle pad coil are misaligned relative to each other (e.g., the two pads are not close in the vertical direction perpendicular to each other). For example, if the charging configuration controller determines that the ground pad coil and the vehicle pad are horizontally misaligned relative to each other by a certain distance (e.g., 5 cm, 10 cm, 15 cm, etc.), the charging configuration controller can raise the height of the vehicle pad coil in the air suspension system so that the coupling coefficient can be increased.

[0055] In some embodiments, the charging configuration controller can cause the electric vehicle's air suspension system to adjust the angle of the vehicle pad coil relative to the ground pad coil. For example, the charging configuration controller can cause the air suspension system to adjust the height associated with at least one of the four corners of the electric vehicle to adjust the angle of the vehicle pad coil. As another example, the charging configuration controller can cause the air suspension system to lower or raise the height of the electric vehicle's rear axle to adjust the angle of the vehicle pad coil when the vehicle pad coil is deployed near the rear axle. As yet another example, the charging configuration controller can cause the air suspension system to lower or raise the height of the electric vehicle's front axle to adjust the angle of the vehicle pad coil when the vehicle pad coil is deployed near the front axle. In some embodiments, the charging configuration controller can cause the electric vehicle's air suspension system to adjust the angle of the vehicle pad coil so that the vehicle pad coil is substantially parallel to the ground pad coil to increase the coupling coefficient.

[0056] In some embodiments, the disclosed wireless charging system may include a converter and a charging configuration controller. The converter may include a ground pad coil and a vehicle pad coil. The ground pad coil may be located in the ground pad of the wireless charging system. The vehicle pad coil may be mounted on the vehicle being charged or otherwise deployed within a vehicle pad that is integrated. The charging configuration controller may perform a parameter adjustment procedure to determine and adjust the coupling coefficient. The parameter adjustment procedure may include estimating or determining the coupling coefficient, comparing the coupling coefficient to a range of predetermined values, and, in response to determining that the coupling coefficient is suboptimal based on the comparison, causing the air suspension system of the electric vehicle to adjust the height and / or angle of the vehicle pad coil. The charging configuration controller may repeat or iterate the parameter adjustment procedure until it is determined that the coupling coefficient is optimal (e.g., maximized under a given environmental setting) or within a desired range.

[0057] Various embodiments are described according to exemplary combinations of embodiments and features, but those skilled in the art will understand that the examples and feature combinations are illustrative in nature and should not necessarily be interpreted as limiting. More specifically, embodiments of this application may be applicable to various types of wireless charging systems and devices under different circumstances. Furthermore, specific architectures of block diagrams or flows for adjusting coupling coefficients related to converters are described, but such exemplary block diagrams or state machines or architectures should not necessarily be interpreted as limiting. Accordingly, those skilled in the relevant art will understand that embodiments of this application are not necessarily limited to application to specific types of converters or wireless charging infrastructure. Overview of wireless charging

[0058] In general terms, inductive charging, commonly known as wireless charging, is a type of wireless power transmission. Inductive charging uses electromagnetic induction to generate or otherwise provide electricity to a device without requiring a physical electrical connection. Specifically, various devices can be placed near a charging station or induction pad without the need for precise alignment, electrical contact, physical docking, or electrical plugs. Such devices include, but are not limited to, vehicles, manufacturing equipment, household appliances, and medical equipment.

[0059] According to embodiments of this application, an inductive charging system is configured to transmit energy via inductive coupling between its components. An exemplary charging system includes a transmission component which may be configured as a charging station or charging pad. An alternating current (e.g., input current) from a power source passes through an induction coil in the charging station or pad. Based on the input current, moving charges passing through an induction coil (e.g., a transmitting coil) generate (or draw out) a magnetic field. Exemplarily, the strength of the magnetic field may vary at least partially with changes or fluctuations in the amplitude of the input current. The changing magnetic field generates an alternating current in an induction coil on a receiving device (e.g., a receiving coil). The induced alternating current in the receiving device then passes through a rectifier which can convert the induced alternating current into a direct current. Finally, the receiving vehicle may include additional charging components and / or systems that utilize the converted direct current to charge a battery system, supply operating power, or a combination thereof.

[0060] When an exemplary inductive charging system uses resonant inductive coupling components / technologies, a greater distance can be achieved between the transmitting and receiving coils. More specifically, in some embodiments, a capacitor can be connected to each inductive coil to create two LC, LLC, CLLC, or other types of suitable circuits having a specific resonant frequency. The frequency of the alternating current matches the resonant frequency. Furthermore, the matched frequency can be further selected depending on the distance between the transmitting and receiving devices, taking peak efficiency into consideration. In addition, the use of other materials for the receiver coil, such as silver-plated copper or possibly aluminum, to minimize weight and reduce resistance can be utilized for the purpose of energy transmission efficiency.

[0061] Figure 1A shows an environment 100 for implementing an induction-based wireless charging system according to various embodiments of this application. Environment 100 can, exemplary, correspond to commercial implementations such as parking lots, parking spaces, and charging booths. Environment 100 can also correspond to personal or other non-commercial embodiments such as private homes. As an exemplary example, an embodiment of the induction-based wireless charging system in a non-commercial embodiment may include a transmitter component 102 configured to generate a variable magnetic field according to an induction charging methodology. As also shown in Figure 1A, the transmitter component 102, also called a transmission component, may correspond to a standalone component that can be operated to be mounted or positioned on a floor 104 or other plane. In other embodiments, the transmitter component 102 may be integrated or combined with other devices or components.

