KR20240003407A - Apparatus and method for detecting collection coil of electric vehicle wireless charging apparatus - Google Patents

Abstract

The charging coil position detection device for the electric vehicle wireless charging system of the present invention includes a charging coil detection unit that outputs an electrical signal corresponding to the position of the charging coil according to the strength of the magnetic force line; A processor that measures the position of the charging coil according to the electrical signal output from the charging coil detection unit; and a magnetic force line leakage prevention unit that prevents the magnetic force lines formed by the charging coil and the current collecting coil installed in the electric vehicle from leaking to the outside.

Description

Charging coil position detection device and method for electric vehicle wireless charging system {APPARATUS AND METHOD FOR DETECTING COLLECTION COIL OF ELECTRIC VEHICLE WIRELESS CHARGING APPARATUS}

The present invention relates to an apparatus and method for detecting the position of a charging coil in an electric vehicle wireless charging system. More specifically, the position of the charging coil is measured through a differential coil installed on the current collecting coil, and the charging coil and the current collecting coil are measured based on the measured position of the charging coil. It relates to an apparatus and method for detecting the position of a charging coil in an electric vehicle wireless charging system that induces alignment of the coil.

Generally, a charging coil generates magnetic lines of force in a low-power mode as a beacon signal indicating its location.

The charging coil is equipped with a position detector (PD) with one or more coils that detects whether the current collecting coil is sufficiently close to the charging coil.

The position detector allows the electric vehicle to access the charging coil and current collecting coil, and charging occurs and rated power is sent.

However, since the conventional position detector is made of a single-phase coil, only the size of the magnetic force line can be known, so at least three coils are required. This is a general method for determining directionality, but has the problem of requiring three or more subsequent signal processing.

The background technology of the present invention is disclosed in Korean Patent Publication No. 10-2018-0047681 (May 10, 2018) titled ‘Wireless power transmission method using field winding and vehicle assembly and electric vehicle using the same.’

The present invention was created to improve the above-mentioned problems, and the purpose of one aspect of the present invention is to measure the position of the charging coil through a differential coil installed on the current collecting coil and to measure the position of the charging coil and collect current based on the measured position of the charging coil. To provide an apparatus and method for detecting the position of a charging coil in an electric vehicle wireless charging system that induces alignment of the coil.

A charging coil position detection device for an electric vehicle wireless charging system according to an aspect of the present invention includes a charging coil detection unit that outputs an electrical signal corresponding to the position of the charging coil according to the strength of the magnetic force line; a processor that measures the position of the charging coil according to the electrical signal output from the charging coil detection unit; and a magnetic force line leak prevention unit that prevents the magnetic force lines formed by the charging coil and the current collecting coil installed in the electric vehicle from leaking to the outside.

The magnetic force line leakage prevention unit of the present invention includes: a first magnetic force line blocking unit installed on an upper portion of the current collecting coil to block magnetic force lines from leaking to the outside; and a second magnetic force line blocking unit installed below the charging coil to block the magnetic force line from leaking to the outside.

The charging coil detection unit of the present invention is characterized in that it includes a differential coil that outputs a positive phase voltage or a negative phase voltage depending on the position of the charging coil.

The differential coil of the present invention is arranged to overlap the current collecting coil in a vertical direction or is arranged on the same plane as the current collecting coil.

The differential coil of the present invention is characterized in that a plurality of differential coils are arranged to cross in the full length direction and full width direction of the electric vehicle.

The charging coil detection unit of the present invention includes a differential coil that outputs a normal voltage or a reverse voltage depending on the position of the charging coil, wherein the negative loop portion of the differential coil is disposed on one side of the center tab and the positive loop portion of the differential coil is disposed on one side of the center tab. It is characterized by including an LC resonator disposed on the other side of the center tab.

The differential coil of the present invention is characterized in that the positive loop part and the negative loop part are formed with a plurality of turns.

The processor of the present invention is characterized by measuring the position of the charging coil through the sign or magnitude of the voltage output from the differential coil.

A method of detecting the position of a charging coil in an electric vehicle wireless charging system according to an aspect of the present invention includes the steps of a charging coil detection unit outputting an electrical signal corresponding to the position of the charging coil according to the strength of a magnetic force line; A processor measuring the position of the charging coil according to an electrical signal output from the charging coil detection unit; and the processor controlling the charger according to the position of the charging coil to charge the electric vehicle.

The charging coil detection unit of the present invention is characterized in that it includes a differential coil that outputs a positive phase voltage or a negative phase voltage depending on the position of the charging coil.

The charging coil detection unit of the present invention includes a differential coil that outputs a normal voltage or a reverse voltage depending on the position of the charging coil, wherein the negative loop portion of the differential coil is disposed on one side of the center tab and the positive loop portion of the differential coil is disposed on one side of the center tab. It is characterized by including an LC resonator disposed on the other side of the center tab.

In the step of measuring the position of the charging coil of the present invention, the processor measures the position of the charging coil through the sign or magnitude of the voltage output from the differential coil.

