CN111884361A

CN111884361A - Wireless charging system

Info

Publication number: CN111884361A
Application number: CN202010680537.2A
Authority: CN
Inventors: 王哲; 陆钧; 贺凡波; 葛俊杰; 马俊超
Original assignee: Beijing Invispower Co Ltd
Current assignee: Beijing Invispower Co Ltd
Priority date: 2020-07-15
Filing date: 2020-07-15
Publication date: 2020-11-03

Abstract

The invention discloses a wireless charging system, which is provided with a transmitting end and a receiving end, wherein the transmitting end is at least provided with a transmitting end power supply system and a transmitting end controller, the receiving end is at least provided with a receiving end power obtaining system and a receiving end controller, and the transmitting end also comprises: a transmitting end detection system; the receiving end still includes: a receiving end detection system; the transmitting end detection system comprises the following components in sequential communication: the device comprises a signal generator, a driver, a transmitting circuit and a detection transmitting coil; the receiving end detection system comprises: the detection receiving coil, the detection circuit and the auxiliary charging circuit, wherein one of the detection circuit and the auxiliary charging circuit is communicated with the detection receiving coil, the auxiliary charging circuit comprises an auxiliary power supply, and the auxiliary power supply is connected to the receiving end controller; when the coil is in the working range, mutual inductance is generated between the detection transmitting coil and the detection receiving coil. On the one hand, alignment judgment during wireless charging can be realized, and on the other hand, power can be supplied to the auxiliary power supply, so that the normal operation of wireless charging is ensured.

Description

Wireless charging system

Technical Field

The invention relates to the field of charging, in particular to a wireless charging system.

Background

High-power wireless charging is used as an ideal power supply mode of an electric automobile, and is rapidly developed and widely applied in recent years due to the advantages of safety, convenience, high automation degree and the like. During wireless charging, the transmitting coil and the receiving coil need to be aligned as much as possible to obtain the maximum coupling coefficient, so that the maximum energy transmission efficiency is realized. Therefore, an alignment detection system is generally configured in an electric vehicle to provide coil alignment guidance for a driver or an automatic driving system of the vehicle, and alignment in the prior art generally adopts the difference between transmitting power and receiving power to judge whether to align, so that the method has large error and is greatly influenced by environment. In some solutions, a camera is installed to assist alignment, but in this way, the working environment of the camera is not easy to guarantee, and the cost is high.

In addition, once the charged device has no electric energy, for example, the level of the electric vehicle has no electricity, the wireless charging function can be started without electric energy, and at this time, pairing, positioning, interaction and the like of the transmitting coil and the receiving coil cannot work, and finally, wireless charging cannot be normally performed.

Disclosure of Invention

The invention provides a wireless charging system which can provide alignment judgment during wireless charging and has an auxiliary power supply to ensure normal operation of wireless charging.

The wireless charging system of the invention has transmitting terminals and receiving terminals, the transmitting terminal has transmitting terminal power supply system and transmitting terminal controller at least, the receiving terminal has receiving terminal and gets electric system and receiving terminal controller at least, the transmitting terminal also includes: a transmitting end detection system; the receiving end further includes: a receiving end detection system; the transmitting end detection system comprises the following components in sequential communication: the device comprises a signal generator, a driver, a transmitting circuit and a detection transmitting coil; the receiving end detection system comprises: the detection receiving coil, the detection circuit and the auxiliary charging circuit, wherein one of the detection circuit and the auxiliary charging circuit is communicated with the detection receiving coil, the auxiliary charging circuit comprises an auxiliary power supply, and the auxiliary power supply is connected to the receiving end controller; when the transformer is in the working range, mutual inductance is generated between the detection transmitting coil and the detection receiving coil.

Preferably, at least one transmitting loop is arranged in the transmitting circuit; in each transmitting loop, connecting one detecting transmitting coil; each transmitting loop further comprises: and the transmitting loop switch and the transmitting loop capacitor are connected with the detection transmitting coil in series.

Preferably, an X dimension, a Y dimension and a Z dimension are defined on the basis of a three-dimensional rectangular coordinate system; with two transmit loops or three transmit loops as a group, the orientation of the detection transmit coils in the same group does not repeat in the X, Y, and Z dimensions.

Preferably, the detection circuit has at least one receiving loop, and each receiving loop is connected with one detection receiving coil; each receiving loop further comprises: and the receiving loop switch and the receiving loop capacitor are connected with the detection receiving coil in series.

Preferably, an X dimension, a Y dimension and a Z dimension are defined on the basis of a three-dimensional rectangular coordinate system; with two receive loops or three receive loops as a group, the orientations of the detection receive coils in the same group do not repeat in the X, Y, and Z dimensions.

Preferably, the auxiliary charging circuit comprises: the working resonant network, the working rectifier, the working filter and the auxiliary power supply; and the working resonant network is communicated or disconnected with the detection receiving coil through an auxiliary charging switch.

Preferably, the auxiliary charging circuit comprises: the working resonant network, the working rectifier, the working filter and the auxiliary power supply; the working resonant network is communicated or disconnected with the detection receiving coil through an auxiliary charging switch; the receiving circuit switch and the auxiliary charging switch are the same switch, and the detection receiving coil is alternatively connected to the detection circuit or the auxiliary charging circuit.

Preferably, the transmitting end further comprises: a transmitting end controller and a transmitting end communication system; and the transmitting terminal controller is respectively communicated with the transmitting terminal power supply system and the transmitting terminal communication system.

Preferably, the receiving end further includes: a receiving end controller and a receiving end communication system; the receiving end controller is respectively communicated with a receiving end power-on system, a detection circuit, the auxiliary charging circuit and the receiving end communication system; the receiving end communication system is also communicated with the auxiliary charging circuit.

