Systems and methods for thermal management: Inductive wireless chargers

Abstract

This invention provides a system and method for temperature control within wireless power transmission (WPT) systems for electric vehicles. The WPT system's thermal management system manages the internal temperature of the WPT system during charging using one or more passive, semi-active, and active cooling methods. Improved thermal management enables longer charging times and higher power charging without interrupting charging for cool-down. Furthermore, it provides several different methods for concealing and implementing the thermal management system in public spaces.

Description

Technical Field

[0001] The present disclosure generally relates to wireless power transmission, and more specifically, to an apparatus, system, and method for providing thermal management of a ground-side charging subsystem of an inductive wireless power transmission system that wirelessly transmits power to a remote system such as a vehicle including a battery.

Background Art

[0002] All transformers (e.g., step-up, step-down, low-frequency, high-frequency, common-core, open-core) generate heat due to the impedance of the internal conductors during operation and eddy currents generated by the magnetic field interacting with the conductors within the transformer housing. Cooling techniques for high-power transformers include convection cooling, forced air cooling, liquid refrigerant tanks, circulating liquid refrigerant cooling, etc., which vary depending on the amount of heat dissipated.

[0003] A wireless power transmission (WPT) system generally utilizes inductive coupling between the primary and secondary sides of an open-core transformer to transmit power. An open-core (also called air-core) transformer has a core made of a high-permeability material (e.g., ferrite). Both wired and wireless power transmission (WPT) systems commonly used for charging electric vehicles (EVs) have heat-generating auxiliary electronic devices such as voltage level conversion (transformers), rectifiers, and inverters, so cooling is required during high-power transmission.

Summary of the Invention

Problems to be Solved by the Invention

[0004] EV chargers are designed in size according to the assumed usage conditions within a specific ambient temperature range. Therefore, if the usage conditions exceed the assumed maximum value or reach an unexpected temperature, the cooling or heating of the electronic device system becomes insufficient, and the charging service may be interrupted until the electronic device is sufficiently cooled or heated to resume service.

Means for Solving the Problems

[0005] The following provides a simplified explanation of some of the concepts using various examples. These concepts will be explained in more detail in the detailed description below. This summary is not intended to limit the scope of the subject matter described in the claims.

[0006] A system and method for temperature control inside coil assemblies of wireless power transmission (WPT) systems are described. This system and method utilizes a single low-pressure loop liquid cooler, employing a heat exchange material selected and molded to function in high-intensity magnetic fields, resulting in a lightweight, high-strength, easy-to-manufacture, and low-cost component design. Improved thermal management enables longer charging times and higher power charging without interrupting charging for cooldown.

[0007] The use of passive heat exchange elements in heat generating devices such as wireless power transmission (WPT) systems can be based on seasonality, diurnal, nocturnal, and / or ambient temperature. Some semi-active embodiments of passive elements may include fans or pumps to selectively assist cooling as needed. In exemplary configurations, passive (e.g., absorptive, conduction, radiation, convection) heat exchange elements can be installed on the "hot side" of a WPT system where the coolant temperature is not limited and no one can reach the heat exchange elements. This first set of passive elements serves to pre-cool the coolant before active heat exchange. These first passive elements are equipped with valves and their use can be controlled by a controller. A second set of passive heat exchange elements can be installed on the cooling side (between the active heat exchanger and the ground charger). These second passive elements are equipped with valves and their use is controlled by a controller, utilizing the temperature difference between the ambient temperature, the passive heat exchange elements, and the minimum temperature of the desired coolant flow.

[0008] According to one aspect of the present disclosure, a thermal management system for a wireless power transmission (WPT) system for charging an electric vehicle using a ground-mounted wireless charger is provided. The thermal management system may include a heat exchanger system thermally coupled to the wireless charger of the WPT system. The heat exchanger system may include a first passive heat exchanger element and at least one of a second passive heat exchanger element, a semi-active heat exchanger element, or an active heat exchanger element. The heat exchanger system removes heat from the wireless charger during its operation and maintains the temperature using the first passive heat exchanger element. If the first passive heat exchanger element alone cannot maintain the temperature of the wireless charger below a predetermined temperature limit, the second passive heat exchanger element, the semi-active heat exchanger element, or the active heat exchanger element may be used selectively.

[0009] In some embodiments, the heat exchange system is fluidically coupled to the wireless charger.

[0010] In some embodiments, the heat exchange system is fluidly coupled to the wireless charger using a liquid coolant.

[0011] In some embodiments, the heat exchange system is thermally coupled to the wireless charger using a gaseous coolant.

[0012] In some embodiments, the heat exchange system uses a semi-active heat exchange element when the first passive heat exchange element is insufficient to maintain the temperature of the wireless charger below a predetermined temperature limit.

[0013] In some embodiments, the heat exchange system uses an active heat exchange element when a semi-active heat exchange element is insufficient to maintain the temperature of the wireless charger below a predetermined temperature limit.

[0014] In some embodiments, the first passive heat exchange element does not require the application of external power to produce a cooling effect for the wireless charger.

[0015] In some embodiments, the first passive heat exchange element removes heat from the wireless charger and transfers that heat to the surrounding air.

[0016] In some embodiments, the semi-active heat exchange element includes a fan or pump that selectively assists in cooling the wireless charger by selectively directing the flow of coolant to remove heat from the wireless charger and maintaining the wireless charger's temperature below a predetermined temperature limit.

[0017] In some embodiments, the active heat exchange element includes at least one pump, fan, or chiller that operates continuously to generate a continuous flow of coolant through the wireless charger in order to cool the wireless charger and help maintain the wireless charger's temperature below a predetermined temperature limit.

[0018] In some embodiments, the first passive heat exchange element comprises a cooling plate located beneath or inside the wireless charger of the WPT system, the cooling plate comprising a parallel bundle of insulated and twisted Litz wires, these Litz wires cabled in a geometric pattern and extended beneath and around the wireless charger to remove heat from the wireless charger, the Litz wires not generating eddy currents.

[0019] Another aspect of the present disclosure provides a thermal management system for a wireless power transmission (WPT) system for charging electric vehicles using a ground-mounted wireless charger. This thermal management system may include a heat exchanger system concealed within a structure so as not to be seen by the public. This heat exchanger system can be thermally coupled to the wireless charger of the WPT system. This heat exchanger system comprises one or more passive heat exchange elements, semi-active heat exchange elements, and active heat exchange elements. During the operation of the wireless charger, this concealed heat exchanger system removes heat from the wireless charger using one or more of the passive heat exchange elements, semi-active heat exchange elements, and active heat exchange elements to maintain the temperature of the wireless charger below a predetermined temperature limit.

[0020] In some embodiments, the heat exchanger system is concealed within one or more lighting pole heat exchangers and bollard heat exchangers located near the wireless charger of the WPT system, thus keeping it out of public view.

[0021] In some embodiments, the heat exchanger system is concealed in the road adjacent to the bus stop out of public view, and output cooling pipes supply heated coolant from a wireless charger to one or more of the bus stop shelter, the benches inside the bus stop shelter, and the sidewalk adjacent to the bus stop, thereby heating the bus stop shelter, the benches inside the bus stop shelter, or the sidewalk adjacent to the bus stop.

[0022] In some embodiments, the passive heat exchange element may include a heat pipe having a first end and a second end, the first end of which is thermally and mechanically coupled to a wireless charger, and the second end of which is thermally and mechanically coupled to a curb radiator located within a curb adjacent to the road surface, thereby transferring heat from the wireless charger to the surrounding air via the curb radiator.

[0023] In some embodiments, the heat exchanger system is concealed within a loading dock that includes a loading platform and at least one of inlet or outlet cooling pipes extending along the walls of the loading platform. The heat exchanger system concealed within the loading dock is configured to remove heat from a wireless charger positioned within the running surface of the loading dock. The heat exchanger system concealed within the loading dock further comprises passive cooling pads positioned between the wheels of an electric vehicle parked in the loading dock. The passive cooling pads may be configured to transfer heat generated by the wireless charger to at least one of the air and the ground.

[0024] According to yet another aspect of the present disclosure, a thermal management system for a wireless power transfer (WPT) system for charging an electric vehicle using a ground-mounted wireless charger is provided. The thermal management system can include a heat exchanger system thermally coupled to the wireless charger of the WPT system. The heat exchanger system can include one or more of a passive heat exchange element, a semi-active heat exchange element, and an active heat exchange element. The heat exchanger system removes heat from the wireless charger using one or more of the passive heat exchange element, the semi-active heat exchange element, and the active heat exchange element during operation of the wireless charger and maintains the temperature of the wireless charger below a predetermined temperature limit. The heat removed from the wireless charger of the WPT system is utilized to add heat to a fluid or substance separate from the thermal management system.

[0025] In some embodiments, a building heat reuse system is disposed adjacent to the WPT system, and the thermal management system provides a coolant heated by the heat exchanger system to the building heat reuse system to heat a fluid used within the building.

[0026] In some embodiments, the heat reuse system receives a heated fluid coolant from an inflow cooling pipe that fluidly couples from the building heat reuse system to the thermal management system of the WPT system.

[0027] In some embodiments, the heat exchanger system includes a contact heat exchanger side attached to coexisting piping and can transfer heat from the wireless charger to one or more of potable water, sewage, and high-pressure fire fighting water within the coexisting piping.

[0028] This summary section is provided to introduce, in simplified form, aspects of the content of the present invention. Further description regarding the content of the present invention follows in the detailed description section. The specific combinations and orders of elements listed in this summary section are not intended to limit the elements of the subject matter recited in the claims. Rather, this section is to be understood as providing some examples of embodiments described in the detailed description below.

