CN108718106B - Wireless charging system for electric automobile - Google Patents

Wireless charging system for electric automobile Download PDF

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Publication number
CN108718106B
CN108718106B CN201810670207.8A CN201810670207A CN108718106B CN 108718106 B CN108718106 B CN 108718106B CN 201810670207 A CN201810670207 A CN 201810670207A CN 108718106 B CN108718106 B CN 108718106B
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primary side
voltage regulator
output end
stage voltage
secondary side
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CN108718106A (en
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孟玲
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Shenzhen jidachong Wulian Technology Co., Ltd
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Shenzhen Jidachong Wulian Technology Co Ltd
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    • H02J7/025—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/12—Inductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
    • H02J50/12—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling of the resonant type
    • H02J7/042—
    • H02J7/045—
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • H02J7/04—Regulation of charging current or voltage
    • H02J7/06—Regulation of charging current or voltage using discharge tubes or semiconductor devices
    • H02J2007/10—
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Abstract

The invention provides a wireless charging system for an electric automobile, which specifically comprises a first rectifier bridge, a first-stage voltage regulator, an intermediate capacitor, a second-stage voltage regulator, an inverter, a primary reactive compensator, a primary transmitter, a secondary receiver, a secondary reactive compensator and a second rectifier bridge, wherein the primary side of the first rectifier bridge, the first-stage voltage regulator, the intermediate capacitor, the second-stage voltage regulator, the inverter, the primary reactive compensator and the primary transmitter are sequentially connected; the device also comprises a primary side controller and a secondary side controller; the wireless charging system provided by the invention can work at higher transmission power, can ensure that the primary side full-bridge inverter works in a zero-voltage switching-on state, and greatly improves the transmission efficiency of the wireless charging system through regulation.

Description

Wireless charging system for electric automobile
Technical Field
The invention relates to the technical field of power supplies, in particular to a wireless charging system for an electric automobile.
Background
With the promotion of the policy of energy conservation and emission reduction in China, new energy vehicles are widely applied, particularly electric vehicles are driven by electricity, emission pollution is avoided, and the method is an important measure for realizing energy conservation and emission reduction in the aspect of transportation. At present, the modes for supplementing the battery energy of the electric vehicle are roughly classified into three types: the first type is a wired charging mode, and charging equipment such as a charging socket, a charging gun, a charging pile and the like is adopted to charge the battery of the electric vehicle; the second type is a wireless charging mode, and a wireless charging system is adopted to charge a battery of the electric vehicle; the third type is to replace the battery pack of the electric vehicle directly with a battery pack of sufficient power.
At present, the most widely used method for supplementing the energy of the battery of the electric vehicle is a wired charging method, and is particularly applied to a charging station of a centralized parking lot, the electric vehicle is intensively parked in a parking space of the parking lot, and a parking lot worker manually connects a charging line between the electric vehicle and a charging device (for example, connects a charging head of the charging device to the electric vehicle to be charged) to supplement the energy of the battery of the electric vehicle, but a large amount of manpower, material resources and time cost are consumed by using the charging method.
However, the wireless charging system is adopted to charge the battery of the electric vehicle, and because of various types of automobiles, the input voltage and the acceptable input power of the energy storage battery in the automobile are different; therefore, it is an urgent need to provide a wireless charging system with good compatibility with different types of batteries of automobiles and high charging efficiency.
Disclosure of Invention
In view of the above problems, the present invention aims to provide a wireless charging system for an electric vehicle, which aims to determine the maximum transmission power allowed by the receiving condition of the electric vehicle and improve the transmission efficiency of the wireless charging system for the vehicle.