An apparatus and method for detecting the position of a charging coil in an electric vehicle wireless charging system according to an aspect of the present invention measures the position of the charging coil through a differential coil installed on the current collecting coil, and aligns the charging coil and the current collecting coil based on the measured position of the charging coil. This ensures effective charging of electric vehicles.

An apparatus and method for detecting the position of a charging coil in an electric vehicle wireless charging system according to another aspect of the present invention outputs a differential voltage corresponding to the direction and distance corresponding to the mismatch between the charging coil and the current collecting coil, and this differential voltage is the common mode voltage. Since it is removed, the position of the charging coil can be measured with simple signal processing, and since the size of the differential voltage is small, a low-cost signal processing processor can be used.

An apparatus and method for detecting the position of a charging coil in an electric vehicle wireless charging system according to another aspect of the present invention implements an LC resonator using a differential coil, thereby resonating with the magnetic field signal of a small charging coil and transmitting the amplified signal from the resonance coil (tank circuit). Therefore, the position of the charging coil can be detected even with a small signal.

Figure 1 is a block diagram of a charging coil position detection device for an electric vehicle wireless charging system according to an embodiment of the present invention.
Figure 2 is a diagram illustrating an example in which a differential coil is installed in a current collecting coil according to an embodiment of the present invention.
Figure 3 is a diagram showing a differential coil and electromotive force generated from the differential coil according to an embodiment of the present invention.
Figure 4 is a diagram showing the operation characteristics of two differential coils crossed in the full length direction and the full width direction according to an embodiment of the present invention.
Figure 5 is a diagram illustrating a method of inducing alignment of a charging coil and a current collecting coil in the full width direction of an electric vehicle using a differential coil disposed in the full width direction of an electric vehicle according to an embodiment of the present invention.
Figure 6 is a diagram illustrating a method of inducing alignment of the charging coil and the current collecting coil in the overall length direction of an electric vehicle using a differential coil disposed in the overall length direction of an electric vehicle according to an embodiment of the present invention.
FIG. 7 is a diagram illustrating a method of inducing alignment of the charging coil and the current collecting coil in the full width direction and the full length direction using differential coils alternately arranged in the full width direction and the full length direction of the electric vehicle according to an embodiment of the present invention.
Figure 8 is a diagram illustrating a method of inducing alignment of a charging coil and a current collecting coil in the full-width direction using an LC resonator in which a differential coil in the full-width direction is disposed as an inductor according to an embodiment of the present invention.
Figure 9 shows a method of inducing alignment of the charging coil and the current collecting coil in the full-width direction and the full-length direction using two LC resonators using differential coils in the full-width direction and the front direction as an inductor according to an embodiment of the present invention. It is a drawing.
10 and 11 are diagrams showing a method for preventing overcurrent of an LC resonator according to an embodiment of the present invention.
Figure 12 is a diagram showing that the differential coil of the LC resonator according to an embodiment of the present invention is a two-turn coil.
Figure 13 is a diagram showing an example in which the size of the differential coil is adjusted according to an embodiment of the present invention.
Figure 14 is an illustration of the installation of a magnetic force line leakage prevention unit according to an embodiment of the present invention.
Figure 15 is a diagram illustrating an example of displaying the positions of a charging coil and a current collecting coil through a cluster controller according to an embodiment of the present invention.

Hereinafter, an apparatus and method for detecting the position of a charging coil in an electric vehicle wireless charging system according to an embodiment of the present invention will be described in detail with reference to the attached drawings. In this process, the thickness of lines or sizes of components shown in the drawings may be exaggerated for clarity and convenience of explanation. In addition, the terms described below are terms defined in consideration of functions in the present invention, and may vary depending on the intention or custom of the user or operator. Therefore, definitions of these terms should be made based on the content throughout this specification.

Figure 1 is a block diagram of a charging coil position detection device for an electric vehicle wireless charging system according to an embodiment of the present invention.

Referring to FIG. 1, the charging coil position detection device of the electric vehicle wireless charging system according to an embodiment of the present invention includes a charging coil detection unit 100, a signal processing unit 200, a processor 300, a vehicle controller 400, and a magnetic force line leak prevention unit 500.

The charging coil detection unit 100 outputs an electrical signal corresponding to the position of the charging coil 20 according to the strength of the magnetic force line to detect the charging coil 20.

The charging coil detection unit 100 may be a differential coil 110 that outputs a positive phase voltage or a negative phase voltage depending on the position of the charging coil 20. This will be explained with reference to FIGS. 3 to 8.

In another embodiment, the charging coil detection unit 100 is an LC resonator 120 in which the negative loop part 111 and the positive loop part 112 of the differential coil 110 are arranged as inductors (L) on both sides of the center tap. You can. This will be explained with reference to FIGS. 8 to 12.

Figure 2 is a diagram illustrating an example in which a differential coil is installed in a current collecting coil according to an embodiment of the present invention.

Referring to FIG. 2, the differential coil 110 may be arranged to overlap the current collecting coil 10 in the vertical direction, or may be placed on the same plane as the current collecting coil 10.

