CN111731116A - Parallel segmented guide rail type dynamic wireless charging system for electric automobile - Google Patents
Parallel segmented guide rail type dynamic wireless charging system for electric automobile Download PDFInfo
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- CN111731116A CN111731116A CN202010564699.XA CN202010564699A CN111731116A CN 111731116 A CN111731116 A CN 111731116A CN 202010564699 A CN202010564699 A CN 202010564699A CN 111731116 A CN111731116 A CN 111731116A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/12—Inductive energy transfer
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
- H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- 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
Abstract
The invention relates to the electric automobile wireless charging technology, in particular to a parallel segmented guide rail type electric automobile dynamic wireless charging system, which comprises at least 3 rows of guide rails, a switch and a high-frequency inverter which are respectively connected with each row of guide rails, a rectifying circuit and a power grid which are sequentially connected with the high-frequency inverter, a controller which is respectively connected with each switch and each high-frequency inverter, a comparison circuit, an amplifying circuit, a filter circuit and a magnetic sensor array which are sequentially connected with the controller; a plurality of transmitting coils are uniformly arranged in each row of guide rails, and each row of guide rails and the plurality of transmitting coils are arranged on the ground in parallel; the magnetic sensor array comprises magnetic sensors which are correspondingly arranged in transmitting coils on the ground. The system realizes dynamic wireless charging of the electric automobile and parallel dynamic wireless charging of a plurality of electric automobiles, solves the problem that the charging efficiency is reduced due to the fact that the transmitting coil and the receiving coil generate transverse offset in the driving process of the electric automobile, and improves the dynamic wireless charging efficiency of the electric automobile.
Description
Technical Field
The invention belongs to the technical field of electric automobile wireless charging, and particularly relates to a parallel segmented guide rail type electric automobile dynamic wireless charging system.
Background
The traditional automobile brings convenience to people and simultaneously pollutes the environment. The emission of automobile exhaust causes the urban greenhouse effect, and simultaneously causes the ozone layer to be damaged, and the atmospheric environmental problems such as acid rain and the like are formed, thereby causing great harm to animals and plants.
With the development of the electric automobile industry in China and the improvement of environmental protection consciousness of people, more and more people use electric automobiles when going out, but the problems of small energy density, low charging speed and the like of electric automobile batteries are great resistance to the development of the electric automobiles. Among a plurality of key technologies which restrict the development of the electric automobile, the charging technology has an important role in the popularization of the electric automobile. At present, the mainstream charging mode of the electric automobile is a wired charging mode, and the charging mode has the defects of large floor area, inconvenience in use for users and the like. In addition, due to the limitation of battery technology, the electric automobile also has the problems of short endurance mileage, long charging time, frequent charging, heavy battery pack and the like.
Therefore, a dynamic wireless charging technology for the electric vehicle is proposed, and wireless charging during running of the electric vehicle can be realized by installing a transmitting coil on a road surface. Compare in traditional wired charging mode, the wireless technique of charging of developments has the facility of charging convenience, saves space, and the facility of charging is difficult for being destroyed and not receive bad weather influences such as sleet, has greatly improved electric automobile's duration.
The Chinese patent application No. 201810996863.7 discloses an electromagnetic induction-based wireless charging system for an electric vehicle and a control method thereof, wherein the method adopts a wireless energy transmitting coil in a multi-section guide rail sectional arrangement form, and the wireless energy transmitting coil is controlled to be switched on or off by the running of the electric vehicle, so that the dynamic wireless charging of the electric vehicle is completed. The method has higher requirements on the driving direction of the electric automobile, and if the wireless energy transmitting coil and the wireless energy receiving coil of the electric automobile are transversely deviated in the driving process and cannot be completely symmetrical, the wireless charging coupling coefficient can be violently changed, and the wireless charging efficiency is seriously influenced.
The Chinese patent application No. 201910328855.X discloses a dynamic wireless intelligent charging system and method for an electric vehicle, wherein a charging road is divided into a plurality of wireless charging power transmission areas which work independently, the driving speed of the electric vehicle can be detected in each power transmission area, and the charging power of a wireless charging unit is adjusted, so that the electric vehicles with different speeds can be charged with required electric quantity. On the one hand, this method does not solve the problem that the charging efficiency is reduced due to the lateral shift of the transmitting coil and the receiving coil. On the other hand, the charging road adopted by the method is only a single lane, electric vehicles with different speeds inevitably encounter the situations of overtaking, lane changing and the like in the driving process, and the driving speed of the electric vehicle has certain limitation in the single lane driving.
