Wireless charging of various types of electric vehicles
Patent Information
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- キャパクテック リミテッド
- Filing Date
- 2024-05-30
- Publication Date
- 2026-06-05
Smart Images
Figure 2026518378000001_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to a wireless electric vehicle charging system, a power management system, a modular converter, a modular inverter, and a transmitter used in the wireless electric vehicle charging system, a parking lot equipped with the wireless electric vehicle charging system, a power management system in the wireless electric vehicle charging system, the use of the modular converter, the modular inverter, and the transmitter, and a method for charging the battery of an electric vehicle parked at the transmitter of the wireless electric vehicle charging system.
[0002] Specifically, the present invention relates to a wireless electric vehicle charging system including a switchable module and a transmitter capable of respectively outputting and receiving power in different modes, components for the module and the transmitter, and a method for charging an electric vehicle using the wireless electric vehicle charging system.
Background Art
[0003] Wireless electric vehicle charging systems are known in the art, and a wireless electric vehicle charging system includes a power source / power supply, a converter or an inverter, and a transmitter connected to the converter / inverter via a cable. The converter / inverter is configured to receive power from the power source / power supply and output the power in the form of an alternating current of a frequency of about 85 kHz to the transmitter via the cable. The transmitter is in the form of a coil, and thus, when the current from the converter / inverter flows through the coil, a magnetic field is generated around the transmitter. This magnetic field can cause an alternating current in a corresponding receiver (which can also be a coil) in the electric vehicle parked at the transmitter, and this alternating current is then rectified into a direct current by a rectifier of the electric vehicle and can then be used to charge the battery of the electric vehicle.
[0004] Such wireless electric vehicle charging systems are installed in parking lots, such as car parking lots. In these parking lots, each parking space typically has one transmitter so that each electric vehicle parked in the lot receives power from only one transmitter. Therefore, the transmitters are placed in the parking lot, for example, in the center of each parking space, spaced approximately 2 to 3 meters apart from each other.
[0005] Because the transmitters need to be installed approximately 2-3 meters apart from each other, the aforementioned wireless electric vehicle charging systems have a one-to-one structure. That is, there is only one transmitter connected to each converter / inverter. These systems have a one-to-one structure because, in order to generate a sufficiently large magnetic field around the transmitter when the system is in use, power must be transmitted in these systems at a high frequency, such as approximately 85 kHz. Using such a high frequency typically results in very high impedance in the cables used to supply power from the converter / inverter to the transmitter, which is understood to be due to the relatively high skin effect and inductive reactance that occur at high frequencies. Due to the high impedance, the cables used in these systems exhibit high power loss and voltage loss along their length. In other words, these cables need to be as short as reasonably possible to ensure that the power reaching the transmitter is sufficient to achieve the desired charge level of the electric vehicle parked at the transmitter. Therefore, many existing wireless electric vehicle charging systems use cables that are only 2-3 meters long. In other words, to allow transmitters to be spaced approximately 2-3 meters apart in a parking lot, typically only one transmitter can be connected to each converter / inverter.
[0006] Using a one-to-one system presents problems because one converter / inverter needs to be installed in each parking space within a parking lot, allowing the transmitter connected to that converter / inverter to be positioned in the center of the parking space. This increases the risk of electric vehicle drivers rear-ending the converter / inverter, thereby damaging it, and the risk of one or more converters / inverters being destroyed. It also increases the cost of installing such a wireless electric vehicle charging system because it requires more electrical components.
[0007] To address the above issues, a one-to-many wireless electric vehicle charging system has been developed. Such a system has multiple transmitters connected to each converter / inverter, thus reducing the number of converters / inverters that need to be installed in the parking lot, thereby mitigating the aforementioned problems.
[0008] An example of a one-to-many system is described in International Publication No. 2022 / 258782. In this system, capacitive cables are used to supply power from one converter / inverter to multiple transmitters. Capacitive cables are well known in the art and are described, for example, in International Publication Nos. 2010 / 026380, 2019 / 234449, 2021 / 094783, 2021 / 094782, 2020 / 120932, and 2024 / 110610. Capacitive cables typically exhibit much lower reactance than conventional cables, so when these cables are used to transmit high-frequency power, the power and voltage losses observed along the length of the cable are lower than when conventional cables are used instead. In other words, capacitive cables can be used to efficiently transmit power in the form of high-frequency alternating current over distances much longer than 2-3 meters, thereby allowing multiple transmitters to be connected to each converter / inverter, and thus reducing the number of converters / inverters in a wireless electric vehicle charging system compared to a one-to-one system with the same number of transmitters.
[0009] A one-to-many wireless electric vehicle charging system supplies each transmitter, and consequently the electric vehicles being charged using the system, with power having either (i) a fixed current and variable voltage, or (ii) a variable current and fixed voltage. In other words, a one-to-many wireless electric vehicle charging system is suitable for charging electric vehicles equipped with active rectifiers. The active rectifier can be switched between a state configured to receive power having (i) a fixed current and variable voltage, and a state configured to receive power having a variable current and fixed voltage, so that the electric vehicle in which the active rectifier is part can be switched to the configuration required when parked in a parking lot equipped with a one-to-many wireless electric vehicle charging system.
[0010] Despite the advantages of one-to-many systems over one-to-one systems, one-to-many wireless electric vehicle charging systems have not become widespread. One reason for this is that prior art one-to-many systems are not suitable for charging electric vehicles with passive rectifiers, as standardized by industry standards SAE J2954 and IEC 61980. This is because electric vehicles with passive rectifiers require a direct one-to-one connection to the converter / inverter in order to receive power from that converter / inverter. This is because passive rectifiers do not control how power is supplied to them; that is, unlike active rectifiers, they cannot be switched to multiple configurations. Instead, the converter / inverter dynamically changes the voltage, current, and / or frequency of the power supplied to the transmitter on which the electric vehicle with the passive rectifier is parked, thereby changing the amount of power supplied to the electric vehicle. Therefore, a one-to-one connection is necessary to allow the converter / inverter to specifically control the power output to the target transmitter.
[0011] Therefore, prior art one-to-many wireless electric vehicle charging systems are suitable for charging electric vehicles with active rectifiers, but not for electric vehicles with passive rectifiers. In contrast, a parking lot equipped with a one-to-one wireless electric vehicle charging system can be used to charge both electric vehicles with active and passive rectifiers. This is because some of the converters / inverters in the parking lot may be configured to supply power with a fixed voltage and variable current, while others may be configured to supply power with a variable voltage and fixed current, and yet another may be configured to supply power with dynamically variable voltage, current, and / or frequency. In any case, since only one transmitter is connected to each converter / inverter, a direct one-to-one connection is established between the converter / inverter and the electric vehicle's rectifier. Thus, electric vehicles entering the parking lot can be guided to transmitters connected to converters / inverters configured to supply power to the electric vehicle's rectifier in an appropriate manner.