According to the wireless charging system, the receiving end detection system is provided with the detection circuit and the auxiliary charging circuit, so that on one hand, alignment judgment during wireless charging can be realized, on the other hand, the auxiliary power supply can be supplied, and the normal operation of wireless charging is ensured.

Drawings

Fig. 1 is a block diagram of a wireless charging system according to the present invention;

FIG. 2 is a partial schematic diagram of a detection circuit and an auxiliary charging circuit in the wireless charging system according to the present invention;

fig. 3 is a schematic diagram of a transmitting loop and a receiving loop in the wireless charging system according to the present invention;

FIG. 4 is a schematic diagram of a composite coil structure in the wireless charging system according to the present invention;

fig. 5 is a schematic view of a parking area.

Reference numerals:

a transmitting terminal T; a receiving end R; a transmission loop switch TK; a transmit loop capacitance TC; a transmit loop inductance TL; a transmit loop resistance TR; receiving a loop switch RK; a receive loop capacitance RC; receiving a loop inductance RL; receiving a loop resistance RR; an auxiliary charging switch WK; a switch K;

parking area 0; a transmitting end detection system 1; a transmitting end power supply system 2; a transmitting-end controller 3; a transmitting-end communication system 4; a receiving end detection system 5; a receiving end power-on system 6; a receiving-end controller 7; a receiving-end communication system 8; a signal generator 11; a driver 12; a transmitting circuit 13; a detection transmitting coil 14; a power supply 21; a transmitting-side dc converter 22; a transmitting-end inverter 23; a transmitting-side resonant network 24; a power transmitting coil 25; a detection receiving coil 51; as a resonant network 52; a work rectifier 53; an operating filter 54; an auxiliary power supply 55; a detection circuit 56; a load 61; a receiving-end filter 62; a receiving end rectifier 63; a receiving end resonant network 64; a power receiving coil 65.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative only and should not be construed as limiting the invention.

The invention discloses a wireless charging system, as shown in fig. 1, the wireless charging system is divided into a transmitting end T and a receiving end R, for convenience of description, an electric vehicle will be taken as an example for description, at this time, the transmitting end T is a ground end and is used for providing wireless energy output, and the receiving end R is a vehicle end and is used for receiving wireless energy. It should be noted that the wireless charging of the electric vehicle is only an example of the present application and is not intended to limit the scope of the present application.

The transmitting terminal T is provided with a transmitting terminal detection system 1, a transmitting terminal power supply system 2, a transmitting terminal controller 3 and a transmitting terminal communication system 4. The receiving end R has a receiving end detection system 5, a receiving end power supply system 6, a receiving end controller 7, and a receiving end communication system 8.

The transmitting end power supply system 2 is used for supplying power and comprises a power supply 21, a transmitting end direct current converter 22, a transmitting end inverter 23, a transmitting end resonant network 24 and a power transmitting coil 25. The receiving end power supply system 6 is used for cooperating with the transmitting end power supply system 2 to obtain electric energy. The receiving-end power-on system 6 includes a load 61, a receiving-end filter 62, a receiving-end rectifier 63, a receiving-end resonant network 64, and a power receiving coil 65. For convenience of description, the transmitting-end power supply system 2 and the receiving-end power supply system 6 may be collectively referred to as a power module.

The transmitting end detecting system 1 is used to detect whether the transmitting end T and the receiving end R are aligned when performing wireless charging (also called positioning detection). The receiving end detection system 5 is matched with the transmitting end detection system 1 to detect whether the transmitting end T is aligned with the receiving end R during wireless charging. Meanwhile, the transmitting end detecting system 1 and the receiving end detecting system 5 both have coils, i.e., the detecting transmitting coil 14 and the detecting receiving coil 51, respectively, and both coils can also transmit electric energy to charge the auxiliary power supply 55 (see the detailed description below). Since two functions of alignment detection and auxiliary charging (unlike charging of the power module, only the auxiliary power supply 55 is shown here) can be realized, hereinafter, for convenience of description, the transmitting end detection system 1 and the receiving end detection system 5 are collectively referred to as a dual-use module.

The transmitting terminal controller 3 interacts information with the transmitting terminal communication system 4, adjusts the working state of the transmitting terminal power supply system 2 according to the information received by the transmitting terminal communication system 4, and can also share the working state information of the transmitting terminal power supply system 2 to the transmitting terminal communication system 4, and the transmitting terminal communication system 4 sends corresponding information to other receivers (for example, the receiving terminal communication system 8 of the receiving terminal R). The receiving end controller 7 is respectively communicated with the receiving end communication system 8, the receiving end detection system 5 and the receiving end power-on system 6 for control. The receiving end communication system 8 and the transmitting end communication system 4 are in signal communication and exchange information. The receiving-end communication system 8 also transmits the information of the interaction to the receiving-end controller 7. It can be seen that the transmitting end communication system 4 and the receiving end communication system 8 realize information interactive sharing between the transmitting end T and the receiving end R.

Taking an electric vehicle as an example, the operation mode of the power module is described. The receiving end R is installed on the electric vehicle, and when the power receiving coil 65 and the power transmitting coil 25 are aligned (or the deviation between the two coils satisfies the working range), the ac output by the power supply 21 is converted into dc by the transmitting end dc converter 22 under the control of the transmitting end controller 3, and the transmitting end dc converter 22 may include a filter circuit, a rectifier circuit, and a power factor adjusting circuit therein. Then, the direct current is converted into high-frequency alternating current through the transmitting-end inverter 23 and applied to the transmitting-end resonant network 24, a high-frequency alternating magnetic field is formed by excitation of the power transmitting coil 25 in the upper space, the power receiving coil 65 generates alternating current through magnetic field coupling, the alternating current is converted into direct current through the receiving-end rectifier 63 and the receiving-end filter 62, and the output direct current is input to the load 61 (generally, a vehicle-mounted power battery) for charging.

