CN106965689B - Wireless power transmission system in dynamic operation of electric automobile - Google Patents
Wireless power transmission system in dynamic operation of electric automobile Download PDFInfo
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- CN106965689B CN106965689B CN201710164339.9A CN201710164339A CN106965689B CN 106965689 B CN106965689 B CN 106965689B CN 201710164339 A CN201710164339 A CN 201710164339A CN 106965689 B CN106965689 B CN 106965689B
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 56
- 238000004146 energy storage Methods 0.000 claims abstract description 41
- 239000003990 capacitor Substances 0.000 claims abstract description 36
- 238000000034 method Methods 0.000 claims abstract description 8
- 238000005070 sampling Methods 0.000 claims description 11
- 238000005516 engineering process Methods 0.000 description 8
- 238000010586 diagram Methods 0.000 description 6
- 230000008878 coupling Effects 0.000 description 3
- 238000010168 coupling process Methods 0.000 description 3
- 238000005859 coupling reaction Methods 0.000 description 3
- 230000010355 oscillation Effects 0.000 description 3
- 230000003068 static effect Effects 0.000 description 3
- 230000005693 optoelectronics Effects 0.000 description 2
- 230000010363 phase shift Effects 0.000 description 2
- 101100229939 Mus musculus Gpsm1 gene Proteins 0.000 description 1
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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
- B60L53/30—Constructional details of charging stations
- B60L53/32—Constructional details of charging stations by charging in short intervals along the itinerary, e.g. during short stops
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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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- H02J7/025—
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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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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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
- Y02T90/12—Electric charging stations
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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)
- Current-Collector Devices For Electrically Propelled Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
The invention discloses a wireless power transmission system in dynamic running of an electric automobile, and belongs to the technical field of charging devices. The wireless power transmission system for the dynamic operation of the electric automobile is divided into N sections of strokes, each section of stroke is composed of a group of single power supply combination systems, and comprises a high-frequency inverter main circuit and a control circuit which are multiplexed and output by adopting bridge arm combinations composed of 5 bridge arms, an electromagnetic resonance type wireless power transmitting resonant circuit which is composed of 10 transmitting coils and compensating capacitors and is laid under the road surface, a photoelectric switch combination for detecting the position of the electric automobile, and an electromagnetic resonance type wireless power receiving device which is composed of a vehicle-mounted receiving coil and a compensating capacitor, a rectifying circuit, a short-time energy storage device and a motor driving circuit. The invention adopts the dynamic combination of the inverter bridge composed of the switch tubes to alternately supply power to the plurality of transmitting coils, does not need a relay switch to switch the transmitting coils, has no limit on the service life of the switch, and has no safety problem caused by electric arcs existing in the switching-on and switching-off process of switch contacts.
Description
Technical Field
The invention relates to a wireless power transmission system in dynamic running of an electric automobile, and belongs to the technical field of charging devices.
Background
The wireless charging technology (also called contactless charging technology) of the electric automobile has no direct contact of a wire in the electric energy transmission process, has no potential safety hazard of electric power, and can well solve the problems of inconvenience and unsafety caused by the adoption of a plug-pull charging mode of a charging pile. The wireless charging technology has various charging modes, and a driver drives a vehicle to a specified charging area to automatically charge the vehicle, and the technology is called as an electric vehicle static wireless charging technology. The main problems of static wireless charging include frequent charging, short endurance, large capacity of energy storage equipment, heavy weight, high cost and the like, and the endurance of each charging is determined by the capacity of the energy storage equipment.
The dynamic wireless power transmission technology of the electric vehicle supplies energy to the running electric vehicle in a non-contact mode in real time. The electric automobile can carry on energy storage equipment capacity a small amount, and its continuation of the journey mileage obtains prolonging, and electric energy supply is safer, convenient simultaneously.
According to the average speed of the electric automobile of 100kM/h, the electric energy consumed by each 100kM is 12kWh, the running distance after each charging is 300kM, and the capacity required by the energy storage device is 36 kWh. The distance between the transmitting coils which are closely laid under the road surface is related to the capacity of the energy storage device, and the smaller the distance is, the smaller the capacity of the energy storage device is required. If the distance between the two transmitting coils is 10M, the capacity required by the energy storage device is 0.0012kWh, which is 30000 times less than the capacity required by static wireless charging. If the charging time of each charging coil is tc, the average charging power is Pc ═ W/tc ═ the power required by the single-group power supply. If the length of the transmission coil in the running direction is 1.2M, the average speed of the electric vehicle is 27.7M/s (100kM/h), the coupling time of the transmitting coil under the road surface and the vehicle-mounted receiving coil is 0.043 s, and the effective charging time is calculated according to 50%, the charging average power is Pc-200 kW, and the method belongs to quick charging.
