CN110962633B - Low-voltage high-current wireless charging system and method - Google Patents

Low-voltage high-current wireless charging system and method Download PDF

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CN110962633B
CN110962633B CN201911283835.1A CN201911283835A CN110962633B CN 110962633 B CN110962633 B CN 110962633B CN 201911283835 A CN201911283835 A CN 201911283835A CN 110962633 B CN110962633 B CN 110962633B
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circuit
vehicle
energy
voltage
current
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CN110962633A (en
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张立炎
陈文杰
章子祎
陈启宏
周克亮
肖朋
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Wuhan University of Technology WUT
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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
    • 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
    • B60L53/20—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 converters located in the vehicle
    • 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
    • B60L53/30—Constructional details of charging stations
    • B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles
    • B60L53/38—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles specially adapted for charging by inductive energy transfer
    • 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
    • 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
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • 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
    • 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
    • Y02T90/12—Electric charging stations
    • 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)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a low-voltage large-current wireless charging system which comprises a direct-current power supply, a vehicle-mounted battery, a wireless energy transmitting device, a wireless energy receiving device and a DSP control device, wherein the wireless energy transmitting device is connected with the direct-current power supply, the wireless energy receiving device corresponds to the wireless energy transmitting device and is connected with the vehicle-mounted battery, and the DSP control device is connected with the wireless energy transmitting device, the wireless energy receiving device and the vehicle-mounted battery. The system of the invention not only can make the system show the characteristics of constant current output and unit power factor input, but also has long transmission distance, certain freedom degree of the relative position of energy transmission equipment, improved energy transmission efficiency, wide prospect, simpler and more convenient use mode, safety and reliability. In addition, the invention also discloses a low-voltage large-current wireless charging method.

Description

Low-voltage high-current wireless charging system and method
Technical Field
The invention relates to the field of wireless charging of electric vehicles, in particular to a low-voltage high-current wireless charging system and method.
Background
An AGV electric vehicle is a mobile robot having a guide device and a motor control system, and can accurately travel along a guide line. As a common logistics electric vehicle, the AGV has the remarkable advantages of strong adaptability, high working efficiency, easy navigation path setting, high intelligent degree, convenient dispatching and distribution and the like, is widely applied to an automatic and intelligent logistics management system, and has huge application prospect.
The AGV commodity circulation electric motor car uses the battery to supply power, mainly has two kinds of charging methods at present, and traditional plug-in charges and wireless charging. The charging place of the plug-in charging mode is fixed, and potential safety hazards can appear along with the increase of the plug-in times. The wireless charging mode is convenient and fast, the charging mode is flexible, and the wireless charging device has a good application prospect.
At present, a commonly used wireless charging technology is an electromagnetic induction type wireless charging technology, in which an energy transmission coil is composed of a primary coil and a secondary coil, the primary coil can generate a magnetic field when being connected with alternating current, and the secondary coil induces alternating current due to the existence of an alternating magnetic field.
However, the electromagnetic induction type wireless charging method is not suitable for the wireless charging system of the electric vehicle because the energy transmission distance is short, the relative position of the energy transmission device is fixed, the charging efficiency is low, and eddy current is easily generated.
Disclosure of Invention
The invention provides a low-voltage large-current wireless charging system and a method for solving the problems in the prior art, which not only can enable the system to show the characteristics of constant current output and unit power factor input, but also have the advantages of long transmission distance, certain freedom degree of relative positions of energy transmission equipment, energy transmission efficiency improvement, wide prospect, simpler and more convenient use mode, safety and reliability.