[0062] The transmitter component 102 can be connected to one or more power sources, such as inputs from a utility company, real-time power sources (e.g., solar or wind energy sources), energy storage cells, or a combination thereof. The power sources are configured to provide input AC as described herein. The transmitter component 102 can be connected to the power source via a direct electrical connection 106, such as via a junction box 108 located on the wall 118.

[0063] As shown in Figure 1A, in one embodiment, the transmitter component 102 corresponds to a form factor that allows it to be positioned on the floor 104 for wireless charging in a vehicle having a receiving coil. The transmitter component 102 may have a form factor such that the vehicle can be positioned directly above the top surface of the transmitter component. Exemplaryly, the dimensions of the transmitter component 102 (e.g., the height and width of the transmitter component 102) may be configured such that the distance between the top surface of the transmitter component 102 and the bottom surface of the vehicle satisfies certain criteria such as the minimum distance between the transmitting coil and the receiving coil, and the maximum distance between the transmitting coil and the receiving coil. In some embodiments, the vehicle or the transmitter component 102 (or combination thereof) may be configured with additional components to dynamically adjust such distances or to change the relative orientation between the transmitter component 102 and the vehicle in a different manner. In some embodiments, the transmitter component 102 may be configured to charge the vehicle's battery pack, which may have a nominal voltage greater than 200 volts (e.g., a nominal voltage of about 350 volts or 355 volts) and a maximum voltage of 400 volts. In some embodiments, the transmitter component 102 can be configured to supply 800 volts of DC power. In some embodiments, the transmitter component 102 can supply a voltage in the range of approximately 200 volts to 800 volts.

[0064] Figure 1B shows a block diagram of an environment 100 including a wireless charger 111 (e.g., transmitter component 102) that wirelessly communicates with the vehicle 112 via an induction-based magnetic field or the like. The wireless charger 111 is further connected to one or more energy sources 110. Although the wireless charger 111 is shown as being directly connected to the energy sources 110, at least a portion of the input AC can also be provided via a wireless transmission method. Furthermore, in embodiments having multiple power sources, the environment may also include various switching components for selecting energy from individual energy sources 110 or combinations of energy sources 110.

[0065] Figure 2 shows a block diagram of a transmitter component 102 that can function as a wireless charging device 111 (shown in Figure 1B). The transmitter component 102 may include at least a transmitter coil component 202 for generating a magnetic field from an input current supplied from an energy source 110. As shown in Figure 2, the input current can be supplied by a direct electrical connection 106.

[0066] In some embodiments, the transmitter component 102 may also include various sensor components 204 related to the charging process. For example, sensor components 204A, 204B, 204C, and 204 may be configured for various functions such as vehicle detection, object detection, distance measurement to the vehicle, environmental sensors (e.g., temperature sensors, humidity sensors), and pressure sensors. In one embodiment, the sensor component 204 may include a radar sensor. The sensor component 204 may also include logic and processing components related to the charging process, including motion measurement, motion control, safety measurement, and communication components. Exemplary wireless charging system

[0067] Figure 3 shows an exemplary wireless charging system 300 that can operate to determine and adjust parameters related to a resonant converter and / or transformer. The wireless charging system 300 can adjust the coupling coefficient between the vehicle pad and the ground pad. This may include responding to environmental influences on the coupling coefficient. The environments described in Figures 1A, 1B, and 2 may include wireless charging systems with any suitable principles and advantages of wireless charging system 300, and may utilize the same or similar architecture as that described in Figure 3.

[0068] As shown in Figure 3, the wireless charging system 300 includes an energy source(s) 110, a converter 310 (e.g., a DC / DC converter) including a ground pad 302 and a vehicle pad 304, and a charging configuration controller 306. The ground pad 302 may be part of the transmitter component 102. The vehicle pad 304 may be mounted on or part of the vehicle 112 in Figure 1B, which may be the same as or similar to the vehicle 412 shown in Figures 4A to 4C. The wireless charging system 300 is represented in a simplified logical form, and one or more additional components may be implemented for wireless charging functionality. Furthermore, some of the components shown separately therein may be physically integrated. For example, some of the components (e.g., part of the converter 310 such as the ground pad 302 including the ground pad coil) may be deployed outside the vehicle (e.g., on the ground), and some of the components (e.g., another part of the converter 310 such as the vehicle pad 304 including the vehicle pad coil) may be deployed inside the vehicle. Therefore, in some embodiments, the ground pad 302 may be integrated as part of the transmitter component 102 in Figure 1A, and the vehicle pad 304 may be integrated as part of the vehicle 112 in Figure 1B. In some cases, the charging configuration controller 306 can be mounted on the ground pad 302 or in a wall box. For example, the charging configuration controller 306 can be mounted on the transmitter component 102 in Figure 1A. In some cases, the charging configuration controller 306 can be mounted on the vehicle pad 304 or in another part of the vehicle. For example, the charging configuration controller 306 can be mounted as part of the vehicle 112 in Figure 1B, or as part of the vehicle 412 in Figure 4A (for example, inside or outside the vehicle pad 304). In some cases, part of the charging configuration controller 306 can be mounted on the ground pad 302, and another part of the charging configuration controller 306 can be mounted on the vehicle pad 304.

