CN111490603A - Wireless electromagnetic transmission system and method for driving hub motor - Google Patents
Wireless electromagnetic transmission system and method for driving hub motor Download PDFInfo
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- CN111490603A CN111490603A CN202010315793.1A CN202010315793A CN111490603A CN 111490603 A CN111490603 A CN 111490603A CN 202010315793 A CN202010315793 A CN 202010315793A CN 111490603 A CN111490603 A CN 111490603A
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
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- Transportation (AREA)
- Mechanical Engineering (AREA)
- Computer Networks & Wireless Communication (AREA)
- Power Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
The invention relates to a wireless electromagnetic transmission system for driving a wheel hub motor, which comprises a wheel part electric unit, a roadbed power supply unit and a vehicle-mounted charging and discharging unit, wherein the wheel part electric unit is connected with the roadbed power supply unit; the wheel part power utilization unit comprises a vehicle-mounted receiving coil, a roadbed receiving coil, a wheel-side super capacitor and a wheel hub driving motor, wherein the vehicle-mounted receiving coil is connected with the wheel hub driving motor, the roadbed receiving coil is connected with the wheel-side super capacitor, and the vehicle-mounted receiving coil is electrically connected with the roadbed receiving coil; the roadbed power supply unit comprises a roadbed transmitting coil, and the roadbed transmitting coil is coupled with the roadbed receiving coil; the vehicle-mounted charging and discharging unit comprises a vehicle-side power battery and a vehicle-mounted transmitting coil, and the vehicle-mounted transmitting coil is coupled with the vehicle-mounted receiving coil. The invention also discloses a wireless electromagnetic transmission method for driving the hub motor. The system and the method of the invention transmit energy through electromagnetic field effect, release the mechanical/cable tangible constraint between the driving unit and the chassis, and solve the problem that the cable transmission cable in the prior art is easy to damage.
Description
Technical Field
The invention relates to the technical field of wireless power transmission, in particular to a wireless electromagnetic transmission system and a wireless electromagnetic transmission method for driving a hub motor.
Background
In-wheel motor drive units are a typical representative technology for the drive wheel modularity and electrification development. The hub motor driving unit realizes high integration of driving motor, variable speed/variable torque transmission and braking functions, and simultaneously, the hub motor drives to supply electric power through a cable, so that the further development of power transmission from mechanical transmission (depending on a mechanical shaft system) to electric transmission (depending on a cable) is realized.
The driving of the hub motor is realized by relying on the cable to realize electric power transmission, higher requirements are provided for the current carrying capacity and the protective capacity of the cable, especially under extreme conditions such as extreme cold, rainforest, marsh, desert, battlefield and other environments, the reliability and the maintenance caused by the cable are still important challenges facing the driving of the hub motor, and meanwhile, the cable arrangement restricts the further modularization of the chassis structure of the vehicle body.
In summary, there is a need to invent a novel transmission mode for driving an in-wheel motor through an electromagnetic field, release physical constraints of a machine/cable between a driving unit and a chassis, and realize field effect transmission independent of a mechanical shaft system and the cable.
Disclosure of Invention
The invention aims to provide a wireless electromagnetic transmission system and a wireless electromagnetic transmission method for driving a hub motor, so that a roadbed transmitting coil and a vehicle-side power battery can simultaneously drive the hub motor in a field effect manner, the physical constraint of a machine/cable between a driving unit and a chassis is released, and the field effect transmission independent of a mechanical shaft system and the cable is realized.
In order to achieve the purpose, the invention provides the following scheme:
a wireless electromagnetic transmission system for driving a wheel hub motor comprises a wheel portion electricity utilization unit, a roadbed power supply unit and a vehicle-mounted charging and discharging unit;
the wheel part electric unit comprises a vehicle-mounted receiving coil, a roadbed receiving coil, a wheel-side super capacitor and a wheel hub driving motor, wherein the vehicle-mounted receiving coil is connected with the wheel hub driving motor, the roadbed receiving coil is connected with the wheel-side super capacitor, the vehicle-mounted receiving coil is electrically connected with the roadbed receiving coil, and the vehicle-mounted receiving coil, the roadbed receiving coil, the wheel-side super capacitor and the wheel hub driving motor are integrated in a tire to form a modularized wheel part electric unit;
the roadbed power supply unit is positioned below a road surface and comprises a roadbed transmitting coil, and the roadbed transmitting coil is coupled with the roadbed receiving coil;
the vehicle-mounted charging and discharging unit is positioned in a vehicle chassis and comprises a vehicle-side power battery and a vehicle-mounted transmitting coil, and the vehicle-mounted transmitting coil is coupled with the vehicle-mounted receiving coil.
