CN220010117U - Unmanned aerial vehicle wireless charging system - Google Patents

Unmanned aerial vehicle wireless charging system Download PDF

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Publication number
CN220010117U
CN220010117U CN202321256177.9U CN202321256177U CN220010117U CN 220010117 U CN220010117 U CN 220010117U CN 202321256177 U CN202321256177 U CN 202321256177U CN 220010117 U CN220010117 U CN 220010117U
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matching circuit
capacitor
module
aerial vehicle
unmanned aerial
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吴福胜
王志敏
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Shenzhen Huasairuifei Intelligent Technology Co ltd
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Shenzhen Huasairuifei Intelligent Technology Co ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

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  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

A wireless charging system of an unmanned aerial vehicle relates to a wireless power transmission technology. The system comprises a charging transmitting end and an unmanned aerial vehicle receiving end, wherein the charging transmitting end comprises an inversion module, a boosting matching module and a capacitor module, and the inversion module is connected with a power supply to convert direct current output by the power supply into alternating current; the boost matching module comprises a first matching circuit, a boost transformer and a second matching circuit; the input end of the first matching circuit is connected with the inversion module, the output end of the first matching circuit is connected with the input end of the step-up transformer, and the output end of the step-up transformer is connected with the input end of the second matching circuit; each matching circuit is used for adjusting the impedance of two ends of the step-up transformer to match the charging transmitting end and the unmanned aerial vehicle receiving end; the capacitor module is connected with the output end of the second matching circuit to store alternating current output by the second matching circuit; the unmanned aerial vehicle receiving end includes rectifier module, and rectifier module connects capacitor module in order to change the alternating current of second matching circuit output into direct current for unmanned aerial vehicle's charging.

Description

Unmanned aerial vehicle wireless charging system
Technical Field
The utility model relates to a wireless power transmission technology, in particular to a wireless charging system of an unmanned aerial vehicle.
Background
The battery capacity is an important basis for evaluating the endurance of the unmanned aerial vehicle. Currently, the bottleneck of the industry on the battery capacity is difficult to break, and the battery capacity generally increases with the increase of the volume, which causes a dilemma: if the battery capacity of the unmanned aerial vehicle is required to be increased, a battery module with large volume and large mass is required to be additionally arranged, which in turn increases the electric quantity consumption of the unmanned aerial vehicle. Due to the limitations of working space and environment, the volume of the indoor micro unmanned aerial vehicle is strictly limited, which further weakens the volume and endurance of the unmanned aerial vehicle battery. The existing unmanned aerial vehicle charging depends on a wired charging mode, so that the flexibility of the unmanned aerial vehicle can be limited on one hand, and higher energy loss can be generated on the other hand.
Disclosure of Invention
The utility model mainly solves the technical problems that: a wireless charging system for an unmanned aerial vehicle is provided.
According to a first aspect, in one embodiment, a wireless charging system for a unmanned aerial vehicle is provided, which includes: a charging transmitting end and an unmanned aerial vehicle receiving end;
the charging transmitting terminal comprises:
the inversion module is connected with a power supply and used for converting direct current output by the power supply into alternating current;
the boost matching module comprises a first matching circuit, a boost transformer and a second matching circuit;
the input end of the first matching circuit is connected with the inversion module, the output end of the first matching circuit is connected with the input end of the step-up transformer, and the output end of the step-up transformer is connected with the input end of the second matching circuit; the first matching circuit and the second matching circuit are used for adjusting the impedance of the two ends of the step-up transformer so as to match the charging transmitting end and the unmanned aerial vehicle receiving end;
the capacitor module is connected with the output end of the second matching circuit and used for storing alternating current output by the second matching circuit;
the unmanned aerial vehicle receiving terminal includes:
and the rectification module is connected with the capacitor module, so that the alternating current output by the second matching circuit is converted into direct current, and the direct current is used for charging the unmanned aerial vehicle.