The purpose of the invention is realized by adopting the following technical scheme:
the wireless charging system for the electric automobile comprises a first rectifier bridge, a first-stage voltage regulator, a second-stage voltage regulator, an intermediate capacitor, an inverter, a primary side reactive compensator, a primary side transmitter, a first driving module, a second driving module, a primary side communicator and a primary side controller, wherein the first rectifier bridge, the first-stage voltage regulator and the second-stage voltage regulator are positioned on the side of a pile body; the system also comprises a secondary side receiver, a secondary side reactive compensator, a second rectifier bridge, an open-circuit protection relay for no-load or low-load protection, a secondary side communicator and a secondary side controller, wherein the secondary side receiver is positioned on the vehicle-mounted side;
the primary side controller controls the first-stage voltage regulation and the second-stage voltage regulation to regulate the voltage of the direct current output by the rectifier bridge to a target voltage; the inverter inverts the direct current subjected to overvoltage regulation into alternating current, and the alternating current is transmitted by the primary side transmitter and received by the secondary side receiver and transmitted to the secondary side reactive power compensator after passing through the primary side reactive power compensator; the secondary side controller controls the second rectifier bridge to rectify the alternating current into direct current and then outputs the direct current to an energy storage battery of the automobile;
the secondary side controller is further used for obtaining the required receiving power of the energy storage battery, generating information of the maximum vehicle-mounted acceptable power to the secondary side communicator, transmitting the information to the primary side controller through the secondary side communicator, the primary side controller comprises a power threshold unit, the power threshold unit calculates the maximum transmittable transmission power of the system under the condition that the second-stage voltage regulator is not connected, the maximum vehicle-mounted acceptable power is compared with the maximum transmission power of the system, and if the maximum transmission power of the system meets the vehicle-mounted maximum vehicle-mounted acceptable power, the primary side controller continuously controls the second voltage regulator to not work; and if not, controlling the second voltage regulator to work to regulate the input voltage of the inverter.
Preferably, a first input end and a second input end of the first rectifier bridge are connected to a mains supply, and a first output end and a second output end of the first rectifier bridge are respectively connected to a first input end and a second input end of the first-stage voltage regulator; the first output end and the second output end of the first-stage voltage regulator are respectively connected with the first input end and the second input end of the second-stage voltage regulator; one end of the intermediate capacitor is connected with the first output end of the first-stage voltage regulator, and the other end of the intermediate capacitor is connected with the second output end of the first-stage voltage regulator; the first output end and the second output end of the second-stage voltage regulator are respectively connected with the first input end and the second input end of the inverter; a first output end and a second output end of the inverter are respectively connected with a first input end and a second input end of the primary side reactive power compensator; the first output end and the second output end of the primary side reactive compensator are respectively connected with the first input end and the second input end of the primary side transmitter;
the secondary side receiver is connected with the primary side transmitter through electromagnetic coupling, and a first output end and a second output end of the secondary side receiver are respectively connected with a first input end and a second input end of the secondary side reactive power compensator; a first output end and a second output end of the secondary reactive power compensator are respectively connected with a first input end and a second input end of the second rectifier bridge; the first output end and the second output end of the second rectifier bridge are respectively connected with the anode and the cathode of the energy storage battery;
the pile side primary side controller is respectively connected with the controlled end of the first driving module, the controlled end of the second driving module and the controlled end of the bypass switch module, and the first driving module respectively drives the first-stage voltage regulator and the second voltage regulator to regulate the working state; the second driving module is used for generating a trigger signal to drive the inverter to work; and the control end of the secondary side controller at the vehicle-mounted side is respectively connected with the controlled end of the open-circuit protection relay and the controlled end of the second rectifier bridge.
Preferably, the first-stage voltage regulator is a buck-boost DC/DC converter; the second-stage voltage regulator is a Boost converter with a four-term interleaved PFC circuit topological structure.
Preferably, the wireless charging system further comprises a battery manager, and an output end of the battery manager is connected with an input end of the secondary side controller; and the first input end and the second input end of the battery manager are respectively connected with the first output end and the second output end of the second rectifier bridge.
Preferably, the wireless charging system further includes a bypass switch module, wherein the secondary controller monitors a turn-off output request sent by the battery manager, and sends a turn-off output request signal to the primary controller through the secondary communicator, and the primary controller controls the bypass switch module to work to bypass the second-stage voltage regulation, so as to reduce the input voltage of the inverter in the shortest time, and further reduce the output power of the wireless charging system rapidly.
Preferably, the primary side controller and the secondary side controller both comprise a sampling monitoring module and a control module for sampling and monitoring voltage and current signals, and the sampling monitor is electrically connected with the control module.
Preferably, the calculation formula of the power threshold unit calculating the transmittable maximum transmission power of the system under the condition that the second-stage voltage regulator is not accessed is as follows:
Figure BDA0001708893720000031
in the formula, w0Setting a resonant frequency for the wireless charging system; l is1Is a primary sideInductance value of the resonant inductor inside the transmitter; l is2An inductance value of a resonance inductor inside the secondary side receiver; l isf1The inductance value of the compensation inductor in the primary side reactive compensator; l isf2The inductance value of the compensation inductor in the secondary reactive compensator is used; m is a mutual inductance influence factor between the resonance inductor and the compensation inductor; k is a coupling coefficient between a resonant inductor inside the primary side transmitter and a resonant inductor inside the secondary side receiver; vABmaxThe maximum input voltage of the input end of the primary side reactive compensator is obtained when only the first-stage voltage regulator is adopted for voltage regulation; voutAnd inputting the voltage for the request of the vehicle-mounted side energy storage battery.