In order to achieve the above object, the present invention provides a low-voltage large-current wireless charging system, which includes a DC power supply, a vehicle-mounted battery, a wireless energy transmitting device, a wireless energy receiving device and a DSP control device, wherein the wireless energy transmitting device is connected to the DC power supply and configured to provide electrical energy, the wireless energy receiving device corresponds to the wireless energy transmitting device and is connected to the vehicle-mounted battery and configured to receive electrical energy and provide electrical energy to the vehicle-mounted battery, the DSP control device is connected to the wireless energy transmitting device, the wireless energy receiving device and the vehicle-mounted battery and configured to select a charging mode and a corresponding adjustment parameter according to a comparison result between a received real-time electrical quantity of the vehicle-mounted battery and a set electrical quantity value, calculate a target duty ratio of a DC/DC circuit in the wireless energy transmitting device through a passive control algorithm with PID compensation based on the adjustment parameter, and generate a PWM signal according to the target duty ratio And operating the DC/DC circuit to charge the vehicle-mounted battery.
Preferably, the DSP control device is further configured to detect whether the wireless energy transmitting device and the wireless energy receiving device are abnormal and whether the vehicle-mounted battery is fully charged, and end the charging process when the wireless energy transmitting device and the wireless energy receiving device are abnormal or the vehicle-mounted battery is fully charged.
Preferably, the passive control algorithm with PID compensation is:
Figure BDA0002317463850000021
Figure BDA0002317463850000022
in the formula (a), d is the target duty ratio of the DC/DC circuit, v, Uin、r1I is the capacitance voltage, the input voltage, the damping coefficient and the inductance current of the DC/DC circuit respectively, and I is the expected steady-state value of the inductance current; in the formula (b), Kp、Ki、KdRespectively, the regulating parameters of a PID controller and Kp，Ki＞0、Kd≥0。
Preferably, the wireless energy transmitting device comprises an energy transmitting coil, a transmitting end resonance compensation circuit, a high-frequency inverter circuit and the DC/DC circuit which are connected in sequence, the DC/DC circuit is connected with the direct-current power supply, the energy transmitting coil is laid on a road where the electric vehicle runs in advance, the wireless energy receiving device comprises an energy receiving coil, a receiving end resonance compensation circuit and a rectifying circuit which are connected in sequence, the energy receiving coil corresponds to the energy transmitting coil and is installed on a chassis of the electric vehicle, and the rectifying circuit is connected with the vehicle-mounted battery.
Preferably, the DC/DC circuit is configured to convert a basic DC voltage into a DC voltage of a required level, the high-frequency inverter circuit is configured to invert the DC voltage of the required level into a high-frequency ac voltage, the transmitting-end resonance compensation circuit is configured to operate the low-voltage high-current wireless charging system at a resonance frequency and compensate for leakage inductance between the energy transmitting coil and the energy receiving coil, and the energy transmitting coil is configured to output electric energy.
Preferably, the energy receiving coil is configured to receive electric energy, the receiving-end resonance compensation circuit is configured to enable the low-voltage high-current wireless charging system to operate at a resonance frequency and compensate for leakage inductance between the energy receiving coil and the energy transmitting coil, and the rectifier circuit is configured to convert ac electric energy into dc electric energy.
Preferably, the DSP control means includes:
the sampling unit is used for detecting the output voltage and the inductive current of the DC/DC circuit;
a temperature detection unit for detecting temperatures of the energy transmission coil, the energy receiving coil, the DC/DC circuit and the high-frequency inverter circuit;
the PWM unit is connected with the DC/DC circuit and the high-frequency inverter circuit and used for generating a high-frequency inverter driving signal to drive the high-frequency inverter circuit to work, generating a PWM signal to drive the DC/DC circuit to work according to the target duty ratio of the DC/DC circuit and charging the vehicle-mounted battery;
the CAN communication unit is connected with the vehicle-mounted battery through a CAN-wifi communication module and is used for transmitting the electric quantity information of the vehicle-mounted battery in real time;
a controller unit connected to the sampling unit, the temperature detection unit, the PWM unit and the CAN communication unit, for controlling the PWM unit to generate a high frequency inversion driving signal, comparing the real-time transmitted electric quantity information of the on-vehicle battery received from the CAN communication unit with a set electric quantity value, selecting a charging mode and the corresponding adjustment parameter according to the comparison result, calculating a target duty ratio of the DC/DC circuit through a passive control algorithm with PID compensation based on the adjustment parameter and controlling the PWM unit to generate a PWM signal, and for controlling the PWM unit to generate a PWM signal according to the output voltage and the inductive current of the DC/DC circuit detected by the sampling unit, the temperature of the energy transmitting coil, the energy receiving coil, the DC/DC circuit and the high frequency inversion circuit detected by the temperature detection unit, and the electric quantity information of the on-vehicle battery transmitted by the CAN communication unit, and judging whether the DC/DC circuit, the energy transmitting coil, the energy receiving coil and the high-frequency inverter circuit are abnormal or the vehicle-mounted battery is fully charged, and finishing the charging process when the wireless energy transmitting device and the wireless energy receiving device are abnormal or the vehicle-mounted battery is fully charged.