The differential coil 110 consists of two ends and is wound to cross each other, thereby generating an electromotive force (EMF) in which a positive (clockwise) voltage is applied to the negative loop part 111, and the positive loop part 111 generates an electromotive force (EMF). At (112), an electromotive force is generated by applying a voltage in the reverse direction (counterclockwise).

That is, the differential coil 110 generates an electromotive force (EMF) in which a voltage in the positive direction (clockwise) is applied, and the negative loop part 111 generates an electromotive force (EMF) in which a voltage in the reverse direction (counterclockwise) is applied. It includes a positive loop portion 112.

In order to prevent disconnection at the intersection point, the differential coil 110 is formed of a covered wire, or the intersection point is made to cross through a via hole in the printed circuit board.

Figure 3 is a diagram showing a differential coil and electromotive force generated from the differential coil according to an embodiment of the present invention.

Referring to FIG. 3, when the direction of the magnetic force line is toward the plane where the differential coil 110 is disposed, an electromotive force in which a positive voltage (clockwise) is applied is induced in the negative loop portion 111, and the positive loop portion 112 An electromotive force is induced by applying a voltage in the reverse direction (counterclockwise).

On the other hand, if the slope of the magnetic force line has a negative slope or the magnetic force line is directed downward to the coil plane, an electromotive force in the opposite direction is induced. The direction of electromotive force can be easily measured because it is indicated by the voltage direction (phase), that is, normal voltage or reverse phase voltage.

Two differential coils 110 may be arranged to cross in the full length and full width directions of the electric vehicle. Here, the two differential coils 110 are not electrically connected to each other.

The differential coil 110 disposed in the overall length direction of the electric vehicle allows the position of the charging coil 20 in the overall length direction to be measured.

The differential coil 110 disposed in the full width direction of the electric vehicle allows the position of the charging coil 20 in the full width direction to be measured.

The number and arrangement method of the differential coils 110 are not particularly limited, and can be employed in various ways as long as the position of the charging coil 20 can be measured.

Figure 4 is a diagram showing the operation characteristics of two differential coils crossed in the full length direction and the full width direction according to an embodiment of the present invention.

In Figure 4, two differential coils 110 are arranged to cross in the full length direction and full width direction of the electric vehicle, and the differential coil 110 and the charging coil 20 are centered.

The strength of the magnetic force lines increases at both ends of the charging coil 110 and decreases at the center.

In the case of the differential coil 110 arranged in the full width direction of the electric vehicle, when the differential coil 110 moves from left to right, the positive loop part 112 reaches the charging coil 20 first, so the positive loop part 112 reaches the charging coil 20 first. (112) is exposed to larger magnetic force lines than the negative loop portion 111, and the normal voltage becomes dominant. As a result, a larger voltage is induced in the positive loop part 112, and a normal voltage is output from the terminal of the differential coil 110.

Thereafter, if the center of the differential coil 110 is located at the center of the charging coil 20 and the voltage output from the differential coil 110 is within the preset setting range, the current collecting coil 10 and the charging coil 20 are moved to the full width. It can be judged to be aligned in direction.

The setting range is the range of voltage values at which power can be transmitted efficiently and is set in advance.

For reference, power transfer efficiency is highest when the charging coil 20 and the current collecting coil 10 are precisely aligned vertically, and in this case, 0V can be output from the differential coil 110.

The alignment position is the position of the current collecting coil 10 for efficient power transfer, and is the position of the current collecting coil 10 where the voltage value output from the differential coil 110 or the LC resonator 120 described later is maintained within the above-described setting range. , and may be formed on the upper side of the charging coil 20 with the charging coil 20 as the center.

Thereafter, when the differential coil 110 continues to move and passes the center of the charging coil 20, the negative loop part 111 is exposed to more magnetic force lines than the positive loop part 112, and the negative-sequence voltage becomes dominant. As a result, a larger voltage is induced in the negative loop portion 111, and a negative-sequence voltage is output from the terminal of the differential coil 110.

On the other hand, in the case of the differential coil 110 arranged in the overall length direction of the electric vehicle, when the differential coil 110 moves from the rear to the front, the positive loop portion 112 reaches the charging coil 20 first, The positive loop part 112 is exposed to larger magnetic force lines than the negative loop part 111, so that the normal voltage becomes dominant. As a result, a larger voltage is induced in the positive loop part 112, and a normal voltage is output to the terminal of the differential coil 110.

Afterwards, if the center of the differential coil 110 is located at the center of the charging coil 20 and the voltage output from the differential coil 110 is within the preset setting range, the current collecting coil 10 and the charging coil 20 have an electric field. It can be judged to be aligned in direction.

In this process, if the voltage output from the differential coil 110 is within a preset setting range, it may be determined that the current collecting coil 10 and the charging coil 20 are arranged side by side in the electric field direction.

The setting range is the range of voltage values at which power can be transmitted efficiently and is set in advance.

For reference, power transfer efficiency is highest when the charging coil 20 and the current collecting coil 10 are precisely aligned vertically, and in this case, 0V can be output from the differential coil 110.