[0012] Unlike one-to-many wireless electric vehicle charging systems, one-to-one systems can be used to charge electric vehicles with active rectifiers as well as electric vehicles with passive rectifiers. Therefore, despite having advantages over one-to-one systems, one-to-many systems have not become widespread. [Overview of the Initiative] [Problems that the invention aims to solve]
[0013] Therefore, it is desirable to provide a one-to-many wireless electric vehicle charging system that can be used to charge both electric vehicles with active rectifiers and electric vehicles with passive rectifiers.
[0014] It is also generally desired to provide alternative, preferably improved, wireless electric vehicle charging systems and components therefor. [Means for solving the problem]
[0015] The present invention provides a one-to-many wireless electric vehicle charging system that can be used to charge electric vehicles having active rectifiers and electric vehicles having passive rectifiers. The present invention also provides a power management system, a modular converter, a modular inverter and a transmitter used in the wireless electric vehicle charging system, as well as the use of said components in the wireless electric vehicle charging system.
[0016] The present invention further provides a parking lot equipped with a one-to-many wireless electric vehicle charging system, and a method for charging the batteries of parked electric vehicles to the transmitters of the one-to-many wireless electric vehicle charging system.
[0017] One advantage of the wireless electric vehicle charging system of the present invention is that it can be used to charge both electric vehicles having an active rectifier and electric vehicles having a passive rectifier.
[0018] Another advantage of the wireless electric vehicle charging system of the present invention is that the form of power supplied to the electric vehicle can be changed at a particular transmitter, meaning that there may be little to no need, or in some cases no need at all, to guide the electric vehicle to a parking space having a transmitter configured to supply power to the electric vehicle's rectifier in an appropriate form. This makes the wireless electric vehicle charging system and the parking lot equipped with the system easier to manage for the system / parking lot operator. The method of the present invention may be advantageous for similar reasons.
[0019] A third advantage of the wireless electric vehicle charging system of the present invention is that the system is a one-to-many system that can be used to establish such a connection between a transmitter used to supply power to an electric vehicle having a rectifier that requires a one-to-one connection, and the converter / inverter of the system.
[0020] The fourth advantage of the wireless electric vehicle charging system of the present invention is that it can be used for charging both electric vehicles configured to operate at 400V and electric vehicles configured to operate at 800V.
[0021] The power management system, modular converter, modular inverter and transmitter of the present invention are similarly advantageous because they can be used to facilitate the realization of the above advantages of the wireless electric vehicle charging system.
Brief Description of the Drawings
[0022] [Figure 1] FIG. 1 shows a schematic block diagram of a wireless electric vehicle charging system. [Figure 2] FIG. 2 shows a schematic block diagram of the wireless electric vehicle charging system of FIG. 1 having four electric vehicles parked at four transmitters respectively. [Figure 3] FIG. 3 shows the wireless electric vehicle charging system of FIG. 2 after two of the electric vehicles have completed charging and thus driven away. [Figure 4] FIG. 4 shows the wireless electric vehicle charging system of FIG. 3 after another electric vehicle has parked at one of the transmitters shown in the empty state in FIG. 3. [Figure 5] FIG. 5 shows the wireless electric vehicle charging system of FIG. 4 after one electric vehicle has parked at the transmitter shown in the empty state in FIG. 4. [Figure 6] FIG. 6 shows the wireless electric vehicle charging system of FIG. 5 at a time after the time shown in FIG. 5.
Embodiments for Carrying Out the Invention
[0023] According to a first aspect of the present invention, (a) a modular converter or modular inverter including a plurality of modules each configured to receive power from a power source and output the power in the form of an alternating current; (b) A plurality of transmitters each configured to receive power from the modular converter / inverter and wirelessly transmit the power A wireless electric vehicle charging system comprising: Each module is configured to: (i) A first module mode in which the module is configured to output power to one of the transmitters via a cable that is connected to the one transmitter but not to other transmitters; (ii) A second module mode in which the module is configured to output power to one or more of the transmitters via a cable that is connected to all of the plurality of transmitters. The module is switchable between the first and second module modes. Each transmitter is configured to: (i) A first transmitter mode in which the transmitter is configured to receive power from one of the modules in the first module mode via the cable that is connected to the one transmitter but not to other transmitters; (ii) A second transmitter mode in which the transmitter is configured to receive power from one or more of the modules in the second module mode via the cable that is connected to all of the plurality of transmitters. A wireless electric vehicle charging system is provided that is switchable between the first and second transmitter modes.
[0024] As used herein, the term "converter" is intended to mean an electrical component capable of converting an alternating current having a first frequency into an alternating current having a second frequency different from the first frequency.
[0025] As used herein, the term "inverter" is intended to mean an electrical component capable of converting a direct current into an alternating current.
[0026] As used herein, the term "rectifier" is intended to mean an electrical component capable of converting an alternating current into a direct current.
[0027] A wireless electric vehicle charging system is understood to be a one-to-many wireless electric vehicle charging system because it has multiple transmitters configured to receive power from the same converter / inverter.
[0028] It is also understood that when a module is in first module mode, any transmitter configured to output power from that module is in first transmitter mode. Similarly, when a transmitter is in first transmitter mode, any module configured to receive power from that transmitter is in first module mode. Likewise, when a module is in second module mode, any one or more transmitters configured to output power from that module are each in second transmitter mode, and when a transmitter is in second transmitter mode, any one or more modules configured to receive power from that transmitter are each in second module mode.
[0029] The transmitter may be a coil. Preferably, the transmitter is part of the ground pad of a wireless electric vehicle charging system, which may be integrated with the parking space of a parking lot. Including the transmitter in the ground pad may be advantageous because one or more other components of the ground pad can protect the transmitter from damage, for example, by an electric vehicle traveling above it.
[0030] A wireless electric vehicle charging system may have a cable for each transmitter that connects the transmitter to a converter / inverter. This can be advantageous because it may allow for a one-to-one connection between the transmitter and the converter / inverter module. This connection may be required for certain types of electric vehicles, particularly those with passive rectifiers. Therefore, this can be advantageous because it may enable the charging of electric vehicles that could not previously be charged using one-to-many wireless electric vehicle charging systems.
