CN211054943U

CN211054943U - Magnetic resonance type wireless charging integrated device for electric automobile

Info

Publication number: CN211054943U
Application number: CN201922277931.7U
Authority: CN
Inventors: 洪雨希; 丁海涛; 李维汉
Original assignee: Jilin University
Current assignee: Jilin University
Priority date: 2019-12-18
Filing date: 2019-12-18
Publication date: 2020-07-21
Anticipated expiration: 2029-12-18

Abstract

The utility model relates to a magnetic resonance type wireless charging integrated device for electric automobiles, which comprises an electric energy transmitting device and an electric energy receiving device, wherein the electric energy transmitting device is arranged on the ground or below the ground, the electric energy receiving device is arranged on an automobile chassis and is positioned above the electric energy transmitting device during charging, a resonance circuit is used, the magnetic field coupling is maximized, the highest power transmission capability is generated at the resonance frequency, and meanwhile, the magnetic resonance type wireless charging integrated device has certain anti-offset capability; the utility model discloses can quick charge to can detect the metal class foreign matter of the influence effect of charging that exists between electric energy transmitting device and the electric energy receiving arrangement.

Description

Magnetic resonance type wireless charging integrated device for electric automobile

Technical Field

The utility model relates to a wireless charging system of electric automobile, in particular to wireless integrated device that charges of magnetic resonance formula electric automobile.

Background

With the progress and development of science and technology, automobiles gradually get rid of the dependence on petroleum, and the research on electric automobiles is started in all countries in the world. The eighth global new energy automobile will be greatly opened in 14.12.2017 in Beijing national conference center, serving as the largest global electric automobile market, China is catering to the new era of 'double integration', the traditional fuel oil vehicles are clearly and apparently cancelled in the future in the netherlands, Norwegian, Germany, California of America and the like, and the automobile electromotion tends to be great.

Throughout the world, the use of electric technology in the traffic field is becoming more widespread and the demand for Electric Vehicles (EV) is rapidly growing. Compared with an automobile using an Internal Combustion Engine (ICE), the electric automobile has the characteristics of easiness in operation, less maintenance, zero emission and high efficiency. However, the power battery of the EV has high manufacturing cost, unsatisfactory driving range and imperfect charging infrastructure construction. At present general charging means is wired charging, and wired charging technique is simple relatively, but because electric automobile charging power is big, wired charging needs to park and charge, is connected through charging cable and charging pile, and the operation is very inconvenient, and plug charging cable produces the electric spark easily, and is very dangerous. But also can easily generate electric shock when working under the severe environmental conditions of rain, snow, wind and the like, thereby causing casualties. Wired charging requires that the automobile has a large-capacity battery to ensure the endurance mileage, so that the charging time is longer and the cost of the whole automobile is increased. Wireless Power Transfer (WPT) charging systems are widely introduced into EVs as compared to charging using wires, and as a more secure and convenient alternative charging method. WPT systems are widely used to charge electric vehicles on roads or in parking lots. WPT systems power electric vehicles by transferring energy from one coil to another coil by induction, without the need for a wired connection.

At present, some related WPT technical schemes exist at home and abroad, but some schemes such as short transmission distance and poor anti-offset capability still exist; poor immunity to other electrical and electronic equipment; the structure is not compact and portable enough, namely the light weight degree is poor; eddy currents and heat losses of metal parts close to the WPT are severe; the generated radiation has influence on the environment and the human body, and the like.

Disclosure of Invention

Among various WPT technologies, a technology using Magnetic Resonance Wireless Power Transfer (MRWPT) provides not only the highest power Transfer efficiency but also a wireless transmission power at a long distance in a near field, and is very suitable for wireless charging of electric vehicles. Magnetic resonance type wireless power transmission performs power transmission by a magnetic field between two resonance circuits each composed of a winding coil connected to a capacitor or other resonator having an internal capacitance, which resonate at the same resonance frequency. Using resonant circuits in the transmitter and receiver, magnetic field coupling is maximized and results in the highest power transfer capability at the resonant frequency while having some anti-drift capability.