In the whole charging process, the transmitting terminal T and the receiving terminal R exchange information through respective communication systems (a transmitting terminal communication system 4 and a receiving terminal communication system 8), and communication modes among the communication modules comprise WIFI, radio frequency communication, Zigbee, Bluetooth, millimeter waves, optical communication and the like. The controllers at the two ends acquire control signals such as current, voltage and the like of the ends where the controllers are located through the sensors. The transmitting-side controller 3 adjusts the outputs of the transmitting-side dc converter 22 and the transmitting-side inverter 23 according to the charging demand, thereby delivering the required output power.

The following description will be made of the transmitting-end detecting system 1 and the receiving-end detecting system 5.

The transmitting terminal detection system 1 comprises the following components in sequential communication: a signal generator 11, a driver 12, a transmission circuit 13, and a detection transmission coil 14; the receiving end detection system 5 includes: the detection receiver coil 51, the detection circuit 56 and the auxiliary charging circuit, wherein one of the detection circuit 56 and the auxiliary charging circuit is communicated with the detection receiver coil 51. As shown in fig. 1, the selection of the detection receiving coil 51 in two circuits is achieved using a switch K. The use of the switch K is only an alternative and will be described in detail below. The detection transmitter coil 14 is a composite coil, and the detection receiver coil 51 is also a composite coil, which is formed by combining two or three independent coils with different orientations, i.e. one detection transmitter coil 14 can emit electromagnetic fields in at least two directions. As shown in fig. 4, i.e. a composite coil with three independently oriented coils.

For convenience of explanation, the independent coil of the detection transmission coil 14 is referred to as "transmission independent coil", and the independent coil of the detection reception coil 51 is referred to as "reception independent coil".

The number of independent coils included in the transmitting independent coil may be different from the number of independent coils included in the receiving independent coil. In different set-up situations, the number of detection transmitter coils 14 and detection receiver coils 51 may be greater than one, and in this case, the number of independent transmitting coils included in each composite coil may be different for each detection transmitter coil 14, and the number of independent receiving coils included in each detection receiver coil 51 may be different for each composite coil.

In some embodiments, the power transmitting coil 25 and a separate coil of one transmitting direction are the same, that is, the power transmitting coil 25 can participate in the operation of the transmitting end detecting system 1 when wireless charging is not performed, in addition to wirelessly transmitting power when wireless charging is performed.

When the detection receiving coil 51 is in communication with the detection circuit 56, it is used to detect whether the transmitting terminal T and the receiving terminal R are aligned or within the working range. In the operating range, mutual inductance is generated between the detection transmitter coil 14 and the detection receiver coil 51, and the mutual inductance has a mutual inductance coefficient of M. The determination of the positioning is realized through the processing of the detection circuit 56.

When the detection receiver coil 51 is connected to the auxiliary charging circuit, mutual inductance is generated between the detection transmitter coil 14 and the detection receiver coil 51 (which is also within the working range, of course), and transmission of wireless power is achieved similarly to the power module, however, power transmission in the dual-purpose module is to supply power to the auxiliary power supply 55. Taking an automobile as an example, the auxiliary power supply 55 may be a vehicle-mounted power level, and when the battery of the electric automobile has no electric quantity, there may be a case that charging cannot be performed (for example, the receiving-end controller 7 cannot be started and charging cannot be achieved), and at this time, the auxiliary power supply 55 may supply power to ensure the start of wireless charging. Of course, the auxiliary power supply 55 may also be connected to other devices requiring power supply, such as the receiving-side communication system 8, or the auxiliary charging switch WK, the receiving-loop switch RK, and other components requiring electric driving, which will be mentioned later.

The following describes the detection function of the dual-purpose module and the "auxiliary charging" function, respectively. The two functions are switched by a switch, and the switch has a plurality of different setting modes in different embodiments. The following description of the detection transmitter coil 14 and the detection receiver coil 51 is generic in either function, since they all use the same detection receiver coil 51, but are connected to different circuit operations.

At least one transmit loop is provided in the transmit circuit 13; in each transmitting loop, a transmitting independent coil is connected, namely each transmitting independent coil is connected to one transmitting loop; each transmitting loop also comprises: a transmitting loop switch TK and a transmitting loop capacitor TC connected in series with the transmitting independent coil. That is, the transmitting circuit 13 may have a plurality of transmitting loops, each transmitting loop corresponds to a transmitting independent coil, and the switching between operation and stop operation is realized by the transmitting loop switch TK. The operation of each transmitting independent coil is performed in turn. It is also possible to have multiple detection transmit coils 14, each transmitting independent coil, and not typically operating simultaneously.

Defining an X dimension, a Y dimension, and a Z dimension (hereinafter simply referred to as "dimensions") on the basis of a three-dimensional rectangular coordinate system; the orientation of each transmit independent coil is not repeated in the X, Y and Z dimensions. Taking an electric vehicle as an example, the X dimension is generally the direction in which the vehicle travels, and the Y dimension is the direction to the left and right of the vehicle, and is perpendicular to the X dimension. The Z dimension is perpendicular to the other two dimensions, typically perpendicular to the vehicle chassis.

Taking the example that the transmitting independent coils have three, there is a corresponding transmitting independent coil in the X dimension, the Y dimension and the Z dimension, i.e. the orientation of each dimension. When there are two at the independent coil of transmission, generally in the orientation of X dimension and Y dimension, because the Z dimension generally is the distance of ground end and car end, namely transmitting terminal T and receiving terminal R distance on the vertical direction, near working range, the difference of this distance generally can not be too big, because the height ratio of vehicle chassis is fixed, even the vehicle of different types, chassis height also can not have huge difference.