The invention has the beneficial effects that: the wireless charging system for the electric automobile is formed by arranging the first rectifier bridge, the first-stage voltage regulator, the intermediate capacitor, the second-stage voltage regulator, the inverter, the primary reactive compensator, the primary emitter, the primary controller, the secondary receiver, the secondary reactive compensator, the second rectifier bridge and the secondary controller; the primary side controller calculates the maximum transmission power of the wireless charging system through obtaining the request input voltage and the maximum vehicle-mounted acceptable power of the energy storage battery, compares the maximum transmission power with the maximum vehicle-mounted acceptable power, and controls a second voltage regulator to work through a control module if the maximum transmission power is smaller than the maximum vehicle-mounted acceptable power, so that the input voltage of an inverter is increased, the maximum transmission power of the wireless charging system is increased, the maximum acceptable power of a vehicle-mounted side battery is met, and the system is enabled to transmit with larger transmission power under the permission of the vehicle-mounted battery receiving condition.
Drawings
The invention is further illustrated by means of the attached drawings, but the embodiments in the drawings do not constitute any limitation to the invention, and for a person skilled in the art, other drawings can be obtained on the basis of the following drawings without inventive effort.
Fig. 1 is a functional block diagram of a wireless charging system in a preferred embodiment of the present invention;
fig. 2 is a schematic diagram of the internal circuit structures of the primary side reactive compensator, the primary side transmitter, the secondary side receiver and the secondary side compensator in a preferred embodiment of the present invention.
Detailed Description
The invention is further described in connection with the following application scenarios.
The description relating to "first", "second", etc. in this disclosure is for descriptive purposes only and is not to be construed as indicating or implying relative importance or implicit to the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In addition, technical solutions between various embodiments may be combined with each other, but must be realized by a person skilled in the art, and when the technical solutions are contradictory or cannot be realized, such a combination should not be considered to exist, and is not within the protection scope of the present invention.
The invention provides a wireless charging system for an electric automobile, which is used for efficiently charging an energy storage battery of the electric automobile.
Referring to fig. 1, in this embodiment, the wireless charging system for an electric vehicle includes a first rectifier bridge, a first-stage voltage regulator, a second-stage voltage regulator, an intermediate capacitor connected in parallel between ports of the first-stage voltage regulator and the second-stage voltage regulator, an inverter, a primary reactive compensator, a primary transmitter, a first driving module for driving the first-stage voltage regulator and the second-stage voltage regulator to operate, a second driving module for driving the inverter to operate, a primary communicator for communicating with a secondary communicator at a vehicle-mounted end, and a primary controller, where the first rectifier bridge is located at a pile side; the system also comprises a secondary side receiver, a secondary side reactive compensator, a second rectifier bridge, an open-circuit protection relay for no-load or low-load protection, a secondary side communicator and a secondary side controller, wherein the secondary side receiver is positioned on the vehicle-mounted side;
the primary side controller controls the first-stage voltage regulation and the second-stage voltage regulation to regulate the voltage of the direct current output by the rectifier bridge to a target voltage; the inverter inverts the direct current subjected to overvoltage regulation into alternating current, and the alternating current is transmitted by the primary side transmitter and received by the secondary side receiver and transmitted to the secondary side reactive power compensator after passing through the primary side reactive power compensator; the secondary side controller controls the second rectifier bridge to rectify the alternating current into direct current and then outputs the direct current to an energy storage battery of the automobile;
the secondary side controller is further used for obtaining the required receiving power of the energy storage battery, generating information of the maximum vehicle-mounted acceptable power to the secondary side communicator, transmitting the information to the primary side controller through the secondary side communicator, the primary side controller comprises a power threshold unit, the power threshold unit calculates the maximum transmittable transmission power of the system under the condition that the second-stage voltage regulator is not connected, the maximum vehicle-mounted acceptable power is compared with the maximum transmission power of the system, and if the maximum transmission power of the system meets the vehicle-mounted maximum vehicle-mounted acceptable power, the primary side controller continuously controls the second voltage regulator to not work; and if not, controlling the second voltage regulator to work to regulate the input voltage of the inverter.
