CN114172249B - Automobile wireless charging system and control method thereof - Google Patents
Automobile wireless charging system and control method thereof Download PDFInfo
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- CN114172249B CN114172249B CN202210023051.0A CN202210023051A CN114172249B CN 114172249 B CN114172249 B CN 114172249B CN 202210023051 A CN202210023051 A CN 202210023051A CN 114172249 B CN114172249 B CN 114172249B
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
- H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
- H02J50/12—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling of the resonant type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/12—Inductive energy transfer
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- 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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- 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)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Computer Networks & Wireless Communication (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
The application discloses an automobile wireless charging system and a phase-locked control method thereof, wherein the automobile wireless charging system comprises a pile end module, a ground end module, a car end module and a car end controller; the vehicle-end controller acquires the switching phase of a power switch in the vehicle-end converter, samples the output current I2 of the vehicle-end resonance compensation module, and calculates the system period of the input current I1 of the pile-end resonance compensation module; calculating a Phase difference Phase-T between a switching Phase and an output current I2 of a vehicle-end resonance compensation module, controlling the Phase and the period of a power switch in a vehicle-end converter, and controlling the Phase difference Phase-T within a Phase difference set value Phase-ref; acquiring phase-locked control of wireless charging under scenes with different heights in a self-adaptive manner by a vehicle-end controller due to system periods under different coupling conditions; the phase signal of the pile end module is not required to be sampled, so that a hardware circuit is reduced, the cost is saved, and the space is saved.
Description
Technical Field
The application relates to the technical field of wireless charging of electric automobiles, in particular to an automobile wireless charging system and a phase-locking control method thereof.
Background
With the high-speed development of the electric automobile field in recent years worldwide, the significance of realizing safe and convenient charging of the electric automobile is great. The traditional scheme of electric automobile charging is that electric energy is directly obtained from a power grid through a charging pile, however, when the electric automobile is subjected to wired charging, a charging socket or a cable is usually provided with an exposed part, and when the electric automobile is subjected to high-power charging, electric sparks and electric arcs are easy to generate, so that great potential safety hazards exist; meanwhile, with the application of new technologies such as automatic driving and automatic parking, people expect no manual intervention in the whole use process of the electric automobile, and the charging automation call of the electric automobile is higher and higher.
In order to solve the above problems, a short-distance wireless power transmission technology is generally adopted to realize wireless charging of the electric automobile. In the wireless charging technology of the electric automobile, a receiving end is usually arranged on a chassis of the electric automobile, induced current is generated through a magnetic field generated by a transmitting end arranged on the ground or underground, and the electric automobile battery is charged after being rectified into direct current, however, as the receiving end and the transmitting end are not physically connected, the phase difference information of the receiving end and the transmitting end cannot be sampled in a traditional mode; even if the phase difference information is sampled, the phase-locked requirement of high frequency and rapid change cannot be met because of very large time delay in the existing wireless communication mode transmission in the market, so that a new phase-locked control method needs to be developed to meet the wireless charging requirement.
Disclosure of Invention
In order to solve the above-mentioned drawbacks in the prior art, the present application provides an automobile wireless charging system and a phase-locked control method thereof.
The technical scheme adopted by the application is to design an automobile wireless charging system, which comprises a pile end module, a ground end module, a car end module and a car end controller; the pile end module is fixedly erected on the ground and comprises a pile end converter and a pile end resonance compensation module, and is used for outputting high-frequency alternating current to the ground end module; the ground end module is arranged on the ground, and a transmitting coil W1 contained in the ground end module is connected with the pile end resonance compensation module and is used for converting the high-frequency alternating current into a high-frequency magnetic field to be radiated to the car end module; the vehicle end module is installed at the bottom of the electric vehicle and comprises a receiving coil W2, a vehicle end resonance compensation module and a vehicle end converter which are sequentially connected, wherein the receiving coil W2 induces an alternating magnetic field, and the vehicle end converter converts the alternating magnetic field into direct current to charge a battery in the vehicle; the vehicle-end controller acquires the switching phase of a power switch in the vehicle-end converter, samples the output current I2 of the vehicle-end resonance compensation module, and calculates the system period of the input current I1 of the pile-end resonance compensation module; and calculating a Phase difference Phase-T between the switching Phase and the output current I2 of the vehicle-end resonance compensation module, controlling the Phase and the period of a power switch in the vehicle-end converter, and controlling the Phase difference Phase-T within a Phase difference set value Phase-ref.
