CN112737071B - Electric vehicle wireless charging system and secondary side control method thereof - Google Patents
Electric vehicle wireless charging system and secondary side control method thereof Download PDFInfo
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- CN112737071B CN112737071B CN202011544436.9A CN202011544436A CN112737071B CN 112737071 B CN112737071 B CN 112737071B CN 202011544436 A CN202011544436 A CN 202011544436A CN 112737071 B CN112737071 B CN 112737071B
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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
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
- H02J7/04—Regulation of charging current or voltage
- H02J7/06—Regulation of charging current or voltage using discharge tubes or semiconductor devices
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/12—Inductive energy transfer
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—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
- B60L53/122—Circuits or methods for driving the primary coil, e.g. supplying electric power to the coil
-
- 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
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M3/00—Conversion of dc power input into dc power output
- H02M3/22—Conversion of dc power input into dc power output with intermediate conversion into ac
- H02M3/24—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters
- H02M3/28—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac
- H02M3/325—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal
- H02M3/335—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only
- H02M3/3353—Conversion of dc power input into dc power output with intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode to produce the intermediate ac using devices of a triode or a transistor type requiring continuous application of a control signal using semiconductor devices only having at least two simultaneously operating switches on the input side, e.g. "double forward" or "double (switched) flyback" converter
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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
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
Abstract
The invention discloses an electric vehicle wireless charging system and a secondary side control method thereof, wherein the secondary side control method of the electric vehicle wireless charging system comprises the steps of obtaining a constraint condition of a secondary side impedance angle of the electric vehicle wireless charging system; acquiring a current secondary impedance angle of the wireless charging system of the electric automobile; when the current secondary impedance angle does not meet the constraint condition of the secondary impedance angle, the current secondary impedance angle is adjusted according to the obtained constraint condition of the secondary impedance angle, so that the current secondary impedance angle meets the constraint condition of the current secondary impedance angle, and the secondary side of the wireless charging system of the electric automobile is controlled to stably work.
Description
Technical Field
The invention relates to the technical field of wireless charging, in particular to a secondary side control method of an electric vehicle wireless charging system and the electric vehicle wireless charging system.
Background
The application of the wireless charging technology in the field of electric automobiles is gradually popularized, and in engineering application, as the position between ground equipment and vehicle-mounted equipment is in an undetermined state along with a parking state, and an automobile chassis can also change within a certain range along with the loading state in an automobile, the horizontal offset distance and the vertical distance (ground clearance) between a primary coil and a secondary coil of a wireless charging system of the electric automobile can change within a certain range; secondly, in the whole process of automobile charging, the requirement for charging voltage is dynamically changed, so that the wireless charging system of the electric automobile needs to adjust the output voltage of the output system according to the requirement for the automobile charging voltage value.
In order to solve the application problem, multi-stage control is usually adopted on the primary side and the secondary side, wherein the working state of the vehicle-mounted equipment can affect the ground equipment, and further the function, the performance and the safety and reliability of the wireless charging system of the electric vehicle are affected. For example, when the output current of the inverter circuit of the ground equipment is greatly influenced by the working state of the vehicle-mounted equipment, the output current may be too large to influence the performance of the system, and the system cannot work or even is damaged in severe cases.
Disclosure of Invention
The invention mainly aims to provide a secondary side control method of an electric vehicle wireless charging system and the electric vehicle wireless charging system, and aims to improve the reliability and controllability of the electric vehicle wireless charging system.
In order to achieve the above object, the present invention provides a secondary control method for an electric vehicle wireless charging system, which is used for the electric vehicle wireless charging system, wherein the electric vehicle wireless charging system includes a primary side full-bridge inverter circuit, a loosely coupled transformer, and a secondary side controllable full-bridge rectifier circuit, which are connected in sequence, and the secondary control method for the electric vehicle wireless charging system includes:
acquiring a constraint condition of a secondary impedance angle of the wireless charging system of the electric automobile;
acquiring a current secondary impedance angle of the wireless charging system of the electric automobile;
and when the current secondary impedance angle does not meet the constraint condition of the secondary impedance angle, adjusting the current secondary impedance angle according to the obtained constraint condition of the secondary impedance angle so as to enable the current secondary impedance angle to meet the constraint condition, and controlling the wireless charging system of the electric automobile to stably work.
Optionally, when the current secondary impedance angle does not satisfy the constraint condition of the secondary impedance angle, the step of adjusting the current secondary impedance angle according to the obtained constraint condition of the secondary impedance angle, so that the current secondary impedance angle satisfies the constraint condition of the current secondary impedance angle, and controlling stable operation of a secondary of the wireless charging system of an electric vehicle specifically includes:
adjusting the duty ratio of the secondary side controllable full-bridge rectification circuit to adjust the current secondary side impedance angle;
and/or adjusting the phase-shifting angle of the secondary controllable full-bridge rectifying circuit to adjust the current secondary impedance angle.
Optionally, when the current secondary impedance angle does not satisfy the constraint condition of the secondary impedance angle, the step of adjusting the current secondary impedance angle according to the obtained constraint condition of the secondary impedance angle, so that the secondary impedance angle satisfies the constraint condition, and controlling the stable operation of the secondary of the wireless charging system of the electric vehicle includes:
and adjusting the phases of the voltage and the current of the secondary controllable full-bridge rectifying circuit so as to adjust the impedance angle of the current secondary.
