CN116865459A - Wireless charging system of electric automobile and control method - Google Patents
Wireless charging system of electric automobile and control method Download PDFInfo
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- CN116865459A CN116865459A CN202310577404.6A CN202310577404A CN116865459A CN 116865459 A CN116865459 A CN 116865459A CN 202310577404 A CN202310577404 A CN 202310577404A CN 116865459 A CN116865459 A CN 116865459A
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- 238000010168 coupling process Methods 0.000 description 20
- 238000005859 coupling reaction Methods 0.000 description 20
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- 230000004907 flux Effects 0.000 description 14
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Classifications
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
- H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
- H02J50/12—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling of the resonant type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/12—Inductive energy transfer
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- 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
- B60L53/126—Methods for pairing a vehicle and a charging station, e.g. establishing a one-to-one relation between a wireless power transmitter and a wireless power receiver
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
- H02J50/005—Mechanical details of housing or structure aiming to accommodate the power transfer means, e.g. mechanical integration of coils, antennas or transducers into emitting or receiving devices
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/00032—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries characterised by data exchange
- H02J7/00045—Authentication, i.e. circuits for checking compatibility between one component, e.g. a battery or a battery charger, and another component, e.g. a power source
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/007—Regulation of charging or discharging current or voltage
- H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/007—Regulation of charging or discharging current or voltage
- H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
- H02J7/00714—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters in response to battery charging or discharging current
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
- H02J7/04—Regulation of charging current or voltage
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Computer Networks & Wireless Communication (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
The invention discloses a wireless charging system and a control method of an electric automobile, and relates to the field of wireless power transmission, wherein a PFC (power factor correction) module in the system converts power frequency alternating current voltage of a self-power grid into intermediate-stage direct current voltage; the high-frequency inverter inverts the intermediate-stage direct-current voltage; the switchable topology includes: auxiliary inductance L f1 Main inductance L 1 Switch K 1 The method comprises the steps of carrying out a first treatment on the surface of the Auxiliary inductance L f1 With main inductance L 1 Parallel connection, main inductance L 1 And switch K 1 Serial connection; auxiliary inductance L f1 And main inductance L 1 Is an orthogonal decoupling coil; control switch K of switchable topology structure according to configuration of vehicle-mounted terminal equipment 1 On-off of the auxiliary inductor L is realized f1 Energy transfer or main inductance L 1 Energy transfer; under the influence of an alternating magnetic field, the receiving coil induces high-frequency alternating voltage and forms resonance with a secondary side compensation network, and then the high-frequency alternating voltage is transferred to the battery for charging through the rectifying module and the chopping module. The intelligent adaptation method and the intelligent adaptation system can realize intelligent adaptation of multi-vehicle type equipment.
Description
Technical Field
The invention relates to the field of wireless power transmission, in particular to a wireless charging system of an electric automobile and a control method.
Background
The wireless power transmission (WirelessPowerTransfer, WPT) technology realizes non-contact energy transmission through magnetic field coupling, and has been paid attention to in recent years by virtue of the advantages of convenience, safety and the like, and is particularly widely applied to electric automobiles.
Magnetically coupled coils (or transmission coils) and compensation networks are important components of wireless charging systems and are of a variety. Different types of coils need to be compatible with each other and couple enough magnetic flux to meet power transfer requirements; different types of compensation topologies and parameters need to be adapted to ensure that the transmission power is not lower than the national standard requirements.
The magnetic coupling coil of the wireless charging system is mainly divided into a unipolar coil, a bipolar coil and a composite coil. In the unipolar coil, the rectangular shape can more fully utilize the space of the chassis of the vehicle, so that the application is more; the bipolar coil is mainly represented by DD coil; the composite coils are of a large variety, and typically include BP, DDQ, TQP and the like coils.
The magnetic flux distribution of the unipolar coil is mainly represented by a vertical mode, while the bipolar coil is represented by a parallel mode. The interoperability (i.e., compatibility) between coils of different polarities is poor because the magnetic coupling coils couple less magnetic flux, which makes it difficult to meet the preconditions for power transfer. Thus, common coil combinations are unipolar-unipolar, bipolar-bipolar. If a unipolar-bipolar combination is adopted, when the magnetic flux coupled under the condition that the centers of the two coils are aligned is zero, a certain magnetic flux can be coupled only when the coils are offset (and the effect is inferior to that of the homopolar coil combination, and the lower limit of the coupling coefficient is difficult to ensure). In order to solve the above problems, a concept of a composite coil is proposed, which can generate a vertical magnetic flux or a parallel magnetic flux or a mixed magnetic flux according to the type of exciting current, but the composite coil needs to consume more coils and magnetic core materials, and two or more sets of power electronic converters are often needed for driving, so that the control difficulty is high.