A wireless electromagnetic transmission method for an in-wheel motor drive, the wireless electromagnetic transmission method being a vehicle stationary charging method, the method comprising:
when the roadbed receiving coil is in contact with the roadbed transmitting coil, the roadbed side control switch is closed, and the roadbed transmitting coil provides a charging magnetic field for the wireless electromagnetic transmission system;
when the roadbed receiving coil is positioned in the roadbed transmitting coil, the vehicle stops running, and the roadbed transmitting coil charges the wheel-side super capacitor through the roadbed receiving coil;
when the electric quantity of the wheel-side super capacitor is saturated, judging whether the vehicle is driven away from the roadbed transmitting coil to obtain a judgment result;
when the judgment result shows that the road bed side control switch is turned off, the wireless electromagnetic transmission system is turned off;
when the judgment result shows that the vehicle side power battery is not charged, the roadbed transmitting coil transmits the electric energy to the vehicle-mounted receiving coil through the roadbed receiving coil, and then the vehicle-mounted transmitting coil charges the vehicle-side power battery;
and the wheel-side super capacitor and/or the vehicle-side power battery provide electric quantity required by vehicle running for the hub driving motor.
A wireless electromagnetic transmission method for a hub motor drive, which is a vehicle mobile charging method, comprising:
when the roadbed receiving coil is in contact with the roadbed transmitting coil, the roadbed side control switch is closed, and the roadbed transmitting coil provides a charging magnetic field for the wireless electromagnetic transmission system;
the roadbed transmitting coil continuously supplies power to the hub driving motor through the roadbed receiving coil;
judging whether the electric quantity required by the hub driving motor is smaller than the output electric quantity of the roadbed transmitting coil, if so, using the redundant electric quantity output by the roadbed side power grid for charging the wheel side super capacitor, and charging the vehicle side power battery after the wheel side super capacitor is saturated; if not, the power battery at the vehicle side and/or the wheel super capacitor supplements the electric quantity required by the vehicle running for the wheel hub driving motor.
According to the specific embodiment provided by the invention, the invention discloses the following technical effects:
(1) according to the wireless electromagnetic transmission system for driving the hub motor, the field effect driving is simultaneously carried out on the hub motor through the roadbed transmitting coil and the vehicle side power battery, the physical constraint of a machine/cable between the driving unit and the chassis is released, the field effect transmission independent of a mechanical shafting and a cable is realized, and the problem that the cable is easy to damage in the cable transmission process in the prior art is solved.
(2) According to the wireless electromagnetic transmission method for driving the hub motor, when a vehicle is charged statically, only the roadbed transmitting coil needs to be arranged at the roadside fixed position, the cost for arranging the large-area roadbed transmitting coil is reduced, and the practicability is improved. Meanwhile, when the wheel-side super capacitor is saturated and the vehicle does not leave the roadbed transmitting coil, redundant electric energy output by the roadbed transmitting coil charges the vehicle-side power battery, so that the wheel hub driving motor can be charged by the wheel-side super capacitor and/or the vehicle-side power battery in the following process, and the driving range of the vehicle is prolonged.
(3) According to the wireless electromagnetic transmission method for driving the hub motor, provided by the invention, when the vehicle is moved and charged, the roadbed transmitting coil is arranged in the whole road, so that the vehicle is charged in real time, and the charging time is saved. Meanwhile, when the electric quantity output by the power grid on the road base side is larger than the electric quantity required by the wheel hub driving motor, redundant electric quantity is stored in the wheel-side super capacitor and the vehicle-side power battery, and the endurance mileage of the vehicle is prolonged.
(4) The wireless electromagnetic transmission system for driving the hub motor is also provided with the vehicle suspension device, when a tire is excited by a road surface to generate vertical offset, the vehicle suspension device can avoid certain dislocation of the vehicle-mounted transmitting coil and the vehicle-mounted receiving coil caused by the fact that the roadbed receiving coil leaves the initial position of the roadbed receiving coil, so that the vehicle body jolt is reduced, the offset of the vehicle-mounted transmitting coil and the vehicle-mounted receiving coil is reduced, the coupling coefficient between the two coils is enhanced, and the transmission efficiency is increased.
(5) According to the wireless electromagnetic transmission method for the hub motor drive, the regenerative braking energy generated when a vehicle brakes is stored in the wheel-side super capacitor firstly, and the regenerative braking energy is stored in the vehicle-side power battery after the wheel-side super capacitor is saturated, so that the energy utilization rate is improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
FIG. 1 is a schematic structural diagram of a wireless electromagnetic transmission system for a hub motor drive according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a wireless electromagnetic transmission system for a hub motor drive according to an embodiment of the present invention;
FIG. 3 is a schematic structural diagram of a modular tire according to one embodiment of the present invention;
FIG. 4 is a flowchart of a wireless electromagnetic transmission method for driving the hub motor according to a second embodiment of the present invention;
fig. 5 is a flowchart of a wireless electromagnetic transmission method for a hub motor drive according to a third embodiment of the present invention.