The pile end converter comprises a first full-bridge module (Q1, Q2, Q3 and Q4), wherein the midpoint of a first bridge arm (Q1, Q3) in the first full-bridge module is a midpoint A, the midpoint of a second bridge arm (Q2, Q4) is a midpoint B, the midpoint A and the midpoint B are connected with the input end of a pile end resonance compensation module, and the output end of the pile end resonance compensation module is connected with a transmitting coil W1; the vehicle-end converter comprises a second full-bridge module (Q11, Q12, Q13 and Q14), wherein the midpoint of a third bridge arm (Q11, Q13) in the second full-bridge module is a midpoint, the midpoint of a fourth bridge arm (Q12, Q14) in the second full-bridge module is a midpoint b, the midpoint a and the midpoint b are connected with the output end of the vehicle-end resonance compensation module, and the input end of the vehicle-end resonance compensation module is connected with the receiving coil W2.
The pile end resonance compensation module comprises a first inductor LF1, a first capacitor CS1 and a second capacitor CP1, wherein one input end of the pile end resonance compensation module is connected with one end of the first inductor LF1, the other end of the first inductor LF1 is connected with one end of the first capacitor CS1 and one end of the second capacitor CP1, the other end of the first capacitor CS1 is connected with one end of a transmitting coil W1, and the other end of the second capacitor CP1 is connected with the other end of the transmitting coil W1 and the other input end of the pile end resonance compensation module; the vehicle-end resonance compensation module comprises a second inductor LF2, a third capacitor CS2 and a fourth capacitor CP2, wherein one input end of the vehicle-end resonance compensation module is connected with one end of the second inductor LF2, the other end of the second inductor LF2 is connected with one end of the third capacitor CS2 and one end of the fourth capacitor CP2, the other end of the third capacitor CS2 is connected with one end of the receiving coil W2, and the other end of the fourth capacitor CP2 is connected with the other end of the receiving coil W2 and the other input end of the vehicle-end resonance compensation module.
The application also designs a control method of the wireless charging system of the automobile, wherein the wireless charging system of the automobile is adopted by the system, and the control method comprises the following steps: starting a pile end module, starting a car end module after the high-frequency alternating current output by the pile end module reaches a target value, acquiring a switching phase of a power switch in a car end converter, sampling a current I2 output by a car end resonance compensation module, and calculating a system period of the current I1 input by the pile end resonance compensation module; and calculating a Phase difference Phase-T between the switching Phase and the output current I2 of the vehicle-end resonance compensation module, controlling the Phase and the period of a power switch in the vehicle-end converter, and controlling the Phase difference Phase-T within a Phase difference set value Phase-ref.
The control method comprises the following specific steps:
step 1, starting a pile end module;
step 2, slowly starting a pile end module to output high-frequency alternating current;
step 3, detecting whether the high-frequency alternating current reaches a target current, if so, turning to step 4, otherwise, turning to step 2;
step 4, starting a vehicle end module;
step 5, acquiring the switching phase of a power switch in the vehicle-end converter, sampling the output current I2 of the vehicle-end resonance compensation module, and calculating the system period of the input current I1 of the pile-end resonance compensation module;
step 6, calculating a Phase difference Phase-T between the switching Phase and the output current I2 of the vehicle-end resonance compensation module;
step 7, subtracting the Phase difference Phase-T from the Phase difference set value Phase-ref to obtain a Phase difference deviation Phase-E;
step 8, detecting whether the Phase difference deviation Phase-E is larger than zero, if yes, turning to step 10, otherwise turning to step 9;
step 9, controlling the period of a power switch in the vehicle-end converter to increase by one N value, and turning to step 11;
step 10, controlling the period of a power switch in the vehicle-end converter to be reduced by one N value, and turning to step 11;
step 11, turning to step 6.
The system period of the input current I1 of the pile end resonance compensation module is measured and calculated, and the system period of the output current I2 of the car end resonance compensation module is detected by a zero-crossing detection method, wherein the system period of the output current I2 of the car end resonance compensation module is equal to the system period of the input current I1 of the pile end resonance compensation module.
The value of N is 10 nanoseconds.
The value range of the Phase difference set value Phase-ref is as follows: 300 ns to 2000 ns.
