Wireless power transfer-based smart tire system for extending electric vehicle mileage

Abstract

The present invention relates to a wireless power-based smart tire system that can optimize driving efficiency by adjusting tire air pressure in real time, improve aerodynamic characteristics via active wheel curtain, and transmit driving information to the outside via LED indicator lamps and the like. The smart tire system according to the present invention comprises: a wireless power transfer unit, mechanically connected to a bearing body of an electric vehicle, for receiving power from a battery of the electric vehicle; and a wireless power reception unit mechanically connected to a bearing rotation unit which is attached to the inside of the bearing body by bearings and rotates.

Description

Wireless power transmission smart tire system for extending electric vehicle driving range

[0001] The present invention relates to a wireless power transfer smart tire system, and more specifically, to a system capable of adjusting tire pressure in real time by stably supplying power to electrical components inside the tire using Wireless Power Transfer (WPT) technology, and improving aerodynamic characteristics through an active wheel curtain.

[0002] In the Hyundai automotive industry, technologies are continuously being developed to maximize the efficiency of electric vehicles (EVs) and enhance user convenience and safety. In particular, efforts are being made to minimize energy consumption by improving vehicle aerodynamic performance and properly managing tire pressure.

[0003] Existing technologies primarily utilize a Tire Pressure Monitoring System (TPMS) to detect internal tire pressure and guide the driver to manually adjust the pressure through warnings. However, this method cannot actively adjust tire pressure in real time and has limitations in improving energy efficiency based on driving conditions.

[0004] In addition, while there was a method of using fixed wheel covers to improve the aerodynamic characteristics of the wheels, this has the problem of failing to provide optimal performance depending on various driving conditions, such as vehicle speed and brake cooling requirements.

[0005] Meanwhile, external visual information transmission devices, such as LED indicators, are mostly mounted on the vehicle body, and technologies to enhance visibility by mounting them on dynamic parts like wheels have been limited.

[0006] Wireless Power Transfer (WPT) technology is attracting attention as a new method for supplying power to rotating components, but to date, there have been few cases where it has been applied to automotive wheel and tire systems to achieve substantial performance improvements.

[0007] Therefore, there is an urgent need for technological innovation that can maximize the driving efficiency of electric vehicles by enhancing power supply efficiency to internal tire components based on Wireless Power Transfer (WPT) technology, and integrating real-time air pressure control, aerodynamic drag reduction, brake cooling, and external information display functions using the supplied power.

[0008] Therefore, technological development is necessary to provide an innovative smart tire system that satisfies these requirements.

[0009] The present invention is intended to optimize vehicle fuel efficiency and tire life by adjusting tire pressure in real time while driving.

[0010] The present invention is also intended to reduce air resistance and improve brake cooling efficiency depending on driving speed and conditions.

[0011] The present invention is also intended to enhance the visibility and safety of the tire.

[0012] The present invention is also intended to increase the energy efficiency of an electric vehicle, thereby increasing the driving range per charge.

[0013] The present invention is also intended to provide a smart tire system that can dramatically improve the driving performance, efficiency, and stability of future vehicles such as electric vehicles and autonomous vehicles.

[0014] The technical problems of the present invention are not limited to those mentioned above, and other unmentioned technical problems will be clearly understood by those skilled in the art from the description below.

[0015] The smart tire system of the present invention for solving the above technical problem is a wireless power-based smart tire system for an electric vehicle, comprising a wireless power transmitter that is mechanically connected to a bearing body of the electric vehicle and receives power from a battery of the electric vehicle, and a wireless power receiver that is mechanically connected to a bearing rotating part that rotates by being coupled to a bearing inside the bearing body and supplies power to a control circuit part including a tire control part and a driving part, wherein the wireless power transmitter and the wireless power receiver each include a transmitting coil and a receiving coil, the transmitting coil does not rotate, and the receiving coil can rotate together with the rotation axis of the tire.

[0016] In some embodiments of the present invention, the transmitting coil and the receiving coil may have the same inner and outer diameters in the shape of hollow discs and may be arranged facing each other at a predetermined distance.

[0017] In some embodiments of the present invention, the wireless power transmitter may include a transmitting circuit that applies a high-frequency alternating current to the transmitting coil and a transmitting shielding member that surrounds one side of the transmitting coil.

[0018] In some embodiments of the present invention, the wireless power receiver may include a rectifier circuit that converts alternating current received from the receiving coil into direct current, and a receiving shielding member that surrounds one side of the receiving coil.

[0019] In some embodiments of the present invention, the electric vehicle may include a first radio unit communicating with the control circuit unit and a vehicle control unit controlling the first radio unit.

[0020] In some embodiments of the present invention, the control circuit includes a second wireless unit that communicates with the electric vehicle control unit of the electric vehicle, and the tire control unit can control the second wireless unit.

[0021] In some embodiments of the present invention, the tire may include an air pressure boosting unit or an air pressure depressurizing unit for regulating air pressure.

[0022] In some embodiments of the present invention, the tire control unit can change the air pressure of the tire by comparing the real-time air pressure detection value with a set target value.

[0023] In some embodiments of the present invention, the tire control unit may change the set target value upon request from the vehicle control unit of the electric vehicle.