The prior art reports a segmented guide rail modularized dynamic charging mode which adopts a parallel wireless power transmission technology, single inversion source power supply and multi-primary winding parallel work, a transmitting end adopts a parallel structure of one inversion source and a plurality of transmitting units, and each transmitting unit consists of a control unit, a transmitting coil, a compensating capacitor and a program control switch. The control unit obtains working voltage from the alternating current bus, the transmitting coil switched on by the program control switch works in series resonance, and larger output power is obtained by adopting full-bridge inversion. When the electric vehicle runs, the wirelessly transmitted energy is directly used for driving a direct current motor on the vehicle, and when the electric vehicle enters a stopping point, the wirelessly transmitted energy is used for charging the super capacitor or the battery pack. However, the method of switching the transmitting coil by using the programmable switch is limited in practical application, that is, if the electric vehicle is at a speed of 100kM per hour, the coupling time between the transmitting coil and the vehicle-mounted receiving coil is only 0.043 second, the programmable switch cannot meet the switching speed required for completing the coupling time, and the programmable switch is limited by the service life and safety of the programmable switch, so that the wide application of the programmable switch is affected.
Disclosure of Invention
In order to solve the defects in the prior art, the invention provides an electric energy transmission system capable of continuously supplying power wirelessly in the running process of an electric automobile, which comprises a transmitting system and a vehicle-mounted receiving system; the transmitting system comprises at least one group of single power supply combination systems; the single power supply combination system comprises a bridge arm combination multi-output inverter power supply, a transmitting side resonant circuit and a photoelectric switch combination; the vehicle-mounted receiving system comprises a receiving side resonant circuit and a rectifying and energy-storing driving circuit; the photoelectric switch combination is used for detecting the running position of the electric automobile; the bridge arm combination multi-path output inverter power supply generates electric energy, and the electric energy is transmitted to the receiving side resonant circuit from the transmitting side resonant circuit; the receiving side resonant circuit receives the electric energy wirelessly transmitted by the single power supply combination system from the transmitting system, and the electric energy is supplied by the rectifying and energy storage driving circuit.
In one embodiment of the present invention, the transmission-side resonant tank is 10 circuits composed of a transmission coil and a compensation capacitor.
In one embodiment of the present invention, the optoelectronic switch assembly is composed of 10 optoelectronic switches.
In one embodiment of the present invention, the receiving-side resonance circuit is composed of an on-vehicle receiving coil and a compensation capacitor; the rectifying and energy-storing driving circuit comprises a charging circuit and a driving circuit; the charging circuit comprises a vehicle-mounted high-frequency transformer, a high-frequency rectifier bridge, a super capacitor and other rapid charging energy storage devices; the high-frequency transformer transforms the voltage to meet the voltage requirements of the energy storage device and the motor drive, the high-frequency rectifier bridge transforms the high-frequency voltage to direct-current voltage, and the vehicle-mounted motor is powered through the driving circuit.
In one embodiment of the present invention, the bridge arm combination multi-output inverter power supply includes a control circuit portion and a main circuit portion; the control circuit part consists of an inversion sampling circuit, a frequency tracking circuit, an inversion control circuit, a drive circuit, a transmission power control circuit, a wireless data receiving circuit and an inversion control 10-to-1 logic circuit, and the main circuit part consists of a rectifier bridge and a high-frequency inversion main circuit with multi-path output combined by bridge arms.
In one embodiment of the invention, the high-frequency inverter main circuit with the multi-path output of the bridge arm combination comprises a first bridge arm, a second bridge arm, a third bridge arm, a fourth bridge arm and a fifth bridge arm which are composed of switching tubes, a three-phase bridge type uncontrolled rectifying circuit which is composed of six diodes, a voltage sensor, a current sensor and four high-frequency alternating current transformers.
In one embodiment of the invention, the closing of the first photoelectric switch corresponds to the operation of a first group of inversion control logic circuits consisting of a first bridge arm and a second bridge arm; the second photoelectric switch is closed and corresponds to a second group of inversion control logic circuits consisting of the first bridge arm and the third bridge arm to work; the third photoelectric switch is closed and corresponds to a third group of inversion control logic circuits consisting of the first bridge arm and the fourth bridge arm to work; the fourth photoelectric switch is used for closing a fourth group of inversion control logic circuits which are correspondingly composed of the first bridge arm and the fifth bridge arm to work; the fifth photoelectric switch is closed and corresponds to a fifth group of inversion control logic circuits consisting of a second bridge arm and a third bridge arm to work; the sixth photoelectric switch is closed and corresponds to a sixth group of inversion control logic circuits consisting of a second bridge arm and a fourth bridge arm to work; the seventh photoelectric switch is closed and corresponds to a seventh group of inversion control logic circuits consisting of a second bridge arm and a fifth bridge arm to work; the eighth photoelectric switch is closed and corresponds to an eighth group of inversion control logic circuits consisting of a third bridge arm and a fourth bridge arm to work; the ninth photoelectric switch is closed and corresponds to a ninth group of inversion control logic circuits consisting of a third bridge arm and a fifth bridge arm to work; and the tenth photoelectric switch is closed and corresponds to a tenth group of inversion control logic circuits consisting of a fourth bridge arm and a fifth bridge arm to work.
