Systems and methods for wireless vehicle power transfer and offset estimation

Abstract

A vehicle is provided that includes a power-receiving pad for wirelessly receiving power, a plurality of magnetic sensors for measuring the magnetic field of the power-transmitting pad and obtaining magnetic field data, one or more processors, and one or more memory modules. The one or more memory modules include computer-readable media storing computer-readable instructions that, when executed by the one or more processors, cause the one or more processors to receive magnetic field data from the plurality of magnetic sensors and estimate a lateral offset of the power-receiving pad relative to a magnetic field axis of the power-transmitting pad. The magnetic sensors are positioned to detect at least an X component and a Y component of the magnetic field generated by the power-transmitting pad.

Description

[Technical Field]

[0001] The present specification relates generally to charging systems and methods for dynamic wireless charging of vehicles, and more particularly to charging systems and methods for improving wireless charging rates for vehicles. [Background technology]

[0002] Current charging technology for electric vehicles involves plugging a cable directly into the vehicle to charge the battery. This method can take a long time to fully charge the vehicle, during which time the vehicle cannot be driven. Alternatively, inductive charging of a vehicle eliminates the need to plug a cable into the vehicle, as power is transferred wirelessly between the power source and the vehicle.

[0003] Currently, there are limitations to wirelessly charging vehicles that are not stationary, such as charging a vehicle wirelessly while it is moving. Additionally, these vehicles lack the ability to accurately estimate the offset between the vehicle and the device wirelessly transmitting power to the vehicle, such as a power transmission device or power transmission pad embedded in the road. This offset can reduce the efficiency and the rate at which energy can be transmitted to the vehicle. As a result, the time required to fully charge the vehicle's battery increases. If the vehicle's position can be properly adjusted relative to the wireless power transmission pad, the power transferred to the vehicle can be increased and power loss can be reduced. Summary of the Invention

[0004] In one embodiment, a vehicle includes a power receiving pad for wirelessly receiving power, a plurality of magnetic sensors for measuring a magnetic field of the power transmitting pad and obtaining magnetic field data, one or more processors, and one or more memory modules, the one or more memory modules including computer-readable media storing computer-readable instructions that, when executed by the one or more processors, cause the one or more processors to receive magnetic field data from the plurality of magnetic sensors and estimate a lateral offset of the power receiving pad relative to a magnetic field axis of the power transmitting pad.

[0005] In another embodiment, a power transmission system for dynamic power transfer includes a plurality of power transmission pads, one or more processors, and one or more memory modules, the one or more memory modules including a computer-readable medium storing computer-readable instructions that, when executed by the one or more processors, cause the one or more processors to receive magnetic field data detected by a plurality of magnetic sensors in a vehicle that detect the magnetic fields of the plurality of power transmission pads, detect a position of the vehicle relative to the magnetic field, and sequentially activate the plurality of power transmission pads based on the position of the vehicle relative to the magnetic field.

[0006] In yet another embodiment, a method for providing dynamic wireless power transfer to a vehicle is disclosed that includes wirelessly receiving power from a plurality of power transmitting pads at a power receiving pad of the vehicle, detecting a magnetic field provided by each of the plurality of power transmitting pads using a plurality of magnetic sensors to obtain magnetic field data, estimating a lateral offset of the power transmitting pad relative to a magnetic field axis of the plurality of power transmitting pads using the magnetic field, and adjusting a position of the vehicle to correct for the lateral offset of the power receiving pad.

[0007] These and additional features provided by the embodiments described herein will be more fully understood by considering the following detailed description in conjunction with the drawings. [Brief explanation of the drawings]

[0008] The embodiments described in the drawings are illustrative and exemplary in nature and are not intended to limit the subject matter defined by the claims. The following detailed description of example embodiments can be understood when read in conjunction with the following drawings, in which like structure is designated with like reference numerals and in which:

[0009] [Figure 1] FIG. 1 schematically illustrates a bottom view of a vehicle including a power receiving system according to one or more embodiments shown and described herein. [Figure 2] FIG. 2 illustrates a schematic diagram of a power transmission system and an approaching vehicle according to one or more embodiments shown and described herein. [Figure 3] FIG. 3 schematically illustrates a chart showing the individual power outputs of each power transmission pad of a power transmission system according to one or more embodiments shown and described herein. [Figure 4] FIG. 4 illustrates a schematic diagram of a transmitter circuit of a power transmission system and a receiver circuit of a power receiving system in communication with multiple magnetic sensors according to one or more embodiments shown and described herein. [Figure 5A] FIG. 5A schematically illustrates a 3D graph of the X-component of the magnetic flux density of the magnetic field generated by a power transmission system according to one or more embodiments shown and described herein. [Figure 5B] FIG. 5B schematically illustrates a 2D contour plot of the X-component of the magnetic flux density of the magnetic field generated by the power transmission system according to one or more embodiments shown and described herein. [Figure 6A] FIG. 6A schematically illustrates a 3D graph of the Y-component of the magnetic flux density of the magnetic field generated by a power transmission system according to one or more embodiments shown and described herein. [Figure 6B]FIG. 6B schematically illustrates a 2D contour plot of the Y-component of the magnetic flux density of the magnetic field generated by the power transmission system according to one or more embodiments shown and described herein. [Figure 7] FIG. 7 illustrates a flowchart of the operation of a power transmitting system and a power receiving system according to one or more embodiments shown and described herein. [Figure 8] FIG. 8 shows a block diagram illustrating computing hardware utilized in one or more devices for implementing the various systems and processes according to one or more embodiments shown and described herein. DETAILED DESCRIPTION OF THE INVENTION

[0010] The embodiments described herein are directed to vehicles, systems, and methods for estimating lateral misalignment between a power receiving system and a power transmitting system on a vehicle to improve wireless power transfer from a power source to the vehicle.