Brief Description of the Drawings

[0029] The above and other beneficial features and advantages of the present invention will become apparent from the following detailed description in connection with the accompanying drawings. [Figure 1A] Figures 1A - 1D are graphs of temperature profiles when an exemplary ground assembly (「GA」) of an inductive wireless power transfer (「WPT」) system is active. [Figure 1B] Figures 1A - 1D are graphs of temperature profiles when an exemplary ground assembly (「GA」) of an inductive wireless power transfer (「WPT」) system is active. [Figure 1C] Figures 1A - 1D are graphs of temperature profiles when an exemplary ground assembly (「GA」) of an inductive wireless power transfer (「WPT」) system is active. [Figure 1D] Figures 1A - 1D are graphs of temperature profiles when an exemplary ground assembly (「GA」) of an inductive wireless power transfer (「WPT」) system is active. [Figure 2] [[ID=二十]]Figure 2 is a high - level design diagram of an inductive high - power WPT system with active and passive thermal management elements for use in an electric vehicle with battery storage of an exemplary configuration. [Figure 3A] Figures 3A and 3B are diagrams showing passive heat flow from exemplary single and 2×2 modular ground coil assembly installations, respectively. [Figure 3B] Figures 3A and 3B are diagrams showing passive heat flow from exemplary single and 2×2 modular ground coil assembly installations, respectively. [Figure 4A-4B] Figure 4A is a diagram showing the installation of a conventional roadside wireless charger. Figure 4B is a diagram showing a shoulder wireless charger facility with a minimum installation area for managing active and passive heat dissipation sources of GA equipment in an exemplary configuration. [Figure 5] Figure 5 is a diagram showing an example of a two - part passive cooling structure where the heat exchanger structure is disguised as a lighting pole in an exemplary configuration. [Figure 6A] Figures 6A and 6B show a semi-active heat exchanger structure used in a WPT system, in which the heat exchanger structure is disguised as a bollard in an exemplary configuration. [Figure 6B] Figures 6A and 6B show a semi-active heat exchanger structure used in a WPT system, in which the heat exchanger structure is disguised as a bollard in an exemplary configuration. [Figure 7A] Figures 7A and 7B show heat exchanger structures used in a WPT system, where the heat exchanger structure is disguised as a lighting pole in an exemplary configuration. [Figure 7B] Figures 7A and 7B show heat exchanger structures used in a WPT system, where the heat exchanger structure is disguised as a lighting pole in an exemplary configuration. [Figure 8] Figure 8 shows an exemplary configuration of an exemplary parking lot-based charging station with multiple WPT chargers and coordinated thermal management. [Figure 9] Figure 9 shows a passive thermal management system that uses the Earth as a heat sink in an exemplary configuration. [Figure 10] Figure 10 shows a passive and active mixed thermal management system for a loading dock application used for wireless charging in an exemplary configuration. [Figure 11] Figure 11 shows a system that enhances the efficiency of the WPT system and increases the overall WPT efficiency by using a building equipped with a WPT heat reuse system in an exemplary configuration. [Figure 12] Figure 12 is a schematic diagram of an active cooling WPT system in an exemplary configuration. [Figure 13A-13C] Figure 13A is a cross-sectional view of a passive / active hybrid thermal management system for outdoor wireless charging applications in an exemplary configuration. Figure 13B shows the configuration of the inline cooling line through the reservoir in the exemplary configuration. Figure 13C shows an alternative configuration of the inline cooling line through the reservoir in the exemplary configuration. [Figure 14A-14D]Figure 14A shows the installation of a charger using a trench backfilled with large, low-density aggregate. Figure 14B shows the installation of a charger using a wide trench backfilled with high-density aggregate. Figure 14C shows a typical example of a large, compressed aggregate filler installed in the trench shown in Figure 14A. Figure 14D shows a typical example of a small, compressed aggregate filler installed in the trench shown in Figure 14B. [Figure 15] Figure 15 shows an example of a heat recycling facility at a bus stop equipped with a WPT charger. [Figures 16A-16B] Figure 16A shows one diagram of a reuse scenario and structure in which thermal energy generated during a WPT charging session is transferred to coexisting piping in an exemplary configuration. Figure 16B shows a second diagram of a reuse scenario and structure in which thermal energy generated during a WPT charging session is transferred to coexisting piping in an exemplary configuration. [Figure 17] Figure 17 is a flowchart illustrating how to manage the active and passive heat dissipation resources of the ground assembly ("GA") equipment before, after, and during a wireless charging session in an exemplary configuration. [Modes for carrying out the invention]

[0030] A detailed description of exemplary embodiments is given below with reference to Figures 1-17. While this description provides a detailed explanation of possible embodiments, it should be noted that these details are illustrative and do not limit the scope of the subject matter of the invention.

[0031] There are three main objectives for thermal management of wireless power transmission (WPT) systems. The first objective is to prevent thermal damage to the WPT system during charging sessions. The second objective is to improve system efficiency by reducing the power required to operate the necessary cooling systems. The third objective is to extend the operating life of the charger by preventing fatigue failure of electronic equipment due to thermal-induced stress and strain caused by thermal expansion / contraction cycles, particularly in winter or generally cold environments, and in summer or generally hot environments.

[0032] As the efficiency of WPT chargers improves, the need for cooling decreases. As the deployment of WPT chargers (especially WPT opportunity chargers) increases, the need for flexible cooling configurations inevitably increases, as does the need for camouflage, disguise, or dual-purpose cooling structures.

[0033] There are various approaches to cooling electrical components such as WPT chargers, some of which are passive cooling, semi-active cooling, and active cooling. Passive cooling technologies and structures do not require a direct supply of external power to achieve a cooling effect. Active cooling technologies generate a cooling effect by consuming external power such as pumps, fans, and chillers. Hybrid semi-active cooling technologies employ passive cooling structures that activate active elements as needed to generate a cooling effect.

[0034] A heat exchanger is a device that facilitates heat exchange between two fluids of different temperatures. Cooling (i.e., removing heat from a system) is usually achieved by heat transfer or heat exchange to the outside air. The concept of heat transfer forms the basis of all air conditioning and fluid control systems and works on the principle that a medium (usually a liquid or gas) absorbs heat from one place and moves it to another. Heat exchangers typically use water or other refrigerants to perform this transfer of thermal energy. Most heat exchangers work by flowing water or other refrigerants through a series of tubes or containers, absorbing or releasing heat through the flow surface. Obviously, the larger these surfaces are, the larger the heat transfer area and the better the performance of the heat exchanger.

[0035] Heat exchangers affect the overall system efficiency and system size. Heat exchanger design aims to achieve a desirable trade-off between system efficiency and system size by balancing heat exchanger efficiency and pressure loss. This trade-off between system efficiency and system size varies depending on the application of the heat transfer system.

[0036] There are mainly three types of heat transfer systems (fluid to air):

[0037] A tubular fin heat exchanger (also called a fin coil heat exchanger) consists of tubes that pass through a high-density fin stack mechanically supported by a frame. The heated fluid passes through the tube coil, conducting heat to the fins and dissipating it into the surrounding air.

[0038] A bare-tube or plain-tube heat exchanger consists of tubes passing through an arranged bundle mechanically supported by a frame. A heated fluid passes through the tubes, conducting heat through the outer surface of the tubes and dissipating heat into the air passing through the heat exchanger.

[0039] A plate coil heat exchanger consists of thermally conductive plates with a predetermined pattern embossed on one or both sides. When combined with a corresponding second plate, a refrigerant flow path is formed between the plates. The circulating refrigerant utilizes this flow path and the entire plate surface as a heat dissipation mechanism to release heat. This design allows for a large heat dissipation area using assemblies of various planar or curved shapes.

[0040] Hybrids of these three heat exchangers are possible, including those using an intermediate heat transfer fluid-to-fluid (other than air) configuration.

[0041] Other types of heat exchangers, including evaporative or phase-change refrigerants, can be used to cool WPT ground chargers in atypical deployments.

[0042] By using passive heat dissipation conduits and radiating structures, WPT chargers can be cooled, reducing the need for active cooling. In the case of ground chargers in WPT systems, active cooling involves transporting the heat generated within the charger to the heat exchanger and / or radiator using a pump or fan-driven coolant or air. The efficiency of active cooling can be improved, for example, by replacing, adding, or installing passive radiating structures that function without the need for forced air, thereby saving power consumption.

[0043] Hybrid, or semi-active, cooling systems combine elements of both active and passive cooling systems to provide adjustable control over cooling rate and level. Dual-use structures that reuse heat generated by WPT ground chargers can be an alternative cooling method for some WPT facilities. Both passive and active cooling methods can be used in dual-use structures. Dual-use structures may include common roadside structures such as curbs, walkways, lighting poles, and bollards, which not only conceal the location of the chargers but also reduce the footprint of the WPT facilities (see below for details).

[0044] Heat reuse can be passive or active, but in either case, it enhances the efficiency of the WPT ground charger as a co-generator of heat for secondary uses such as heating air in forced air heating systems, water for radiant heating, and water for household / commercial hot water systems.

[0045] The application of hybrid active / passive (i.e., semi-active) cooling systems in WPT systems is limited by both cost and implementation opportunities. For example, an indoor WPT system with a hybrid active / passive cooling system differs significantly from an outdoor WPT system with a hybrid active / passive cooling system. Furthermore, the installation methods for indoor WPT systems can differ considerably between new facilities and renovated buildings.

[0046] The intended duty cycle of a WPT system / charger also influences the choice of hybrid active / passive cooling systems. For low-duty-cycle or low-power (due to design or constraints) WPT chargers, the interval between charging sessions may be long enough for the installed passive cooling elements to dissipate and buffer the heat generated during a charging session, keeping the heat below threshold levels during the charging interval. The high construction costs associated with building passive elements (heat exchangers, radiators, evaporators) limit the need for powered active cooling, thereby improving WPT efficiency.