The technical scheme provided by the application has the beneficial effects that:
acquiring phase-locked control of wireless charging under scenes with different heights in a self-adaptive manner by a vehicle-end controller due to system periods under different coupling conditions; the phase synchronization of the pile end and the car end can be realized without pile-car signal transmission; the phase signals of the pile end module are not required to be sampled, a hardware circuit is reduced, the cost is saved, the space is saved, the phase difference feedback information of the pile end and the car end can be accurately acquired through the car end controller, the phase difference is adjusted through the pole-zero compensation controller, the phase error caused by communication delay is compensated through the fast adjustment of the phase of the car end controller, periodic noise caused by disturbance signals such as power increase and decrease and a high-frequency switch is filtered through the car end controller, wrong phase information is removed, and accurate periodic information is acquired, so that periodic synchronization is achieved; the PWM port of the vehicle-end controller not only meets the requirements of stable power transmission in phase locking, but also can stably regulate and output a wide range of voltage and a wide range of current.
Drawings
The application is described in detail below with reference to examples and figures, wherein:
FIG. 1 is a schematic diagram of the connection of various parts of a wireless charging system of an automobile;
FIG. 2 is a schematic circuit diagram of an automotive wireless charging system;
FIG. 3 is a circuit diagram of a resonance compensation module according to a preferred embodiment of the present application;
FIG. 4 is a schematic diagram of simulation results according to the present application;
FIG. 5 is a control flow chart of the preferred embodiment.
Detailed Description
The present application will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present application more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the application.
The application discloses an automobile wireless charging system, referring to a connection schematic diagram of each part shown in fig. 1, which comprises a pile end module, a ground end module, a vehicle end module and a vehicle end controller; the pile end module is fixedly erected on the ground and comprises a pile end converter and a pile end resonance compensation module, and is used for outputting high-frequency alternating current to the ground end module; the ground end module is arranged on the ground, and a transmitting coil W1 contained in the ground end module is connected with the pile end resonance compensation module and is used for converting the high-frequency alternating current into a high-frequency magnetic field to be radiated to the car end module; the vehicle end module is installed at the bottom of the electric vehicle and comprises a receiving coil W2, a vehicle end resonance compensation module and a vehicle end converter which are sequentially connected, wherein the receiving coil W2 induces an alternating magnetic field, and the vehicle end converter converts the alternating magnetic field into direct current to charge a battery in the vehicle; the vehicle-end controller acquires the switching phase of a power switch in the vehicle-end converter, samples the output current I2 of the vehicle-end resonance compensation module, and calculates the system period of the input current I1 of the pile-end resonance compensation module; and calculating a Phase difference Phase-T between the switching Phase and the output current I2 of the vehicle-end resonance compensation module, controlling the Phase and the period of a power switch in the vehicle-end converter, and controlling the Phase difference Phase-T within a Phase difference set value Phase-ref.
The vehicle end controller can accurately acquire the phase difference feedback information of the pile-vehicle end, and the phase error caused by communication delay is compensated by rapidly adjusting the phase by the vehicle end controller; acquiring and compensating phase delay caused by the difference of different hardware through a vehicle end controller; acquiring system frequencies under different coupling conditions through a vehicle end controller, and self-adapting phase-locking control of wireless charging under different height scenes; the vehicle-end controller filters out frequency noise caused by disturbance signals such as power increase and decrease, a high-frequency switch and the like, removes wrong phase information, acquires accurate frequency information and achieves frequency synchronization; the PWM port of the vehicle-end controller not only meets the phase locking, but also can stably regulate and output a wide range of voltage and a wide range of current.
Referring to the schematic circuit diagram of the wireless charging system of the automobile shown in fig. 2, the pile-end converter includes a first full-bridge module (Q1, Q2, Q3, Q4), a midpoint of a first bridge arm (Q1, Q3) in the first full-bridge module is a midpoint a, a midpoint of a second bridge arm (Q2, Q4) is a midpoint B, the midpoint a and the midpoint B are connected with an input end of a pile-end resonance compensation module, and an output end of the pile-end resonance compensation module is connected with the transmitting coil W1; the vehicle-end converter comprises a second full-bridge module (Q11, Q12, Q13 and Q14), wherein the midpoint of a third bridge arm (Q11, Q13) in the second full-bridge module is a midpoint, the midpoint of a fourth bridge arm (Q12, Q14) in the second full-bridge module is a midpoint b, the midpoint a and the midpoint b are connected with the output end of the vehicle-end resonance compensation module, and the input end of the vehicle-end resonance compensation module is connected with the receiving coil W2.