In this embodiment, the power threshold unit calculates a maximum transmittable transmission power P of the system when the second-stage voltage regulator is not connected to the systemMAXThe calculation formula of (2) is as follows:
Figure BDA0001708893720000051
in the formula, w0Setting a resonant frequency for the wireless charging system; l is1The inductance value of the resonant inductor inside the primary side transmitter; l is2An inductance value of a resonance inductor inside the secondary side receiver; l isf1The inductance value of the compensation inductor in the primary side reactive compensator; l isf2The inductance value of the compensation inductor in the secondary reactive compensator is used; m is a mutual inductance influence factor between the resonance inductor and the compensation inductor; k is a coupling coefficient between a resonant inductor inside the primary side transmitter and a resonant inductor inside the secondary side receiver; vABmaxThe maximum input voltage of the input end of the primary side reactive compensator is obtained when only the first-stage voltage regulator is adopted for voltage regulation; voutFor vehicle-mounted side storageThe requested input voltage of the battery can be obtained.
According to the technical scheme, the wireless charging system for the electric automobile is formed by arranging the first rectifier bridge, the first-stage voltage regulator, the intermediate capacitor, the second-stage voltage regulator, the inverter, the primary reactive compensator, the primary transmitter, the primary controller, the secondary receiver, the secondary reactive compensator, the second rectifier bridge and the secondary controller; the primary side controller calculates the maximum transmission power of the wireless charging system through obtaining the request input voltage and the maximum vehicle-mounted acceptable power of the energy storage battery, compares the maximum transmission power with the maximum vehicle-mounted acceptable power, and controls a second voltage regulator to work through a control module if the maximum transmission power is smaller than the maximum vehicle-mounted acceptable power, so that the input voltage of an inverter is increased, the maximum transmission power of the wireless charging system is increased, the maximum acceptable power of a vehicle-mounted side battery is met, and the system is enabled to transmit with larger transmission power under the permission of the vehicle-mounted battery receiving condition.
In this embodiment, the first input end and the second input end of the first rectifier bridge are connected to the mains supply, and the first output end and the second output end of the first rectifier bridge are respectively connected to the first input end and the second input end of the first-stage voltage regulator; the first output end and the second output end of the first-stage voltage regulator are respectively connected with the first input end and the second input end of the second-stage voltage regulator; one end of the intermediate capacitor is connected with the first output end of the first-stage voltage regulator, and the other end of the intermediate capacitor is connected with the second output end of the first-stage voltage regulator; the first output end and the second output end of the second-stage voltage regulator are respectively connected with the first input end and the second input end of the inverter; a first output end and a second output end of the inverter are respectively connected with a first input end and a second input end of the primary side reactive power compensator; the first output end and the second output end of the primary side reactive compensator are respectively connected with the first input end and the second input end of the primary side transmitter;
the secondary side receiver is connected with the primary side transmitter through electromagnetic coupling, and a first output end and a second output end of the secondary side receiver are respectively connected with a first input end and a second input end of the secondary side reactive power compensator; a first output end and a second output end of the secondary reactive power compensator are respectively connected with a first input end and a second input end of the second rectifier bridge; the first output end and the second output end of the second rectifier bridge are respectively connected with the anode and the cathode of the energy storage battery;
the pile side primary side controller is respectively connected with the controlled end of the first driving module, the controlled end of the second driving module and the controlled end of the bypass switch module, and the first driving module respectively drives the first-stage voltage regulator and the second voltage regulator to regulate the working state; the second driving module is used for generating a trigger signal to drive the inverter to work; and the control end of the secondary side controller at the vehicle-mounted side is respectively connected with the controlled end of the open-circuit protection relay and the controlled end of the second rectifier bridge.
In this embodiment, the first-stage voltage regulator is a buck-boost DC/DC converter; the second-stage voltage regulator is a Boost converter with a four-term interleaved PFC circuit topological structure.
In this embodiment, the wireless charging system further includes a battery manager, an output terminal of the battery manager is connected to an input terminal of the secondary side controller; and the first input end and the second input end of the battery manager are respectively connected with the first output end and the second output end of the second rectifier bridge.
