CN209921075U

CN209921075U - Wireless charging device for electric automobile capable of running

Info

Publication number: CN209921075U
Application number: CN201920708084.2U
Authority: CN
Inventors: 张雁
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-05-17
Filing date: 2019-05-17
Publication date: 2020-01-10
Anticipated expiration: 2029-05-17

Abstract

The utility model provides a wireless charging device for an electric automobile during traveling, which is used for solving the problems that the existing wireless charging technology can not realize the wireless charging of the automobile during the traveling process, the coupling coefficient changes during the moving process and the coupling coefficient is low, and comprises a plurality of transmitting units, and a receiving unit is covered and arranged right above the transmitting units; the transmitting unit comprises a transmitting unit magnetic core and a transmitting coil wound on the transmitting unit magnetic core, the receiving unit comprises a receiving unit magnetic core and a receiving coil wound on the receiving unit magnetic core, the winding directions of the transmitting coil and the receiving coil are parallel to the driving direction of the electric automobile on the road, and the magnetic field direction in the transmitting unit magnetic core and the magnetic field direction in the receiving unit magnetic core are parallel to the driving direction of the electric automobile on the road and perpendicular to the driving direction of the electric automobile on the road. The utility model discloses can realize that electric automobile is at the high-power wireless charging of driving in-process at electric automobile driving in-process continuous transmission energy.

Description

Wireless charging device for electric automobile capable of running

Technical Field

The utility model belongs to the technical field of the wireless power transmission technique and specifically relates to a wireless charging device in electric automobile can travel.

Background

The electric automobile in China develops rapidly, and the biggest bottleneck restricting the electric automobile is the problems of small energy density and slow charging speed of a battery. At present, the electric automobile must be charged when the electric automobile stops, the charging time is too long, the endurance mileage of the electric automobile is also short, and frequent charging is needed. The electric pile that fills at present fills electric pile is wired, even there is wireless charging, also can not realize wireless charging in electric automobile traveles.

Therefore, the device capable of supporting efficient wireless running charging of the electric automobile can solve the problems existing in the conventional charging of the electric automobile. The charging device can get rid of the cable constraint of wired charging, does not need special charging time, and can charge while driving on the road.

The existing wireless charging technology does not support wireless charging in the running process of an electric automobile, and no matter a coil structure with or without a magnetic core is adopted, magnetic lines of force are perpendicular to the ground, when the coincidence degree of a receiving coil and a transmitting coil is low, energy cannot be transmitted, a receiving unit or a transmitting unit is not allowed to move in the charging process, continuous energy transmission in the running process of the automobile cannot be realized, and a receiver cannot be used for simultaneously receiving and gathering magnetic fields transmitted by multiple units.

The utility model discloses a chinese utility model patent that application number is 201610302571.X discloses a wireless loose coupling transformer and the wireless charging device of car that charges, among wireless loose coupling transformer and the wireless charging device of car that charges, this kind of scheme can only be used for the wireless charging process of motionless, if at the removal in-process, when emission module and receiving module degree of coincidence are lower, can not transmit energy to at the removal in-process, also can make coupling coefficient change, can not remove the energy that the receipt emission module sent in the charging process.

The utility model discloses a chinese utility model patent of application number 201811552110.3 discloses an electric automobile developments wireless charging system based on short segment coil, and this system's road surface energy transmitting device's energy transmitting coil adopts length to be greater than the rectangular coil of width far away, does not solve receiving coil and transmitting coil shift position on the one hand and causes the problem that coupling coefficient reduces the inefficiency and causes wireless energy transmission to become invalid. In addition, the coupling coefficient is more severely affected by the position shift of the rectangular coil having a length much greater than the width. Therefore, the charging efficiency of the rectangular transmitting coil with the length far greater than the width is not high, and the wireless charging device is not suitable for wireless charging of the running electric automobile.

