CN110450656B - Electric automobile wireless charging closed-loop control system based on differential inductance - Google Patents
Electric automobile wireless charging closed-loop control system based on differential inductance Download PDFInfo
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- 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
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- 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
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- 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
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- 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
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- 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
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Computer Networks & Wireless Communication (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a wireless charging closed-loop control system of an electric automobile based on differential inductance, which comprises a primary side unit and a vehicle-mounted secondary side unit, wherein the primary side unit is placed on the ground and comprises an inverter circuit, a compensation circuit, a primary side resonant capacitor, a primary side power coil, a differential inductance coil and an MCU (microprogrammed control unit); the secondary side unit comprises a secondary side power coil, a secondary side resonance capacitor and a rectifying circuit. The differential inductance coil can realize non-contact measurement of the current phasor of the secondary side power coil and shield the interference caused by the primary side; the MCU samples and calculates the output voltage of the differential inductance coil and the primary side power current, the feedback quantity serving as closed-loop control is compared with a given quantity, a control signal is generated through the PI regulator, the on-off duty ratio of the compensation circuit is controlled, the reflection impedance of the compensation circuit to the primary side is further changed, when the load changes, the primary side compensation network is adjusted to achieve impedance matching and self-tuning, and high maximum power and efficiency of wireless charging are maintained.
Description
Technical Field
The invention belongs to the technical field of wireless charging of electric automobiles, and particularly relates to a wireless charging closed-loop control system of an electric automobile based on differential inductance.
Background
With the increasing problems of fossil energy crisis and environmental pollution, the trend of electric vehicles to gradually replace traditional fuel vehicles is also more obvious, however, many factors limit the further application of electric vehicles, such as large battery size, high price, short endurance time, and the like.
At present, an electric automobile generally adopts a plug-in charging mode, but the problems that electric sparks are easy to occur due to aging of a contact port, the flexibility of mobile equipment is limited due to the length of a power transmission cable and drag obstruction, the tolerance of the transmission equipment under severe environments such as high temperature and high pressure is poor, the maintenance cost is high and the like exist. The electric automobile needs to adopt a new charging mode for large-scale popularization; compared with a traditional plug-in charging system, the non-contact electric energy transmission system does not need connection of a physical line, can overcome the defects that the traditional charging method is easy to be affected by electric shock and environment and the like, and realizes green, efficient and safe transmission of electric energy.
The currently and practically applied wireless charging technology for electric vehicles is mainly of an inductive coupling type, that is, energy conduction is performed by utilizing an electromagnetic induction principle and through induced electromotive force generated by a magnetic field on a coupling coil; a primary power coil is generally arranged on the ground to transmit energy, and a secondary power coil is arranged at the bottom of the electric automobile to receive energy. In practical application, the primary and secondary power coils and the compensation network are required to work near a resonance point, and impedance matching is required to be realized, so that the power and transmission efficiency are improved. However, different vehicles to be charged and different parking positions may cause different secondary side inductances and circuit parameters and different coupling conditions of the primary and secondary side coils, so that the mutual inductance of the primary and secondary sides is constantly changing, which requires that the resonance compensation circuits on the primary and secondary sides need to provide different parameters to adjust the circuit parameters in real time so that the circuits always work in a resonance state, and this problem brings technical challenges to popularization and commercial application of the wireless charging technology of electric vehicles.
Chinese patent publication No. CN109256844A proposes a wireless charging circuit and a charging control method for an electric vehicle, in which full-bridge circuits formed by fully-controlled devices are used at both the transmitting side and the receiving side of wireless charging, and a set of control systems is respectively arranged at the primary and secondary sides to adjust the impedances of the primary and secondary side current transformation circuits, and UWB positioning technology is used to ensure that the offset of the vehicle coil is not too large during charging; according to the scheme, two sets of control systems are required to be adopted, effective communication and synchronization of the two sets of systems are guaranteed, a UWB positioning system is required to be added, the complexity of control and the cost of hardware are increased, and the capability of supplementing the detuning condition of an original secondary side circuit is limited.
Disclosure of Invention
In view of the above, the invention provides a wireless charging closed-loop control system for an electric vehicle based on differential inductance, which adopts a dynamic compensation network method to realize real-time adjustment through closed-loop control, thereby realizing impedance matching.