[0031] The cables connecting each transmitter individually to the converter / inverter do not necessarily connect each transmitter to a specific module of the converter / inverter. Instead, the cables may typically connect each transmitter to the converter / inverter, which may allow for the assignment of a specific module to a specific transmitter when using a wireless electric vehicle charging system. In this context, “assignment” refers to the process of switching a module to a first module mode such that the module is configured to output power to a specific transmitter via a cable connected to that transmitter but not to any other transmitter. Any one module of the modules may be assigned to any one transmitter of the transmitters.
[0032] Each module in the second module mode may be configured to output power to all of the multiple transmitters that are in the second transmitter mode. Therefore, all transmitters may be in the second transmitter mode at a given time, thereby allowing power to be simultaneously drawn from all modules in the second module mode via cables connected to all of the multiple transmitters. Accordingly, the cables connected to all of the multiple transmitters may be parallel distributed trunk cables configured to supply power to the multiple transmitters simultaneously.
[0033] Each module in the second module mode may be configured to output power to a subset of the multiple transmitters in the second transmitter mode, while the other transmitters are each in the first transmitter mode. Thus, some of the transmitters, i.e., those in the second transmitter mode, may draw power from cables connected to all of the multiple transmitters, while the other transmitters, i.e., those in the first transmitter mode, may each draw power specifically from one module of the modular converter / inverter. This can be advantageous because it facilitates simultaneous charging of electric vehicles with active rectifiers and electric vehicles with passive rectifiers.
[0034] Each transmitter in the second transmitter mode described above may be configured to receive power from all of the modules in the second module mode described above. Therefore, all of the modules may be in the second module mode at a given time, thereby supplying power to all transmitters in the second module mode simultaneously via cables connected to all of the transmitters. This can be advantageous because it makes it easier to supply the combined power output of two or more modules to the same transmitter, thereby increasing the amount of power that a single electric vehicle could otherwise draw from the transmitter at a given time. This can be advantageous when an electric vehicle with particularly high power demands parks at one of the transmitters. For example, if each module is configured to output up to 10 kW of power, the maximum amount of power that a single transmitter can draw from the converter / inverter when in the first transmitter mode is 10 kW. However, when two modules are connected in parallel, that is, when both are in second module mode, a transmitter that draws power from the cables connected to all of the transmitters, i.e., a transmitter in second transmitter mode, can draw up to 20kW of power in a given time. This is advantageous because it can be easier to charge an electric vehicle parked at this transmitter at a faster rate compared to charging an electric vehicle using a module in first module mode.
[0035] Each transmitter in the second transmitter mode may be configured to receive power from a subset of the multiple modules in the second module mode, while the other modules are each in the first module mode. Therefore, some of the modules, i.e., the modules in the second module mode, may output power to the cables connected to all of the multiple transmitters, while the others, i.e., the modules in the first module mode, may each output power specifically to one transmitter. This can be advantageous because it may facilitate simultaneous charging of electric vehicles with active rectifiers and electric vehicles with passive rectifiers.
[0036] The above wireless electric vehicle charging system is (a) A receiver configured to receive data from one or more electric vehicles, (b) A processor, which, according to the above data, (i) For each module individually, determine whether the module needs to operate in the first module mode or the second module mode described above. (ii) A processor configured to determine, individually for each transmitter, whether or not the transmitter needs to operate in the first transmitter mode or the second transmitter mode, (c) A controller, which, in accordance with the above determination, (i) Switch each module individually to the first module mode or the second module mode described above. (ii) A controller configured to individually switch each transmitter to either the first transmitter mode or the second transmitter mode. It may also be equipped with a power management system that has the following features.
[0037] Having such a power management system can be advantageous because it allows the wireless electric vehicle charging system to switch modules and transmitters between modes depending on the charging requirements of one or more electric vehicles using the system.
[0038] The data from one or more electric vehicles described above may also be data regarding the charging requirements of each electric vehicle. For example, the charging requirements may include whether or not the electric vehicle has an active or passive rectifier. Such embodiments may be advantageous because they may enable the wireless electric vehicle charging system to supply each electric vehicle with the appropriate amount of power in an appropriate form according to the charging requirements of that electric vehicle.
[0039] Each of the above-mentioned electric vehicles may be an electric vehicle parked at or approaching one of the above-mentioned transmitters. It is advantageous to receive data from an electric vehicle parked at one of the above-mentioned transmitters because this may allow the system to be modified in response to changes in power demand at that transmitter. It is also advantageous to receive data from an electric vehicle approaching one of the above-mentioned transmitters because this may allow the system to be modified in response to changes in power demand occurring at the transmitter, thereby ensuring that the transmitter and converter / inverter are properly configured to charge the vehicle by the time the arriving electric vehicle is parked at the transmitter. This may, for example, facilitate faster charging at the time the electric vehicle is parked at the transmitter.
[0040] Each module in the first module mode described above may be configured to output a certain amount of power to one transmitter determined by the modular converter / inverter, in response to a request from an electric vehicle parked at or approaching that transmitter. This can be advantageous because certain rectifiers requiring a one-to-one connection, such as passive rectifiers standardized by SAE J2954 and IEC 61980, may require a certain amount of power to be supplied by a wireless electric vehicle charging system, while the converter / inverter of the wireless electric vehicle charging system can ultimately decide whether to supply that amount of power or a different amount. In such a system, it is understood that the converter / inverter plays a central role in controlling the power supply to the electric vehicle.
[0041] Each module in the second module mode described above may be configured to output a specific amount of power to each of the one or more transmitters as requested by an electric vehicle parked at or approaching that transmitter. This can be advantageous because certain types of rectifiers, such as active rectifiers, may require a specific amount of power to be supplied from the wireless electric vehicle charging system, and the converter / inverter can supply that amount of power as long as there is sufficient available power. In such a system, the converter / inverter will typically supply as much power as possible, but it is understood that the rectifier plays a central role in controlling the power supply to the electric vehicle.
[0042] Each module in the first module mode described above may be configured to output power having dynamically variable voltage, current, and / or frequency. This is advantageous because a passive rectifier configured to receive power in this form may require a direct one-to-one connection to a particular module of the converter / inverter, which is achieved by using the modules in this manner.
[0043] Each module in the first module mode described above may be configured to output power in the form of alternating current with a variable frequency. This is advantageous because it may provide another way to control the amount of power supplied to the transmitter, namely, a method that does not require changing the voltage and / or current. This may give the operator of a wireless electric vehicle charging system greater control power by allowing them to select the electrical parameters that are easiest to change and modify those parameters as needed.