[0047] Climate and seasonality affect the combination of active and passive cooling elements in hybrid cooling systems. This is because the temperature difference that can be achieved by passive elements inevitably decreases in hot climates and seasons.

[0048] The outdoor location can influence the possible combinations of active and passive cooling elements depending on the deployment scenario. For example, multiple chargers deployed in close proximity may share passive or active cooling resources.

[0049] As on-board charging for EVs becomes more widespread, there is a growing need to minimize the footprint of cooling systems used in high-value areas (e.g., roadsides, parking lots, residential areas, depots, loading docks, etc.). Camouflaging or concealing cooling structures also serves to reduce their visibility to vandals, saboteurs, or those with destructive curiosity.

[0050] Referring to Figures 1-17, the following describes practical examples of active, semi-active, and passive cooling configurations that can be used to cool or lower the temperature of WPT systems that wirelessly transmit power to remote systems such as vehicles containing batteries.

[0051] Cooling systems can be classified into passive, semi-active, and active based on the power and equipment used. In modular inductive WPT chargers, the range of power supplied varies from a minimum value from a single induction coil to a maximum value supplied by all coils in the charger.

[0052] Passive cooling systems are the most efficient option because they do not require fans or pumps for cooling. Passive cooling is suitable for chargers that are used infrequently or only at low power settings. While passive heat exchanger systems can be scalable to accommodate high-frequency use and high-power charging sessions, passive cooling infrastructure is very large in both size and cost, making it unsuitable for many WPT installation locations.

[0053] Semi-active systems can utilize both passive components (e.g., heat pipes, thermosiphons, chimney cooling) and active components (e.g., pumps, fans). Maximum efficiency is achieved by using active components only when the system needs to dissipate heat faster than passive cooling can. Semi-active cooling systems are generally smaller in scale than passive systems and offer improved heat exchange capacity. Favorable activation and selective control of fan speed and / or pump flow rates allow heat exchangers to scale not only to dissipate the changing heat load from WPT chargers but also to accommodate daily or seasonal variations in ambient air and ground temperature.

[0054] The active system uses active components (pumps, fans) to transfer and dissipate the heat generated during an inductive charging session. These active components are controlled to transfer and dissipate heat from the charger during a charging session, but can be deactivated between sessions after reaching the target temperature to maximize efficiency. The active system is expandable by adding external heat exchangers or auxiliary cooling devices (e.g., coolant cooling).

[0055] Inductive WPT systems can include passive, semi-active, and active cooling subsystems. The design of the cooling subsystems is based on expected power transmission, charger duty cycles, and external environmental factors. External environmental factors include the need to conceal or disguise external heat exchangers and to install them at inconvenient distances from the chargers. Figure 1A Figure 1A is an exemplary plot of the temperature profile over time of an exemplary ground assembly ("GA") of an inductive WPT system. In the example in Figure 1A, the WPT system operates by both passive and active cooling. The x-axis 101 of the plot represents time, and the y-axis 102 represents temperature. At time 0(T0), the GA has been inactive for a sufficient amount of time, and the temperature of the GA has dropped to the static temperature (i.e., residual temperature level) 103. At time 0(T0), the GA begins a charging session. The temperature profile line 104 rises and reaches the passive threshold 106 shortly after time T1. The passive threshold 106 is the safe limit of passive cooling before the GA reaches thermal saturation. At the passive threshold 106, active cooling becomes active before the temperature profile line 104 reaches the passive cooling limit 107. With both the saturated passive cooling system and the active cooling system operating, the temperature of the GA coil continues to rise and reaches the nominal safe operating temperature 108 at time T2. The temperature profile 104 may fluctuate around the nominal safe expected temperature 108, but the temperature will always be kept below the shutdown temperature 109. Assuming a normal wireless charging session, the session ends at time T3. After the session end time T3, active cooling continues at time T4 until at least the residual threshold 103 is reached. Furthermore, active cooling may help cool passively cooled components to below the residual temperature level 103 (and in some cases, even below the ambient temperature). If another charging session is not immediately required after time T4, cooling to below the residual temperature level 103 may be performed to build up passive cooling capacity reservoir for the next charging session. Figure 1B Figure 1B is an exemplary graph plotting the temperature profile of an exemplary ground assembly ("GA") of an inductive WPT system over time. The WPT system in the example in Figure 1B is equipped with a passive cooler large enough to cool the GA during a maximum current and maximum duration charging session. The x-axis 101 of the graph represents time, and the y-axis 102 represents temperature. At time 0(T0), the GA is in a dormant state, and its temperature has dropped to its quiescent temperature (i.e., residual temperature level) 103. At time 0(T0), the GA begins a charging session. During the charging session, the temperature profile line 104 rises but never exceeds the passive threshold 106. The charging session ends at time T3, and the GA begins to cool, continuing until it reaches the residual temperature level 103 at time T4. The GA is then indicated in other ways, such as being flagged, to indicate that it is available for the next charging session. Therefore, as illustrated, an inductive WPT system that includes both passive and active cooling (Figure 1A) can operate at significantly higher temperatures than an inductive WPT system that includes only passive cooling (Figure 1B). Figure 1C Figure 1C is an exemplary graph plotting the temperature profile of an exemplary ground assembly ("GA") of an induction WPT system over time. The WPT in the example in Figure 1C, as in Figure 1A, operates by both passive and active cooling. The x-axis 101 of the graph represents time, and the y-axis 102 represents temperature. At time 0(T0), the GA has been inactive for a sufficient amount of time, and its temperature has dropped to the static temperature (i.e., residual temperature level) 103. At time 0(T0), the GA begins a charging session. The temperature profile line 104 rises and reaches the passive threshold 106 shortly after time T1. The passive threshold 106 is the safe limit of passive cooling before the GA reaches thermal saturation. At the passive threshold 106, active cooling becomes active before the temperature profile line 104 reaches the passive limit 107. When both the saturated passive cooling system and the active cooling system are operating, the GA coil temperature may continue to rise until it reaches the nominal safe operating temperature of 10⁸ between times T1 and T2. Due to various factors (unexpected weather conditions, cooling equipment damage, longer-than-planned charging cycle times and / or charging current demand), the active cooling may be insufficient to keep the GA temperature below the shutdown temperature of 10⁹. As shown in Figure 1C, the GA may shut down briefly for cooling. In the example in Figure 1C, when the temperature profile 10⁴ falls below the shutdown temperature of 10⁹, the GA resumes the charging session, but because it has not reached the low current demand agreed upon between the GA controller and the vehicle's battery management system (BMS), the GA shuts down until it reaches or exceeds the maximum shutdown value (3 in the example in Figure 1C).

[0056] The charging session ends at time T3 because the maximum shutdown value has been exceeded. After the session end time T3, active cooling continues until the residual temperature reaches at least level 103 at time T4. In addition, active cooling helps to cool the passively cooled components to below level 103. After time T4, if the next charging session is not immediately required, cooling can be performed to below level 103 to accumulate passive cooling capacity reservoir in preparation for the next charging session. Figure 1D Figure 1D is an example graph of the temperature profile over time for an exemplary ground assembly ("GA") of an inductive WPT system. The WPT system in the example in Figure 1D is equipped with a semi-active cooling system designed to cool the GA during a maximum current and maximum duration charging session at the expected maximum (hottest) daytime temperature. The x-axis 101 of the graph represents time, and the y-axis 102 represents temperature. At time 0(T0), the GA has been inactive for a sufficient amount of time, and the temperature of the GA has dropped to its static temperature (i.e., residual temperature level) 103. At time 0(T0), the GA begins a charging session. The temperature profile line 104 rises and reaches the passive threshold 106 shortly after time T1. The passive threshold 106 is the safe limit before the passive cooling components of the GA reach thermal saturation. At the passive threshold 106, the semi-active cooling elements are activated before the temperature profile line 104 reaches the passive limit 107. If the GA coil temperature 104 exceeds the passive limit, the increasing heat can be better managed by strengthening semi-active components (e.g., increasing the speed of a fan or pump) or by activating additional semi-active components. In this example, the GA coil temperature 104 continues to rise until it exceeds the initial semi-active threshold 110, at which point additional cooling is applied. The additional cooling maintains the temperature 104 at a nominal safe operating temperature below the cutoff temperature threshold 111. The charging session ends at time T3, and the WPT system cools to a static temperature 105 at time T4. Depending on the environment and usage factors (e.g., time of day, ambient temperature, expected usage frequency, average power level), when the temperature 104 falls below the passive limit 107, the semi-active components may be deactivated, reducing power consumption. Figure 2 Figure 2 is a high-level design drawing of an inductive high-power WPT system with active and passive thermal management elements, to be installed in an electric vehicle with battery storage. In this system, ground-side electronics 201 supply a regulated power signal to the primary coil assembly 202. In this example, the ground-side electronics 201 includes an interface 203 to the power grid, a power factor correction (PFC) circuit 204, an AC / DC converter 205, and a DC / AC inverter 206.

[0057] Preferably in a high-power WPT system, the primary coil assembly 202 may have a balanced series resonant configuration including a primary coil winding 207 and matching capacitors 208 and 209. The secondary coil assembly 212 includes a secondary coil winding 211 that receives the magnetic signal generated by the primary coil winding 207 across an air gap 210. The secondary coil assembly 212 may also have a balanced series resonant configuration including a secondary coil winding 211 and matching capacitors 213 and 214.

[0058] The AC power level, frequency, and phase (i.e., AC power signal data) generated by the secondary coil assembly 212 are measured by sensors 215 in the secondary rectifier bus 217, and these measurements are reported to the active rectifier controller (ARC) 219 via a digital data link 218. The ARC 219 can use the AC signal data to predictively model the signal and determine zero-crossings to optimize active rectification. The rectification control signal is passed to the active rectifier 221 via a control link 220. The active rectifier 221 receives the AC signal from the secondary rectifier bus 217 and converts the AC input to a DC power output 222.