Preferably, the charging power of the low-voltage large-current wireless charging system is as follows:
Figure BDA0002317463850000031
in the formula (c), P is charging power, M is mutual inductance between the energy transmitting coil and the energy receiving coil, and ω is0Is the operating frequency, L, of the high-frequency inverter circuitf1For the inductance of the resonance compensation circuit at the transmitting end, Lf2For inductance of the resonance compensation circuit at the transmitting end, UABIs the fundamental effective value, U, of the input square wave voltage of the resonance compensation circuit at the transmitting endabThe effective value of the fundamental wave of the output square wave voltage of the receiving end resonance compensation circuit is obtained.
In addition, the invention also provides a low-voltage large-current wireless charging method, which comprises the following steps:
comparing the received real-time electric quantity of the vehicle-mounted battery with a set electric quantity value, and selecting a charging mode and corresponding adjusting parameters according to a comparison result;
calculating the target duty ratio of the DC/DC circuit by adopting a passive control algorithm with PID compensation according to the selected charging mode and the corresponding adjusting parameter;
and generating a PWM signal according to the target duty ratio of the DC/DC circuit, driving the DC/DC circuit to work, and charging the vehicle-mounted battery.
Preferably, the method further comprises the steps of: and detecting whether the low-voltage large-current wireless charging for charging the vehicle-mounted battery is abnormal or not and whether the vehicle-mounted battery is fully charged or not, and finishing the charging process when the system is abnormal or the vehicle-mounted battery is fully charged.
The technical scheme provided by the invention has the beneficial effects that:
the invention can make the system show constant current output characteristic and unit power factor input characteristic by adopting bilateral LCC resonance network and electromagnetic coupling mode, and the relative position of the energy transmission equipment has certain degree of freedom, the coupling distance is farther, the energy transmission efficiency is higher, and the non-magnetic barrier in the middle of the coil can not influence the normal work of the system, thus the invention is a novel wireless energy transmission technology with wider application prospect, simpler use mode, safety and reliability.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a low-voltage large-current wireless charging system according to an embodiment of the present invention;
FIG. 2 is a topology diagram of a DC power supply, an energy transmitting device, an energy receiving device and a vehicle-mounted battery when the DC power supply, the energy transmitting device, the energy receiving device and the vehicle-mounted battery are connected according to an embodiment of the present invention;
FIG. 3 is a schematic structural diagram of the DSP control device connected to the DC/DC circuit, the high-frequency inverter circuit and the on-board battery according to the embodiment of the present invention;
fig. 4 is a flowchart of a low-voltage large-current wireless charging method according to an embodiment of the present invention.
Detailed Description
In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be further described in detail below with reference to the drawings in the embodiments of the present invention.
Referring to fig. 1 to 3, the system includes a dc power supply 10 for supplying electric energy, a vehicle-mounted battery 20 for supplying electric energy to an electric vehicle, a wireless energy transmitting device 30, a wireless energy receiving device 40, and a DSP control device 50. In this example, the electric vehicle is a logistics electric vehicle, such as an AGV electric vehicle. The voltage of the vehicle-mounted battery 20 is usually three voltage levels of 24V, 48V and 60V, and when the power of the system is constant and the voltage of the vehicle-mounted battery is not high, the output current of the system is very high, namely, the so-called low-voltage large current.