[0011] By measuring the magnetic flux density of the magnetic field generated by the wireless power transmitting pads on or within the road surface, the degree of lateral misalignment of the moving vehicle relative to the power receiving pads located underneath can be estimated, and this degree of lateral misalignment can be communicated to the driver to correct for the lateral misalignment. By correcting for the lateral misalignment, power transfer becomes more uniform and efficient to the vehicle. In instances where the wireless power transfer is sufficiently uniform, the size of the battery in the electric vehicle can be reduced or the battery can be eliminated entirely, since power is continuously output to the vehicle via the power transmitting pads.

[0012] In machine learning, large amounts of training data are obtained and used to train a machine learning model. In the examples disclosed herein, the training data can include historical data regarding various wireless charging rates associated with both lateral and vertical offsets between the vehicle's power receiving and transmitting pads. Once a machine learning algorithm is trained, the trained model can be used to make future predictions. For example, when data is received from a magnetic sensor that identifies detected magnetic fields, the trained machine learning model can be used to estimate the lateral and / or vertical offsets and how the vehicle's position may need to be adjusted to account for the estimated offsets.

[0013] When using machine learning in this manner, many different machine learning models can be used. Throughout the following description, embodiments of the systems and methods disclosed herein use artificial neural networks to estimate lateral and vertical offsets. However, it should be recognized that any known or yet to be developed machine learning technique may also be utilized.

[0014] As used herein, the term "vehicle longitudinal direction" refers to the fore-and-aft direction of the vehicle (i.e., the + / - vehicle X direction shown in FIG. 1). The term "vehicle lateral direction" refers to the transverse direction of the vehicle (i.e., the + / - vehicle Y direction shown in FIG. 1), which is transverse to the vehicle longitudinal direction. The term "vehicle vertical direction" refers to the up-and-down direction of the vehicle (i.e., the + / - vehicle Z direction shown in FIG. 1). As used herein, "upper" and "above" are defined as the positive Z direction of the coordinate axes shown in the figures. "lower" and "below" are defined as the negative Z direction of the coordinate axes shown in the figures. Furthermore, as used herein, the terms "outer" or "outward" refer to the relative position of a component with respect to the centerline of the vehicle. As used herein, the terms "in" or "inward" refer to the relative position of a component with respect to the centerline of the vehicle. Because vehicle structures may generally be symmetrical about the centerline of the vehicle, the directions referred to in the use of the terms "in," "inward," "outward," and "outward" may be mirror images of the centerline of the vehicle when determining the positions of components located along opposite sides of the vehicle.

[0015] In general, the embodiments described herein are directed to a vehicle power reception system that generally includes a power receiving pad for wirelessly receiving power and a plurality of magnetic sensors for detecting a magnetic field. The power reception system may employ an artificial neural network configured to estimate at least a lateral offset of the power receiving pad relative to the magnetic field of the power transmitting pad. As discussed herein, in some embodiments, the artificial neural network is also configured to estimate a vertical offset between the power receiving pad and the power transmitting pad. Various embodiments of the system and its operation are described in more detail herein. Wherever possible, the same reference numbers are used throughout the drawings to refer to the same or similar parts.

[0016] As shown in Figures 1 and 2, a vehicle 10 is shown including a vehicle body 16 having a front end 12, a rear end 14, and an underside 18 extending between the front end 12 and the rear end 14 of the vehicle 10. The vehicle 10 includes a power receiving system 20 including a plurality of magnetic sensors 22 for detecting magnetic fields from a power transmitting assembly on or within a roadway, such as a power transmitting system 24 including a plurality of power transmitting pads 26 illustrated in Figure 2 and discussed herein, and a power receiving pad 28 for wirelessly receiving power from the power transmitting system 24. When referring to the power transmitting pads 26 collectively, the power transmitting pads may be designated as 26. However, when referring to the power transmitting pads 26 individually, the power transmitting pads 26 may be designated as a first power transmitting pad 26a, a second power transmitting pad 26b, a third power transmitting pad 26c, etc., as shown, and are arranged in the direction of travel D. Although reference is made herein to a power-receiving pad 28 that wirelessly receives power from a power-transmitting pad 26, it should be appreciated that the power-receiving pad 28 can receive power from any known or yet to be developed embodiment of a power-transmitting pad, such as an existing in-ground system, etc. In one embodiment, a wireless charging system is provided that includes both a power-receiving system 20 and a power-transmitting system 24 as disclosed herein.

[0017] The vehicle 10 includes at least two magnetic sensors 22 for detecting magnetic fields and measuring the magnetic flux density of the magnetic fields provided by each power transmitting pad 26 of the power transmission system 24. In some embodiments, as shown, the vehicle 10 includes three magnetic sensors 22. However, four or more magnetic sensors 22 may be provided. It should be appreciated that providing additional magnetic sensors 22 on the vehicle 10 will result in a more accurate estimation of the position of the power transmitting pad 26 relative to the power receiving pad 28. As discussed in more detail herein, when three or more magnetic sensors 22 are employed, the speed of the vehicle 10 relative to the power transmitting pad 26 can be estimated. The magnetic sensors 22 may be any suitable magnetic field sensor device capable of detecting the presence of a magnetic field and the relative magnitude of the magnetic field (its magnitude compared to some reference magnitude). The magnetic sensors 22 may be referred to as 22 when referring to the magnetic sensors 22 as a whole. However, when referring to the magnetic sensors 22 individually, the magnetic sensors 22 may be referred to as a first magnetic sensor 22a, a second magnetic sensor 22b, and a third magnetic sensor 22c, as shown.