Optionally, the step of obtaining a constraint condition of a secondary impedance angle of the wireless charging system of the electric vehicle includes:
acquiring the output power and the secondary efficiency of the wireless charging system of the electric automobile, the primary self-inductance value of the loosely coupled transformer, the primary compensation inductance value, the primary inverter current and the primary coil current;
and calculating the constraint condition of the secondary impedance angle according to the acquired output power and secondary efficiency of the wireless charging system of the electric automobile, the primary self-inductance value of the loosely coupled transformer, the primary compensation inductance value, the primary inverter current and the primary coil current.
Optionally, the constraint condition of the secondary impedance angle is calculated according to the obtained output power of the wireless charging system of the electric vehicle, the secondary efficiency of the wireless charging system of the electric vehicle, the primary self-inductance value of the loosely coupled transformer, the primary compensation inductance value, the primary inverter current, and the primary coil current, and is specifically calculated according to the following formula:
wherein i in Is the primary side inverter current threshold, L, of the loosely coupled transformer p_max Is the maximum value of the self-inductance of the primary side of the loosely coupled transformer,L p_min is the primary side self-inductance minimum, L, of the loosely coupled transformer 1 Compensating the primary side of the loosely coupled transformer for an inductance, P out The output power of the wireless charging system of the electric automobile, f is the working frequency of the wireless charging system of the electric automobile, eta is the secondary side efficiency of the loose coupling transformer, I p Is the primary coil current of the loosely coupled transformer, and beta is the secondary impedance angle of the loosely coupled transformer.
Optionally, the constraint condition of the secondary impedance angle calculated according to the obtained output power of the wireless charging system of the electric vehicle, the secondary efficiency, the primary self-inductance value of the loosely coupled transformer, the primary compensation inductance value, the primary inverter current, and the primary coil current further includes:
and determining constraint conditions of the primary coil current and the secondary impedance angle according to the maximum value of the primary inverter current.
Optionally, the step of obtaining the current secondary impedance angle of the wireless charging system of the electric vehicle includes:
acquiring the output power and the secondary efficiency of the wireless charging system of the electric automobile, the mutual inductance value of the loose coupling transformer, the current of a primary coil and the current of a secondary coil;
and calculating to obtain the current secondary impedance angle of the loosely coupled transformer according to the output power of the wireless charging system of the electric automobile, the secondary efficiency, the mutual inductance value of the loosely coupled transformer, the primary coil current and the secondary coil current.
Optionally, the secondary impedance angle of the loosely-coupled transformer obtained by calculation according to the output power of the wireless charging system of the electric vehicle, the secondary efficiency, the mutual inductance value of the loosely-coupled transformer, the primary coil current, and the secondary coil current is specifically obtained by calculation according to the following formula:
wherein beta is the secondary impedance angle of the loosely coupled transformer, P out Is that theThe current output power of the loosely coupled transformer, η is the secondary efficiency of the loosely coupled transformer, I s Is the effective value of the secondary side coil current of the loosely coupled transformer, I p The effective value of the current of the primary coil of the loosely coupled transformer is M, the mutual inductance value of the loosely coupled transformer is M, and f is the system working frequency of the loosely coupled transformer.
The invention also provides an electric vehicle wireless charging system which is characterized by comprising a memory, a processor, a program of a secondary side control method of the electric vehicle wireless charging system, a primary side full-bridge inverter circuit, a loose coupling transformer and a secondary side controllable full-bridge rectifier circuit, wherein the program of the secondary side control method of the electric vehicle wireless charging system is stored in the memory and can be operated on the processor, and the primary side full-bridge inverter circuit, the loose coupling transformer and the secondary side controllable full-bridge rectifier circuit are electrically connected in sequence.
According to the secondary side control method of the wireless charging system of the electric automobile, the secondary side impedance angle constraint condition of the wireless charging system of the electric automobile is set/obtained, the real-time value of the current secondary side impedance angle of the wireless charging system of the electric automobile is obtained, and finally when the output current value of the wireless charging system is not matched with the BMS required current value, the secondary side impedance angle is adjusted in the constraint condition of the secondary side impedance angle of the wireless charging system of the electric automobile, so that the secondary side impedance angle meets the constraint condition of an electric automobile BMS module while the output current/voltage/power of the wireless charging system of the electric automobile meets the requirement of the electric automobile BMS module, and the stable work of the secondary side of the wireless charging system of the electric automobile is controlled finally, so that the problem that the secondary side impedance angle of the wireless charging system of the electric automobile cannot be known and controlled in a constrained mode, impact is caused on the wireless charging system of the electric automobile, the performance of the wireless charging system of the electric automobile is influenced, and the work or even damage of the wireless charging system of the electric automobile is caused seriously is solved.
Drawings
In order to more clearly illustrate the embodiments or technical solutions of the present invention, the drawings used in the embodiments or technical solutions of the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the structures shown in the drawings without creative efforts.