Description of the symbols: 1: vehicle-mounted charge and discharge unit, 2: wheel portion electric unit, 3: roadbed power supply unit, 4: vehicle suspension, 5: suspension link, 6: chassis, 7: wheel, 11: vehicle-mounted transmitting coil, 12: vehicle-side power battery, 13: vehicle-mounted power electronic conversion module, 14: vehicle-mounted transmitting coil connector, 21: vehicle-mounted receiving coil, 22: roadbed receiving coil, 23: wheel hub drive motor, 24: wheel-side supercapacitor, 25: road-wheel power electronic conversion module, 26: vehicle-wheel power electronic conversion module, 31: ballast transmit coil, 32: 220V/50Hz grid, 33: roadbed side control switch, 34: and a roadbed power electronic conversion module.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The invention aims to provide a wireless electromagnetic transmission system and a wireless electromagnetic transmission method for driving a hub motor. The roadbed transmitting coil and the vehicle side power battery simultaneously carry out field effect driving on the hub driving motor, the tangible constraint of a machine/cable between the driving unit and the chassis is released, and the field effect transmission independent of a mechanical shaft system and the cable is realized.
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in further detail below.
Example one
As shown in fig. 1 and 2, the present embodiment shows a wireless electromagnetic transmission system for a hub motor drive, comprising: a road bed power supply unit 3, a wheel unit 2, and a vehicle-mounted charging/discharging unit 1.
The roadbed power supply unit 3 consists of a 220V/50Hz power grid 32, a roadbed power electronic conversion module 34 and a roadbed transmitting coil 31 which are connected in sequence. The ballast transmitting coil 31 is a multi-turn square coil and is disposed under the road surface. The ballast power electronic conversion module 34 is formed by sequentially connecting a ballast side AC/DC rectifier, a ballast side DC/AC inverter, and a ballast side compensation topology.
In the present embodiment, the roadbed power supply unit 3 is used to supply the electric power to the wheel section electric unit 2.
Specifically, when the automobile runs above the roadbed transmitting coil 31, the alternating current output by the roadbed-side 220V/50Hz power grid 32 is rectified by roadbed-side AC/DC and inverted by roadbed-side DC/AC to be converted into high-frequency alternating current, so as to provide the current for establishing the magnetic field to the roadbed transmitting coil 31, and the roadbed transmitting coil 31 transmits electric energy to the wheel unit 2.
In order to realize that the roadbed power supply unit 3 starts the above-described power conversion when the vehicle travels above the roadbed transmitting coil 31, the roadbed power supply unit 3 further includes a roadbed side control switch 33 in the present embodiment. The ballast-side control switch 33 is connected in series to the circuit in which the ballast power supply unit 3 is located. When the vehicle runs above the roadbed transmitting coil 31, the roadbed side control switch 33 is closed, and when the vehicle completely leaves the roadbed transmitting coil 31, the roadbed side control switch 33 is opened, the wireless electromagnetic transmission system is opened, and the no-load loss of the wireless electromagnetic transmission system is reduced.
The vehicle-mounted charging and discharging unit 1 is positioned in a vehicle chassis 6 and comprises a vehicle-side power battery 12 and a vehicle-mounted transmitting coil 11. The vehicle-side power battery 12 is a battery pack. The in-vehicle charging/discharging unit 1 transmits electric energy to the wheel unit 2 through the in-vehicle transmitting coil 11.
The vehicle-mounted transmitting coil 11 comprises ferrite and a coil, wherein the coil is a multi-turn conducting wire wound on the ferrite and used for energy transmission between a transmitting end and a receiving end. The ferrite is used for enhancing the coupling coefficient between the transmitting end and the receiving end and improving the transmission efficiency between the transmitting end and the receiving end.
The vehicle-mounted charging and discharging unit 1 further comprises a vehicle-mounted power electronic conversion module 13, the vehicle-mounted power electronic conversion module 13 is connected between the vehicle-side power battery 12 and the vehicle-mounted transmitting coil 11, and the vehicle-mounted power electronic conversion module 13 is formed by sequentially connecting a vehicle-mounted DC/DC converter, a vehicle-mounted DC/AC inverter and a vehicle-mounted compensation topology. The vehicle-mounted power electronic conversion module 13 is configured to convert electric energy of the vehicle-side power battery 12 into high-frequency alternating current after being rectified by the vehicle-mounted AC/DC rectifier and inverted by the vehicle-mounted DC/AC inverter, to provide electric energy for establishing a magnetic field for the vehicle-mounted transmitting coil 11, and the vehicle-mounted charging and discharging unit 1 transmits the electric energy to the wheel electric unit 2 through the vehicle-mounted transmitting coil 11.
The vehicle-mounted charging and discharging unit 1 further comprises a vehicle-mounted transmitting coil connecting piece 14, and the vehicle-mounted transmitting coil 11 is fixed on the plane where the chassis 6 is located through the vehicle-mounted transmitting coil connecting piece 14, so that the vehicle-mounted transmitting coil 11 and the vehicle body chassis 6 are relatively fixed and do not move relatively, and the reduction of the inter-coil coupling coefficient caused by the displacement of the vehicle-mounted transmitting coil 11 is reduced. It should be noted that the vehicle-mounted transmitting coil 11 may be fixed on the chassis 6, or may be fixed in the chassis 6.