In such WPT systems with magnetic field resonance, the design of low loss circuits, coils, matching circuits and magnetic shielding structures are key elements to consider. By combining these design concepts, maximum power transfer and optimal resonant magnetic field distribution can be achieved.

The utility model provides a magnetic resonance type wireless charging integrated device for electric automobiles, which comprises an electric energy sending device and an electric energy receiving device, wherein the electric energy sending device is arranged on the ground or below the ground and comprises a base, an aluminum disc shielding layer, a gasket, a ferrite shielding layer, a first coil and an end cover, the base is positioned at the lower part, the aluminum disc shielding layer is arranged on the base, the gasket is arranged on the aluminum disc shielding layer, the ferrite shielding layer comprises a plurality of ferrite pieces, each ferrite piece is arranged at the hollow part of the gasket, the ferrite pieces are symmetrically and uniformly arranged, the first coil is arranged on the ferrite shielding layer, and the end cover covers the upper end; the electric energy receiving arrangement establish at vehicle chassis, be located the electric energy sending device top during charging, it includes base, aluminium tray shielding layer, gasket, ferrite shielding layer, first coil and end cover, the base is located upper portion, the aluminium tray shielding layer is established in the base below, the gasket is established under the aluminium tray shielding layer, the ferrite shielding layer includes several ferrite pieces, every ferrite piece is established in gasket fretwork department, the ferrite piece is the even setting of central symmetry, first coil is established in ferrite shielding layer below, the end cover lid is at the lower extreme. The electric energy transmitting device and the electric energy receiving device are symmetrically arranged.

The base is internally provided with a groove for placing the aluminum disc shielding layer; the aluminum disc shielding layer is circular, a circle of edge wall is arranged at the edge, a groove is formed in the aluminum disc shielding layer and used for placing the ferrite shielding layer, and the height of the edge wall is not less than the thickness of the ferrite shielding layer; the ferrite shielding layer include eight ferrite pieces, eight ferrite pieces are central symmetry circumference array on the aluminium disk shielding layer, the end cover inboard be equipped with the anastomotic recess of ferrite piece and coil.

The ferrite sheet of the ferrite shielding layer is in a three-section ladder shape in axial symmetry, the thickness of the first section is the same as that of the second section, and the thickness of the third section is larger than that of the first section and that of the second section.

In the electric energy transmitting device and the electric energy receiving device, a second coil which is concentric is arranged on the inner side of the first coil, and the current of the second coil is opposite to that of the first coil.

The integrated device also comprises a primary side compensation circuit, a secondary side compensation circuit, a filter and a rectifier, wherein the primary side compensation circuit is arranged on the base of the electric energy transmitting device, one end of the primary side compensation circuit is connected with a first coil in the electric energy transmitting device, the other end of the primary side compensation circuit is connected with a power supply circuit, the power supply circuit comprises a power supply, an AC/DC converter, a Buck circuit and a DC/AC high-frequency inverter, the power supply, the AC/DC converter, the Buck circuit and the DC/AC high-frequency inverter are sequentially connected, and the DC/AC high-frequency inverter is connected with the primary; the secondary side compensation circuit is arranged on the base of the electric energy receiving device, one end of the secondary side compensation circuit is connected with the first coil in the electric energy receiving device, the other end of the secondary side compensation circuit is connected with the filter, the other end of the filter is connected with the rectifier, and the other end of the rectifier is connected with the vehicle-mounted battery pack through the power regulator.

The integrated device also comprises a controller, wherein the controller is arranged on the electric energy sending device, is connected with the primary side compensation circuit and the power supply circuit, is connected with the power supply circuit, receives related data in the primary side compensation circuit and the power supply circuit and outputs corresponding control signals for control, is wirelessly connected with the vehicle-mounted control system ECU and receives related data of the vehicle-mounted control system ECU, and the vehicle-mounted control system ECU is connected with the rectifier, the filter, the power regulator and the vehicle-mounted battery pack, receives related data of the rectifier, the filter, the power regulator and the vehicle-mounted battery pack and outputs corresponding control signals for control.