In this embodiment, the wireless charging system further includes a bypass switch module, wherein the secondary controller monitors a shutdown output request sent by the battery manager, and sends a shutdown output request signal to the primary controller through the secondary communicator, and the primary controller controls the bypass switch module to work to bypass the second-stage voltage regulation, so as to reduce the input voltage of the inverter in the shortest time, and further quickly reduce the output power of the wireless charging system. In this embodiment, the bypass switch may adopt controllable switch devices such as a relay, a contactor, and an IGBT.
In this embodiment, the primary side controller and the secondary side controller both include a sampling monitoring module and a control module for sampling and monitoring voltage and current signals, and the sampling monitoring module is electrically connected to the control module.
Referring to fig. 2, in the present embodiment, an LCC type reactive compensation circuit is provided in the primary side reactive compensator, and the primary side transmitter is an LC resonant circuit; the method specifically comprises the following steps: the first output end of the inverter is connected with a compensation inductor Lf1An input terminal of (1); compensation capacitor Cf1One end is connected with a compensation inductor Lf1The other end of the output end of the inverter is connected with a second output end of the inverter; a first capacitor C1Is connected to the compensation inductance Lf1And the other end of the output terminal is connected to the transmitting coil L1An input terminal of (1); the transmitting coil L1Is connected to the second output of the inverter; therefore, the primary side reactive compensator and the primary side transmitter share the first capacitor C1(ii) a The secondary reactive compensator is provided with an LCC type reactive compensation circuit, the secondary receiver is an LC resonance circuit, the primary reactive compensator and the primary transmitter are respectively symmetrical to the secondary reactive compensator and the secondary receiver in circuit structure, and the secondary reactive compensator and the secondary receiver share a second capacitor C2。
In this embodiment, the control module is configured to control and adjust a system operating state when the wireless charging system operates, and includes a capacitance adjusting unit configured to correct and adjust a second capacitance of the secondary side to ensure that the full-bridge inverter on the primary side operates in a zero-voltage switching state, and a current adjusting unit configured to adjust an output current of the secondary side reactive compensator to ensure that the wireless charging system performs transmission at the maximum transmission efficiency.
In this embodiment, two sides of the first capacitor and the second capacitor are connected in parallel with a plurality of adjusting capacitor branches, and in this embodiment, 3 adjusting capacitor branches are set; the adjusting capacitor branch comprises an adjusting capacitor CkAnd a controllable switch corresponding to the capacitor; the adjustment capacitor can be incorporated into two sides of the first capacitor or the second capacitor by adjusting the switch of the controllable switch, wherein a plurality of adjustments on two sides of the first capacitor and the second capacitorThe capacitor branch circuit keeps synchronous adjustment action, so that the correction adjustment of the first capacitor or the second capacitor can be realized.
In this embodiment, the inverter is a full-bridge inverter, and the initial operating state of the wireless charging system is when the inverter operates at the initial setting frequency w0At the working frequency, detecting whether the MOSFET switching tube in the full-bridge inverter works in a zero-voltage opening state, if so, continuously keeping the working state; if not, the adjustment is carried out through the capacitance adjusting unit, specifically:
(1) collecting working frequency w of wireless charging system0The actual input voltage of the input end of the primary side reactive power compensator and the actual output voltage of the output end of the secondary side reactive power compensator under the work;
(2) the capacitance adjusting unit acquires the collected actual input voltage and actual output voltage, and calculates the capacitance adjusting quantity:
Figure BDA0001708893720000071
where Δ C is the calculated capacitance adjustment, w0Setting a resonant frequency for the wireless charging system to work at; c1Is a first capacitor; v. ofABThe actual input voltage of the input end of the primary side reactive compensator is obtained; v. ofabThe actual output voltage of the output end of the secondary reactive compensator is obtained; i.e. izvsThe theoretical current value flowing through the corresponding switch tube when the MOSFET switch tube reaches zero voltage turn-off; gamma is a design margin; k is the coupling coefficient of the primary side transmitting coil and the secondary side receiving coil; l isf1Is a primary side reactive compensation inductance; l isf2Compensating the secondary side for inductance; l is1The inductance of the primary side transmitting coil; pMAXIs the maximum power that can be transmitted.
(3) Controlling controllable switches corresponding to the adjusting capacitor branches connected in parallel at two ends of the second capacitor according to the calculated capacitor adjusting quantity; correspondingly, the controllable switches corresponding to the adjusting capacitor branches connected in parallel at the two ends of the first capacitor are synchronously controlled according to the capacitor adjusting quantity so as to adjust the first capacitor and the second capacitor.