Thereafter, when the differential coil 110 continues to move and passes the center of the charging coil 20, the negative loop part 111 is exposed to more magnetic force lines than the positive loop part 112, and the negative-sequence voltage becomes dominant. As a result, a larger voltage is induced in the negative loop unit 111, and a negative-sequence voltage is output to the terminal of the differential coil 110.

The alignment position is the position of the current collecting coil 10 for efficient power transfer, and is the position of the current collecting coil 10 where the voltage value output from the differential coil 110 or the LC resonator 120 described later is maintained within the above-described setting range. , and may be formed on the upper side of the charging coil 20 with the charging coil 20 as the center.

The signal processor 200 amplifies and rectifies the output of the differential coil 110 and inputs it to the processor 300.

Since the amplification and rectification methods of the signal processing unit 200 are self-evident to those skilled in the art, detailed description thereof will be omitted here.

The processor 300 measures the position of the charging coil 20 according to the electrical signal output from the charging coil detection unit 100 and controls the charger 30 according to the measured position to charge the electric vehicle.

That is, the processor 300 measures the position of the charging coil 20 according to the sign and magnitude of the voltage value input from the differential coil 110 and determines whether and the direction of movement of the current collecting coil 10 based on this.

Figure 5 is a diagram illustrating a method of inducing alignment of a charging coil and a current collecting coil in the full width direction of an electric vehicle using a differential coil disposed in the full width direction of an electric vehicle according to an embodiment of the present invention.

Referring to FIG. 5, first, in the case of the differential coil 110 arranged in the full width direction, a voltage is output according to its position.

The voltage output from the differential coil 110 is input to the signal processing unit 200.

The signal processing unit 200 amplifies and rectifies the voltage input from the differential coil 110 and inputs it to the processor 300.

The processor 300 measures the sign and magnitude of the voltage value input from the signal processing unit 200.

The processor 300 compares the voltage value with a preset setting range.

The processor 300 moves the current collecting coil 10 to the left when the voltage value is greater than the maximum value of the setting range. If the voltage value is within the set range, the processor 300 stops the current collecting coil 10 and starts charging through the charger 30. The processor 300 moves the current collecting coil 10 to the right when the voltage value is less than the minimum value of the setting range.

That is, when the differential coil 110 approaches the charging coil 20 from left to right, a relatively large voltage is detected in the positive loop portion because a large magnetic force line is first applied to the positive loop portion.

When the differential coil 110 continues to move and centering is completed so that the center of the differential coil 110 coincides with the center of the charging coil 20, the voltage output from the differential coil 110 is within the preset setting range. For example, the voltage applied to the positive loop part and the voltage applied to the negative loop part are canceled out, so the voltage of the signal processing unit 200 becomes '0'.

Thereafter, as the differential coil 110 continues to move so that the center of the differential coil 110 passes the center of the charging coil 20, the voltage applied to the negative loop portion increases relatively further, and this voltage is transferred to the positive loop portion. The voltage applied to the negative and the phase are opposite.

Here, the signal processor 200 can recognize the voltage applied to the positive loop portion and the voltage applied to the negative loop portion as a direct current voltage by rectifying the voltage applied to the positive loop portion and the voltage applied to the negative loop portion with a phase detection rectifier, and the processor can determine the information processed by the signal processor 200. Using this, the direction and distance of the charging coil 20 can be determined.

Since the voltage of the positive loop part and the voltage of the negative loop part are rectified by the signal processing unit, they can be detected as direct current voltage.

Therefore, the processor 300 detects the position of the differential coil 110 through the voltage applied by the differential coil 110. At this time, the voltage applied by the differential coil 110 is within the setting range, that is, '0V. ', it is determined that centering, in which the center of the differential coil 110 coincides with the center of the charging coil 20, is completed, and charging is performed.

This is applied in the same way as in case 6, in addition to moving it to induce alignment in the battlefield direction, which will be described later.

Figure 6 is a diagram illustrating a method of inducing alignment of the charging coil and the current collecting coil in the overall length direction of an electric vehicle using a differential coil disposed in the overall length direction of an electric vehicle according to an embodiment of the present invention.

Referring to FIG. 6, first, in the case of the differential coil 110 arranged in the full length direction, a voltage is output according to its position.

The voltage output from the differential coil 110 is input to the signal processing unit 200.

The signal processing unit 200 amplifies and rectifies the voltage input from the differential coil 110 and inputs it to the processor 300.

The processor 300 measures the sign and magnitude of the voltage value input from the signal processing unit 200.

The processor 300 compares the voltage value with a preset setting range.

The processor 300 moves the current collecting coil 10 forward when the voltage value is greater than the maximum value of the setting range. If the voltage value is within the set range, the processor 300 stops the current collecting coil 10 and starts charging through the charger 30. The processor 300 moves the current collecting coil 10 backward when the voltage value is less than the maximum value of the setting range.

