CN113844286B - Wireless charging system of electric automobile - Google Patents

Wireless charging system of electric automobile Download PDF

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Publication number
CN113844286B
CN113844286B CN202111262395.9A CN202111262395A CN113844286B CN 113844286 B CN113844286 B CN 113844286B CN 202111262395 A CN202111262395 A CN 202111262395A CN 113844286 B CN113844286 B CN 113844286B
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wireless charging
coil
transmitting
receiving end
turns
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CN113844286A (en
Inventor
张帆
钱斌
肖勇
林晓明
唐建林
李富盛
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CSG Electric Power Research Institute
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CSG Electric Power Research Institute
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/12—Inductive energy transfer
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
    • H02J50/12—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling of the resonant type
    • 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
    • H02J50/70—Circuit arrangements or systems for wireless supply or distribution of electric power involving the reduction of electric, magnetic or electromagnetic leakage fields
    • 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
    • H02J7/007—Regulation of charging or discharging current or voltage
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

The invention discloses a wireless charging system of an electric automobile, which is characterized in that a transmitting end compensation structure is switched by a switchable transmitting end compensation module, so that the output of the system can be switched under constant current and constant voltage modes, the charging requirement of a battery is met, a transmitting end resonance coil structure is designed by finite element simulation parameter scanning, a uniform magnetic field can be generated within a certain range, when a receiving end resonance coil is deviated within the range, the coupling coefficient of the receiving end resonance coil is hardly changed, the charging effect is not influenced by the deviation, and the technical problem that the coupling coefficient between the transmitting end and the receiving end of the conventional wireless charging system of the electric automobile is reduced when the receiving end resonance coil is horizontally deviated is solved, so that the transmission efficiency and the transmission power of the wireless charging system are greatly influenced, and the flexible switching between constant current charging and constant voltage charging under the charging condition of the battery load cannot be met is solved.

Description

Wireless charging system of electric automobile
Technical Field
The invention relates to the technical field of electric automobile charging, in particular to a wireless charging system of an electric automobile.
Background
The electric automobile uses a vehicle-mounted power supply as power, and uses a motor to drive wheels to run, so that the electric automobile meets various requirements of road traffic and safety regulations. Compared with the traditional automobile, the electric automobile has smaller influence on the environment, so that the electric automobile is advocated and popularized greatly, the situation that the traditional fuel automobile is replaced to become a mainstream transportation travel tool is gradually presented, and the charging requirement brought along with the situation is increased. Thus, research and improvement on the charging technology of electric vehicles is one of the important research directions of the current electric vehicle technology.
Most of the existing electric vehicles are charged by adopting a charging pile with contact type power supply, and although the electric vehicles have the advantage of high charging efficiency, the electric vehicles have a plurality of defects, such as: the connector is heavy, the charging operation is tedious, time and labor are wasted, the connector is frequently docked with the charging seat, mechanical abrasion is caused, poor contact is caused, and the like. The wireless charging technology is possible for solving the defect of limited charging, and the wireless charging has uniqueness and superiority, compared with the wired charging, the wireless charging mode based on magnetic coupling resonance is more convenient, efficient and intelligent, and can save human resources. The wireless charging device of the electric automobile consists of a power grid, a transmitting device, a receiving device, a load and the like, in practical application, the transmitting coil is often arranged underground, the receiving device is arranged below a chassis of the electric automobile, and when the electric automobile stops in a fixed area, the wireless charging can be carried out on the electric automobile. However, the resonant coil of the conventional wireless charging system adopts a compact winding mode, and when the resonant coil of the winding mode is horizontally offset at the receiving end, the coupling coefficient between the transmitting end and the receiving end is reduced, so that the transmission efficiency and the transmission power of the wireless charging system are greatly affected, the electric automobile is a battery load, constant current and constant voltage charging are required, and the conventional wireless charging cannot meet the flexible switching between constant current charging and constant voltage charging under the battery load charging condition.
Disclosure of Invention
The embodiment of the invention provides a wireless charging system for an electric automobile, which is used for solving the technical problems that when a resonance coil of a receiving end of the conventional wireless charging system for the electric automobile horizontally deviates, the coupling coefficient between a transmitting end and the receiving end is reduced, so that the transmission efficiency and the transmission power of the wireless charging system are greatly influenced, and flexible switching between constant-current charging and constant-voltage charging under the condition of battery load charging cannot be met.