Typical coupling coefficient k of the electric automobile magnetic coupler is about 0.2-0.4, and in order to efficiently transmit electric energy in a loose coupling system, reactive compensation is required for the magnetic coupling coil to form a high-frequency resonant network. The compensation network can effectively reduce the apparent power level of the transmitting-end inverter and the reactive power of the resonant cavity, and improve the power transmission capability; constant current/constant voltage output can be realized, transmission efficiency is improved, and frequency bifurcation phenomenon is resisted.
According to the connection mode of the compensation capacitor/inductor and the magnetic coupling coil, there are mainly Series (S) compensation, parallel (P) compensation, series-Parallel (LCL) compensation, and LCC compensation derived on the basis of the above. Wherein L is an energy-transmitting coil, C, C, lf, cf are compensation elements, and subscripts 1 and 2 respectively represent a ground end and a vehicle-mounted end. Since P-compensation requires a current source inverter to supply power, interoperability with other topologies is poor, and the resonant capacitance value C is affected by the mutual inductance change, practical applications are few. LCL topology also has limitations in application: (1) in order to form a T-shaped resonant network, the compensation inductance Lf is required to be ensured to be equal to the self inductance L of the energy-transmitting coil, and if the self inductance L is inconsistent, the deviation of the resonant frequency is caused; (2) the larger compensating inductance also increases the size and cost of the system; (3) the maximum output power of LCL topologies is limited. The LCC topology maintains the topology advantages of the LCL, solves the problem of small output power, and improves the degree of freedom of parameter design. In summary, the S and LCC compensation topologies are more suitable for wireless charging systems of electric vehicles, and researches show that the interoperability of S-S, LCC-S, S-LCC and LCC-LCC compensation networks is better.
The prior art patent CN114520544a proposes a wireless power transmission coupling mechanism with compatibility, which is adapted to various receiving-end coil types (flat solenoid-type receiving end, planar spiral-type receiving end, and spatial spiral-type receiving end) by dividing a transmitting coil into four parts and adding a magnetic core in the middle of the coil and connecting them in different ways to generate a magnetic field perpendicular to the transmitting end or a magnetic field parallel to the transmitting end, thereby improving the interoperability of the wireless power transmission coupling mechanism. The invention essentially provides a composite coil, and the main disadvantage of the composite coil is that more coil and magnetic core materials are consumed; different receiving end coil types need different connection modes, the switching is complicated, and the practical application difficulty is high. Furthermore, this solution does not solve the interoperability problem of the compensation topology.
Patent CN110875635a proposes a transmitting coil array control method for improving wireless charging interoperability of an electric vehicle, which has the characteristics of realizing interoperability with different types of receiving coils, and the like. Which uses different excitation current modes to drive the main coil L according to the type of receiving coil 1 And L 2 Therefore, the magnetic flux direction of the transmitting coil is controllable, and the transmitting coil and the receiving coil have interoperability with both circular and bipolar receiving coils. The coil used in the invention is a composite coil BP, two sets of DC-DC voltage regulating circuits, a full-bridge inverter and a compensation network are needed to drive the transmitting coil independently/jointly, the whole structure and the control algorithm are complex, and the cost and the volume of the system are obviously increased.
Patent CN109774520a proposes a transmitting end position adaptive adjustment method for improving interoperability of wireless charging coils of electric vehicles. And a system circuit model is established by adopting a controller, a transmitting end and a receiving end, and the position of the transmitting end is regulated according to the obtained coupling coefficient meeting the charging requirement when the rectangular coil and the DD coil interoperate and the calculated coupling coefficient, so that the coupling coefficient in the XY direction is further infinitely close to the coupling coefficient meeting the charging requirement when the rectangular coil and the DD coil interoperate. The invention is based on a variable step length disturbance-observation algorithm, does not need complex mathematical calculation and additional communication circuits, can realize coupling coefficient prediction only by measuring parameters of a transmitting end or ground equipment, and takes the coupling coefficient prediction as a basis for position adjustment, thereby simplifying the system structure and avoiding interference of a strong magnetic field on wireless communication. The algorithm flow provided by the invention can improve the interoperability of the unipolar coil and the bipolar coil to a certain extent (the coupled magnetic flux is increased through position adjustment), but the maximum transmission efficiency is limited because the polarities of the coils are different compared with a system of the same type of coils; on the other hand, in order to continuously adjust the position of the transmitting coil, an additional mechanical moving means is required.