[0018] In some embodiments, the magnetic sensors 22 are mounted on the underside of the vehicle 10 proximate the front end 12 of the vehicle 10 so that the magnetic sensors 22 detect the magnetic field of each power transmitting pad 26 ahead of the power receiving pads 28. The magnetic sensors 22 may be equally spaced from the longitudinal axis of the vehicle so that, when centered in a road lane, they are aligned with the longitudinal axis, or magnetic field axis A, of the power transmitting pads 26. However, in instances where the power transmitting pads 26 are not centered in the lane, the magnetic sensors 22 may be fixedly or movably repositioned to a position of the vehicle 10 in the lateral direction of the vehicle along the underside 18 of the vehicle 10 so as to align the magnetic sensors 22 with the magnetic field axis A of the power transmitting pads 26 while maintaining the position of the vehicle 10 centered in the lane. As shown, the magnetic sensors 22 are positioned in a triangular configuration with the first magnetic sensor 22a positioned in a forward direction of the vehicle relative to the second and third magnetic sensors 22b, 22c. In some embodiments, the magnetic sensor 22 is aligned symmetrically with the central longitudinal axis of the power-receiving pad 28 .

[0019] Locating the magnetic sensor 22 proximate the front end 12 of the vehicle 10 and spaced apart from the power receiving pads 28 allows the magnetic sensor 22 to estimate an offset relative to the front power transmitting pad 26 while the power receiving pad 28 of the vehicle 10 receives power from at least one rear power transmitting pad 26. In doing so, data from the magnetic sensor 22 can be utilized in an artificial neural network to estimate whether there is a lateral offset and / or vertical offset between the vehicle 10, and specifically the power receiving pad 28 and the power transmitting pad 26, so that the position of the vehicle 10 can be adjusted accordingly as the vehicle 10 travels over the roadway and subsequent power transmitting pads 26.

[0020] As described herein, the magnetic sensor 22 is configured to detect a magnetic field, and the magnetic field is used to estimate the lateral offset between the power receiving pad 28 and the power transmitting pad 26 relative to the magnetic field axis A of each power transmitting pad 26. As such, the magnetic field axis A correlates to a central axis extending through each of the power transmitting pads 26. As referred to herein, "lateral offset" refers to the displacement in the lateral direction of the vehicle between the power receiving pad 28 and the magnetic field axis A of the power transmitting pad 26. It should be recognized that the rate of energy wirelessly transmitted to the vehicle 10 is greatest when the power receiving pad 28 is directly aligned with the magnetic field axis A of the power transmitting pad 26, i.e., the magnetic field, or when the power receiving pad 28 is directly aligned on the magnetic field axis A, i.e., the magnetic field. Lateral offset or displacement of the vehicle may reduce the rate of energy transferred between the power receiving pad 28 and the power transmitting pad 26.

[0021] With respect to the power receiving pad 28, the power receiving pad 28 may be located on the underside 18 of the vehicle body 16 of the vehicle 10. In some embodiments, similar to the magnetic sensor 22, the power receiving pad 28 may be located along the longitudinal axis of the vehicle 10 to align with the power transmitting pad 26 and the center of the magnetic field. However, as noted above, in instances where the power transmitting pad 26 is not located in the center of the lane, the position of the power receiving pad 28 may be fixedly or movably relocated along the underside 18 of the vehicle 10. In some embodiments, the power receiving pad 28 is located in the same vertical plane as the magnetic sensor 22. 8 may be any suitable wireless power receiving device, such as an induction coil, for wirelessly receiving charge from the inductive power transmitting pad.

[0022] Power is most efficiently transferred from the power transmitting pad 26 to the power receiving pad 28 when the vehicle 10, and specifically the power receiving pad 28, is located within an optimal vertical position relative to the magnetic field of the power transmitting pad 26. Therefore, in some embodiments, the magnetic sensor 22 is also configured to detect a magnetic field and provide data to an artificial neural network to estimate the vertical offset between the power receiving pad 28 and the power transmitting pad 26. As used herein, the term "vertical offset" refers to the distance between the power receiving pad 28 and the power transmitting pad 26, which is estimated by data obtained by the magnetic sensor 22 detecting the optimal vertical position of the power receiving pad 28 relative to the magnetic field. As a result of estimating the vertical offset, the vehicle 10 can be adjusted to correct the vertical offset, as described in more detail herein. In some embodiments, the vehicle 10 is raised or lowered to adjust the vertical position of the power receiving pad 28, for example, by adjusting the vehicle suspension 27 (FIG. 1) of the vehicle 10. In some embodiments, the power-receiving pads 28 themselves are raised or lowered vertically on the vehicle, which may require a separate assembly (not shown) to movably secure the power-receiving pads 28 to the vehicle 10. In other embodiments, the vehicle 10 can communicate with the power-transmitting pads 26 via the vehicle communication device 30 to increase or decrease the power transmitted by each power-transmitting pad 26 to correct for the vertical offset of the approaching vehicle 10.

[0023] As described herein, the power transmitting pad 26 may be part of an existing in-ground system configured to wirelessly transmit power from the power transmitting pad 26 to the power receiving pad 28, so that it can be used to recharge the battery 32 of the vehicle 10 or to directly power the vehicle 10 by bypassing the battery 32. In some embodiments, as shown in FIG. 2 , the power transmission system 24 is shown as including multiple power transmitting pads 26. Each power transmitting pad 26 may be identical in structure, so that a reference to one power transmitting pad 26 is applicable to each power transmitting pad 26. The power transmitting pads 26 are arranged to form a power transmitting assembly 34. Each power transmitting pad 26 includes at least one coil 36. Each power transmitting pad 26 includes a forward end 38, a rearward end 40, a first side 42, and a second side 44, with the sides 42, 44 extending between the forward end 38 and the rearward end 40. The forward end 38 refers to the forward direction of travel D when the vehicle 10 is traveling in the lane of the road in which the power transmitting assembly 34 is located. A plurality of connecting members 46 may be provided along the sides 42, 44 of the power transmitting pad 26. As shown, the forward end 38 and the rear end 40 of the power transmitting pad 26 are not provided with connecting members 46.