In one embodiment, the first matching circuit comprises a pi-type matching circuit;
the pi-type matching circuit comprises an inductor L4, a capacitor C4 and a capacitor C5, wherein the input end of the pi-type matching circuit comprises a first input end and a second input end, and the output end of the pi-type matching circuit comprises a first output end and a second output end;
the first end of the inductor L4 is used as a first input end of the pi-type matching circuit and connected with the inversion module, and the second end of the inductor L4 is used as a first output end of the pi-type matching circuit; the first end of the inductor L4 is also connected with the first end of the capacitor C4, and the second end of the capacitor C4 is used as the second input end of the pi-type matching circuit and is connected with the inversion module; the second end of the inductor L4 is also connected with the first end of the capacitor C5, and the second end of the capacitor C5 is used as the second output end of the pi-type matching circuit and is connected with the second end of the capacitor C4.
In one embodiment, the step-up transformer comprises a center-tapped step-up transformer;
the input end of the center tap step-up transformer comprises a first input end and a second input end, and the output end of the center tap step-up transformer comprises a first output end, a center output end and a second output end;
a first input end of the center tap step-up transformer is connected with a second end of the inductor L4, and a second input end of the center tap step-up transformer is connected with a second end of the capacitor C5; the first output end and the second output end of the center tap step-up transformer are connected to the second matching circuit, and the center output end of the center tap step-up transformer is grounded.
In one embodiment, the second matching circuit includes an inductance L5 and an inductance L6;
a first end of the inductor L5 is connected with a first output end of the center tap step-up transformer, and a second end of the inductor L5 is connected with the capacitor module; the first end of the inductor L6 is connected with the second output end of the center tap step-up transformer, and the second end of the inductor L6 is connected with the capacitor module.
In one embodiment, the capacitive module includes a capacitor C c1 And capacitor C c2 ；
The capacitor C c1 Is connected to the second end of the inductor L5, and the capacitor C c1 Is connected to the rectifying module; the capacitor C c2 Is connected to the second end of the inductor L6, the capacitor C c2 Is connected to the rectifying module.
In an embodiment, the charging transmitting end further includes a low-pass filter, and the low-pass filter is connected to the inversion module and is used for filtering high-frequency interference signals of the charging transmitting end.
In one embodiment, the charging transmitting terminal further includes a coupler, and the coupler is connected to the low-pass filter, and is configured to monitor noise of the charging transmitting terminal.
In one embodiment, the receiving end of the unmanned aerial vehicle further comprises a DC-DC voltage converter, and the DC-DC voltage converter is connected to the rectifying module and is used for reducing the direct current output by the rectifying module.
In one embodiment, the inverter module comprises a full bridge inverter circuit.
In one embodiment, the rectifying module includes a full bridge rectifying circuit.
According to the unmanned aerial vehicle wireless charging system of the embodiment, the unmanned aerial vehicle wireless charging system comprises a charging transmitting end and an unmanned aerial vehicle end, the charging transmitting end comprises an inversion module, a boosting matching module and a capacitor module, the inversion module inverts the current of a power supply end into alternating current from direct current, the boosting matching module boosts the alternating current and stores the boosted alternating current in the capacitor module, and the unmanned aerial vehicle receiving end converts the alternating current in the capacitor module into direct current again through a rectification module so as to complete charging of the unmanned aerial vehicle. The utility model adopts a capacitor wireless charging mode, namely, the capacitor module is used for storing the electric quantity, then the electric quantity is transmitted to the unmanned aerial vehicle through wireless transmission, and the unmanned aerial vehicle is charged in the mode, so that the problem of electromagnetic interference can be solved, the power loss caused by indoor complex environment can be reduced, and the charging speed can be improved.
Drawings
Fig. 1 is a schematic general structural diagram of a wireless charging system of an unmanned aerial vehicle according to an embodiment;
fig. 2 is a schematic diagram of each hardware structure of a wireless charging system of an unmanned aerial vehicle according to an embodiment;
fig. 3 is a diagram illustrating connection between hardware circuits of a wireless charging system of a drone according to an embodiment.