The wheel part electricity utilization unit 2 comprises a vehicle-mounted receiving coil 21, a roadbed receiving coil 22, a wheel side super capacitor 24 and a wheel hub driving motor 23; the vehicle-mounted receiving coil 21 is connected with the wheel hub driving motor 23, the roadbed receiving coil 22 is connected with the wheel side super capacitor 24, the vehicle-mounted receiving coil 21 is electrically connected with the roadbed receiving coil 22, and the vehicle-mounted receiving coil 21, the roadbed receiving coil 22, the wheel side super capacitor 24 and the wheel hub driving motor 23 are integrated inside the wheel 7 to form the modularized wheel part electric unit 2, so that the problem of insufficient modularization caused by cables in the prior art is solved.
The wheel part electric unit 2 is used for receiving electric energy of the roadbed power supply unit 3 and the vehicle-mounted charging and discharging unit 1, providing electric energy for the wheel hub driving motor 23 in real time, and achieving an electromagnetic transmission mode of releasing cable constraint.
The wheel unit 2 receives electric power from the power supply unit 3 via the power reception coil 22.
Specifically, the roadbed transmitter coil 22 is coupled to the roadbed transmitter coil 31 of the roadbed power supply unit 3, power transmission is performed between the roadbed transmitter coil 31 and the roadbed receiver coil 22 by an axial magnetic flux magnetic field effect, and electric energy is transmitted from the roadbed transmitter coil 31 to the roadbed receiver coil 22 in a single direction.
When the electric quantity transmitted to the roadbed transmitter coil 31 is less than the energy required by the wheel hub motor, the vehicle-side power battery 12 starts to output electric energy to the vehicle-mounted receiver coil 21 through the vehicle-mounted transmitter coil 11 to supply electric energy to the wheel hub driving motor 23.
The wheel unit 2 receives the electric power of the in-vehicle charging/discharging unit 1 through the in-vehicle receiving coil 21.
Specifically, the vehicle-mounted receiving coil 21 is coupled with the vehicle-mounted transmitting coil 11 of the vehicle-mounted charging and discharging unit 1, and power transmission is performed between the vehicle-mounted receiving coil 21 and the vehicle-mounted transmitting coil 11 through an axial magnetic flux magnetic field effect, so that electric energy is coupled and transferred from the vehicle-mounted transmitting coil 11 to the vehicle-mounted receiving coil 21.
As an alternative embodiment, the electric energy may also be transmitted from the vehicle-mounted receiving coil 21 to the vehicle-mounted transmitting coil 11, the regenerative braking energy generated when the vehicle brakes is stored in the wheel-side super capacitor 24, and the regenerative braking energy is stored in the vehicle-side power battery 12 after the wheel-side super capacitor 24 is saturated, that is, when the electric energy generated by the vehicle brakes is stored in the vehicle-side power battery 12, the electric energy is transmitted from the vehicle-mounted receiving coil 21 to the vehicle-mounted transmitting coil 11, at this time, the vehicle-mounted receiving coil 21 may be used as a transmitting coil, and the vehicle-mounted transmitting coil 11 may be used as a receiving coil, that is, the electric energy may be transmitted between the vehicle-mounted receiving coil 21 and the vehicle-mounted transmitting.
When the road-based receiving coil 22 and the vehicle-mounted receiving coil 21 receive the electric energy, the electric energy needs to be converted into electric power to supply power to the wheel hub driving motor 23, and therefore, the wheel-portion electric unit 2 further includes a road-wheel power electronic conversion module 25 and a vehicle-wheel power electronic conversion module 26.
The road-wheel power electronic conversion module 25 is connected between the roadbed receiving coil 22 and the wheel-side super capacitor 24, and the road-wheel power electronic conversion module 25 is formed by sequentially connecting a road-wheel compensation topology, a road-wheel rectifier and a wheel-side DC/DC converter. The road-wheel power electronic conversion module 25 is used for rectifying the high-frequency alternating current received by the road-wheel receiving coil 22 from the road-wheel transmitting coil 31 through a road-wheel AC/DC rectifier and regulating the voltage through a hub DC/DC converter to supply power to the hub driving motor 23.
As an alternative embodiment, the road-wheel power electronic conversion module 25 may further convert the high-frequency alternating current received by the road-base receiving coil 22 and store the converted high-frequency alternating current into the wheel-side super capacitor 24, where the wheel-side super capacitor 24 is formed by connecting a plurality of lithium super capacitors in series, so as to increase the capacity of the wheel-side super capacitor 24.
The vehicle-wheel power electronic conversion module 26 is connected between the vehicle-mounted receiving coil 21 and the wheel hub driving motor 23, and the vehicle-wheel power electronic conversion module 26 is formed by sequentially connecting a vehicle-wheel compensation topology, a vehicle-wheel rectifier and a vehicle-mounted DC/AC inverter. The vehicle-wheel power electronic conversion module 26 rectifies the electric energy received by the vehicle-mounted receiving coil 21 from the vehicle-mounted transmitting coil 11 through a vehicle-wheel AC/DC rectifier, inverts through a vehicle-mounted DC/AC inverter and supplies power to the hub driving motor 23.