Still appear a magnetic track formula at present and remove wireless charging device, chinese utility model patent as application number 201520661193.5 discloses a device of electric automobile driving road non-contact type power supply, nevertheless because magnetic field transmits in the magnetic track, magnetic field magnetic circuit length obviously overlength, and magnetic circuit length overlength can make to increase the magnetic line of force and dissipate the route that forms closed magnetic line of force in the air on the one hand, reduces the effective magnetic field intensity through coil magnetic field route, and on the other hand is according to magnetic field intensity's computational formula: h ═ nxi/Le, where: h is the magnetic field intensity with the unit of A/m; n is the number of turns of the excitation coil; i is the excitation current (measured value), in units a; le is the effective magnetic path length in m, and it can be seen that the magnetic field strength is inversely proportional to the magnetic path length. In addition, according to kirchhoff's second law of the magnetic circuit, the product of the magnetic field strength H and the average length Le of the magnetic circuit is called the magnetic head difference or the magnetic voltage drop of the magnetic circuit, that is, the longer the magnetic circuit length is, the larger the magnetic voltage drop is generated, and the magnetic voltage drop entering the receiving coil becomes smaller. In addition, in the magnetic track scheme, an air gap exists between the movable magnetic core and the launching magnetic track fixed on the ground, and the magnetic resistance R is L/uA according to a magnetic resistance calculation formula, wherein L is the length, A is the sectional area, and u is the magnetic permeability. The magnetic track has a small ratio of the magnetic circuit cross-sectional area to the length of the magnetic circuit, resulting in an excessive magnetic resistance generated by the magnetic field path and a larger magnetic resistance at the air gap between the moving track and the fixed track. Therefore, the magnetic coupling coefficient of the magnetic track scheme is too low, wireless charging of the vehicle in the running process cannot be efficiently realized, and meanwhile, the device is sensitive to the requirement of an air gap and has strict limit requirement, and wireless charging of the vehicle in high-speed running is not allowed.

Aiming at the technical problem of wireless charging in the running process of the existing electric automobile, a scheme that the magnetic field path of a transmitting unit and a receiving unit is shorter, the effective sectional area of a magnetic circuit is larger, the coupling coefficient is higher, the coupling coefficient is not influenced or is slightly influenced in the running process of the electric automobile, and energy can be continuously transmitted in the running process of the electric automobile is required. Therefore, it is very important to develop a high-efficiency wireless charging device for an electric vehicle.

SUMMERY OF THE UTILITY MODEL

The utility model provides an electric automobile can go in wireless charging device to solve current wireless charging technique and can't realize the vehicle and at the wireless charging of driving in-process high efficiency, take place to change and the problem that coupling coefficient is low at removal in-process coupling coefficient, in order to realize electric automobile in the charging of removal in-process, increase coupling coefficient makes and can assemble the receipt magnetic line of force in succession in electric automobile goes, satisfy the in-process that charges in succession at electric automobile driving, in order to improve wireless charging efficiency.

The technical scheme of the utility model is realized like this:

a wireless charging device for an electric automobile during driving comprises a plurality of transmitting units which are arranged in the ground along a traffic lane and have a certain distance between the transmitting units, wherein a receiving unit which is arranged on the electric automobile and used for simultaneously converging and receiving magnetic fields emitted by one or more transmitting units and can superpose the magnetic fields emitted by the multiple transmitting units is covered and arranged right above the transmitting units; the transmitting unit comprises a transmitting unit magnetic core and a transmitting coil wound on the transmitting unit magnetic core, the receiving unit comprises a receiving unit magnetic core and a receiving coil wound on the receiving unit magnetic core, the winding directions of the transmitting coil and the receiving coil are parallel to the driving direction of the electric automobile on the road, and the magnetic field direction in the transmitting unit magnetic core and the magnetic field direction in the receiving unit magnetic core are parallel to the driving direction of the electric automobile on the road and perpendicular to the driving direction of the electric automobile on the road.

Further optimize technical scheme, transmission unit magnetic core and receiving element magnetic core are the flat magnetic core of rectangle form.

According to the technical scheme, the transmitting coil is wound in the middle of the plane of the magnetic core of the transmitting unit, and the receiving coil is wound in the middle of the plane of the magnetic core of the receiving unit.

Further optimize technical scheme, the length of receiving element magnetic core is greater than 2 times of transmitting element magnetic core length at least.

Further optimizing the technical scheme, the length of the receiving coil is at least 2 times longer than that of the transmitting coil.

In the technical scheme, the distance between the transmitting unit and the receiving unit is far less than the side length of the transmitting unit.

Further optimizing the technical scheme, the width of the transmitting coil is more than 2 times of the distance between the transmitting unit and the receiving unit.