A wireless charging closed-loop control system of an electric automobile based on differential inductance comprises a primary side unit and a vehicle-mounted secondary side unit, wherein the primary side unit is placed on the ground;
the primary side unit comprises an inverter circuit, a compensation circuit, a primary side resonance capacitor, a primary side power coil, a mutual inductor, a differential inductor, an AD sampling circuit and an MCU; the direct current side of the inverter circuit is connected with a direct current source, one end of a primary side power coil is connected with one end of the alternating current side of the inverter circuit, the other end of the primary side power coil is connected with one end of a primary side resonant capacitor, a compensation circuit is coupled between the other end of the alternating current side of the inverter circuit and the other end of the primary side resonant capacitor through a mutual inductance coil, a differential inductance coil is coupled with an AD sampling circuit through a magnetic interface, and an MCU is connected with the AD sampling circuit, the compensation circuit and the inverter circuit;
the secondary side unit comprises a secondary side power coil, a secondary side resonant capacitor and a rectifying circuit, wherein the secondary side power coil is mutually coupled with the differential inductance coil and the primary side power coil; one end of the secondary side power coil is connected with one end of the secondary side resonance capacitor, the other end of the secondary side resonance capacitor is connected with one end of the alternating current side of the rectifying circuit, the other end of the secondary side power coil is connected with the other end of the alternating current side of the rectifying circuit, and the direct current side of the rectifying circuit is connected with the vehicle-mounted battery.
Furthermore, the inverter circuit is controlled by the MCU to generate a high-frequency sinusoidal current, the high-frequency sinusoidal current supplies power to the primary power coil through the mutual inductor, so that the primary resonant capacitor and the primary power coil resonate, the primary power coil generates a high-frequency current with fixed frequency, the secondary power coil generates induced current with the same frequency through electromagnetic induction, and the induced current charges the vehicle-mounted battery after passing through the rectifying circuit.
Further, the differential inductance coil is composed of two receiving coils l1And l2Is composed of a receiving coil1And l2Are connected with each other, a receiving coil l1And l2The other end with the same name as the output port of the differential inductance coil is connected to the AD sampling circuit in a magnetic interface coupling mode; with the secondary power coil removed, the receive coil/1Mutual inductance with primary power coil is Mp1A receiving coil l2Mutual inductance with primary power coil is Mp2And M isp1＝Mp2Make the primary power coil at the receiving coil l1And l2The induced voltages generated at the output port of the differential inductance coil are mutually offset.
Furthermore, the magnetic interface is realized by adopting a coupling inductor or a high-frequency transformer, and the compensation circuit adopts a half-bridge or full-bridge circuit topology structure.
Further, the secondary side power coil enables the differential inductance coil to generate an output voltage through coupling, and the output voltage phasor UsoThe calculation expression of (a) is as follows:
Uso＝I2·jω(Mr1-Mr2)
wherein: i is1Is the current phasor on the primary power coil after being electrified, I2Is the induced current phasor on the secondary side power coil, omega is the current angular frequency on the primary side power coil after being electrified, j is an imaginary unit, M is the mutual inductance between the primary side power coil and the secondary side power coilr1And Mr2Are respectively a receiving coil l1And l2Mutual inductance with secondary power coilr1≠Mr2，RZAnd LZRespectively, the impedance and the inductive reactance of a load (an equivalent load including a vehicle-mounted battery and a secondary rectification circuit) connected to the secondary power coil.
Preferably, a resonant capacitor is connected in parallel to the output port of the differential inductance coil, and a capacitance value C of the resonant capacitorr＝1/ω2Ls，LsIs an equivalent inductance of a differential receiving coil and Ls＝Ls1+Ls2-2Ms12(ii) a Wherein: l iss1And Ls2Are respectively a receiving coil l1And l2Inductance value of, Ms12For the receiving coil l1And l2Mutual inductance of (3). The parallel resonance capacitor can improve the amplitude of the voltage signal output by the differential inductance coil.
Furthermore, the MCU acquires the output voltage of the differential inductance coil through the AD sampling circuit, acquires the current on the primary power coil, calculates the secondary impedance module value according to the output voltage of the differential inductance coil, and calculates the impedance ratio of the secondary load in real time according to the phase difference between the output voltage of the differential inductance coil and the current of the primary power coil, so as to control the duty ratio of a switching element in the compensation circuit and change the equivalent impedance of the compensation circuit in the primary unit, thereby adjusting the primary input impedance, realizing the impedance matching of the primary side and the secondary side and realizing the maximum power transmission.