In one embodiment of the present invention, the high-frequency inverter control circuit of the bridge arm combination multi-path output converts the sampling current of the high-frequency current transformer into high-frequency voltage through the inverter sampling circuit, and then converts the high-frequency voltage into pulse frequency signals through the frequency tracking circuit; and the pulse frequency signal output by the frequency tracking circuit is simultaneously sent to the inversion control circuit, so that the frequency tracking control is realized.
In one embodiment of the invention, the high-frequency inverter control circuit with the multiple outputs of the bridge arm combination comprises ten sets of inverter control circuits and five sets of driving circuits, wherein the first inverter control circuit outputs to the first driving circuit and the second driving circuit to control the first set of high-frequency inverter control circuit to work, the second inverter control circuit outputs to the first driving circuit and the third driving circuit to control the second set of inverter circuit to work, the third inverter control circuit outputs to the first driving circuit and the fourth driving circuit to control the third set of high-frequency inverter control circuit to work, the fourth inverter control circuit outputs to the first driving circuit and the fifth driving circuit to control the fourth set of high-frequency inverter control circuit to work, and the fifth inverter control circuit outputs to the second driving circuit and the third driving circuit to control the fifth set of high-frequency inverter control circuit to work, the sixth inversion control circuit outputs to the second drive circuit and the fourth drive circuit to control the operation of the sixth group of high-frequency inversion control circuits, the seventh inversion control circuit outputs to the second drive circuit and the fifth drive circuit to control the operation of the seventh group of high-frequency inversion control circuits, the eighth inversion control circuit outputs to the third drive circuit and the fourth drive circuit to control the operation of the eighth group of high-frequency inversion control circuits, the ninth inversion control circuit outputs to the third drive circuit and the fifth drive circuit to control the operation of the ninth group of high-frequency inversion control circuits, and the tenth inversion control circuit outputs to the fourth drive circuit and the fifth drive circuit to control the operation of the tenth group of high-frequency inversion control circuits.
In an embodiment of the present invention, the transmission power control circuit compares the current and the voltage signals with a preset power transmission curve according to the voltage and the current signals at the receiving side received by the wireless data receiving circuit, and outputs a control signal to the inverter control circuit for controlling the wireless power transmission power.
In an embodiment of the present invention, the inversion control 10-to-1 logic circuit selects the inversion control circuit corresponding to the closed photoelectric switch to operate according to the closed state of the photoelectric switch, so as to control the corresponding inversion bridge and the corresponding transmission coil to operate. In one embodiment of the invention, the single power supply combination system is laid under a road surface, and the vehicle-mounted receiving system is mounted on an electric vehicle.
The second purpose of the invention is to provide a method for dynamically charging an electric automobile by using the wireless power transmission system, wherein the single power supply combination system is laid below a road surface, the vehicle-mounted receiving system is mounted on the electric automobile, and the electric automobile runs on the road surface mounted with the single power supply combination system to transmit dynamic power.
The invention also provides application of the wireless power transmission system in the field of electric automobiles.
Has the advantages that: the invention has the advantages that the dynamic wireless power transmission technology of the electric vehicle is adopted to provide energy supply for the running electric vehicle in a non-contact mode, the inverter bridge formed by the switch tubes is dynamically combined to alternately supply power to the plurality of transmitting coils, the transmitting coils are not required to be switched by a relay switch, the service life of the switch is not limited, and the safety problem caused by electric arcs existing in the switching-on and switching-off process of switch contacts is avoided.
Drawings
FIG. 1 is a schematic diagram of a wireless power transmission system for dynamic operation of an electric vehicle; 1, a single power supply combination system; 2, a vehicle-mounted receiving system; 11, combining bridge arms to output a high-frequency inverter power supply in multiple paths; 21, a reception side resonance circuit; 22, a rectifying and energy storage driving circuit; 121-130, an oscillation circuit; 131 to 140, a photoelectric switch; br 1-5, a first bridge arm to a fifth bridge arm;
FIG. 2 is a schematic diagram of a single power supply combination system of a dynamically operating wireless power transfer system for an electric vehicle; 11, combining bridge arms to output a high-frequency inverter power supply in multiple paths; 121-130, an oscillation circuit; 131 to 140, a photoelectric switch; br 1-5, a first bridge arm to a fifth bridge arm;
FIG. 3 is a schematic diagram of an onboard receiving system of a dynamically operating wireless power transmission system of an electric vehicle; 21, a reception side resonance circuit; 22, a rectifying and energy storage driving circuit;
FIG. 4 is a structural diagram of a wireless power transmission and transmission system for dynamic operation of an electric vehicle; 11, combining bridge arms to output a high-frequency inverter power supply in multiple paths; 12, a transmitting side resonant circuit, 13, and a photoelectric switch combination; 114, a transmission power control circuit; 115, a wireless data receiving circuit; 116, inverting control 10-to-1 logic circuit; 117, a high-frequency inverter main circuit with multi-path output combined by bridge arms; 121-130, an oscillation circuit; 1101-1104, inverting the sampling circuit; 1111-; 1121, 1130, an inverter control circuit; 1131-1135, a driving circuit;
FIG. 5 is a structural diagram of a wireless power transmission vehicle-mounted receiving system for dynamic operation of an electric vehicle; 21, a reception side resonance circuit; 22, a rectifying and energy storage driving circuit;
fig. 6 is a schematic diagram of the combination process of the inversion main circuit of the wireless power transmission system for dynamic operation of the electric vehicle.