[0024] In some embodiments of the present invention, the tire may include a blade on the side that is variable in position.

[0025] In some embodiments of the present invention, a second motor for changing the position of the blade may be included.

[0026] In some embodiments of the present invention, the rotational motion of the second motor can vary the position of the blade through a reduction gear, a rack gear, and a pinion gear.

[0027] In some embodiments of the present invention, the tire may include an LED indicator that emits light on the side.

[0028] In some embodiments of the present invention, the tire control unit may change the light emission color of the LED according to a request from the vehicle control unit of the electric vehicle.

[0029] The smart tire system of the present invention for solving the above technical problem is a smart tire system for an electric vehicle, comprising a tire battery that supplies power to a control circuit unit including an air pressure boosting unit or an air pressure depressurizing unit for adjusting the air pressure of a tire, a driving unit for driving the air pressure boosting unit or the air pressure depressurizing unit, and a tire control unit, wherein the tire control unit can change the air pressure of the tire by comparing a real-time air pressure detection value with a set target value.

[0030] In some embodiments of the present invention, the tire battery can be charged with a current generated in the field winding rotating in the magnetic field of the fixed permanent magnet, the field winding being mechanically connected to the bearing body of the electric vehicle, and the field winding being mechanically connected to the bearing rotating part which is coupled to the bearing on the inside of the bearing body and rotates.

[0031] In some embodiments of the present invention, a rectifier circuit that converts the alternating current output from the field winding into a direct current may be included.

[0032] In some embodiments of the present invention, the air pressure pressurizing unit can pressurize the first valve by compressing air with a reduction gear and a piston through the rotational movement of the first motor.

[0033] In some embodiments of the present invention, the air pressure reducing unit can discharge air by opening a second valve through the linear movement of a solenoid.

[0034] According to the present invention, by stably supplying power to internal components of a tire through wireless power transmission (WPT) technology and optimizing tire pressure in real time using an air pump, the rolling resistance of the tire and energy consumption can be reduced, thereby increasing the driving range of an electric vehicle on a single charge.

[0035] The present invention also effectively reduces air resistance during driving through a variable blade (Active Wheel Curtain), improves the energy efficiency of the vehicle during high-speed driving, and intuitively transmits vehicle status information to the outside even while driving by mounting LED indicators on the wheels, thereby significantly improving the visibility and safety of the vehicle.

[0036] The present invention can also enhance the durability of tires by precisely adjusting tire pressure, and improve the product competitiveness of electric vehicles by simplifying existing complex wiring structures and increasing vehicle design and manufacturing efficiency.

[0037] FIG. 1 is a drawing showing a tire according to one embodiment of the present invention.

[0038] FIG. 2 is an exploded perspective view showing a tire according to one embodiment of the present invention.

[0039] FIG. 3 is a drawing showing a wireless power transceiver according to an embodiment of the present invention.

[0040] FIG. 4 is a cross-sectional view showing a wireless power transmitter according to one embodiment of the present invention.

[0041] FIG. 5 is an exploded perspective view showing a wireless power transmitter according to one embodiment of the present invention.

[0042] Figure 6 is a diagram showing the circuit of a wireless power transmitter according to Figure 5.

[0043] FIG. 7 is a first cross-sectional view showing a wireless power receiver according to one embodiment of the present invention.

[0044] FIG. 8 is a second cross-sectional view showing a wireless power receiver according to one embodiment of the present invention.

[0045] FIG. 9 is an exploded perspective view showing a wireless power receiver according to one embodiment of the present invention.

[0046] FIG. 10 is a diagram showing the circuit connection of a wireless receiver according to FIG. 8 and FIG. 9.

[0047] FIG. 11 is a drawing showing an air pump unit according to one embodiment of the present invention.

[0048] FIG. 12 is a drawing showing the pressurizing part of the air pump unit according to one embodiment of the present invention.

[0049] FIG. 13 is a drawing showing a pressure reduction section of an air pump unit according to one embodiment of the present invention.

[0050] FIG. 14 is a drawing showing a blade part and an LED display part according to one embodiment of the present invention.

[0051] FIG. 15 is a drawing showing a blade drive unit according to FIG. 14.

[0052] FIG. 16 is a system block diagram according to one embodiment of the present invention.

[0053] Figure 17 is a diagram showing a flowchart of the tire control unit according to Figure 16.

[0054] FIG. 18 is a drawing showing a tire according to another embodiment of the present invention.

[0055] Fig. 19 is an enlarged view according to Fig. 18.

[0056] FIG. 20 is an enlarged view of the field winding section according to FIG. 18 and FIG. 19.

[0057] FIG. 21 is a system block diagram according to another embodiment of the present invention.

[0058] The advantages and features of the present invention and the methods for achieving them will become clear by referring to the embodiments described below in detail together with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below but may be implemented in various different forms. These embodiments are provided merely to ensure that the disclosure of the present invention is complete and to fully inform those skilled in the art of the scope of the invention, and the present invention is defined only by the scope of the claims. Throughout the specification, the same reference numerals refer to the same components.

[0059] "And / or" includes each of the mentioned items and all combinations of one or more.