Patent CN115580031a proposes a method of a wireless charging system with interoperability, the receiving-end coil of the system is composed of four independent rectangular sub-coils L 2 、L 3 、L 4 And L 5 A formed field-shaped coil; the area of a transmitting end coil of the wireless charging system is the same as that of a receiving end coil, and the shape of the transmitting end coil is square, bipolar or field-shaped; the mutual inductance value of the connection structure of the receiving end rectifier and the receiving end coil of the wireless charging system in the equivalent model is the absolute value addition of the mutual inductance value of the transmitting end coil to the four rectangular sub-coils of the receiving end; the invention can realize compatibility to various transmitting coils, and can realize larger power transmission and higher efficiency. The coil used at the receiving end is a composite coil in nature, has a complex structure and consumes more coil and magnetic core materials. In addition, four independent square coils are all provided with compensation networks, so that the cost, the volume and the variety of the vehicle-mounted end are obviously increased.
Patent CN112994269a proposes a wireless power transmission device and a control method for improving interoperability of a system, where the device includes a power factor correction circuit, an inverter circuit, a resonance unit, a rectification circuit, a filter circuit and a load, and further includes a source side regulator, an inverter mode controller and a carrier side regulator, which are cascaded in sequence. According to the invention, through switching the working modes of the inverter circuit and the rectifying circuit and matching with the bus voltage regulation and controllable rectifying technology, the interoperation and high-efficiency electric energy transmission of the wireless electric energy transmission system are realized, and the transmission requirements of multiple power classes can be met within a wide load range and a wide coupling coefficient range. The invention uses a set of devices to meet the interoperation requirements of three types of power classes and three types of energy transmission distances of the vehicle-mounted terminal equipment of the EV WPT system, and does not need to add additional circuit elements in terms of circuit topology, thereby effectively reducing the system cost and the installation space and having the advantage of high cost performance. The invention mainly solves the interoperability requirements under different power levels and energy transmission distances, but can not ensure the compatibility of magnetic circuits and circuits in the face of using different coils and other receiving end devices of compensating topology types.
In terms of magnetic circuits, the prior invention proposes to use a composite coil to enhance interoperability, but such methods have the disadvantages of consuming more wire harnesses, magnetic cores and other materials, and needing to be equipped with at least two sets of circuits (such as high-frequency inverters, compensation networks and the like) to realize independent/common excitation driving, which significantly increases the cost, volume and weight of the system.
In terms of circuitry, the prior art proposes to enhance the interoperability of circuits using power electronic converters (e.g. controllable high frequency converters, DC-DC converters) or variable compensation elements (variable inductances, variable capacitances, etc.). However, such methods have the disadvantage of requiring additional electrical equipment or components; compared with a compensating network (such as S-S, LCC-S, S-LCC, LCC-LCC) with compatibility, the circuit interoperability improvement effect is limited.
It can be seen that the existing invention does not solve the problem of interoperability between the two layers of magnetic circuit and electric circuit (or even if the problems are solved separately according to the method, more devices are introduced, and the complexity of the system is greatly increased).
Therefore, it is needed to provide a wireless charging system and a control method for an electric automobile, which can complete matching of transmission coils of the same type and interoperation between a transmitting end and a receiving end compensation topology no matter whether a vehicle-mounted end device uses a unipolar coil or a bipolar coil, an S compensation topology or an LCC compensation topology, so as to realize intelligent adaptation of multi-vehicle-type devices.
Disclosure of Invention
The invention aims to provide a wireless charging system and a control method for an electric automobile, which can realize intelligent adaptation of multi-vehicle type equipment.
In order to achieve the above object, the present invention provides the following solutions:
a wireless charging system for an electric vehicle, comprising: the system comprises a PFC module, a high-frequency inverter, a switchable topology structure, a receiving coil, a secondary side compensation network, a rectifying module and a chopping module;
the PFC module is connected with a power grid; the PFC module is used for converting the power frequency alternating voltage of the self-power grid into intermediate-stage direct voltage;
the input end of the high-frequency inverter is connected with the output end of the PFC module, and the output end of the high-frequency inverter is connected with the input end of the switchable topology structure; the high-frequency inverter is used for inverting the intermediate-stage direct-current voltage to generate high-frequency alternating current;
the switchable topology comprises: auxiliary inductance L f1 Main inductance L 1 Switch K 1 The method comprises the steps of carrying out a first treatment on the surface of the Auxiliary inductance L f1 With main inductance L 1 Parallel connection, main inductance L 1 And switch K 1 Serial connection; auxiliary inductance L f1 And main inductance L 1 Are all orthogonal decoupling coils; the switchable topology structure is used for controlling the switch K according to the configuration of the vehicle-mounted terminal equipment 1 On-off of the auxiliary inductor L is realized f1 Energy transfer or main inductance L 1 Energy transfer; the configuration of the vehicle-mounted terminal device comprises: coil type and compensation topology type of the vehicle-mounted terminal equipment;
the receiving coil induces high-frequency alternating voltage under the influence of an alternating magnetic field, and resonates with the secondary side compensation network, so that the high-frequency alternating voltage is transferred to the battery for charging through the rectifying module and the chopping module.