According to the technical scheme, the transmitting unit magnetic core and the receiving unit magnetic core are high-permeability ferrite magnetic cores.

By adopting the technical scheme, the beneficial effects of the utility model are that:

the utility model discloses have shorter magnetic circuit length, bigger effective magnetic circuit sectional area, higher coupling coefficient, electric automobile does not also influence coupling coefficient when going, can be at electric automobile in-process continuous transmission energy that traveles, can perfectly realize that electric automobile is in the high-power wireless charging of the in-process that traveles, can be at electric automobile in-process continuous transmission energy that traveles to wireless charging. The utility model discloses can convert the magnetic field on perpendicular ground into the magnetic field of horizontal direction, and the magnetic field two poles of the earth are parallel and perpendicular with the direction of travel with ground, the magnetic field magnetic pole that the transmitting unit installed on ground produced is parallel perpendicular with the vehicle direction of travel with ground equally, consequently, the transmitting unit is corresponding with the receiving unit who installs on the vehicle, at electric automobile in the in-process of traveling, can form stable continuous closed magnetic field with the ground transmitting unit, the vehicle is at the in-process of traveling, the receiving unit who installs in the vehicle below can cut the magnetic line of force that the transmitting unit sent steadily continuously, the vehicle is gone and is not influenced receiving coil and assemble intensity and the direction of receiving coil magnetic line of force, accomplish electric automobile and travel in-process energy wireless.

In addition, the magnetic field energy of the transmitting units can be superposed to play a cascade role, and the magnetic field intensity received by the receiving unit is the sum of the magnetic field intensities of the covered transmitting units. The working process is similar to the principle of a multi-winding transformer, namely a plurality of secondary windings synchronously generate magnetic fields, and energy conversion is completed when the superposed magnetic fields pass through the main winding. The utility model discloses special design's magnetic field transmission mode can make the receiving element accept a plurality of transmitting element's magnetic field simultaneously.

The utility model discloses well transmitting element installs subaerial, and adjacent transmitting element adopts same phase current, can form the unanimous change magnetic field of phase place. The receiving unit is arranged below the electric automobile and can collect and receive the variable magnetic field generated by the transmitting unit when the electric automobile runs or is static.

The utility model discloses well receiving element can assemble and receive single or a plurality of wireless magnetic field transmitting element and send geomagnetic field, and transmitting element installs subaerial along electric automobile direction of travel, can be alone or synchronous operation.

The utility model discloses can realize that emission unit and receiving element control coincidence just can stabilize transmission energy on the direction of travel, because vertically be continuous, when receiving coil along longitudinal movement, do not influence magnetic field receiving effect, simultaneously because the length of receiving element magnetic core is greater than the length of emission unit magnetic core, as long as be in the emission unit by receiving element cover state, no matter static or removal state, all do not influence magnetic line of force transmission effect. The utility model discloses can accomplish the unanimous transmission of magnetic line of force direction of all transmitting element, for example when a change cycle, all transmitting element magnetic cores accomplish in step on both sides about, the magnetic line of force of N utmost point or S utmost point simultaneously, the magnetic line of force on both sides all keeps the direction synchronous about the coil on the vertical direction, it is sectorial that the magnetic line of force is on vehicle direction of travel both sides, at any moment, the magnetic line of force all keeps same direction to pass through the receiving element magnetic core, thereby can accomplish the magnetic field that a plurality of transmitting element in the below sent and produce the magnetic field stack when the receiving element magnetic core.

The utility model discloses because the coincidence area of receiving unit magnetic core and transmission unit magnetic core is big, does not influence the magnetic line of force and receives when the vehicle goes, magnetic field transmission structure receiving arrangement is the magnetic line of force of receiving transmission unit basically furthest, therefore possesses higher efficiency. The magnetic force lines generated by the transmitting unit and the receiving unit are the magnetic force lines which are vertical to the driving direction of the automobile and parallel to the ground, namely the magnetic force lines are the cutting magnetic force lines capable of generating energy exchange and are effective magnetic force lines, and the transmission effect of the cutting magnetic force lines is not influenced in the moving process of the automobile.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or 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 these drawings without inventive exercise.