Fig. 1 is a schematic flow chart illustrating a secondary control method of a wireless charging system of an electric vehicle according to an embodiment of the present invention;
FIG. 2 is a schematic circuit diagram of an embodiment of a wireless charging system for an electric vehicle according to the present invention;
FIG. 3 is an equivalent circuit diagram of the circuit configuration diagram of FIG. 2;
FIG. 4 is a waveform diagram of a midpoint voltage Ve and an input current Ie of a secondary side full-bridge controllable rectification circuit of the secondary side control method of the wireless charging system of the electric vehicle according to the present invention;
fig. 5 is a schematic flow chart of a secondary impedance angle constraint condition obtaining method in an embodiment of a secondary control method of an electric vehicle wireless charging system according to the present invention;
fig. 6 is a schematic flowchart of a current secondary impedance angle obtaining method in an embodiment of the secondary control method of the wireless charging system of an electric vehicle according to the present invention.
The objects, features and advantages of the present invention will be further explained with reference to the accompanying drawings.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that all directional indicators (such as up, down, left, right, front, back \8230;) in the embodiments of the present invention are only used to explain the relative positional relationship between the components, the motion situation, etc. in a specific posture (as shown in the attached drawings), and if the specific posture is changed, the directional indicator is changed accordingly.
In the present invention, unless otherwise expressly stated or limited, the terms "connected," "secured," and the like are to be construed broadly, and for example, "secured" may be a fixed connection, a removable connection, or an integral part; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In addition, the descriptions related to "first", "second", etc. in the present invention are only for descriptive purposes and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In addition, technical solutions between various embodiments may be combined with each other, but must be realized by a person skilled in the art, and when the technical solutions are contradictory or cannot be realized, such a combination should not be considered to exist, and is not within the protection scope of the present invention.
The invention provides a secondary side control method of an electric vehicle wireless charging system, which can control a secondary side impedance angle of the electric vehicle wireless charging system, further control charging current/voltage/power of the electric vehicle wireless charging system, and is beneficial to improving charging efficiency and reliability of the electric vehicle wireless charging system.
Referring to fig. 1, in an embodiment, the secondary control method of the wireless charging system of the electric vehicle is used for the wireless charging system of the electric vehicle, the wireless charging system of the electric vehicle includes a primary full-bridge inverter circuit, a loosely-coupled transformer and a secondary controllable full-bridge rectifier circuit, which are connected in sequence, and the secondary control method of the wireless charging system of the electric vehicle includes:
s10, obtaining a constraint condition of a secondary impedance angle of the wireless charging system of the electric automobile;
s20, acquiring a current secondary impedance angle of the wireless charging system of the electric automobile;
and S30, when the current secondary impedance angle does not meet the constraint condition of the secondary impedance angle, adjusting the current secondary impedance angle according to the obtained constraint condition of the secondary impedance angle so as to enable the secondary impedance angle to meet the constraint condition, and controlling the stable work of the wireless charging system of the electric automobile.
It should be noted that, the circuit structure of the wireless charging system for an electric vehicle is shown in fig. 2, fig. 2 is the circuit structure of the wireless charging system for an electric vehicle, in fig. 2, the infrastructure side is the primary side system (also the primary side of the loose coupling transformer) of the wireless charging system for an electric vehicle, the vehicle side is the secondary side (also the secondary side of the loose coupling transformer) of the wireless charging system for an electric vehicle, and L is the secondary side of the wireless charging system for an electric vehicle p Being the primary winding of a loosely coupled transformer, L s Being secondary windings of loosely coupled transformers, I p Primary winding current of loosely coupled transformer, I s For the secondary winding current of the loosely coupled transformer (when it is noted that the capital letter I described herein may refer to an effective value of the current, but may also refer to other meanings, and is not limited herein), the primary winding and the secondary winding of the loosely coupled transformer are respectively a transmitting device and a receiving device for energy, and M is a mutual inductance value of the primary winding and the secondary winding of the loosely coupled transformer. Primary side compensation inductance L 1 Primary side compensation capacitor C 1 And a primary side series compensation capacitor C p The primary side resonant circuit of the loosely coupled transformer is formed together; secondary side compensation inductance L 2 Secondary side compensating capacitor C 2 And a secondary side series compensation capacitor C s The secondary side resonant circuits of the loosely coupled transformer are formed together and are responsible for improving active power of energy transmission of the loosely coupled transformer; switch tube Q p1 And a switching tube Q p2 And a switch tube Q p3 And a switching tube Q p4 The primary side full-bridge inverter circuit which jointly forms the loosely coupled transformer is responsible for converting the accessed direct current power supply into a high-frequency power supply, namely primary side inverter currentIt is clear that the maximum current that the device can bear, that is, the maximum value of the primary side inverter current; switch tube Q s1 And a switching tube Q s2 And a switch tube Q s3 And a switching tube Q s4 The secondary controllable full-bridge rectifier circuit jointly forms a loosely coupled transformer, is responsible for rectifying a high-frequency power supply converted by the primary full-bridge inverter circuit, and simultaneously adjusts the output current Iout of the loosely coupled transformer, and the input current of the secondary controllable full-bridge rectifier circuit is I e At a midpoint voltage of V e Equivalent resistance R e ＝V e /I e 。
In this embodiment, the constraint condition of the secondary impedance angle of the wireless charging system of the electric vehicle may be obtained by calculation using the constraint condition of the primary coil current of the wireless charging system of the electric vehicle and the constraint condition of the primary inverter current, or the constraint condition of the secondary impedance angle of the wireless charging system of the electric vehicle may be stored in a memory in advance, and when the constraint condition is used, the constraint condition is read from the memory.