[0069] In some embodiments, the wireless charging system 300 in Figure 3 is used to charge a battery pack (which may be installed in the vehicle 112 in Figure 1B) through the operation of a converter 310 that converts power from an energy source 110 to a voltage level suitable for charging the battery. In some embodiments, a ground pad 302 is wired and powered by an energy source 110. A charging configuration controller 306 can cause the wireless charging system 300 to perform operations related to measurement and / or calculation to determine one or more parameters of the converter 310 (e.g., coupling coefficients). The charging configuration controller 306 can be implemented by any suitable circuit, such as a dedicated circuit, a circuit configured to execute specific instructions, or any suitable combination thereof. One or more processors that execute specific instructions can implement part or all of the charging configuration controller 306. The specific instructions can be stored in the non-temporary computer-readable memory of the charging configuration controller 306.

[0070] In some embodiments, the charging configuration controller 306 can perform a parameter tuning procedure to determine the coupling coefficients of the ground pad coil in the ground pad 302 and the vehicle pad coil in the vehicle pad 304. More specifically, by performing a parameter tuning procedure, the charging configuration controller 306 can use electrical signal sources of various signal waveforms to determine the coupling coefficients in the handshake sequence that perturbs the ground pad coil in the ground pad 302 and / or the vehicle pad coil in the vehicle pad 304. As described above, the charging configuration controller 306 can determine the coupling coefficients using the coupling coefficient estimation sequence disclosed in the jointly owned International Application No. PCT / US2024 / 017446, or using any other suitable estimation sequence. While embodiments can be described with reference to the coupling coefficients, any suitable principles and advantages relating to determining how to adjust the vehicle pads can be implemented using any other suitable radio charging parameters. For example, instead of calculating the coupling coefficients and determining whether to adjust the vehicle pad position using the coupling coefficients, one or more other parameters that indicate or are used to calculate the coupling coefficients can be used.

[0071] The charging configuration controller 306 can further compare the coupling coefficient to a predetermined range of values. As described above, the predetermined range of values ​​can be obtained based on previously determined coupling coefficients or experimental data. In some embodiments, the predetermined range of values ​​for the coupling coefficient may be between 0.1 and 0.3, or any other range of values. Based on the comparison, the charging configuration controller 306 may determine that the coupling coefficient is suboptimal. For example, the charging configuration controller 306 may determine that the coupling coefficient can be further increased because it is below or near the lower end of the predetermined range of values. In response to determining that the coupling coefficient is suboptimal, the charging configuration controller 306 can generate a control signal 320 to cause the air suspension system 308 of the electric vehicle (e.g., vehicle 112 and vehicle 412) to adjust the height and / or angle of the vehicle pad 304 attached to the electric vehicle. Exemplary electric vehicle

[0072] Figure 4A shows an exemplary electric vehicle 412 in which a charge configuration controller 306 can be implemented according to some embodiments of the present disclosure. As shown in Figure 4A, the electric vehicle 412 comprises the charge configuration controller 306, an air suspension system 308, a vehicle pad 304, a battery pack 450, a front axle 440, and a rear axle 460. Although Figure 4A shows the vehicle pad 304 being deployed or mounted on the electric vehicle 412 near the rear axle 460, it should be noted that the vehicle pad 304 may be positioned around other parts of the electric vehicle 412 (e.g., near the front axle 440, between the front axle 440 and the rear axle 460, etc.).

[0073] Figure 4A illustrates this with reference to an electric vehicle 412 including a charge configuration controller 306. In some other applications, the charge configuration controller 306 may be mounted externally to the vehicle, and the air suspension system 308 (and / or another system in the vehicle) may receive one or more commands from the external charge configuration controller 306 to perform any of the functions described with reference to Figure 4A.

[0074] In some embodiments, in response to determining that the coupling coefficient between the vehicle pad 304 and the ground pad 302 is suboptimal or outside a desired range, the charging configuration controller 306 can instruct the air suspension system 308 of the electric vehicle 412 to lower the height of the vehicle pad 304 so that the vehicle pad coil of the vehicle pad 304 is closer to the ground pad coil of the ground pad 302. For example, the charging configuration controller 306 can instruct the air suspension system 308 to lower the height of the vehicle pad 304 to the minimum distance to the ground pad 302. The charging configuration controller 306 can generate a control signal to the electronic control unit (ECU) of the air suspension system 308 so that not only the vehicle pad 304 but also the body of the electric vehicle 412 can be lowered closer to the ground pad 302. By shortening the distance between the vehicle pad 304 and the ground pad 302, the coupling coefficient can be increased. In certain applications, the air suspension system 308 can bring the vehicle pad 304 and the ground pad 302 as close to each other as possible under given environmental settings or parking conditions. The air suspension system 308 can bring the vehicle pad 304 closer to the ground pad 302 before wireless charging. Alternatively, the charging configuration controller 306 may raise the height of the ground pad 302 without lowering the height of the vehicle pad 304.