Fig. 1 shows the distribution intention of the transmitting unit and the receiving unit of the present invention;

fig. 2 is a schematic view of the electric vehicle of the present invention when running over the launching unit;

FIG. 3 is a schematic view of magnetic lines of force when the transmitting unit and the receiving unit are aligned right and left;

FIG. 4 is a schematic view of magnetic lines of force when the transmitting unit and the receiving unit are dislocated;

FIG. 5 is a schematic view of the magnetic lines of force of the front part of the receiving unit of the present invention driving to the upper part of the transmitting unit;

FIG. 6 is a schematic view of the magnetic force lines from the middle of the receiving unit to the top of the transmitting unit;

fig. 7 is a schematic view of magnetic lines of force from the rear of the receiving unit to the upper side of the transmitting unit;

FIG. 8 is a schematic view of magnetic lines of force when two emitting units of the present invention are working synchronously;

FIG. 9 is a schematic view showing the direction of magnetic lines of force when the current of the transmitting coil is in the positive period;

FIG. 10 is a schematic view showing the direction of magnetic lines of force when the current of the transmitting coil is in the negative period;

fig. 11 is a schematic diagram of the working process triggered by the start of the launching unit of the present invention.

Wherein: 1. the system comprises a receiving unit, 101, a receiving coil, 102, a receiving unit magnetic core, 2, a transmitting unit, 201, a transmitting coil, 202, a transmitting unit magnetic core, 203, a first transmitting unit, 204, a second transmitting unit, 205, a third transmitting unit, 206, a fourth transmitting unit, 3, a driving road, 4, an electric automobile, 501, a transmitting current, 502, an induced current, 602 and magnetic lines.

Detailed Description

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.

A wireless charging device for an electric vehicle during driving is shown in combination with fig. 1 to 11 and comprises a transmitting unit 2 and a receiving unit 1.

The plurality of emission units 2 are arranged in the ground along the traffic lane 3, and a certain distance is reserved between every two adjacent emission units 2. The transmitting unit 2 includes a transmitting unit core 202 and a transmitting coil 201 wound around the transmitting unit core 202, and each transmitting unit core 202 is wound with the transmitting coil 201.

The receiving unit 1 is covered and arranged right above the transmitting unit 2, and the receiving unit 1 can simultaneously cover a plurality of transmitting units 2. The receiving unit 1 is arranged on the electric automobile 4, is specifically arranged below the electric automobile, and is used for simultaneously converging and receiving the magnetic field emitted by one or more transmitting units 2 and can superpose the magnetic fields emitted by the multiple transmitting units. The receiving unit 1 includes receiving unit cores 102 and receiving coils 101 wound on the receiving unit cores 102, and each receiving unit core 102 is correspondingly wound with a receiving coil 101.

The transmitting unit core 202 and the receiving unit core 102 are both high permeability ferrite material cores. The magnetic permeability of the high-permeability ferrite core is about 10000, and the air magnetic permeability is 1, so that magnetic lines of force can be preferentially transmitted through the high-permeability ferrite core.

The transmission unit core 202 and the reception unit core 102 are both rectangular flat cores. Through strict design, when the wireless magnetic field receiving unit is separated from the wireless magnetic field transmitting unit by a gap of more than 10cm, high-efficiency coupling can still be realized, and energy can be transmitted efficiently. According to the magnetic field formula, Φ is B Ae (cross-sectional area of magnetic path), and magnetic flux is magnetic field strength. The utility model relates to an adopt the large tracts of land magnetic core to magnetic core effective area length of side is far greater than the distance between the receiving element of transmitting element. The utility model discloses a magnetic core structure, it is bigger to having very big magnetic field to the area, effective sectional area, and magnetic resistance when can the greatly reduced magnetic line of force pass through the air can increase substantially the degree of coupling, can make the magnetic flux can more effectively transmit.

The transmitting coil 201 is wound in the middle of the plane of the transmitting unit core 202 and the receiving coil 101 is wound in the middle of the plane of the receiving unit core 102.

The winding directions of the transmitting coil 201 and the receiving coil 101 are both parallel to the driving direction of the electric vehicle on the driving road 3, that is, the length directions of the coils after the transmitting coil 201 and the receiving coil 101 are wound are parallel to the driving direction of the electric vehicle.