In view of the above, the invention provides a wireless charging system for an electric automobile, which comprises a wireless charging device, wherein the wireless charging device comprises a transmitting end and a receiving end, the transmitting end comprises a high-power full-bridge inversion module, a switchable transmitting end compensation module and a transmitting end resonance coil which are sequentially connected, and the receiving end comprises a receiving end resonance coil and a receiving end compensation module;
the receiving end resonance coil and the receiving end compensation module are arranged on the electric automobile, and the receiving end compensation module is connected with the high-power rectifying and voltage stabilizing module arranged on the electric automobile;
the high-power full-bridge inversion module is connected with a high-power excitation power supply, and the high-power rectification voltage-stabilizing module is connected with an electric vehicle charging load;
the switchable transmitting end compensation module performs the conversion of the LCC compensation topology of the transmitting end and the LCLCC compensation topology under the action of the switch;
the receiving end compensation module adopts a series compensation topology;
the transmitting end resonance coil adopts an anti-offset coil winding structure, and the construction method of the anti-offset coil winding structure comprises the following steps:
determining a component part of a transmitting coil, and dividing the transmitting coil into m parts;
determining an outer diameter of each portion of the transmit coil;
determining the wire diameter of the transmit coil winding and determining the winding turn spacing wound in each section;
calculating the maximum winding turns of each part according to the outer diameter of each part of the transmitting coil, the wire diameter of the coil winding and the winding turn spacing of each part;
performing anti-offset simulation on the winding condition of the transmitting coil by using finite element simulation;
summarizing simulation results, and taking a coil winding structure corresponding to the result with the best anti-offset effect as a coil winding structure of the transmitting end resonance coil.
Optionally, performing anti-offset simulation on the winding condition of the transmitting coil by using finite element simulation includes:
s1, setting initial turns of each part of a transmitting coil to be 1 respectively;
s2, performing anti-offset simulation scanning on a first part of the transmitting coil by using finite element simulation;
and S3, adding 1 to the number of turns of the first part, judging whether the number of turns of the first part is larger than the maximum winding number of turns, if so, adding 1 to the number of turns of the second part, resetting the number of turns of the first part to 1 to perform anti-offset simulation scanning, otherwise, adding 1 to the number of turns of the first part to perform anti-offset simulation scanning, adding 1 to the number of turns of the third part when the number of turns of the second part is larger than the maximum winding number of turns, resetting the number of turns of the second part to 1, and the like until the anti-offset simulation scanning of all parts is completed.
Optionally, at least two wireless charging devices;
the wireless charging device also comprises a mode change-over switch module;
one end of the mode switching switch module is connected with all the receiving end compensation modules, the other end of the mode switching switch module is connected with the high-power rectifying and voltage stabilizing module, when the switchable transmitting end compensation module is switched into LCC compensation topology, the mode switching switch module switches the output ends of all the receiving end compensation modules into series connection, and when the switchable transmitting end compensation module is switched into LCLCC compensation topology, the mode switching switch module switches the output ends of all the receiving end compensation modules into parallel connection.
Optionally, at least two wireless charging devices;
the wireless charging device also comprises a mode change-over switch module;
one end of the mode switching switch module is connected with all the receiving end compensation modules, the other end of the mode switching switch module is connected with the high-power rectifying and voltage stabilizing module, when the switchable transmitting end compensation module is switched into LCC compensation topology, the mode switching switch module switches the output ends of all the receiving end compensation modules into series connection, and when the switchable transmitting end compensation module is switched into LCLCC compensation topology, the mode switching switch module switches the output ends of all the receiving end compensation modules into parallel connection.
Optionally, the receiving end of each wireless charging device is connected with a voltage phase detection device and a current phase detection device.
Optionally, the voltage phase detecting device and the current phase detecting device are respectively connected with a driving signal generator of the wireless charging device, and the driving signal generator adjusts the driving signal according to the voltage phase and the current phase detected by the voltage phase detecting device and the current phase detecting device respectively, so that the output voltage phase and the output current phase of each wireless charging device are consistent.