Specifically, the wireless energy transmission device 30 includes a DC/DC circuit 31, a high-frequency inverter circuit 32, a transmission-end resonance compensation circuit 33, and an energy transmission coil 34 (L)1). The DC/DC circuit 31 is connected to the DC power supply 10 for converting the base DC voltage into a DC voltage of a desired level. The high-frequency inverter circuit 32 is connected to the DC/DC circuit 31 and is configured to invert a DC voltage of a desired level into a high-frequency ac power. The transmitting end resonance compensation circuit 33 is connected with the high frequency inverter circuit 32 and is used for operating the low-voltage large-current wireless charging system at a resonance frequency and compensating for leakage inductance between the energy transmitting coil 34 and the energy receiving coil 41. The energy transmitting coil 34 is laid in advance on a road on which the electric vehicle travels and is used to output electric energy. In detail, the DC/DC circuit 31 comprises two capacitors CfAnd C, inductance LfA diode D and a MOSFET tube S, the high-frequency inverter circuit 32 comprises four MOSFET tubes S1-S4, and the transmitting end resonance compensation circuit 33 comprises a resonance inductor Lf1Parallel resonant capacitor Cf1And series compensation capacitor Cp1。
The wireless energy receiving device 40 comprises an energy receiving coil 41 (L)2) A receiving-end resonance compensation circuit 42 and a rectification circuit 43. The energy receiving coil 41 corresponds to the energy transmitting coil 34 and is mounted on the chassis of the electric vehicle for useReceiving electrical energy from the energy transmitting coil 34. The receiving end resonance compensation circuit 42 is connected with the energy receiving coil 41 and is used for operating the low-voltage high-current wireless charging system at a resonance frequency and compensating the leakage inductance between the energy receiving coil 41 and the energy transmitting coil 34. The rectifying circuit 43 is connected to the receiving-end resonance compensation circuit 42 and is configured to convert ac power into dc power. The rectifying circuit 43 is connected to the vehicle-mounted battery 20. In detail, the receiving-end resonance compensation circuit 42 includes a resonance inductance Lf2Parallel resonant capacitor Cf2And a series supplementary capacitor Cp2. The rectifying circuit 43 includes four rectifying diodes D1-D4Because the MOSFET is used for replacing a common diode and a synchronous rectification circuit is adopted, the switching loss on the rectification diode can be reduced, and the energy transfer efficiency of the whole system is improved.
The resonance compensation circuit works under the resonance condition and satisfies the following formula,
Figure BDA0002317463850000061
Figure BDA0002317463850000062
Figure BDA0002317463850000063
Figure BDA0002317463850000064
wherein, ω is0Is the operating frequency, L, of the high frequency inverter circuit 321And L2The inductances, C, of the energy-transmitting coil 34 and the energy-receiving coil 41, respectivelyf1And Cf2Capacitance values, C, of the transmitting-end parallel resonance capacitor and the receiving-end parallel resonance capacitor, respectivelyp1And Cp2Capacitance values of the series compensation capacitor at the transmitting end and the series compensation capacitor at the receiving end respectively，Lf1And Lf2Respectively the inductance of the transmitting end resonance coil and the receiving end resonance coil.
Understandably, according to the power grade of the charging system, the size and the shape of the energy transmitting coil 34 and the energy receiving coil 41 and the energy transmission distance, the self-inductance parameters of the energy transmitting coil 34 and the energy receiving coil 41 are selected to be proper, and the energy efficient transmission of the wireless charging system with low voltage and large current can be realized.