Referring to the circuit diagram of the resonance compensation module in the preferred embodiment shown in fig. 3, the pile-end resonance compensation module includes a first inductor LF1, a first capacitor CS1, and a second capacitor CP1, where one input end of the pile-end resonance compensation module is connected to one end of the first inductor LF1, the other end of the first inductor LF1 is connected to one end of the first capacitor CS1 and one end of the second capacitor CP1, the other end of the first capacitor CS1 is connected to one end of the transmitting coil W1, and the other end of the second capacitor CP1 is connected to the other end of the transmitting coil W1 and the other input end of the pile-end resonance compensation module; the vehicle-end resonance compensation module comprises a second inductor LF2, a third capacitor CS2 and a fourth capacitor CP2, wherein one input end of the vehicle-end resonance compensation module is connected with one end of the second inductor LF2, the other end of the second inductor LF2 is connected with one end of the third capacitor CS2 and one end of the fourth capacitor CP2, the other end of the third capacitor CS2 is connected with one end of the receiving coil W2, and the other end of the fourth capacitor CP2 is connected with the other end of the receiving coil W2 and the other input end of the vehicle-end resonance compensation module. It should be noted that fig. 3 shows only a preferred embodiment, and the resonance compensation module may also be a series/parallel resonance network containing inductance and capacitance in the form of LCC, LCL, CLC or the like; LCC resonant networks are typically chosen.
The application also discloses a control method of the automobile wireless charging system, the system adopts the automobile wireless charging system, and the control method comprises the following steps: starting a pile end module, starting a car end module after the high-frequency alternating current output by the pile end module reaches a target value, acquiring a switching phase of a power switch in a car end converter, sampling a current I2 output by a car end resonance compensation module, and calculating a system period of the current I1 input by the pile end resonance compensation module; and calculating a Phase difference Phase-T between the switching Phase and the output current I2 of the vehicle-end resonance compensation module, controlling the Phase and the period of a power switch in the vehicle-end converter, and controlling the Phase difference Phase-T within a Phase difference set value Phase-ref.
Referring to fig. 5, the control method in the preferred embodiment comprises the following specific steps:
step 1, starting a pile end module;
and after the wireless charging system is electrified, waiting for a charging command of the whole vehicle. When the charging is executed, the vehicle end controller triggers and starts the pile end module in a wireless communication mode, and the pile end module controls the switching time of the power switch of the pile end converter through the calculation result of the pile end controller (controller_SEPS).
Step 2, slowly starting a pile end module to output high-frequency alternating current;
after a slow starting process, a stable high-frequency alternating voltage is finally output, a fundamental wave is obtained after Fourier decomposition, the fundamental wave is VAB, and the VAB can be regulated through V_PFC (input voltage of a pile end converter), and the formula is as follows:
remarks: vabrms is the valid value of VAB; V_PFC is the input voltage of the pile end converter, and D is the on time of the power switch of the pile end converter.
The pile end resonance compensation module input current I1 can be controlled by pile end alternating voltage, and the formula thereof meets the following conditions:
remarks: i1 is the input current of the pile end resonance compensation module; VAB is the fundamental component of pile tip alternating voltage;
as can be seen from the above formula, I1 has a 90 ° phase relationship with VAB; and adjusting VAB can adjust the current magnitude of I1.
Step 3, detecting whether the high-frequency alternating current reaches a target current, if so, turning to step 4, otherwise, turning to step 2;
and starting the vehicle-end converter after the input current I1 of the pile-end resonance compensation module reaches the target value.