The Chinese patent application No. 201910441793.3 discloses a dynamic wireless charging system and an electromagnetic coupling mechanism for an electric vehicle, wherein the system adopts a transmitting coil and a receiving coil erected in the air to generate a high-frequency electromagnetic field, and an antenna fixedly installed on the electric vehicle moves along with the electric vehicle and moves without contact between the transmitting coil and the receiving coil, so that electric energy is dynamically obtained from the high-frequency electromagnetic field in a magnetic coupling resonance mode, and the dynamic wireless charging system is used for dynamically and wirelessly charging the electric vehicle. Although the position and angle change of the antenna in the system has little influence on the output power and the transmission efficiency, the system has great limitation on the driving path of the electric automobile, and has the problems that the high-frequency electromagnetic field generated by a transmitting coil and a receiving coil erected in the air generates great electromagnetic interference on the surrounding environment, the leakage flux generated by the high-frequency electromagnetic field in the air is great, and the magnetic field exposure level is too high.
Disclosure of Invention
The invention aims to provide a dynamic wireless charging system which can always keep high efficiency when the driving direction of an electric automobile is changed.
In order to achieve the purpose, the invention adopts the technical scheme that the parallel segmented guide rail type electric automobile dynamic wireless charging system comprises at least 3 rows of guide rails, a switch and a high-frequency inverter which are respectively connected with each row of guide rails, a rectifying circuit and a power grid which are sequentially connected with the high-frequency inverter, a controller which is respectively connected with each switch and each high-frequency inverter, and a comparison circuit, an amplifying circuit, a filter circuit and a magnetic sensor array which are sequentially connected with the controller; a plurality of transmitting coils are uniformly arranged in each row of guide rails, and each row of guide rails and the plurality of transmitting coils are arranged on the ground in parallel; the magnetic sensor array comprises magnetic sensors which are correspondingly arranged in transmitting coils on the ground.
In the above parallel sectional guide rail type electric vehicle dynamic wireless charging system, the magnetic sensor adopts an AMR magnetic sensor, and the controller adopts a DSP.
The invention has the beneficial effects that: the unparallel symmetry of transmitting coil in the inside receiving coil of electric automobile that leads to because of electric automobile lateral shifting and the underground rail is effectively solved to lead to perpendicular coupling degree grow between the coil, parallel coupling degree diminishes, and mutual inductance degree weak, and then lead to the problem that dynamic wireless charging efficiency descends, guarantee lane change in-process dynamic wireless charging efficiency's stability.
The adoption of the parallel subsection guide rail type transmitting coil structure can realize the parallel dynamic wireless charging of a plurality of electric vehicles, save the charging time of the plurality of vehicles, effectively improve the service area of the guide rail pavement and reduce the exposure level of the guide rail magnetic field.
The threshold value of the magnetic field change is set in the controller, so that the anti-interference performance and stability of the system are improved, and the condition that the guide rail is opened by mistake due to the existence of foreign matters in the guide rail is prevented.
The whole control method is simple, the working reliability is high, the guide rail can be automatically switched on for wireless charging when the electric automobile enters the guide rail, the high-quality wireless charging is kept when the electric automobile changes lanes, the guide rail is switched off for stopping charging when the electric automobile exits the guide rail, the energy loss is reduced, and the dynamic wireless charging efficiency of the electric automobile is greatly improved.
Drawings
FIG. 1 is a schematic diagram of an electric vehicle wireless charging system according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of an electric vehicle driving-in, lane-changing and driving-out guide rail according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of a circuit topology according to an embodiment of the present invention;
FIG. 4 is a schematic diagram of an AMR magnetic sensor output electrical signal in accordance with one embodiment of the present invention;
FIG. 5 is a control flow diagram of one embodiment of the present invention.
Detailed Description
Embodiments of the present invention will be described in detail below with reference to the accompanying drawings.
The embodiment provides a parallel subsection guide rail type dynamic wireless charging system for an electric automobile, which can realize high-quality dynamic wireless charging and parallel dynamic wireless charging of multi-vehicle electric automobiles in and after lane changing of the electric automobile. The problems that due to the fact that the receiving coil in the electric automobile and the transmitting coil in the ground guide rail are asymmetric, the parallel coupling degree is weak, the mutual inductance degree is low, the wireless charging efficiency is reduced and the like due to the fact that the electric automobile is transversely deviated are effectively solved, energy loss is reduced, charging time of multiple vehicles is saved, the exposure level of a magnetic field of the guide rail is reduced, and the using area of the road surface of the guide rail is increased.