The secondary impedance angle of the wireless charging system of the electric vehicle, also called a power factor angle, may be obtained according to a mapping relationship between the secondary impedance angle and the primary coil current and the primary inverter current, or may be obtained according to a calculation formula of the impedance angle or a cosine formula of the impedance angle, which is not limited herein. In practical application, the primary side inverter current can be adjusted by controlling the secondary side impedance angle, so that the output current/voltage/power of the wireless charging system of the electric automobile can be controlled, and the output of the wireless charging system of the electric automobile can meet the requirements of the BMS of the electric automobile. However, if the adjustment of the secondary impedance angle is not restricted, and the secondary impedance angle is too large or too small, the primary inverter current is larger than the maximum current value that can be borne by the devices in the wireless charging system of the electric vehicle, and the devices are burnt; the following formula can be specifically referred to:
wherein i in Is said loose couplingPrimary side inverter current of transformer, L p_max Is the maximum value of the primary side self-inductance, L, of the loosely coupled transformer p_min Is the minimum value of the primary side self-inductance, L, of the loosely coupled transformer 1 Compensating the primary side of the loosely coupled transformer for an inductance, P out The output power of the wireless charging system of the electric automobile is the f, the working frequency of the wireless charging system of the electric automobile is the eta, the secondary efficiency of the loose coupling transformer is the eta, and the I p Is the primary coil current of the loosely coupled transformer, and beta is the secondary impedance angle of the loosely coupled transformer.
According to the above formula, when the secondary impedance angle of the wireless charging system of the electric automobile changes, the primary inverter current changes accordingly, and when the secondary impedance angle of the wireless charging system of the electric automobile breaks away from the constraint condition, the primary inverter current exceeds the working range of the primary inverter current to cause the infrastructure side to be unable to work, so that the equipment on the infrastructure side is burnt, and the output secondary coil current is too large, thereby damaging the equipment on the vehicle side.
In order to solve the problems, the safety control of the charging current of the electric automobile is realized, and the reliability, the stability and the safety of a wireless charging system of the electric automobile are improved.
According to the secondary side control method of the wireless charging system of the electric automobile, the secondary side impedance angle constraint condition of the wireless charging system of the electric automobile is set/obtained, the real-time value of the current secondary side impedance angle of the wireless charging system of the electric automobile is obtained, and finally when the output current value of the wireless charging system is not matched with the BMS required current value, the secondary side impedance angle is adjusted in the constraint condition of the secondary side impedance angle of the wireless charging system of the electric automobile, so that the secondary side impedance angle meets the constraint condition of an electric automobile BMS module while the output current/voltage/power of the wireless charging system of the electric automobile meets the requirement of the electric automobile BMS module, and the stable work of the secondary side of the wireless charging system of the electric automobile is controlled finally, so that the problem that the secondary side impedance angle of the wireless charging system of the electric automobile cannot be known and controlled in a constrained mode, impact is caused on the wireless charging system of the electric automobile, the performance of the wireless charging system of the electric automobile is influenced, and the work or even damage of the wireless charging system of the electric automobile is caused seriously is solved.
In an embodiment, when the current secondary impedance angle does not satisfy the constraint condition of the secondary impedance angle, the step of adjusting the current secondary impedance angle according to the obtained constraint condition of the secondary impedance angle, so that the current secondary impedance angle satisfies the constraint condition, and controlling stable operation of the secondary of the wireless charging system of the electric vehicle specifically includes:
adjusting the duty ratio of the secondary controllable full-bridge rectification circuit to adjust the current secondary impedance angle;
and/or adjusting the phase shift angle of the secondary controllable full-bridge rectification circuit to adjust the current secondary impedance angle.
Specifically, referring to fig. 3, fig. 3 is an equivalent circuit model of the wireless charging system of the electric vehicle, and the secondary impedance of the wireless charging system of the electric vehicle may be calculated by a first preset formula:
wherein Z is S Secondary impedance, L, for wireless charging systems of electric vehicles S Being secondary windings of loosely-coupled transformers, C S A compensation capacitor, C, is connected in series with the secondary side 2 Compensating the capacitance for the secondary side, L 2 Compensating the inductance, R, for the secondary side e Is an equivalent impedance.
Further, the relationship between the secondary impedance angle and the secondary impedance of the wireless charging system for the electric vehicle is shown as a second preset formula: β = arg (Z) s )；
According to the second preset formula, the secondary impedance angle can be adjusted by adjusting the secondary impedance.
It should be noted that when the system outputs a voltage V out Or the system output current I out When changed or adjusted on the vehicle side, the equivalent resistance R e Changes (including real and/or imaginary parts) occurPartial change) obtained from the first and second predetermined formulas, the equivalent impedance change, and the corresponding secondary impedance Z S The secondary impedance angle beta is changed, i.e. the equivalent impedance R is changed e And adjusting the secondary impedance angle of the wireless charging system of the electric automobile.