The working principle is as follows:

when the device works, an alternating current Power supply is introduced into the primary side, the alternating current Power supply is converted into direct current through an AC/DC converter with Power Factor Correction (PFC), and then the direct current Power supply is subjected to voltage reduction and voltage regulation through a Buck circuit, so that the input voltage of the primary side can be controlled, and dynamic regulation can be realized; then, the high-voltage direct current is converted into required high-frequency alternating current square waves through a DC/AC high-frequency inverter to drive a primary side compensation circuit, and a first coil in the electric energy transmitting device can generate a time-varying magnetic field; according to Faraday electromagnetic induction, induced electromotive force is generated in a first coil in the electric energy receiving device to drive the whole secondary side compensation circuit; due to the existence of the compensation circuit, the coupling magnetic fields generated by the coils at two sides generate resonance under the same frequency, so that the coupling coefficient between the two coils is greatly enhanced, and the transmission efficiency is improved. The alternating current generated by the resonance circuit of the electric energy receiving device is changed into direct current for charging the battery pack through rectification and filtering, and the power control is carried out through the ECU to adjust the electric power introduced into the battery pack. Due to factors such as charging grid fluctuation and external interference, and considering the health state of a battery pack, wireless data transmission communication is needed to ensure charging safety, the ECU gives expected circuit voltage and current to the controller, after the controller receives the expected circuit voltage and current, fuzzification, fuzzy control and defuzzification are carried out through the fuzzy controller, the deviation between the expected value and the current measured value is judged according to the magnitude, the middle and the magnitude, PID adjustment is carried out according to different charging curves to follow the expected value, and dynamic adjustment of battery health, charging time, charging current distribution and the like is achieved.

Has the advantages that:

the magnetic resonance type wireless charging integrated device for the electric automobile of the utility model uses the resonance circuit in the transmitter and the receiver, the magnetic field coupling is maximized, and the highest power transmission capability is generated at the resonance frequency, and meanwhile, the magnetic resonance type wireless charging integrated device has certain anti-deviation capability; besides being used in a wet place, the electric vehicle can be charged in real time in the driving process (on a road provided with charging pavement) according to actual conditions, so that the battery pack is reduced, and the driving distance is increased; due to the existence of the compensation circuit, the coupling magnetic fields generated by the first coils at the two sides generate resonance under the same frequency, so that the coupling coefficient between the two coils is greatly enhanced, and the transmission efficiency is improved; the shielding method that ferrite is placed between the coil and the aluminum plate is adopted, so that the weight of the whole MRWPT system can be reduced, and extra electric energy does not need to be provided; the circular charger configuration has a very desirable single-sided magnetic field because the coil is located above the ferrite, which directs the magnetic field below the coil and superimposes it on the magnetic field above the coil; when an aluminum disk shield is added to the back of the charger to prevent loss of surrounding metal material, it has little effect on the transmission efficiency of the electrical energy, since it is only used to block the leakage (rather than the main) magnetic flux, which is important for charging electric vehicles, since the vehicle chassis is typically made of steel, which, if there is no shielding of the aluminum disk, would couple into the vehicle and affect the inductance of the receiver and increase the losses.

Drawings

Fig. 1 is a schematic structural view of the working process of the wireless charging integrated device for an automobile of the present invention;

fig. 2 is a schematic structural view of the wireless charging integrated device for an automobile of the present invention;

fig. 3 is an appearance schematic diagram of the wireless charging integrated device for an automobile of the present invention;

fig. 4 is an assembly schematic view of the wireless charging integrated device for an automobile of the present invention;

FIG. 5 is a schematic view of the base structure of the wireless charging integrated device of the present invention;

fig. 6 is a schematic structural view of an aluminum disc shielding layer of the wireless charging integration device for an automobile of the present invention;

fig. 7 is a schematic structural view of the gasket of the wireless charging integrated device for an automobile of the present invention;

fig. 8 is a schematic view of the end cover structure of the wireless charging integrated device for an automobile according to the present invention;

fig. 9 is a schematic view of the internal structure of the end cover of the wireless charging integrated device for automobile of the present invention;

fig. 10 is a schematic structural view of a ferrite shielding layer of the wireless charging integration device for an automobile according to the present invention;

fig. 11 is a schematic structural view of a ferrite shielding layer and a coil of the wireless charging integration device for an automobile of the present invention;