[0075] In some embodiments, the charging configuration controller 306 can increase the coupling coefficient by raising the height of the vehicle pad 304 in the air suspension system 308. In these embodiments, based on the coupling coefficient determined by performing at least a parameter adjustment procedure, the charging configuration controller 306 can determine that the ground pad 302 and the vehicle pad 304 are misaligned with each other (for example, the two pads are not close in a vertical direction perpendicular to each other). For example, if the charging configuration controller 306 determines that the ground pad 302 and the vehicle pad 304 are horizontally misaligned with each other by a certain distance (e.g., 5 centimeters, 10 centimeters, 15 centimeters, etc.), the charging configuration controller 306 can raise the height of the vehicle pad 304 in the air suspension system 308 so that the coupling coefficient can be increased.

[0076] Additionally and / or alternatively, the charging configuration controller 306 can cause the air suspension system 308 to adjust the angle of the vehicle pad 304 relative to the ground pad 302. For example, the charging configuration controller 306 can cause the air suspension system 308 to adjust the height associated with at least one of the four corners of the electric vehicle 412 to adjust the angle of the vehicle pad 304. As another example, the charging configuration controller 306 can cause the air suspension system 308 to lower or raise the height of the rear axle 460 of the electric vehicle 412 to adjust the angle of the vehicle pad 304 when the vehicle pad 304 is deployed near the rear axle 460. As yet another example, the charging configuration controller 306 can cause the air suspension system 308 to lower or raise the height of the front axle 440 of the electric vehicle 412 to adjust the angle of the vehicle pad 304 when the vehicle pad 304 is deployed near the front axle 440.

[0077] In some embodiments, the charging configuration controller 306 can cause the electric vehicle's air suspension system 308 to adjust the angle of the vehicle pad 304 so that it is substantially parallel to the ground pad 302, thereby increasing the coupling coefficient. For example, the charging configuration controller 306 can cause the air suspension system 308 to lower or raise the height of the rear axle 460 so that it adjusts the angle of the vehicle pad 304 so that it is substantially parallel to the ground pad 302 when the vehicle pad 304 is deployed near or around the rear axle 460.

[0078] The electric vehicle 412 may have autonomous and / or semi-autonomous driving characteristics in certain applications. In such applications, the charging configuration controller 306 may move the electric vehicle 412 (e.g., forward or backward) to improve the alignment between the vehicle pad 304 and the ground pad 302. The charging configuration controller 306 may follow such lateral movement of the vehicle pad 304 and cause the air suspension system 308 to adjust the height and / or angle of the vehicle pad 304.

[0079] Figures 4B and 4C show exemplary alignment between the ground pad 302 (e.g., a wireless charger) and the electric vehicle 412. Figure 4C shows a top view of the ground pad 302 and a diagram of the electric vehicle 412 shown in Figure 4B. The ground pad 302 and the electric vehicle 412 can be coupled to charge the battery pack 450 of the electric vehicle 412. For example, the ground pad coil of the ground pad 302 and the vehicle pad coil 408 of the vehicle pad 304 can be coupled to each other for wireless power transmission. As shown in Figures 4B and 4C, the electric vehicle 412 is parked so that the ground pad 302 is near the rear end of the electric vehicle 412 so as to align with the vehicle pad coil 408. Figures 4B and 4C show that the vehicle pad coil 408 is deployed near the rear axle 460, but it should be noted that the vehicle pad coil 408 may be deployed around other parts of the electric vehicle 412 (e.g., near the front axle 440 as shown in Figure 4A, or near the center of the bottom of the vehicle 412). Thus, other alignments between the electric vehicle 412 and the ground pad 302 may be applicable to align the vehicle pad coil 408 with the ground pad 302 for wireless power transmission.

[0080] According to aspects of this disclosure, the ground pad 302 can be configured to transmit energy through inductive coupling with a vehicle pad coil 408, and as a result, the vehicle pad coil 408 can be configured to receive energy from the ground pad 302 via inductive coupling. Exemplaryly, the ground pad 302 may include energy transmission components such as a transmitting coil. Such a transmitting coil may be an inductive coil. The ground pad 302 may generally be referred to as a charging station, charging pad, or ground pad. Such a transmitting coil may be configured to induce an electromagnetic field from power received from an energy source. The power may be supplied as an alternating current (AC) supplied from a power source such as a wall outlet or an external battery. This alternating current (AC) can pass through the transmitting coil. For example, such an AC current may flow through the transmitting coil, and as a result, charges may move through the transmitting coil. These movements in the transmitting coil can induce (or create) an electromagnetic field.

[0081] Exemplary, a vehicle pad coil 408 included in an electric vehicle 412 can receive an electromagnetic field by positioning it within a certain distance from the ground pad 302 (for example, the vehicle pad coil 408 is positioned above the ground pad 302 at a threshold distance). The threshold distance can be determined based on the intensity of the generated electromagnetic field and, similarly, a criterion defining the transmission energy ratio between the ground pad 302 and the vehicle pad coil 408. When the vehicle pad coil 408 receives the electromagnetic field generated from the transmitting coil of the ground pad 302, the energy of the electromagnetic field may vary, at least in part, by changes or fluctuations in AC amplitude, frequency, or phase shift. This change in the electromagnetic field can generate an alternating current in the vehicle pad coil 408 on the vehicle 412. The induced alternating current in the vehicle pad coil 408 can then be converted to a direct current to charge the battery pack 450 of the electric vehicle 412. For example, the induced alternating current can be transmitted through a rectifier, which can convert the induced alternating current to a direct current. The electric vehicle 412 can then be configured to use a direct current to charge its battery, supply operating power, or a combination of both.