Optionally, ferrite is laid below the transmitting-end resonance coil and above the receiving-end resonance coil.
From the above technical solutions, the embodiment of the present invention has the following advantages:
according to the wireless charging system for the electric automobile, provided by the embodiment of the invention, the output of the system can be switched under the constant-current and constant-voltage modes through the switching of the transmitting-end compensation structure by the switchable transmitting-end compensation module, the charging requirement of a battery load is met, the transmitting-end resonance coil structure is designed through the finite element simulation parameter scanning, a uniform magnetic field can be generated within a certain range, when the receiving-end resonance coil is deviated within the range, the coupling coefficient of the receiving-end resonance coil is hardly changed, the charging effect is not influenced due to the deviation, and the technical problem that the coupling coefficient between the transmitting end and the receiving end of the conventional wireless charging system for the electric automobile is reduced when the receiving-end resonance coil is horizontally deviated is solved, so that the transmission efficiency and the transmission power of the wireless charging system are greatly influenced, and the flexible switching between constant-current charging and constant-voltage charging under the charging condition of the battery load cannot be met is solved.
Drawings
Fig. 1 is a schematic structural diagram of an electric vehicle wireless charging system according to an embodiment of the present invention;
fig. 2 is a simplified circuit schematic diagram of an electric vehicle wireless charging system provided in an embodiment of the present invention under LCC-S compensation topology;
fig. 3 is a simplified circuit schematic diagram of an electric vehicle wireless charging system provided in an embodiment of the present invention under LCLCC-S compensation topology;
FIG. 4 is a schematic diagram of a method for constructing an anti-offset coil winding structure of a resonant coil according to an embodiment of the present invention;
FIG. 5 is a block flow diagram of a finite element simulation based on a 3-part transmit end resonant coil for anti-offset simulation of the transmit coil winding in accordance with an embodiment of the present invention;
fig. 6 is a connection topology diagram of an electric vehicle wireless charging system according to an embodiment of the present invention, which includes two energy channels.
Detailed Description
In order to make the present invention better understood by those skilled in the art, the following description will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings, and it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In order to facilitate understanding, referring to fig. 1, an embodiment of a wireless charging system for an electric automobile is provided in the present invention, which includes a wireless charging device, the wireless charging device includes a transmitting end and a receiving end, the transmitting end includes a high-power full-bridge inversion module, a switchable transmitting end compensation module and a transmitting end resonance coil which are sequentially connected, and the receiving end includes a receiving end resonance coil and a receiving end compensation module;
the receiving end resonance coil and the receiving end compensation module are arranged on the electric automobile, and the receiving end compensation module is connected with the high-power rectifying and voltage stabilizing module arranged on the electric automobile;
the high-power full-bridge inversion module is connected with a high-power excitation power supply, and the high-power rectification voltage-stabilizing module is connected with an electric vehicle charging load;
the switchable transmitting end compensation module performs the conversion of the LCC compensation topology of the transmitting end and the LCLCC compensation topology under the action of the switch;
the receiving end compensation module adopts a series compensation topology;
the transmitting end resonance coil adopts an anti-offset coil winding structure, and the construction method of the anti-offset coil winding structure comprises the following steps:
determining a component part of a transmitting coil, and dividing the transmitting coil into m parts;
determining an outer diameter of each portion of the transmit coil;
determining the wire diameter of the transmit coil winding and determining the winding turn spacing wound in each section;
calculating the maximum winding turns of each part according to the outer diameter of each part of the transmitting coil, the wire diameter of the coil winding and the winding turn spacing of each part;
performing anti-offset simulation on the winding condition of the transmitting coil by using finite element simulation;
summarizing simulation results, and taking a coil winding structure corresponding to the result with the best anti-offset effect as a coil winding structure of the transmitting end resonance coil.