[0024] Further, each power transmitting pad 26 may include a resonant network 48, a high frequency inverter 50, and a microcontroller 52. In some embodiments, the power transmitting pad 26 further includes a pad communication device 54 electrically connected to the microcontroller 52 for wirelessly communicating with the vehicle communication device 30 to receive commands from the vehicle 10, as discussed herein. Each power transmitting pad 26 is connected to a power source 56 via a power line 58 for energizing the coil 36, and the microcontroller 52 of each power transmitting pad 26 may optionally be connected to a server 60 via a control area network line 62. In some embodiments, the power transmitting pad 26 may be wirelessly connected to the server 60 via the pad communication device 54, thereby eliminating the need for the control area network line 62. In some embodiments, the power transmitting pad 26 may receive commands from the vehicle 10 via the server 60, as opposed to the power transmitting pad 26 receiving commands directly via the pad communication device 54.

[0025] In some embodiments, the power transmission pads 26 are arranged in a straight line so that they abut each other at opposite front and rear ends. However, it should be recognized that the front end 38 and rear end 40 of the power transmission pad 26 provide less power than the amount of power provided along the sides 42, 44 of the power transmission pad 26. This can result in a discontinuity or reduction in the magnitude of the magnetic field between adjacent power transmission pads 26. To address this deficiency, in some embodiments, the front ends 38 of at least some of the power transmission pads 26 can overlap the rear ends 40 of immediately adjacent power transmission pads 26, forming an overlap region 64. This ensures that power transfer to the vehicle 10 is uniform and does not have large variations across the power transmission assembly 34.

[0026] Referring to FIG. 3 , a chart illustrates the power transmitted from each of the power transmitting pads 26 to the power receiving pad 28 as the vehicle 10 travels along the length of the power transmitting assembly 34 in the vehicle's forward direction (+X direction). As discussed herein below, the power transmitting pads 26 are configured to switch from the offset estimation mode to the power transmission mode. Additionally, the power transmitting pads 26 are configured to coordinate with each other regarding when to enter the offset estimation mode and when to switch to the power transmission mode. Initially, each power transmitting pad 26 is not activated. When instructed, the power transmitting pad 26 is activated in the offset estimation mode to generate a magnetic field that is detected by the magnetic sensor 22. Subsequently, the power transmitting pad 26 switches to the power transmission mode to transmit power to the power receiving pad 28 as the power receiving pad 28 passes over the power transmitting pad 26.

[0027] In some embodiments, the power transmit pad 26 operates at a frequency between 2 kHz and 6 kHz when in the offset estimation mode. In some embodiments, the power transmit pad 26 operates at a frequency between 4 kHz and 5 kHz when in the offset estimation mode. Furthermore, in some embodiments, the power transmit pad 26 provides between 3 amps and 10 amps of power when in the offset estimation mode. In some embodiments, the power transmit pad 26 provides between 4 amps and 7 amps of power when in the offset estimation mode. In some embodiments, the power transmit pad 26 operates at a frequency between 20 kHz and 100 kHz when in the power transmit mode. In some embodiments, the power transmit pad 26 operates at a frequency between 70 kHz and 90 kHz when in the power transmit mode. Furthermore, in some embodiments, the power transmit pad 26 provides between 40 amps and 80 amps of current when in the power transmit mode.

[0028] In the example embodiment, the first power transmitting pad 26a first receives a signal from another power transmitting pad 26, the server 60, or directly from the vehicle 10 indicating that the vehicle 10 is approaching the first power transmitting pad 26a and instructing the first power transmitting pad 26a to switch to power transmission mode. At the same time, the second power transmitting pad 26b is activated to enter a displacement estimation mode to estimate lateral and / or vertical offset before the power receiving pad 28 of the vehicle 10 passes over the second power transmitting pad 26b.

[0029] As described herein, the power of the power transmitting pad 26 is greater at its sides 42, 44. Therefore, as shown, the power output of the first power transmitting pad 26a gradually increases from X1 to X2. At X2, the first power transmitting pad 26a achieves maximum power output and maintains this power output from X2 to X3. At X3, the power output of the power transmitting pad 26a begins to decrease. At the same time, the second power transmitting pad 26b is instructed to switch from the offset estimation mode to the power transmission mode to begin transmitting power to the power receiving pad 28. Therefore, between X3 and X4, which define an overlap region between the first power transmitting pad 26a and the second power transmitting pad 26b, the power provided by the first power transmitting pad 26a gradually decreases and the power of the second power transmitting pad 26b gradually increases. The rate of power decrease of the first power transmission pad 26a matches or corresponds to the rate of power increase of the second power transmission pad 26b to provide uniform power in the overlap region 64 of the first power transmission pad 26a and the second power transmission pad 26b.

[0030] At X4, the first power transmitting pad 26a is deactivated to conserve power, and the second power transmitting pad 26b maintains a constant power output until X5, at which point the above process is repeated from X6 through X8 for the third power transmitting pad 26c. Although only three power transmitting pads 26 are shown, it should be appreciated that the above steps can be repeated for each power transmitting pad 26 in the power transmitting assembly 34, such that the power transmitting pads 26 are activated sequentially. Power output remains uniform between adjacent power transmitting pads 26.

[0031] It is contemplated that any number of power transmission pads 26 may be employed, each having any suitable geometric shape, such as including a curve or multiple curvatures formed in its sides 42, 44 between the rear end 40 and the forward end 38. However, when the power transmission pad 26 includes a curvature formed therein, each side 42, 44 of the power transmission pad 26 will have the same curvature in order to maintain a constant width of the power transmission pad 26 and to maintain the magnetic field provided.

[0032] As shown in FIG. 4 , the diagram illustrates a non-limiting example of multiple transmitter circuits 66a, 66b, and 66c for each of multiple power transmitting pads 26a, 26b, and 26c arranged in the direction of travel D and in communication with the power receiving system 20. The transmitter circuits 66a, 66b, and 66c are identical in structure and, therefore, may be collectively referred to as transmitter circuits 66. It should be appreciated that the transmitter circuits 66 are operable between a misalignment estimation mode and a power transmission mode. As shown, the transmitter circuits 66a and 66b are shown in the power transmission mode, and the transmitter circuit 66c is shown in the misalignment estimation mode. When in the misalignment estimation mode, the transmitter circuits 66, such as the transmitter circuit 66c, generate a magnetic field that is detected by the magnetic sensor 22 to estimate lateral and / or vertical offset. When in the power transmission mode, the transmitter circuits 66, such as the transmitter circuit 66a, 66b, generate a magnetic field to transmit power to the power receiving pads 28.