Step 4, starting a vehicle end module;
after the vehicle end module is started, the impedance of the pile end resonance compensation module and the impedance of the vehicle end resonance compensation module are respectively adjusted, so that the phase of the input current I1 of the pile end resonance compensation module and the phase of the output current I2 of the vehicle end resonance compensation module are kept to be changed in a small range; as shown in fig. 3, the impedance relationship is as follows:
Z BP +Z CS1 ＝Z LF1 ；
Z CP1 +Z LF1 ＝0；
Z BP ≈Z VP ；
Z VP +Z CS2 ＝Z LF2
Z CP2 +Z LF2 ＝0
remarks: z is Z BP Is the impedance of the transmitting coil W1; z is Z CS1 Impedance of CS1 capacitor; z is Z LF1 Impedance of the inductance of LF 1; z is Z CP1 Impedance of the CP1 capacitor; z is Z VP Is the impedance of the receiving coil W2; l (L) VP The inductance of the receiving coil W2; l (L) BP The inductance of the transmitting coil W1; z is Z CS2 Impedance of the CS2 capacitor; z is Z LF2 Impedance of the LF2 inductor; z is Z CP2 Impedance of CP2 capacitor; z is Z LF2 Is the impedance of the LF2 inductance.
Step 5, acquiring the switching phase of a power switch in the vehicle-end converter, sampling the output current I2 of the vehicle-end resonance compensation module, and calculating the system period of the input current I1 of the pile-end resonance compensation module;
obviously, to achieve the purpose of phase synchronization of 2 signals, the frequencies must be kept consistent; vab is consistent with the Vab phase, then the VAB frequency must be acquired first; VAB is the system frequency; because the wireless charging system can adjust the system frequency according to different coupling coefficients, in order to adapt to wireless charging scenes under different coupling coefficients, a vehicle-end controller (controller_EVPS) needs to automatically acquire the VAB frequency; according to the steps 1 to 5, the VAB frequency can be obtained by detecting the frequency of the current I2 output by the vehicle-end resonance compensation module, so that the problem that the VAB signal cannot be timely acquired through wireless communication is solved.
The step of obtaining the frequency of the output current I2 of the vehicle-end resonance compensation module is as follows: a vehicle-end controller (controller_EVPS) detects that a vehicle-end resonance compensation module outputs a current I2 signal, the I2 signal captures the phase phi 0 of I2 at the moment T0 from negative to positive, and the next moment T1 from negative to positive of the I2 signal captures the phase phi 1 of I2; since the phase phi is the integral of the frequency W, deltaphi in unit time is the frequency W of the signal; thereby, the frequency W information of the current signal can be acquired.
Because the I2 signal has delay in the sampling filter circuit and because of the difference of hardware devices, different delay time exists in the actual product, and subsequent compensation is needed, the delay time needs to be detected and stored; detecting the phase difference of 2 signals by a vehicle end controller (controller_EVPS) to achieve the aim of detecting the delay time; as shown in fig. 5.
Step 6, calculating a Phase difference Phase-T between the switching Phase and the output current I2 of the vehicle-end resonance compensation module;
after the vehicle end starts full-control rectification, the battery voltage Vo can bring high-frequency signal interference to I2, and the phase of the I2 can be greatly changed; a part of I2 fundamental wave signal comes from current I2 induced by the change of the magnetic field at the ground end 1 。
In addition, the other part of the I2 fundamental wave signal reversely acts on the current I2 generated in the vehicle-end resonance compensation module from the output voltage of the vehicle-end converter 2 。
Defining the current to be positive from left to right
Remarks: m is a coupling coefficient, and depends on the magnitude of magnetic flux variation passing through a ground end and a vehicle end; vo is the output voltage;i.e. the phase difference between Vab and VAB; d is the on time of the pile end converter power switch.
As can be seen from the above description, the vehicle-end resonance compensation module output current I2 contains extremely rich harmonic signals, and the phase information is changed along with the change of the charging power and the change of the position of the vehicle-pile, so that the phase information of the vehicle-end can not be used in the conventional manner of sampling the zero-crossing signal of the current; the method obtains the Phase difference Phase-T between the switching Phase and the output current I2 of the vehicle-end resonance compensation module by the synchronous counting of the vehicle-end controller (controller_EVPS) and the timing triggering method.
Step 7, subtracting the Phase difference Phase-T from the Phase difference set value Phase-ref to obtain a Phase difference deviation Phase-E; step 8, detecting whether the Phase difference deviation Phase-E is larger than zero, if yes, turning to step 10, otherwise turning to step 9;
the Phase difference Phase-T between the switching Phase and the output current I2 of the vehicle-end resonance compensation module is controlled by the vehicle-end controller to trigger, and the period of the output current I2 of the vehicle-end resonance compensation module is fed back and adjusted (the adjusting period can be also called as adjusting frequency, and the relation between the period and the frequency is reciprocal); the period of the output current I2 of the vehicle-end resonance compensation module is adjusted in a feedback mode; decreasing the switching period of the power switch when phase_t increases; when phase_T is reduced, the switching period of a power switch of the vehicle-end converter is increased; if phase_T exceeds the normal range, the Phase signal of I2 is considered to be interfered at the moment, and the switching period of the power switch is not adjusted; the Phase _ T is guaranteed to remain in a fixed range as shown in fig. 5.