The wireless charging schematic diagram of the electric vehicle is shown in fig. 1.
As shown in fig. 2, in this embodiment, at least 3 rows of guide rails installed on the ground in parallel, a plurality of transmitting coils arranged in the guide rails, and a magnetic sensor array installed in each transmitting coil are used to detect changes of a surrounding magnetic field, when an electric vehicle drives into the guide rails or changes lanes in the guide rails, the magnetic field in the electrified guide rails changes, the magnetic sensor detects the changes of the magnetic field and outputs corresponding electric signals, the electric signals are sent to a comparison circuit after passing through a filter circuit and an amplification circuit, a controller judges the processed electric signals according to the output result of the comparison circuit, and the controller controls the parallel guide rails to be switched on and off, so that high-quality dynamic wireless charging of the electric vehicle is still ensured in and after the lane change process. Under the condition that a plurality of electric automobiles drive into different guide rails side by side, the magnetic sensors arranged in the guide rail type transmitting coils in different sections detect signals, and the controller controls the on-off of the switches and the transmitting coils, so that the side-by-side dynamic wireless charging of the plurality of electric automobiles is realized.
The embodiment is realized by the following technical scheme, as shown in fig. 3, a parallel segmented guide rail type electric vehicle dynamic wireless charging system comprises at least 3 rows of guide rails, a switch and a high-frequency inverter which are respectively connected with each row of guide rails, a rectifying circuit and a power grid which are sequentially connected with the high-frequency inverter, a controller which is respectively connected with each switch and each high-frequency inverter, and a comparison circuit, an amplifying circuit, a filter circuit and a magnetic sensor array which are sequentially connected with the controller; a plurality of transmitting coils are uniformly arranged in each row of guide rails, and each row of guide rails and the plurality of transmitting coils are arranged on the ground in parallel; the magnetic sensor array comprises magnetic sensors which are correspondingly arranged in transmitting coils on the ground.
The working process is as follows: (1) when no electric automobile drives into the guide rail, the first row of transmitting coils in the parallel guide rail are always kept open and generate an initial magnetic field, the magnetic sensors arranged in the first row of transmitting coils measure the initial magnetic field and output corresponding electric signals, the controller sets the electric signals output by the magnetic sensors as initial values, and the controller sets the threshold values of the electric signals corresponding to the magnetic field changes. If the electric signal output by the magnetic sensor exceeds the threshold value, the electric automobile drives into the guide rail, the controller controls the switch to sequentially switch on the subsequent transmitting coils in the guide rail, and dynamic wireless charging of the electric automobile is started.
(2) When the electric automobile drives into the guide rail, because the electromagnetic induction law, the initial magnetic field that first row transmitting coil produced changes, uses magnetic sensor to detect the change volume in magnetic field and output corresponding signal of telecommunication, compares signal value and threshold value through comparison circuit after handling, if the signal of telecommunication of magnetic sensor output exceeds the threshold value, then follow-up transmitting coil turns on one by one in the controller control switch in with the guide rail, carries out the wireless charging of electric automobile's developments.
(3) When the electric automobile leaves the guide rail, the magnetic field of the last row of transmitting coils in the parallel guide rail changes, the electric signal output by the magnetic sensor arranged in the last row of transmitting coils is lower than a threshold value, the controller turns off the guide rail, and the dynamic wireless charging of the electric automobile is finished.
(4) When the electric automobile needs to overtake or decelerate from one lane to another lane, the position deviation of a transmitting coil and a receiving coil caused by lane changing and guide rail switching causes the magnetic field of the guide rail to change, the change is detected by a magnetic sensor and a corresponding electric signal is output, the electric signal is processed and then the signal value is compared with a threshold value by a comparison circuit, and the steps (2) and (3) are carried out to control the on-off of the corresponding guide rail, so that the high-quality wireless charging of the electric automobile is still ensured in the lane changing process and after the lane changing.
And (3) if a plurality of electric automobiles drive into different guide rails side by side, detecting signals through magnetic sensors arranged in different guide rails, and controlling the on-off of the corresponding guide rails in the steps (2) and (3) to realize the side-by-side dynamic wireless charging of the plurality of electric automobiles.