[0033] The transmitter circuit 66 includes components well known to those skilled in the art for wirelessly transmitting power, such as a full-bridge inverter 72 and a coil 78, e.g., coil 36 of the power transmission pad 26. It should be understood that the transmitter circuit 66 is shown for illustrative purposes only and is not limited thereto. The transmitter circuit 66 may also include a repeater 76 operable between an open state and a closed state. During the offset estimation mode, as disclosed herein, the repeater 76 of the transmitter circuit 66, such as transmitter circuit 66c, is switched to an open state to tune the transmitter circuit 66 to an appropriate frequency for estimating offset. During the power transmission mode, as disclosed herein, the repeater 76 of the transmitter circuit 66, such as transmitter circuit 66a, 66b, is switched to a closed state to tune the transmitter circuit 66 to an appropriate frequency for transmitting power. In some embodiments, the transmitter circuit 66 operates at a first frequency during the offset estimation mode, and the repeater 76 of the transmitter circuit 66 is switched to a closed state to tune the transmitter circuit 66 to an appropriate frequency for transmitting power. 6When in the power transmission mode, the transmitter circuit 66 operates at a second frequency different from the first frequency to avoid interference. As described herein, for example, the transmitter circuit 66 can operate between 4 kHz and 5 kHz when in the offset estimation mode, and the transmitter circuit 66 can operate between 70 kHz and 90 kHz when in the power transmission mode.

[0034] As shown in FIG. 4 , an example situation is illustrated in which the power receiving system 20 passes over each of the power transmitting pads 26 a, 26 b, and 26 c. The leading power transmitting pad 26 c is in the offset estimation mode, resulting in a mutual inductance M1 being generated between the coil 78 of the transmitter circuit 66 and the magnetic sensor 22. Simultaneously, the power transmitting pads 26 a and 26 b behind the power transmitting pad 26 c in the direction of travel D are operating in the power transmitting mode. A mutual inductance M2 is generated between the coil 78 of the power transmitting pad 26 b and the coil 79 of the power receiving pad 28. Similarly, a mutual inductance M3 is generated between the coil 78 of the power transmitting pad 26 a and the coil 79 of the power receiving pad 28. It should therefore be appreciated that the transmitter circuit 66, and therefore each power transmitting pad 26, initially operates in the offset estimation mode to estimate lateral offset before switching to the power transmitting mode to transmit power to the power receiving pad 28. When the power transmitting pad 26 determines that the vehicle 10 has moved onto a subsequent power transmitting pad, the power transmitting pad 26 ceases activation to conserve power. The transmitter circuit 66 uses substantially less power when in the offset estimation mode than when in the power transmit mode. Therefore, by operating in the offset estimation mode and then switching to the power transmit mode, power is conserved by not continuously operating the power transmitting pad 26 to transmit power when the power receiving pad 28 is not positioned over the power transmitting pad 26.

[0035] With respect to the receiver circuit 70 of the vehicle 10, the receiver circuit 70 is configured to receive power from the power-receiving pad 28. In some embodiments, power is transferred from the power-receiving pad 28 to the battery 32 of the vehicle 10. To that end, the receiver circuit 70 includes components for wirelessly receiving and transferring power, such as, for example, a coil 79, which is the inductive coil of the power-receiving pad 28, a compensation network 80, a full-bridge rectifier 82, and a DC-DC converter 84, as known to those skilled in the art. In other embodiments, the power-receiving pad 28 can bypass the battery 32 of the vehicle 10 and be used to directly operate the electrical components of the vehicle 10 without any intermediate power storage devices.

[0036] 5A and 5B, an X-component 86 of a magnetic flux density 87 of a magnetic field 88 provided by a power transmission pad 26 during a misalignment estimation mode is illustrated. Specifically, FIGS. 5A and 5B illustrate the X-component 86 of the magnetic flux density 87 of the magnetic field 88, showing an X-peak 90. The X-peak 90 corresponds to the rear end 40 of the power transmission pad 26 and thus indicates when the vehicle 10 reaches the beginning of the power transmission pad 26. As the magnetic flux density 87 extends in opposite directions along the width of the power transmission pad 26, the X-component 86 of the magnetic flux density 87 decreases toward zero in a left region 92 and a right region 94 of the magnetic flux density 87. Similarly, the X-component 86 of the magnetic flux density 87 decreases toward zero as the magnetic flux density 87 extends forward in the X-direction along the length of the power transmission pad 26. However, while only the rearward portion of the magnetic flux density 87 of the power transmit pad 26 is illustrated, it should be appreciated that the magnetic flux density 87 includes an X-peak at the forward end 38 of the power transmit pad 26, as well as an X-peak 90. By detecting the X-peak 90 along with the X-peak provided at the forward end 38 of the power transmit pad 26, the speed of the vehicle 10 can be estimated based on the known length of the power transmit pad 26. This can facilitate a more efficient transition from the offset estimation mode to the power transmit mode.

[0037] 6A and 6B illustrate the Y-component 96 of the magnetic flux density 87 provided by the power transmission pad 26. Specifically, FIGS. 6A and 6B illustrate the Y-component 96 of the magnetic flux density 87 of the magnetic field 88, showing a first Y-peak 98 and a second Y-peak 100. The first Y-peak 98 corresponds to the first side 42 of the power transmission pad 26, and the second Y-peak 100 corresponds to the second side 44 of the power transmission pad 26. Thus, the pair of Y-peaks 98, 100 is formed on opposite sides 42, 44 of the power transmission pad 26 from the longitudinal axis in the Y-direction, or width direction. As the magnetic flux density 87 extends in opposite directions from the center of the magnetic flux density 87, the magnitude of the Y-component 96 of the magnetic flux density 87 initially increases toward the first Y-peak 98 and the second Y-peak 100. As the magnetic flux density 87 continues to extend in each opposite direction, the magnitude of the Y component 96 of the magnetic flux density 87 decreases toward zero in the left region 92 and the right region 94 of the magnetic flux density 87. As shown, the magnitude of the Y component 96 of the magnetic flux density 87 is greater along the center of each of the first Y peaks 98, 100 and decreases toward each rear region 102 of the magnetic flux density 87, which corresponds to the rear end 40 of the power transmission pad 26. However, as with FIGS. 5A and 5B , only the rear portion of the magnetic flux density 87 of the power transmission pad 26 is illustrated.