Detailed Description
The invention is further illustrated by the following figures and examples.
Referring to fig. 1 to 3, a wireless power transmission system for dynamic operation of an electric vehicle includes a transmitting system and a vehicle-mounted receiving system; the transmitting system comprises N groups (N is more than or equal to 1) of single power supply combination systems 1, wherein each single power supply combination system 1 comprises a bridge arm combination multi-output inverter power supply 11, a transmitting side resonant circuit 12 and a photoelectric switch combination 13; the bridge arm combination multi-output inverter power supply 11 comprises a bridge arm combination multi-output high-frequency inverter main circuit 117, inverter sampling circuits 1101-1104, frequency tracking circuits 1111-1114, inverter control circuits 1121-1130, driving circuits 1131-1135, a transmission power control circuit 114, a wireless data receiving circuit 115 and an inverter control 10-to-1 logic circuit 116; the vehicle-mounted receiving system comprises a receiving side resonance circuit 21 consisting of a vehicle-mounted receiving coil and a compensation capacitor, and a rectifying and energy-storing driving circuit 22 consisting of a rectifying circuit, a short-time energy storage device and a motor drive; the transmitting coil is laid under the road surface and forms an electromagnetic resonance type wireless electric energy transmitting side resonant circuit 12 with the compensation capacitor; the photoelectric switch assembly 13 is used for detecting the position of the electric automobile.
The bridge arm combination multi-output inverter power supply 11 comprises a control circuit part and a main circuit part; the control circuit part consists of inversion sampling circuits 1101-1104, frequency tracking circuits 1111-1114, inversion control circuits 1121-1130, driving circuits 1131-1135, a transmission power control circuit 114, a wireless data receiving circuit 115 and an inversion control 10-to-1 logic circuit 116, and the main circuit part consists of a high-frequency inversion main circuit 117 which combines a rectifier bridge and a bridge arm and outputs in a multi-path mode. The inverting sampling circuit 1101-1104 and the frequency tracking circuit 1111-1114 can be realized by a digital pulse fixed time advanced phase shift circuit with the patent number ZL200710190512.9 and an electromagnetic resonance type wireless power transmission phase-locked frequency tracking circuit with the patent number ZL 201310504018.0; the inversion control circuit 1121 and 1130 can be realized by a phase shift control circuit UC2875 or a digital signal processor DSP; the driving circuits 1131-1135 can be implemented by using IGBT driving circuits such as 2SD 315.