FIG. 7 is a diagram illustrating a method of inducing alignment of the charging coil and the current collecting coil in the full width direction and the full length direction using differential coils alternately arranged in the full width direction and the full length direction of the electric vehicle according to an embodiment of the present invention.

In Figure 7, when two differential coils 110 are arranged to cross in the full-width direction and the full-length direction, an example of moving the current collection coil 10 according to the voltage of the differential coil 110 in the full-width direction and the front direction is shown. .

The processor 300 moves the current collecting coil 10 in the full-width direction according to the voltage of the differential coil 110 arranged in the full-width direction as shown in FIG. 5, and moves the current collecting coil 10 in the full-width direction as shown in FIG. 6. By moving the current collecting coil 10 in the full length direction according to the voltage of the differential coil 110, the current collecting coil 10 is aligned at the alignment position.

Meanwhile, in the above-described embodiment, the use of the differential coil 110 as the charging coil detection unit 100 was explained as an example. However, an LC resonator 120 in which the positive loop part 112 and negative loop part 111 of the differential coil 110 are arranged as inductors on both sides of the center tap may be used as the charging coil detection unit 100. This will be explained with reference to FIGS. 8 to 13.

Figure 8 is a diagram showing a method of inducing alignment of the charging coil and current collecting coil in the full-width direction using an LC resonator in which a differential coil in the full-width direction is disposed as an inductor according to an embodiment of the present invention, and Figure 9 is a diagram showing a method of inducing alignment of the charging coil and the current collecting coil in the full-width direction. This diagram shows a method of inducing alignment of the charging coil and the current collecting coil in the full-width direction and the full-length direction using two LC resonators using differential coils in the full-width direction and the front direction as an inductor according to an embodiment of the invention.

Referring to FIG. 8, the charging coil detection unit 100 may employ an LC resonator 120.

For reference, FIG. 8 illustrates the LC resonator 120 that senses the charging coil 20 in the full width direction as an example.

The LC resonator 120 includes a resonant tank circuit (LC tank) that has two inductors that oscillate at a specific resonant frequency to generate an oscillation signal, and an active negative transconductance circuit.

The positive loop part 112 and the negative loop part 111 of the differential coil 110 are arranged as inductors on both sides of this resonance tank circuit.

That is, the positive loop portion 112 of the differential coil 110 is disposed on the inductor (L) disposed on one side of the center tab, and the negative loop portion 112 of the differential coil 110 is disposed on the inductor L disposed on the other side of the center tab. Arrange the loop portion 111.

In this way, the positive loop portion 112 of the differential coil 110 is disposed on the inductor (L), and the negative loop portion 111 of the differential coil 110 is disposed on the inductor tuck (L) disposed on the other side of the center tab. By doing so, the LC resonator 120 can be implemented.

This LC resonator 120 can operate sensitively to magnetic force lines formed in a smaller and similar frequency range, so it can detect the charging coil 20 more effectively and accurately.

Meanwhile, both ends of the capacitor are connected to the signal processing unit 200, and the signal processing unit 200 receives the voltage induced from the positive loop unit 112 and the negative loop unit 111 of the differential coil 110 from both ends of the capacitor and generates a signal. After processing, it is input to the processor 300.

Accordingly, the processor 300 measures the sign and magnitude of the voltage value input from the signal processing unit 200.

The processor 300 compares the voltage value with a preset setting range.

The processor 300 moves the current collecting coil 10 to the left when the voltage value is greater than the maximum value of the setting range. If the voltage value is within the set range, the processor 300 stops the current collecting coil 10 and starts charging through the charger 30. The processor 300 moves the current collecting coil 10 to the right when the voltage value is less than the minimum value of the setting range.

Meanwhile, in Figure 8, the LC resonator 120 that senses the charging coil 20 in the full width direction is explained as an example. However, this embodiment may further include an LC resonator 120 that senses the charging coil 20 in the full length direction.

Meanwhile, the present embodiment may be provided with an LC resonator 120 that senses the charging coil 20 in the full-width direction and an LC resonator 120 that senses the charging coil 20 in the full-width direction, as described above.

Accordingly, as shown in FIG. 9, the positive loop portion 112 and negative loop portion 111 on both sides of the center tab of the LC resonator 120, which senses the charging coil 20 in the full width direction, are connected to the charging coil 20. The positive loop portion 112 and negative loop portion 111 on both sides of the center tab of the LC resonator 120 that senses in the full-length direction may cross each other.

The differential coil described above is used to move the current collecting coil 10 using the LC resonator 120, which senses the charging coil 20 in the full-width direction, and the LC resonator 120, which senses the charging coil 20 in the full-length direction. Since it is the same as using (110), its detailed description is omitted here.

Meanwhile, when charging is initiated through a circuit implemented with the LC resonator 120, the magnetic force line of the charger 30 is excessively introduced, and a voltage of 300 V or more may be applied to the capacitor, thereby preventing damage to the LC resonator 120 due to overcurrent. Needs to be.