Detailed Description
The utility model will be described in further detail below with reference to the drawings by means of specific embodiments. Wherein like elements in different embodiments are numbered alike in association. In the following embodiments, numerous specific details are set forth in order to provide a better understanding of the present utility model. However, one skilled in the art will readily recognize that some of the features may be omitted, or replaced by other elements, materials, or methods in different situations. In some instances, related operations of the present utility model have not been shown or described in the specification in order to avoid obscuring the core portions of the present utility model, and may be unnecessary to persons skilled in the art from a detailed description of the related operations, which may be presented in the description and general knowledge of one skilled in the art.
Furthermore, the described features, operations, or characteristics of the description may be combined in any suitable manner in various embodiments. Also, various steps or acts in the method descriptions may be interchanged or modified in a manner apparent to those of ordinary skill in the art. Thus, the various orders in the description and drawings are for clarity of description of only certain embodiments, and are not meant to be required orders unless otherwise indicated.
The numbering of the components itself, e.g. "first", "second", etc., is used herein merely to distinguish between the described objects and does not have any sequential or technical meaning. The term "coupled" as used herein includes both direct and indirect coupling (coupling), unless otherwise indicated.
The existing unmanned aerial vehicle wireless charging system adopts an inductive coupling wireless charging mode, and the inductive coupling wireless charging mode is to convert electric energy in a charger into magnetic field energy and then transmit the magnetic field energy into the unmanned aerial vehicle. This approach requires a distance between the drone and the charger of between a few centimeters and a few tens of centimeters, thus resulting in a slower charging speed. The utility model provides a capacitor wireless charging mode, namely, energy is stored by a capacitor and then is transmitted into the unmanned aerial vehicle through wireless transmission, the distance between the unmanned aerial vehicle and a charger is required to be very close, and the charging speed is high, usually only a few millimeters. Meanwhile, the unmanned aerial vehicle charging system provided by the utility model can reduce the requirement on electromagnetic shielding devices and can reduce the production cost of the indoor miniature unmanned aerial vehicle. The utility model uses the electric field as a medium for electric energy transmission, does not need heavy and expensive magnetic materials, and effectively reduces the weight of the indoor miniature unmanned aerial vehicle body.
Referring to fig. 1, the present utility model provides a wireless charging system for an unmanned aerial vehicle, which includes a charging transmitting terminal 100 and an unmanned aerial vehicle receiving terminal 200. The charging transmitting terminal 100 includes a primary circuit 110 and a capacitor module 120, where the primary circuit 110 is connected to a power source, and is configured to obtain a current of the power source and process the current to store in the capacitor module 120. The unmanned aerial vehicle 200 includes a secondary circuit 210 and a charging load 220, where the secondary circuit 210 is connected to the capacitor module 120 and is used to obtain the electric quantity stored in the capacitor module 120, so as to charge the charging load 220.
Referring to fig. 2, the primary circuit 110 includes an inverter module 111, a low-pass filter 112, a coupler 113, and a boost matching module 114, which will be described in detail below.
In one embodiment, the inverter module 111 is connected to a power source for converting dc power output by the power source into ac power. In one embodiment, the inverter module 111 adopts a full-bridge inverter circuit, and the full-bridge inverter circuit is used to invert the direct current output by the power supply into alternating current, so that the inverter module is more reliable and has higher efficiency than other inverter circuits.
Referring to fig. 3, the full-bridge inverter circuit includes a transistor S1, a transistor S2, a transistor S3, and a transistor S4, wherein a first end of the transistor S1 is connected to an anode of a power supply, a second end of the transistor S1 is connected to a first end of the transistor S3, a second end of the transistor S3 is connected to a cathode of the power supply, a second end of the transistor S3 is further connected to a second end of the transistor S4, a first end of the transistor S4 is connected to a second end of the transistor S2, and a first end of the transistor S2 is connected to a first end of the transistor S1, and the dc is inverted into ac by controlling on-off states of the transistor S1, the transistor S2, the transistor S3, and the transistor S4. The output end of the full-bridge inverter circuit comprises a first output end and a second output end, the first output end of the full-bridge inverter circuit is connected with the second end of the transistor S1, and the second output end of the full-bridge inverter circuit is connected with the second end of the transistor S2.