It should be noted that, in the embodiment of the present invention, the switchable transmitting-end compensating device realizes LCC compensation and LCLCC compensation conversion by switching the switch, and the receiving-end compensating device adopts serial (S) compensation. The switchable compensation device is arranged at the transmitting end, so that the situation that excessive devices such as a switch, an inductor, a capacitor and the like are arranged at the receiving end to cause the overweight of the receiving end can be avoided, and further the load of the electric automobile is increased to reduce the cruising ability of the electric automobile. When the electric automobile charging load needs constant current charging, the transmitting end adopts an LCLCC compensation mode through the change-over switch, and forms an LCLCC-S compensation topology with the receiving end, so that constant current output of the load is realized, and the output is irrelevant to the change of the load; when the load needs to be charged at constant voltage, the transmitting end adopts an LCC compensation mode through the change-over switch, and forms an LCC-S compensation topology with the receiving end, so that constant voltage output of the load is realized, and the output is irrelevant to the change of the load.
As shown in fig. 2, taking an LCC-S compensation topology as an example, fig. 2 is a simplified circuit schematic diagram of an electric vehicle wireless charging system in an LCC-S compensation topology according to an embodiment of the present invention, and by using the schematic diagram, a mesh current equation may be listed:
Figure GDA0004056211370000051
at this time, the resonance parameter relationship of the system is:
Figure GDA0004056211370000061
the resonance parameter is tied into the mesh current equation, and the output voltage expression can be obtained as follows:
Figure GDA0004056211370000062
thus, it can be seen that when the system is in the LCC-S compensation topology, the output voltage of the system is independent of the load and therefore is a constant voltage output, and the voltage value does not change with load variations.
As shown in fig. 3, taking lclclcc-S compensation topology as an example, fig. 3 is a simplified circuit schematic diagram of an electric vehicle wireless charging system in an embodiment of the present invention under lclclcc-S compensation topology, and by using the schematic diagram, a mesh current equation may be listed:
Figure GDA0004056211370000063
at this time, the resonance parameter relationship of the system is:
Figure GDA0004056211370000064
substituting the resonance parameter relation into a mesh current equation to obtain an output current expression as follows:
Figure GDA0004056211370000071
thus, it can be seen that when the system is in the lclclcc-S compensation topology, the output current of the system is independent of the load and therefore is a constant current output and the voltage value does not change with load variations.
In the embodiment of the invention, the transmitting end resonance coil adopts an anti-offset coil winding structure, and the construction method of the anti-offset coil winding structure is shown in fig. 4, and comprises the following steps:
determining a component part of a transmitting coil, and dividing the transmitting coil into m parts;
determining the outer diameter of each section of the transmit coil, denoted r 1 ,r 2 ,...,r m ；
Determining the wire diameter of the transmit coil winding and determining the winding turn spacing wound in each section;
calculating the maximum winding turns of each part according to the outer diameter of each part of the transmitting coil, the wire diameter of the coil winding and the winding turn spacing of each part, and recording as a 1 ,a 2 ,...,a m ；
Performing anti-offset simulation on the winding condition of the transmitting coil by using finite element simulation;
summarizing simulation results, and taking a coil winding structure corresponding to the result with the best anti-offset effect as a coil winding structure of the transmitting end resonance coil.
The method for performing anti-offset simulation on the winding condition of the transmitting coil by using finite element simulation comprises the following steps:
s1, setting initial turns of each part of a transmitting coil to be 1 respectively;
s2, performing anti-offset simulation scanning on a first part of the transmitting coil by using finite element simulation;
and S3, adding 1 to the number of turns of the first part, judging whether the number of turns of the first part is larger than the maximum winding number of turns, if so, adding 1 to the number of turns of the second part, resetting the number of turns of the first part to 1 to perform anti-offset simulation scanning, otherwise, adding 1 to the number of turns of the first part to perform anti-offset simulation scanning, adding 1 to the number of turns of the third part when the number of turns of the second part is larger than the maximum winding number of turns, resetting the number of turns of the second part to 1, and the like until the anti-offset simulation scanning of all parts is completed.