Figures 10 and 11 are diagrams showing an overcurrent prevention method of the LC resonator according to an embodiment of the present invention, and Figure 12 is a diagram showing that the differential coil of the LC resonator according to an embodiment of the present invention is a two-turn coil. Figure 13 is a diagram showing an example in which the size of the differential coil is adjusted according to an embodiment of the present invention.

Referring to Figures 10 and 11, as the inductors on both sides of the center tap use differential coils 110, the voltage difference between both ends of the capacitor can be significantly reduced, so the capacitor can be replaced with a commercial ceramic capacitor.

In this case, the positive loop portion 112 and the negative loop portion 111 may be formed with one turn as shown in FIG. 11, or may be implemented with two or more turns as shown in FIG. 12.

Meanwhile, the capacitor of the LC resonator 120 may be formed of two capacitors as shown in FIG. 11, but may be formed of three or more capacitors depending on the potential difference, through which the voltage across both ends of the capacitor can be adjusted.

As it is implemented as an LC resonator 120 using a differential coil 110 formed of two or more turns, the potential difference between both ends of the capacitor is significantly small, so a back to back zener diode is unnecessary.

Additionally, in order to prevent damage to the LC resonator 120 due to overcurrent, the size and position of the differential coil 110 may be adjusted according to the current flowing from the LC resonator 120. A voltage equal to the difference in distribution of exposed magnetic force lines is induced at both ends of the differential coil 110. At this time, the voltage is proportional to the offset between the charger 30 and the current collecting coil 10, and can be generated significantly even at a small offset. Therefore, by adjusting the size and position of the differential coil, a relatively small current can be applied.

In addition, when the differential coil 110 is arranged horizontally and vertically, a small unbalancing voltage may be detected in either the positive loop part 112 or the negative loop part 111, and the unbalancing voltage is at the resonance frequency. It can be used for maintenance and soft switching using this. This is because the magnetic force lines detected by the differential coil 110 contain information about the current of the current collecting coil 10. That is, after charging begins, the charging coil detection unit 100 can be used as a sensor to increase switching efficiency, such as soft switching of the inverter of the charger 30 and the rectifier of the current collector. For example, the resonance frequency can be properly maintained through the gate driver by collecting current phase information that allows adjustment of the resonance frequency change depending on the location, such as the vehicle's position change. Therefore, the charging coil detection unit 100 can enable zero voltage switching (ZVS) or zero current switching (ZCS) according to current information, such as phase information, so that the efficiency of the inverter and rectifier can be increased. do.

The magnetic force line leak prevention unit 500 prevents the magnetic force lines formed between the charging coil 20 and the current collecting coil 10 from leaking to the outside when charging an electric vehicle.

The magnetic line leakage prevention unit 500 prevents magnetic lines from flowing into the cabin of the electric vehicle or eddy currents from occurring due to magnetic lines in a metal structure within the electric vehicle when charging the electric vehicle.

The magnetic force line leakage prevention unit 500 is a magnetic circuit and may be formed of a ferrite structure.

Figure 14 is an illustration of the installation of a magnetic force line leakage prevention unit according to an embodiment of the present invention.

Referring to FIG. 14 , the magnetic force line leak prevention unit 500 includes a first magnetic force line blocking unit 510 and a second magnetic force line blocking unit 520.

The first magnetic force line blocking unit 510 and the second magnetic force line blocking unit 520 have relatively low reluctance compared to other surrounding metal structures, allowing magnetic force lines to be guided inside, resulting in the magnetic force lines leaking in various directions to the outside. can be blocked. This is because the magnetic force lines flow toward the side where the reluctance of the first magnetic force line blocking portion 510 and the second magnetic force line blocking portion 520 is relatively low.

The first magnetic force line blocking unit 510 is installed below the lower frame 50 above the current collecting coil 10 to block the magnetic force lines leaking from the upper or both sides of the current collecting coil 10. The outer end of the first magnetic force line blocking unit 510 is bent toward the charging coil 20 so that the magnetic force lines can be more easily guided to the first magnetic force line blocking unit 510.

The second magnetic force line blocking unit 520 is installed on the ground below the charging coil 20 to block the magnetic force lines leaking from the bottom or both sides of the current collecting coil 10. The outer end of the second magnetic force line blocking unit 520 is bent toward the current collecting coil 10 so that the magnetic force lines can be more easily guided to the second magnetic force line blocking unit 520.

In this way, magnetic force lines can be formed intensively between the current collecting coil 10 and the charging coil 20 by the first magnetic force line blocking unit 510 and the second magnetic force line blocking unit 520.

The vehicle controller 400 performs an operation to align the current collecting coil 10 and the charging coil 20 according to a control command from the processor 300.

The vehicle controller 400 may be an electric vehicle cluster controller or autonomous driving controller.

The cluster controller can guide the occupants of the electric vehicle to the positions of the charging coil 20 and the current collecting coil 10. The cluster controller combines images and voices to guide the location of the charging coil 20 and the current collecting coil 10, so that the occupants can check the current location of the charging coil 20 and the current collecting coil 10, and the current location of the charging coil 20 and the current collecting coil 10. It is possible to recognize the driving direction of the electric vehicle to align the coil 10 and whether the current collecting coil 10 is aligned.