[0044] Each module in the second module mode described above may be configured to output power having (i) a fixed voltage and variable current or (ii) a variable voltage and fixed current. This can be advantageous because an active rectifier configured to receive power in one of these forms may not require a direct one-to-one connection to a particular module of the converter / inverter. Instead, power can be drawn from a cable connected to all of the multiple transmitters. This allows such a rectifier to supply more power to the transmitters in a parked electric vehicle than would be possible using just one of the modules in the first module mode.
[0045] Some electric vehicles are configured to operate at 400V, while others are configured to operate at 800V. Therefore, in embodiments where each module in second module mode is configured to output power with a fixed voltage and variable current, it may be impossible to charge both types of electric vehicles. For example, if the voltage is fixed at 400V, a module in second module mode may not be able to power an electric vehicle configured to operate at 800V that is parked at one of the transmitters. In such cases, the transmitter to which the 800V electric vehicle is parked may be switched to first transmitter mode, thereby configured to receive power from a module in first module mode, which may be configured to output the 800V power required by the electric vehicle. Thus, a wireless electric vehicle charging system is advantageous because it can be used to charge both electric vehicles configured to operate at 400V and electric vehicles configured to operate at 800V.
[0046] Each module may be configured to output power at a frequency of approximately 70 kHz to approximately 95 kHz. Preferably, each module is configured to output power at a frequency of approximately 85 kHz. These frequencies are suitable for generating a magnetic field around the transmitter that is large enough for the transmitter to wirelessly transmit power to an electric vehicle parked at the transmitter.
[0047] If there are more transmitters than modules, the number of transmitters that can receive power in the first transmitter mode is limited by the number of modules, because for each transmitter in the first transmitter mode, one module may need to be in the first module mode. Therefore, preferably, the wireless electric vehicle charging system comprises an equal number of modules and transmitters. This allows any of the transmitters to draw power in either the first transmitter mode or the second transmitter mode at a given time, thereby giving the system operator greater control and flexibility in configuring the system according to the requirements of the electric vehicle using the system.
[0048] The above modular converter / inverter may comprise at least two modules. Preferably, at least three modules are present. More preferably, at least four modules are present. Even more preferably, at least five modules are present. Even more preferably, at least six modules are present. Including a larger number of modules enhances the control capabilities of the operator of the wireless electric vehicle charging system, for example, by allowing more modules to be switched to the first module mode in a given time. In addition, this facilitates an increase in the amount of power supplied to a particular transmitter, because the combined power output of two or more modules in the second module mode can be supplied to a single transmitter.
[0049] The above wireless electric vehicle charging system may have at least two transmitters. More preferably, at least four transmitters. Even more preferably, at least five transmitters. Even more preferably, at least six transmitters. Using a larger number of transmitters makes it easier to charge a larger number of electric vehicles.
[0050] Each module of a modular converter may be a converter; that is, it may be capable of converting an alternating current having a first frequency to an alternating current having a second frequency different from the first frequency. Similarly, each module of a modular inverter may be an inverter; that is, it may be capable of converting a direct current to an alternating current.
[0051] Each module may also be a power amplifier module.
[0052] The above wireless electric vehicle charging system may comprise four modules, each being a power amplifier module configured to output up to 10 kW of power. Therefore, the modular converter / inverter may be a 40 kW converter / inverter. In such an embodiment, up to 40 kW of power can be supplied to the transmitters at a given time. That is, when all modules are in second module mode, only one transmitter is in second transmitter mode. When a transmitter is in first transmitter mode, it is understood that it can only receive up to 10 kW of power at a given time. Such an embodiment may be advantageous because these are typical amounts of power required for electric vehicles being charged at wireless electric vehicle charging stations installed in parking lots.
[0053] The above wireless electric vehicle charging system may comprise six modules, each a power amplifier module configured to output up to 25 kW of power. Therefore, the modular converter / inverter may be a 150 kW converter. In such an embodiment, up to 150 kW of power can be supplied to the transmitters at a given time. That is, when all modules are in second module mode, only one transmitter is in second transmitter mode. When a transmitter is in first transmitter mode, it is understood that it can only receive up to 25 kW of power at a given time. Such an embodiment may be advantageous because these are typical amounts of power required for electric vehicles being charged at wireless electric vehicle charging stations installed in parking lots.
[0054] The above cable, which is connected to one transmitter but not to any other transmitter, (a) A first conductor connected to the above modular converter / inverter but not connected to the above one transmitter, (b) A second conductor connected to the above-mentioned transmitter but not connected to the above-mentioned modular converter / inverter, (c) Dielectric material between the first conductor and the second conductor It may also be a capacitive cable having [a specific feature / feature].
[0055] By using capacitive cables, the reactance of the cables can be reduced compared to using conventional cables, thereby maximizing the efficiency of the wireless electric vehicle charging system.
[0056] The above cable, which is connected to all of the above multiple transmitters, (a) A first conductor connected to the above modular converter / inverter but not connected to the above multiple transmitters, (b) A second conductor connected to all of the above multiple transmitters but not connected to the above modular converter / inverter, (c) Dielectric material between the first conductor and the second conductor It may also be a capacitive cable having [a specific feature / feature].
[0057] By using capacitive cables, the reactance of the cables can be reduced compared to conventional cables, thereby maximizing the efficiency of the wireless electric vehicle charging system. In addition, this makes it easier to connect multiple transmitters to the same modular converter / inverter with reduced power and / or voltage losses along the cable length, compared to using conventional cables. Therefore, by using capacitive cables, the ability of the wireless electric vehicle charging system to supply the desired amount of power to each transmitter can be improved compared to using conventional cables.
[0058] The above-described wireless electric vehicle charging system may include an impedance management system configured to change the impedance of the cables connected to all of the plurality of transmitters. This can be advantageous because, for example, by increasing the impedance of the capacitive cables, the current and thus the power can be reduced, and therefore the impedance management system can also be used to control the amount of current and thus the power supplied to each transmitter at a given time. This makes it possible to change the amount of current and thus the power supplied to each transmitter over time, and therefore such an embodiment is particularly useful when the modules in the second module mode are configured to supply power with a fixed voltage and a variable current.
[0059] An example of an impedance management system suitable for use in wireless electric vehicle charging systems is described in PCT / EP2024 / 064946, the contents of which are incorporated herein by reference.