[0060] The terms used herein are for describing embodiments and are not intended to limit the invention. In this specification, the singular form includes the plural form unless specifically stated otherwise in the text. As used herein, "comprising" and / or "comprising" does not exclude the presence or addition of one or more other components, steps, actions, and / or elements to the mentioned components, steps, actions, and / or elements.

[0061] Furthermore, throughout the specification, when a part is described as being "connected" to another part, this includes not only cases where they are "directly connected," but also cases where they are "indirectly" or "electrically connected" with other members or elements interposed between them.

[0062] Additionally, throughout the specification, the description that each layer (film), region, pattern, or structure is formed "on" or "under" the substrate, each layer (film), region, pad, or pattern includes both direct formation and formation through another layer. The criteria for "on" or "under" each layer are described based on the drawings.

[0063] Furthermore, expressions such as 'first, second,' etc., are used solely to distinguish multiple compositions and do not limit the order or other characteristics between the compositions.

[0064] Furthermore, the flowcharts illustrated in the drawings are merely illustrative steps to obtain the most desirable results in carrying out the present invention, and it is obvious that other steps may be added or some steps may be deleted.

[0065] Unless otherwise defined, all terms used in this specification (including technical and scientific terms) may be used in a meaning commonly understood by those skilled in the art to which the present invention pertains. Additionally, terms defined in commonly used dictionaries are not to be interpreted ideally or excessively unless explicitly and specifically defined otherwise.

[0066] A wireless power-based smart tire system according to one embodiment of the present invention will be described with reference to the drawings.

[0067] FIG. 1 is a drawing showing a tire according to one embodiment of the present invention, and FIG. 2 is an exploded perspective view showing a tire according to one embodiment of the present invention.

[0068] FIG. 3 is a drawing showing a wireless power transceiver according to an embodiment of the present invention.

[0069] Referring to FIG. 1 and FIG. 2, the present invention may include a wireless power-based smart tire system for an electric vehicle, a wireless power transmitter (100) mechanically connected to a bearing body (300) of the electric vehicle and receiving power from a battery of the electric vehicle, and a wireless power receiver (200) mechanically connected to a bearing rotating part (401) that rotates by being coupled to a bearing (500) inside the bearing body (300) and supplying power to a control circuit part (280) including a tire control part and a driving part.

[0070] Since the bearing body (300) is fixed to the vehicle body and does not rotate, the wireless power transmitter (100) mechanically connected to the bearing body (300) also does not rotate. The wireless power transmitter (100) can be connected to the vehicle battery of the electric vehicle via a wire to receive wireless transmission power.

[0071] Since the bearing rotation part (401) is connected to the bearing body (300) by a bearing (500) and rotates, the wireless power receiver (200), which is mechanically connected to the bearing rotation part (401), can also rotate. At this time, since the rotation axis (400) of the tire (800) is also coupled to the bearing rotation part (401), the rotation axis (400) and the wireless power receiver (200) rotate together in synchronization when the electric vehicle is driven.

[0072] The wireless power receiver (200) can output a direct current, and the direct current can supply power to a control circuit unit (280) formed within the tire. The control circuit unit (280) may include several driving circuits and a tire control unit that controls these driving circuits.

[0073] Since a transmitting coil (110) is placed in the wireless power transmitting unit (100) and a receiving coil (220) is placed in the wireless power receiving unit (200), the transmitting coil (110) does not rotate, and the receiving coil (220) can rotate together with the rotation axis (400) of the tire (800).

[0074] The wireless power receiver (200) and the driving unit that operates using the output power of the wireless power receiver (200) according to the embodiment are embedded in the wheel, wheel cap, and spoke of the tire that is connected to the rotating shaft (400) and rotates, so they can rotate and operate together.

[0075] Referring to FIG. 3, the transmitting coil (110) and the receiving coil (220) have the same inner and outer diameters in the shape of hollow discs and can be arranged facing each other with a predetermined distance between them.

[0076] Therefore, when the receiving coil (220) rotates, the transmitting coil (110) and the receiving coil (220) have a certain area facing each other. Thus, when current is passed through one of the two facing coils, voltage is induced in the other coil, causing current to flow (electromagnetic induction), and thus wireless power transmission between the transmitting coil (110) and the receiving coil (220) is possible in a non-contact manner.

[0077] The wireless power transmission and reception unit includes a wireless power transmission unit (100) and a wireless power reception unit (200). The wireless power transmission unit (100) includes a transmission circuit unit (180), and the transmission circuit unit (180) is connected to the battery of the electric vehicle via an input wire (195). The wireless power reception unit (200) includes a rectification circuit unit (290), and the rectification circuit unit (290) can be connected to a control circuit unit (280).

[0078] In the embodiment, the rectification circuit (290) and the control circuit (280) may be placed on the same circuit board (PCB).

[0079] FIG. 4 is a cross-sectional view showing a wireless power transmitter according to an embodiment of the present invention, FIG. 5 is an exploded perspective view showing a wireless power transmitter according to an embodiment of the present invention, and FIG. 6 is a diagram showing the circuit of the wireless power transmitter according to FIG. 4 and FIG. 5.