In specific implementation, the parallel segmented guide rail type electric automobile dynamic wireless charging system comprises a power grid, a rectifying circuit, a high-frequency inverter, a controller, a switch, 3 rows of guide rails (as shown in fig. 2, a plurality of rows of guide rails can be arranged), and a magnetic sensor array, wherein a plurality of transmitting coils are uniformly arranged in each row of guide rails. The system power is provided by a power grid, the power grid is connected into a rectifying circuit, alternating current is converted into direct current, the direct current passes through a high-frequency inverter and outputs high-frequency alternating current, and the high-frequency inverter receives a PWM signal output by a controller and adjusts the power of the output high-frequency alternating current. The controller controls the switch to be switched on and off by collecting the electric signals detected by the magnetic sensor. Under the condition that the guide rail is opened, due to the law of electromagnetic induction, high-frequency alternating current output by the high-frequency inverter generates a high-frequency alternating magnetic field in the transmitting coil, and similarly, a receiving coil arranged at the bottom of the electric automobile induces current in the high-frequency alternating magnetic field, so that the electric automobile running above the guide rail is dynamically and wirelessly charged. The PWM signal is a series of pulse trains with adjustable pulse width, and the duty ratio is the proportion of the pulse width (energization time) to the cycle time in one cycle. In one period, when the high-frequency inverter receives a pulse train, the switching device in the high-frequency inverter is switched on to output high-frequency alternating current, and when the high-frequency inverter does not receive the pulse train, the switching device in the high-frequency inverter is switched off to output zero power. Therefore, the higher the duty ratio of the PWM signal output by the high-frequency inverter receiving controller, the longer the on-time of the switching device in the high-frequency inverter, the higher the average power of the high-frequency alternating current output by the switching device, the higher the intensity of the high-frequency alternating current generated by the transmitting coil, the higher the current induced by the electric vehicle receiving coil, and the higher the wireless charging power.
In this embodiment, the magnetic sensor used for detecting the magnitude and the variation of the magnetic field is an AMR magnetic sensor, and the controller used for controlling the on/off of different guide rails is a DSP. The working process of the AMR magnetic sensor for detecting the change of the magnetic field and outputting the corresponding electric signal is as follows:
the AMR magnetic sensor is a magnetic sensor based on a magnetoresistive effect, thin film alloy in the AMR magnetic sensor has the property of generating resistance value change when meeting magnetic field change, and when a Wheatstone bridge formed by four thin film alloys in the AMR magnetic sensor meets magnetic fields with different strengths, different voltage outputs are generated, so that a magnetic signal is converted into a voltage signal. When the electric automobile passes through the magnetic field, local disturbance of the magnetic field of the coil can be caused, so that the magnetic field of the transmitting coil is changed. Accordingly, the AMR magnetic sensor can detect the movement of the electric vehicle. The specific change is shown in figure 4, when the electric automobile drives into the magnetic field of the transmitting coil, the magnetic field intensity exceeds MOPOutput voltage V of AMR magnetic sensorOUTFrom VHBecomes VL(ii) a When the electric automobile drives out of the transmitting coil magnetic field, the magnetic field intensity is lower than MRPAMR magnetic fieldSensor output voltage VOUTFrom VHBecomes VL. When the electric automobile is transferred to another lane from one lane to overtake or decelerate, the lane change of the electric automobile changes the magnetic field of the original lane transmitting coil and the magnetic field of the destination lane transmitting coil. For example, when the electric automobile moves from the middle guide rail to the side guide rail, the magnetic field intensity of the transmitting coil of the middle guide rail is reduced, the magnetic field intensity of the transmitting coil of the side guide rail is increased, and the AMR magnetic sensors arranged in different guide rails detect the change of the magnetic field and output electric signals, so that the lane change activity of the electric automobile is detected.