FIG. 12 is a block diagram of the system flow structure of the present invention;

fig. 13 is a schematic structural view of an embodiment of the present invention;

fig. 14 is a radial distribution curve diagram of the leakage magnetic field near the outer surface of the aluminum disk shielding layer according to the embodiment of the present invention;

fig. 15 is an SS type compensation capacitor equivalent model adopted in the embodiment of the present invention;

fig. 16 is a schematic diagram illustrating a relationship between the number of turns of the first coil and the inner diameter according to an embodiment of the present invention;

fig. 17 is a schematic diagram of the relationship between the outer diameter and the coupling coefficient of the first coil and the inner diameter of the coil according to the embodiment of the present invention;

FIG. 18 is a graph showing the mutual inductance and coupling coefficient of a ferrite shield in relation to R1 according to an embodiment of the present invention;

FIG. 19 is a schematic diagram showing the relationship between the mutual inductance and coupling coefficient of the ferrite shield and the outer diameter of the ferrite shield according to the embodiment of the present invention;

fig. 20 is a schematic diagram illustrating a ferrite sheet structure according to an embodiment of the present invention;

1. electric energy sending device 2, electric energy receiving device 3, base 4 and aluminum disc shielding layer

5. Gasket 6, first coil 7, end cover 8, ferrite piece 9, second coil

10. Primary side compensation circuit 11, secondary side compensation circuit 12, filter 13, rectifier

14. Power supply 15, AC/DC converter 16, Buck circuit 17, DC/AC high frequency inverter

18. Battery pack 19, controller 20, vehicle-mounted control system ECU 21, and power conditioner

22. Chassis 23, recess 24, rim wall.

Detailed Description

With reference to figures 1-12:

the utility model provides a magnetic resonance type wireless charging integrated device for electric automobiles, including electric energy transmitting device 1 and electric energy receiving device 2, electric energy transmitting device 1 establish at ground or below ground, it includes base 3, aluminum disc shielding layer 4, gasket 5, ferrite shielding layer, first coil 6 and end cover 7, base 3 is located the lower part, aluminum disc shielding layer 4 is established on base 3, gasket 5 is established on aluminum disc shielding layer 4, ferrite shielding layer includes several ferrite pieces 8, each ferrite piece 8 is established at gasket 5 fretwork department, ferrite piece 8 is the central symmetry circumference setting, first coil 6 is established on ferrite shielding layer, end cover 7 covers in the upper end; electric energy receiving arrangement 2 establish at vehicle chassis 22, be located 1 tops of electric energy sending device during charging, it includes base 3, aluminium disc shielding layer 4, gasket 5, ferrite shielding layer, first coil 6 and end cover 7, base 3 is located upper portion, fix in the car bottom, aluminium disc shielding layer 4 is established in base 3 below, gasket 5 is established under aluminium disc shielding layer 4, ferrite shielding layer includes several ferrite pieces 8, every ferrite piece 8 is established in 5 fretworks departments of gasket, ferrite piece 8 is the central symmetry circumference setting, first coil 6 is established in ferrite shielding layer below, end cover 7 covers at the lower extreme. The power transmission device 1 and the power reception device 2 are symmetrically disposed. The distance between the two coils in the power transmission device 1 and the power reception device 2 is 150mm, and a power transmission power of 6.6kW is selected.

Ferrite, a magnetic material, is represented by a regular expression shown as MFe2O4, M is mainly a divalent metal oxide such as manganese oxide, nickel oxide, copper oxide, zinc oxide, etc., and ferrite in engineering is a polycrystalline sintered body obtained by compounding these compounds.