Optionally, the auxiliary inductance L f1 Is a rectangular coil, and has a main inductance L 1 Is a DD coil.
Optionally, the auxiliary inductance L f1 Is DD coil, main inductance L 1 Is a rectangular coil.
Optionally, the switch K 1 Is a relay or a bi-directional power switch.
The wireless charging control method of the electric automobile is applied to the wireless charging system of the electric automobile, and comprises the following steps:
acquiring the configuration of vehicle-mounted terminal equipment;
control switch K according to configuration of vehicle-mounted end equipment 1 On-off of the auxiliary inductor L is realized f1 Energy transfer or main inductance L 1 Energy transfer;
the PFC module is controlled to regulate the voltage of a direct current bus, the high-frequency inverter is controlled to change the port voltage of the resonant cavity, the duty ratio of the chopper module is controlled to regulate the output direct current voltage, and the rectifying module is controlled to change the port voltage of the resonant cavity;
and judging whether the charging is finished or not according to the battery voltage and the residual capacity obtained in real time.
Optionally, the acquiring the configuration of the vehicle-mounted end device further includes:
and judging whether the electric automobile enters a wireless charging parking space or a field.
Optionally, the acquiring the configuration of the vehicle-mounted terminal device specifically includes:
acquiring the configuration of the vehicle-mounted terminal equipment through a wireless communication module; the wireless communication module includes: wi-Fi, bluetooth, or NFC.
Optionally, the control switch K is controlled according to the configuration of the vehicle-mounted end equipment 1 On-off of the auxiliary inductor L is realized f1 Energy transfer or main inductance L 1 The energy transfer specifically comprises:
if the coil type of the energy-transmitting coil and the auxiliary inductance L are in the configuration of the vehicle-mounted terminal device f1 If the coil types are identical, the switch K is turned off 1 Through the auxiliary inductance L f1 Energy transfer;
if the coil type of the energy transmission coil and the main inductance L in the configuration of the vehicle-mounted end equipment 1 If the coil types are identical, the switch K is closed 1 Through the main inductance L 1 And (5) energy transmission.
According to the specific embodiment provided by the invention, the invention discloses the following technical effects:
according to the wireless charging system and the control method for the electric automobile, provided by the invention, no matter whether the vehicle-mounted terminal equipment uses a unipolar coil or a bipolar coil, an S compensation topology or an LCC compensation topology, the matching of the energy transmission coils of the same type and the interoperation between the transmitting terminal and the receiving terminal compensation topology can be completed, so that the intelligent adaptation of the general ground terminal equipment compatible with multi-vehicle type equipment is realized. According to the invention, only one switch is added on the ground terminal equipment, so that more coils or power electronic converters are not needed, and the volume, weight and cost of the system are obviously reduced. The system has the advantages of simple charging flow, multiple controllable variables, low implementation difficulty and high practical value.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic structural diagram of a wireless charging system for an electric vehicle according to the present invention;
FIG. 2 is a schematic diagram of the switchable topology in embodiment 1;
FIG. 3 is a schematic diagram of the conventional LCC-LCC compensation principle (part (a) of FIG. 3) and a schematic diagram of the double-coupled LCC-LCC compensation principle (part (b) of FIG. 3);
FIG. 4 is a schematic diagram of an orthogonal decoupling coil;
FIG. 5 is a schematic diagram of the switchable topology in embodiment 2;
fig. 6 is a schematic diagram of a possible configuration combination of an energy transfer coil and a compensation topology in a vehicle-mounted terminal device ((a) a rectangular coil and an S compensation topology, (b) a DD coil and an S compensation topology, (c) a rectangular coil and an LCC compensation topology, and (d) a DD coil and an LCC compensation topology;
fig. 7 is a schematic diagram of the operation mode analysis of the general ground end and the different vehicle-mounted ends ((a) the operation mode analysis when the vehicle-mounted end is the configuration (1), (b) the operation mode analysis when the vehicle-mounted end is the configuration (2), (c) the operation mode analysis when the vehicle-mounted end is the configuration (3), and (d) the operation mode analysis when the vehicle-mounted end is the configuration (4);
fig. 8 is a schematic diagram of analysis of output characteristics of a resonant network in the configuration of different vehicle-mounted devices ((a) when the vehicle-mounted terminal is in the configuration (1), (b) when the vehicle-mounted terminal is in the configuration (2), (c) when the vehicle-mounted terminal is in the configuration (3), and (d) when the vehicle-mounted terminal is in the configuration (4);
fig. 9 is a schematic flow chart of a wireless charging control method for an electric vehicle.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The invention aims to provide a wireless charging system and a control method for an electric automobile, which can realize intelligent adaptation of multi-vehicle type equipment.