[0059] A temperature sensor (not shown) in the rectifier module 221 reports the measured temperature to the ARC 219 using the digital data link 223. The power conditioner 224 receives the rectifier DC output 222, removes ripple and noise, and charges the battery pack 225. The regulated DC signal characteristics are monitored by sensor 226 and reported to the ARC 219 via the digital data link 227. The ARC 219 reports both AC and DC power characteristics to the network controller 228 for storage and reporting.

[0060] The high-power components of the WPT system need to be cooled during operation to prevent damage to or overheating of the WPT system. The EV power electronics 229 (EV battery pack 225 and other vehicle systems) require their own cooling solution, and in this example, forced air cooling via a heat exchanger 230 is employed.

[0061] The cooling of the WPT rectifier 221 can be shared with the EV heat exchanger 230 or a separate heat exchanger 231 can be used. Although the cooling of the secondary coil assembly 212 is shown using a separate heat exchanger 232, the secondary coil assembly 212 can also be cooled by sharing the vehicle heat exchanger 230 and / or the separate heat exchanger 231. In this exemplary system, the cooling connections between the ground side and the vehicle side are not shown.

[0062] The ground-side primary coil assembly 202 may have a dedicated heat exchange mechanism 233 for cooling the ground-side primary coil assembly 202. The inverter 206 also requires cooling, which is shown here to be provided by a heat exchanger 234. The AC / DC converter 205 also generates heat during the normal operation of the WPT system and therefore requires cooling by a heat exchanger 235.

[0063] The inverter 206 and the AC / DC converter 205 may share a cooling system with each other and with other ground-side electronic equipment systems. Because the primary coil assembly 202 may be located away from other parts of the ground-side electronic equipment 201, it may require a separate, independently expandable cooling element. Figures 3A and 3B Figures 3A and 3B illustrate passive heat flow from installation examples of a single modular ground coil assembly and a 2x2 modular ground coil assembly, respectively. Figure 3A shows a modular GA301 consisting of a single ground coil assembly 302 embedded in the road surface 306, and Figure 3B shows a modular GA301 consisting of four (2x2 grid) ground coil assemblies 302 embedded in the road surface 306. In both configurations, all sides and bottom surfaces of the GA301 are enclosed by vaults 303, except for passages for underground electrical, communication, and active cooling connections (not shown). Solar heat 304 is unavoidable and is only partially offset by heat reflection and convection 305 from the GA surface. Passive temperature flow on each side and bottom surface of the vaults 303 is shown. During a charging session, heat outflow from the ground environment (GA) to the ground 307, 309, 311, 313, and 315 can rapidly exceed heat inflow from the ground to the GA 308, 310, 312, 314, and 316 if there is no passive cooling heat transfer structure or active cooling system. In certain low-power or limited-duration (long interval) WPT charging scenarios (and when ambient temperatures are sufficiently low), passive ground-to-GA heat inflows 308, 310, 312, 314, and 316 may be sufficient to cool the WPT charger. In other examples, passive ground-to-GA heat inflows 308, 310, 312, 314, and 316 may be insufficient, and active or semi-active cooling may be required. Figure 4A Figure 4A schematically shows an example of a conventional roadside wireless charger installation. In this example, the wireless charger 401 is positioned in the road surface and configured to charge an EV402 (an electric bus in this example) equipped with appropriate equipment. Power and cooling for the wireless charger 401 are supplied from an equipment cabinet 403 located remotely. The equipment cabinet 403 is installed on or near a curb at a certain distance from the wireless charger 401, but it is preferable to install it as close to the wireless charger 401 as possible to reduce the cost of interconnects 404 (e.g., high-current cables, cooling pipes, communication wiring, or optical fibers), the cost and scope of trenching for installation, and other costs associated with the installation of the wireless charger.

[0064] In the example shown in Figure 4A, the area of ​​the sidewalk and pedestrian walkway 405 is inevitably reduced due to the need to install the equipment cabinet 403, which is not always desirable depending on the location of the WPT system. Existing traffic control structures and pedestrian protection structures, indicated by bollards 406, may already exist on the pedestrian walkway 405 before the installation of the wireless charger 401 and remote equipment cabinet 403. In this example, the sidewalk 405 and pavement 407 may run parallel to each other, or the pavement 407 may be in a loop. This reduces the interface between the pavement 407 and the pedestrian walkway 405, resulting in passengers being concentrated in a limited area. Figure 4B Figure 4B schematically shows an example of a roadside wireless charger system with minimized installation space for managing the active and passive heat dissipation sources of a GA (Gas Aggregation) facility.

[0065] In the space-saving example in Figure 4B, the improved wireless charger 408 is positioned in the road surface and configured to charge an EV402 (an electric bus in this example) equipped with the appropriate equipment. In the example in Figure 4B, power is supplied from a remote interconnect 411 to a public DC power source via buried wiring 414, and DC-AC conversion is performed within the wireless charger 408 embedded in the pavement 407.

[0066] In this example, the cooling function of the wireless charger 408 is achieved by a vented bollard 409 and a vented lighting pole 410, each installed on the walkway 405 and independent of the interconnection 411. The vented bollard 409 is connected to the wireless charger 408 by piping 412 and can function as a passive, active, or semi-active radiator (heat exchanger) utilizing waste heat. In active mode, coolant is supplied from the improved wireless charger 408 to the vented bollard 409, where an exhaust fan air-cools the coolant as it passes through an internal heat exchanger (not shown). In passive mode, the improved wireless charger 408 is connected to the vented bollard 409 by a heat pipe or heat siphon, and air can be drawn into the internal heat exchanger (not shown) using the chimney effect to lower the temperature of the coolant. In semi-active mode, coolant is supplied from the improved wireless charger 408 to the vented bollard 409, and air is drawn into an internal heat exchanger (not shown) by the chimney effect, cooling both the coolant and the improved wireless charger 408.

[0067] Similarly, the lighting pole 410 also functions as a cooling structure for the improved wireless charger 408. The connection point 413 between the light and the charger is either a pressurized coolant line, a heat pipe, or a heat siphon (also called a thermosiphon). Passive heat pipes can be used up to 3 meters in length, and heat siphons can be used when the distance between the charger and the heat exchanger is 10 to 15 meters. Similar to the vented bollard 409, the vented lighting pole 410 can function as a heat sink for passive, semi-active, or active cooling systems. In active mode, coolant can be supplied from the improved wireless charger 408 to the vented lighting pole 410, where an exhaust fan can be used to air-cool the coolant as it passes through an internal heat exchanger (not shown). In passive mode, the improved wireless charger 408 is connected to the vented lighting pole 410 by a heat pipe or heat siphon, and the chimney effect can be used to draw air into the internal heat exchanger (not shown) and lower the temperature of the coolant. In semi-active mode, coolant is supplied from the improved wireless charger 408 to the vented lighting pole 410, and air is drawn into an internal heat exchanger (not shown) by the chimney effect, cooling both the coolant and the improved wireless charger 408.

[0068] In the example in Figure 4B, the heat exchanger is located within the vented bollard 409 and / or vented lighting pole 410, rather than in the remote equipment cabinet 403, thus reducing the impact of adding the wireless charging system to the ground pedestrian space compared to the example in Figure 4A. Furthermore, the conversion to DC power eliminates the need for the equipment cabinet 403 located in the pedestrian walkway 405. In addition, modifications to existing structures or the addition of dual-purpose structures or configurations (in the example in Figure 4B, the lighting pole 410 provides both lighting and cooling, and the bollard protects pedestrians from vehicle collisions while also providing cooling) further minimize the impact on passable ground areas such as the pedestrian walkway 405.

[0069] By adding lighting pole 410, it becomes possible to install overhead cameras for use in a foreign object detection (FOD) system (U.S. Patent Application "Foreign Object Detection for Wireless Power Transmission System," Application No. 17 / 659,452, April 15, 2022). Figure 5 Figure 5 shows an example of a two-part passive cooling structure in which the heat exchanger structure is disguised as a lighting pole. Figure 5 shows a pair of GA502 and 503 within a charging area demarcated by markings 504 at charging positions 505 and 506. GA502 and 503 are modular and consist of one or more coil assemblies. Guidelines for parking and positioning navigation assistance are not shown.

[0070] Lighting poles 507 and 508 are suitable for passive cooling and are located on the walkway 516 adjacent to charging positions 505 and 506. Each lighting pole 507 and 508 is provided with a passive radiating structure 511 on an optional insulating band 512. The radiating structure 511 is out of reach of pedestrians on the walkway 516. The radiating structure 511 acts as the condensing end of the thermal siphon 515 of lighting poles 507 and 508, with the evaporation end located in GA 502 and 503.

[0071] An additional passive heat exchange structure 514 is shown connected to a metal surface radiating curb 517. A heat pipe 513 connects GA 502 and 503 to each passive heat exchange structure 514, with the evaporating end of the heat pipe 513 located within GA 502 and 503, and the condensing end of the heat pipe 513 connected to a passive heat exchange structure 514, shown in this example as a curved radiator 514. The curb radiator 514 provides additional passive cooling to GA 502 and 503 in addition to the lighting poles 507 and 508.

[0072] The heat siphon 515 and heat pipe 513 can be designed to operate at the same or different temperature thresholds by selecting the working fluid and internal pressure. Temperature sensors (not shown) provided in the radiant structures 511 within the lighting poles 507 and 508, and in the radiant curb 514, can be used to initiate active cooling if the heat of the lighting poles 507 and 508 or the radiant curb 514 exceeds a contact safety threshold based on legal or safety limits (e.g., ASTM C1055, “Standard Guide to Surface Conditions of Heating Systems Causing Contact Burns”).