Correspondingly, in the receiving-end detection system 5, the detection circuit 56 has at least one receiving loop, and each receiving loop is connected with one detection receiving coil 51; each receiving loop further comprises: a receive loop switch RK and a receive loop capacitor RC connected in series with the sense receive coil 51. It should be noted that, at the receiving end R, the detecting receiving coil 51 is connected to the detecting circuit 56 or the auxiliary charging circuit alternatively, and the receiving circuit switch RK is connected when the detecting receiving coil 51 needs to be connected to the detecting circuit 56. Of course, in different embodiments, different setting of the receive loop switch RK is possible.

Similar to the above, the orientations of the reception independent coils of the detection reception coil 51 are not repeated in the X dimension, the Y dimension, and the Z dimension. It is arranged in a similar manner to the detection and transmission coil 14 and will not be described in detail.

The following explains the auxiliary charging path, and the auxiliary charging path comprises the following parts: an operating resonant network 52, an operating rectifier 53, and an operating filter 54. The working resonant network 52 is connected to or disconnected from the detection receiving coil 51 through the auxiliary charging switch WK.

The receiving circuit switch RK and the auxiliary charging switch WK may be arranged as shown in fig. 2, where the general auxiliary charging switch WK is a normally closed switch, and the receiving circuit switch RK is a normally open switch. Only when the alignment judgment is needed, the on-off state is switched, the receiving circuit switch RK is closed, and the auxiliary charging switch WK is opened, so that the detection circuit 56 operates. The auxiliary charging circuit operates at other times, and the electric quantity of the auxiliary power supply 55 can be ensured.

In some embodiments, the receiver circuit switch RK and the auxiliary charging switch WK are the same switch, and the detection receiver coil 51 is connected to the detection circuit 56 or the auxiliary charging circuit alternatively. Regardless of the manner in which the switch is set, it is sufficient to connect the detection reception coil 51 to two different circuits.

The auxiliary power supply 55 may supply power to the low-voltage devices of the receiving end R, and is generally an automobile-mounted battery, and the electric quantity of the automobile-mounted battery is generally managed and supplemented by a vehicle control unit and a Battery Management System (BMS). Electric automobile can not use at some use scene on-vehicle battery, if the car is idle on the parking stall for a long time, on-vehicle battery exhausts because of long-time standby and electric quantity, perhaps because on-vehicle battery damages etc..

Since the power receiving end control system 7 and the receiving end communication module 8 need to be started when the wireless charging is started, the wireless charging cannot be started if the above situation is met.

The auxiliary charging circuit in the dual-purpose module can solve the problems.

The signal generator 11 generates a (sine) signal, and sends the signal to the driver 12 for processing (processing includes power amplification, etc.), the processed signal drives one or more transmitting loops to work, the corresponding detecting transmitting coil 14 in the transmitting loop excites and transmits to the space in the corresponding dimension direction to form a high-frequency alternating magnetic field, one or more detecting receiving coils 51 generate alternating current through magnetic field coupling, the alternating current is converted into direct current through the working rectifier 53 and the working filter 54, and the output direct current is input to the auxiliary power supply 55 to supply power to the auxiliary power supply. If the auxiliary power supply is a vehicle-mounted storage battery, the storage battery is charged, and when the storage battery has certain electric quantity, a normal wireless charging process is started. The filter can also be electrically connected with the low-voltage equipment directly to supply power for the voltage equipment directly. Because the working frequency of the signal generator is different from that of the wireless charging, alternating magnetic fields emitted by the two systems cannot interfere with each other even if the alternating magnetic fields are in the same transmission space. In the operating mode in which the auxiliary power supply 55 is charged by the auxiliary charging circuit, the detection transmission coil 14 may be operated simultaneously, i.e., all the independent coils of the detection transmission coil 14 may be operated simultaneously.

In some embodiments, the auxiliary power supply 55 may not be used. After the coil alignment detection process is completed, in the starting of the wireless charging system and the whole charging process, the detection transmitting coil 14 and the detection receiving coil 51 are used for supplying power to low-voltage components such as an on-board controller, and the like, the principle is similar to that of charging the auxiliary power supply 55, and at the moment, the auxiliary power supply 55 can be omitted, or the auxiliary power supply 55 is not charged, but the power is directly supplied to the power-using components.

When the detection transmitting loop works in an auxiliary power supply mode, the power transmitting coil and the receiving coil are in an aligned state and can transmit energy with high power, the alternating magnetic field transmitted by the energy transmission system is mainly concentrated in a working area at the bottom of the automobile, the transmitted magnetic field strength can be higher than that during coil alignment detection at the moment, so that the power transmission requirement of auxiliary power supply is met as a principle, but the leaked magnetic field strength in a charging protection area outside the automobile still needs to be restricted by the exposed magnetic field strength value allowed by national specifications.

Referring to fig. 3, since both the transmit loop and the receive loop can have a plurality of loops, different receive loop switches RK are denoted by "RK 1, RK2 … … RKn", and similarly, "WK 1, WK2 … … WKn" denotes different auxiliary charge switches WK. The TK1 and TK2 … … TKn are used as transmitting loop switches TK.