[0082] As described above, by adjusting the height and / or angle of the vehicle pad coil 408 through coordination between the charging configuration controller 306 and the air suspension system 308, the coupling coefficient between the vehicle pad coil 408 and the ground pad coil of the ground pad 302 can be advantageously increased, thereby achieving more energy-efficient wireless power transmission. Furthermore, it is possible to reduce the variation in the coupling coefficient between the vehicle pad coil 408 and the ground pad coil of the ground pad 302 under various environmental settings, thereby reducing the complexity and cost of the electronic design across various environments or system settings. Exemplary parameter adjustment procedure

[0083] Referring to Figure 5, an exemplary parameter adjustment procedure 500 (or simply referred to herein as the procedure) for determining the coupling coefficient between the ground pad coil and the vehicle pad coil and adjusting the coupling coefficient based on the determination is described. Procedure 500 can increase the coupling coefficient by dynamically controlling the height of the vehicle (and therefore the vehicle pad) and / or the angle of the vehicle pad through real-time coupling coefficient estimation measurement and feedback. Procedure 500 can be performed before wireless charging is initiated. Procedure 500 can be performed during a wireless charging session. Procedure 500 can be performed, for example, by the charging configuration controller 306. Procedure 500 can be performed after the vehicle has been parked on the ground pad.

[0084] Procedure 500 begins in block 502. In block 502, the charging configuration controller 306 determines or estimates the coupling coefficient. More specifically, the charging configuration controller 306 can determine the coupling coefficient between the ground pad coil in the ground pad 302 and the vehicle pad coil 408 in the vehicle pad 304. The coupling coefficient can be estimated or determined by any suitable method. For example, the charging configuration controller 306 can determine the coupling coefficient using a handshake sequence that perturbs the ground pad coil in the ground pad 302 and / or the vehicle pad coil 408 in the vehicle pad 304 with an electrical signal source of various signal waveforms.

[0085] In block 504, the charge configuration controller 306 can detect whether the coupling coefficient is within a desired range. This may include comparing the coupling coefficient to a range of valid values ​​or predetermined values. The predetermined range may be obtained based on previously determined coupling coefficients included in the technical specifications or on experimental data.

[0086] In the decision block 506, the charging configuration controller 306 determines whether the coupling coefficient is suboptimal. For example, the charging configuration controller 306 may determine that the coupling coefficient is suboptimal and can be further increased because it falls below the lower end of a predetermined range of values. Alternatively, the charging configuration controller 306 may determine that the coupling coefficient is within a predetermined range and is suitable for wireless charging.

[0087] Next, step 500 changes depending on whether the coupling coefficients are suboptimal (e.g., the coupling coefficients are outside the desired range). If the coupling coefficients are not suboptimal (e.g., the coupling coefficients are within the desired range), decision block 506 yields "NO", and step 500 proceeds to block 508.

[0088] In block 508, the charging configuration controller 306 or the wireless charging system 300 can maintain the positions of the ground pad 302 and the vehicle pad 304 for wireless charging.

[0089] If the coupling coefficients are suboptimal, decision block 506 yields "YES", and procedure 500 proceeds to block 510.

[0090] In block 510, the charging configuration controller 306 causes the air suspension system 308 to adjust the position (e.g., height and / or angle) of the vehicle pad 304. For example, the charging configuration controller 306 can cause the air suspension system 308 of the electric vehicle 412 to lower the height of the vehicle pad 304 so that the vehicle pad coil 408 of the vehicle pad 304 is closer to the ground pad coil of the ground pad 302. The charging configuration controller 306 can generate a control signal to the electronic control unit (ECU) of the air suspension system 308 so that not only the vehicle pad 304 but also the body of the electric vehicle 412 is lowered closer to the ground pad 302. By shortening the distance between the vehicle pad 304 and the ground pad 302, the coupling coefficient can be increased. As another example, the charging configuration controller 306 may increase the coupling coefficient by causing the air suspension system 308 to raise the height of the vehicle pad 304. As yet another example, the charging configuration controller 306 can cause the air suspension system 308 to adjust the angle of the vehicle pad 304 relative to the ground pad 302.

[0091] After the air suspension system 308 has adjusted the height and / or angle of the vehicle pad 304, step 500 can return to block 502, where the charging configuration controller 306 determines the coupling coefficient, compares the coupling coefficient to an effective value, and determines whether the coupling coefficient is suboptimal, as described in more detail above with respect to blocks 502, 504, and 506. Thus, step 500 can iteratively increase the coupling coefficient.

[0092] Procedure 500 describes determining the coupling coefficient and using the coupling coefficient to adjust the position of the vehicle pads to improve the coupling coefficient, but any other suitable wireless charging parameters may be determined alternatively or additionally and used to adjust the position of the vehicle pads to improve the coupling coefficient.