The phase-shifting angle of the secondary controllable full-bridge rectifying circuit is adjusted, or the duty ratio of the secondary controllable full-bridge rectifying circuit is adjusted, or the phase-shifting angle and the duty ratio of the secondary controllable full-bridge rectifying circuit are adjusted simultaneously. Thereby adjusting the equivalent resistance R e The imaginary part is connected with a resonant network of the system, which is equivalent to that a controllable resonant parameter regulating quantity is connected in series in the original resonant network; the adjustment of the real part is equivalent to the adjustment of the output voltage/current characteristic, so that the adjustment of the secondary impedance and the secondary impedance angle is realized, and finally, the adjustment of the output voltage/current/power of the wireless charging system of the electric automobile is realized, so that the requirements of a BMS module of the electric automobile are met, the charging efficiency and the reliability of the wireless charging system of the electric automobile are improved, and the current secondary impedance angle is ensured to meet the secondary impedance angle constraint condition.
Specifically, referring to fig. 4, the duty ratio of the secondary-side controllable full-bridge rectifier circuit is adjusted, and the current secondary-side impedance angle is adjusted as an example for explanation; the resonance network is adjusted by adjusting the phase-shifting angle of the secondary controllable full-bridge rectification circuit so as to adjust the current secondary impedance angle, the specific adjusting mode is the same as the mode of adjusting the duty ratio of the secondary controllable full-bridge rectification circuit, the working principle is the same, and the realized technical effect is also the same.
Referring to FIG. 4 (a), FIG. 4 (a) is a conventional uncontrolled rectified V e 、I e Waveform, equivalent resistance R of conventional uncontrolled/synchronous rectification e May be obtained from a third predetermined formula:
wherein，V e Is the midpoint voltage, I e Rout is the load used for the input current.
As shown in fig. 4 (b), referring to fig. 4 (b), fig. 4 (b) shows operation V of the secondary controllable full-bridge rectifier circuit of the wireless charging system for electric vehicle in capacitive operation mode e 、I e A waveform; the duty ratio is identified as fig. 4 (b), and the input current I of the secondary side controllable full-bridge rectification circuit in the working mode e Phase lead voltage V e Zero crossing of fundamental wave, input current I e And voltage V e The phase of the two is theta = D/2, and at the moment, the real part and the imaginary part of the equivalent impedance can be adjusted by adjusting the duty ratio D of different secondary side controllable full-bridge rectification circuits, namely the secondary side impedance Zs and the secondary side impedance angle beta are adjusted.
At this time, the equivalent impedance may be represented by a fourth preset formula, that is, when the equivalent impedance is capacitive, the impedance angle may be adjusted by the fourth preset formula:
wherein R is e Is a secondary equivalent impedance, V e The middle point voltage and I of the secondary side controllable full-bridge rectification circuit e Is the input current of a secondary side controllable full-bridge rectification circuit, R out D is the duty ratio of the secondary side controllable full-bridge rectifying circuit.
As can be seen from the fourth preset formula, the equivalent impedance here is not pure resistive, and the fourth preset formula can be expanded specifically by using the euler formula, so as to obtain the real part of the equivalent impedance as:
the imaginary part of the equivalent impedance is:
wherein the content of the first and second substances,
the equivalent load is the equivalent load during the uncontrolled rectification or the synchronous rectification, D is the duty ratio of the secondary side controllable full-bridge rectification circuit, namely the equivalent impedance R at the moment e Compared with uncontrolled rectification/synchronous rectification, the pure resistive load of the rectifier is equivalent to the introduction coefficient K re While adding a factor K im The real part and the imaginary part are connected with a resonant network of the system, which is equivalent to that a controllable resonant parameter regulating quantity is connected in series in the original resonant network and has the characteristic of regulating output voltage/current.
Further, the secondary controllable full-bridge rectifier circuit can operate in an inductive mode in addition to the capacitive mode, referring to fig. 4 (c), fig. 4 (c) is a diagram illustrating operation V of the secondary controllable full-bridge rectifier circuit of the wireless charging system of an electric vehicle in the inductive operating mode e 、I e Waveform, input current I in this operating mode e Lagging in phase by a voltage V e Zero crossing of fundamental wave, input current I e And a midpoint voltage V e The phase size of (2) is theta = D/2, at the moment, the real part and the imaginary part of the equivalent impedance can be adjusted by adjusting the duty ratio D of different secondary side controllable full-bridge rectification circuits, namely, the impedance Z of the secondary side can be adjusted S And adjusting the secondary impedance angle beta.
Still further, the secondary controllable full-bridge rectifier circuit can also operate in a resistive operation mode as shown in fig. 4 (d) and input current I in addition to the capacitive operation mode as shown in fig. 4 (b) and the inductive operation mode as shown in fig. 4 (c) e And a midpoint voltage V e Is θ =0.
In the embodiment, the phase-shifting angle and/or the duty ratio of the secondary side controllable full-bridge rectifying circuit are/is adjusted; and then realize the regulation to vice limit impedance and vice limit impedance angle, finally realize the regulation to electric automobile wireless charging system's output voltage/electric current/power, make it satisfy the demand of electric automobile's BMS module, promote electric automobile wireless charging system's charging efficiency and reliability.