For example, the cluster controller overlaps the current collecting coil 10 and the charging coil 20 on the cluster so that the occupant can intuitively perceive the relative position of the current collecting coil 10 with respect to the charging coil 20. That is, when the electric vehicle is driving and the current collecting coil 10 approaches the charging coil 20, the charging coil 20 and the current collecting coil 10 are overlapped in different colors so that the occupants can feel the difference in the charging coil 20. The position of the current collecting coil 10 can be easily recognized. At this time, when the current collecting coil 10 is located at the alignment position, the cluster controller may visually or audibly inform the occupants that the current collecting coil 10 is aligned through an image or a voice guidance.

In order to charge an electric vehicle, the current collection coil 10 and the charging coil 20 must be arranged vertically and side by side to ensure efficient power transfer.

The alignment position is the position of the current collecting coil 10 with respect to the charging coil 20 that is set for the above-described efficient power transfer, and can be formed in a set range on the upper side of the charging coil 20 with the charging coil 20 as the center. there is.

The autonomous driving controller receives a driving command from the processor 300 to align the charging coil 20 and the current collecting coil 10, and controls the current collecting coil ( 10) so that it can be placed in the alignment position.

In this embodiment, a cluster controller and an autonomous driving controller are explained as examples of the vehicle controller 400, but the type of the vehicle controller 400 is not particularly limited.

The processor 300 determines whether the charging coil 20 and the current collecting coil 10 are aligned according to the position of the charging coil 20 measured through the differential coil 110, and operates the charger 30 according to alignment. Charge your electric vehicle through

That is, when the charging coil 20 and the current collecting coil 10 are aligned, the processor 300 charges the electric vehicle through the charger 30.

On the other hand, if the charging coil 20 and the current collecting coil 10 are not aligned, the processor 200 calculates the distance and direction of the charging coil 20.

The processor 200 generates a travel command to align the charging coil 20 and the current collecting coil 10 based on the calculated distance and direction of the charging coil 20, or the current collecting coil 10 is aligned with the charging coil 20. The image of the charging coil 20 and the image of the current collecting coil 10 are displayed on the cluster so that they can be aligned. At this time, the processor 200 controls the cluster controller to overlap the image of the charging coil 20 and the image of the current collecting coil 10 in different colors, so that the occupant can control the current collecting coil 10 for the charging coil 20. Make it easy to recognize the location. In this process, when the current collecting coil 10 is located in the alignment position, the cluster controller can be controlled to visually or audibly inform the occupants through an image or voice guidance that the current collecting coil 10 is aligned. In this case, the charging coil 20 and the current collecting coil 10 may be shown as circular or square.

To be more specific, first, the processor 200 generates a driving command to align the charging coil 20 and the current collecting coil 10 based on the distance and direction of the charging coil 20 and sends it to the autonomous driving controller of the electric vehicle. Deliver.

The autonomous driving controller performs driving direction control, vehicle speed control, and steering control of the electric vehicle according to the driving command input from the processor 200 to ensure that the charging coil 20 and the current collecting coil 10 are aligned.

Additionally, the processor 200 transmits the positions of the charging coil 20 and the current collecting coil 10 to the cluster controller.

The cluster controller outputs the positions of the charging coil 20 and the current collecting coil 10 from the processor 200 as an image, text, or voice. At this time, the cluster controller overlaps the image of the charging coil 20 and the image of the current collecting coil 10 in different colors so that the occupant can easily recognize the position of the current collecting coil 10 with respect to the charging coil 20. do.

Meanwhile, in the above process, when the charging coil 20 and the current collecting coil 10 are aligned, the processor 200 informs the cluster controller that the charging coil 20 and the current collecting coil 10 are aligned, and the charger ( 30) Charge the electric vehicle.

Figure 15 is a diagram illustrating an example of position display of a charging coil and a current collecting coil through a cluster controller according to an embodiment of the present invention.

Figure 15(a) is an example in which a portion of the current collecting coil 10 overlaps the charging coil 20 in the overall length direction of the electric vehicle.

Figure 15(b) is an example in which a portion of the current collecting coil 10 overlaps the charging coil 20 in the full width direction of the electric vehicle.

Figure 15(c) is a diagram showing an example in which the current collecting coil 10 is aligned with the charging coil 20.

As such, the charging coil position detection device and method of the electric vehicle wireless charging system according to an embodiment of the present invention measures the position of the charging coil through a differential coil installed on the current collecting coil, and detects the charging coil and the charging coil based on the measured position of the charging coil. By guiding the alignment of the current collection coil, effective electric vehicle charging can be achieved.

In addition, the charging coil position detection device and method of the electric vehicle wireless charging system according to an embodiment of the present invention outputs a differential voltage corresponding to the direction and distance corresponding to the mismatch between the charging coil and the current collecting coil, and this differential voltage is common. Since the mode voltage is removed, the position of the charging coil can be measured with simple signal processing, and since the size of the differential voltage is small, a low-cost signal processing processor can be used.