In order that the above-recited objects, features and advantages of the present invention will become more readily apparent, a more particular description of the invention will be rendered by reference to the appended drawings and appended detailed description.
As shown in fig. 1, the wireless charging system for an electric automobile provided by the invention comprises: the system comprises a PFC module, a high-frequency inverter, a switchable topology structure, a receiving coil, a secondary side compensation network, a rectifying module and a chopping module.
The PFC module is connected with a power grid; the PFC module is used for converting the power frequency alternating current voltage of the power grid into intermediate-stage direct current voltage.
The input end of the high-frequency inverter is connected with the output end of the PFC module, and the output end of the high-frequency inverter is connected with the input end of the switchable topology structure; the high-frequency inverter is used for inverting the intermediate-stage direct-current voltage to generate high-frequency alternating current.
The switchable topology comprises: auxiliary inductance L f1 Main inductance L 1 Switch K 1 The method comprises the steps of carrying out a first treatment on the surface of the Auxiliary inductance L f1 With main inductance L 1 Parallel connection, main inductance L 1 And switch K 1 Serial connection; auxiliary inductance L f1 And main inductance L 1 Are all orthogonal decoupling coils; the switchable topology structure is used for controlling the switch K according to the configuration of the vehicle-mounted terminal equipment 1 On-off of the auxiliary inductor L is realized f1 Energy transfer or main inductance L 1 Energy transfer; the configuration of the vehicle-mounted terminal device comprises: coil type and compensation topology type of the vehicle-mounted terminal equipment.
The receiving coil induces high-frequency alternating voltage under the influence of an alternating magnetic field, and resonates with the secondary side compensation network, so that the high-frequency alternating voltage is transferred to the battery for charging through the rectifying module and the chopping module.
The switchable topology structure provided by the invention is a ground-end switchable topology based on LCC high-order compensation; the switchable topology is the primary compensation network and the transmit coil of fig. 1; conventional LCC compensation uses only the main inductance L 1 As a transmission coil, an auxiliary inductance L f1 Only the compensation element is acting. Auxiliary inductor L in the invention f1 Has the functions of compensation and energy transfer, so that two coils (auxiliary inductor L) f1 And main inductance L 1 ) Can transmit energy.
As shown in part (a) of fig. 3, a main inductance L in a conventional LCC-LCC compensation network 1 And L 2 Magnetic flux exists between the two coils, and the corresponding mutual inductance coefficient is M 12’ Thus acting as a transmission coil (a transmit coil and a receive coil, respectively) of the system. While the auxiliary inductance L f1 And L f2 There is no coupled magnetic flux between them, or the coupled magnetic flux is so small that it is negligible (for (1) the auxiliary inductor uses coils of different polarity types, so that decoupling (2) the auxiliary inductor is small in size and far apart). Mutual inductance M between auxiliary inductances f1f2’ Approximately 0, the auxiliary inductor cannot transmit power and only acts as a compensation element.
As shown in part (b) of fig. 3, the dual-coupling LCC-LCC compensation network used in the present invention assists the inductance L f1 And L f2 The coils of the same type are used, the size is large, the coupling magnetic flux of the coils is not negligible, and the corresponding mutual inductance coefficient is M f1f2 . The auxiliary inductance of the system thus acts both as a compensation element and as a power transfer.
In order to show compatibility with multi-model devices, a unipolar type selects a rectangular coil as a representative (circular, square may actually be), and a bipolar type selects a DD coil as a representative. And decoupling between the rectangular and DD coils is easy to achieve.