[0080] Referring to FIGS. 4 and 5, the wireless power transmitter (100) may include a transmitter circuit (180) that applies a high-frequency alternating current to a transmitter coil (110), a transmitter shielding member (130) that surrounds one side of the transmitter coil (110), and a transmitter cover (173) that surrounds the other side.

[0081] A transmission shielding member (130) that surrounds the transmission coil (110) is disposed on one side of the transmission coil (110), that is, on the side opposite to the direction toward the reception coil (220), to prevent unnecessary leakage of magnetic flux and at the same time strengthen the magnetic flux toward the reception coil (220).

[0082] A transmitting part cover (173) is placed on the other side of the transmitting coil (110), that is, the side facing the receiving coil (220), for protection, so as to prevent the transmitting coil (110) from being exposed and contaminated or coming into contact with the receiving coil (220).

[0083] The transmission shielding member (130) and the transmission circuit part (180) can be protected by being surrounded by the transmission part case (170).

[0084] The transmitting circuit (180) can stably receive direct current from the electric vehicle's battery, convert it into high-frequency alternating current, and apply it to the transmitting coil (110).

[0085] Referring to FIG. 6, the transmitting circuit (180) may include an alternating current generating unit.

[0086] In this way, the transmitting coil (110) can form an alternating magnetic field by receiving a high-frequency alternating current from the transmitting circuit (180).

[0087] FIGS. 7 and FIGS. 8 are a first cross-sectional view and a second cross-sectional view showing a wireless power receiver according to an embodiment of the present invention, wherein the first cross-sectional view shows the upper part of the wireless power receiver and the second cross-sectional view shows the lower part of the wireless power receiver.

[0088] FIG. 9 is an exploded perspective view showing a wireless power receiver according to an embodiment of the present invention, and FIG. 10 is a diagram showing the circuit connection of the wireless receiver according to FIG. 8 and FIG. 9.

[0089] Referring to FIGS. 7 to 9, the wireless power receiver (200) may include a rectifier circuit (290) that converts alternating current received from a receiving coil (220) into direct current, a receiving shielding member (240) that surrounds one side of the receiving coil (220), and a receiving cover (273) that surrounds the other side.

[0090] A receiving shielding member (240) that surrounds the receiving coil (220) is disposed on one side of the receiving coil (220), that is, on the side opposite to the direction facing the transmitting coil (110), to prevent unnecessary leakage of magnetic flux and, at the same time, increase the receiving strength of the magnetic flux radiated from the transmitting coil (110).

[0091] A receiving cover (273) is placed on the other side of the receiving coil (220), that is, the side facing the transmitting coil (110), for protection, so as to prevent the receiving coil (220) from being exposed and contaminated or coming into contact with the transmitting coil (110).

[0092] The rectifier circuit (290) can convert the high-frequency alternating current received from the receiving coil (220) into a direct current.

[0093] Referring to FIG. 10, the rectifier circuit (290) may include a rectifier that converts alternating current into direct current.

[0094] The output of the DC current from the rectifier circuit (290) can be supplied to the control circuit (280) and used as a power source.

[0095] The rectification circuit (290) and the control circuit (280) can be placed on the same circuit board (PCB).

[0096] A circuit board (PCB) including a receiving shielding member (240), a rectification circuit (290), and a control circuit (280) can be protected by being surrounded by a receiving case (270).

[0097] The transmitter cover (173) and the receiver cover (273) each wrap around to protect the transmitter coil (110) and the receiver coil (220), respectively, and since they are positioned between the transmitter coil (110) and the receiver coil (220), they can be formed of a material capable of transmitting a magnetic field. Preferably, they can be formed of a high-strength plastic material. More specifically, the high-strength plastic may be one of PI (Polyimide), PMMA (Polymethyl methacrylate), or PC (Polycarbonate).

[0098] The above-mentioned transmitting shielding member (130) and receiving shielding member (240) are installed to prevent the magnetic field generated from the coil from leaking and causing unnecessary external effects. It is preferable that they be ferrite cores with excellent electromagnetic shielding properties, but they are not limited thereto.

[0099] The control circuit unit (280) may include a drive unit for an air pump that optimizes tire pressure in real time, a drive unit for a blade whose position is variable to effectively reduce air resistance while driving and improve the energy efficiency of the vehicle, and a drive unit for an LED indicator that emits light to intuitively convey vehicle status information to the outside even while driving.

[0100] An air pump drive unit can drive a first motor (851) that increases the air pressure of the tire or a solenoid (861) that decreases the pressure. Additionally, a blade drive unit can drive a blade (877) whose position is variable on the side of the tire, and an LED drive unit can drive an LED (891, 892) that emits light on the side of the tire.

[0101] The tire control circuit (280) may include a tire control unit (830) that controls the second wireless unit (831) and the drive units.

[0102] Additionally, the electric vehicle may include a first wireless unit (731) and a vehicle control unit (730) that controls the first wireless unit (731). Since the first wireless unit (731) and the second wireless unit (831) are wirelessly connected to each other, the vehicle control unit (730) can communicate with and control the tire control unit (830).

[0103] In an embodiment, the first wireless unit (731) is included in the wireless power transmission unit (100), and the second wireless unit (831) is included in the wireless power reception unit (200), so that the transmitting coil (110) and the receiving coil (220) for wireless power transmission can be used in common for data transmission and reception.