Further, as shown in fig. 1-3, the working principle of the wireless power transmission system for dynamically operating the electric vehicle of the present invention is that each group of the single power combination system 1 corresponds to a section of travel of the electric vehicle, the 1 st travel, the electric vehicle head travels to the position of the photoelectric switch 131, the photoelectric switch 131 installed on the roadside is blocked, the contact of the photoelectric switch 131 is closed, the first group of inverter circuit combination composed of Br1 and Br2 is controlled to be started, the resonant circuit 121 composed of the transmitting coil L1 and the compensation capacitor works, wireless electric energy transmission is carried out on a receiving side resonant circuit 21 consisting of a vehicle-mounted receiving coil and a compensation capacitor, a charging circuit and a driving circuit which are composed of a vehicle-mounted high-frequency transformer, a high-frequency rectifier bridge, a super capacitor energy storage device and the like in the rectifying and energy storage driving circuit 22 are used for supplying power to a vehicle-mounted motor and charging a vehicle-mounted super capacitor; when the electric automobile runs to the position of the power-off switch 132, a second group of inverter circuit combination consisting of Br1 and Br3 is started, the resonant circuit 122 works, wireless transmission of electric energy is carried out on the resonant circuit 21 at the receiving side, electric energy is provided through the rectification and energy storage driving circuit 22, and meanwhile, the super capacitor of the vehicle-mounted standby energy storage equipment is charged; when the electric automobile runs to the position of the photoelectric switch 133, a third group of inverter circuit combination consisting of Br1 and Br4 is started, the resonant circuit 123 works, wireless electric energy transmission is carried out on the resonant circuit at the receiving side, electric energy is provided through the rectification and energy storage driving circuit 22, and meanwhile, the super capacitor of the vehicle-mounted standby energy storage device is charged; when the electric automobile runs to the position of the photoelectric switch 134, a fourth group of inverter circuit combination consisting of Br1 and Br5 is started, the resonant circuit 124 works, wireless power transmission is carried out on the resonant circuit 21 at the receiving side, power is provided through the rectification and energy storage driving circuit 22, and meanwhile, the super capacitor of the vehicle-mounted standby energy storage device is charged; when the electric automobile runs to the position of the photoelectric switch 135, a fifth group of inverter circuit combination consisting of Br2 and Br3 is started, the resonant circuit 125 works, wireless transmission of electric energy is carried out on the resonant circuit 21 at the receiving side, electric energy is provided through the rectification and energy storage driving circuit 22, and meanwhile, a super capacitor of the vehicle-mounted standby energy storage device is charged; when the electric automobile runs to the position of the photoelectric switch 136, a sixth group of inverter circuit combination consisting of Br2 and Br4 is started, the resonant circuit 126 works, wireless power transmission is carried out on the receiving side resonant circuit 21, power is provided through the rectification and energy storage driving circuit 22, and meanwhile, the super capacitor of the vehicle-mounted standby energy storage device is charged; when the electric automobile runs to the position of the photoelectric switch 137, a seventh inverter circuit combination consisting of Br2 and Br5 is started, the resonant circuit 127 works, wireless power transmission is carried out on the receiving side resonant circuit 21, power is provided through the rectification and energy storage driving circuit 22, and meanwhile, the super capacitor of the vehicle-mounted standby energy storage device is charged; when the electric automobile runs to the position of the photoelectric switch 138, the 8 th group of inverter circuit combination consisting of Br3 and Br4 is started, the resonant circuit 128 works, the wireless transmission of electric energy is carried out on the receiving side resonant circuit 21, the electric energy is provided through the rectification and energy storage driving circuit 22, and meanwhile, the super capacitor of the vehicle-mounted standby energy storage equipment is charged; when the electric automobile runs to the position of the photoelectric switch 139, a 9 th group of inverter circuit combination consisting of Br3 and Br5 is started, the resonant circuit 129 works, wireless transmission of electric energy is carried out on the receiving side resonant circuit 21, electric energy is provided through the rectification and energy storage driving circuit 22, and meanwhile, a super capacitor of the vehicle-mounted standby energy storage device is charged; when the electric automobile runs to the position of the photoelectric switch 140, the 10 th group of inverter circuit combination consisting of Br4 and Br5 is started, the resonant circuit 130 works, wireless electric energy transmission is carried out on the receiving side resonant circuit 21, electric energy is provided through the rectification and energy storage driving circuit 22, and meanwhile, the super capacitor of the vehicle-mounted standby energy storage device is charged.
And then the electric automobile sequentially runs to the 2 nd journey, the 3 rd journey, … … and the nth journey to complete the journey from the starting point to the terminal point.
As further shown in fig. 4, each section of the transmitting system transmits electric energy wirelessly by a group of single power supply combination systems 1; the single power supply combination system 1 comprises a bridge arm combination multi-output inverter power supply 11, a transmitting side resonant circuit 121 and 130 consisting of 10 transmitting coils and compensation capacitors, and a photoelectric switch combination 13 consisting of 10 photoelectric switches 131-140. The bridge arm combination multi-output inverter power supply 11 comprises a control circuit part and a main circuit part; the control circuit part comprises an inversion sampling circuit 1101-.
The high-frequency inverter main circuit 117 with the bridge arm combination and the multi-path output comprises a first bridge arm Br1 consisting of switching tubes VT11 and VT12, a second bridge arm Br2 consisting of switching tubes VT21 and VT22, a third bridge arm Br3 consisting of switching tubes VT31 and VT32, a fourth bridge arm Br4 consisting of switching tubes VT41 and VT42, a fifth bridge arm Br5 consisting of switching tubes VT51 and VT52, a three-phase bridge type uncontrolled rectifying circuit consisting of six diodes D1-6, a voltage sensor LVi, a current sensor LAi and 4 high-frequency alternating-current transformers LA 1-4; the voltage sensor LVi samples the inverter bridge input dc voltage; the current sensor LAi samples the direct current input by the inverter bridge; the high-frequency alternating current transformers LA 1-4 respectively sample inverter currents of 10 bridge arm combinations; the switch tube can be selected from IGBT or MOSFET.