The magnetic field direction in the transmitting unit magnetic core 202 and the magnetic field direction in the receiving unit magnetic core 102 are both parallel to the roadway 3 and perpendicular to the driving direction of the electric vehicle on the roadway 3. So that the magnetic field vertical to the ground is converted into a magnetic field in the horizontal direction, the two poles of the magnetic field are parallel to the ground and vertical to the driving direction, and the magnetic poles of the transmitting unit 2 arranged on the ground are also parallel to the ground and vertical to the driving direction of the vehicle. Therefore, the transmitting unit 2 corresponds to the receiving unit 1 installed on the vehicle, a stable closed magnetic field can be formed with the ground transmitting unit during the driving process of the electric vehicle, and the receiving unit 1 installed below the vehicle can smoothly and continuously cut the magnetic lines of force emitted by the transmitting unit 2 during the driving process of the vehicle, so that the energy transmission process is completed. The magnetic field energy of the transmitting units 2 can be superposed and can play a role of cascade connection, and the magnetic field intensity received by the receiving unit 1 is the sum of the magnetic field intensities of the covered transmitting units 2.

The length of the receiving unit core 102 is at least 2 times greater than the length of the transmitting unit core 202. The length of the receiving coil 101 is at least 2 times greater than the length of the transmitting coil 201, and the width of the receiving coil 101 is the same as the width of the transmitting coil 201. Thus, the receiving coil 101 is enabled to cover at least two transmitting coils 201.

The distance between the transmitting unit 2 and the receiving unit 1 is much smaller than the side length of the transmitting unit 2. Because the magnetic force lines have the characteristic of the shortest path, when the transmitting unit 2 sends out the magnetic force lines, because the air permeability is 1, the magnetic permeability of the high-permeability ferrite core is about 10000, the magnetic force lines can be preferentially transmitted through the high-permeability ferrite core, and the magnetic force lines sent out from the transmitting units 2 can return to the transmitting unit 2 through the magnetic core of the receiving unit 1 to form a closed magnetic force line loop. The magnetic lines of force with varying directions and intensities will generate induced current through the receiving coil 101 wound outside the receiving unit 1, and the generated induced current can charge or power the electric vehicle, thereby completing the energy transmission process.

In order to prevent the magnetic lines coming out of the transmitting coil 201 from forming the shortest path from the periphery of the transmitting coil 201, and form the short circuit of the magnetic lines, the width of the transmitting coil 201 is larger than 2 times of the distance between the transmitting unit 2 and the receiving unit 1. Because the magnetic permeability of the magnetic cores of the transmitting unit 2 and the receiving unit 1 is about 10000 times of the magnetic permeability of air, the transmission path of the magnetic lines of force passing through the magnetic cores of the transmitting unit 2 and the receiving unit 1 can be ignored compared with the transmission path in the air.

The utility model discloses carry out wireless operation process as follows that charges in practice.

When a receiving unit 1 installed below a vehicle passes through a transmitting unit 2, alternating current is introduced into a corresponding transmitting coil 201 below the receiving unit 1, an induced magnetic field is generated after alternating current is introduced into the transmitting coil 201 in the transmitting unit 2, the generated induced magnetic field, the distance between the transmitting unit 2 and the receiving unit 1 is far less than the side length of the transmitting unit 2, and the distance between the transmitting unit 2 and the receiving unit 1 is far less than the side length of the transmitting unit 2 because the magnetic lines of force have the characteristic of the shortest path, when the transmitting unit 2 transmits magnetic lines of force, the magnetic permeability of the high-permeability ferrite core is about 10000 because the air permeability is 1, the magnetic lines of force are preferentially transmitted through the high-permeability ferrite core, the magnetic lines of force transmitted from each transmitting unit 2 return to the transmitting unit 2 through the core of the receiving unit 1 to form a closed magnetic line of force loop, and induced current is, the current can charge or power the electric vehicle, so as to complete the energy transmission process, and the corresponding transmitting unit 2 can be triggered to work to transmit magnetic lines of force, as shown in fig. 1.