In general, the plurality of transmission circuit switches TK are not closed at the same time, but are closed in sequence (the auxiliary power supply 55 may be simultaneously closed when being charged). The receiving end detection system 5 is different in that the on-off states of a plurality of switches can be synchronized, that is, a plurality of receiving loop switches RK such as RK1 and RK2 … … RKn are linked, a plurality of auxiliary charging switches WK such as WK1 and WK2 … … WKn are also linked, and the auxiliary charging switches are either simultaneously closed or simultaneously opened, or only one linked switch can be arranged to simultaneously close and open a plurality of receiving loops.

When applied to electric vehicles, both the detection transmitter coil 14 and the detection receiver coil 51 may be provided at one location or at multiple locations. For example, in one embodiment, the sense transmitter coil 14 is disposed in one location and the sense receiver coil 51 is disposed in two locations, in this case, generally near the power transmitter coil 25; the detection receiver coil 51 is on both sides of the power receiver coil 65. In a preferred embodiment, the detection receiver coils 51 may be symmetrically disposed at four positions on the outer periphery of the power receiver coil 65.

The operation flow and the mode will be described by taking an electric vehicle as an example. It should be noted that the electric vehicle is taken as an example, and is used for convenience of explanation and understanding, and the scheme of the present application is not limited to be used only for the electric vehicle.

When an electric automobile needing to be charged approaches or enters a wireless charging area (such as a parking lot capable of being charged wirelessly), the transmitting terminal communication system 4 and the receiving terminal communication system 8 establish communication, and information and data required by communication interaction are transmitted between the transmitting terminal T and the receiving terminal R.

When alignment detection of the power transmitting coil 25 and the power receiving coil 65 is to be performed, the receiving loop switch RK is controlled to be closed, and the auxiliary charging switch WK is opened (which may be controlled by the receiving-end controller 7). The signal generator 11 generates a (sinusoidal) signal and sends the signal to the driver 12 for processing (processing includes power amplification, etc.), the processed signal drives a transmitting loop to work, the corresponding detecting transmitting coil 14 in the transmitting loop excites and transmits a detecting electromagnetic field for aligning to the space in the corresponding dimension direction (as in the case of the auxiliary charging loop described above, the mentioned high-frequency alternating magnetic field is the same, and these two parts are distinguished in name, in order to distinguish different functions, that is, the "electromagnetic field" emitted by the transmitting coil 14 can be used for both positioning detection and charging the auxiliary power supply 55). The detection of electromagnetic field strength is constrained by the value of the magnetic field strength that is allowed to be exposed by national regulations in public environments when wirelessly charged. The frequency of the detection electromagnetic field may be different from the frequency of the magnetic field generated by the charging module power transfer. I.e. the detection electromagnetic field and the electromagnetic field generated upon wireless charging have different frequencies.

The detection transmitting coil 14 transmits a detection electromagnetic field according to a fixed period, when the detection transmitting coil 14 does not transmit the detection electromagnetic field, the detection receiving coil 51 receives an environmental electromagnetic field (belonging to an interference magnetic field), when the detection transmitting coil 14 transmits the detection electromagnetic field, the reception detecting coil 51 receives a superposition including the environmental electromagnetic field and the transmission electromagnetic field, and the data detected in the working period of the detection transmitting coil 14 is subtracted from the data detected in the non-working period, so that the actual transmission value of the transmitting coil 14 can be obtained.

To avoid mutual interference, only one transmit loop is operated at the same time in each operating cycle, i.e. only one dimensionally oriented transmit independent coil of the transmit coils 14 is operated. If the detecting and transmitting coils 14 are arranged at a plurality of positions, after all the transmitting independent coils at one position are required to be completed, the detecting and transmitting coils 14 at another position work in sequence.

It should be noted that one of the transmit independent coils, when operating, may include one or more duty cycles. I.e. each transmitting independent coil will work one cycle, or several cycles in turn.

In the whole alignment detection process, the switches RK of the receiving loop are all switched on (RK1 to RKn are all switched on), at the moment, all the receiving loops work simultaneously, and data obtained by measurement are simultaneously sent to the receiving end controller 7.

When the electric vehicle approaches the power transmitting coil gradually, the strength of the detection electromagnetic field signal transmitted by the detection transmitting coil 14 and received by the detection receiving coil 51 increases gradually, and the strength of the magnetic field received by each receiving loop (detection receiving coil 51) is enough to measure the voltages U1 to Un through the detection circuit 56.

Referring to fig. 3, in one receiving loop, when detecting the access of the receiving independent coil of the receiving coil 51, the receiving loop has a receiving loop inductance RL, and also has a receiving loop resistance RR and a receiving loop capacitance RC (when having a plurality of receiving loops, represented by RL1 to RLn, RR1 to RRn, and RC1 to RCn, respectively). In the transmitting loop, there are transmitting loop inductance TL, transmitting loop resistance TR and transmitting loop capacitance TC (when there are multiple transmitting loops, represented by TL1 to TLn, TR1 to TRn, TC1 to TCn, respectively).

The above-mentioned transmitting loop capacitance TC, transmitting loop inductance TL, transmitting loop resistance TR, receiving loop capacitance RC, receiving loop inductance RL, and receiving loop resistance RR generally refer to equivalent values in the receiving loop, for example, a resistance provided by a receiving independent coil and a wire in the circuit together as the receiving loop resistance RR.

The receiving loop and the transmitting loop are both in a resonant topology of 'LC series-series'. The mutual inductance M for achieving mutual inductance between the detection transmitter coil 14 and the detection receiver coil 51 is:

wherein U is the measured voltage of the receiving loop; i is that when detecting that the transmitting coil 14 is unloaded, the driver 12 loads the alternating voltage U₀The current generated in the transmitting loop, I can be a fixed value predetermined by the system or a measurement value before positioning and is a known value; f is the oscillation of the AC signal sent by the signal generator 11The oscillation frequency is also a known value. I and f may be communicated between the receiving end communication system 8 and the transmitting end communication system 4.