The base 3 is internally provided with a groove 23 for placing the aluminum disc shielding layer 4; the aluminum disc shielding layer 4 is circular, a circle of edge wall 24 is arranged at the edge, a groove 23 is formed in the aluminum disc shielding layer and used for placing a ferrite shielding layer, and as the magnetic flux density inside and outside the WPT charger does not depend on the thickness of the aluminum plate, and the skin depth of aluminum is about 0.28mm at 85kHz, as long as the thickness of the aluminum disc shielding layer 4 is greater than the skin depth, the induced current density field entering the aluminum plate does not change obviously along with the increase of the thickness; the ferrite shielding layer comprises eight ferrite sheets 8, and the eight ferrite sheets 8 are in a central symmetry circumferential array on the aluminum disc shielding layer 4; and a groove 23 matched with the ferrite sheet and the coil is arranged on the inner side of the end cover 7.

As shown in fig. 13, the ferrite sheet 8 may be in the form of three ferrites of triangular, rectangular and three-step shape with axial symmetry as contemplated by the present invention. Because most of ferrites on the market at present rarely have triangles, the ferrites are not convenient to design and arrange by themselves, the process difficulty of the triangular tip is higher, customization has certain difficulty, mass production is difficult, and the production cost is high. The latter two arrangements are more flexible and simpler on shaping.

Considering the hazards of electromagnetic radiation, EMF must comply with International non-ionizing radiation protection Commission (ICNIRP)2010 as described in SAEJ2954/1, while IEEEC95.1-2345-2014 provide more criteria for physiological effects such as nerve stimulation (<100kHz) and tissue heating (>100 kHz). WPT employs a high PFC circuit with low THD, the most common PFC configuration being an interleaved boost PFC circuit for EV chargers.

TABLE 1EMF exposure criteria

Wireless charging of EVs presents a high frequency magnetic field between the transmitter and receiver, and ICNIRP specifies the limiting guidelines for time-varying magnetic fields, electric fields, and EMF. SAEJ2954/1/2 reports that the electric and magnetic fields and contact currents of WPT systems must meet the requirements of ICNIRP 2010. Table 1 summarizes the EMF exposure limits for ICNIRP in 2010.

The simulation results in fig. 14 showing the radial distribution curve of the leakage magnetic field near the outer surface of the aluminum disk shield layer 4, and it can be seen that the triangular shield effect is best near the center, but the leakage magnetic field starts to increase outward in the radial direction. The rectangular leakage magnetic field trend is similar to that of the ladder type, but the whole effect is not as good as that of the other two types, and although the shielding effect of the ladder type at the innermost circle is not the best, the whole leakage magnetic field is lower, and the effect is the best on the whole.

And when the leakage magnetic field on the outer surface of the whole integrated structure base 3 is simulated, most areas are smaller than 6.25uT under the three arrangement conditions, and the SAEJ2954/1 is met. Among these three kinds of arrangements, the notch cuttype is arranged and can be effectively reduced the magnetic leakage field, reduces the transmission energy loss, reduces the aluminium dish and generates heat to can realize the shielding effect better.

The ferrite sheet 8 is in a three-section ladder shape with axial symmetry, the width of the second section is larger than that of the first section, the width of the third section is larger than that of the second section, the thicknesses of the first section and the second section are the same, and the thickness of the third section is larger than that of the first section and the second section. The first section is close to the center of the aluminum disc shielding layer 4, and the third section is positioned at the edge of the aluminum disc shielding layer 4.

The ferrite sheet 8 size is calculated by the following procedure:

the width of the body of the electric passenger vehicle is less than 1900mm, the diameter of the coil is controlled within the range of 520mm in the design, namely the diameter of the inner edge of the aluminum disc shielding layer 4 is 520mm, namely the radius R₄260mm, with a wire diameter d₀A 3.9mm litz wire was used as the first coil 6 and the initial data for this WPT charger design is shown in table 2.

TABLE 2 initial data

In view of the increased space utilization and the existing wire technology, a coil with densely-laid wires is selected.

As shown in fig. 15, since the system employs an AC/DC converter with PFC, the voltage and current can be adjusted to be in phase, and equations (1) - (3) can be obtained from kirchhoff's voltage law without considering the aging and loss of components.