In the system, the differential inductance coil can shield the interference of the primary side power coil and realize non-contact measurement on the current phasor of the secondary side power coil; the MCU reads the output voltage value of the differential inductance coil and the current value of the primary side power coil through the AD sampling circuit, the change percentage of the secondary side impedance module value can be calculated according to the change of the output voltage amplitude value of the differential inductance coil, and the impedance ratio of the secondary side load can be calculated in real time by calculating the phase difference between the output voltage of the differential inductance coil and the primary side current. When the vehicle body of the charged electric vehicle changes or the position of the same vehicle changes, the impedance of the load of the wireless charging system changes, so that the impedance of the primary side and the secondary side is not matched, and the charging power and the charging efficiency are greatly reduced under the influence; at the moment, the MCU calculates the change of a secondary side impedance module value and an impedance ratio through the detected output voltage of the differential inductance coil and the current of the primary side power coil, controls the duty ratio change of a switching device of the primary side compensation circuit, changes the primary side input impedance, realizes the impedance matching of the primary side and the secondary side, and realizes the maximum transmission of power or efficiency.
The invention has the beneficial technical effects that:
1. the system adopts the differential inductance to detect the secondary side current phasor value, can shield the influence of the primary side power coil, and improves the accuracy of the feedback signal.
2. The system adopts phase difference (namely impedance ratio) and impedance modulus as control quantity, takes a bridge circuit of a compensation network as a control action object, can control the duty ratio of each switching element of the bridge circuit of the compensation network through an MCU (microprogrammed control Unit) when the load on the secondary side changes, and changes the equivalent impedance of the compensation circuit in a primary side power circuit, thereby adjusting the input impedance, realizing impedance matching with the secondary side load and achieving the control target of maximizing power or efficiency.
Drawings
Fig. 1 is a schematic diagram of the installation position of the differential inductor.
Fig. 2 is a schematic diagram of the coupling relationship between the differential inductance coil and the primary and secondary power coils.
Fig. 3 is a schematic diagram of a coupling interface between the differential inductor and the AD sampling circuit.
FIG. 4 is a schematic diagram of a closed loop control system according to the present invention.
Detailed Description
In order to describe the present invention more specifically, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.
As shown in fig. 4, the wireless charging closed-loop control system for the electric vehicle based on the differential inductance comprises a primary side unit placed on the ground and a vehicle-mounted secondary side unit, wherein the primary side unit comprises a primary side inverter circuit, a compensation circuit, a primary side resonant capacitor C1, a primary side power coil, a differential inductance coil, an AD sampling circuit and an MCU, the differential inductance coil is coupled with the AD sampling circuit through a magnetic interface, and the compensation circuit is coupled with an incoming line of the primary side power coil through a magnetic interface; the secondary side unit comprises a secondary side power coil, a secondary side resonant capacitor C2 and a secondary side rectifying circuit, wherein the secondary side power coil is magnetically coupled with a primary side differential inductance coil and a primary side power coil.
The primary side inverter circuit generates high-frequency sinusoidal current, the high-frequency sinusoidal current is supplied to the primary side power coil through the inductor coupled by the compensation circuit, the primary side resonance capacitor C1 and the primary side power coil resonate at the working frequency, high-frequency current with fixed frequency and larger amplitude is generated on the primary side power coil, and the secondary side power coil is caused to generate high-frequency induced current with the same frequency through electromagnetic induction, so that the electric automobile is charged.
As shown in fig. 2, the differential inductor is formed by a receiver coil l1And l2Two-part construction, a receiving coil l1And l2One group of the same-name ends are connected with each other, and the other group of the same-name ends are used as output ports; assuming primary power coil and receiving coil l1Mutual inductance between Mp1Primary power coil and receiving coil2Mutual inductance between Mp2A receiving coil l1And a receiving coil l2Based on the mirror image position of the primary power coil, as shown in fig. 1. After removal of the secondary power coil under test, Mp1And Mp2Equal, so that the primary power coil is at the receiving coil l1And a receiving coil l2The induced electromotive forces are equal in size and opposite in phase, and are mutually offset at the output port, so that the primary power coil is ensured not to have any influence on the output voltage of the differential inductor. The placing mode simultaneously ensures that the secondary side power coil and the receiving coil l are arranged1And l2Mutual inductance M betweenr1And Mr2When the current phase of the primary side power coil is not equal to the current phase of the secondary side power coil, the output voltage of the differential inductor can reflect the phase information of the current of the secondary side power coil, and the relationship between the output voltage phase of the differential inductor and the current phase of the primary side power coil is as follows:
wherein:
are primary side current and secondary side current respectivelyThe phase positions of the side current and the output voltage of the differential inductor, R and X are the equivalent resistance and the equivalent reactance of the secondary side loop; upon detection of
And
thereafter, the impedance ratio of the secondary side impedance can be calculated.