As an alternative embodiment, when the regenerative braking energy generated by the braking of the vehicle is stored in the wheel-side super capacitor 24, the vehicle-wheel power electronic conversion module 26 may also charge the wheel-side super capacitor 24 with the electric energy generated by the braking of the vehicle after the electric energy is rectified by the vehicle-wheel AC/DC rectifier and regulated by the hub DC/DC converter.
In practical applications, the structure of the modular wheel unit 2 and its connection to the vehicle body are shown in fig. 3:
the vehicle suspension 4 is connected by a suspension link 5 to a wheel 7 which is ball-hinged to a vehicle chassis 6. When the tire is excited by the road surface and vertically deviates, the roadbed receiving coil 22 leaves the initial position, so that the vehicle-mounted transmitting coil 11 and the vehicle-mounted receiving coil 21 generate certain dislocation, at the moment, the vehicle suspension 4 plays a role, the modularized tire can move up and down in a certain range under the excitation action of uneven road surface, the vehicle body bump is reduced, the deviation of the vehicle-mounted transmitting coil 11 and the vehicle-mounted receiving coil 21 is reduced, the coupling coefficient between the two coils is enhanced, and the transmission efficiency is increased.
The vehicle-mounted transmitting coil 11 is fixed on the plane of the chassis 6 through a vehicle-mounted transmitting coil connecting piece 14.
The vehicle-mounted transmitting coil 11 is fixed in the chassis 6, so that the vehicle-mounted transmitting coil 11 and the vehicle body chassis 6 are relatively fixed, relative movement cannot occur, and the problem that the inter-coil coupling coefficient is reduced due to displacement of the vehicle-mounted transmitting coil 11 is solved.
As an alternative embodiment, the vehicle-mounted transmitting coil 11 may also be fixed on the chassis 6, so that the vehicle-mounted transmitting coil 11 and the vehicle-mounted receiving coil 21 are not separated by the chassis 6, and the transmission efficiency of the vehicle-mounted transmitting coil 11 and the vehicle-mounted receiving coil 21 is increased.
The vehicle-mounted transmitting coil 11 comprises ferrite and a coil, wherein the coil is a multi-turn conducting wire wound on the ferrite and used for energy transmission between a transmitting end and a receiving end. The ferrite is used for enhancing the coupling coefficient between the transmitting terminal and the receiving terminal and improving the transmission efficiency between the transmitting terminal and the receiving terminal.
The vehicle-mounted transmitting coil 11 is coupled with the vehicle-mounted receiving coil 21, a certain gap is reserved between the vehicle-mounted transmitting coil and the vehicle-mounted receiving coil 21, and the plane where the vehicle-mounted receiving coil 21 is located is perpendicular to the plane where the roadbed receiving coil 22 is located. Since the plane of the vehicle-mounted receiving coil 21 is parallel to the plane of the vehicle-mounted transmitting coil 11, and the roadbed receiving coil 22 is coupled with the roadbed transmitting coil 31, that is, the plane of the roadbed receiving coil 22 is parallel to the plane of the roadbed transmitting coil 31, when the plane of the roadbed receiving coil 22 is perpendicular to the plane of the vehicle-mounted receiving coil 21, the plane formed by coupling the vehicle-mounted receiving coil 21 and the vehicle-mounted transmitting coil 11 is perpendicular to the plane formed by coupling the roadbed transmitting coil 31 and the roadbed receiving coil 22, and therefore the two planes do not affect each other when carrying out axial magnetic flux magnetic field effect transmission electric energy.
The vehicle-mounted transmitting coil 11, the vehicle-mounted receiving coil 21, the road-based transmitting coil 31 and the road-based receiving coil 22 are all multi-turn square coils.
The outline of the vehicle-mounted transmitting coil 11 is larger than the outline of the vehicle-mounted receiving coil 21, so that the vehicle-mounted receiving coil 21 does not exceed the boundary of the vehicle-mounted transmitting coil 11 after moving under the action of uneven excitation of a road surface, the vehicle-mounted transmitting coil 11 and the vehicle-mounted receiving coil 21 are always kept in a high coupling state, and the energy transmission efficiency between the vehicle-mounted transmitting coil 11 and the vehicle-mounted receiving coil 21 is improved.
As an optional implementation manner, the profile of the vehicle-mounted transmitting coil 11 may also be smaller than the profile of the vehicle-mounted receiving coil 21, so that when the electric energy is transferred from the wheel electric unit 2 to the vehicle-mounted charging and discharging unit 1, that is, when the vehicle-mounted receiving coil 21 serves as the transmitting coil and the vehicle-mounted transmitting coil 11 serves as the receiving coil, the receiving coil (the original vehicle-mounted transmitting coil 11) does not exceed the boundary of the transmitting coil (the original vehicle-mounted receiving coil 21) after the vehicle-mounted transmitting coil 11 moves under the excitation action of uneven road surface, so that the vehicle-mounted transmitting coil 11 and the vehicle-mounted receiving coil 21 are always kept in a high coupling state.