[0073] Because the radial curb 514 and lighting poles 507 and 508 may raise the temperature of the surrounding air and / or the walkway, the arrangement shown in Figure 5 can be considered a dual-use system for melting snow and ice in winter or other cold environmental conditions. Figure 6A Figure 6A is a partial perspective view showing a semi-active heat exchanger structure used in a WPT system, which is disguised as a bollard 601 and illustrates an exemplary configuration. Based on bollard design (columns used to protect buildings or pedestrian areas or to form building boundaries), the heat exchanger bollard 601 passively cools the WPT system (not shown) using thermal mass and the chimney effect. The bollard 601 has multiple air inlets 602, a heat exchanger 603 (shown as a helical coil in this example), and multiple air outlets 604. The multiple air inlets 602 are located below the vertical midpoint of the bollard 601, near the bollard base 608, and the multiple air outlets 604 are located above the vertical midpoint of the bollard 601, furthest from the bollard base 608. Bollard 601 utilizes its shape and the space within it to create a chimney effect, thereby cooling the coolant flowing into it through the inlet pipe 606. As shown in the figure, in 6A, the bollard base 608, inlet pipe 606, and outlet pipe 607 are shown below the ground 605.

[0074] In Figure 6, the bollard 601 6A operates in semi-active cooling mode. That is, refrigerant pumped from the GA passes through a passive heat exchanger 603 located inside the bollard 601. More specifically, the refrigerant is sent from the GA of the WPT system to the bollard 601 through an inlet pipe 606. Ambient air passes through multiple air inlets 602, through the interior of the bollard 601, through the heat exchanger 603, and is discharged through multiple air outlets 604. The air flowing through the bollard 601 removes heat from the refrigerant flowing through the heat exchanger 603, and then the air is discharged from the bollard 601, and the cooled refrigerant returns to the GA of the WPT system through an outlet pipe 607. The structure of the bollard 601 can also be applied to passive radiant structures for thermal siphons and heat pipes, for example, as shown in Figure 5. Alternatively, the heat exchange capacity can be increased by equipping the bollard 601 with an air handling fan to increase airflow. Figure 6B Figure 6B is a diagram illustrating a passive heat exchange structure used in a WPT system, which is disguised as a bollard 601 and is an exemplary configuration. Based on bollard design (i.e., columns used to protect buildings or pedestrian areas or to form building boundaries), the heat exchange bollard 601 passively cools the WPT system (not shown) using thermal mass and the chimney effect. The bollard 601 in Figure 6B shows that the heat exchange structure is disguised as a bollard 601. Figure 6B has multiple air inlets 602, a finned heat exchanger 611, and multiple air outlets 604. The multiple air inlets 602 are located below the vertical midpoint of the bollard 601, near the bollard base 608, and the multiple air outlets 604 are located above the vertical midpoint of the bollard 601 furthest from the bollard base 608.

[0075] The bollard 601 in Figure 6B utilizes its shape and internal space to dissipate heat received from the heat siphon or heat pipe 612 fluid-coupled to the WPT system, taking advantage of the chimney effect. The bollard 601 in Figure 6B functions as a heat dissipation structure for the heat siphon or heat pipe 612 (also shown in Figure 5). Alternatively, the bollard 601 can be equipped with an air-handling fan to increase airflow and enhance heat exchange capacity. Figure 7A Figure 7A is a partial perspective view showing a semi-active heat exchanger structure used in a WPT system, in which the heat exchanger structure is disguised as a lighting pole in the exemplary configuration. In the semi-active cooling example shown in Figure 7A, the central pipe 702 of the lighting pole protrudes from the insulating cladding pipe 704 of the lighting pole. Furthermore, the lighting pole includes an air inlet (not shown), a central pipe outlet 705, and heat exchangers 701 (shown as coils in this example) arranged radially between the central pipe 702 and the insulating cladding pipe 704. The heat exchangers 701 (shown as coils in this example) are configured to transfer heat from the coolant flowing into the heat exchanger 701 through the inflow coolant pipe 707 to the air flowing through the central pipe 702. More specifically, the air inlet is located directly above the base 709 of the lighting pole, and the air inlet introduces ambient cooling air 710 into the central pipe 702, which flows through the central pipe 702 and is heated by the coolant flowing through the heat exchanger 701. The heated air is then discharged from the central pipe outlet 705 as heated exhaust 711, utilizing the chimney effect or stacking effect. Furthermore, the cooled coolant returns from the heat exchanger 701 through the output pipe 708 to the GA (not shown) of the WPT system.

[0076] In the example in Figure 7A, the central pipe 702 is used to hold a floodlight 703 at the top or upper end of the central pipe 702, but other uses (e.g., bases for advertising or traffic control signs, antenna mounts, flagpoles, etc.) are also envisioned. The lighting pole base 709 in Figure 7A is shown below a slope 706 through which the inlet cooling pipe 707 and outlet cooling pipe 708 are routed. In the example in Figure 7A, the base 709, inlet cooling pipe 707, and outlet cooling pipe 708 are each positioned below the slope 706 and out of sight during system installation to prevent damage from pedestrian vandalism or other causes. In other examples, the base 709 may extend above the slope 706, but it is preferable, if possible, that the inlet coolant pipe 707 and outlet coolant pipe 708 remain below the slope 706. Figure 7B Figure 7B is a partial perspective view showing a passive heat exchanger structure used in a WPT system, in which the heat exchanger structure is disguised as a lighting pole. In the passive cooling example shown in Figure 7B, the central pipe 702 of the lighting pole protrudes from the insulated pipe 712 of the lighting pole. Furthermore, the lighting pole includes an air inlet (not shown), a central pipe outlet 705, and a heat exchanger 701 (shown as a finned heat exchanger in this example) radially arranged between the central pipe 702 and the insulated pipe 712. The heat exchanger 701 is configured to transfer heat from heated air flowing in from a thermal siphon or heat pipe 714 to the air in the central pipe 702. More specifically, the air inlet is positioned directly above the base 713 of the lighting pole, and the air inlet introduces ambient air 710 into the central pipe 702, which passes through the central pipe 702 and is heated by the hot air flowing through the finned heat exchanger 701. The heated air is then discharged from the central pipe outlet 705 as heated exhaust 711, utilizing the chimney effect or stacking effect.

[0077] In the example in Figure 7B, the central pipe 702 is used to hold the floodlight 703 at the top or upper end of the central pipe 702, but other uses are also possible (e.g., base for advertising or traffic control signs, antenna mounting, flagpole, etc.). In the scenario in Figure 7B, the lighting pole structure is used as part of a passive cooling system with a heat pipe or heat siphon 714, so only one inlet and outlet for the heat pipe or heat siphon 714 is required, entering from below the slope 706 as shown. In other installation scenarios, the base 713 may extend above the slope 706, but if possible, it is preferable that the incoming heat pipe or heat siphon 714 be located below the slope 706.

[0078] Both the semi-active cooling embodiment (Figure 7A) and the passive cooling embodiment (Figure 7B) of the pseudo-lighting pole heat exchanger can be enhanced by adding a fan unit (a controller with a fan, temperature sensor, and programmable memory) to increase the airflow through the heat exchanger. The fan can be selectively activated (and its speed controlled) as needed to increase cooling capacity while reducing the power consumption of the fan unit. Figure 8 Figure 8 shows the configuration of an exemplary parking lot-based charging station with multiple WPT chargers and coordinated thermal management. The charging station is equipped with multiple WPT chargers (e.g., ground assemblies (GAs)) 801, 802, 803, and 804, each positioned in a parking space with chargers defined between multiple parking lines or markers 812. A thermal management system (TMS) 805 is used to control a thermal heat director (THD) 806 that provides coolant exchange between the GAs (801, 802, 803, or 804) and the coolant reservoir 807. Thus, each of the chargers (GAs) 801, 802, 803, and 804 is fluidly coupled to the coolant reservoir 807 to move coolant between the coolant reservoir 807 and the chargers 801, 802, 803, and 804. Furthermore, the TMS805 and THD806 control coolant exchange, with chargers 801, 802, 803, and 804 and coolant reservoir 807 being controlled. This control also includes current atmospheric conditions, temperature measurements reported from the GA, and the use of predictive models that allow for the individual supply of appropriately cooled or heated coolant to GA801, 802, 803, and 804.

[0079] The TMS 805 can also transmit status signals for GA801, 802, 803, and / or 804 to a vehicle ready for charging (e.g., via radio signals or indicator lights (not shown)). For example, a parking space equipped with GA may have indicator signals such as ready to approach, ready to charge, temporary charging interruption (e.g., temperature fault requiring cooling), fault, not ready to charge, or other unspecified indicator signals.

[0080] In the embodiment shown in Figure 8, the coolant reservoir 807 is concealed at the base of the lighting pole 808. This special lighting pole 808 not only provides nighttime lighting but also supports a heat exchanger and / or radiator for cooling the reservoir 807. Additional heat exchangers can be incorporated into the pavement, walkway, and bollard as needed or desired. By using coolants from multiple reservoirs at different temperature levels, multiple coolant sources can be provided to the THD 806, and the coolants can be mixed and heated or cooled as needed to improve energy efficiency.