In an embodiment, when the current secondary impedance angle does not satisfy the constraint condition of the secondary impedance angle, the step of adjusting the current secondary impedance angle according to the obtained constraint condition of the secondary impedance angle so that the secondary impedance angle satisfies the constraint condition, and controlling stable operation of the secondary of the wireless charging system of the electric vehicle includes:
adjusting the voltage V of the secondary controllable full-bridge rectification circuit e And current I e I.e. adjusting the midpoint voltage V e And an input current I e The phase difference between them to adjust the present secondary impedance angle.
Specifically, the driving signal and the current I of the secondary controllable full-bridge rectification circuit can be adjusted e Phase of zero crossing point, wherein the current I e The adjustment of the zero crossing point phase can be realized by adjusting the parameters of the series compensation inductance and the parallel compensation capacitance of the secondary side resonant network. It can be understood that the voltage V of the secondary-side controllable full-bridge rectifier circuit e And current I e The phase difference is the impedance angle of the secondary side, so that the voltage V of the secondary side controllable full-bridge rectification circuit can be adjusted and regulated e And current I e The phase of the secondary side controllable full-bridge rectifying circuit can be adjusted to work in a capacitive mode, an inductive mode or a resistive mode.
Further, in practical application, the driving signal and the current I of the secondary side controllable full-bridge rectifying circuit can be adjusted e Adjusting the phase of the zero crossing point, adjusting the secondary side controllable full-bridge rectification circuit to work in a capacitive mode, an inductive mode or a resistive mode, and adjusting the duty ratio of the secondary side controllable full-bridge rectification circuit; and/or the phase-shift angle can adjust the equivalent impedance R of the secondary controllable full-bridge rectification circuit e I.e. the magnitude of the capacitance, inductance and resistance, to implement a secondary impedance network Z S And the adjustment of the secondary impedance angle beta can also realize the adjustment of the resonance parameters of the secondary resonant network.
In addition, when the secondary resonant network is in a non-resonant matching state, the phase shift angle or the duty ratio of the secondary controllable full-bridge rectifier circuit can be adjusted, or the phase shift angle or the duty ratio of the secondary controllable full-bridge rectifier circuit can be adjustedVoltage V of the secondary controllable full-bridge rectification circuit e And current I e To adjust the equivalent resistance R e And the system is in a resonance matching state again, and the better working characteristic is kept under the condition of meeting the output characteristic of the wireless charging system of the electric automobile.
Referring to fig. 5, in an embodiment, the step of obtaining the constraint condition of the secondary impedance angle of the wireless charging system of the electric vehicle includes:
acquiring output power and secondary efficiency of a wireless charging system of the electric automobile, a primary side self-inductance value of a loose coupling transformer, a primary side compensation inductance value, primary side inverter current and primary side coil current;
the primary side self-inductance value of the coupler comprises a maximum primary side self-inductance value and a minimum primary side self-inductance value.
Calculating a constraint condition of the secondary impedance angle according to the acquired output power of the wireless charging system of the electric vehicle, the secondary efficiency, a primary self-inductance value of the loosely coupled transformer, a primary compensation inductance value, a primary inverter current and a primary coil current, and specifically according to a fifth preset formula:
wherein i in Is the primary side inverter current, L, of the loosely coupled transformer p_max Is the maximum value of the primary side self-inductance, L, of the loosely coupled transformer p_min Is the primary side self-inductance minimum, L, of the loosely coupled transformer 1 Compensating the primary side of the loosely coupled transformer for an inductance, P out The output power of the wireless charging system of the electric automobile is the f, the working frequency of the wireless charging system of the electric automobile is the eta, the secondary efficiency of the loose coupling transformer is the eta, and the I p Is the primary coil current of the loosely coupled transformer, and beta is the secondary impedance angle of the loosely coupled transformer.
It should be noted that, in order to realize safe and stable operation of the wireless charging system for the electric vehicle, information interaction may be performed between the infrastructure side and the vehicle side, specifically, the vehicle side outputs the required value of the current of the primary coil of the loosely-coupled transformer to the infrastructure side through wireless communication, the infrastructure side adjusts the actual value of the current of the primary coil of the loosely-coupled transformer according to the received required value of the current of the primary coil of the loosely-coupled transformer, so that the actual value of the current of the primary coil of the loosely-coupled transformer is consistent with the required value, and the actual value of the current of the primary coil of the loosely-coupled transformer is output to the vehicle side through wireless communication, that is, for the secondary side of the wireless communication system, the actual value and the required value of the current Ip of the primary coil of the loosely-coupled transformer are both known parameters.
Further, the variables on the right side of the fifth preset formula in this embodiment are the primary coil current Ip and the secondary impedance angle β, which are the primary and secondary main control variables, respectively, so the fifth preset formula can be simplified as follows:
i in ＝f(I p ,β)；
that is, it is possible to use the primary side inverter current I in To determine the primary coil current I p And/or the secondary side impedance angle beta.