In the formula

Is I₁The transmission power, the mutual inductance M of the two coils and the rated resonant circle frequency omega can be known from the formula (3)₀Inversely proportional to the voltage of the two-sided circuit, and knowing the other parameters in the formula, M and further the inner diameter R of the first coil 6 can be determined₂And the number of turns n.

M₀＝U_ABU_ab/ω₀/P_out＝400×356.4/85/2/3.14159/6.6μH＝40.44μH

Fig. 16 shows the number of turns n and the inner diameter R of the coil when the power design requirement is satisfied, i.e., M0 is 40.44 μ H₂The variation relationship of (a). The required number of turns is continuously reduced until n is 14 as the inner diameter of the coil is increased, and the quality factor of the coil is increased as the inner diameter of the coil is larger, so that the anti-offset capability of the coil is improved. However, if the inner diameter of the coil is too large, the coil is closer to the housing of the charger, and the leakage flux increases.

Fig. 17 shows the outer diameter R of the first coil 6 when the power design requirement is satisfied, i.e., M0-40.44 μ H₃And coupling coefficient k with inner diameter R₂The variation relationship of (a). The outer diameter R of the coil increases as the inner diameter of the coil increases₃And the k value exhibits a stepwise increase. That is, for gauges on the same stepIn case of a grid, a maximum is reached at the same time. The final design parameters are shown in table 3.

TABLE 3 first coil parameter design results

At R₂Based on the model of 155mm, n is 16, new parameters need to be established for the design of the ferrite sheet 8, including the ferrite shield inner diameter R₁And the outer diameter R5, were also simulated and calculated by means of finite elements, and the results are shown in fig. 18.

As can be seen from fig. 18, as the inner diameter R1 of the ferrite shield active region increases from 0 to 70mm, the mutual inductance and coupling coefficient of the whole WPT charger decrease relatively slowly; and when the distance is increased from 70mm to 200mm, the mutual inductance M and the coupling coefficient k begin to sharply decrease; when R is₁Increasing to more than 200mm, M and k are reduced to a very low and almost constant value, since the outer diameter of the first coil 6 is 217.4mm, at which time the inner diameter of the ferrite shield is already outside the coil, and therefore the inner diameter R of the ferrite shield is₁The value is 0-70mm, which is beneficial to lightweight design.

According to the simulation result, the inner diameter R of the ferrite shielding layer₁When the mutual inductance M is 65mm, the maximum value of the mutual inductance M is reduced to less than 1 muH, the coupling coefficient k is reduced to less than 0.003, but a hardly-functional area is removed in the middle, so that the effect of light weight is achieved, and waste of materials and cost is avoided.

It can be seen from figure 19 that the mutual inductance M and the coupling coefficient k decrease sharply as the outer diameter R5 of the WPT charger ferrite action region decreases from 250mm to 150 mm; when R is₅After reduction to 150mm the mutual inductance M and the coupling coefficient k are almost unchanged, since the inner diameter of the first coil 6 is taken to be 155mm, while the ferrite action area does not cover the coil part.

According to the simulation results, R should be maintained₅＝250mm, because the outer diameter R of the WPT charger ferrite action area is reduced₅This results in a significant reduction of the mutual inductance M and the coupling coefficient k.

As shown in fig. 20, the ferrite sheet 8 size calculation process is as follows:

let the width of the first section be 2d₁Length d of₂Thickness of h₁The width of the second section is 2d₃Length d of₄Thickness of h₁And the width of the third segment is 2d₅Length d of₆Thickness of h₂；