(4) After adjustment, the resonant frequency between the primary side transmitter and the secondary side receiver slightly changes, and at the moment, the control module updates the working frequency w of the full-bridge inverter0For the changed resonance frequency wc(ii) a And the second driving module drives the full-bridge inverter to work at the working frequency of wcIn the state of (1).
In the preferred embodiment, a compensation circuit of a primary side reactive power compensator and a secondary side reactive power compensator is designed, a capacitor branch is respectively connected in parallel at two ends of a first capacitor and a second capacitor, the adjustment quantity of the capacitors is obtained through a capacitor adjustment unit, and the switching-in or switching-off of the capacitor branch is controlled through a controllable switch, so that the first capacitor and the second capacitor are adjusted, and the MOSFET switching tube in a full-bridge inverter is ensured to work in a zero-voltage switching-on state.
In this embodiment, the charging voltage of the battery is determined after being adjusted by the first-stage voltage regulator and the second-stage voltage regulator, and after the adjustment, the amplitude fluctuation of the charging voltage is small before and after charging; when the battery is uniformly charged to float or is uniformly charged from float to float, the change of load and the change of output power exist, and further the transmission efficiency of the system is caused to fluctuate, so that the energy transmission efficiency of the wireless charging system needs to be adjusted in the working process of the wireless charging system, especially after the charging state is switched, and the wireless charging system returns to the working state with higher energy transmission efficiency.
In this embodiment, the current adjusting unit first performs circuit topology modeling analysis on the wireless charging system, and based on this, designs a calculation formula of the transmission efficiency of the wireless charging system:
Figure BDA0001708893720000081
wherein η represents the transmission efficiency of the wireless charging system, ReqThe equivalent resistance of the second rectifier bridge and the battery load equivalent to the output end of the secondary side reactive power compensator can pass through
Figure BDA0001708893720000082
Is calculated to give, wherein vabThe actual output voltage of the output end of the secondary reactive compensator is obtained;
Figure BDA0001708893720000083
the output current flows through the output end of the secondary reactive compensator; r2The internal resistance of a secondary side receiving coil in a secondary side receiver; k is the coupling coefficient of the primary side transmitting coil and the secondary side receiving coil; q1Is the quality factor of the primary side transmitting coil, wherein,
Figure BDA0001708893720000084
R1is the internal resistance, L, of the primary side transmitting coil in the primary side transmitter1The inductance of the primary side transmitting coil; q2Is the quality factor of the secondary side receive coil,
Figure BDA0001708893720000085
L2inductance of the secondary side receiving coil; w is acThe working frequency of the controllable switching tube in the inverter.
By analyzing and solving the extreme value of the calculation formula of the transmission efficiency, the condition that the wireless charging system obtains the maximum transmission efficiency can be obtained, namely that the output current of the output end of the secondary reactive power compensator reaches a current set value:
Figure BDA0001708893720000086
therefore, the wireless charging system needs to acquire the maximum transmission efficiency, firstly, a sampling monitoring module is used for acquiring and monitoring the output current of the output end of the secondary reactive power compensator in real time, the monitored output current is sent to a control module, a differential control regulating circuit in the control module compares the output current with a current set value to acquire a differential mode of the output current, a feedback signal is generated after processing, a second driving module receives the feedback signal to regulate the on-time of a switching tube in a full-bridge inverter in a switching period, so that the output current value of the output end of the secondary reactive power compensator is close to the current set value, and the wireless charging system is ensured to work under higher transmission efficiency through such regulation.
In the preferred embodiment, the circuit is modeled based on the equivalent principle of the circuit, a calculation formula of the transmission efficiency of the wireless charging system is analyzed and designed, the condition that the system obtains the maximum transmission efficiency is determined according to the calculation formula of the transmission efficiency, the output current of the output end of the corresponding secondary side reactive power compensator in the system is detected according to the condition, and the feedback control is carried out in the primary side controller, so that the charging system is adjusted to the working state of the maximum transmission efficiency; by the mode, the adjusting speed is high, the calculated amount is small, and the transmission efficiency of the charging system is improved.