The explanation of the anti-offset simulation of the winding of the transmitting coil by finite element simulation using the transmitting-side resonance coil constituted by 3 parts as an example, as shown in fig. 5, includes:
the initial turns of each part are set to be 1 respectively, namely N 1 ＝1，N 2 ＝1，N 3 ＝1；
Performing simulation scanning by using finite element simulation;
increasing the number of turns of part 1 by 1, i.e. N 1 ＝N 1 +1；
Judging whether the number of turns of the portion 1 is greater than a 1 If yes, executing the next step, and if not, returning to execute the step 2;
let the number of turns of part 1 be again 1 and let the number of turns of part 2 be increased by 1;
judging whether the number of turns of the portion 2 is greater than a 2 If yes, executing the next step, and if not, returning to execute the step 2;
the turns of the part 1 and the part 2 are reset to 1, and the turns of the part 3 are increased by 1;
judging whether the number of turns of the portion 3 is greater than a 3 If yes, the simulation scanning is ended, and if not, the step 2 is executed again.
In general, assuming that the maximum winding number of the first portion, the second portion and the third portion is 3, the number of turns of each portion in the simulation process is as follows: 111,211,311,121,221,321,131,...,333.
According to the wireless charging system for the electric automobile, provided by the embodiment of the invention, the output of the system can be switched under the constant-current and constant-voltage modes through the switching of the transmitting-end compensation structure by the switchable transmitting-end compensation module, the charging requirement of a battery load is met, the transmitting-end resonance coil structure is designed through the finite element simulation parameter scanning, a uniform magnetic field can be generated within a certain range, when the receiving-end resonance coil is deviated within the range, the coupling coefficient of the receiving-end resonance coil is hardly changed, the charging effect is not influenced due to the deviation, and the technical problem that the coupling coefficient between the transmitting end and the receiving end of the conventional wireless charging system for the electric automobile is reduced when the receiving-end resonance coil is horizontally deviated is solved, so that the transmission efficiency and the transmission power of the wireless charging system are greatly influenced, and the flexible switching between constant-current charging and constant-voltage charging under the charging condition of the battery load cannot be met is solved.
In one embodiment, ferrite is paved below the transmitting end resonance coil and above the receiving end resonance coil, so that the aggregation of a magnetic field is facilitated, the energy transmission effect is improved, and meanwhile, the influence of the magnetic field on electric automobile components is avoided.
The traditional wireless charging system has the problems of low energy capacity and single energy channel, and if the power class requirement of the receiving end is changed, system parameters such as coils and the like need to be redesigned, thus consuming manpower and time. In order to solve the above problems, the present invention adopts multiple energy channels, in one embodiment of the present invention, at least two wireless charging devices further comprise a mode switch module, one end of the mode switch module is connected with all receiving end compensation modules, the other end is connected with a high-power rectifying and voltage stabilizing module, when the switchable transmitting end compensation module is switched to an LCC compensation topology, the mode switch module switches the output ends of all receiving end compensation modules to be connected in series, and when the switchable transmitting end compensation module is switched to an lclclcc compensation topology, the mode switch module switches the output ends of all receiving end compensation modules to be connected in parallel. The energy channels are adopted, each energy channel can be modularized, discretization of charging energy is realized, the number of charging modules only needs to be flexibly increased or decreased according to charging requirements of different power grades, and resource waste caused by redesigning parameters of a system is avoided. The output ends of the channels are connected in parallel at the moment, and the output ends of the channels are connected in series at the constant voltage output under the LCC-S compensation, and the output ends of the channels are connected in series. Therefore, the connection mode should be switched by the mode switching switch module at the receiving end. As shown in fig. 6, the system connection topology is given by taking two channels as an example. When the system needs constant current charging, switch S 11 、S 31 、S 4 Open, S 21 、S 5 、S 6 Closing, wherein the system is switched into LCLCC-S compensation and is connected in parallel at a receiving end; when the system needs constant voltage charging, switch S 21 、S 5 、S 6 Open, S 11 、S 31 、S 4 Closure, system cutThe LCC-S compensation is replaced and connected in series at the receiving end.
In one embodiment, the receiving end of each wireless charging device is connected with a voltage phase detection device and a current phase detection device, and the output voltage phase and the output current phase of the receiving end can be detected. The voltage phase detection device and the current phase detection device are respectively connected with a driving signal generator of the wireless charging device, the driving signal generator adjusts driving signals according to the voltage phase and the current phase detected by the voltage phase detection device and the current phase detection device respectively, so that the output voltage phase of each wireless charging device is consistent with the output current phase, namely, when the system adopts LCC-S compensation, the voltage phase is detected, when the system adopts LCC-S compensation, the current phase is detected, the current phase is fed back to the driving signal generator of each wireless charging device, and finally, the driving signals are adjusted to enable the output voltage or the output current phase of each wireless charging device to be consistent, and the transmission efficiency of the system is improved.