As shown in fig. 2, the first, second and third rails, the transmitting coil in each rail and each AMR magnetic sensor are installed side by side on the ground. Under the condition that the electric automobile is detected to enter the guide rail and the electric automobile is subjected to lane change or a plurality of electric automobiles are driven in parallel, the AMR magnetic sensor array detects the change of a magnetic field in the transmitting coil and outputs corresponding electric signals, the electric signals are sent to the controller after passing through the comparison circuit, the controller judges the processed electric signals, the opening or closing of the guide rail is controlled by the closing and closing of the first control switch S1, the second control switch S2 and the third control switch S3, PWM signals with different duty ratios are output to the high-frequency inverter to realize soft start and adjustment of wireless charging power, the larger the duty ratio of the PWM signals output by the high-frequency inverter receiving controller is, the larger the power of high-frequency alternating current output by the high-frequency inverter receiving controller is, the higher the high-frequency alternating magnetic field intensity generated by the transmitting coil is, the larger the current induced by the electric automobile receiving. The system can reduce the problems of low charging efficiency and voltage fluctuation caused by guide rail switching, ensure that the electric automobile still ensures high-quality dynamic wireless charging in and after lane changing, and realize the parallel dynamic wireless charging of a plurality of electric automobiles.
Specifically, the detailed working process of the controller when the electric automobile changes lanes and after the lane change is completed is as follows: when the electric automobile does not drive into the guide rail, the system works in a low power consumption mode, namely a first row of transmitting coils in the guide rail is switched on, subsequent transmitting coils are switched off, the transmitting coils in the first row generate an initial magnetic field, and a controller outputs a low-duty ratio PWM signal to a high-frequency inverter, so that the high-frequency inverter outputs lower power, the transmitting coils in the first row of guide rail are controlled to work in the low power consumption mode, and the energy loss is reduced. The AMR magnetic sensor arranged in the first row of transmitting coils measures the initial magnetic field and outputs corresponding electric signals, the controller sets the electric signals output by the AMR magnetic sensor as initial values, and the threshold value of the electric signals corresponding to the magnetic field change is set in the controller. When the electric automobile drives into the second guide rail, because the electromagnetic induction law, the magnetic field in the first row of transmitting coils of second guide rail produces the change, uses AMR magnetic sensor to detect the magnetic field variation to output corresponding electric signal, compare electric signal and threshold value through the comparison circuit. If the electric signal corresponding to the magnetic field variation exceeds the threshold value, the controller controls the second control switch S2 to be closed, so that the subsequent transmitting coils in the second guide rail are sequentially switched on and connected with the second high-frequency inverter. Meanwhile, the controller controls the high-frequency inverter to carry out soft start, namely the controller firstly outputs a PWM signal with a low duty ratio to the second high-frequency inverter to enable the second high-frequency inverter to start working from low power, and gradually increases the duty ratio of the PWM signal to realize maximum working power, so that a device is prevented from being damaged by large current generated by sudden opening of a guide rail when the high-frequency inverter works at the maximum power. After the high-frequency inverter finishes soft start, the output high-frequency alternating current generates a high-frequency alternating magnetic field in the segmented guide rail type transmitting coil, and similarly, a receiving coil arranged at the bottom of the electric automobile induces current in the high-frequency alternating magnetic field, so that the electric automobile running in the second guide rail is dynamically and wirelessly charged. When the electric automobile changes lanes to the first guide rail or the third guide rail, the magnetic sensor array detects the change of the magnetic field in the k-th row of transmitting coils in the second guide rail, the controller controls the first control switch S1 or the second control switch S3 to be closed, and the k-th row of transmitting coils in the first guide rail or the third guide rail are switched on. Meanwhile, the duty ratio of the PWM signal output to the second high-frequency inverter by the controller is gradually reduced, and the duty ratio of the PWM signal output to the first high-frequency inverter or the third high-frequency inverter is gradually increased, so that the maximum wireless charging power in lane change is realized. After the electric automobile changes the lane, the magnetic sensor detects that the magnetic field variation is constant, the second control switch of the controller is switched off, the second guide rail is closed, the duty ratio of the PWM signal of the first high-frequency inverter or the third high-frequency inverter is maintained, and the maximum wireless charging power after the lane change is realized. When the electric automobile drives out of the guide rail, the AMR magnetic sensors positioned on the last row of guide rail detect the change of a magnetic field and output corresponding electric signals, when the electric signals corresponding to the change of the magnetic field are lower than a specified threshold value, the controller turns off other transmitting coils except the first row of transmitting coils in the guide rail, the system is restored to a low power consumption mode when the electric automobile does not drive into the guide rail at first, and the dynamic wireless charging process of the electric automobile is finished.