Further, when the threshold value of the primary side inverter current, namely the maximum value I of the primary side inverter current, is determined in_max That is, the maximum value I of the primary side inverter current can be determined by a fifth preset formula in_max Primary coil current under constraint I p And secondary side impedance angle β:
[I p_min ,I p_max ]；
|β|≤β max ；
according to the embodiment, the constraint condition of the secondary impedance of the wireless charging system of the electric automobile is obtained through calculation, namely, the working range value of the secondary impedance angle, and then the constraint condition of the secondary impedance angle of the wireless charging system of the electric automobile can be obtained according to calculation to constrain the current secondary impedance angle, so that when the secondary impedance angle is adjusted, the secondary impedance angle exceeds the working range value, and further impact, influence and system performance are caused to ground equipment, and the technical scheme of the embodiment is favorable for improving the reliability and safety of the system.
In an embodiment, the step of obtaining the current secondary impedance angle includes:
acquiring the output power and the secondary efficiency of the wireless charging system of the electric automobile, the mutual inductance value of the loose coupling transformer, the current of a primary coil and the current of a secondary coil;
specifically, the secondary efficiency of the wireless charging system of the electric vehicle may be obtained by estimating and storing the secondary efficiency of the loosely coupled transformer according to test data or system working efficiency pre-stored in the wireless charging system of the electric vehicle; or the secondary side efficiency of the loosely coupled transformer is detected and stored. And is not limited herein.
The secondary impedance angle of the loosely coupled transformer is obtained through calculation according to a sixth preset formula, wherein the sixth preset formula is obtained through calculation according to the output power of the wireless charging system of the electric vehicle, the secondary efficiency, the mutual inductance value of the loosely coupled transformer, the primary coil current and the secondary coil current, and specifically the sixth preset formula is as follows:
wherein beta is the secondary impedance angle of the loosely coupled transformer, P out For the current output power of the loosely coupled transformer, η is the secondary efficiency of the loosely coupled transformer, I s Is the effective value of the secondary side coil current of the loosely coupled transformer, I p The effective value of the current of the primary coil of the loosely coupled transformer is M, the mutual inductance value of the loosely coupled transformer is M, and f is the system working frequency of the loosely coupled transformer.
According to the embodiment, the secondary impedance angle of the wireless charging system of the electric automobile is calculated, so that the secondary impedance angle of the wireless charging system of the electric automobile can be restrained and adjusted in the restraint condition of the secondary impedance angle, the output power of the wireless charging system of the electric automobile is restrained according to the secondary impedance angle, and the reliability of the wireless charging system of the electric automobile is improved.
In another embodiment, the step of calculating the secondary impedance angle of the loosely coupled transformer according to the output power of the wireless charging system of the electric vehicle, the secondary efficiency, the mutual inductance value of the loosely coupled transformer, the primary coil current, and the secondary coil current, specifically according to a sixth preset formula, further includes:
and converting the cosine value of the secondary side impedance angle of the loosely coupled transformer into the secondary side impedance angle of the loosely coupled transformer. That is, the cosine value of the secondary impedance angle of the loosely coupled transformer can be calculated by a seventh preset formula:
wherein beta is the secondary impedance angle of the loosely coupled transformer, P out Is the current output power of the loosely coupled transformer, eta is the secondary efficiency of the loosely coupled transformer, I s Is the effective value of the secondary side coil current of the loosely coupled transformer, I p The effective value of the current of the primary coil of the loosely coupled transformer is obtained, M is the mutual inductance value of the loosely coupled transformer, and f is the system working frequency of the loosely coupled transformer.
In practical application, the secondary impedance angle β is equivalent to the cosine value cos β, that is, the cosine value cos β is calculated, so that the calculation amount can be reduced, and the reaction speed of the wireless charging system of the electric vehicle can be increased.
The invention also provides an electric vehicle wireless charging system which comprises a memory, a processor, a program of an electric vehicle wireless charging system secondary control method stored on the memory and capable of running on the processor, and a primary side full-bridge inverter circuit, a loose-coupling transformer and a secondary side controllable full-bridge rectifier circuit which are electrically connected in sequence, wherein the program of the electric vehicle wireless charging system secondary control method is executed by the processor to realize the steps of the electric vehicle wireless charging system secondary control method;
acquiring a constraint condition of a secondary impedance angle of the wireless charging system of the electric automobile;
acquiring a current secondary impedance angle of the wireless charging system of the electric automobile;
and when the current secondary impedance angle does not meet the constraint condition of the secondary impedance angle, adjusting the current secondary impedance angle according to the obtained constraint condition of the secondary impedance angle so as to enable the secondary impedance angle to meet the constraint condition, and controlling the stable work of the wireless charging system of the electric automobile.
The specific structure of the secondary control method for the wireless charging system of the electric vehicle refers to the above-mentioned embodiments, and the specific structure of the wireless charging system of the electric vehicle refers to the above-mentioned embodiments.
The above description is only an alternative embodiment of the present invention, and is not intended to limit the scope of the present invention, and all modifications and equivalents made by the contents of the present specification and the accompanying drawings, or directly/indirectly applied to other related technical fields, which are within the spirit of the present invention, are included in the scope of the present invention.