The above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims (6)

1. The wireless charging system of the electric automobile is characterized by comprising a wireless charging device, wherein the wireless charging device comprises a transmitting end and a receiving end, the transmitting end comprises a high-power full-bridge inversion module, a switchable transmitting end compensation module and a transmitting end resonance coil which are sequentially connected, and the receiving end comprises a receiving end resonance coil and a receiving end compensation module;
the receiving end resonance coil and the receiving end compensation module are arranged on the electric automobile, and the receiving end compensation module is connected with the high-power rectifying and voltage stabilizing module arranged on the electric automobile;
the high-power full-bridge inversion module is connected with a high-power excitation power supply, and the high-power rectification voltage-stabilizing module is connected with an electric vehicle charging load;
the switchable transmitting end compensation module performs the conversion of the LCC compensation topology of the transmitting end and the LCLCC compensation topology under the action of the switch;
the receiving end compensation module adopts a series compensation topology;
the transmitting end resonance coil adopts an anti-offset coil winding structure, and the construction method of the anti-offset coil winding structure comprises the following steps:
determining a component part of a transmitting coil, and dividing the transmitting coil into m parts;
determining an outer diameter of each portion of the transmit coil;
determining the wire diameter of the transmit coil winding and determining the winding turn spacing wound in each section;
calculating the maximum winding turns of each part according to the outer diameter of each part of the transmitting coil, the wire diameter of the coil winding and the winding turn spacing of each part;
performing anti-offset simulation on the winding condition of the transmitting coil by using finite element simulation;
summarizing simulation results, and taking a coil winding structure corresponding to the result with the best anti-offset effect as a coil winding structure of the transmitting end resonance coil.
2. The electric vehicle wireless charging system of claim 1, wherein the anti-migration simulation of the winding condition of the transmitting coil using finite element simulation comprises:
s1, setting initial turns of each part of a transmitting coil to be 1 respectively;
s2, performing anti-offset simulation scanning on a first part of the transmitting coil by using finite element simulation;
and S3, adding 1 to the number of turns of the first part, judging whether the number of turns of the first part is larger than the maximum winding number of turns, if so, adding 1 to the number of turns of the second part, resetting the number of turns of the first part to 1 to perform anti-offset simulation scanning, otherwise, adding 1 to the number of turns of the first part to perform anti-offset simulation scanning, adding 1 to the number of turns of the third part when the number of turns of the second part is larger than the maximum winding number of turns, resetting the number of turns of the second part to 1, and the like until the anti-offset simulation scanning of all parts is completed.
3. The wireless charging system of claim 1, wherein the wireless charging devices are at least two;
the wireless charging device also comprises a mode change-over switch module;
one end of the mode switching switch module is connected with all the receiving end compensation modules, the other end of the mode switching switch module is connected with the high-power rectifying and voltage stabilizing module, when the switchable transmitting end compensation module is switched into LCC compensation topology, the mode switching switch module switches the output ends of all the receiving end compensation modules into series connection, and when the switchable transmitting end compensation module is switched into LCLCC compensation topology, the mode switching switch module switches the output ends of all the receiving end compensation modules into parallel connection.
4. The wireless charging system of claim 3, wherein the receiving end of each wireless charging device is connected to a voltage phase detection device and a current phase detection device.
5. The wireless charging system of claim 4, wherein the voltage phase detecting device and the current phase detecting device are respectively connected with a driving signal generator of the wireless charging device, and the driving signal generator adjusts the driving signal according to the voltage phase and the current phase detected by the voltage phase detecting device and the current phase detecting device respectively, so that the output voltage phase and the output current phase of each wireless charging device are consistent.
6. The wireless charging system of claim 1, wherein ferrite is laid under the transmitting-end resonance coil and over the receiving-end resonance coil.
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