In an embodiment, referring to fig. 2, the inverter module 111 is connected to the low-pass filter 112, and after the inverter module 111 converts the direct current into the alternating current, the low-pass filter 112 is used to filter out the high-frequency interference signal of the whole charging transmitting terminal. At the same time, the low-pass filter 112 can reduce the reflected power of the zero-voltage switch of the full-bridge inverter circuit, and at the same time, inhibit harmonic components. In some embodiments, the low pass filter 112 uses a T-butterworth filter with a circuit number of n=6 and an interruption frequency of 10MHz to reduce noise as much as possible.
Referring to fig. 3, the low-pass filter 112 is an L-C low-pass filter 112, which includes an inductor L1, an inductor L2, an inductor L3, a capacitor C1, a capacitor C2, and a capacitor C3. The first end of inductance L1 connects full bridge inverter's first output, inductance L1's second end connection electric capacity C1's first end, electric capacity C1's second end ground connection, inductance L2's second end connection electric capacity C2's first end still, electric capacity C2's second end ground connection, inductance L3's first end still is connected to inductance L2's second end, electric capacity C3's first end is connected to inductance L3's second end, electric capacity C3's second ground connection.
In one embodiment, referring to fig. 2, the low-pass filter 112 is further connected to the coupler 113, and the noise of the charging transmitting terminal is monitored by using the coupler 113 to obtain the best matching effect, that is, to achieve the minimum noise at the maximum power.
Referring to fig. 3, an input end of the coupler 113 is connected to a second end of the inductor L3, and an output end of the coupler 113 is connected to the boost matching module 114.
In an embodiment, referring to fig. 2, the coupler 113 is connected to the boost matching module 114, and the boost matching module 114 is configured to match the charging transmitting end 100 and the receiving end 200 of the unmanned aerial vehicle, and when the receiving end 200 of the unmanned aerial vehicle or the capacitor module 120 changes, the boost matching module 114 ensures that the resonant circuit works in a normal resonance range.
In one embodiment, referring to fig. 3, the boost matching module 114 includes a first matching circuit 114a, a boost transformer 114b, and a second matching circuit 114c.
In one embodiment, the first matching circuit 114a is a pi-type matching circuit, and is configured to match impedances of the charging transmitting end and the receiving end of the unmanned aerial vehicle, and specifically includes an inductor L4, a capacitor C4, and a capacitor C5, where a first end of the inductor L4 is connected to an output end of the coupler 113 as a first input end of the pi-type matching circuit, a second end of the inductor L4 is connected to a first end of the pi-type matching circuit, a first end of the inductor L4 is further connected to a first end of the capacitor C4, a second end of the capacitor C4 is connected to a second input end of the full-bridge inverter circuit, a second end of the inductor L4 is further connected to a first end of the capacitor C5, and a second end of the capacitor C5 is connected to a second end of the capacitor C4 as a second output end of the pi-type matching circuit. The first matching circuit 114a is a pi-type matching circuit, and the gain and frequency response of the circuit are controlled by the pi-type matching circuit.
In one embodiment, the step-up transformer 114b employs a center-tapped step-up transformer having an input comprising a first input and a second input, and an output comprising a first output, a center output, and a second output. The first input end of the center tap step-up transformer is connected with the second end of the inductance L4, the second input end of the center tap step-up transformer is connected with the second end of the capacitance C5, the first output end and the second output end of the center tap step-up transformer are connected with the second matching circuit 114C, and the center output end of the center tap step-up transformer is grounded.
In one embodiment, in a conventional capacitive wireless charging system, the two electrodes tend to have different signal levels, and this difference results in loud noise when the drone is charged, especially in a high frequency system. In this regard, the present utility model step-up transformer 114b solves this problem by using a center-tapped step-up transformer that is more stable than conventional transformers, and that can also boost the voltage, thus requiring less current to use the center-tapped step-up transformer while providing the same charge power.