Each receiving loop has a corresponding measurement voltage, and the measurement voltage of each receiving loop is therefore denoted by U1 to Un. Similarly, the current of each transmitting loop under the above-defined conditions is represented by I1 to In.

In operation, a transmitting independent coil and each receiving independent coil have mutual inductance which is different, and for clarity of description, the mutual inductance M can be expressed as

I.e. the mutual inductance between the xth transmit independent coil and the yth receive independent coil. From the above, the mutual inductance between each transmitting independent coil and each receiving independent coil can be known.

It should be noted that the above formula regarding the mutual inductance M is calculated from data on both sides when the detection transmitter coil 14 and the detection receiver coil 51 are mutually induced, and may be understood as "real-time data". It should be noted that the above formula for calculating the mutual inductance M is a preferred embodiment, and is not limited to other ways in which the mutual inductance M can be obtained, for example, the mutual inductance M can be directly measured in real time by using a measuring instrument.

The following may also relate to calculation of a theoretical mutual inductance M ', which is obtained by artificial calculation according to a mathematical model, and even if mutual inductance does not occur between coils, the theoretical mutual inductance M' can be obtained, which corresponds to the above-mentioned "real-time data", and can be used as a basis for verification to determine whether the coils are aligned by comparing with the "real-time data", and the method for positioning detection will be described with specific reference to the following.

Wherein:

the meaning of each letter in the above formula is as follows:

μ₀: vacuum magnetic conductivity;

r₁: the radius of the transmitting independent coil;

r₂: receiving a radius of the independent coil;

n₁: transmitting the number of winding turns of the independent coil;

n₂: receiving the number of winding turns of the independent coil;

l: the distance between the central points of the receiving independent coil and the transmitting independent coil in a plane, wherein the plane is a plane with an X dimension and a Y dimension;

h: and the offset distance of the transmitting independent coil and the receiving independent coil in the Z-dimension direction.

The above method can obtain the theoretical mutual inductance between each detection transmitter coil 14 and each detection receiver coil 51 (i.e. the theoretical mutual inductance between each transmission independent coil and each reception independent coil). M'_XYI.e., may represent the theoretical mutual inductance between the xth detection transmit coil 14 and the yth detection receive coil 51.

From the equation of l and h, we can know that M' at any position between the transmitting independent coil and the receiving independent coil can be known (the mutual inductance of the position which can not receive the detection electromagnetic field is 0).

The theoretical mutual inductance M' may be used to compare with the mutual inductance M described above to assist in determining position. See below for details.

In other embodiments, the theoretical mutual inductance M ' is obtained by calibrating a feature library in advance, that is, by calculating the mutual inductance M between the detection receiver coil 51 and the detection transmitter coil 14 at each position where the detection transmitter coil 14 is installed, so as to establish a feature library of the mutual inductance system number M at all positions, and using the data of the feature library as the theoretical mutual inductance M ' (it can be understood that one actual measurement is performed, and the result of the actual measurement is used as the theoretical mutual inductance M ', and the result of the one measurement can be used for multiple times).

The two methods for obtaining the theoretical mutual inductance coefficient M' can also be combined, namely, actual measurement is carried out on site to obtain data, the accuracy of the formula 3 and the formula 4 is verified, a feasible mathematical method is obtained by means of computer simulation, interference factor analysis and the like to change parameter values and even function relation formulas, and the formula 3 and the formula 4 are corrected to enable the calculated value of the formula and the error value of site calibration to be within the required precision. In the field measurement mode, the formula 1 and the formula 2 can be verified.

The dual-purpose module can also be used as an idle load protection mechanism of the power transmitting coil 25 due to the difference between the working frequency of the signal generator 11 and the frequency of the transmitting end power supply system, during the wireless charging process, it is verified that the relative position between the power transmitting coil 25 and the power receiving coil 65 is not changed, when the vehicle is moved from the charging position, for example, the vehicle is collided or slides due to the gradient of the parking space, and the like, the dual-purpose module has the function of positioning detection, and once the vehicle is found to deviate from the working range, the power transmission of the transmitting end power supply system 2 can be immediately cut off, and an alarm is sent to the background of the system. This, of course, requires the cooperation of a plurality of components, such as the transmitting-end controller 3, the transmitting-end communication system 4, the receiving-end controller 7, and the receiving-end communication system 8. In such a case, the above-described method of supplying power to low-voltage components such as the vehicle-mounted controller by using the detection transmitting coil 14 and the detection receiving coil 51 during the wireless charging (charging of the auxiliary power supply 55 is impossible) cannot be employed.

The following describes a positioning detection method of the wireless charging system, taking an electric vehicle as an example.

A parking area is defined, and the transmitting terminal T is arranged in the parking area. In a wireless charging automobile, the receiving end R is generally installed at a position behind the middle of the vehicle chassis, and the transmitting end T is also preferably arranged behind the center of the parking area.

As shown in fig. 5, the charging area 0 is virtually gridded, and then a feature library of the theoretical mutual inductance M' is established. The division of the grid and the establishment of the feature library are referred to as pre-steps. The establishment of the feature library can be obtained through theoretical calculation, and data acquisition can be carried out by actually stopping the vehicle at each position, or the detection receiving coil 51 and the corresponding detection circuit 56 which are originally installed on the vehicle receiving end R are independently disassembled and placed on the corresponding grid for data acquisition. The pre-step can be simply understood as establishing a basis, forming a corresponding data access, and a use of the subsequent positioning step.

The grid is for convenience of positioning, and can definitely detect the position of the receiving coil 51, and the same function can be achieved by using coordinates.