The present invention uses an orthogonally decoupled coil as shown in fig. 4. Taking fig. 2 as an example, the main inductance L in embodiment 1 1 Is DD coil, auxiliary inductance L f1 Is a rectangular coil. In other scenarios, a scheme in which the main inductance is a rectangular coil and the auxiliary inductance is a DD coil may also be used, as shown in fig. 5.
Therefore, in order to cope with the potential of the on-vehicle side device for both the unipolar coil and the bipolar coil, the ground side device must contain both the unipolar coil and the bipolar coil. However, if a circular or square coil is considered as a representative of a unipolar coil, there are four schemes: (1) circular main inductor, DD auxiliary inductor (2) DD main inductor, circular auxiliary inductor; (3) square main inductance, DD auxiliary inductance (4) DD auxiliary inductance, square auxiliary inductance.
In order to meet the transmission power requirement under the rated working condition, the main inductance L and the auxiliary inductance L are connected f The range of the values of (2) has a target range. Taking the auxiliary inductance Lf as an example, assuming that the design target value is 50 uH-60 uH, if a rectangular coil (corresponding to the first scheme) is used, the corresponding parameters may be 400mm×500mm,8 turns; if a DD coil (corresponding to the second version) is used, the corresponding parameter may be 300mm 7 turns. Thus, as long as the self inductance and mutual inductance reach the target range, the changes in the coils of both schemes have a major effect on the size and number of turns of the coils.
Main inductance L 1 The branch of (2) is added with a switch K 1 ，K 1 The ground-side compensation circuit can be a relay or a bidirectional power switch, and by controlling the on-off of the branch, the ground-side compensation is respectively represented as LCC and S topology.
As shown in fig. 6, the configuration of the in-vehicle side apparatus includes: (1) the energy transfer coil is rectangular, and the compensation is S topology; (2) the energy transfer coil is DD, and the compensation is S topology; (3) the energy transfer coil is rectangular, and is compensated to be LCC topology; (4) the energy transfer coil is DD, and the compensation is LCC topology.
As shown in fig. 7, the operation state of the ground terminal device is analyzed when power is transmitted to different vehicle-mounted terminal devices.
If the vehicle-mounted end is in the configuration (1), K is used for avoiding the combination of the bipolar coil and the unipolar coil with poor interoperability 1 When the power supply is disconnected, the ground terminal topology is switched into S compensation, and the auxiliary inductance L is used for switching the ground terminal topology f1 With main inductance L 2 And transmitting energy, wherein the compensation network of the wireless charging system is S-S.
If the vehicle-mounted end is in the configuration (2), the main inductance L 1 And L 2 Are bipolar coils, then K is closed 1 Energy is transmitted through the primary coil, and the compensation network of the wireless charging system is LCC-S.
If the vehicle-mounted end is in the configuration (3), K is selected to avoid the combination of the bipolar coil and the unipolar coil with poor interoperability 1 When the power supply is disconnected, the ground terminal topology is switched into S compensation, and the auxiliary inductance L is used for switching the ground terminal topology f1 With main inductance L 2 And transmitting energy, wherein the compensation network of the wireless charging system is S-LCC.
If the vehicle-mounted end is in the configuration (4), the main inductance L 1 And L 2 Are bipolar coils, then K is closed 1 Energy is transmitted through the primary coil, and the compensation network of the wireless charging system is LCC-LCC.
In the wireless charging system, the energy-transfer coil and the compensation network form a resonance network together, and parameters of the resonance network have great influence on transmission power. The invention makes each resonant cavity work under pure resonance condition omega 0 For nominal angular frequency, the parameters satisfy the following relationship:
for a ground-side resonant network,
for the vehicle-mounted end resonant network, if S is compensated, then
If LCC compensation is adopted, then
In general, the compensating inductance L f The range of the value of the voltage is usually 0.1-0.3L, and design selection is required according to parameters such as transmission power, efficiency, voltage and current stress, soft switching conditions and the like.