The DSP control device 50 includes a sampling unit 51, a temperature detection unit 52, a PWM unit 53, a CAN communication unit 54, and a controller unit 55. The sampling unit 51 includes a voltage sampling unit 511 and a current sampling unit 512, and both the voltage sampling unit 511 and the current sampling unit 512 are connected to the controller unit 55 and are respectively used for detecting the output voltage of the DC/DC circuit 31 and the current flowing through the inductor in real time. The temperature detection unit 52 is connected to the energy transmitting coil 34, the energy receiving coil 41, the DC/DC circuit 31, and the high-frequency inverter circuit 32 and is configured to detect the temperature of the energy transmitting coil 34, the energy receiving coil 41, the DC/DC circuit 31, and the high-frequency inverter circuit 32. The PWM unit 53 is connected to the DC/DC circuit 31 and the high frequency inverter circuit 32 and configured to generate a high frequency inverter driving signal to drive the high frequency inverter circuit 32 to operate, and generate a PWM signal to drive the DC/DC circuit 31 to operate according to a target duty ratio of the DC/DC circuit 31. The CAN communication unit 54 is connected with the vehicle-mounted battery 20 through the CAN-wifi communication module 60 and is used for transmitting the electric quantity information of the vehicle-mounted battery 20 in real time. The controller unit 55 is connected to the voltage sampling unit 511, the current sampling unit 512, the temperature detection unit 52, the PWM unit 53 and the CAN communication unit 54, and is configured to control the PWM unit 53 to generate a high-frequency inverter driving signal to drive the high-frequency inverter circuit 32 to operate, compare the real-time transmitted electric quantity information of the on-board battery 20 received from the CAN communication unit 54 with a set electric quantity value, select a charging mode and a corresponding adjustment parameter according to the comparison result, calculate a target duty ratio of the DC/DC circuit through a passive control algorithm with PID compensation based on the adjustment parameter, and control the PWM unit 53 to generate a PWM signal (i.e., an IGBT driving signal). Meanwhile, the controller unit 55 is also configured to determine whether an abnormal state of excessive voltage or excessive current occurs based on the output voltage and the inductor current of the DC/DC circuit 31 received from the voltage sampling unit 511 and the current sampling unit 512, and to determine whether an abnormal state of excessive temperature occurs based on the temperatures of the energy transmitting coil 34, the energy receiving coil 41, the DC/DC circuit 31, and the high-frequency inverter circuit 32 received from the temperature detecting unit 52, and to generate an error signal and a feedback signal based on the charge information of the vehicle-mounted battery 20 received from the CAN communication unit 54, and to end the charging process.
The charging mode comprises a fast charging mode and a slow charging mode. The CAN-wifi communication module 60 is connected with the vehicle-mounted battery 20 via a Battery Management System (BMS) of the vehicle-mounted battery 20 so as to obtain the state of charge of the vehicle-mounted battery 20 through information of the BMS of the vehicle-mounted battery. Specifically, the electric quantity condition information of the vehicle-mounted battery 20 is transmitted to the CAN-WiFi communication module 60 in real time through WiFi signals, the CAN-WiFi communication module 60 is connected with the CAN communication unit 54, the CAN communication unit 54 converts the received WiFi signals into CAN signals, and then the electric quantity condition information of the vehicle-mounted battery 20 is transmitted to the controller unit 55 in real time. The passive control algorithm with PID compensation is:
Figure BDA0002317463850000071
Figure BDA0002317463850000072
in the formula (a), d is the target duty ratio of the DC/DC circuit, v, Uin、r1And I is the capacitance voltage, input voltage, damping coefficient and inductance current of the DC/DC circuit, I*Is the desired steady state value of the inductor current; in the formula (b), Kp、Ki、KdRespectively, the regulating parameters of a PID controller and Kp，Ki＞0、Kd≥0。
In detail, the passive control algorithm with PID compensation is based on the construction method of the passive controller with PID compensation as follows:
establishing a state space model of the DC/DC circuit and designing a passive controller, wherein the DC/DC state space model can be expressed as:
Figure BDA0002317463850000073
from equation (1), the DC/DC boost converter can be written in the form of a PCHS:
Figure BDA0002317463850000081