[0081] The interconnection between the THD806 and the coolant reservoir 807 is performed via underground piping and wiring 809. In this example, the coolant and data connections 810 between the THD806 and GA801, 802, 803, and 804 are located within the curb 811 and wired under the pavement of the parking spaces. Each parking space with GA801, 802, 803, and 804 is defined by a visible marker 812. The marker 812 may include painted lines, bollards, raised pavement, or other markings indicating that the parking space is equipped with a WPT charger / system. Figure 9 Figure 9 shows a passive thermal management system that utilizes the ground as a heat sink in an exemplary configuration. In Figure 9, a wireless charging assembly 901 is installed beneath the ground 902, such as a parking lot, bus stop, or lane. The wireless charging assembly 901 may consist of one or more induction coil assemblies. The heat generated by the operation of the wireless charging assembly 901 is transferred to a cooling plate 903 coupled to the wireless charging assembly 901. In some examples, the cooling plate 903 may be located beneath or inside the wireless charging assembly 901.

[0082] In one example, the cooling plate 903 comprises a parallel bundle of Litz wire 904. The Litz wire 904 consists of bundles of small, flexible strands of aluminum or copper, insulated with film, arranged in a geometric pattern to form a cable, so that each strand of the Litz wire 904 can occupy any position along the entire length of the cable. The size of the strands is selected to reduce losses due to the skin effect and proximity effect, and to minimize magnetically induced eddy currents. Extending the Litz wire 904 beneath the wireless charging assembly 901 and to the surrounding ground 905 forms a heat sink that can conduct and dissipate thermal energy without adversely affecting the magnetic charging signal. Figure 10 Figure 10 shows a passive and active mixed thermal management system for a loading dock application used for wireless charging in an exemplary configuration of a WPT system. As shown in Figure 10, truck 1001 is backing into loading platform 1002 for loading and unloading cargo and wireless charging of the battery inside truck 1001. In this exemplary scenario, loading platform 1002 is located indoors, and truck 1001 is located on a load-bearing concrete floor 1003.

[0083] A radio receiver 1004 in the vehicle assembly (VA), such as truck 1001, and a radio transmitter 1005 in the ground assembly (GA) are used to charge the truck 1001's battery. The radio receiver 1004 is mounted on the underside of the truck 1001's chassis to minimize the radio transmission gap between the radio receiver 1004 and the radio transmitter 1005 and to protect personnel and cargo from stray magnetic flux. As shown in the figure, auxiliary electronic equipment 1006 is mounted on the underside floor 1003 of the vehicle and between the rear wheels of truck 1001 and the loading dock 1002. Along the walls of the loading platform 1002, active cooling channels 1007 for air cooling or fluid cooling piping are provided to exhaust or dissipate heat to the outside. The cooling channels 1007 may be pre-cooled to enhance their heat absorption capacity. The cooling channels 1007 may be shared or dedicated to a particular loading dock 1002 or a set of loading docks 1002.

[0084] In the example shown in Figure 10, a passive cooling pad 1008 is provided to transfer the heat generated by the WPT ground charger 1005 to the outdoors or the surrounding air. The pad 1008 is nominally sized to fit laterally between the wheels of the track 1001 and may consist of ribbed metal panels, a plastic-metal matrix (filled with a super-high thermal conductivity polymer composite), or an array of liquid-filled plastic tubes. In one example, the liquid may be a phase-change material (PCM) for rapid immediate heat absorption and long-term heat dissipation. Figure 11 Figure 11 shows an example of a system that enhances the efficiency of a WPT system using a building equipped with a WPT heat recovery system. In this system, a wireless charger 1101 (shown here as a modular 2x2 configuration) is installed outside the building 1102. A sidewalk 1103 separates the building 1102 from the charging lane 1104. In this example, the charging lane 1104 and the general lane 1105 are distinguished by lane markings.

[0085] The wireless charger 1101 is actively cooled by a coolant line 1106 that interconnects the wireless charger 1101 with the recycling facility 1107. In the recycling facility 1107 (shown here as outside building 1102), a heat controller 1108 distributes coolant to the wireless charger 1101 as needed from an insulated storage tank 1109 or a radiant structure (not shown) to cool or lower the temperature of the wireless charger 1101. The heated coolant in tank 1109 can be used in the building to heat air or water for various purposes. In some examples, particularly in cold climate regions, the heat controller 1108 can distribute heated coolant from the insulated storage tank 1109 to the wireless charger 1101 as needed, raising the temperature of the wireless charger 1101 to prevent freezing or other damage to the electrical components of the wireless charger in cold / freezing conditions. In this way, the heated coolant from the tank 1109 is sent to the wireless charger 1101 via the heat controller 1108 and the roadbed piping 1106, allowing the static operating temperature to be maintained in extremely cold conditions. Figure 12 Figure 12 is a schematic diagram illustrating an exemplary configuration of an actively cooled WPT system. In the high-level design for thermal management of the WPT system shown in Figure 12, the ground assembly is installed within a vault 1201. A temperature sensor 1202 monitors the temperature of the vault 1201, and each modular ground coil assembly (not shown) socketed into the vault 1201 is equipped with its own temperature sensor 1202. The vault 1201 is installed below the ground 1203, and the ground coil assembly cover is mounted flush with or slightly below the pavement surface (slope) 1203. Installation of ground coil assemblies not flush with the pavement surface is an installation option. Ground coil assemblies mounted on the pavement surface are equipped with internal temperature sensors as well as protective housings.

[0086] To ensure redundancy and as a response to soft failures, each installed ground coil assembly is equipped with its own dedicated cooling system, each with its own dedicated cooling pipes 1204 and 1205. These cooling pipes connect the vault 1201 and the auxiliary equipment cabinet 1206. Alternatively, a common cooling system can be provided for multiple charging pads within the ground coil assembly (for example, one cooling system for every 4 to 8 charging pads). Power and communication links between the vault 1201 and the auxiliary equipment cabinet 1206 are not shown in Figure 12.

[0087] The macrocooling loop shown in Figure 12 begins with an inlet cooling pipe 1204, through which cooled coolant 1207 flows into the above-ground coil assembly in the basement 1201. The heated coolant flow 1208, heated by the components of the above-ground coil assembly, passes through the outlet cooling pipe 1205. The temperature of the heated coolant flow 1208 is monitored by a temperature sensor 1209. An optional passive or semi-active cooling element 1210 can be installed in the outlet cooling pipe 1205, and optional valves 1211, 1212 can be used to control the fluid flow and pre-cool the heated coolant flow 1208 before it reaches the auxiliary equipment cabinet 1206.

[0088] In this example, the heated refrigerant 1208 passes through a forced-air-cooled heat exchanger 1213 once it reaches the auxiliary equipment cabinet 1206. The speed of one or more fan units 1214 is controlled by the ambient temperature, which is determined by an ambient temperature sensor 1215, a heated refrigerant temperature sensor 1216, and an exhaust temperature sensor 1217 for exhausting the air 1218. A thermal expansion tank 1219 plays a role in maintaining both the pressure and circulation rate of the refrigerant. It should be noted that both the refrigerant flow rate and refrigerant pressure are measured, and one or more sensors (not shown) are used to evaluate flow characteristics such as flow distribution, pipe blockage, and leaks.

[0089] The cooled refrigerant 1207 after the heat exchanger can pass through a secondary cooling element 1220 (e.g., a passive, semi-active, or additional active chiller, or a combination thereof) to achieve a desired refrigerant temperature (determined by a temperature sensor 1221). The cooled refrigerant 1207 is pressurized by a pump 1222 and then sent to the vault 1201 via an inlet refrigerant pipe 1204. Optional passive or semi-active cooling elements 1223, along with optional valves 1224 and 1225 for controlling the fluid flow, can be installed in the inlet cooling pipe 1204 to further cool the refrigerant 1207 before reaching the vault 1201. If optional passive or semi-active cooling elements 1223 are added, an optional temperature sensor 1226 may be included at the vault 1201 inlet of the inlet cooling pipe 1204.

[0090] Pump 1222 may be a continuous pressure pump. Pump 1222 may have specified ramp-up and ramp-down pressure changes to prevent pressure spikes in the coolant 1207. Pump 1222 may also be a variable pressure type that controls the pressure drop by feedback from one or more cavitation sensors to prevent excessive wear of polymer components used in the GA (for details of polymer components, see U.S. Patent Application No. 18 / 098,037, "System and Method for Thermal Management of Inductive Radio Power Transmitter"). Cavitation can also be prevented by calculated limits imposed on the pump speed and system pressure. Figure 13A Figure 13A is a cross-sectional view of a passive / active hybrid thermal management system for an outdoor wireless charging application in an exemplary configuration of a WPT system. The wireless charger 1301 is embedded in a structural support socket 1302 embedded in the road surface 1303. Underground cooling pipes 1304 (e.g., discharge pipes) carry the coolant through packing 1305. In this example, an auxiliary electronics storage unit 1306 is installed embedded in the walkway 1307. Cooling of the auxiliary electronics storage unit 1306 can be shared with or independent of the cooling of the wireless charger 1301, as shown in Figure 13A. The thermal controller 1308 includes a coolant valve controller, a pump, and coolant reservoirs and expansion reservoirs. The thermal controller 1308 also includes a processor module for monitoring temperature and pressure sensors (not shown), computing resources and memory for logging and predictive modeling, optional pumps and flow control valves, and wireless messaging and indicator lighting for the wireless charger 1301.

[0091] The cooling structure 1312 shown in Figure 13A is a general example and may be a forced-air heat exchanger, a passive radiator, or a hybrid passive / active cooling system. The cooling structure 1312 may also be filled with a heat absorber such as water, saltwater, or a non-toxic phase change material (PCM) (e.g., paraffin wax) to remove heat from the wireless charger 1301 via the cooling pipes 1304. Furthermore, the cooling pipes 1304 may be laid so as to minimize the distance between the wireless charger 1301 and the thermal controller 1308. Alternatively, the cooling pipes 1304 may meander (e.g., serpentine) within the filler 1305 to increase the conductive surface area exposed to the filler 1305. The thermal controller 1308 can control the exchange of coolant between the cooling structure 1312 and the wireless charger 1301 via the cooling pipes 1304 to achieve the desired cooling of the wireless charger 1301.