[0104] For example, the high-frequency alternating current signal applied to the transmitting coil (110) for power transmission uses a frequency of approximately 110 kHz to 205 kHz. At this time, a signal for data transmission can be inserted into the power signal through amplitude modulation using ASK (Amplitude Shift Keying). Since ASK modulation encodes data by temporarily raising or lowering the amplitude of the power signal, data transmission can be performed without affecting the signal transmission for power transmission.

[0105] The receiving coil (220) can receive the magnetic field generated by the transmitting coil (110) to induce power and simultaneously receive a low-speed amplitude modulation signal, and the second wireless unit (831) can decode the amplitude modulation signal and process it into data.

[0106] In this way, the same transmitting coil (110) and receiving coil (220) are shared for transmitting power signals and data signals, so the hardware configuration is simple without affecting power transmission efficiency. In addition, when the receiving unit needs to send data to the transmitting unit, the transmitting coil detects and processes this, enabling support for bidirectional communication.

[0107] FIG. 11 is a drawing showing an air pump unit according to one embodiment of the present invention, FIG. 12 is a drawing showing a pressurizing unit of an air pump unit according to one embodiment of the present invention, and FIG. 13 is a drawing showing a depressurizing unit of an air pump unit according to one embodiment of the present invention.

[0108] Referring to FIG. 11, the air pump unit may include an air pressure boosting unit or an air pressure depressurizing unit that regulates the air pressure of the tire, and an air pressure detection unit (869) that measures the air pressure of the tire in real time.

[0109] The air pressure boosting unit according to the embodiment may include a first motor (851), a first gear (852), a second gear (853), a third gear (854), a piston (855), and a first valve (857), and the air pressure depressurizing unit may include a solenoid (861) and a second valve (863).

[0110] Referring to FIG. 12, the air pressure pressurizing unit has the rotational motion of the first motor (851) reduced by the second gear (853) and transmitted to the piston (855) by the third gear (854) to be converted into linear motion.

[0111] Air can be compressed by the linear reciprocating motion of the piston (855) to pressurize the first valve (857). At this time, the first valve (857) supplies compressed air into the tire with a backflow prevention function and, conversely, prevents air from leaking out of the tire.

[0112] Referring to FIG. 13, the air pressure reducing unit can discharge air by opening the second valve (863) through the linear movement of the solenoid (861).

[0113] The solenoid (861) is formed with a magnet and a coil and can finely open the second valve (863) by driving the control circuit (280). When the second valve (863) is opened, air is discharged to the outside through the air outlet (865), and the air pressure is lowered. At this time, the second valve (863) is formed as a needle valve so that a small area can be opened or closed, allowing the air pressure of the tire to be precisely controlled by discharging a small amount of compressed air.

[0114] The tire control unit (830) can change the tire pressure in real time by comparing the real-time air pressure detection value detected through the air pressure detection unit (869) with the set target value and driving the air pressure boosting unit or the air pressure depressurizing unit.

[0115] Additionally, the tire control unit (830) can change the set target value according to the request of the vehicle control unit (730) of the electric vehicle.

[0116] In the embodiments, the tire pressure may be increased during driving in the following cases. For example, when reducing rolling resistance for high-speed driving, when improving aerodynamic driving performance, when it is necessary to increase handling stability by optimizing the tire contact surface, or when the pressure falls below the appropriate level.

[0117] In the embodiments, the tire pressure may be reduced during driving in the following cases. For example, when it is necessary to increase tire grip to drive on wet or snowy roads, to reduce braking distance during sudden braking, when it is necessary to reduce pressure in the inner tire during cornering, and when pressure increases due to increased tire temperature.

[0118] In this way, the tire control unit (830) can improve power efficiency and stability by adjusting the air pressure in real time to be optimized for the environment in response to a request from the vehicle control unit (730) of the electric vehicle.

[0119] In particular, in the case of an autonomous vehicle, a perfect smart tire system can be established by the vehicle control unit (730) recognizing information about the road and climate environment in real time and adjusting the air pressure to suit the conditions.

[0120] FIG. 14 is a drawing showing a blade part and an LED display part according to an embodiment of the present invention, and FIG. 15 is a drawing showing a blade driving part according to FIG. 14.

[0121] Referring to FIG. 14 and FIG. 15, the tire according to the present invention may include a blade (877) on the side that has a variable orientation and a second motor (871) that changes the orientation of the blade (877).

[0122] The tire control unit (830) can rotate the second motor (871) through the second motor drive unit (870). The rotational motion of the second motor (871) is transmitted and decelerated to the fifth gear (873) through the fourth gear (872), and then transmitted to the sixth gear (874) formed by a rack gear.

[0123] The rotational motion of the 6th gear (874) is transmitted to the blade drive shaft (876) as rotational motion with the direction changed at a right angle through the 7th gear (875) formed by the pinion gear.

[0124] The rotation of the blade drive shaft (876) can vary the position of the blade (877).

[0125] The angle formed with the flat surface of the tire wheel cap (803) of the blade (877) can be changed from 0 to 45 degrees. That is, the angle of the blade (877) can be within the range of 0 to 45 degrees.