As shown in fig. 3, when the transmitting coil 201 is connected with an ac current, magnetic lines of force are generated inside the transmitting coil 201, and since the transmitting unit 2 is a magnetic core with high magnetic permeability, the magnetic lines of force are concentrated inside the magnetic core. Simultaneously because the magnetic line of force is closed, so the magnetic line of force that transmitting coil 201 sent from one end must return from the other end, again because the magnetic line of force always is according to shortest path transmission, and the magnetic permeability of air is than lower, only is 1, and the magnetic permeability of ferrite is higher, about 10000, the utility model discloses special device's design magnetic line of force route can only form the shortest path behind the receiving element 1 ferrite core through the top to make the magnetic line of force that 2 magnetic cores of transmitting element sent in the below transmit through receiving element 1 magnetic core transmission, receiving coil 101 is around the key position that the magnetic line of force can pass through, and the magnetic line of force induced current will be produced on receiving coil 101 in the change. After passing through the inside of the receiving coil 101, the magnetic line returns to the transmitting line 201 according to the shortest path, forming a closed loop, and completing energy transmission.

When the receiving unit 1 and the transmitting unit 2 are misaligned, the transmission diagram of the magnetic lines is shown in fig. 4. When the receiving unit 1 and the receiving coil 101 are above the transmitting unit 2, so that the magnetic lines of force emitted from the transmitting coil 201 can be converged by the magnetic core of the receiving unit 1 in all transmission paths, and then a unique shortest magnetic line of force path can be formed through the receiving coil 101, thereby completing the energy transmission process. The widths of the transmitting coil 201 and the receiving coil 101, and the widths of the transmitting unit core 202 and the receiving unit core 102 in the left-right direction determine the positional error tolerance in left-right traveling mounted on the traveling vehicle, that is, when the receiving unit 1 is aligned with the transmitting unit 2, the charging efficiency is the highest, and when the left-right deviation of the receiving unit 1 from the transmitting unit 2 is large, the charging efficiency is low.

At this time, 601 in fig. 4 indicates that when the receiving coil 101 and the transmitting coil 201 are misaligned, measures such as shielding or adopting an appropriate coil width are required to prevent the magnetic lines of force from coming out of the transmitting coil 201 and then directly passing through the air outside the coil to form a closed magnetic circuit, thereby generating magnetic lines of force for ineffective energy transmission.

When the receiving unit 1 moves in parallel above one transmitting unit 2 in the direction of travel, as shown in fig. 5 to 7, the transmission of the magnetic lines of force is not affected, because the receiving unit 1 is always in a state of completely covering the transmitting unit 2, and the coupling coefficient and the transmission efficiency are not affected. The energy transmission of the vehicle is well supported in a smooth and continuous way during the running process.

When two transmitting units 2 transmit magnetic fields to the receiving unit 1 simultaneously, as shown in connection with fig. 8. When the parts of the transmitting unit 2 maintain the same current phase, the emitted magnetic fields are also in the same phase, and after being converged and received by the receiving unit 1, the energy of the magnetic fields can be superposed. The principle of magnetic field superposition is the basic principle followed by the magnetic induction B, which can be derived from the principle of superposition of magnetic field forces. That is, after the magnetic fields emitted from the respective parts of the transmitting unit 2 are collected and received by the receiving unit 1, the magnetic field strength B in the receiving unit 1 is B1+ B2+ B3, and the magnetic field strength in the receiving unit 1 is the vector sum of the magnetic field strengths of the plurality of transmitting units 2.

The control and transmitting units 2 thus maintain the same current phase, and the magnetic field intensity converged by the receiving unit 1 is the sum of the magnetic field intensities of the transmitting units 2. By setting the physical size of the receiving unit 1, that is, by controlling the length of the receiving unit magnetic core 102, the real-time reception of the magnetic field emitted by one or more transmitting units 2 can be controlled, and the multi-unit magnetic field superposition effect can be realized.

The direction of the induced current in the transmitting unit 2 and the receiving unit 1 is shown in fig. 9. The transmitting unit 2 and the receiving unit 1 are both horizontally installed with the ground, the winding directions of the coils wound on the transmitting unit 2 and the receiving unit 1 are consistent, and particularly, the winding parameters of the coils of the transmitting unit 2 are basically the same and the winding phases are consistent. Reference numeral 501 in fig. 9 indicates the direction of the transmit current, and when the direction of the current to the transmit coil 201 is down and up, the right hand rule for the direction is determined based on the magnetic field, where the magnetic field lines enter from the left side of the transmit unit core 202 and exit from the right side of the transmit unit core 202, as shown at 602. Because the magnetic force lines always pass through the shortest path, the magnetic path channels are specially designed to ensure that the magnetic force lines can form the shortest path between the transmitting unit 2 and the receiving unit 1, and the magnetic paths of the magnetic force lines pass through the coils wound outside the transmitting unit 2 and the receiving unit 1 after being converged by the magnetic cores of the receiving unit 1 and the transmitting unit 2. According to the left-hand rule, the current direction of the receiving coil 101 wound on the receiving unit core 102 is opposite in phase to the coil current wound on the outside of the transmitting unit 2, as indicated by the arrow at 502.