As an alternative embodiment, the profile of the vehicle-mounted transmitting coil 11 may also be equal to the profile of the vehicle-mounted receiving coil 21, so that when the electric energy is bidirectionally transmitted between the wheel electric unit 2 and the vehicle-mounted charging and discharging unit 1, both the vehicle-mounted transmitting coil 11 and the vehicle-mounted receiving coil 21 may be kept in a high coupling state, and the bidirectional transmission efficiency of the energy therebetween is improved.
The vehicle-mounted receiving coil 21 and the vehicle-wheel power electronic conversion module 26 are mechanically connected and fixedly connected to the rear part of the wheel hub driving motor 23.
The roadbed receiving coils 22 are arranged below the wheel hub driving motors 23, 4 roadbed receiving coils 22 are arranged below each wheel hub driving motor 23, the outline of each roadbed transmitting coil 31 is larger than the outline of each roadbed receiving coil 22, so that the four vehicle-mounted receiving coils 21 can be simultaneously arranged in the same roadbed transmitting coil 31, the four roadbed receiving coils 22 can receive power transmission together, and the energy utilization rate is increased.
The roadbed receiving coil 22 and the road-wheel power electronic conversion module 25 are mechanically connected and fixedly connected below the wheel hub driving motor 23.
The wheel 7 is connected with an output shaft of the wheel hub driving motor 23, and the wheel hub driving motor 23 drives the wheel 7 to rotate through the output shaft, so that the high-speed running of the vehicle is realized.
Example two
As shown in fig. 4, the present embodiment shows a wireless electromagnetic transmission method for driving an in-wheel motor, which is implemented specifically according to the following method when the vehicle is in a stationary charging method:
when the ballast receiving coil 22 comes into contact with the ballast transmitting coil 31, the ballast-side control switch 33 is closed, and the ballast transmitting coil 31 supplies a charging magnetic field to the wireless electromagnetic drive system.
Specifically, the power frequency alternating current output by the 220V/50Hz alternating current grid of the roadbed transmitting unit is converted into high-frequency alternating current through the roadbed side AC/DC rectifying device and the roadbed side DC/AC inverting device, so as to provide the current for establishing the magnetic field for the roadbed transmitting coil 31. The control switch of the transmitting coil is in a closed state only when the vehicle runs above a certain road base transmitting coil 31, and the control switch is timely disconnected when the vehicle runs away from the road base transmitting coil 31, so that no-load loss when no receiving end exists is reduced.
When the road-based receiving coil 22 is located in the road-based transmitting coil 31, the vehicle stops running, and the road-based transmitting coil 31 charges the wheel-side supercapacitor 24 through the road-based receiving coil 22.
Specifically, the contour of the roadbed transmitting coil 31 is larger than that of the roadbed receiving coil 22, so that the roadbed receiving coils 22 of four wheels can be simultaneously positioned under the same roadbed transmitting coil 31, and the four roadbed receiving coils 22 can receive power transmission together, thereby increasing the energy utilization rate. The electric energy of the roadbed transmitting coil 31 is transmitted to the roadbed receiving coil 22 through a magnetic coupling mechanism formed by the roadbed transmitting coil 31 and the roadbed receiving coil 22, and the roadbed receiving coil 22 charges the wheel-side super capacitor 24 after receiving high-frequency alternating current through road-wheel AC/DC rectification and DC/DC voltage regulation.
When the electric quantity of the wheel-side super capacitor 24 is saturated, judging whether the vehicle is driven away from the roadbed transmitting coil 31 to obtain a judgment result;
when the judgment result shows yes, the roadbed side control switch 33 is switched off, and the wireless electromagnetic transmission system is switched off;
and when the judgment result shows that the vehicle-mounted power battery 12 is not charged, the roadbed transmitting coil 31 transmits the electric energy to the vehicle-mounted receiving coil 21 through the roadbed receiving coil 22, and then the vehicle-mounted transmitting coil 11 charges the vehicle-mounted power battery 12.
The method specifically comprises the following steps: the roadbed transmitting coil 31 transmits high-frequency alternating current to the roadbed receiving coil 22 through a magnetic coupling mechanism, the roadbed receiving coil 22 transmits the received electric energy to the vehicle-mounted receiving coil 21, the vehicle-mounted receiving coil 21 transmits the received electric energy to the vehicle-mounted transmitting coil 11 through a magnetic coupling mechanism formed by the vehicle-mounted transmitting coil 11 and the vehicle-mounted receiving coil 21 (at this time, the vehicle-mounted receiving coil 21 can be used as a transmitting coil, and the vehicle-mounted transmitting coil 11 can be used as a receiving coil), the vehicle-mounted transmitting coil 11 converts the high-frequency alternating current into direct current after AC/DC rectification and DC/DC voltage regulation and stores the direct current into the vehicle-side power battery 12, so that when the wheel-side super capacitor 24 is saturated and the vehicle does not leave the roadbed transmitting coil 31, the redundant electric quantity output by the roadbed-side power grid is stored into the vehicle-side power battery 12, and the vehicle-side power, thereby providing longer range for the vehicle to travel.