[0093] Figures 6A and 6B show various positions 602 (e.g., normal position), 604 (e.g., lowered position), 606 (e.g., rearward tilt), 608 (e.g., tilted to the right position), 610 (e.g., raised position), 612 (e.g., forward tilt position), and 614 (e.g., tilted to the left position) related to the electric vehicle 412 for adjusting wireless charging parameters related to the electric vehicle 412 (e.g., coupling coefficient between the ground pad 302 and the vehicle pad coil 408). In some implementations, the charging configuration controller 306 can cause the air suspension system 308 to adjust the electric vehicle 412 to various positions 602, 604, 606, 608, 610, 612, and 614, as shown in block 510, to adjust the coupling coefficient.

[0094] Figure 6A shows a side view of the electric vehicle 412 in positions 602, 604, 606, 608, 610, 612, and 614. Figure 6B is a rear view showing the electric vehicle 412 in positions 602, 604, 606, 608, 610, 612, and 614. In some implementations, the electric vehicle 412 may be in position 602 before step 500 is performed. If the charging configuration controller 306 determines in block 510 that the coupling coefficient is suboptimal, the charging configuration controller 306 may cause the air suspension system 308 to adjust the electric vehicle 412 from position 602 to position 604, 606, 608, 610, 612, or 614.

[0095] For example, the charging configuration controller 306 can cause the air suspension system 308 of the electric vehicle 412 to adjust the electric vehicle 412 from position 602 to position 604 (for example, lowering the height of the electric vehicle 412), bringing the vehicle pad coil 408 of the vehicle pad 304 closer to the ground pad coil of the ground pad 302, thereby increasing the coupling coefficient between the vehicle pad 304 and the ground pad 302.

[0096] As another example, the charging configuration controller 306 can cause the air suspension system 308 to adjust the electric vehicle 412 from position 602 to position 610 (for example, raising the height of the electric vehicle 412) to increase the coupling coefficient. As yet another example, the charging configuration controller 306 can cause the air suspension system 308 to adjust the angle of the vehicle pad 304 relative to the ground pad 302 by adjusting the electric vehicle 412 from position 602 to position 606, position 612, position 608, or position 614.

[0097] Although not shown in Figures 6A and 6B, the charging configuration controller 306 may, alternatively and / or additionally, adjust the position of the electric vehicle 412 so that the electric vehicle 412 can move forward or backward (e.g., laterally) relative to the ground pad 302 to increase the coupling coefficient. For example, the charging configuration controller 306 may rotate the wheels of the electric vehicle 412 forward or backward to move the electric vehicle 412 laterally relative to the ground pad 302 to adjust the coupling coefficient. The charging configuration controller 306 may use the autonomous and / or semi-autonomous driving features of the electric vehicle 412 to induce such movements. Additional exemplary behavior

[0098] In some examples, the wireless charging system 300 can perform real-time and / or periodic monitoring of wireless charging parameters, such as coupling coefficients, to improve charging performance (e.g., charging efficiency during an active charging session). For example, the charging configuration controller 306 can periodically re-evaluate the coupling coefficients or other relevant wireless charging parameters at predetermined intervals (e.g., every few seconds, every few minutes, and / or based on detected events). Advantageously, this periodic check allows the wireless charging system 300 to detect a decrease in wireless power transmission efficiency that may result from dynamic changes in the environment or vehicle conditions, such as temperature fluctuations, suspension slack, or shifts in vehicle load.

[0099] More specifically, during a charging session, the wireless charging system 300 (e.g., the charging configuration controller 306) can detect that the coupling coefficient of the electric vehicle 412 has fallen below a threshold (e.g., due to thermal expansion of vehicle components, changes in suspension shape caused by gradual air loss, and / or redistribution of weight within the vehicle). Upon detecting such degradation, the charging configuration controller 306 can automatically initiate a suspension adjustment procedure. The suspension adjustment procedure may include correcting the height and / or angle of the vehicle pad 304 relative to the ground pad 302 to restore, improve, or optimize the coupling coefficient and, consequently, the wireless power transmission efficiency.

[0100] In some examples, the wireless charging system 300 (e.g., the charging configuration controller 306) can be configured to perform suspension correction procedures during periodic checks of wireless charging parameters. For example, the charging configuration controller 306 can apply linear or nonlinear adjustments to the height of the electric vehicle 412 to compensate for expected or measured sag associated with the air suspension system 308. This can be achieved by gradually increasing the air pressure in the air suspension system 308, or by adjusting the suspension actuators according to a predetermined profile or algorithm that models the expected sag based on vehicle mass, temperature, and / or elapsed time since the start of charging. In other examples, during periodic checks of wireless charging parameters, the charging configuration controller 306 can cause the air suspension system 308 to adjust the angle of the electric vehicle 412 relative to the ground. For example, the charging configuration controller 306 can use the air suspension system 308 to selectively adjust the height of one or more angles or axles of the electric vehicle 412 to tilt the electric vehicle 412 forward, backward, or laterally (left or right). This angle adjustment can be performed independently or in combination with height adjustment to optimize the spatial relationship between the vehicle pad 304 and the ground pad 302.