The direction of the magnetic lines when the coil current phase of the transmitting unit 2 is opposite to that of fig. 9 is shown in fig. 10. 501 in fig. 10 indicates the current direction of the transmitting unit 2, the current of each transmitting unit 2 is in phase, and when the current direction to the transmitting coil is up-in-down-out, the right-hand rule of the direction is determined according to the magnetic field, and the magnetic lines of force enter from the right side of the transmitting unit core 202 and exit from the left side of the transmitting unit core 202, as shown at 602. The transmitting unit 2 represents that each unit line has the same winding phase and magnetic core parameter compared with the winding parameter, and the coil current phase is consistent.

When the receiving unit 1 installed under the vehicle is above the transmitting unit 2, the transmitting unit 2 at this time is provided with a plurality of, respectively, a first transmitting unit 203, a second transmitting unit 204, a third transmitting unit 205, and a fourth transmitting unit 206, as shown in fig. 11. The coils outside the first transmitting unit 203, the second transmitting unit 204, the third transmitting unit 205 and the fourth transmitting unit 206 are all connected with alternating current with the same phase, and the alternating current is converted into a variable magnetic field with the same phase after passing through the coils. Since the fourth transmitting unit 206 is not located under the vehicle and does not operate, the receiving unit 1 collects and receives the varying magnetic fields of the first transmitting unit 203, the second transmitting unit 204 and the third transmitting unit 205, and then forms a superimposed magnetic field in the magnetic core of the receiving unit 1, the superimposed magnetic field generates an induced current on the receiving coil 101 outside the receiving unit 1, and the generated induced current also generates a self-induced magnetic field in the magnetic core 102 of the receiving unit 1.

When the vehicle travels forward to the position above the fourth transmitting unit 206, a part of the self-induced magnetic field in the receiving unit magnetic core 102 of the receiving unit 1 forms the shortest path through the magnetic core of the fourth transmitting unit 206, so that an induced current is formed on the coil outside the transmitting unit 206, when the induced current reaches a certain intensity, it can be determined that the vehicle has covered the position above the fourth transmitting unit 206, and at this time, the fourth transmitting unit 206, the second transmitting unit 204 and the third transmitting unit 205 are started to work synchronously, and the working current is switched on, and at the same time, the working current of the first transmitting unit 203 is switched off. Through this series of processes, it is achieved that the relevant transmitting unit starts the operating state only when a vehicle passes over the transmitting unit, and remains in the standby state when no vehicle passes. At the same time, whether the transmitting unit is operating is also subject to other controls, such as whether the vehicle is authorized for wireless charging, whether the vehicle is fully charged, and so forth.

During the running process of the vehicle, 2 or more transmitting units are always in a transmitting state, such as the second transmitting unit 204 and the third transmitting unit 205, as shown in fig. 11. When the vehicle travels to the fourth transmitting unit 206 in the front standby state, after the fourth transmitting unit 206 senses the magnetic field signal of the receiving unit 1 of the vehicle, the transmitting unit 206 is started to enter the working state from the standby state, and the first transmitting unit 203 is switched to the standby state from the working state. When the transmitting unit in front of the receiving unit 1 enters the standby state and the transmitting unit that the vehicle passes by enters the standby state and the transmitting unit is located below the receiving unit, for example, the second transmitting unit 204 and the third transmitting unit 205 keep transmitting until the vehicle moves out of the upper position. Through the series of processes, the continuous and stable energy transmission process is completed, and the stable and continuous wireless charging of the vehicle in the driving process is realized.

The utility model discloses can realize that emission unit 2 and receiving element 1 control coincidence in the direction of travel just can stabilize transmission energy, because the length of receiving element magnetic core 102 is greater than the length of emission unit magnetic core 202, as long as be in emission unit 2 by receiving element 1 cover state, no matter static or removal state, all do not influence magnetic line of force transmission effect.