When the vehicle leaves the roadbed transmitting coil 31, the wheel-side super capacitor 24 and/or the vehicle-side power battery 12 provide the electric quantity required by the vehicle running for the wheel hub driving motor 23.
Specifically, the method for providing the hub driving motor 23 with the electric energy from the vehicle-side power battery 12 includes converting the electric energy from the vehicle-side power battery 12 into a high-frequency alternating current after vehicle-side DC/DC voltage regulation and vehicle-side DC/AC inversion to provide a current for establishing a magnetic field for the vehicle-mounted transmitting coil 11, coupling and transmitting the electric energy from the vehicle-mounted transmitting coil 11 to the vehicle-mounted receiving coil 21 through the magnetic coupling mechanism, and supplying the received electric energy to the hub driving motor 23 through the vehicle-mounted receiving coil 21 after the received electric energy is subjected to AC/DC rectifier and DC/AC inversion.
When the vehicle is braked, the generated regenerative braking energy is firstly stored in the wheel-side super capacitor 24, and the regenerative braking energy is directly stored in the wheel-side super capacitor 24 because the wheel-side super capacitor 24 is arranged above the wheel hub driving motor 23, so that an energy transfer chain is reduced, energy transfer loss is reduced, and energy transmission efficiency is improved. When the wheel-side super capacitor 24 is saturated, it is stored in the vehicle-side power battery 12, and in order to improve the system performance, a resonance compensation network is added between the vehicle-mounted transmitting coil 11 and the vehicle-mounted receiving coil 21, and between the road-based transmitting coil 31 and the road-based receiving coil 22.
EXAMPLE III
As shown in fig. 5: the embodiment shows a wireless electromagnetic transmission method for driving an in-wheel motor, which is a vehicle mobile charging method and is implemented according to the following specific method:
when the roadbed receiving coil 22 contacts the roadbed transmitting coil 31, the roadbed side control switch 33 is closed, and the roadbed transmitting coil 31 provides a charging magnetic field for the wireless electromagnetic transmission system;
the vehicle runs along the roadbed transmitting coil 31, and the roadbed transmitting coil 31 continuously supplies power to the hub driving motor 23 through the roadbed receiving coil 22;
judging whether the electric quantity required by the hub driving motor 23 is smaller than the output electric quantity of the roadbed transmitting coil 31, if so, using the surplus electric quantity output by the roadbed side power grid for charging the wheel side super capacitor 24, and charging the vehicle side power battery 12 after the wheel side super capacitor 24 is saturated; if not, the vehicle-side power battery 12 and/or the wheel-side super capacitor 24 supplement the electric quantity required by the vehicle for driving the wheel hub driving motor 23.
The two wireless electromagnetic transmission methods for driving the hub motor can realize that the roadbed transmitting coil 31 is only arranged at a roadside fixed position, the vehicle is statically charged, the cost required by arrangement of the large-area roadbed transmitting coil 31 is reduced, and the practicability is improved. And a roadbed transmitting coil 31 can be arranged in the whole road, so that the real-time power supply of the vehicle in the driving process is realized. Meanwhile, when the electric quantity output by the road base side power grid is larger than the electric quantity required by the hub driving motor 23, the redundant electric quantity is stored in the wheel-side super capacitor 24 and the vehicle-side power battery 12, so that the endurance mileage of the vehicle is prolonged.
The principles and embodiments of the present invention have been described herein using specific examples, which are provided only to help understand the method and the core concept of the present invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, the specific embodiments and the application range may be changed. In view of the above, the present disclosure should not be construed as limiting the invention.
Claims (10)
1. A wireless electromagnetic transmission system for driving a wheel hub motor is characterized by comprising a wheel part electricity utilization unit, a roadbed power supply unit and a vehicle-mounted charging and discharging unit;
the wheel part electric unit comprises a vehicle-mounted receiving coil, a roadbed receiving coil, a wheel-side super capacitor and a wheel hub driving motor, the vehicle-mounted receiving coil is connected with the wheel hub driving motor, the roadbed receiving coil is connected with the wheel-side super capacitor, the vehicle-mounted receiving coil is electrically connected with the roadbed receiving coil, and the vehicle-mounted receiving coil, the roadbed receiving coil, the wheel-side super capacitor and the wheel hub driving motor are integrated inside a tire to form a modularized wheel part electric unit;
the roadbed power supply unit is positioned below a road surface and comprises a roadbed transmitting coil, and the roadbed transmitting coil is coupled with the roadbed receiving coil;
the vehicle-mounted charging and discharging unit is positioned in a vehicle chassis and comprises a vehicle-side power battery and a vehicle-mounted transmitting coil, and the vehicle-mounted transmitting coil is coupled with the vehicle-mounted receiving coil.