[0101] Advantageously, such adjustments can be essentially real-time and / or proactive to help maintain or achieve improved coil alignment (e.g., alignment between the ground pad 302 and the vehicle pad 304) and coupling coefficient before significant degradation of wireless charging parameters(s) is detected. conclusion

[0102] The foregoing disclosure is not intended to limit the disclosure to the exact form or specific field of use disclosed. Therefore, various alternative embodiments and / or modifications to the disclosure, whether expressly described or implied herein, are possible in light of the disclosure. While embodiments of the disclosure have been described in this manner, those skilled in the art will recognize that modifications in form and detail can be made without departing from the scope of the disclosure. Therefore, the disclosure is limited solely by the claims.

[0103] It should be understood that not all objectives or benefits can necessarily be achieved by following any specific example described herein. Therefore, for example, a person skilled in the art will recognize that some examples can be operated in a manner that achieves or optimizes one benefit or set of benefits taught herein, without necessarily achieving other objectives or benefits that can be taught or suggested herein.

[0104] All processes described herein can be embodied in software code modules executed by a computing system including a computer or processor, and can be fully automated through them. The code modules may be stored in any kind of non-temporary computer-readable medium or other computer storage device. Some or all of the methods may be implemented in dedicated computer hardware.

[0105] Many other variations not described herein will be apparent from this disclosure. For example, depending on the example, some of the operations, events, or functions of any of the algorithms described herein may be executed in a different order, added, combined, or completely excluded (for example, not all described operations or events are necessary for the implementation of the algorithm). Furthermore, in some examples, operations or events may be executed not sequentially, but simultaneously, for example, through multithreading, interrupt handling, or through multiple processors or processor cores, or on other parallel architectures. Furthermore, different tasks or processes may be executed by different machines and / or computing systems that can work together.

[0106] The various exemplary logic blocks and modules described in relation to the examples disclosed herein may be implemented or executed by machines such as processing units or processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs) or other programmable logic devices, discrete gates or transistor logic, discrete hardware components, or any combination thereof, designed to perform the functions described herein. A processor may be a microprocessor, but in alternative examples, a processor may be a controller, microcontroller, or state machine, or a combination thereof. A processor may include electrical circuits for processing computer-executable instructions. In some examples, a processor includes an FPGA or other programmable device that performs logical operations without processing computer-executable instructions. A processor may also be implemented as a combination of computing devices, for example, a combination of a DSP and a microprocessor, multiple microprocessors, a microprocessor combined with a DSP core, or any other such configuration. Although this specification primarily describes digital technologies, a processor may also primarily include analog components. Computing environments can include, but are not limited to, any type of computer system based on a microprocessor, mainframe computer, digital signal processor, portable computing device, device controller, or in-device computing engine.

[0107] Elements of methods, processes, routines, or algorithms described in relation to embodiments disclosed herein can be directly embodied in hardware, software modules executed by a processor device, or a combination of the two. Software modules may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disks, removable disks, CD-ROMs, or any other form of non-temporary computer-readable storage medium. Exemplary storage media may be coupled to a processor device so that the processor device can read information from and write information to the storage media. In alternative examples, the storage media may be integrated with the processor device. The processor device and storage media may reside within an ASIC. The ASIC may reside within a user terminal. In alternative examples, the processor device and storage media may reside as separate components within a user terminal.

[0108] Processes described herein or shown in the figures of this disclosure can be initiated on demand by a user or system administrator in response to an event such as a predetermined or dynamically determined schedule, or in response to any other event. Once such a process is initiated, a set of executable program instructions stored in one or more non-temporary computer-readable media (e.g., hard drives, flash memory, removable media) can be loaded into the memory (e.g., RAM) of a server or other computing device. The executable instructions may then be executed by the hardware-based computer processor of the computing device. In some embodiments, such a process or part thereof can be implemented in series or in parallel on multiple computing devices and / or multiple processors.

[0109] In particular, conditional language such as “can,” “could,” “might,” or “may” is understood differently in the context in which it is commonly used to indicate that some examples include certain features, elements, and / or steps, while others do not, unless otherwise specified. Thus, such conditional language is not generally intended to imply that the features, elements, and / or steps are, in any case, for the sake of the example, or that the example necessarily includes logic for determining whether these features, elements, and / or steps are included in or performed within any particular example, with or without user input or prompting.

[0110] Disjunctive language, such as the phrase "at least one of X, Y, or Z," is generally understood in its context to indicate that an item, term, etc., may be X, Y, Z, or any combination thereof (e.g., X, Y, and / or Z), unless otherwise specified. Therefore, such disjunctive language is not generally intended, nor should it be, to imply that some examples require the presence of at least one X, at least one Y, or at least one Z, respectively.

[0111] Any process description, element, or block in the flowcharts described herein and / or shown in the accompanying drawings should be understood as potentially representing a module, segment, or portion of code containing executable instructions for performing a particular logical function or element in the process. Alternative examples are included within the scope of the examples described herein, in which elements or functions are deleted or executed in a different order than shown or discussed, including substantially simultaneous or reversed order, depending on the function they contain, as understood by those skilled in the art.