Sampling currents of high-frequency current transformers LA1, LA2, LA3 and LA4 are converted into high-frequency voltages through inverter sampling circuits 1101, 1102, 1103 and 1104, and are converted into pulse frequency signals through frequency tracking circuits 1111, 1112, 1113 and 1114, and the pulse frequency signals output by the frequency tracking circuit 1111 are simultaneously sent to inverter control circuits 1121, 1122, 1123 and 1124; the pulse frequency signals output by the frequency tracking circuit 1112 are simultaneously sent to the inverter control circuits 1125, 1126 and 1127, the pulse frequency signals output by the frequency tracking circuit 1113 are simultaneously sent to the inverter control circuits 1128 and 1129, and the pulse frequency signals output by the frequency tracking circuit 1114 are sent to the inverter control circuit 1130 to realize frequency tracking control; the inverter control circuit 1121 outputs to the drive circuits 1131 and 1132, controls the first group of inverter circuits, the inverter control circuit 1122 outputs to the drive circuit 1131 and the drive circuit 1133, controls the second group of inverter circuits, the inverter control circuit 1123 outputs to the drive circuit 1131 and the drive circuit 1134, controls the third group of inverter circuits, the inverter control circuit 1124 outputs to the drive circuit 1131 and the drive circuit 1135, controls the fourth group of inverter circuits, the inverter control circuit 1125 outputs to the drive circuit 1132 and the drive circuit 1133, controls the fifth group of inverter circuits, the inverter control circuit 1126 outputs to the drive circuit 1132 and the drive circuit 1134, controls the sixth group of inverter circuits, the inverter control circuit 1127 outputs to the drive circuit 1132 and the drive circuit 1135, controls the seventh group of inverter circuits, the inverter control circuit 8 outputs to the drive circuit 1133 and the drive circuit 1134, controls the eighth group of inverter circuits, the inverter control circuit 1129 outputs to the drive circuit 1133 and the drive circuit 1135, and the ninth inverter circuit is controlled, and the inverter control circuit 1130 outputs the control signals to the drive circuit 1134 and the drive circuit 1135 to control the tenth inverter circuit.
The transmission power control circuit 114 compares the receiving side voltage and current signals received by the wireless data receiving circuit 115 with a preset power transmission curve, and outputs control signals to the inverter control circuits 1121-1130 at the same time for controlling the wireless power transmission power.
The 1-out-of-inversion control 10 logic circuit 116 is used for selecting one of the corresponding photoelectric switches 131 and 140 to be closed according to the driving position of the electric automobile, selecting the inversion control circuit corresponding to the closed photoelectric switch to work, the corresponding inversion bridge to work, the corresponding transmission coil to work, and sequentially controlling the 10 combined inversion circuits according to the sequence of the photoelectric switches.
As further shown in fig. 5, the real-dynamic operation wireless power transmission vehicle-mounted receiving system 2 of the electric vehicle comprises a receiving-side resonant circuit 21 and a rectifying and energy-storing driving circuit 22; the receiving side resonance circuit consists of a vehicle-mounted receiving coil and a compensation capacitor; the receiving side resonance circuit 21 receives the electric energy wirelessly transmitted by the single power supply combination system 1 from the transmitting system, and supplies power to the vehicle-mounted motor through a charging circuit and a rectifying and energy-storing driving circuit 22 which are composed of energy storage devices such as a vehicle-mounted high-frequency transformer, a high-frequency rectifying bridge and a super capacitor, the high-frequency transformer transforms the voltage to meet the voltage requirements of the energy storage devices and the motor driving, and the high-frequency rectifying bridge transforms the high-frequency voltage into direct-current voltage.