In addition, the charging coil position detection device and method for the electric vehicle wireless charging system according to an embodiment of the present invention implements an LC resonator using a differential coil to resonate with the magnetic field signal of a small charging coil and transmit the amplified signal to a resonant coil (tank circuit). ), so the position of the charging coil can be detected even with a small signal.

Implementations described herein may be implemented, for example, as a method or process, device, software program, data stream, or signal. Although discussed only in the context of a single form of implementation (eg, only as a method), implementations of the features discussed may also be implemented in other forms (eg, devices or programs). The device may be implemented with appropriate hardware, software, firmware, etc. The method may be implemented in a device such as a processor, which generally refers to a processing device including a computer, microprocessor, integrated circuit, or programmable logic device. Processors also include communication devices such as computers, cell phones, portable/personal digital assistants (“PDAs”) and other devices that facilitate communication of information between end-users.

The present invention has been described with reference to the embodiments shown in the drawings, but these are merely illustrative, and those skilled in the art will recognize that various modifications and other equivalent embodiments can be made therefrom. You will understand. Therefore, the true technical protection scope of the present invention should be determined by the scope of the patent claims below.

10: current collection coil 20: charging coil
30: Charger 100: Charging coil detection unit
110: differential coil 111: negative loop part
112: positive loop part 120: LC resonator
200: signal processing unit 300: processor
400: Vehicle controller 500: Magnetic force line leakage prevention unit
510: first magnetic force line blocking unit 520: second magnetic force line blocking unit
600: Current collection coil moving part

Claims (12)

A charging coil detection unit that outputs an electrical signal corresponding to the position of the charging coil according to the strength of the magnetic force line;
a processor that measures the position of the charging coil according to the electrical signal output from the charging coil detection unit; and
A charging coil position detection device for an electric vehicle wireless charging system including a magnetic force line leakage prevention unit that prevents magnetic force lines formed by the charging coil and a current collecting coil installed in the electric vehicle from leaking to the outside. The method of claim 1, wherein the magnetic force line leak prevention unit
a first magnetic force line blocking unit installed on top of the current collecting coil to block magnetic force lines from leaking to the outside; and
A charging coil position detection device for an electric vehicle wireless charging system, comprising a second magnetic force line blocking unit installed below the charging coil to block the magnetic force line from leaking to the outside. The method of claim 1, wherein the charging coil detection unit
A charging coil position detection device for an electric vehicle wireless charging system, comprising a differential coil that outputs a positive phase voltage or a negative phase voltage depending on the position of the charging coil. The method of claim 3, wherein the differential coil is
A charging coil position detection device for an electric vehicle wireless charging system, characterized in that it is arranged to overlap in a vertical direction with the current collecting coil or is arranged on the same plane as the current collecting coil. The method of claim 3, wherein the differential coil is
A charging coil position detection device for an electric vehicle wireless charging system, characterized in that a plurality of coils are arranged to cross in the full length direction and full width direction of the electric vehicle. The method of claim 3, wherein the charging coil detection unit includes a differential coil that outputs a normal voltage or a reverse voltage depending on the position of the charging coil, wherein the negative loop portion of the differential coil is disposed on one side of the center tab and the positive loop portion of the differential coil is disposed on one side of the center tab. A charging coil position detection device for an electric vehicle wireless charging system, wherein the loop portion includes an LC resonator disposed on the other side of the center tab. The method of claim 6, wherein the differential coil is
A charging coil position detection device for an electric vehicle wireless charging system, characterized in that each of the positive loop portion and the negative loop portion is formed with a plurality of turns. The method of claim 3, wherein the processor
A charging coil position detection device for an electric vehicle wireless charging system, characterized in that the position of the charging coil is measured through the sign or magnitude of the voltage output from the differential coil. A charging coil detection unit outputting an electrical signal corresponding to the position of the charging coil according to the strength of the magnetic force line;
A processor measuring the position of the charging coil according to an electrical signal output from the charging coil detection unit; and
A method of detecting the position of a charging coil in an electric vehicle wireless charging system, comprising the step of the processor controlling a charger according to the position of the charging coil to charge the electric vehicle. The method of claim 9, wherein the charging coil detection unit
A method of detecting the position of a charging coil in an electric vehicle wireless charging system, comprising a differential coil that outputs a positive phase voltage or a negative phase voltage depending on the position of the charging coil. The method of claim 9, wherein the charging coil detection unit includes a differential coil that outputs a normal voltage or a reverse voltage depending on the position of the charging coil, wherein the negative loop portion of the differential coil is disposed on one side of the center tab and the positive loop portion of the differential coil is disposed on one side of the center tab. A method of detecting the position of a charging coil in an electric vehicle wireless charging system, wherein the loop part includes an LC resonator disposed on the other side of the center tab. The method of claim 10 or 11, wherein in measuring the position of the charging coil,
A method of detecting the position of a charging coil in an electric vehicle wireless charging system, wherein the processor measures the position of the charging coil through the sign or magnitude of the voltage output from the differential coil.

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