[0092] In some embodiments, optional coolant tubes 1309 (shown as dashed lines) can be installed around the outer surface of the coolant pipes 1304 so that the coolant tubes 1309 surround at least a portion of the coolant pipes 1304. The coolant tubes 1309 can enhance the cooling and heat transfer capacity of the WPT system compared to the coolant pipes 1304 and filler 1305 alone, as will be further described below with respect to Figures 13B and 13C. Figure 13B Figure 13B shows the configuration of an inline cooler tube 1304 that penetrates cooler tube 1309. In this example, cooler tube 1309 is filled with PCM 1311 (leaving room for thermal expansion), and cooler tube 1304 is located in the center of PCM 1311. In other examples, cooler tube 1304 may be offset or meander through cooler tube 1309 within PCM 1311 (e.g., meandering).

[0093] As shown in the cross-section, the cooling tube 1309 can be constructed from a corrugated tubing made of galvanized steel. Corrugated tubing is readily available and widely used. The corrugated structure also increases the surface area for dissipating heat from the PCM 1311. In this example, a single metal cooling tube 1304 penetrating the PCM 1311 is assumed, but it will be understood that in exemplary configurations, it is also possible to have cooling tubes penetrating the PCM 1311 on both the inlet and outlet sides. In Figure 13B, the cooling tube 1304 is installed midway through the tube (coaxially). The cooling tube 1309 with the PCM 1311 is embedded in a gravel and sand filler 1305 (Figure 13) designed to support the road surface 1303 and enhance heat transfer to the surrounding soil 1313. Using a denser filler (e.g., granite or basalt gravel) will absorb more heat than the less dense but more common shale or limestone gravel. Using fine-grained gravel increases the overall density of the filler and also increases the surface area with the surrounding soil. Sand, especially sand made from high-density materials, can be used to increase the density of the filler and, consequently, its heat capacity.

[0094] Heat transfer from the PCM 1311 can be improved by adding fins, ridges, or metal sponge material to the inner surface of the cooling pipe 1304. Heat transfer to the PCM material 1311 can also be improved by using multiple cooling pipes instead of a single pipe 1304 shown within the cooling tube 1309. Figure 13C Figure 13C shows an alternative configuration for an inline coolant 1304 penetrating the cooling tube 1309 in an exemplary configuration. As shown in the cross section, the cooling tube 1309 is made of a corrugated galvanized iron tube. Corrugated tubes are readily available and widely used, and their corrugated structure increases the heat dissipation area from the PCM 1311. In this example, a single metal cooling tube 1304 penetrating the PCM 1311 is assumed, but it will be understood that in exemplary configurations, both an inlet and outlet cooling tube could also penetrate the PCM 1311. Here, the cooling tube 1304 is shown attached to the bottom of the corrugated tube of the cooling tube 1309 to utilize convection within the PCM 1311 and to connect directly to the corrugated tube. The cooling tube 1309 with the PCM 1311 is designed to support the road surface 1303 and is embedded in a gravel and sand filler formulated to enhance heat transfer to the surrounding soil 1313. Figure 14A Figure 14A shows the installation of a WPT charger 1401 in a trench 1414 approximately equal in width to the WPT charger 1401, backfilled with large, low-density aggregate 1405. The volume, conduction surface area, and shape of the installation trench 1414 contribute to both the heat capacity and heat transfer coefficient when used for passive cooling of the WPT charger 1401. In some examples, the aggregate 1405 may be limestone, shale, expanded shale, expanded clay, expanded slate, or pumice. Such installation options can be used when passive cooling from the cooling pipe 1404 to the surrounding ground 1411 is unnecessary or impossible due to the installation (e.g., when heating of the soil and / or ground surface is undesirable). The trench 1414 may be required by various placement options (e.g., to avoid wiring of public utilities, to avoid above-ground structures, the cost of trenching, the cost of paving, aesthetic reasons, etc.). In the trench 1414, heat transfer is reduced because the interface 1415 with the surrounding ground 1411 is smaller. When embankment 1405 is flooded or saturated, its heat capacity increases, but this can lead to undesirable settlement and soil instability. Figure 14B Figure 14B shows an example of a charger installation in which a wide trench 1414 (e.g., twice the width of the WPT charger 1401) is backfilled with high-density aggregate (e.g., granite, basalt, or marble fragments). Such an installation can be used when passive cooling from the cooling pipe 1404 to the surrounding soil 1411 is required. The wide trench 1414 results in increased heat capacity due to its volume (in this example, a higher density packing material is selected) and increased heat transfer through a larger conductive interface 1415 with the surrounding soil 1411.

[0095] The properties of filler 1405 are another factor that determines both the heat capacity and heat transfer coefficient when used for passive cooling. Lightweight granular materials using low-density aggregates are one option. Lightweight granular materials have more large voids unless smaller aggregates such as rock powder or sand are mixed in as fillers. High-density granular materials (when compressed) are characterized by voids between aggregate particles, expressed as a percentage of the total space occupied by the material, but these are much smaller compared to lightweight granular materials. Figure 14C Figure 14C shows a typical example of compressed and filled large aggregate filler 1405 installed in trench 1414 of Figure 14A. When large filler is selected, large voids 1416 are created, which need to be filled with lower-grade material (e.g., sand, rock powder). The large aggregate 1405 and the filled voids 1416 play a role in reducing the heat transfer coefficient when the trench is used as a passive heat sink. Figure 14D Figure 14D shows a typical example of compressed and packed small aggregate filler 1405 installed in trench 1414 in Figure 14B. Choosing lower-grade filler reduces the amount of void 1416 that needs to be filled with lower-grade material (e.g., sand, rock powder). The small aggregate 1405 and the filled small voids 1416 help to increase the heat transfer coefficient when the trench is used as a passive heat sink. Figure 15 Figure 15 shows an exemplary configuration of a heat recycling facility at a bus stop equipped with a WPT charger. Figure 15 shows a bus stop shelter 1501 and its associated wireless charger 1502. The bus stop surrounds a pedestrian walkway 1503. Conduits 1504 for cooling water, electricity, and communications are laid underground between the WPT charger 1502 and an auxiliary electronics cabinet 1505. The auxiliary electronics cabinet 1505 is equipped with a cooling water valve controller, pumps, heat exchangers, ventilation fans, and a cooling water reservoir (none of which are shown).

[0096] A temperature-controlled or automatically controlled heating coolant is supplied via under-walk piping 1506 to a heat exchanger 1507 located within or beneath the walkway 1503, which can melt snow and ice. Additionally, a temperature-controlled or automatically controlled heating coolant is supplied via piping 1509 to heat the bus stop 1501, where, in this example, a heated bench 1508 is installed. Figure 16A Figure 16A shows one embodiment of a reuse scenario and structure in an exemplary configuration for transferring thermal energy generated during a WPT charging session to coexisting piping. The wireless charger 1601 is installed below ground level 1602. Coolant outlet piping 1603 and coolant inlet piping 1604 are fluid-coupled between the wireless charger 1601 and the contact heat exchanger 1605, respectively. The contact heat exchanger 1605 transfers thermal energy to coexisting piping 1606. The coexisting piping 1606 can be used for applications not specifically described, such as drinking water, sewage, and high-pressure fire extinguishing water. Figure 16B Figure 16B is a second diagram illustrating a reuse scenario and structure in an exemplary configuration for transferring thermal energy generated during a WPT charging session to coexisting piping. The wireless charger 1601 is installed below ground level 1602. Coolant outlet piping 1603 and coolant inlet piping 1604 are fluidically coupled between the wireless charger 1601 and the contact heat exchanger 1605, respectively. As shown in Figure 16B, the non-penetrating contact heat exchanger 1605 extends along and in contact with the parallel piping 1606 for a certain distance. The contact heat exchanger 1605 transfers thermal energy to the parallel piping 1606, raising the temperature of the fluid flowing through the parallel piping 1606. The parallel piping 1606 is used for various applications not specifically described, such as drinking water, sewage, and high-pressure fire extinguishing water. The coolant passing from the wireless charger 1601 through the contact heat exchanger 1605 located in the parallel piping 1606 does not mix with the contents (fluid) flowing through the parallel piping 1606. Figure 17 Figure 17 is a flowchart illustrating how to manage the active and passive heat dissipation resources of the ground assembly ("GA") equipment before, after, and during a wireless charging session.

[0097] Once the WPT system, including the thermal management system, is initialized in process 1701, the thermal management control first collects information from temperature sensors placed within the system (e.g., GA coils, ambient air collection sites, ground monitoring sites, coolant reservoirs, passive and / or active dissipation structures, etc.). Additionally, ambient light sensors may be placed at or near the charging sites to indicate day and night. Alternatively, a real-time programmable clock may be provided, in which sunrise and sunset times are calculated by ephemeris calculations.

[0098] Furthermore, past temperature measurements, thermal activation thresholds, and cooling resource deactivation thresholds can be stored in database 1703 and uploaded from there to the thermal management system. In step 1702, current near real-time temperature measurements received from installed temperature sensors are compared with past temperature measurements and / or thresholds received from database 1703 to create a cooling plan for the charging session.

[0099] Next, in the charging session initiation step 1704, temperature measurements are taken periodically and compared to the cooling plan. As the charging session continues, sensor monitoring continues in step 1705, and additional cooling resources are brought online as needed according to the cooling plan. Deviations in the thermal profile from the cooling plan measured from the temperature sensors are processed in adjustment step 1706. In adjustment step 1706, a predictive model is implemented to determine whether to bring additional cooling resources online or to suppress or stop power supply to the EV in step 1707 if uploaded operating or safety thresholds are exceeded.