[0126] The tire control unit (830) can change the blade position within a range of 45 degrees at the request of the electric vehicle control unit (730) by driving the second motor drive unit (870) which operates the second motor (871).

[0127] In the embodiment, the blades of the wheel are closed during driving to improve air resistance, and the blades are opened during braking to improve brake cooling and braking performance.

[0128] In this way, the tire control unit (830) can support air resistance reduction and brake cooling according to driving conditions in response to a request from the vehicle control unit (730) of the electric vehicle.

[0129] Referring to FIG. 14, the tire according to the present invention may include an LED display formed by a first LED (891) and a second LED (893) that emit light on the side.

[0130] The tire control unit (830) can change whether the LED emits light and the color of the LED according to the request of the electric vehicle's vehicle control unit (730) by controlling the LED driver (890) that operates the first LED (891) and the second LED (893).

[0131] In the embodiment, visibility can be provided with a white LED indicator during driving, direction indication or specific warning can be given with a yellow LED indicator, and safety can be enhanced through a visual warning with a red LED indicator during braking.

[0132] In this way, the tire control unit (830) can enhance safety by intuitively transmitting the vehicle status to the outside in response to a request from the vehicle control unit (730) of the electric vehicle.

[0133] FIG. 16 is a system block diagram according to one embodiment of the present invention.

[0134] Referring to FIG. 16, the tire control circuit (280) may include an LED driver (890) that drives first and second LEDs (891, 893) that intuitively transmit vehicle status information to the outside, a first motor driver (850) that drives a first motor (851) that increases the air pressure of the tire, a solenoid driver (860) that drives a solenoid (861) that decreases the air pressure of the tire, a second motor driver (870) that drives a second motor (871) that varies the blade, an air pressure detector (869) that measures air pressure in real time, and a tire control unit (830) that controls the drivers, the second wireless unit (831), and the air pressure detector (869).

[0135] The wireless power receiver (200) may include a second wireless unit (831) that communicates with the first wireless unit (731) of the electric vehicle, and a rectifier circuit unit (290) that converts the received high-frequency alternating current into a direct current and supplies it as power to the control circuit unit (280).

[0136] Additionally, the main body (700) of the electric vehicle may include a wireless power transmission unit (100) comprising a first wireless unit (731) that communicates with a second wireless unit (831) of the tire, a vehicle control unit (730) that controls the first wireless unit (731), and a vehicle battery (710).

[0137] Figure 17 is a diagram showing a flowchart of the tire control unit according to Figure 16.

[0138] The tire control unit (830) may include a microcontroller and a memory, and the control operation of the control circuit unit according to the present invention may be performed by the microcontroller that executes a program stored in the memory.

[0139] Referring to FIG. 17, the tire control unit (830) first checks whether it is connected to the first wireless unit (731) of the electric vehicle, and if connected, can receive the air pressure setting target value.

[0140] At this time, if the detected air pressure is not equal to the set target value and the detected air pressure is lower than the set target value, the first motor (851) is driven to increase the air pressure, and if the detected air pressure is higher than the set target value, the solenoid (861) is driven to decrease the air pressure.

[0141] Check if a request to change the attitude of the next blade (877) has been received, and if there is a request, the attitude angle can be received.

[0142] If the attitude angle is changed, the second motor (871) can be driven to change the attitude angle of the blade (877).

[0143] Next, check whether a request to light up the LED of the LED display unit is received, and if there is a request to light up, drive the LED driver (890) to light up the LED.

[0144] As described above, the wireless power-based smart tire according to the present invention can increase the driving range of an electric vehicle on a single charge by reducing energy consumption through wireless power transmission (WPT) technology, stably supplying power to internal components of the tire, and optimizing tire pressure in real time using an air pump. It can also improve the energy efficiency of the vehicle by effectively reducing air resistance during driving through variable blades, and significantly improve the visibility and safety of the vehicle by intuitively transmitting vehicle status information to the outside even while driving by mounting LED indicators on the wheels. Furthermore, the durability of the tire can be enhanced by precisely adjusting tire pressure, and the product competitiveness of the electric vehicle can be increased by simplifying the existing complex wiring structure and improving vehicle design and manufacturing efficiency.

[0145] A smart tire system according to another embodiment of the present invention will be described with reference to the drawings.

[0146] FIG. 18 is a drawing showing a tire according to another embodiment of the present invention, FIG. 19 is an enlarged view according to FIG. 18, and FIG. 20 is an enlarged view of a field winding section according to FIG. 18 and FIG. 19.

[0147] FIG. 20 is a system block diagram according to another embodiment of the present invention.

[0148] Referring to FIG. 18 and FIG. 19, the present invention is a smart tire system for an electric vehicle, comprising a tire battery (810) that supplies power to a control circuit unit (280) including a tire pressure boosting unit or a tire pressure reducing unit for controlling the air pressure of a tire, a driving unit for driving the tire pressure boosting unit or the tire pressure reducing unit, and a tire control unit. The tire control unit can change the air pressure of a tire by comparing a real-time air pressure detection value with a set target value.