As shown in fig. 3, the output port of the differential inductor is connected in parallel with the resonant capacitor and then connected to the primary side of the coupling coil, the secondary side of the coupling coil is connected to the AD sampling circuit, and the capacitance C of the resonant capacitorr＝1/ω2Ls，LsIs an equivalent inductance of a differential receiving coil and Ls＝Ls1+Ls2-2Ms12(ii) a Wherein: l iss1And Ls2Are respectively a receiving coil l1And l2Inductance value of, Ms12For the receiving coil l1And l2The mutual inductance and the parallel resonance capacitor can improve the amplitude of the voltage signal output by the differential inductance coil.
The voltage signal output by the differential inductance coil is amplified through resonance in a series circuit formed by the differential inductance coil, the resonance capacitor and the primary side of the coupling coil, the voltage signal is sampled by an AD sampling circuit after being coupled to the secondary side, and the output voltage phasor U is obtainedsoThe following were used:
Uso＝I2·jω(Mr1-Mr2)
wherein: i is1Is the current phasor on the primary power coil after being electrified, I2Is the induced current phasor on the secondary side power coil, omega is the current angular frequency on the primary side power coil after being electrified, j is an imaginary unit, M is the mutual inductance between the primary side power coil and the secondary side power coilr1And Mr2Are respectively a receiving coil l1And l2Mutual inductance with secondary power coilr1≠Mr2，RZAnd LZRespectively the impedance and the inductive reactance of the load connected with the secondary side power coil.
The given reference value of the closed-loop control system is a certain fixed phase angle difference value, the feedback quantity is a real-time phase angle difference value of the voltage and the current of the secondary side loop (namely an impedance ratio of the secondary side equivalent impedance after the primary side reflected impedance is counted), the difference value of the given value and the feedback quantity is compared with a carrier wave to generate a PWM signal through the action of a PI regulator, and the generation of the PI regulator and the PWM signal is realized through MCU software programming. The PWM signal controls the switching device of the bridge circuit through the isolation and drive circuit, so that the duty ratio of the LC network connected after the bridge circuit in each switching period is changed, the module value and the phase angle of the equivalent impedance of the primary side compensation network are changed, the equivalent impedance of the primary side and the secondary side is adjusted, the equivalent LC value of the primary side and the secondary side is restored to be close to a resonance point, the automatic tuning function is realized, and the transmission power and the transmission efficiency are improved.
The embodiments described above are presented to enable a person having ordinary skill in the art to make and use the invention. It will be readily apparent to those skilled in the art that various modifications to the above-described embodiments may be made, and the generic principles defined herein may be applied to other embodiments without the use of inventive faculty. Therefore, the present invention is not limited to the above embodiments, and those skilled in the art should make improvements and modifications to the present invention based on the disclosure of the present invention within the protection scope of the present invention.
Claims (7)
1. A wireless charging closed-loop control system of an electric automobile based on differential inductance comprises a primary side unit and a vehicle-mounted secondary side unit, wherein the primary side unit is placed on the ground and comprises a primary side power coil and a differential inductance coil; the method is characterized in that:
the primary side unit further comprises an inverter circuit, a compensation circuit, a primary side resonant capacitor, a mutual inductor, an AD sampling circuit and an MCU; the direct current side of the inverter circuit is connected with a direct current source, one end of a primary side power coil is connected with one end of the alternating current side of the inverter circuit, the other end of the primary side power coil is connected with one end of a primary side resonant capacitor, a compensation circuit is coupled between the other end of the alternating current side of the inverter circuit and the other end of the primary side resonant capacitor through a mutual inductance coil, a differential inductance coil is coupled with an AD sampling circuit through a magnetic interface, and an MCU is connected with the AD sampling circuit, the compensation circuit and the inverter circuit;
the secondary side unit further comprises a secondary side resonant capacitor and a rectifying circuit, one end of the secondary side power coil is connected with one end of the secondary side resonant capacitor, the other end of the secondary side resonant capacitor is connected with one end of the alternating current side of the rectifying circuit, the other end of the secondary side power coil is connected with the other end of the alternating current side of the rectifying circuit, and the direct current side of the rectifying circuit is connected with the vehicle-mounted battery.