[0060] The impedance management system described above may be configured to change the total impedance of the cable, or one or more local impedances at one or more points along the cable. Changing the total impedance of the cable may be advantageous because it makes it easier to significantly change the amount of current / power supplied to each transmitter. Changing one or more local impedances at one or more points along the cable may also be advantageous because it makes it easier to fine-tune the impedance at each transmitter, and consequently the impedance of the current supplied to each transmitter. In addition, by changing one or more local impedances at one or more points along the cable, it is possible to vary the amount of current / power supplied to each transmitter.
[0061] Each of the above-mentioned points along the cable may be associated with one of the above-mentioned transmitters. This may be advantageous because it makes it easier to fine-tune the impedance at each transmitter, and consequently the amount of current / power supplied to each transmitter, compared to the case where each of the above-mentioned points is associated with one or more other points on the cable.
[0062] The above wireless electric vehicle charging system may include a modular converter. In other words, preferably, the modular converter or modular inverter is a modular converter.
[0063] According to a second aspect of the present invention, a power management system for a wireless electric vehicle charging system according to a first aspect of the present invention, (a) A receiver that receives data from one or more electric vehicles, (b) A processor, which, according to the above data, (i) For each module of the wireless electric vehicle charging system described above, it is determined whether the module needs to operate in the first module mode or the second module mode described above. (ii) A processor for determining, individually for each transmitter of the above-mentioned wireless electric vehicle charging system, whether or not the transmitter needs to operate in the first transmitter mode or the second transmitter mode, (c) A controller, which, in accordance with the above determination, (i) Switch each module individually to the first module mode or the second module mode described above. (ii) A controller configured to individually switch each transmitter to either the first transmitter mode or the second transmitter mode. A power management system equipped with the following features is provided.
[0064] Such a power management system allows a wireless electric vehicle charging system using the power management system to switch the system's modules and transmitters between modes depending on the requirements of one or more electric vehicles being charged using the system.
[0065] The data from one or more electric vehicles described above may also be data regarding the charging requirements of each electric vehicle. For example, the charging requirements may include whether or not the electric vehicle has an active or passive rectifier. Such embodiments may be advantageous because they enable a wireless electric vehicle charging system using a power management system to supply each electric vehicle with the appropriate amount of power in an appropriate form according to the charging requirements of that electric vehicle.
[0066] Each of the above-mentioned electric vehicles may be an electric vehicle parked at or approaching one of the transmitters of the wireless electric vehicle charging system. It is advantageous to receive data from an electric vehicle parked at one of the transmitters because it allows the system to be modified in response to changes in power demand occurring at the transmitter. It is also advantageous to receive data from an electric vehicle approaching one of the transmitters because it may allow the system to be modified in response to changes in power demand occurring at that transmitter, thereby ensuring that the transmitter and converter / inverter are properly configured to charge the vehicle by the time the arriving electric vehicle is parked at the transmitter. This makes it easier, for example, to perform faster charging when the electric vehicle is parked at the transmitter.
[0067] According to a third aspect of the present invention, a modular converter or modular inverter for a wireless electric vehicle charging system according to the first aspect of the present invention comprises a plurality of modules, each receiving power from a power source and outputting power in the form of alternating current, and each module is (i) A first module mode in which the module outputs power to the transmitter via a cable connected to the transmitter but not to any other transmitter, (ii) A modular converter or modular inverter is provided, which is switchable between a second module mode in which the module outputs power to one or more transmitters via cables connected to each of the multiple transmitters.
[0068] Such modular converters / inverters facilitate the realization of the aforementioned advantages of wireless electric vehicle charging systems.
[0069] Preferably, the modular converter or modular inverter is a modular converter. Such a modular converter may be advantageous because the power source / power supply configured to power the converter / inverter is typically configured to supply power in the form of alternating current with a frequency of about 50 Hz or about 60 Hz, rather than in the form of direct current. This is because this form is the form of power supplied by typical transmission and distribution networks, for example, in the UK and the US. Therefore, a converter can typically handle such alternating current, while an inverter may not.
[0070] According to a fourth aspect of the present invention, a transmitter for a wireless electric vehicle charging system according to a first aspect of the present invention, which is a transmitter for receiving power from a modular converter or modular inverter and transmitting power wirelessly, (i) A first transmitter mode for receiving power from one of the modular converters / inverters via a cable connected to the transmitter but not to any other transmitters, (ii) A transmitter is provided that is switchable to a second transmitter mode for receiving power from one or more modules of the modular converter / inverter via cables connected to each of the multiple transmitters.
[0071] Such transmitters facilitate the realization of the aforementioned advantages of wireless electric vehicle charging systems.
[0072] A fifth aspect of the present invention provides a parking lot equipped with a wireless electric vehicle charging system according to the first aspect of the present invention. Preferably, the parking lot is an automobile parking lot. It is understood that the above advantages of the wireless electric vehicle charging system apply equally to vehicle / automobile parking lots. However, vehicle / automobile parking lots may be even more advantageous because each transmitter can be installed in the parking space, such as in the center of the parking space, thereby ensuring that the electric vehicle parking lot is positioned in a suitable location for charging by the wireless electric vehicle charging system. For example, by parking an electric vehicle in a clearly marked parking space, it is ensured that the receiver for receiving power from the transmitter inside the electric vehicle is well aligned with the transmitter, thereby promoting efficient charging of the electric vehicle.
[0073] According to a sixth aspect of the present invention, the use of a power management system according to a second aspect of the present invention in a wireless electric vehicle charging system according to a first aspect of the present invention is provided. It is understood that this may be advantageous for the same reasons as those described above in relation to the first and second aspects of the present invention.
[0074] According to a seventh aspect of the present invention, the use of a modular converter or modular inverter according to a third aspect of the present invention is provided in a wireless electric vehicle charging system according to a first aspect of the present invention. It is understood that this may be advantageous for the same reasons as those described above in relation to the first and third aspects of the present invention.
[0075] According to an eighth aspect of the present invention, the use of a transmitter according to the fourth aspect of the present invention in a wireless electric vehicle charging system according to the first aspect of the present invention is provided. It is understood that this may be advantageous for the same reasons as those described above in relation to the first and fourth aspects of the present invention.