Next, as shown in fig. 8, the vehicle-mounted end configurations (1) to (4) are respectively associated with the resonant networks in the respective operation modes as the subject of investigation. Wherein R is eq Is equivalent to load resistance, U p And U s Respectively the effective values of the excitation voltage of the converter, if the voltage of the ground-end direct current bus and the voltage of the battery are respectively V 1 And V 2 The high-frequency inverter and the rectifier are full-bridge circuits, and the maximum effective values of fundamental waves of excitation voltages are respectively as follows:
the output characteristics and maximum transmission power in each mode of operation are summarized in Table 1, where k represents the coupling coefficient between the inductors, I out Representing the resonant cavity output current. Table 1 shows the following:
TABLE 1
As shown in fig. 9, the invention further provides a wireless charging control method for an electric vehicle, which is applied to the wireless charging system for the electric vehicle, and the control method comprises the following steps:
acquiring the configuration of vehicle-mounted terminal equipment;
control switch K according to configuration of vehicle-mounted end equipment 1 On-off of the auxiliary inductor L is realized f1 Energy transfer or main inductance L 1 Energy transfer;
the PFC module is controlled to regulate the voltage of a direct current bus, the high-frequency inverter is controlled to change the port voltage of the resonant cavity, the duty ratio of the chopper module is controlled to regulate the output direct current voltage, and the rectifying module is controlled to change the port voltage of the resonant cavity;
and judging whether the charging is finished or not according to the battery voltage and the residual capacity obtained in real time.
The acquiring the configuration of the vehicle-mounted terminal equipment further comprises the following steps:
and judging whether the electric automobile enters a wireless charging parking space or a field.
The acquiring the configuration of the vehicle-mounted terminal equipment specifically comprises the following steps:
acquiring the configuration of the vehicle-mounted terminal equipment through a wireless communication module; the wireless communication module includes: wi-Fi, bluetooth, or NFC.
The control switch K is controlled according to the configuration of the vehicle-mounted end equipment 1 On-off of the auxiliary inductor L is realized f1 Energy transfer or main inductance L 1 The energy transfer specifically comprises:
if the coil type of the energy-transmitting coil and the auxiliary inductance L are in the configuration of the vehicle-mounted terminal device f1 If the coil types are identical, the switch K is turned off 1 Through the auxiliary inductance L f1 Energy transfer;
if the coil type of the energy transmission coil and the main inductance L in the configuration of the vehicle-mounted end equipment 1 If the coil types are identical, the switch K is closed 1 Through the main inductance L 1 And (5) energy transmission.
The whole control flow is as follows:
step (1): an electric vehicle carrying a vehicle-mounted end of the wireless charging system enters a wireless charging parking space or a field, the parking offset is ensured to be within a tolerance margin, and the system is initialized.
Step (2): and the vehicle-mounted terminal equipment sends the information such as coil type, compensation topology type, battery voltage, residual capacity and the like to the ground terminal equipment through a Wi-Fi, bluetooth, NFC and other wireless communication modules.
Step (3): according to the received information, if the vehicle-mounted end is in a configuration (1) (rectangular coil and S compensation topology) and a configuration (3) (rectangular coil and LCC compensation topology), the switch K is turned off 1 The ground end is represented by S compensation, and energy is transferred through an auxiliary inductor; if the vehicle-mounted end is in a configuration (2) (DD coil and S compensation topology) and a configuration (4) (DD coil and LCC compensation topology), the switch K is closed 1 The ground side exhibits LCC compensation and is energized by the primary inductor.
Step (4): in combination with charging current and power requirements, the wireless charging system accomplishes control by: the ground end equipment adjusts the direct current bus voltage by controlling the PFC module, the ground end equipment changes the resonant cavity port voltage by controlling the high-frequency inverter (such as phase-shifting control), the vehicle-mounted end equipment adjusts the output direct current voltage by controlling the duty ratio of the chopper module, and the vehicle-mounted end equipment changes the resonant cavity port voltage by controlling the rectifying module (such as phase-shifting control). The system is provided with the four control variables at most, and can be flexibly selected according to requirements.
Step (5): and the voltage sensor and the current sensor at the vehicle-mounted end send the acquired data to the controller, and if the target current/voltage/power is not reached, the converter is continuously controlled until the target value is reached.
The invention is an orthogonal decoupling coil composed of single and bipolar coils, which are respectively used as auxiliary inductance or main inductance of LCC compensation topology. The auxiliary inductor has two functions of compensation and energy transfer. The switchable LCC compensates topology in which the switch is located in the branch where the main inductor is located, which may be a relay or a bi-directional power switch. By means of coils with better interoperability and compensation topology types, the optimal configuration combination of the vehicle-mounted terminal equipment is provided. Intelligent adapting process of multi-vehicle type equipment: the ground terminal equipment is correspondingly switched into a scheme and a working mode facing to vehicle-mounted terminal equipment consisting of different coils and compensation topological configurations. The resonant network parameters of each combination are matched with the design method so as to meet the maximum output power requirements of different combinations. The control method of the wireless charging system comprises the following steps: four converters such as a PFC module, a high-frequency inverter, a rectifier and a direct current chopper can be controlled at most, and the controllable variables are multiple (a plurality of items can be selected according to actual conditions).