Step 9, controlling the period of a power switch in the vehicle-end converter to increase by one N value, and turning to step 11;
step 10, controlling the period of a power switch in the vehicle-end converter to be reduced by one N value, and turning to step 11;
the cycle of Vab or I2 is regulated along with the switching cycle of the power switches Q11, Q12, Q13 and Q14, the magnitude of Vab is regulated by combining the loop output duty ratio D of the vehicle end controller, the power switching cycle and the duty ratio are regulated, the magnitude of the output current I2 of the vehicle end resonance compensation module is correspondingly regulated, and the Phase difference Phase-T is maintained in a set range.
Step 11, turning to step 6.
And (3) repeating the steps 6 to 10, so that the phase of the pile end VAB and the phase of the car end Vab are kept synchronous, the phase locking purpose is achieved, and the power can be continuously adjusted. The period adjusting program is that the period is adjusted from the starting of the vehicle end module until the shutdown.
Referring to the simulation results schematic shown in FIG. 4, according to the present application, a frequency of 85Khz (counter period 588) is set by the simulation model, and the phase is maintained for 100ns; the phase-locked period (frequency) and phase gradually converge to the fluctuation near 588/100ns after 0-1 ms from the initial 596/700 ns; at 11ms, the power is adjusted, the phase fluctuates for a short time, and then the phase is adjusted to 588/100ns; the results are as expected, as shown in fig. 4.
The above examples are illustrative only and are not intended to be limiting. Any equivalent modifications or variations to the present application without departing from the spirit and scope of the present application are intended to be included in the scope of the following claims.
Claims (8)
1. The wireless charging system for the automobile is characterized by comprising a pile end module, a ground end module, a car end module and a car end controller; wherein the method comprises the steps of
The pile end module is fixedly erected on the ground and comprises a pile end converter and a pile end resonance compensation module, and is used for outputting high-frequency alternating current to the ground end module;
the ground end module is arranged on the ground, and a transmitting coil W1 contained in the ground end module is connected with the pile end resonance compensation module and is used for converting the high-frequency alternating current into a high-frequency magnetic field to be radiated to the car end module;
the vehicle end module is installed at the bottom of the electric vehicle and comprises a receiving coil W2, a vehicle end resonance compensation module and a vehicle end converter which are sequentially connected, wherein the receiving coil W2 induces an alternating magnetic field, and the vehicle end converter converts the alternating magnetic field into direct current to charge a battery in the vehicle;
the vehicle-end controller acquires the switching phase of a power switch in the vehicle-end converter, samples the output current I2 of the vehicle-end resonance compensation module, and calculates the system period of the input current I1 of the pile-end resonance compensation module; calculating a Phase difference Phase-T between the switching Phase and the output current I2 of the vehicle-end resonance compensation module, controlling the Phase and the period of a power switch in the vehicle-end converter, and repeating the following operations: subtracting the Phase difference Phase-T from the Phase difference set value Phase-ref to obtain a Phase difference deviation Phase-E; detecting whether the Phase difference deviation Phase-E is larger than zero, if so, controlling the period of the power switch in the vehicle-end converter to be increased by an N value, and if not, controlling the period of the power switch in the vehicle-end converter to be reduced by an N value; the Phase difference Phase-T is controlled within a Phase difference set value Phase-ref.
2. The wireless charging system of claim 1, wherein the pile-end converter comprises a first full-bridge module (Q1, Q2, Q3, Q4), a midpoint of a first bridge arm (Q1, Q3) in the first full-bridge module is a midpoint, a midpoint of a second bridge arm (Q2, Q4) is a midpoint B, the midpoint a and the midpoint B are connected with an input end of a pile-end resonance compensation module, and an output end of the pile-end resonance compensation module is connected with the transmitting coil W1;
the vehicle-end converter comprises a second full-bridge module (Q11, Q12, Q13 and Q14), wherein the midpoint of a third bridge arm (Q11, Q13) in the second full-bridge module is a midpoint, the midpoint of a fourth bridge arm (Q12, Q14) in the second full-bridge module is a midpoint b, the midpoint a and the midpoint b are connected with the output end of the vehicle-end resonance compensation module, and the input end of the vehicle-end resonance compensation module is connected with the receiving coil W2.