wherein j (x) denotes an interconnection matrix of the system, and j (x) is-j (x); r (x) represents a dissipation matrix of the system, satisfying R (x) ═ RT(x)；ζ＝[Uin,0]TRepresents the input voltage of the system; u represents a control signal of the system; y represents the output signal of the system;
further, assuming that there is a control rate u ═ β (x) such that the system can be mapped into the form of PCHS, the target system can be expressed as:
Figure BDA0002317463850000082
further, let the desired energy function be defined as follows:
Figure BDA0002317463850000083
get Jd(x) 0 and Rd(x)＝diag(r1,1/r2) Where diag (. circle.) denotes a diagonal matrix, r1And r2Representing the injected virtual impedance. From (2) and (3), it is possible to obtain:
Figure BDA0002317463850000084
further, assume Hd(x)＝H(x)+Ha(x)，
Figure BDA0002317463850000085
Rd(x)＝R(x)+Ra(x) And u-d is the duty ratio of the system power switch tube. Then it is possible to obtain:
Figure BDA0002317463850000086
thus, it is possible to obtain:
Figure BDA0002317463850000087
wherein I*And V*Respectively represent i and voThe desired steady state value of (c) is obtained from equation (7), and the passive controller can be expressed as:
Figure BDA0002317463850000088
further, the PID controller can be expressed as:
Figure BDA0002317463850000089
wherein Kp，Ki，KdIs the adjusting parameter of the PID controller and meets Kp,Ki＞0，Kd≥0。
Further, a PID controller (9) and a passive controller (8) are combined to form the passive controller with PID compensation. The control target quantity of the output voltage of the DC/DC circuit 31 is used as the input of a PID controller, the sampling value of the output voltage of the DC/DC circuit 31 is used as the feedback value of the PID controller, and the output of the PID controller is used as the input value I of a passive controller (8)*The output d of the passive controller (8) is fed to the controller unit 55, and the controller unit 55 controls the PWM unit 53 to generate a PWM signal with a corresponding duty ratio, thereby obtaining a corresponding output voltage of the DC/DC circuit 31, and thus a phaseThe required charging power. The charging power of the low-voltage high-current wireless charging system is as follows:
Figure BDA0002317463850000091
in the formula (c), P is charging power, M is mutual inductance between the energy transmitting coil and the energy receiving coil, and ω is0Is the operating frequency, L, of the high-frequency inverter circuitf1For the inductance of the resonance compensation circuit at the transmitting end, Lf2Is the inductance of the receiving end resonance compensation circuit, UABIs the fundamental effective value, U, of the input square wave voltage of the resonance compensation circuit at the transmitting endabThe effective value of the fundamental wave of the output square wave voltage of the receiving end resonance compensation circuit is obtained.
In addition, referring to fig. 4, the present invention further provides an embodiment of a low-voltage large-current wireless charging method, including the following steps:
detecting whether a vehicle arrives and judging whether the output voltage and the inductive current of the DC/DC circuit 31 have an abnormal state of overlarge voltage or overlarge current or not in real time in the whole charging process, and whether the temperatures of the energy transmitting coil 34, the energy receiving coil 41, the DC/DC circuit 31 and the high-frequency inverter circuit 32 have an abnormal state of overlarge temperature or the vehicle-mounted battery 20 is fully charged or not, if the abnormal state is detected or the vehicle-mounted battery 20 is fully charged, finishing the charging process, and enabling the vehicle to drive to a next stop point, otherwise, carrying out the next step;
when a vehicle arrives, comparing the real-time electric quantity of the vehicle-mounted battery 20 received from the CAN-wifi communication module 60 with a set electric quantity value, if the electric quantity of the vehicle-mounted battery is low, selecting the adjusting parameters corresponding to the fast charging mode and the slow charging mode, and otherwise, selecting the adjusting parameters corresponding to the slow charging mode and the slow charging mode;
calculating a target duty ratio of the DC/DC circuit 31 by adopting a passive control algorithm with PID compensation according to the selected quick charge mode or the quick charge mode and the corresponding adjusting parameter;
according to the target duty ratio of the DC/DC circuit 31, a PWM signal is generated to drive the DC/DC circuit 31 to work, and meanwhile, a high-frequency inversion driving signal is also generated to drive the high-frequency inversion circuit 32 to work, so that the vehicle-mounted battery 20 is charged.