2. A wireless electromagnetic transmission system for in-wheel motor drives as defined in claim 1, wherein the wheel unit further comprises a road-wheel power electronic conversion module and a vehicle-wheel power electronic conversion module;
the road-wheel power electronic conversion module is connected between the road bed receiving coil and the wheel-side super capacitor, and the vehicle-wheel power electronic conversion module is connected between the vehicle-mounted receiving coil and the wheel hub driving motor;
the roadbed power supply unit also comprises a roadbed power electronic conversion module, and the roadbed power electronic conversion module is connected between the roadbed transmitting coil and an alternating current power grid;
the vehicle-mounted charging and discharging unit further comprises a vehicle-mounted power electronic conversion module, and the vehicle-mounted power electronic conversion module is connected between the vehicle-side power battery and the vehicle-mounted transmitting coil.
3. A wireless electromagnetic transmission system for in-wheel motor drives of claim 1, wherein the plane of the on-board receiver coil is perpendicular to the plane of the on-board receiver coil.
4. A wireless electromagnetic drive system for an in-wheel motor drive according to claim 1, further comprising a vehicle suspension and a suspension link by which the vehicle suspension spherically articulates the wheel with the vehicle chassis structure.
5. The wireless electromagnetic transmission system for the in-wheel motor drive according to claim 1, wherein the vehicle-mounted charging and discharging unit further comprises a vehicle-mounted transmitting coil connecting piece, and the vehicle-mounted transmitting coil is fixed on a plane where the chassis is located through the vehicle-mounted transmitting coil connecting piece.
6. A wireless electromagnetic drive system for in-wheel motor drives of claim 1 wherein said on-board transmit coil, said on-board receive coil, said on-board transmit coil, and said on-board receive coil are each multi-turn square coils, said on-board transmit coil profile being greater than said on-board receive coil profile.
7. A wireless electromagnetic transmission system for in-wheel motor drives according to claim 1, wherein said ballast power supply unit further comprises a ballast-side control switch connected in series in a circuit in which said ballast power supply unit is located.
8. A wireless electromagnetic transmission method for driving an in-wheel motor, characterized in that the wireless electromagnetic transmission method is a vehicle static charging method, and the method comprises the following steps:
when the roadbed receiving coil is in contact with the roadbed transmitting coil, the roadbed side control switch is closed, and the roadbed transmitting coil provides a charging magnetic field for the wireless electromagnetic transmission system;
when the roadbed receiving coil is positioned in the roadbed transmitting coil, the vehicle stops running, and the roadbed transmitting coil charges the wheel-side super capacitor through the roadbed receiving coil;
when the electric quantity of the wheel-side super capacitor is saturated, judging whether the vehicle is driven away from the roadbed transmitting coil to obtain a judgment result;
when the judgment result shows that the road bed side control switch is turned off, the wireless electromagnetic transmission system is turned off;
when the judgment result shows that the vehicle side power battery is not charged, the roadbed transmitting coil transmits the electric energy to the vehicle-mounted receiving coil through the roadbed receiving coil, and then the vehicle-mounted transmitting coil charges the vehicle-side power battery;
and the wheel-side super capacitor and/or the vehicle-side power battery provide electric quantity required by vehicle running for the hub driving motor.
9. A wireless electromagnetic transmission method for driving an in-wheel motor, characterized in that the wireless electromagnetic transmission method is a vehicle mobile charging method, and the method comprises the following steps:
when the roadbed receiving coil is in contact with the roadbed transmitting coil, the roadbed side control switch is closed, and the roadbed transmitting coil provides a charging magnetic field for the wireless electromagnetic transmission system;
the roadbed transmitting coil continuously supplies power to the hub driving motor through the roadbed receiving coil;
judging whether the electric quantity required by the hub driving motor is smaller than the output electric quantity of the roadbed transmitting coil, if so, using the redundant electric quantity output by the roadbed side power grid for charging the wheel side super capacitor, and charging the vehicle side power battery after the wheel side super capacitor is saturated; if not, the power battery at the vehicle side and/or the wheel super capacitor supplements the electric quantity required by the vehicle running for the wheel hub driving motor.
10. A wireless electromagnetic transmission method for an in-wheel motor drive according to claim 8 or 9, wherein regenerative braking energy generated when a vehicle brakes is stored in the wheel-side super capacitor, and is stored in the vehicle-side power battery after the wheel-side super capacitor is saturated.
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| CN202010315793.1A CN111490603A (en) | 2020-04-21 | 2020-04-21 | Wireless electromagnetic transmission system and method for driving hub motor |
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| CN202010315793.1A CN111490603A (en) | 2020-04-21 | 2020-04-21 | Wireless electromagnetic transmission system and method for driving hub motor |
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