[0076] According to the ninth aspect of the present invention, a method for charging the battery of an electric vehicle parked at a transmitter of a wireless electric vehicle charging system according to the first aspect of the present invention, (a) A step of receiving data from the electric vehicle, (b) According to the above data, (i) A step of determining individually for each module of the wireless electric vehicle charging system whether the module needs to operate in the first module mode or the second module mode, (ii) A step of determining whether the transmitter needs to operate in the first transmitter mode or the second transmitter mode, (c) In accordance with the above determination, (i) The step of individually switching each module to the first module mode or the second module mode, (ii) The step of switching the transmitter to the first transmitter mode or the second transmitter mode, (d) The step of outputting power from the modular converter / inverter of the wireless electric vehicle charging system to the transmitter, (e) The step of wirelessly transmitting power from the transmitter to the electric vehicle, (f) A step of charging the battery of the electric vehicle using the power transmitted to the electric vehicle. A method for charging the battery of an electric vehicle, including [specific vehicle], is provided.
[0077] Such a method may be advantageous because it ensures that power is supplied to the electric vehicle in a form suitable for its rectifier.
[0078] The data from the electric vehicle may also be data regarding the charging requirements of the electric vehicle. For example, the charging requirements may include whether or not the electric vehicle has an active or passive rectifier. Such embodiments may be advantageous because they allow the method to supply the electric vehicle with the appropriate amount of power in an appropriate form according to the charging requirements of the electric vehicle.
[0079] A tenth aspect of the present invention is provided, a (one-to-many) wireless electric vehicle charging system for supplying power to one or more electric vehicles having various types of on-board chargers, such as on-board chargers configured to receive only direct current input from a rectifier (separate from the on-board charger) and on-board chargers configured to receive high-frequency alternating current input.
[0080] The above wireless electric vehicle charging system may include multiple ground pads (or charging points). Preferably, one or more of the ground pads or charging points are configured to switch between a state in which they receive power from the converter separately from the other ground pads and a state in which they receive power from the converter in parallel with the other ground pads.
[0081] The above-described wireless electric vehicle charging system may be configured to individually supply power to a specific ground pad or charging point or its vicinity when an electric vehicle having an on-board charger configured to receive only a DC current input from a rectifier (separate from the on-board charger) is parked there, and / or to supply power to one or more ground pads, for example, in parallel when an electric vehicle having an on-board charger configured to receive, for example, a high-frequency AC current input is parked there or its vicinity. [Examples]
[0082] The present invention will be described below with reference to the attached drawings.
[0083] (Example 1: Structure of a wireless electric vehicle charging system) Referring to Figure 1, the wireless electric vehicle charging system 1 comprises a power source 2 configured to output power at a frequency of 50 Hz, and a modular converter 3. The converter comprises four power amplifier modules 4, each configured to receive power from the power source and output power in the form of alternating current at a nominal frequency of 85 kHz. Each power amplifier is configured to output power up to 10 kW, and therefore the modular converter as a whole is configured to output power up to 40 kW.
[0084] The wireless electric vehicle charging system further comprises four transmitters 5, each configured to receive power from a modular converter and transmit power wirelessly.
[0085] Each power amplifier module is switchable between a first module mode in which the module outputs power to one of the transmitters via a cable 6 connected to that transmitter, but does not output power to the other transmitters, and a second module mode in which the module outputs power to one or more of the transmitters via cables 7 connected to all of the transmitters.
[0086] Each transmitter is switchable between a first transmitter mode, in which the transmitter is configured to receive power from one power amplifier module in first module mode via a cable connected to that transmitter but not to any other transmitters, and a second transmitter mode, in which the transmitter is configured to receive power from one or more power amplifier modules, each in second module mode, via cables connected to all of the multiple transmitters.
[0087] For clarity, the structure of cables that are each connected to one transmitter but not to any other is not shown in Figure 1. However, these cables are capacitive cables having a first conductor connected to a modular converter but not to the aforementioned transmitter, a second conductor connected to the aforementioned transmitter but not to the modular converter, and a dielectric material between the first and second conductors.
[0088] Similarly, for the sake of clarity, the structure of the cable connected to all of the multiple transmitters is not shown in Figure 1. However, this cable is a capacitive cable having a first conductor connected to the modular converter but not to the multiple transmitters, a second conductor connected to all of the multiple transmitters but not to the modular converter, and a dielectric material between the first and second conductors.
[0089] The wireless electric vehicle charging system further comprises: an impedance management system (not shown in Figure 1) configured to change the impedance of cables connected to all of a plurality of transmitters; a power management system (not shown in Figure 1) having a receiver configured to receive data from one or more electric vehicles; a processor configured to determine, individually for each module, whether the module needs to operate in a first module mode or a second module mode, and individually for each transmitter, whether the transmitter needs to operate in a first transmitter mode or a second transmitter mode, according to the above data; and a controller configured to individually switch each module to a first module mode or a second module mode, and individually switch each transmitter to a first transmitter mode or a second transmitter mode, according to the above determination.
[0090] Figure 1 shows only the components of the electrical circuit used to supply power from the power source to the transmitter. However, it is understood that the electrical circuit is completed by returning power from the transmitter to the power source using a return line such as a cable.
[0091] The wireless electric vehicle charging system is installed in the parking lot with each transmitter positioned in the center of the parking space.
[0092] (Example 2: Use of the wireless electric vehicle charging system from Example 1) Referring to Figure 2, the wireless electric vehicle charging system of Embodiment 1 is shown with four electric vehicles 8 parked separately at each of the four transmitters. Each electric vehicle draws power from its respective transmitter via wireless power transmission 9. All four electric vehicles have active rectifiers. Therefore, all power amplifier modules are switched to second module mode, and all four transmitters are switched to second transmitter mode. Two of the electric vehicles have a higher power demand than the other two, and therefore draw 11 kW of power from the converter, while the other two electric vehicles each draw only 9 kW of power.
[0093] Figure 3 shows the wireless electric vehicle charging system of Figure 2 at a later time than that shown in Figure 2. Therefore, referring to Figure 3, two of the electric vehicles shown in Figure 2 have finished charging and have therefore driven away. In other words, the electric vehicles have increased the power available to supply to the two transmitters that remain parked, and therefore the power output to one of these transmitters has increased from 9kW to 22kW, while the other electric vehicle continues to draw 11kW of power from the converter. All four power amplifier modules remain in second module mode, and all four transmitters remain in second transmitter mode.