As further shown in fig. 6, the high-frequency inverter main circuit 117 with the bridge arm combining multiple outputs is characterized in that: the switching tubes VT11, VT12, VT21 and VT22 form a first group of inverter circuits, the coil L1 and the capacitors C1a and C1b form a first group of resonant circuits, the high-frequency current transformer LA1 samples inverter current, and sends electric energy to the vehicle-mounted receiving coil Lo through the coil L1, as shown in fig. 6 a; the switching tubes VT11, VT12, VT31 and VT32 form a second group of inverter circuits, the coil L2 and the capacitors C2a and C2b form a second group of resonant circuits, the high-frequency current transformer LA1 samples inverter current, and sends electric energy to the vehicle-mounted receiving coil Lo through the coil L2, as shown in fig. 6 b; a third group of inverter circuits is formed by switching tubes VT11, VT12, VT41 and VT42, a third group of resonant circuit is formed by a coil L3, capacitors C3a and C3b, a high-frequency current transformer LA1 samples inverter current, and electric energy is transmitted to a vehicle-mounted receiving coil Lo through the coil L3, as shown in FIG. 6C; a fourth group of inverter circuits are formed by switching tubes VT11, VT12, VT51 and VT52, a fourth group of resonant circuit is formed by a coil L4, capacitors C4a and C4b, a high-frequency current transformer LA1 samples inverter current and sends electric energy to a vehicle-mounted receiving coil Lo through the coil L4, and the fourth group of inverter circuits is shown in FIG. 6 d; a fifth group of inverter circuits are formed by switching tubes VT21, VT22, VT31 and VT32, a fifth group of resonant circuits are formed by a coil L5, a coil C5a and a coil C5b, a high-frequency current transformer LA2 samples inverter current, and electric energy is transmitted to a vehicle-mounted receiving coil Lo through the coil L5, as shown in fig. 6 e; a sixth group of inverter circuits are formed by switching tubes VT21, VT22, VT41 and VT42, a sixth group of resonant circuit is formed by a coil L6, capacitors C6a and C6b, a high-frequency current transformer LA2 samples inverter current, and electric energy is transmitted to a vehicle-mounted receiving coil Lo through the coil L6, as shown in FIG. 6 f; a seventh group of inverter circuits are formed by the switching tubes VT21, VT22, VT51 and VT52, a fifth group of resonant circuits are formed by the coil L7, the capacitors C7a and C7b, the inverter current is sampled by the high-frequency current transformer LA2, and electric energy is transmitted to the vehicle-mounted receiving coil Lo through the coil L7, as shown in fig. 6 g; the switching tubes VT31, VT32, VT41 and VT42 form an eighth group of inverter circuits, the coil L8, the capacitors C8a and C8b form an eighth group of resonant circuits, the high-frequency current transformer LA3 samples inverter current, and electric energy is transmitted to the vehicle-mounted receiving coil Lo through the coil L8, as shown in fig. 6 h; a ninth group of inverter circuits are formed by switching tubes VT31, VT32, VT51 and VT52, a ninth group of resonant circuits are formed by a coil L9, capacitors C9a and C9b, a high-frequency current transformer LA3 samples inverter current, and electric energy is transmitted to a vehicle-mounted receiving coil Lo through the coil L9, as shown in fig. 6 i; the switching tubes VT41, VT42, VT51 and VT52 form a tenth group of inverter circuits, the coil L10, the capacitors C10a and C10b form a tenth group of resonant circuits, the high-frequency current transformer LA4 samples inverter current, and electric energy is transmitted to the vehicle-mounted receiving coil Lo through the coil L10, as shown in fig. 6 j.
Although the present invention has been described with reference to the preferred embodiments, it should be understood that various changes and modifications can be made therein by those skilled in the art without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (7)
1. A wireless power transmission system in dynamic running of an electric automobile is characterized by comprising a transmitting system and a vehicle-mounted receiving system; the transmitting system comprises at least one group of single power supply combination systems; the single power supply combination system comprises a bridge arm combination multi-output inverter power supply, a transmitting side resonant circuit and a photoelectric switch combination; the vehicle-mounted receiving system comprises a receiving side resonant circuit and a rectifying, energy-storing and motor driving circuit; the photoelectric switch combination is used for detecting the running position of the electric automobile; the bridge arm combination multi-path output inverter power supply generates electric energy, and the electric energy is transmitted to the receiving side resonant circuit from the transmitting side resonant circuit; the receiving side resonance circuit receives electric energy wirelessly transmitted by a single power supply combination system from a transmitting system, and the electric automobile is powered through the rectification, energy storage and motor driving circuit;
the transmitting side resonance circuit comprises 10 circuits consisting of a transmitting coil and a compensation capacitor; the photoelectric switch combination consists of 10 photoelectric switches;
the receiving side resonance circuit consists of a vehicle-mounted receiving coil and a compensation capacitor; the rectification, energy storage and motor driving circuit comprises a charging circuit and a driving circuit; the charging circuit consists of a vehicle-mounted high-frequency transformer, a high-frequency rectifier bridge and an energy storage device; the high-frequency transformer transforms the voltage to meet the voltage requirements of the energy storage device and the motor drive, the high-frequency rectifier bridge transforms the high-frequency voltage to direct-current voltage, and the vehicle-mounted motor is powered through the driving circuit;
the bridge arm combined multi-output inverter power supply comprises a control circuit part and a main circuit part; the control circuit part consists of an inversion sampling circuit, a frequency tracking circuit, an inversion control circuit, a drive circuit, a transmission power control circuit, a wireless data receiving circuit and an inversion control 10-to-1 logic circuit, and the main circuit part consists of a rectifier bridge and a high-frequency inversion main circuit with multi-path output combined by bridge arms.
2. The wireless power transmission system according to claim 1, wherein the high-frequency inverter main circuit with the multi-path output of the bridge arm combination comprises a first bridge arm, a second bridge arm, a third bridge arm, a fourth bridge arm and a fifth bridge arm which are composed of switching tubes, a three-phase bridge type uncontrolled rectifying circuit composed of six diodes, a voltage sensor, a current sensor and four high-frequency alternating current transformers.