In the preferred embodiment, a wireless charging system for an electric vehicle is formed by arranging a first rectifier bridge, a first-stage voltage regulator, an intermediate capacitor, a second-stage voltage regulator, an inverter, a primary reactive compensator, a primary transmitter, a primary controller, a secondary receiver, a secondary reactive compensator, a second rectifier bridge and a secondary controller, and can work at higher transmission power, ensure that a primary full-bridge inverter works in a zero-voltage open state, and greatly improve the transmission efficiency of the wireless charging system through regulation.
Finally, it should be noted that the above embodiments are only used for illustrating the technical solutions of the present invention, and not for limiting the protection scope of the present invention, although the present invention is described in detail with reference to the preferred embodiments, it should be analyzed by those skilled in the art that modifications or equivalent substitutions can be made on the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention.

Claims (7)

1. A wireless charging system for an electric automobile is characterized by comprising a first rectifier bridge, a first-stage voltage regulator, a second-stage voltage regulator, an intermediate capacitor, an inverter, a primary side reactive compensator, a primary side transmitter, a first driving module, a second driving module, a primary side communicator and a primary side controller, wherein the first rectifier bridge, the first-stage voltage regulator and the second-stage voltage regulator are positioned on a pile body side; the system also comprises a secondary side receiver, a secondary side reactive compensator, a second rectifier bridge, an open-circuit protection relay for no-load or low-load protection, a secondary side communicator and a secondary side controller, wherein the secondary side receiver is positioned on the vehicle-mounted side;
the primary side controller controls the first-stage voltage regulation and the second-stage voltage regulation to regulate the voltage of the direct current output by the rectifier bridge to a target voltage; the inverter inverts the direct current subjected to overvoltage regulation into alternating current, and the alternating current is transmitted by the primary side transmitter and received by the secondary side receiver and transmitted to the secondary side reactive power compensator after passing through the primary side reactive power compensator; the secondary side controller controls the second rectifier bridge to rectify the alternating current into direct current and then outputs the direct current to an energy storage battery of the automobile;
the secondary side controller is further used for obtaining the required receiving power of the energy storage battery, generating information of the maximum vehicle-mounted acceptable power to the secondary side communicator, transmitting the information to the primary side controller through the secondary side communicator, the primary side controller comprises a power threshold unit, the power threshold unit calculates the maximum transmittable transmission power of the system under the condition that the second-stage voltage regulator is not connected, the maximum vehicle-mounted acceptable power is compared with the maximum transmission power of the system, and if the maximum transmission power of the system meets the vehicle-mounted maximum vehicle-mounted acceptable power, the primary side controller continues to control the second-stage voltage regulator to be out of work; if not, controlling the second-stage voltage regulator to work to regulate the input voltage of the inverter;
the inverter is a full-bridge inverter, and the initial working state of the wireless charging system is that the inverter works at an initial set frequency w0At the working frequency of the full-bridge inverter, detecting whether the MOSFET switching tube in the full-bridge inverter works in a zero-voltage opening state, and if so, continuously keeping the working state; if notThen, adjust through electric capacity adjusting unit, specifically be:
(1) collecting working frequency w of wireless charging system0The actual input voltage of the input end of the primary side reactive power compensator and the actual output voltage of the output end of the secondary side reactive power compensator under the work;
(2) the capacitance adjusting unit acquires the collected actual input voltage and actual output voltage, and calculates the capacitance adjusting quantity:
Figure FDA0002353504610000011
where Δ C is the calculated capacitance adjustment, w0Setting a resonant frequency for the wireless charging system to work at; c1Is a first capacitor; v. ofABThe actual input voltage of the input end of the primary side reactive compensator is obtained; v. ofabThe actual output voltage of the output end of the secondary reactive compensator is obtained; i.e. izvsThe theoretical current value flowing through the corresponding switch tube when the MOSFET switch tube reaches zero voltage turn-off; gamma is a design margin; k is the coupling coefficient of the primary side transmitting coil and the secondary side receiving coil; l isf1The inductance value of the compensation inductor in the primary side reactive compensator; l isf2The inductance value of the compensation inductor in the secondary reactive compensator is used; l is1The inductance value of the resonant inductor inside the primary side transmitter; pMAXIs the maximum transmittable power;
(3) controlling controllable switches corresponding to the adjusting capacitor branches connected in parallel at two ends of the second capacitor according to the calculated capacitor adjusting quantity; correspondingly, the controllable switches corresponding to the adjusting capacitor branches connected in parallel at the two ends of the first capacitor are synchronously controlled according to the capacitor adjusting quantity so as to adjust the first capacitor and the second capacitor;
(4) after adjustment, the resonant frequency between the primary side transmitter and the secondary side receiver slightly changes, and at the moment, the control module updates the working frequency w of the full-bridge inverter0For the changed resonance frequency wc(ii) a And the second driving module drives the full-bridge inverter to work at the working frequency of wcIn the state of (1).