[0100] Once a charging session has ended, the inter-session preparation phase begins in step 1708. Cooling resources (both active and passive) may be used to prepare the charging location for the next charging session. Cooling continues until the temperature of the charger and passive structures falls below the operating residual threshold or reaches the ambient temperature. Preparation step 1708 may also include maintaining the charger temperature to prevent excessive thermal contraction of electronics and freezing of fluids. conclusion While various embodiments have been described above, it should be understood that these are merely illustrative and not limiting. For example, any element relating to the above system and method may employ any of the desired functions described above. Therefore, the scope of preferred embodiments should not be limited by any of the above exemplary embodiments.

[0101] As described herein, logic, commands, or instructions implementing aspects of the methods described herein may be provided to computing systems including any number of form factors of computing systems, such as desktop or laptop computers, tablets, netbooks, mobile devices such as smartphones, client terminals, and server-hosted machine instances. Another embodiment described herein involves incorporating the techniques described herein into other forms, including programmed logic, hardware configurations, or other forms of specialized components or modules, including devices with respective means for performing the functions of such techniques. Each algorithm used to perform the functions of such techniques may include sequences of some or all of the electronic operations described herein, or other aspects shown in the accompanying drawings and the detailed description below. Such systems and computer-readable media containing instructions for performing the methods described herein also constitute exemplary embodiments.

[0102] The processing functions described herein can be implemented in software in one embodiment. The software may consist of computer-executable instructions stored on a computer-readable medium or computer-readable storage device (e.g., one or more non-temporary memories, or other types of hardware-based storage devices, local or network-connected). Furthermore, such functions may correspond to modules, which may be software, hardware, firmware, or any combination thereof. Multiple functions may be performed by one or more modules as needed, and the embodiments described are merely examples. The software may run on a digital signal processor, ASIC, microprocessor, or other type of processor running on a computer system such as a personal computer, server, or other computer system, and can transform such a computer system into a specially programmed machine.

[0103] The examples described herein include, or can operate on, processors, logic, or multiple components, modules, or mechanisms (hereinafter, "modules"). A module is an entity (e.g., hardware) capable of performing a particular operation and may be configured or arranged in a particular manner. In one example, a circuit may be arranged as a module in a particular manner (e.g., internally or relative to an external entity such as another circuit). 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 by firmware or software (e.g., instructions, application parts, or applications) as modules that operate to perform a particular operation. In one example, the software may reside on a machine-readable medium. When executed by the underlying hardware of a module, the software causes the hardware to perform a particular operation.

[0104] Therefore, the term “module” is understood to encompass hardware and / or software entities of entities that are physically constructed, specifically configured (e.g., hardwired), or temporarily configured (e.g., transiently) (e.g., programmed) to operate in a particular way or to perform some or all of the operations described herein. Considering an example where a module is temporarily configured, each module does not necessarily have to be instantiated at a specific point in time. For example, if a module includes a general-purpose hardware processor configured with software, the general-purpose hardware processor may be configured as different modules at different points in time. Thus, software can configure a hardware processor to, for example, configure one module at one point in time and a different module at another point in time.

[0105] Those skilled in the art will understand that while the disclosures contained herein relate to power supply to vehicles, this is only one of many possible applications, and other embodiments, including applications other than vehicles, are also possible. For example, those skilled in the art will understand that there are many applications where it is desirable for customers to wait in line and for their electronic devices to be charged as they move through the line. For example, an inductive portable appliance charger (e.g., PowerMAt(tm)) used to charge toothbrushes, mobile phones, and other devices can be controlled as described herein. Thus, these and other such applications are included in the scope of the following claims.

Claims

1. A thermal management system for a wireless power transmission (WPT) system for charging electric vehicles using a ground-mounted wireless charger, A heat exchanger system thermally coupled to the wireless charger of the WPT system, the heat exchanger system comprising a first passive heat exchange element and at least one of a second passive heat exchange element, a semi-active heat exchange element, or an active heat exchange element, A thermal management system comprising: a heat exchange system that uses the first passive heat exchange element to remove heat from the wireless charger during operation to maintain its temperature, and selectively uses the second passive heat exchange element, the semi-active heat exchange element, or the active heat exchange element if the first passive heat exchange element is insufficient to maintain the temperature of the wireless charger below a predetermined temperature limit.

2. A thermal management system according to claim 1, wherein the heat exchanger system is fluidly coupled to the wireless charger.

3. A thermal management system according to claim 2, wherein the heat exchanger system is fluidly coupled to the wireless charger using a liquid coolant.

4. A thermal management system according to claim 1, wherein the heat exchanger system is thermally coupled to the wireless charger using a gaseous coolant.

5. A thermal management system according to claim 1, wherein if the first passive heat exchange element is insufficient to maintain the temperature of the wireless charger below the predetermined temperature limit, the heat exchanger system uses the semi-active heat exchange element.

6. A thermal management system according to claim 5, wherein the heat exchanger system uses the active heat exchange element when the semi-active heat exchange element is not sufficient to maintain the temperature of the wireless charger below the predetermined temperature limit.

7. A thermal management system according to claim 1, wherein the first passive heat exchange element does not require the application of external power to produce a cooling effect for the wireless charger.

8. A thermal management system according to claim 1, wherein the first passive heat exchange element removes heat from the wireless charger and transfers that heat to the surrounding air.

9. A thermal management system according to claim 1, wherein the semi-active heat exchange element includes a fan or pump that selectively assists in cooling the wireless charger, thereby selectively inducing the flow of a coolant to remove heat from the wireless charger and maintaining the temperature of the wireless charger below a predetermined temperature limit.

10. A thermal management system according to claim 1, wherein the active heat exchange element includes at least one pump, fan, or chiller that operates continuously to generate a continuous flow of coolant through the wireless charger, thereby cooling the wireless charger and helping to maintain the temperature of the wireless charger below a predetermined temperature limit.

11. A thermal management system according to claim 1, wherein the first passive heat exchange element comprises a cooling plate located beneath or inside the wireless charger of the WPT system, the cooling plate comprising a parallel bundle of insulated and twisted Litz wires, the Litz wires being cabled in a geometric pattern and extending beneath and around the wireless charger to remove heat from the wireless charger, wherein the Litz wires do not generate eddy currents.

12. A thermal management system for a wireless power transmission (WPT) system for charging electric vehicles using a ground-mounted wireless charger, A heat exchanger system hidden within a structure so as not to be seen by the public, the heat exchanger system being thermally coupled to the wireless charger of the WPT system, and comprising one or more of the following: a passive heat exchanger element, a semi-active heat exchanger element, and an active heat exchanger element, A thermal management system comprising a concealed heat exchange system that uses one or more of the passive heat exchange element, the semi-active heat exchange element, and the active heat exchange element to remove heat from the wireless charger during its operation and maintain the temperature of the wireless charger below a predetermined temperature limit.

13. A thermal management system according to claim 12, wherein the heat exchanger system is concealed from public view within one or more lighting pole heat exchangers and bollard heat exchangers located near the wireless charger of the WPT system.

14. A thermal management system according to claim 12, wherein the heat exchanger system is hidden from public view in a road adjacent to a bus stop, and the output cooling pipes supply heated coolant from the wireless charger to one or more of the bus stop shelter, the bench inside the bus stop shelter, and the sidewalk adjacent to the bus stop, thereby heating the bus stop shelter, the bench inside the bus stop shelter, or the sidewalk adjacent to the bus stop.

15. A thermal management system according to claim 12, wherein the passive heat exchange element comprises a heat pipe having a first end and a second end, the first end of the heat pipe being thermally and mechanically coupled to the wireless charger, and the second end of the heat pipe being thermally and mechanically coupled to a curb radiator located in a curb adjacent to the road surface, thereby transferring heat from the wireless charger to the surrounding air via the curb radiator.

16. In the thermal management system according to claim 12, The heat exchanger system is concealed within a loading dock that includes a loading platform and at least one of an inflow coolant pipe or an outflow coolant pipe extending along the wall of the loading platform. The heat exchange system, concealed within the loading dock, is configured to remove heat from the wireless charger located within the travel surface of the loading dock. A heat exchanger system hidden in the loading dock further comprises a passive cooling pad positioned between the wheels of the electric vehicle when parked in the loading dock, wherein the passive cooling pad is configured to transfer heat generated by the wireless charger to one or more of the air and / or the ground, in a thermal management system.

17. A thermal management system for a wireless power transmission (WPT) system for charging electric vehicles using a ground-mounted wireless charger, A heat exchanger system thermally coupled to the wireless charger of the WPT system, the heat exchanger system comprising one or more of the following: a passive heat exchange element, a semi-active heat exchange element, and an active heat exchange element. The heat exchange system uses one or more of the passive heat exchange element, the semi-active heat exchange element, and the active heat exchange element to remove heat from the wireless charger during its operation and maintain the temperature of the wireless charger below a predetermined temperature limit. Herein, the heat removed from the wireless charger of the WPT system is used to heat a fluid or substance separate from the thermal management system, in a thermal management system.

18. A thermal management system according to claim 17, wherein a building heat recycling system is located adjacent to the WPT system, and the thermal management system provides heated coolant from the heat exchanger system to the building heat recycling system to heat the fluid used in the building.

19. A thermal management system according to claim 18, wherein the thermal recycling system receives the heated fluid coolant from an inlet cooling pipe that is fluidly coupled to the thermal recycling system of the building and supplies it to the thermal management system of the WPT system.

20. A thermal management system according to claim 17, wherein the heat exchanger system comprises a contact heat exchanger side attached to coexisting piping, and transfers heat from the wireless charger to one or more of the drinking water, sewage, and high-pressure fire extinguishing water in the coexisting piping.

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