[0094] Figure 4 shows the wireless electric vehicle charging system of Figure 3 at a later time than that shown in Figure 3. Therefore, referring to Figure 4, an electric vehicle with a passive rectifier is parked at one of the transmitters previously shown as empty in Figure 3. Because this passive rectifier requires a one-to-one connection between the transmitter from which it draws power and the modular converter, one of the power amplifier modules is assigned to the transmitter where the electric vehicle is parked. Consequently, this power amplifier module is switched to first module mode by the power management system, and the transmitter is switched to first transmitter mode by the power management system (see the switched connection at the second transmitter from the left, where the 10kW vehicle is parked). The other power amplifier modules remain in second module mode, and the other transmitters remain in second transmitter mode. The electric vehicle added in Figure 4 is drawing 10kW of power, i.e., the maximum power output of the power amplifier module assigned to that transmitter, making 30kW available to the other two electric vehicles. Therefore, one of those vehicles continues to draw 22kW of power, while the other vehicles, which were previously drawing 11kW, are now drawing only 8kW.
[0095] Figure 5 shows the wireless electric vehicle charging system of Figure 4 at a later time than that shown in Figure 4. Therefore, referring to Figure 5, the electric vehicle that was drawing 22 kW of power has finished charging and has therefore driven away. Since then, a new electric vehicle with a passive rectifier has been parked at its transmitter. Because this passive rectifier requires a one-to-one connection between the transmitter from which it is drawing power and the modular converter, one of the power amplifier modules is therefore assigned to the transmitter where the electric vehicle is parked. Thus, this power amplifier module is switched to first module mode by the power management system, and this transmitter is switched to first transmitter mode by the power management system (see the switched connection at the leftmost transmitter).
[0096] Referring again to Figure 5, a motor vehicle equipped with an active rectifier is parked at the transmitter shown as empty in Figure 4. Therefore, this transmitter is in second transmitter mode.
[0097] Each electric vehicle charging in transmitter mode draws 10kW of power from the converter, leaving 20kW of power available to the other two transmitters. Therefore, one of the other electric vehicles draws 11kW of power, and the other draws 9kW of power.
[0098] Figure 6 shows the wireless electric vehicle charging system of Figure 5 at a later time than that shown in Figure 5. Referring to Figure 6, the electric vehicles being charged by the transmitters in first transmitter mode have almost finished charging, so the amount of power each of these transmitters draws from the system decreases from 10kW to 5kW. However, this does not increase the amount of power supplied to the other two electric vehicles. This is because the power amplifier modules, each in first module mode, are not configured to output the remaining 5kW of power that they could have supplied to the cables connected to all of the transmitters while in first module mode. Therefore, the two electric vehicles drawing 11kW and 9kW of power, respectively, continue to draw these amounts of power from the wireless electric vehicle charging system.
[0099] Therefore, the wireless electric vehicle charging system is used to charge both electric vehicles with active rectifiers and electric vehicles with passive rectifiers. [Explanation of Symbols]
[0100] 1. Wireless electric vehicle charging system 2 power source 3. Modular Converters 4 Power Amplifier Modules 5 Transmitter 6. Cable connected to one transmitter 7. Cables connected to all of the multiple transmitters. 8 Electric Vehicles 9 Wireless Power Transmission
Claims
1. (a) A modular converter or modular inverter comprising a plurality of modules, each configured to receive power from a power source and output power in the form of alternating current, (b) A plurality of transmitters, each configured to receive power from the modular converter / inverter and transmit power wirelessly, A wireless electric vehicle charging system comprising, Each module (i) A first module mode in which the module is configured to output power to one of the transmitters via a cable that is connected to that one transmitter but not to the other transmitters, (ii) A second module mode in which the module is configured to output power to one or more of the transmitters via cables connected to all of the transmitters. It is possible to switch between these two options. Each transmitter, (i) A first transmitter mode in which the transmitter is configured to receive power from one module in the first module mode via a cable that is connected to the one transmitter but not to the other transmitters, (ii) A second transmitter mode in which the transmitter is configured to receive power from one or more modules of the module, each of which is in the second module mode, via the cables connected to all of the multiple transmitters. A wireless electric vehicle charging system that can be switched between modes.
2. The wireless electric vehicle charging system according to claim 1, wherein each module in the second module mode is configured to output power to all of the plurality of transmitters, each of which is in the second transmitter mode.
3. The wireless electric vehicle charging system according to claim 1, wherein each module in the second module mode is configured to output power to a subset of the plurality of transmitters, each of which is in the second transmitter mode, and the other transmitters are each in the first transmitter mode.
4. The wireless electric vehicle charging system according to claim 1 or 2, wherein each transmitter in the second transmitter mode is configured to receive power from all of the plurality of modules, each of which is in the second module mode.
5. The wireless electric vehicle charging system according to claim 1 or 3, wherein each transmitter in the second transmitter mode is configured to receive power from a subset of the plurality of modules, each of which is in the second module mode, and the other modules are each in the first module mode.
6. (a) A receiver configured to receive data from one or more electric vehicles, (b) A processor which, according to the data, (i) For each module individually, determine whether the module needs to operate in the first module mode or the second module mode, (ii) A processor configured to determine, individually for each transmitter, whether the transmitter needs to operate in the first transmitter mode or the second transmitter mode, (c) A controller which, in accordance with the determination, (i) Switch each module individually to the first module mode or the second module mode, (ii) A controller configured to individually switch each transmitter to the first transmitter mode or the second transmitter mode. A wireless electric vehicle charging system according to any one of claims 1 to 5, comprising a power management system having
7. The wireless electric vehicle charging system according to claim 6, wherein the data from one or more electric vehicles is data relating to the charging requirements of each electric vehicle.
8. The wireless electric vehicle charging system according to claim 7, wherein the charging requirement includes whether the electric vehicle has an active rectifier or a passive rectifier.
9. The wireless electric vehicle charging system according to any one of claims 6 to 8, wherein each of the one or more electric vehicles is an electric vehicle parked at or approaching one of the transmitters.
10. The wireless electric vehicle charging system according to any one of claims 1 to 9, wherein each module in the first module mode is configured to output a certain amount of power to one transmitter determined by the modular converter / inverter in response to a request from an electric vehicle parked at or approaching the transmitter.
11. The wireless electric vehicle charging system according to any one of claims 1 to 10, wherein each module in the second module mode is configured to output a certain amount of power to each of the one or more transmitters as requested by an electric vehicle parked in or approaching the transmitter.
12. The wireless electric vehicle charging system according to any one of claims 1 to 11, wherein each module in the first module mode is configured to output power having a dynamically variable voltage, current, and / or frequency.
13. The wireless electric vehicle charging system according to any one of claims 1 to 12, wherein each module in the first module mode is configured to output power in the form of an alternating current having a variable frequency.