2. The wireless charging system for the electric automobile according to claim 1, wherein a first input end and a second input end of the first rectifier bridge are connected with a mains supply, and a first output end and a second output end of the first rectifier bridge are respectively connected with a first input end and a second input end of the first-stage voltage regulator; the first output end and the second output end of the first-stage voltage regulator are respectively connected with the first input end and the second input end of the second-stage voltage regulator; one end of the intermediate capacitor is connected with the first output end of the first-stage voltage regulator, and the other end of the intermediate capacitor is connected with the second output end of the first-stage voltage regulator; the first output end and the second output end of the second-stage voltage regulator are respectively connected with the first input end and the second input end of the inverter; a first output end and a second output end of the inverter are respectively connected with a first input end and a second input end of the primary side reactive power compensator; the first output end and the second output end of the primary side reactive compensator are respectively connected with the first input end and the second input end of the primary side transmitter;
the secondary side receiver is connected with the primary side transmitter through electromagnetic coupling, and a first output end and a second output end of the secondary side receiver are respectively connected with a first input end and a second input end of the secondary side reactive power compensator; a first output end and a second output end of the secondary reactive power compensator are respectively connected with a first input end and a second input end of the second rectifier bridge; the first output end and the second output end of the second rectifier bridge are respectively connected with the anode and the cathode of the energy storage battery;
the pile body side primary side controller is respectively connected with the controlled end of the first driving module, the controlled end of the second driving module and the controlled end of the bypass switch module, and the first driving module respectively drives the first-stage voltage regulator and the second-stage voltage regulator to adjust the working state; the second driving module is used for generating a trigger signal to drive the inverter to work; and the control end of the secondary side controller at the vehicle-mounted side is respectively connected with the controlled end of the open-circuit protection relay and the controlled end of the second rectifier bridge.
3. The wireless charging system for the electric automobile according to claim 1, wherein the first-stage voltage regulator is a buck-boost type DC/DC converter; the second-stage voltage regulator is a Boost converter with a four-term interleaved PFC circuit topological structure.
4. The wireless charging system for the electric automobile according to claim 1, further comprising a battery manager, wherein an output terminal of the battery manager is connected with an input terminal of the secondary side controller; and the first input end and the second input end of the battery manager are respectively connected with the first output end and the second output end of the second rectifier bridge.
5. The wireless charging system for the electric vehicle according to claim 1, further comprising a bypass switch module, wherein the secondary controller monitors a shutdown output request sent by the battery manager and sends the shutdown output request signal to the primary controller through the secondary communicator, and the primary controller controls the bypass switch module to operate to bypass the secondary voltage regulation so as to reduce the input voltage of the inverter in the shortest time, thereby rapidly reducing the output power of the wireless charging system.
6. The wireless charging system for the electric automobile according to claim 1, wherein the primary side controller and the secondary side controller each comprise a sampling monitoring module for sampling and monitoring voltage and current signals and a control module, and the sampling monitoring module is electrically connected with the control module.
7. The wireless charging system for electric vehicles according to claim 1, wherein the power threshold unit calculates the maximum transmittable transmission power of the system without the second-stage voltage regulator being connected by the formula:
Figure FDA0002353504610000031
in the formula, PMAXFor the maximum transmission power that can be transmitted, w0Setting a resonant frequency for the wireless charging system; l is1The inductance value of the resonant inductor inside the primary side transmitter; l is2An inductance value of a resonance inductor inside the secondary side receiver; l isf1The inductance value of the compensation inductor in the primary side reactive compensator; l isf2The inductance value of the compensation inductor in the secondary reactive compensator is used; m is a mutual inductance influence factor between the resonance inductor and the compensation inductor; k is a coupling coefficient between a resonant inductor inside the primary side transmitter and a resonant inductor inside the secondary side receiver; vABmaxThe maximum input voltage of the input end of the primary side reactive compensator is obtained when only the first-stage voltage regulator is adopted for voltage regulation; voutAnd inputting the voltage for the request of the vehicle-mounted side energy storage battery.
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