Claims (5)
1. The utility model provides a wireless charging system secondary control method of electric automobile, is used for the wireless charging system of electric automobile, the wireless charging system of electric automobile is including former limit full-bridge inverter circuit, loose coupling transformer and the controllable full-bridge rectifier circuit of secondary that connects gradually, its characterized in that, the wireless charging system secondary control method of electric automobile includes:
acquiring a constraint condition of a secondary impedance angle of the wireless charging system of the electric automobile;
acquiring a current secondary impedance angle of the wireless charging system of the electric automobile;
when the current secondary impedance angle does not meet the constraint condition of the secondary impedance angle, adjusting the current secondary impedance angle according to the obtained constraint condition of the secondary impedance angle so as to enable the current secondary impedance angle to meet the constraint condition of the current secondary impedance angle and control a wireless charging system of the electric automobile to work stably;
acquiring the constraint condition, acquiring the output power and the secondary efficiency of the wireless charging system of the electric automobile, and a primary self-inductance value, a primary compensation inductance value, a primary inverter current and a primary coil current of the loosely coupled transformer, and calculating the constraint condition of the secondary impedance angle according to the acquired output power and the secondary efficiency of the wireless charging system of the electric automobile, the primary self-inductance value, the primary compensation inductance value, the primary inverter current and the primary coil current of the loosely coupled transformer;
the constraint condition is obtained by calculation according to the following formula:
wherein i in Is the primary side inverter current threshold, L, of the loosely coupled transformer p_max Is the maximum value of the primary side self-inductance, L, of the loosely coupled transformer p_min Is the primary side self-inductance minimum, L, of the loosely coupled transformer 1 Compensating the primary side of the loosely coupled transformer for an inductance, P out The output power of the wireless charging system of the electric automobile, f is the working frequency of the wireless charging system of the electric automobile, eta is the secondary side efficiency of the loose coupling transformer, I p The primary side coil current of the loosely coupled transformer is represented by beta, and the secondary side impedance angle of the loosely coupled transformer is represented by beta;
acquiring the current secondary impedance angle, acquiring the output power and the secondary efficiency of the wireless charging system of the electric automobile, the mutual inductance value of the loosely coupled transformer, the primary coil current and the secondary coil current, and calculating according to the output power and the secondary efficiency of the wireless charging system of the electric automobile, the mutual inductance value of the loosely coupled transformer, the primary coil current and the secondary coil current to acquire the current secondary impedance angle of the loosely coupled transformer;
the current secondary side impedance angle is obtained by calculation according to the following formula:
wherein beta is the secondary impedance angle of the loosely coupled transformer, P out Is the current output power of the loosely coupled transformer, eta is the secondary efficiency of the loosely coupled transformer, I s Is the effective value of the secondary side coil current of the loosely coupled transformer, I p The effective value of the current of the primary coil of the loosely coupled transformer is obtained, M is the mutual inductance value of the loosely coupled transformer, and f is the system working frequency of the loosely coupled transformer.
2. The secondary control method of the wireless charging system of the electric vehicle according to claim 1, wherein when the current secondary impedance angle does not satisfy the constraint condition of the secondary impedance angle, the step of adjusting the current secondary impedance angle according to the obtained constraint condition of the secondary impedance angle so that the current secondary impedance angle satisfies the constraint condition of the current secondary impedance angle and controlling the stable operation of the secondary of the wireless charging system of the electric vehicle specifically comprises:
adjusting the duty ratio of the secondary side controllable full-bridge rectification circuit to adjust the current secondary side impedance angle;
and/or adjusting the phase shift angle of the secondary controllable full-bridge rectification circuit to adjust the current secondary impedance angle.
3. The secondary control method of the wireless charging system of the electric vehicle according to claim 1, wherein when the current secondary impedance angle does not satisfy the constraint condition of the secondary impedance angle, the step of adjusting the current secondary impedance angle according to the obtained constraint condition of the secondary impedance angle so that the secondary impedance angle satisfies the constraint condition and controlling the stable operation of the secondary of the wireless charging system of the electric vehicle comprises:
and adjusting the phases of the voltage and the current of the secondary controllable full-bridge rectifying circuit so as to adjust the impedance angle of the current secondary.
4. The secondary control method of the wireless charging system of the electric vehicle according to claim 1, wherein the constraint condition of the secondary impedance angle calculated according to the obtained output power of the wireless charging system of the electric vehicle, the secondary efficiency, the primary self-inductance value of the loosely coupled transformer, the primary compensation inductance value, the primary inverter current and the primary coil current further comprises:
and determining constraint conditions of the primary coil current and the secondary impedance angle according to the maximum value of the primary inverter current.
5. A wireless charging system of an electric vehicle is characterized by comprising a memory, a processor, a program of a secondary side control method of the wireless charging system of the electric vehicle, which is stored on the memory and can be operated on the processor, and a primary side full-bridge inverter circuit, a loosely coupled transformer and a secondary side controllable full-bridge rectifier circuit which are electrically connected in sequence, wherein when the program of the secondary side control method of the wireless charging system of the electric vehicle is executed by the processor, the steps of the secondary side control method of the wireless charging system of the electric vehicle as claimed in any one of claims 1 to 4 are realized.
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