As shown in fig. 5, the detailed process of the controller when the multi-vehicle electric vehicle drives into the 3-row guideway side by side is as follows: when the electric automobile does not drive into the guide rail, the system works in a low-power-consumption mode, namely a first row of transmitting coils in the guide rail are switched on to generate an initial magnetic field, a subsequent transmitting coil is switched off, and a controller outputs a low-duty-ratio PWM signal to a high-frequency inverter, so that the high-frequency inverter outputs lower power, the transmitting coils in the first row of guide rail are controlled to work in the low-power-consumption mode, and energy loss is reduced. The magnetic sensor arranged in the first row of transmitting coils measures the initial magnetic field and outputs corresponding electric signals, the controller sets the electric signals output by the magnetic sensor to initial values, and the threshold value of the electric signals corresponding to the magnetic field change is set in the controller. When a plurality of electric vehicles drive into the first guide rail, the second guide rail and the third guide rail side by side, due to the law of electromagnetic induction, magnetic fields in the first row of transmitting coils of the first guide rail, the second guide rail and the third guide rail are changed, the magnetic sensor array is used for detecting the variation of the magnetic fields, and the variation is compared with a threshold value through the comparison circuit. If the magnetic field variation exceeds the threshold value, the controller controls the first, second and third control switches S1, S2 and S3 to be closed, so that the subsequent transmitting coils in the first, second and third guide rails are sequentially switched on and connected with the first, second and third high-frequency inverters. Meanwhile, the controller controls the first, second and third high-frequency inverters to perform soft start, namely, the controller outputs first, second and third PWM signals with lower duty ratio to the first, second and third high-frequency inverters respectively to enable the first, second and third high-frequency inverters to start working from lower power, and gradually increases the duty ratio of the PWM signals to realize maximum working power, thereby preventing a large current generated by sudden opening of a guide rail from damaging devices when the high-frequency inverters work at the maximum power. After the high-frequency inverter finishes soft start, the output high-frequency alternating current generates a high-frequency alternating magnetic field in the segmented guide rail type transmitting coil, and similarly, a receiving coil arranged at the bottom of the electric automobile induces current in the high-frequency alternating magnetic field, so that the parallel dynamic wireless charging of the multi-vehicle electric automobile is realized. When the electric automobile drives out of the guide rail, the AMR magnetic sensors positioned on the last row of guide rail detect the change of a magnetic field and output corresponding electric signals, when the electric signals corresponding to the change of the magnetic field are lower than a specified threshold value, the controller turns off other transmitting coils except the first row of transmitting coils in the guide rail, the system is restored to a low power consumption mode when the electric automobile does not drive into the guide rail at first, and the dynamic wireless charging process of the electric automobile is finished.
The working process of the controller is illustrated by taking 3 rows of guide rails as an example, and any plurality of electric automobiles can be extended and driven into more than 3 rows of guide rails.
It should be understood that parts of the specification not set forth in detail are well within the prior art.
Although specific embodiments of the present invention have been described above with reference to the accompanying drawings, it will be appreciated by those skilled in the art that these are merely illustrative and that various changes or modifications may be made to these embodiments without departing from the principles and spirit of the invention. The scope of the invention is only limited by the appended claims.
Claims (2)
1. A parallel subsection guide rail type electric automobile dynamic wireless charging system is characterized by comprising at least 3 rows of guide rails, switches and high-frequency inverters respectively connected with each row of guide rails, a rectifying circuit and a power grid sequentially connected with the high-frequency inverters, controllers respectively connected with the switches and the high-frequency inverters, and a comparison circuit, an amplifying circuit, a filter circuit and a magnetic sensor array sequentially connected with the controllers; a plurality of transmitting coils are uniformly arranged in each row of guide rails, and each row of guide rails and the plurality of transmitting coils are arranged on the ground in parallel; the magnetic sensor array comprises magnetic sensors which are correspondingly arranged in transmitting coils on the ground.
2. The dynamic wireless charging system of the parallel sectional guide rail type electric automobile according to claim 1, wherein the magnetic sensor is an AMR magnetic sensor, and the controller is a DSP.
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| CN113422443A (en) * | 2021-07-26 | 2021-09-21 | 大连海事大学 | Magnetic adsorption type underwater wireless power supply system with multiple cascaded transmitting and receiving coils |
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| CN113422443B (en) * | 2021-07-26 | 2024-02-02 | 大连海事大学 | Magnetic adsorption type underwater wireless power supply system with multiple transmitting and receiving coils in cascade connection |
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Application publication date: 20201002 |