14. The wireless electric vehicle charging system according to any one of claims 1 to 13, wherein each module in the second module mode is configured to output power having (i) a fixed voltage and a variable current or (ii) a variable voltage and a fixed current.
15. A wireless electric vehicle charging system according to any one of claims 1 to 14, wherein each module is configured to output power with a frequency of approximately 70 kHz to approximately 95 kHz.
16. The wireless electric vehicle charging system according to claim 15, wherein each module is configured to output power at a frequency of approximately 85 kHz.
17. A wireless electric vehicle charging system according to any one of claims 1 to 16, comprising an equal number of modules and transmitters.
18. The wireless electric vehicle charging system according to any one of claims 1 to 17, wherein the modular converter / inverter comprises at least four modules.
19. The wireless electric vehicle charging system according to claim 18, wherein the modular converter / inverter comprises at least six modules.
20. A wireless electric vehicle charging system according to any one of claims 1 to 19, comprising at least four transmitters.
21. The wireless electric vehicle charging system according to claim 20, comprising at least six transmitters.
22. A wireless electric vehicle charging system according to any one of claims 1 to 21, comprising four modules, each of which is a power amplifier module configured to output up to 10 kW of power.
23. A wireless electric vehicle charging system according to any one of claims 1 to 21, comprising six modules, each of which is a power amplifier module configured to output up to 25 kW of power.
24. The cable, which is connected to one transmitter but not to the other transmitter, (a) A first conductor connected to the modular converter / inverter but not connected to the one transmitter, (b) A second conductor connected to the one transmitter but not connected to the modular converter / inverter, (c) Dielectric material between the first conductor and the second conductor A wireless electric vehicle charging system according to any one of claims 1 to 23, wherein the cable has capacitive properties.
25. The cable connected to all of the aforementioned multiple transmitters (a) A first conductor connected to the modular converter / inverter but not connected to the plurality of transmitters, (b) A second conductor connected to all of the multiple transmitters but not connected to the modular converter / inverter, (c) Dielectric material between the first conductor and the second conductor A wireless electric vehicle charging system according to any one of claims 1 to 24, wherein the cable has capacitive properties.
26. The wireless electric vehicle charging system according to claim 25, further comprising an impedance management system configured to change the impedance of the cables connected to all of the plurality of transmitters.
27. The wireless electric vehicle charging system according to claim 26, wherein the impedance management system is configured to change the total impedance of the cable or one or more local impedances at one or more points along the cable.
28. The wireless electric vehicle charging system according to claim 27, wherein one or more points along the cable are each associated with one of the transmitters.
29. A wireless electric vehicle charging system according to any one of claims 1 to 28, comprising a modular converter.
30. A power management system for a wireless electric vehicle charging system according to any one of claims 6 to 29, (a) A receiver that receives data from one or more electric vehicles, (b) A processor which, according to the data, (i) For each module of the wireless electric vehicle charging system, determine whether the module needs to operate in the first module mode or the second module mode. (ii) A processor for determining, individually for each transmitter of the wireless electric vehicle charging system, whether the transmitter needs to operate in the first transmitter mode or the second transmitter mode, (c) A controller which, in accordance with the determination, (i) Switch each module individually to the first module mode or the second module mode, (ii) A controller configured to individually switch each transmitter to the first transmitter mode or the second transmitter mode. A power management system equipped with the following features.
31. The power management system according to claim 30, wherein the data from one or more electric vehicles is data relating to the charging requirements of each electric vehicle.
32. The power management system according to claim 31, wherein the charging requirement is whether the electric vehicle has an active rectifier or a passive rectifier.
33. The power management system according to any one of claims 30 to 32, wherein each of the one or more electric vehicles is an electric vehicle parked at or approaching one of the transmitters of the wireless electric vehicle charging system.
34. A modular converter or modular inverter for a wireless electric vehicle charging system according to any one of claims 1 to 29, comprising a plurality of modules, each receiving power from a power source and outputting power in the form of alternating current, each module, (i) A first module mode in which the module outputs power to a transmitter via a cable connected to the transmitter but not to any other transmitter, (ii) A second module mode in which the module outputs power to one or more transmitters via cables connected to each of the multiple transmitters. A modular converter or modular inverter that can be switched between two configurations.
35. The modular converter according to claim 34.
36. A transmitter for a wireless electric vehicle charging system according to any one of claims 1 to 29, wherein the transmitter receives power from a modular converter or modular inverter and transmits power wirelessly, (i) A first transmitter mode for receiving power from one module of the modular converter / inverter via a cable connected to the transmitter but not to any other transmitters, (ii) A second transmitter mode for receiving power from one or more modules of the modular converter / inverter via cables connected to each of the multiple transmitters. A transmitter that can be switched between modes.
37. A parking lot comprising a wireless electric vehicle charging system according to any one of claims 1 to 29.
38. The parking lot according to claim 37, wherein the parking lot is an automobile parking lot.
39. Use of a power management system according to any one of claims 30 to 33 in a wireless electric vehicle charging system according to any one of claims 6 to 29.
40. The use of a modular converter or modular inverter according to claim 34 or 35 in a wireless electric vehicle charging system according to any one of claims 1 to 29.
41. Use of the transmitter according to claim 36 in a wireless electric vehicle charging system according to any one of claims 1 to 29.
42. A method for charging the battery of an electric vehicle parked at a transmitter of a wireless electric vehicle charging system according to any one of claims 1 to 29, (a) A step of receiving data from the electric vehicle, (b) According to the data, (i) A step of determining, individually for each module of the wireless electric vehicle charging system, whether the module needs to operate in the first module mode or the second module mode, (ii) A step of determining whether the transmitter needs to operate in the first transmitter mode or the second transmitter mode, (c) In accordance with the determination, (i) The step of individually switching each module to the first module mode or the second module mode, (ii) The step of switching the transmitter to the first transmitter mode or the second transmitter mode, (d) The step of outputting power from the modular converter / inverter of the wireless electric vehicle charging system to the transmitter, (e) The step of wirelessly transmitting power from the transmitter to the electric vehicle, (f) A step of charging the battery of the electric vehicle using the power transmitted to the electric vehicle. A method for charging the battery of an electric vehicle, including [specific example].
43. A method for charging the battery of an electric vehicle according to claim 42, wherein the data from the electric vehicle is data relating to the charging requirements of the electric vehicle.
44. A method for charging the battery of an electric vehicle according to claim 43, wherein the charging requirement is whether or not the electric vehicle has an active rectifier or a passive rectifier.