[0149] The tire battery (810) can output a direct current, and the direct current can supply power to a control circuit unit (280) formed within the tire. The control circuit unit (280) may include drive units and a tire control unit that controls these drive units.

[0150] The control circuit (280) may include a drive unit of an air pump that optimizes tire pressure in real time.

[0151] The air pump drive unit can drive a first motor (851) that increases the air pressure of the tire or a solenoid (861) that decreases the pressure.

[0152] The tire control circuit (280) may include a second wireless unit (831) and a tire control unit (830) that controls the drive units.

[0153] Additionally, the electric vehicle may include a first wireless unit (731) and a vehicle control unit (730) that controls the first wireless unit (731). Since the first wireless unit (731) and the second wireless unit (831) are wirelessly connected to each other, the vehicle control unit (730) can communicate with the tire control unit (830) to control each other.

[0154] Referring to FIGS. 18 and 19, the air pump unit may include an air pressure boosting unit or an air pressure depressurizing unit that regulates the air pressure of the tire, and an air pressure detection unit (869) that measures the air pressure of the tire in real time.

[0155] The configuration, operation, and effects of the air pressure boosting unit and the air pressure depressurizing unit according to another embodiment of the present invention are the same as those of one embodiment of the present invention, so a detailed description is omitted.

[0156] The tire control unit (830) can change the tire pressure in real time by comparing the real-time air pressure detection value detected through the air pressure detection unit (869) with the set target value and driving the air pressure boosting unit or the air pressure depressurizing unit.

[0157] Additionally, the tire control unit (830) can change the set target value according to the request of the vehicle control unit (730) of the electric vehicle.

[0158] Referring to FIGS. 18 to 20, a smart tire system according to another embodiment of the present invention includes a permanent magnet (120) mechanically connected to a bearing body (300) of the electric vehicle, and a field winding (230) mechanically connected to a bearing rotating part (401) that rotates by being coupled to a bearing (500) inside the bearing body (300), and can charge a tire battery (810) with a current generated in the field winding (230) that rotates in the magnetic field of the fixed permanent magnet (120).

[0159] Since the bearing body (300) is fixed to the vehicle body and does not rotate, the permanent magnet (120) mechanically connected to the bearing body (300) also does not rotate.

[0160] In the above bearing rotation part (401), since the bearing body (300) is connected to the bearing (500) and rotates, the field winding (230) mechanically connected to the bearing rotation part (401) can also rotate. At this time, since the rotation axis (400) of the tire (800) is also connected to the bearing rotation part (401), the rotation axis (400) and the field winding (230) rotate together in synchronization during electric vehicle driving.

[0161] The permanent magnet (120) may include a plurality of magnets, and the field winding (230) may include a plurality of coils wound on a plurality of cores (231).

[0162] The permanent magnet (120) and the field winding (230) can be arranged facing each other at a predetermined distance.

[0163] When the field winding (230) rotates within the magnetic field formed by the permanent magnet (120), an alternating current can be output from the field winding (230).

[0164] A transmitting cover (173) covering one side of the permanent magnet (120), that is, the side facing the field winding (230), and a receiving cover (273) covering one side of the field winding (230), that is, the side facing the permanent magnet (120) may be arranged.

[0165] The transmitter cover (173) and the receiver cover (273) each wrap around to protect the permanent magnet (120) and the field winding (230), and since they are positioned between the permanent magnet (120) and the field winding (230), they can be formed of a material capable of transmitting a magnetic field. Preferably, they can be formed of a high-strength plastic material. More specifically, the high-strength plastic may be one of PI (Polyimide), PMMA (Polymethyl methacrylate), or PC (Polycarbonate).

[0166] A transmitting case (170) and a receiving case (270) may be formed to protect the other side of the permanent magnet (120) and the field winding (230), respectively.

[0167] The alternating current output from the field winding (230) can be converted into a direct current through the rectifier circuit (290) and supplied as charging power for the tire battery (810). At this time, a charging control circuit that prevents overcharging can be inserted between the rectifier circuit (290) and the tire battery (810).

[0168] In the embodiment, the rectification circuit (290) and the control circuit (280) may be placed on the same circuit board (PCB).

[0169] FIG. 21 is a system block diagram according to another embodiment of the present invention.

[0170] Referring to FIG. 21, the tire control circuit (280) may include a second wireless unit (831) that communicates with the electric vehicle control unit (730), a first motor drive unit (850) that drives a first motor (851) that increases the air pressure of the tire, a solenoid drive unit (860) that drives a solenoid (861) that decreases the air pressure of the tire, an air pressure detection unit (869) that measures the air pressure in real time, and a tire control unit (830) that controls the drive units, the second wireless unit (831), and the air pressure detection unit (869).

[0171] The alternating current output from the field winding (230) can be converted into a direct current in the rectifier circuit (290) and supplied as charging power to the tire battery (810).

[0172] Additionally, the main body (700) of the electric vehicle may include a first wireless unit (731) that communicates with the control circuit unit (280) of the tire, a vehicle control unit (730) that controls the first wireless unit (731), and a vehicle battery (710).

[0173] The tire control unit (830) may include a microcontroller and a memory, and the control operation of the control circuit unit in another embodiment of the present invention may be performed by the microcontroller that executes a program stored in the memory.