In one embodiment, the second matching circuit 114c includes an inductor L5 and an inductor L6, where a first end of the inductor L5 is connected to a first output terminal of the center-tapped boost transformer, a second end of the inductor L5 is connected to the capacitor module 120, a first end of the inductor L6 is connected to a second output terminal of the center-tapped boost transformer, and a second end of the inductor L6 is also connected to the capacitor module 120. The second matching circuit 114c is used to compensate for capacitive coupling in the capacitive module 120 to achieve resonance.
In one embodiment, referring to fig. 3, the capacitor module 120 includes a capacitor C c1 And capacitor C c2 Capacitance C c1 A capacitor C connected to the second end of the inductor L5 c1 Is used for connecting the second end of the rectifying module and the capacitor C c2 A capacitor C connected to the second end of the inductor L6 c2 The second end of the first circuit is connected with the rectifying module.
In one embodiment, referring to fig. 2, the secondary circuit 210 includes a rectifying module 211 and a DC-DC voltage converter 212, as described in detail below.
In an embodiment, referring to fig. 3, the rectifying module 211 is a full-bridge rectifying circuit, the current output by the capacitor module 120 is an alternating current, and the alternating current output by the capacitor module 120 is rectified into a direct current by the full-bridge rectifying circuit.
The full-bridge rectification circuit comprises a diode D1, a diode D2, a diode D3, a diode D4 and a capacitor C6, wherein the input end of the diode D1 is connected with the capacitor C c1 The output end of the diode D1 is connected with the output end of the diode D2, and the input end of the diode D2 is connected with the capacitor C c2 The input end of the diode D2 is also connected with the output end of the diode D4, the input end of the diode D4 is connected with the input end of the diode D3, the output end of the diode D3 is connected with the input end of the diode D1, the first end of the capacitor C6 is connected with the output end of the diode D2, and the second end of the capacitor C6 is connected with the input end of the diode D4.
In an embodiment, referring to fig. 3, a first input end of the DC-DC voltage converter 212 is connected to a first end of the capacitor C6, a second input end of the DC-DC voltage converter 212 is connected to a second end of the capacitor C6, and the impedance of the receiving end 200 of the unmanned aerial vehicle is improved by using the DC-DC voltage converter 212, and the magnitude of the impedance directly affects the magnitude of the quality factor, so as to affect the stability of the charging system. Meanwhile, since the voltage rectified by the full-bridge rectifying circuit will rise greatly due to the step-up transformer, the voltage received by the receiving end 200 of the unmanned aerial vehicle is enabled to be within the allowable range by the DC-DC voltage converter 212, so as to reduce the thermal stress on the components of the receiving end 200 of the unmanned aerial vehicle.
In one embodiment, referring to fig. 3, a first output terminal of the DC-DC voltage converter 212 is connected to a first terminal of the charging load 220, and a second output terminal of the DC-DC voltage converter 212 is connected to a second terminal of the charging load 220.
After the connection relation of the wireless charging system of the whole unmanned aerial vehicle is determined, the calculation mode among the parameters of each hardware is also determined.
The transmission power of the capacitive module 120 can be determined first using the following equation:
P O ＝V I ×I transmitted ×cos(θ)
wherein P is 0 Representing the transmission power of the capacitive module 120, V I Represents the voltage output by the second matching circuit 114c, I transmitted Representing the transmission current of the capacitive module 120, cos (θ) represents the power factor.