We take as an example the fact that the vehicle is parked at various positions to obtain the theoretical mutual inductance M'. For example, a 10X10 grid, with a sensing and sensing receiver coil 51 in the first row and column grid, the mutual inductance M between all of the receiving independent coils and all of the transmitting independent coils of the sensing and transmitting coils 14 may be used as part of a feature library, with each grid being used as part of the feature library to form the entirety of the feature library. The mutual inductance M at this time is used as the theoretical mutual inductance M ', that is, the result actually measured in the preceding step is taken as the theoretical mutual inductance M'. In embodiments where it is not practical to park the vehicle in various positions, the theoretical mutual inductance M' may be obtained directly by way of calculation.

In actual measurement, the mutual inductance M can be calculated according to the above formula 1 and formula 2.

The way to directly calculate the theoretical mutual inductance M' can be seen in equation 3 and equation 4 above.

It should also be noted that the detection receiver coils 51 may be disposed at multiple locations on the vehicle, and the detection receiver coils 51 at each location may be stored in the feature library corresponding to the data in the grid.

Meanwhile, the detection receiving coil 51 at one position may also have two or three independent receiving coils with different dimensional directions, so that each grid may contain a large number of mutual inductance coefficients M. Even if the characteristic is obtained by calculation, each theoretical mutual inductance M' is calculated according to the number of coils and the number of dimensional directions, so that a complete characteristic library is formed.

Likewise, since the detection transmit coil 14 may also have multiple positions and multiple dimensional directions of transmit independent coils, the position of the detection transmit coil 14 and the dimensional directions of the transmit independent coils are fixed. In short, when each detection receiver coil 51 is located in each grid region, the total mutual inductance M between all detection transmitter coils 14 (the mutual inductance M between all reception independent coils and all transmission independent coils) is made into a set, and the set is the feature library. When using the calculation method, the theoretical mutual inductance M' corresponding to all coils in each mesh is also calculated.

The feature library of the theoretical mutual inductance M' may be obtained by actually measuring each mutual inductance M and then sorting and collecting the measured mutual inductance M, or may be obtained by performing theoretical calculation according to the above formula 3 and formula 4.

In the embodiment obtained by calculation, since the theoretical mutual inductance M 'includes two data of l and h (see above) which can determine the position of the electric vehicle, the theoretical mutual inductance M' may have: data when the vehicle is in compliance with the charging location requirements. I.e., the parking position of the vehicle, ensures the alignment of the power transmitting coil and the power receiving coil, the theoretical mutual inductance M' between the transmitting independent coil of any one of the detecting transmitting coils 14 and the receiving independent coil of each of the detecting receiving coils 51. For convenience of description, we refer to the theoretical mutual inductance M 'when the vehicle parking position is accurate as the determination theoretical mutual inductance M'. When the vehicle is actually used and is parked at each position for measurement, the mutual inductance M obtained when the vehicle is parked accurately is called as a determined theoretical mutual inductance M'.

In the positioning detection, there may be a plurality of modes, and two of them are described below as an example. Corresponding to the above-mentioned pre-step, the following two methods are called as the positioning step.

The first method comprises the following steps:

a set of mutual inductance M is obtained. At this time, it is true that there is a vehicle to be wirelessly charged and thus parked in the charging area 0. Here, "one set" refers to the mutual inductance of all the transmitting independent coils and all the receiving independent coils oriented in all dimensions at one position based on the detecting receiving coil 51.

Comparing the mutual inductance M with the feature library, and mapping a grid corresponding to the theoretical mutual inductance M' through the feature library to serve as a basic grid when the comparison result is the same or within an allowable error range, wherein the basic grid is the position of the current detection receiving coil 51, or the position of the detection receiving coil 51 can be determined through the basic grid.

Assuming that the detection receiving coils 51 are respectively provided at four positions, i.e., four corners of the power receiving coil 65, the detection receiving coil 51 at each position has three receiving independent coils (e.g., three-dimensional orientation in fig. 4). Meanwhile, the detection transmitting coil 14 arranged on the ground, that is, the detection receiving coil 51 at each position has three independent transmitting coils in the orientation, but the ground is more arranged, and for convenience of explanation, it is assumed that the detection receiving coil 51 is arranged at 2 positions in the ground power transmitting coil 25, and each position is an independent previous position of the three orientations.

At this time, a set of mutual inductance M should have 18, M respectively₁₁、M₂₁、M₃₁、M₄₁、M₅₁、M₆₁、M₁₂、M₂₂、M₃₂、M₄₂、M₅₂、M₆₂、M₁₃、M₂₃、M₃₃、M₄₃、M₅₃、M₆₃Where the first corner mark 1-3 represents a three dimensional orientation of the receiving independent coil for one location, 4-6 are three dimensional orientation of the transmitting independent coil for the second location, and the second corner mark 1-3 is a three dimensional orientation of the detecting receiving coil 51 at one location. E.g. M₆₃Representing the mutual inductance M between the transmitting independent coil of the third dimensional orientation of the second position and the receiving independent coil of the third dimensional orientation of the first position.

Then, the mutual inductance M at other positions is calculated based on the number of positions where the receiver coil 51 is mounted. According to the above example, there are 18 mutual inductances M at one location, and four sets of them may be used for a total of 72 mutual inductances M.

And considering that the mutual inductance M is the same as or within an allowed error range with a group of corresponding theoretical mutual inductance M 'in the determined theoretical mutual inductance M', and determining that the parking position of the vehicle is accurate. Each transmitting independent coil and each receiving independent coil are provided with the numbers of the transmitting independent coils and the receiving independent coils, so that a group needing to be compared can be conveniently found in the determination of the theoretical mutual inductance M'.