The embodiment of the invention has the following beneficial effects:
the invention can lead the system to show constant current output characteristic and unit power factor input characteristic, has longer coupling distance, has certain degree of freedom of the relative position of energy transfer equipment, has higher energy transfer efficiency, and simultaneously, the non-magnetic barrier in the middle of the coil can not influence the normal work of the system, thus being a novel wireless energy transfer technology with wider application prospect, simpler use mode, safety and reliability.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent replacements, improvements, etc. within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (9)

1. The utility model provides a wireless charging system of low pressure heavy current, includes DC power supply and on-vehicle battery, its characterized in that still includes:
the wireless energy transmitting device is connected with the direct current power supply and is used for providing electric energy;
the wireless energy receiving device corresponds to the wireless energy transmitting device, is connected with the vehicle-mounted battery, and is used for receiving electric energy and providing the electric energy for the vehicle-mounted battery;
the DSP control device is connected with the wireless energy transmitting device, the wireless energy receiving device and the vehicle-mounted battery and used for selecting a charging mode and corresponding adjusting parameters according to a comparison result of received real-time electric quantity and set electric quantity value of the vehicle-mounted battery, calculating a target duty ratio of a DC/DC circuit in the wireless energy transmitting device through a passive control algorithm with PID compensation based on the adjusting parameters, generating a PWM signal according to the target duty ratio to drive the DC/DC circuit to work and charge the vehicle-mounted battery, wherein the passive control algorithm with PID compensation is as follows:
Figure FDA0002730492570000011
Figure FDA0002730492570000012
in the formula (a), d is the target duty ratio of the DC/DC circuit, v, Uin、r1And I is the capacitance voltage, input voltage, damping coefficient and inductance current of the DC/DC circuit, I*Is the desired steady state value of the inductor current; in the formula (b), Kp、Ki、KdRespectively, the regulating parameters of a PID controller and Kp，Ki＞0、Kd≥0。
2. The low-voltage high-current wireless charging system according to claim 1, wherein the DSP control device is further configured to detect whether the wireless energy transmitting device and the wireless energy receiving device are abnormal and the vehicle-mounted battery is fully charged, and to terminate the charging process when there is an abnormality in the wireless energy transmitting device and the wireless energy receiving device or the vehicle-mounted battery is fully charged.
3. The low-voltage high-current wireless charging system according to claim 2, wherein the wireless energy transmitting device comprises an energy transmitting coil, a transmitting end resonance compensation circuit, a high-frequency inverter circuit and the DC/DC circuit which are connected in sequence, the DC/DC circuit is connected with the direct-current power supply, the energy transmitting coil is pre-laid on a road where the electric vehicle runs, the wireless energy receiving device comprises an energy receiving coil, a receiving end resonance compensation circuit and a rectifying circuit which are connected in sequence, the energy receiving coil corresponds to the energy transmitting coil and is installed on a chassis of the electric vehicle, and the rectifying circuit is connected with the vehicle-mounted battery.
4. The low-voltage high-current wireless charging system according to claim 3, wherein the DC/DC circuit is used for converting a basic DC voltage into a DC voltage of a required level, the high-frequency inverter circuit is used for inverting the DC voltage of the required level into a high-frequency AC, the transmitting-end resonance compensation circuit is used for enabling the low-voltage high-current wireless charging system to operate at a resonance frequency and compensating for leakage inductance between the energy transmitting coil and the energy receiving coil, and the energy transmitting coil is used for outputting electric energy.
5. The low-voltage high-current wireless charging system according to claim 3, wherein the energy receiving coil is used for receiving electric energy, the receiving-end resonance compensation circuit is used for enabling the low-voltage high-current wireless charging system to work at a resonance frequency and compensating leakage inductance between the energy receiving coil and the energy transmitting coil, and the rectifying circuit is used for converting alternating-current electric energy into direct-current electric energy.