The transmission current I of the capacitive module 120 is calculated using the following formula transmitted ：
I transmitted ＝2πf×C c ×V c
Wherein I is transmitted Representing the transmission current of the capacitance module 120, f represents the capacitance C c1 And capacitor C c2 Frequency of C c Representing capacitance C c1 And capacitor C c2 The value of the coupling, V C Representing capacitance C c1 And capacitor C c2 The voltage between the two terminals. According to the formula, under the limitation of the limited area and breakdown voltage of the insulator constructing the capacitance module 120, f and C can be appropriately increased c Values (typically in the range of hundreds of picofarads) or V C The value to increase the transmission current of the capacitive module 120. Compared with the wireless capacitor charging system in which the capacitor frequency is set to be the working frequency which is not equal to 100 kHz-1 MHz, the utility model sets the capacitor C c1 And capacitor C c2 Setting the operating frequency of (2) to 6.78MHz will result in a significant reduction in the required capacitive coupling area to reduce weight and electrode area requirements while also reducing frequency interference with other devices. Meanwhile, the capacitor C in the capacitor module 120 c1 And capacitor C c2 The thickness of the conductive adhesive used was 0.028 mm and the thickness of the polyester insulation layer was 0.042 mm, so that the capacitance C could be achieved c1 And capacitor C c2 Value of coupling C c Maximum.
Next, the inductive reactance of the inductances L5 and L6 are determined using the following formula:
wherein L is L5 Represents the inductive reactance of the inductance L5, LL6 represents the inductive reactance of the inductance L6,representing capacitance C c1 Is tolerant of->Representing capacitance C c2 ω represents angular frequency.
Finally, the parameters of the inductance L4, the capacitance C4 and the capacitance C5 in the pi-type matching circuit are determined by using the following formula:
wherein R is 1 Representing the equivalent resistance of the output end of the full-bridge rectifying circuit, V DC-DC Represents the voltage of the DC-DC voltage converter, eta represents the conversion efficiency of the DC-DC voltage converter, the value is more than 95 percent, and I load Representing the current of a DC-DC voltage converter, set to 1.2A, R load Representing the resistance of the charging load.
R t ＝N P /(N s1 +N s2 ) 2 ×R l
R V ＝(R t ×R S )/(R t +R S )
Wherein R is S Represents the power output resistance, R t Represents equivalent resistance, R v Represented as virtual resistance simplifying the first matching circuit and the second matching circuit, R 1 Representing the equivalent resistance of the output end of the full-bridge rectifying circuit, N S1 And N S2 Indicating the number of turns of the coil.
Q 1 ＝sqrt[(R S /R V )-1]
Q 2 ＝sqrt[(R t /R V )-1]
Wherein Q is 1 Representing the quality factor, Q, of the first matching circuit 2 Representing the quality factor of the second matching circuit, sqrt representing the square root calculation, R S Represents the power output resistance, R t Represents equivalent resistance, R v Represented as virtual resistances that simplify the first and second matching circuit settings.
X P1 ＝R S /Q 1
X S1 ＝Q 1 ×R V
X P2 ＝R t /Q 2
X S2 ＝Q 2 ×R V
Wherein X is p1 And X p2 Represents shunt reactance, X s1 And X s2 Represents series reactance, R t Represents equivalent resistance, R S Represents the power output resistance, Q 1 Representing the quality factor, Q, of the first matching circuit 2 Representing the quality factor of the second matching circuit, R v Represented as virtual resistances that simplify the first and second matching circuit settings.
C c4 ＝1/(2πf×X P1 )
C c5 ＝1/(2πf×X P2 )
L l4 ＝X S /(2πf)
Wherein C is C4 Representing capacitive reactance of capacitor C4, C C5 Representing capacitive reactance of capacitor C5, L L4 Inductance, X, representing inductance L4 p1 And X p2 Represents shunt reactance, f represents capacitance C c1 And capacitor C c2 Is a frequency of (a) is a frequency of (b).
The foregoing description of the utility model has been presented for purposes of illustration and description, and is not intended to be limiting. Several simple deductions, modifications or substitutions may also be made by a person skilled in the art to which the utility model pertains, based on the idea of the utility model.