The mutual inductance M (18 in the example) in some groups is consistent with the theoretical mutual inductance M 'in the feature library, or within the error tolerance range, the grid corresponding to the theoretical mutual inductance M' is mapped by the feature library as the basic grid, and at this time, the position where the detection receiver coil 51 is installed (here, "one" refers to a position where there may be three detection receiver coils 51) can be determined, and the basic grid is the position where the current detection receiver coil 51 is located.

When the other group of mutual inductance M is consistent with the theoretical mutual inductance M' in the feature library, a position can be determined, and a connecting line can be determined according to the mapping of the two positions on the grid. With the third set of mutual inductances M, a triangle can be formed, because each position is fixed relative to the position of the power receiving coil 65, whereby the position of the power receiving coil 65 can be determined.

The method can conveniently know whether the vehicle is parked accurately or not.

And the second method comprises the following steps:

in this embodiment, it is necessary to determine data of an alignment state in a pre-step — at least one of the grids is predetermined as a standard grid, and when the base grid and the standard grid are the same grid, a wireless charging alignment position is determined; otherwise, generating mobile route planning data according to the position between the basic grid and the standard grid.

When the standard grid and the basic grid are not the same, that is, the grid is not aligned, the mapping on the grid can know how to move the vehicle to reach the aligned position, and therefore, the method can realize the function of parking guidance.

When the vehicle is driven manually, the mapping on the grid is converted into deviation data or vehicle operation prompts (advancing, retreating, steering and the like) and sent to an operation interface such as a vehicle-mounted center console or a mobile phone App; when the vehicle is automatically parked or driven, the automatic parking adjusting device can be directly matched with a parking system to automatically adjust the vehicle. And finally, driving the electric automobile to the allowable deviation range between the power transmitting coil and the power transmitting and receiving coil.

The construction, features and functions of the present invention are described in detail in the embodiments illustrated in the drawings, which are only preferred embodiments of the present invention, but the present invention is not limited by the drawings, and all equivalent embodiments modified or changed according to the idea of the present invention should fall within the protection scope of the present invention without departing from the spirit of the present invention covered by the description and the drawings.

Claims

1. A wireless charging system having a transmitting end (T) and a receiving end (R), the transmitting end (T) having at least a transmitting end power supply system (2) and a transmitting end controller (3), the transmitting end power supply system (2) having a power transmitting coil (25), the receiving end (R) having at least a receiving end power-on system (6) and a receiving end controller (7),

the transmitting terminal (T) further comprises: a transmitting end detection system (1);

the receiving end (R) further comprises: a receiving end detection system (5);

the transmitting end detection system (1) comprises the following components in sequential communication: a signal generator (11), a driver (12), a transmitting circuit (13) and a detecting transmitting coil (14);

the receiving end detection system (5) includes: the detection device comprises a detection receiving coil (51), a detection circuit (56) and an auxiliary charging circuit, wherein one of the detection circuit (56) and the auxiliary charging circuit is communicated with the detection receiving coil (51); the auxiliary charging circuit comprises an auxiliary power supply (55), and the auxiliary power supply (55) is connected to the receiving end controller (7);

generating mutual inductance between the detection transmitter coil (14) and the detection receiver coil (51) when in an operating range;

the detection transmitting coil (14) and the detection receiving coil (51) are both composite coils, and the composite coils are formed by compounding two or three independent coils with different orientations; wherein one of the independent coils of the detection transmission coil (14) is the power transmission coil (25).

2. The wireless charging system of claim 1,

-at least one transmission loop in the transmission circuit (13); -in each of said transmission loops, a separate coil of said detection transmission coil (14) is connected;

each transmitting loop further comprises: a transmit loop switch (TK) and a transmit loop capacitance (TC) connected in series with a separate coil of the detection transmit coil (14).

3. The wireless charging system of claim 1,

the detection circuit (56) has at least one receiving loop, each receiving loop having a separate coil connected to the detection receiving coil (51);

each receiving loop further comprises: a receive loop switch (RK) and a receive loop capacitance (RC) connected in series with a separate coil of the detection receive coil (51).

4. The wireless charging system according to any one of claims 1 to 3,

defining an X dimension, a Y dimension and a Z dimension on the basis of a three-dimensional rectangular coordinate system;

the orientation of the individual coils is not repeated in the X, Y and Z dimensions.

5. The wireless charging system of claim 1,

the auxiliary charging circuit further comprises a circuit body which is communicated in sequence: a working resonant network (52), a working rectifier (53), a working filter (54);

the working resonant network (52) is connected with or disconnected from the detection receiving coil (51) through an auxiliary charging switch (WK).

6. The wireless charging system of claim 3,

the auxiliary charging circuit comprises: a working resonant network (52), a working rectifier (53), a working filter (54);

the working resonance network (52) is communicated with or disconnected from the detection receiving coil (51) through an auxiliary charging switch (WK);

the receiving circuit switch (RK) and the auxiliary charging switch (WK) are the same switch, and the detection receiving coil (51) is alternatively connected to the detection circuit (56) or the auxiliary charging circuit.

7. The wireless charging system of claim 1,

the transmitting terminal (T) further comprises: a transmitting terminal controller (3) and a transmitting terminal communication system (4);

the transmitting terminal controller (3) is respectively communicated with the transmitting terminal power supply system (2) and the transmitting terminal communication system (4).

8. The wireless charging system of claim 1,

the receiving end (R) further comprises: a receiving end controller (7) and a receiving end communication system (8);

the receiving end controller (7) is respectively communicated with a receiving end power-on system (6), a detection circuit (56), the auxiliary charging circuit and the receiving end communication system (8);

the receiving-end communication system (8) is also connected with the auxiliary power supply (55).