In the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described in a different point from other embodiments, and identical and similar parts between the embodiments are all enough to refer to each other. For the system disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant points refer to the description of the method section.
The principles and embodiments of the present invention have been described herein with reference to specific examples, the description of which is intended only to assist in understanding the methods of the present invention and the core ideas thereof; also, it is within the scope of the present invention to be modified by those of ordinary skill in the art in light of the present teachings. In view of the foregoing, this description should not be construed as limiting the invention.
Claims (8)
1. An electric vehicle wireless charging system, comprising: the system comprises a PFC module, a high-frequency inverter, a switchable topology structure, a receiving coil, a secondary side compensation network, a rectifying module and a chopping module;
the PFC module is connected with a power grid; the PFC module is used for converting the power frequency alternating voltage of the self-power grid into intermediate-stage direct voltage;
the input end of the high-frequency inverter is connected with the output end of the PFC module, and the output end of the high-frequency inverter is connected with the input end of the switchable topology structure; the high-frequency inverter is used for inverting the intermediate-stage direct-current voltage to generate high-frequency alternating current;
the switchable topology comprises: auxiliary inductance L f1 Main inductance L 1 Switch K 1 The method comprises the steps of carrying out a first treatment on the surface of the Auxiliary inductance L f1 With main inductance L 1 Parallel connection, main inductance L 1 And switch K 1 Serial connection; auxiliary inductance L f1 And main inductance L 1 Are all orthogonal decoupling coils; the switchable topology structure is used for controlling the switch K according to the configuration of the vehicle-mounted terminal equipment 1 On-off of the auxiliary inductor L is realized f1 Energy transfer or main inductance L 1 Energy transfer; the configuration of the vehicle-mounted terminal device comprises: coil type and compensation topology type of the vehicle-mounted terminal equipment;
the receiving coil induces high-frequency alternating voltage under the influence of an alternating magnetic field, and resonates with the secondary side compensation network, so that the high-frequency alternating voltage is transferred to the battery for charging through the rectifying module and the chopping module.
2. The wireless charging system of claim 1, wherein the auxiliary inductor L f1 Is a rectangular coil, and has a main inductance L 1 Is a DD coil.
3. The wireless charging system of claim 1, wherein the auxiliary inductor L f1 Is DD coil, main inductance L 1 Is a rectangular coil.
4. The wireless charging system of claim 1, wherein the switch K 1 Is a relay or a bi-directional power switch.
5. A wireless charging control method for an electric vehicle, which is applied to the wireless charging system for the electric vehicle according to any one of claims 1 to 4, and is characterized in that the control method comprises the following steps:
acquiring the configuration of vehicle-mounted terminal equipment;
control switch K according to configuration of vehicle-mounted end equipment 1 On-off of the auxiliary inductor L is realized f1 Energy transfer or main inductance L 1 Energy transfer;
the PFC module is controlled to regulate the voltage of a direct current bus, the high-frequency inverter is controlled to change the port voltage of the resonant cavity, the duty ratio of the chopper module is controlled to regulate the output direct current voltage, and the rectifying module is controlled to change the port voltage of the resonant cavity;
and judging whether the charging is finished or not according to the battery voltage and the residual capacity obtained in real time.
6. The method for controlling wireless charging of an electric vehicle according to claim 5, wherein the acquiring the configuration of the vehicle-mounted terminal device further comprises:
and judging whether the electric automobile enters a wireless charging parking space or a field.
7. The method for controlling wireless charging of an electric vehicle according to claim 5, wherein the obtaining the configuration of the vehicle-mounted terminal device specifically includes:
acquiring the configuration of the vehicle-mounted terminal equipment through a wireless communication module; the wireless communication module includes: wi-Fi, bluetooth, or NFC.
8. The method for controlling wireless charging of electric vehicle according to claim 5, wherein the control switch K is configured according to a configuration of the vehicle-mounted terminal device 1 On-off of the auxiliary inductor L is realized f1 Energy transfer or main inductance L 1 The energy transfer specifically comprises:
if the coil type of the energy-transmitting coil and the auxiliary inductance L are in the configuration of the vehicle-mounted terminal device f1 If the coil types are identical, the switch K is turned off 1 Through the auxiliary inductance L f1 Energy transfer;
if the coil type of the energy transmission coil and the main inductance L in the configuration of the vehicle-mounted end equipment 1 Is consistent in coil typeThen switch K is closed 1 Through the main inductance L 1 And (5) energy transmission.
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