3. The wireless power transmission system according to claim 1, wherein the control circuit portion comprises ten sets of inverter control circuits and five sets of driving circuits, the first inverter control circuit outputs to the first driving circuit and the second driving circuit to control the operation of the first set of high frequency inverter control circuits, the second inverter control circuit outputs to the first driving circuit and the third driving circuit to control the operation of the second set of inverter circuit high frequency inverter control circuits, the third inverter control circuit outputs to the first driving circuit and the fourth driving circuit to control the operation of the third set of high frequency inverter control circuits, the fourth inverter control circuit outputs to the first driving circuit and the fifth driving circuit to control the operation of the fourth set of high frequency inverter control circuits, the fifth inverter control circuit outputs to the second driving circuit and the third driving circuit to control the operation of the fifth set of high frequency inverter control circuits, the sixth inversion control circuit outputs to the second drive circuit and the fourth drive circuit to control the operation of the sixth group of high-frequency inversion control circuits, the seventh inversion control circuit outputs to the second drive circuit and the fifth drive circuit to control the operation of the seventh group of high-frequency inversion control circuits, the eighth inversion control circuit outputs to the third drive circuit and the fourth drive circuit to control the operation of the eighth group of high-frequency inversion control circuits, the ninth inversion control circuit outputs to the third drive circuit and the fifth drive circuit to control the operation of the ninth group of high-frequency inversion control circuits, and the tenth inversion control circuit outputs to the fourth drive circuit and the fifth drive circuit to control the operation of the tenth group of high-frequency inversion control circuits.
4. The wireless power transmission system according to claim 1, wherein the transmission power control circuit compares the current and voltage signals with a preset power transmission curve according to the voltage and current signals at the receiving side received by the wireless data receiving circuit, and outputs a control signal to the inverter control circuit for controlling the wireless power transmission power.
5. The wireless power transmission system according to claim 1, wherein the inversion control 10-to-1 logic circuit selects the inversion control circuit corresponding to the closed photoelectric switch to operate according to the closed state of the photoelectric switch, so as to control the corresponding inversion bridge and the corresponding transmission coil to operate.
6. A method for dynamically charging an electric vehicle, wherein the single power source combination system according to claim 1 is laid under a road surface, the vehicle-mounted receiving system is mounted on the electric vehicle, and the electric vehicle is driven on the road surface on which the single power source combination system is mounted to transmit dynamic electric energy.
7. Use of a wireless power transfer system according to any of claims 1-5 in the field of electric vehicles.
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| CN107379990B (en) * | 2017-07-24 | 2019-11-05 | 万帮充电设备有限公司 | The method for limiting and device of charging pile power |
| CN107872081B (en) * | 2017-09-27 | 2021-04-13 | 浙江大学宁波理工学院 | Dynamic wireless charging method for robot |
| CN107785973A (en) * | 2017-11-16 | 2018-03-09 | 广州大学 | A kind of wireless charging moving guide rail device and its control method |
| CN108407664A (en) * | 2018-05-14 | 2018-08-17 | 中国电力科学研究院有限公司 | A kind of electric vehicle dynamic radio charging system and charging method |
| CN108767956B (en) * | 2018-07-03 | 2020-05-29 | 浙江中创天成科技有限公司 | Dynamic wireless power transmission system and passive control method thereof |
| CN109450107A (en) * | 2018-12-14 | 2019-03-08 | 引先自动化科技（苏州）有限公司 | A kind of non-contact electric power Transmission system |
| CN109756008B (en) * | 2019-01-16 | 2020-02-21 | 哈尔滨工业大学 | Connection topology of power supply and transmitting array coil based on switch network |
| WO2022052559A1 (en) * | 2020-09-11 | 2022-03-17 | 浙江大学 | Control system for wireless power transfer system |
| CN112092652A (en) * | 2020-09-11 | 2020-12-18 | 浙江大学 | Sectional type dynamic wireless charging magnetic coupling system of electric automobile |
| CN112721681B (en) * | 2020-12-30 | 2022-07-22 | 中国科学院长春光学精密机械与物理研究所 | Quick charging system |
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| CN103872794B (en) * | 2014-03-13 | 2017-01-04 | 江苏雅迪科技发展有限公司 | Electric sightseeing vehicle electromagentic resonance formula radio energy transmission system |
| CN104682580B (en) * | 2015-03-24 | 2016-11-02 | 哈尔滨工业大学 | The electric automobile dynamic radio electric power system in parallel based on multistage composite resonance structure and use the method for supplying power to that this system realizes |
| CN105406563B (en) * | 2015-11-24 | 2018-04-24 | 东南大学 | A kind of electric automobile dynamic radio electric power system is segmented transmitting coil switching method |
| CN105356562B (en) * | 2015-11-24 | 2017-09-15 | 东南大学 | One kind segmentation online dynamic radio electric power system of emission-type electric automobile |
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