[0038] It should be appreciated that the X component of magnetic flux density 87 and the Y component of magnetic flux density 87 can be used individually or in combination to estimate the lateral and vertical offsets, respectively, of the power-receiving pad 28 relative to the magnetic field axis A of the power transmitting pad 26. Specifically, in some embodiments, each magnetic sensor 22 collects data relating to at least one of the X and Y components. As such, the lateral and vertical offsets, respectively, can be estimated via an artificial neural network by comparing and analyzing the data provided by each magnetic sensor 22, as discussed in more detail herein. In some embodiments, reliance can be placed on only one of the X and Y components of the detected magnetic field 88 of the power transmitting pad 26.

[0039] 7, a method 200 for estimating lateral and vertical offset of a vehicle 10 relative to a power transmitting pad 26 is shown. In block 202, the power transmitting pad 26 is activated to operate in an offset estimation mode, for example, by energizing the power transmitting pad 26 and opening a repeater 76 in the transmitter circuit 66. Up until this point, the power transmitting pad 26 may not be activated to conserve power. In some embodiments, the power transmitting pad 26 may be activated by receiving a signal from a server 60, which may be in communication with the vehicle 10, either directly or indirectly through one or more network connections.

[0040] In block 204, the vehicle 10 passes over the power transmission pad 26 operating in a displacement estimation mode such that the magnetic sensor 22 of the vehicle 10 detects the magnetic field of the power transmission pad 26. The detection of the magnetic field is utilized to estimate lateral displacement and / or vertical offset, as discussed in more detail herein.

[0041] In block 205, the power transmitting pad 26 is instructed to switch to a power transmitting mode to transmit power from the power transmitting pad 26 to the power receiving pad 28. In doing so, the repeater 76 of the transmitter circuit 66 closes to switch the power transmitting pad 26 to the power transmitting mode.

[0042] In block 206, the trained artificial neural network of the power receiving system 20 estimates the lateral displacement of the vehicle 10 relative to the power receiving pad 28 and the power transmitting pad 26 based on the data received from the magnetic sensor 22 regarding the magnetic field. The artificial neural network is first trained by providing a large amount of test data as input. The input may include an example detected magnitude of the magnetic field measured by the magnetic sensor 22, an example vehicle speed, and an example ground clearance. In some embodiments, the vehicle speed may be obtained by measurements of the magnetic sensor 22 passing over the power transmitting pad 26. Alternatively, the vehicle speed may be obtained by communicating with the vehicle's ECU (not shown). In some embodiments, the vehicle ground clearance may be obtained by installing a sensor on the underside 18 of the vehicle 10. In other embodiments, the vehicle ground clearance may be obtained by some other pre-existing system in the vehicle 10.

[0043] The artificial neural network extracts features based on the input data to identify patterns, resulting in a predicted lateral deviation associated with the input magnetic field magnitude, vehicle speed, and vehicle-to-ground clearance. The artificial neural network is trained to estimate lateral deviation by comparing the predicted lateral deviation associated with the input with the actual lateral deviation associated with the same input. The difference between the actual and predicted lateral deviation provides a loss / cost function that indicates the degree of error of the artificial neural network. Based on the loss / cost function, the weights and / or parameters of each layer of the artificial neural network are modified during training to reduce the loss / cost function. This process is repeated individually or with a subset of inputs for each input to iteratively minimize the loss / cost function. This results in a trained artificial neural network model that can be deployed within the power receiving system 20 to estimate the lateral deviation between the power receiving pad 28 and the power transmitting pad 26. The artificial neural network may be provided in a computing device on the vehicle 10, in a processor on the power receiving system 20, on a remote server in communication with either the vehicle 10 or the power transmitting pad 26, on an edge server along the road, or the like.

[0044] Based on the estimation of the lateral offset by the trained artificial neural network, the position of the power receiving pad 28 is determined based on the power sendWhile the pad 26 is in power transmitting mode, it can be adjusted in block 208 to correct any lateral misalignment. This ensures that the power-receiving pad 28 on the vehicle 10 is aligned with the power-transmitting pad 26 to improve power transfer to the vehicle 10. In some embodiments, the vehicle 10 can include a steering module in communication with the power-receiving system 20 to automatically adjust the steering of the vehicle 10. In some embodiments, a notification, such as a visual or audio notification, can be provided to the driver of the vehicle 10 via an output device 304 ( FIG. 8 ), such as an entertainment display system of the vehicle 10. The notification can indicate in which direction and by how much the vehicle 10 should be adjusted to align the power-receiving pad 28 with the power-transmitting pad 26. In other embodiments, the position of the power-receiving pad 28 relative to the underside 18 of the vehicle 10 can be adjusted, either manually or automatically, to align it with the power-transmitting pad 26. For example, the power-receiving pad 28 can be located on a track system 29 (FIG. 1), or an actuator can be provided to mechanically adjust the position of the power-receiving pad 28 laterally of the vehicle, eliminating the need to bother the driver and / or reposition the vehicle 10 relative to the road.