3. The wireless charging system of claim 2, wherein the pile-end resonance compensation module comprises a first inductor LF1, a first capacitor CS1, and a second capacitor CP1, wherein one input end of the pile-end resonance compensation module is connected to one end of the first inductor LF1, the other end of the first inductor LF1 is connected to one end of the first capacitor CS1 and one end of the second capacitor CP1, the other end of the first capacitor CS1 is connected to one end of the transmitting coil W1, and the other end of the second capacitor CP1 is connected to the other end of the transmitting coil W1 and the other input end of the pile-end resonance compensation module;
the vehicle-end resonance compensation module comprises a second inductor LF2, a third capacitor CS2 and a fourth capacitor CP2, wherein one input end of the vehicle-end resonance compensation module is connected with one end of the second inductor LF2, the other end of the second inductor LF2 is connected with one end of the third capacitor CS2 and one end of the fourth capacitor CP2, the other end of the third capacitor CS2 is connected with one end of the receiving coil W2, and the other end of the fourth capacitor CP2 is connected with the other end of the receiving coil W2 and the other input end of the vehicle-end resonance compensation module.
4. A control method of a wireless charging system for an automobile, wherein the system employs the wireless charging system for an automobile according to any one of claims 1 to 3, the control method comprising: starting a pile end module, starting a car end module after the high-frequency alternating current output by the pile end module reaches a target value, acquiring a switching phase of a power switch in a car end converter, sampling a current I2 output by a car end resonance compensation module, and calculating a system period of the current I1 input by the pile end resonance compensation module; calculating a Phase difference Phase-T between the switching Phase and the output current I2 of the vehicle-end resonance compensation module, controlling the Phase and the period of a power switch in the vehicle-end converter, and repeating the following operations: subtracting the Phase difference Phase-T from the Phase difference set value Phase-ref to obtain a Phase difference deviation Phase-E; detecting whether the Phase difference deviation Phase-E is larger than zero, if so, controlling the period of the power switch in the vehicle-end converter to be increased by an N value, and if not, controlling the period of the power switch in the vehicle-end converter to be reduced by an N value; the Phase difference Phase-T is controlled within a Phase difference set value Phase-ref.
5. The control method of a wireless charging system for an automobile according to claim 4, wherein the control method comprises the specific steps of:
step 1, starting a pile end module;
step 2, slowly starting a pile end module to output high-frequency alternating current;
step 3, detecting whether the high-frequency alternating current reaches a target current, if so, turning to step 4, otherwise, turning to step 2;
step 4, starting a vehicle end module;
step 5, acquiring the switching phase of a power switch in the vehicle-end converter, sampling the output current I2 of the vehicle-end resonance compensation module, and calculating the system period of the input current I1 of the pile-end resonance compensation module;
step 6, calculating a Phase difference Phase-T between the switching Phase and the output current I2 of the vehicle-end resonance compensation module;
step 7, subtracting the Phase difference Phase-T from the Phase difference set value Phase-ref to obtain a Phase difference deviation Phase-E;
step 8, detecting whether the Phase difference deviation Phase-E is larger than zero, if yes, turning to step 10, otherwise turning to step 9;
step 9, controlling the period of a power switch in the vehicle-end converter to increase by one N value, and turning to step 11;
step 10, controlling the period of a power switch in the vehicle-end converter to be reduced by one N value, and turning to step 11;
step 11, turning to step 6.
6. The method for controlling a wireless charging system of an automobile according to claim 4, wherein the system period of the input current I1 of the pile-end resonance compensation module is measured by detecting the system period of the output current I2 of the automobile-end resonance compensation module by a zero-crossing detection method, and the system period of the output current I2 of the automobile-end resonance compensation module is equal to the system period of the input current I1 of the pile-end resonance compensation module.
7. The control method of an automobile wireless charging system according to claim 5, wherein the N value is 10 nanoseconds.
8. The method for controlling a wireless charging system for an automobile according to claim 5, wherein the Phase difference set value Phase-ref has a value in a range of: 300 ns to 2000 ns.
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