The utility model discloses possible transmission of the magnetic line of force direction of emission unit 2, for example when a change cycle, all accomplish in step on both sides about the emission unit magnetic core, the magnetic line of force of N utmost point or S utmost point simultaneously, the magnetic line of force on both sides all keeps the direction synchronous about the coil on the vertical direction, it is sectorial on vehicle direction of travel both sides to be equivalent to the magnetic line of force, any moment, the magnetic line of force all keeps same direction to pass through receiving unit magnetic core 102, thereby can accomplish the magnetic field that a plurality of emission units in the below sent and produce the magnetic field stack when passing through receiving unit magnetic core 102. Compared with the conventional mode that the coil is horizontally placed on the ground, the magnetic lines of force of the transmitting coil 201 and the receiving coil 101 are changed in polarity integrally, and no partition exists, so that the same receiving unit 1 cannot receive the transmitting magnetic fields of the plurality of transmitting units 2, cannot transmit energy during the running of a vehicle, and cannot transmit energy continuously during the running.

The utility model discloses because the coincidence area of receiving unit magnetic core 102 and transmitting unit magnetic core 202 is big, does not influence the magnetic line of force and receives when the vehicle goes, magnetic field transmission structure receiving arrangement is the magnetic line of force of receiving transmitting unit basically furthest, therefore possesses higher efficiency. The key point is that the magnetic lines of force generated by the transmitting unit 2 and the receiving unit 1 are both magnetic lines of force perpendicular to the driving direction of the automobile and parallel to the ground, that is, the magnetic lines of force are all cutting magnetic lines of force capable of generating energy exchange and are both effective magnetic lines of force, the transmission effect of the cutting magnetic lines of force is not affected in the moving process of the automobile, the magnetic field is vertically distributed up and down, but is not partitioned, and the magnetic core can be transmitted only by high coincidence in the driving direction.

The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A wireless charging device for an electric automobile during driving comprises a plurality of transmitting units (2) which are arranged in the ground along a driving road (3) and have a certain distance between the transmitting units, wherein a receiving unit (1) which is arranged on the electric automobile and used for simultaneously converging and receiving magnetic fields emitted by one or more transmitting units (2) and can superpose the magnetic fields emitted by the multiple transmitting units is covered and arranged right above the transmitting units (2); the method is characterized in that: the transmitting unit (2) comprises a transmitting unit magnetic core (202) and a transmitting coil (201) wound on the transmitting unit magnetic core (202), the receiving unit (1) comprises a receiving unit magnetic core (102) and a receiving coil (101) wound on the receiving unit magnetic core (102), the winding directions of the transmitting coil (201) and the receiving coil (101) are parallel to the driving direction of the electric automobile on the driving road (3), and the magnetic field direction in the transmitting unit magnetic core (202) and the magnetic field direction in the receiving unit magnetic core (102) are parallel to the driving direction of the electric automobile on the driving road (3) and are perpendicular to the driving direction of the electric automobile on the driving road (3).

2. The wireless charging device for the electric vehicle during driving according to claim 1, wherein: the transmitting unit magnetic core (202) and the receiving unit magnetic core (102) are both rectangular flat magnetic cores.

3. The wireless charging device for the electric vehicle during driving according to claim 1, wherein: the transmitting coil (201) is wound in the middle of the plane of the transmitting unit magnetic core (202), and the receiving coil (101) is wound in the middle of the plane of the receiving unit magnetic core (102).

4. The wireless charging device for the electric vehicle during driving according to claim 1, wherein: the length of the receiving unit core (102) is at least 2 times greater than the length of the transmitting unit core (202).

5. The wireless charging device for the electric vehicle during driving according to claim 1, wherein: the length of the receiving coil (101) is at least 2 times greater than the length of the transmitting coil (201).

6. The wireless charging device for the electric vehicle during driving according to claim 1, wherein: the distance between the transmitting unit (2) and the receiving unit (1) is far less than the side length of the transmitting unit (2).

7. The wireless charging device for the electric vehicle during driving according to claim 1, wherein: the width of the transmitting coil (201) is larger than 2 times of the distance between the transmitting unit (2) and the receiving unit (1).

8. The wireless charging device for the electric vehicle during driving according to any one of claims 1 to 7, wherein: the transmitting unit magnetic core (202) and the receiving unit magnetic core (102) are both high-permeability ferrite magnetic cores.