[0045] In some embodiments, the power provided by the power transmitting pad 26 can be adjusted to correct for lateral misalignment of the vehicle 10, thereby eliminating the need to adjust the position of the vehicle 10 or the power receiving pad 28. For example, in block 210, the vehicle 10 transmits a signal regarding the lateral misalignment of the vehicle 10 relative to the power transmitting pad 26 to the pad communication device 54 via the vehicle communication device 30 directly, or indirectly via the server 60 or other network connection. In block 212, the power transmitting pad 26 receives the signal regarding the lateral misalignment of the vehicle 10 and reduces or increases the power provided by the power transmitting pad 26, thereby increasing or decreasing the magnitude of the magnetic field to correct the lateral misalignment. Once the vehicle 10 passes the power transmitting pad 26, the power transmitting pad 26 ceases activation in block 224 until it is instructed to activate the misalignment estimation mode again. In some embodiments, the power transmission pad 26 communicates with other power transmission pads 26 in the power transmission assembly 34 in the direction of travel D so that subsequent power transmission pads can pre-adjust the parameters of the magnetic field to correct for lateral misalignment of the vehicle 10.

[0046] In block 214, the artificial neural network estimates the vertical offset of the vehicle 10 between the power transmitting pad 26 and the power receiving pad 28 in a manner similar to that described above with respect to the trained artificial neural network estimating the lateral offset. It should be appreciated that the artificial neural network estimating the vertical offset may be the same as the artificial neural network estimating the lateral offset, or may be a separate artificial neural network. Furthermore, this may be performed simultaneously with the lateral offset estimation, or may be performed separately. The artificial neural network extracts features based on the input data to identify patterns, as discussed above, and consequently outputs a predicted vertical offset associated with the input magnetic field magnitude, vehicle speed, and vertical clearance to the ground. The artificial neural network is trained to estimate the vertical offset by comparing the actual vertical offset associated with an input to the predicted vertical offset associated with the same input. The difference between the actual vertical offset and the predicted vertical offset provides an error or loss / cost function. Based on the loss / cost function, the weights and / or parameters of each layer of the artificial neural network are modified to reduce the loss / cost function. This process is repeated individually or with a subset of inputs for each of the inputs to iteratively minimize the loss / cost function. This results in a trained model of the artificial neural network that can be deployed within the power receiving system 20 to estimate the vertical offset between the power receiving pad 28 and the power transmitting pad 26.

[0047] Based on the estimated vertical offset, the position of the power receiving pad 28 relative to the power transmitting pad 26 can be adjusted. In some embodiments, in block 216, the vehicle suspension 27 (FIG. 1) is adjusted to increase or decrease the distance between the power receiving pad 28 and the power transmitting pad 26 to more efficiently position the power receiving pad 28 relative to the magnetic field of the power transmitting pad 26. In some embodiments, the vehicle suspension 27 is adjusted automatically. In other embodiments, a notification is sent to the driver of the vehicle 10. This notification can be included in the same notification provided to the driver regarding the lateral deviation of the vehicle 10. The driver can then manually adjust the vehicle suspension 27. In some embodiments, the position of the power receiving pad 28 relative to the vehicle 10 can be mechanically adjusted in the vertical direction of the vehicle to increase or decrease the distance between the power receiving pad 28 and the power transmitting pad 26. Adjusting the vertical position of the power receiving pad 28 can be performed automatically by adjusting the position of a track system 29 (FIG. 1) or an actuator, or manually. When performed automatically, it eliminates the need to bother the driver and / or adjust the vehicle suspension 27 of the vehicle 10 .

[0048] In some embodiments, the power provided by the power transmitting pad 26 can be adjusted to correct for the vertical offset of the vehicle 10, thereby eliminating the need to adjust the position of the vehicle 10 or the power receiving pad 28. For example, in block 218, the vehicle 10 transmits a signal regarding the vertical offset of the vehicle 10 relative to the power transmitting pad 26 to the pad communication device 54 via the vehicle communication device 30 directly, or indirectly via the server 60 or other network connection. In block 220, the power transmitting pad 26 receives the signal regarding the vertical offset of the vehicle 10 and reduces or increases the power provided by the power transmitting pad 26, thereby increasing or decreasing the magnitude of the magnetic field to correct for the vertical offset. By doing so, the power receiving pad 28 is positioned within an optimal range of the magnetic field to improve power transfer to the power receiving pad 28. Once the vehicle 10 passes the power transmitting pad 26, the power transmitting pad 26 ceases activation in block 224 until it is again instructed to activate the offset estimation mode. In some embodiments, the power transmission pad 26 communicates with other power transmission pads 26 in the power transmission assembly 34 in the direction of travel D so that subsequent power transmission pads can pre-adjust the parameters of the magnetic field to correct for lateral and / or vertical offsets of the vehicle 10.

[0049] As described herein, the power received by the power-receiving pad 28 can be used to recharge the battery 32 of the vehicle 10 or can be used to directly power the electrical components of the vehicle 10. It should be appreciated that when the power is used to directly power the vehicle 10, the size of the battery 32 can be reduced or the battery 32 can be eliminated entirely.

[0050] Turning to FIG. 8, a block diagram illustrates an example computing environment in which disclosed embodiments may be implemented, such as transmitter circuitry 66 as shown in FIG. 4 and / or any subcomponents thereof, along with any other computing devices shown in any of FIGS. 1-4. The example computing environment 300 may include non-volatile memory 308 (e.g., ROM, flash memory), volatile memory 310 (e.g., RAM), or a combination thereof. In some embodiments, at least one processor 302 is coupled to non-transitory memory such as non-volatile memory 308 and / or volatile memory 310. The example computing environment 300 may utilize, by way of non-limiting example, RAM, ROM, cache, fiber optics, EPROM / flash memory, CD / DVD / BD-ROM, hard disk drive, solid-state storage, optical or magnetic storage, diskette, electrical connections with wires, or any system or device of a magnetic, optical, semiconductor, or electronic type, or any combination thereof.

[0051] The example computing environment 300 may include one or more display and / or output devices 304, such as, for example, a monitor, speakers, headphones, a projector, a wearable display, and / or a holographic display. As discussed above, the driver of the vehicle 10 may receive notifications via the display and / or output devices 304 indicating a lateral and / or vertical offset of the vehicle 10 relative to the power transmission pad 26. The example computing environment 300 may further include one or more input devices 306, which may include, for example, any type of mouse, keyboard, disk / media drive, memory stick / thumb drive, memory card, pen, joystick, gamepad, touch input device, biometric scanner, voice / auditory input device, motion detector, camera, scale, etc.