[0174] The control operation of the tire control unit (830) according to another embodiment is the same as that of one embodiment of the present invention, so a detailed description is omitted.

[0175] Another embodiment of the present invention may also include a variable blade formed on the side of the tire and an LED indicator applied to the first embodiment. Since this is also the same as the first embodiment of the present invention, a detailed description is omitted.

[0176] Although the present invention has been described above, those skilled in the art will recognize that the invention may be implemented in other forms while maintaining the technical concept and essential features of the invention.

[0177] The scope of the rights of the present invention shall be determined primarily by the patent claims; however, configurations directly derived from the descriptions in the patent claims, as well as all modifications or variations derived from configurations equivalent thereto, shall be interpreted as being included within the scope of the rights of the present invention.

Claims

1. As a wireless power-based smart tire system for electric vehicles, A wireless power transmitter mechanically connected to the bearing body of the electric vehicle and receiving power from the battery of the electric vehicle; and It includes a wireless power receiver that is mechanically connected to a bearing rotating part that rotates by being coupled to the inner side of the bearing body and supplies power to a control circuit part including a tire control part and a driving part. A smart tire system in which the wireless power transmitter and the wireless power receiver each include a transmitting coil and a receiving coil, the transmitting coil does not rotate, and the receiving coil rotates together with the rotation axis of the tire.

2. In Paragraph 1, A smart tire system in which the transmitting coil and the receiving coil have the same inner and outer diameters in the shape of hollow discs and are arranged facing each other at a predetermined distance.

3. In Paragraph 1, The smart tire system, wherein the wireless power transmitter comprises a transmitting circuit that applies a high-frequency alternating current to the transmitting coil and a transmitting shielding member that surrounds one side of the transmitting coil.

4. In Paragraph 1, The above-described wireless power receiver comprises a rectifier circuit that converts alternating current received from the receiving coil into direct current, and a receiving shielding member that surrounds one side of the receiving coil, in a smart tire system.

5. In Paragraph 1, The electric vehicle above is a smart tire system comprising a first wireless unit communicating with the control circuit unit and a vehicle control unit controlling the first wireless unit.

6. In Paragraph 1, The above control circuit includes a second wireless unit that communicates with the electric vehicle control unit of the electric vehicle, and the tire control unit controls the second wireless unit, in a smart tire system.

7. In Paragraph 1, The above tire is a smart tire system comprising an air pressure boosting unit or an air pressure depressurizing unit that regulates air pressure.

8. In Paragraph 7, The above air pressure pressurizing unit is a smart tire system that pressurizes a first valve by compressing air with a reduction gear and a piston through the rotational movement of a first motor.

9. In Paragraph 7, The above air pressure reducing unit is a smart tire system that discharges air by opening a second valve through the linear movement of a solenoid.

10. In Paragraph 7, The above tire control unit is a smart tire system that changes the tire pressure by comparing the real-time air pressure detection value with a set target value.

11. In Paragraph 10, The above tire control unit changes the set target value according to a request from the vehicle control unit of the above electric vehicle, a smart tire system.

12. In Paragraph 1, The above tire is a smart tire system comprising a side-mounted blade that varies its position.

13. In Paragraph 12, A smart tire system comprising a second motor that changes the position of the blade.

14. In Paragraph 13, A smart tire system in which the rotational motion of the second motor above varies the attitude of the blade through a reduction gear, a rack gear, and a pinion gear.

15. In Paragraph 13, The above tire control unit changes the blade position within a range of 45 degrees in response to a request from the vehicle control unit of the electric vehicle, a smart tire system.

16. In Paragraph 1, The above tire is a smart tire system comprising an LED indicator that emits light on the side.

17. In Paragraph 16, The above tire control unit changes the light emission color of the LED according to a request from the vehicle control unit of the electric vehicle, a smart tire system.

18. As a smart tire system for electric vehicles, An air pressure boosting unit or an air pressure reducing unit for adjusting the air pressure of the tire; and It includes a tire battery that supplies power to a control circuit unit including a driving unit that drives the above-mentioned air pressure pressurizing unit or air pressure depressurizing unit and a tire control unit, and The above tire control unit is a smart tire system that changes the tire pressure by comparing the real-time air pressure detection value with a set target value.

19. In Paragraph 18, A permanent magnet mechanically connected to the bearing body of the electric vehicle; and A smart tire system comprising a field winding mechanically connected to a rotating bearing part that is coupled to the inner side of the bearing body and rotates, and charging the tire battery with the current generated in the field winding rotating in the magnetic field of a fixed permanent magnet.

20. In Paragraph 19, A smart tire system comprising a rectifier circuit that converts alternating current output from the field winding into direct current.

21. In Paragraph 18, The above air pressure pressurizing unit is a smart tire system that pressurizes a first valve by compressing air with a reduction gear and a piston through the rotational movement of a first motor.

22. In Paragraph 18, The above air pressure reducing unit is a smart tire system that discharges air by opening a second valve through the linear movement of a solenoid.

23. In Paragraph 18, The above control circuit further includes a second wireless unit that communicates with the electric vehicle control unit of the electric vehicle, and the tire control unit controls the second wireless unit, in a smart tire system.

Images