2. The wireless charging closed-loop control system of the electric automobile according to claim 1, characterized in that: the inverter circuit is controlled by the MCU to generate high-frequency sinusoidal current, the high-frequency sinusoidal current supplies power to the primary side power coil through the mutual inductor, so that the primary side resonant capacitor and the primary side power coil are resonated, high-frequency current with fixed frequency is generated on the primary side power coil, the secondary side power coil is further caused to generate induced current with the same frequency through electromagnetic induction, and the induced current charges the vehicle-mounted battery after passing through the rectifying circuit.
3. The wireless charging closed-loop control system of the electric automobile according to claim 1, characterized in that: the differential inductance coil is composed of two receiving coils l1And l2Is composed of a receiving coil1And l2Are connected with each other, a receiving coil l1And l2The other end with the same name as the output port of the differential inductance coil is connected to the AD sampling circuit in a magnetic interface coupling mode; with the secondary power coil removed, the receive coil/1Mutual inductance with primary power coil is Mp1A receiving coil l2Mutual inductance with primary power coil is Mp2And M isp1＝Mp2Make the primary power coil at the receiving coil l1And l2The induced voltages generated at the output port of the differential inductance coil are mutually offset.
4. The wireless charging closed-loop control system of the electric automobile according to claim 1, characterized in that: the magnetic interface is realized by adopting a coupling inductor or a high-frequency transformer, and the compensating circuit adopts a half-bridge or full-bridge circuit topological structure.
5. The wireless charging closed-loop control system of the electric automobile according to claim 3, characterized in that: the secondary power coil enables the differential inductance coil to generate output voltage through coupling, and the output voltage phasor UsoThe calculation expression of (a) is as follows:
Uso＝I2·jω(Mr1-Mr2)
wherein: i is1Is the current phasor on the primary power coil after being electrified, I2Is the induced current phasor on the secondary side power coil, omega is the current angular frequency on the primary side power coil after being electrified, j is an imaginary unit, M is the mutual inductance between the primary side power coil and the secondary side power coilr1And Mr2Are respectively a receiving coil l1And l2Mutual inductance with secondary power coilr1≠Mr2，RZAnd LZRespectively the impedance and the inductive reactance of the load connected with the secondary side power coil.
6. The wireless charging closed-loop control system of the electric automobile according to claim 3, characterized in that: the output port of the differential inductance coil is connected in parallel with a resonance capacitor, and the capacitance value C of the resonance capacitorr＝1/ω2Ls，LsIs an equivalent inductance of a differential receiving coil and Ls＝Ls1+Ls2-2Ms12(ii) a Wherein: l iss1And Ls2Are respectively a receiving coil l1And l2Inductance value of, Ms12For the receiving coil l1And l2Mutual inductance of (3).
7. The wireless charging closed-loop control system of the electric automobile according to claim 1, characterized in that: the MCU acquires the output voltage of the differential inductance coil through the AD sampling circuit, acquires the current on the primary side power coil, calculates the secondary impedance module value according to the output voltage of the differential inductance coil, and calculates the impedance ratio of a secondary load in real time according to the phase difference between the output voltage of the differential inductance coil and the current of the primary side power coil, thereby controlling the duty ratio of a switching element in the compensation circuit, changing the equivalent impedance of the compensation circuit in the primary side unit, adjusting the primary side input impedance, realizing the impedance matching of the primary side and the secondary side, and realizing the maximum power transmission.
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| CN110752678B (en) * | 2019-10-28 | 2023-04-18 | 哈尔滨工业大学 | Electric automobile wireless charging transmission system based on primary side auxiliary coil and secondary side resonance state estimation method |
| CN110979042B (en) * | 2019-12-20 | 2023-07-28 | 中兴新能源汽车有限责任公司 | Wireless charging receiving device, wireless charging control method and wireless charging system |
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