Claims (10)

1. A wireless charging system for an unmanned aerial vehicle, comprising: a charging transmitting end and an unmanned aerial vehicle receiving end;
the charging transmitting terminal comprises:
the inversion module is connected with a power supply and used for converting direct current output by the power supply into alternating current;
the boost matching module comprises a first matching circuit, a boost transformer and a second matching circuit;
the input end of the first matching circuit is connected with the inversion module, the output end of the first matching circuit is connected with the input end of the step-up transformer, and the output end of the step-up transformer is connected with the input end of the second matching circuit; the first matching circuit and the second matching circuit are used for adjusting the impedance of the two ends of the step-up transformer so as to match the charging transmitting end and the unmanned aerial vehicle receiving end;
the capacitor module is connected with the output end of the second matching circuit and used for storing alternating current output by the second matching circuit;
the unmanned aerial vehicle receiving terminal includes:
and the rectification module is connected with the capacitor module, so that the alternating current output by the second matching circuit is converted into direct current, and the direct current is used for charging the unmanned aerial vehicle.
2. The unmanned aerial vehicle wireless charging system of claim 1, wherein the first matching circuit comprises a pi-type matching circuit;
the pi-type matching circuit comprises an inductor L4, a capacitor C4 and a capacitor C5, wherein the input end of the pi-type matching circuit comprises a first input end and a second input end, and the output end of the pi-type matching circuit comprises a first output end and a second output end;
the first end of the inductor L4 is used as a first input end of the pi-type matching circuit and connected with the inversion module, and the second end of the inductor L4 is used as a first output end of the pi-type matching circuit; the first end of the inductor L4 is also connected with the first end of the capacitor C4, and the second end of the capacitor C4 is used as the second input end of the pi-type matching circuit and is connected with the inversion module; the second end of the inductor L4 is also connected with the first end of the capacitor C5, and the second end of the capacitor C5 is used as the second output end of the pi-type matching circuit and is connected with the second end of the capacitor C4.
3. The unmanned aerial vehicle wireless charging system of claim 2, wherein the step-up transformer comprises a center-tapped step-up transformer;
the input end of the center tap step-up transformer comprises a first input end and a second input end, and the output end of the center tap step-up transformer comprises a first output end, a center output end and a second output end;
a first input end of the center tap step-up transformer is connected with a second end of the inductor L4, and a second input end of the center tap step-up transformer is connected with a second end of the capacitor C5; the first output end and the second output end of the center tap step-up transformer are connected to the second matching circuit, and the center output end of the center tap step-up transformer is grounded.
4. The unmanned aerial vehicle wireless charging system of claim 3, wherein the second matching circuit comprises an inductance L5 and an inductance L6;
a first end of the inductor L5 is connected with a first output end of the center tap step-up transformer, and a second end of the inductor L5 is connected with the capacitor module; the first end of the inductor L6 is connected with the second output end of the center tap step-up transformer, and the second end of the inductor L6 is connected with the capacitor module.
5. The unmanned aerial vehicle wireless charging system of claim 4, wherein the capacitive module comprises a capacitor C c1 And capacitor C c2 ；
The capacitor C c1 Is connected to the second end of the inductor L5, and the capacitor C c1 Is connected to the rectifying module; the capacitor C c2 Is connected to the second end of the inductor L6, the capacitor C c2 Is connected to the rectifying module.
6. The unmanned aerial vehicle wireless charging system of claim 1, wherein the charging transmitting terminal further comprises a low-pass filter, and the low-pass filter is connected to the inversion module and is used for filtering high-frequency interference signals of the charging transmitting terminal.
7. The unmanned aerial vehicle wireless charging system of claim 6, wherein the charging transmitting end further comprises a coupler connected to the low pass filter for monitoring noise of the charging transmitting end.
8. The unmanned aerial vehicle wireless charging system of claim 1, wherein the unmanned aerial vehicle receiving end further comprises a DC-DC voltage converter, the DC-DC voltage converter being connected to the rectifying module for reducing the direct current output by the rectifying module.
9. The unmanned aerial vehicle wireless charging system of claim 1, wherein the inverter module comprises a full-bridge inverter circuit.
10. The unmanned aerial vehicle wireless charging system of claim 1, wherein the rectification module comprises a full-bridge rectification circuit.
CN202321256177.9U 2023-05-23 2023-05-23 Unmanned aerial vehicle wireless charging system Active CN220010117U (en)

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