6. A low-voltage high-current wireless charging system as claimed in claim 3, wherein said DSP control means comprises:
the sampling unit is used for detecting the output voltage and the inductive current of the DC/DC circuit;
a temperature detection unit for detecting temperatures of the energy transmission coil, the energy receiving coil, the DC/DC circuit and the high-frequency inverter circuit;
the PWM unit is connected with the DC/DC circuit and the high-frequency inverter circuit and used for generating a high-frequency inverter driving signal to drive the high-frequency inverter circuit to work, generating a PWM signal to drive the DC/DC circuit to work according to the target duty ratio of the DC/DC circuit and charging the vehicle-mounted battery;
the CAN communication unit is connected with the vehicle-mounted battery through a CAN-wifi communication module and is used for transmitting the electric quantity information of the vehicle-mounted battery in real time;
a controller unit connected to the sampling unit, the temperature detection unit, the PWM unit and the CAN communication unit, for controlling the PWM unit to generate a high frequency inversion driving signal, comparing the real-time transmitted electric quantity information of the on-vehicle battery received from the CAN communication unit with a set electric quantity value, selecting a charging mode and the corresponding adjustment parameter according to the comparison result, calculating a target duty ratio of the DC/DC circuit through a passive control algorithm with PID compensation based on the adjustment parameter and controlling the PWM unit to generate a PWM signal, and for controlling the PWM unit to generate a PWM signal according to the output voltage and the inductive current of the DC/DC circuit detected by the sampling unit, the temperature of the energy transmitting coil, the energy receiving coil, the DC/DC circuit and the high frequency inversion circuit detected by the temperature detection unit, and the electric quantity information of the on-vehicle battery transmitted by the CAN communication unit, and judging whether the DC/DC circuit, the energy transmitting coil, the energy receiving coil and the high-frequency inverter circuit are abnormal or the vehicle-mounted battery is fully charged, and finishing the charging process when the wireless energy transmitting device and the wireless energy receiving device are abnormal or the vehicle-mounted battery is fully charged.
7. The low-voltage high-current wireless charging system according to claim 3, wherein the charging power of the low-voltage high-current wireless charging system is as follows:
Figure FDA0002730492570000031
in the formula (c), P is charging power, M is mutual inductance between the energy transmitting coil and the energy receiving coil, and ω is0Is the operating frequency, L, of the high-frequency inverter circuitf1For the inductance of the resonance compensation circuit at the transmitting end, Lf2Is the inductance of the receiving end resonance compensation circuit, UABIs the fundamental effective value, Y, of the input square wave voltage of the resonance compensation circuit at the transmitting endabThe effective value of the fundamental wave of the output square wave voltage of the receiving end resonance compensation circuit is obtained.
8. A low-voltage large-current wireless charging method is characterized by comprising the following steps:
comparing the received real-time electric quantity of the vehicle-mounted battery with a set electric quantity value, and selecting a charging mode and corresponding adjusting parameters according to a comparison result;
calculating the target duty ratio of the DC/DC circuit by adopting a passive control algorithm with PID compensation according to the selected charging mode and the corresponding adjusting parameter;
generating a PWM signal according to the target duty ratio of the DC/DC circuit, driving the DC/DC circuit to work, and charging the vehicle-mounted battery;
wherein the passive control algorithm with PID compensation is as follows:
Figure FDA0002730492570000032
Figure FDA0002730492570000033
in the formula (a), d is the target duty ratio of the DC/DC circuit, v, Uin、r1And I is the capacitance voltage, input voltage, damping coefficient and inductance current of the DC/DC circuit, I*Is the desired steady state value of the inductor current; in the formula (b), Kp、Ki、KdRespectively, the regulating parameters of a PID controller and Kp，Ki＞0、Kd≥0。
9. A low-voltage high-current wireless charging method according to claim 8, further comprising the steps of:
detecting whether a low-voltage large-current wireless charging system for charging the vehicle-mounted battery is abnormal or not and whether the vehicle-mounted battery is fully charged or not, and finishing the charging process when the system is abnormal or the vehicle-mounted battery is fully charged.
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