[0052] The network interface 312, which may include the vehicle communication device 30, may facilitate communication over one or more networks 314, such as via a wire, a wide area network, a local area network, a personal area network, a cellular network, a satellite network, etc. Suitable local area networks may include wired Ethernet and / or wireless technologies such as Wi-Fi. Suitable personal area networks may include wireless technologies such as IrDA, Bluetooth, Wireless USB, Z-Wave, ZigBee, and / or other short-range communication protocols. Suitable personal area networks may also include wired computer buses such as USB and FireWire. Suitable cellular networks include technologies such as, but are not limited to, LTE, WiMAX, UMTS, CDMA, and GSM. The example computing environment 300 may include one or more network interfaces 312 to facilitate communication with one or more remote devices, which may include, for example, client and / or server devices, such as a server in communication with the power transmission system 24. Network interface 312 may also be described as a communications module, as these terms may be used interchangeably. Network interface 312 may be communicatively coupled to any device capable of transmitting and / or receiving data over one or more networks 314, which may correspond, by way of non-limiting example, to any of the computing devices shown in any of Figures 1-4.

[0053] The network interface 312 may include any communications transceiver for sending and / or receiving wired or wireless communications. For example, the network interface 312 may include an antenna, a modem, a LAN port, a Wi-Fi card, a WiMax card, mobile communications hardware, short-range communications hardware, satellite communications hardware, and / or any wired or wireless hardware for communicating with other networks and / or devices.

[0054] The computer-readable medium 316 may comprise multiple computer-readable media, each of which may be either a computer-readable storage medium or a computer-readable signal medium. The computer-readable medium 316 may reside, for example, in the input device 306, the non-volatile memory 308, the volatile memory 310, or any combination thereof. A computer-readable storage medium may include any tangible medium capable of storing instructions associated with or used by a device or system. Computer-readable storage media include, by way of non-limiting example, RAM, ROM, cache, fiber optics, EPROM / flash memory, CD / DVD / BD-ROM, hard disk drive, solid-state storage, optical or magnetic storage, diskette, electrical connection with wires, or any combination thereof. A computer-readable storage medium may also include, for example, a magnetic, optical, semiconductor, or electronic type system or device. The computer-readable storage medium excludes propagated signals and carrier waves.

[0055] From the above, it should be appreciated that what is defined herein is a system for training or testing an artificial neural network in conjunction with a vehicle that includes a plurality of magnetic sensors for estimating a lateral and / or vertical offset relative to a power-receiving pad based on a detected magnetic field generated by an inductive charging system. Estimating the lateral and vertical offset of the vehicle allows the position of the vehicle and / or the position of the power-receiving pad on the vehicle to be adjusted to optimize power transfer to the vehicle.

[0056] It should be noted that recitations herein of components of the present disclosure being "configured" or "programmed" in a particular way, to embody particular characteristics or to function in a particular manner, are structural recitations, as opposed to recitations of intended use. More specifically, references herein to how a component is "configured" or "programmed" refer to the existing physical condition of the component and, as such, should be taken as explicit recitations of the component's structural attributes.

[0057] The order of execution or performance of operations in the examples of the disclosure illustrated and described herein is not required unless otherwise specified. That is, operations may be performed in any order unless otherwise specified, and the examples of the disclosure may include additional operations or fewer operations than those disclosed herein. For example, it is contemplated that executing or performing a particular operation before, concurrently with, or after other operations is within the scope of aspects of the disclosure.

[0058] It is noted that the terms "substantially," "about," and "approximately" may be utilized herein to express the inherent degree of uncertainty that can be attributed to any quantitative comparison, value, measurement, or other representation. These terms are also utilized herein to express the degree to which a quantitative representation may deviate from the stated standard without resulting in a change in the basic functionality of the subject matter under discussion.

[0059] While particular embodiments have been illustrated and described herein, it should be understood that various other changes and modifications can be made without departing from the spirit and scope of the claimed subject matter. Moreover, although various aspects of the claimed subject matter have been described herein, such aspects need not be utilized in combination. Accordingly, it is intended that the appended claims cover all such changes and modifications that are within the scope of the claimed subject matter.

Claims

1. 1. A method for providing dynamic wireless power transfer to a vehicle while the vehicle is moving, comprising: wirelessly receiving power from a plurality of power transmitting pads at a power receiving pad of the vehicle; detecting, using a plurality of magnetic sensors, a magnetic field provided by each of the plurality of power transmission pads to obtain magnetic field data; using the magnetic field to estimate a lateral offset of the power-receiving pad relative to a magnetic field axis of the plurality of power-transmitting pads; using the magnetic field to estimate a vertical offset of the power receiving pad relative to the plurality of power transmitting pads; adjusting the position of the vehicle to correct the lateral misalignment of the power-receiving pad; instructing the vehicle to adjust a suspension of the vehicle based on the estimated vertical offset; instructing the plurality of power transmission pads to adjust the magnitude of the magnetic field based on the estimated vertical offset; The method comprises:

2. switching the operation of each of the plurality of power transmission pads from a deviation estimation mode to a power transmission mode; estimating a deviation of the vehicle in the deviation estimation mode; The method of claim 1 , further comprising: transmitting power to the power receiving pad of the vehicle when in the power transmitting mode.

3. decreasing the power output of a first power transmission pad of the plurality of power transmission pads at a forward end thereof at a first rate; increasing the power output of a second power transmission pad of the plurality of power transmission pads at a rear end thereof at a second rate corresponding to the first rate; 2. The method of claim 1, wherein the front end of the first power transmission pad overlaps the rear end of the second power transmission pad at an overlapping region to provide uniform power across the first power transmission pad and the second power transmission pad.

Images