[0112] It should be emphasized that many variations and modifications can be made to the above examples, and that these elements should be understood to be found in other acceptable examples. All such modifications and variations are intended to be included within the scope of this disclosure.

[0113] Any process description, element, or block in the flowcharts described herein and / or shown in the accompanying drawings should be understood as potentially representing a module, segment, or portion of code containing executable instructions for performing a particular logical function or element in the process. Alternative implementations are included within the scope of the examples described herein, in which elements or functions are removed or executed in a different order from that shown or discussed, depending on the function they contain, as understood by those skilled in the art, including substantially simultaneous or reversed execution.

[0114] Unless otherwise specified, articles such as "a" or "an" should generally be interpreted as including one or more of the listed items. Therefore, phrases such as "devices configured to perform" are intended to include one or more of the enumerated devices. Such one or more enumerated devices can also be collectively configured to perform the stated enumeration. For example, "processors configured to perform enumerations A, B, and C" may include a first processor configured to perform enumeration A, which operates in conjunction with a second processor configured to perform enumerations B and C.

Claims

1. It is a wireless charging system, The first coil and A charging configuration controller comprising a circuit configured to perform a parameter adjustment procedure, wherein the parameter adjustment procedure is A step of determining wireless charging parameters related to wireless power transmission between the first coil and the second coil, the step of determining whether the first coil is wirelessly coupled to the second coil, The steps include detecting that the wireless charging parameter is outside a predetermined range of values, A charging configuration controller includes the step of causing the vehicle to adjust the position of the second coil relative to the first coil in response to the detection, A wireless charging system equipped with this feature.

2. The wireless charging system according to claim 1, wherein the wireless charging parameter is the coupling coefficient between the first coil and the second coil.

3. The wireless charging system according to claim 1, wherein the step of determining the wireless charging parameters includes perturbing the first coil using one or more electrical signals to determine the self-inductance of the second coil.

4. The wireless charging system according to claim 3, wherein the step of determining the wireless charging parameters includes perturbing the second coil using one or more electrical signals to determine the self-inductance of the first coil.

5. The wireless charging system according to claim 1, wherein the step of causing the vehicle to adjust the position of the second coil relative to the first coil includes adjusting the height of the second coil relative to the first coil using the vehicle's air suspension system.

6. The wireless charging system according to claim 1, wherein the step of causing the vehicle to adjust the position of the second coil relative to the first coil includes adjusting the angle of the second coil relative to the first coil using the vehicle's air suspension system.

7. The wireless charging system according to claim 6, wherein the second coil is made substantially parallel to the first coil by adjusting the angle of the second coil relative to the first coil.

8. The wireless charging system according to claim 6, wherein adjusting the angle of the second coil relative to the first coil controls one axle of the vehicle.

9. The wireless charging system according to claim 1, wherein the step of causing the vehicle to adjust the position of the second coil relative to the first coil includes moving the vehicle laterally with respect to the ground pad.

10. The wireless charging system according to claim 1, wherein the step of causing the vehicle to adjust the position of the second coil relative to the first coil includes increasing the distance between the second coil and the first coil.

11. The parameter adjustment procedure described above is The steps include detecting whether the wireless charging parameter is within the range of the predetermined value, The wireless charging system according to claim 1, further comprising the step of maintaining the position of the second coil relative to the first coil in response to the detection that the wireless charging parameter is within the range of the predetermined value.

12. The wireless charging system according to claim 1, wherein the circuit is configured to repeat the parameter adjustment procedure until the wireless charging parameter falls within the range of the predetermined value.

13. The wireless charging system according to claim 1, wherein the first coil is included in the ground pad and the second coil is included in the vehicle pad.

14. The wireless charging system according to claim 13, wherein at least a portion of the charging configuration controller is included in the vehicle pad.

15. A method of wireless charging, A step of determining wireless charging parameters related to wireless power transmission between a first coil of a ground pad and a second coil of a vehicle, the step of determining whether the first coil is wirelessly coupled to the second coil, The steps include detecting that the wireless charging parameter is outside a predetermined range of values, A method comprising the step of causing the vehicle to adjust the position of the second coil relative to the first coil in response to the detection such that wireless power transmission between the first coil and the second coil takes place with the second coil in an adjusted position.

16. The method according to claim 15, wherein the wireless charging parameter is the coupling coefficient between the first coil and the second coil.

17. The method according to claim 15, wherein the step of determining the wireless charging parameters includes perturbing the first coil using one or more electrical signals to determine the self-inductance of the second coil.

18. The method according to claim 15, wherein the step of causing the vehicle to adjust the position of the second coil relative to the first coil is performed using the air suspension system of the vehicle.

19. The method according to claim 15, wherein the step of causing the vehicle to adjust the position of the second coil relative to the first coil includes raising the height of the second coil relative to the first coil.

20. A charging configuration controller comprising a circuit configured to perform a parameter adjustment procedure, The parameter adjustment procedure described above is A step of determining wireless charging parameters related to wireless power transmission between a first coil and a second coil, wherein the first coil is wirelessly coupled to the second coil. The steps include detecting that the wireless charging parameter is outside a predetermined range of values, A charging configuration controller comprising the step of causing the vehicle to adjust the position of the second coil relative to the first coil in response to the detection.

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