Where k is the number 8 of ferrite pieces 8 in the ferrite shield, and angle is 22.5 °;

d₁＝s₀R₁single ═ 19.9mm, where s₀Taking 0.8;

d₂＝R₂-R₁＝90mm；

wherein B is₁、B₃Are each R₁、R₃The intensity of the magnetic field at the location,

d₃take the maximum value d_3max＝R₂tanangle＝64.2mm；

d₄＝s₁(R₃-R₂) 74.9mm, where s₁Taking 1.2;

wherein B is₂、B₄Are each R₂、R₄The intensity of the magnetic field at the location,

d₅take the maximum value d_5max＝(R₂+d₄)tanangle＝d₃+d₄tanangle＝95.2mm；

Wherein s is₂Taking 0.9;

s₀、s₁、s₂is a size correction factor;

h₁the height difference between the third stage and the second stage of the ferrite is higher than the height of the coil to play a good shielding role, so that h is 5-8 mm₂Not less than h₁+d₀，d₀Is the wire diameter of the first coil 6;

on the same horizontal plane, the area ratio of the ferrite shielding layer to the maximum outer diameter of the first coil 6 is not less than 40%.

In the electric energy transmitting device 1 and the electric energy receiving device 2, the concentric second coil 9 is arranged on the inner side of the first coil 6, and the current of the second coil 9 is opposite to that of the first coil 6, so that third-order magnetic field harmonic waves can be suppressed, and the radiation influence of magnetic field noise can be reduced.

The integrated device further comprises a primary side compensation circuit 10, a secondary side compensation circuit 11, a filter 12 and a rectifier 13, wherein the primary side compensation circuit 10 is arranged on the base 3 of the electric energy transmitting device 1, one end of the primary side compensation circuit 10 is connected with the first coil 6 in the electric energy transmitting device 1, the other end of the primary side compensation circuit is connected with a power supply circuit, the power supply circuit comprises a power supply 14, an AC/DC converter 15, a Buck circuit 16 and a DC/AC high-frequency inverter 17, the power supply 14, the AC/DC converter 15, the Buck circuit 16 and the DC/AC high-frequency inverter 17 are sequentially connected, and the DC/AC high-frequency inverter 17 is connected with the primary side compensation circuit 10; the secondary side compensation circuit 11 is arranged on the base 3 of the electric energy receiving device 2, one end of the secondary side compensation circuit 11 is connected with the first coil 6 in the electric energy receiving device 2, the other end of the secondary side compensation circuit is connected with the filter 12, the other end of the filter 12 is connected with the rectifier 13, and the other end of the rectifier 13 is connected with the vehicle-mounted battery pack 18 through the power regulator 21.

The integrated device also comprises a controller 19, wherein the controller 19 is arranged on the electric energy transmitting device 1, is connected with the primary side compensation circuit 10 and the power supply circuit, receives related data in the primary side compensation circuit 10 and the power supply circuit and outputs corresponding control signals for control, the controller 19 is wirelessly connected with the vehicle-mounted control system ECU20 and receives related data of the vehicle-mounted control system ECU20, and the vehicle-mounted control system ECU20 is connected with the rectifier 13, the filter 12, the power regulator 21 and the vehicle-mounted battery pack 18 and receives related data of the rectifier 13, the filter 12, the power regulator 21 and the vehicle-mounted battery pack 18 and outputs corresponding control signals for control.

The controller 19 selects a processor (MC9S12DG128) of Freescale company, and the CPU uses a 32-bit MCU kernel, so that the running speed of the system is high, and the calculation requirements of resonant frequency and charging optimization brought by external influences such as power grid fluctuation and the like can be met; the bus frequency is not less than 25MHz, the memory EEPROM is not less than 4KB, the RAM is not less than 16KB, and the FlashEPROM is not less than 256 KB.

The working principle is as follows:

when the device works, an alternating current Power supply 14 is introduced into the primary side, the alternating current Power supply is converted into direct current through an AC/DC converter 15 with Power Factor Correction (PFC), and then the direct current Power supply is subjected to voltage reduction and voltage regulation through a Buck circuit 16, so that the input voltage of the primary side can be controlled, and dynamic regulation can be realized; then, the high-voltage direct current is converted into required high-frequency alternating current square waves through the DC/AC high-frequency inverter 17 to drive the primary side compensation circuit 10, and the first coil 6 in the electric energy transmitting device 1 can generate a time-varying magnetic field; according to faraday electromagnetic induction, induced electromotive force is generated in the first coil 6 in the power receiving device 2 to drive the whole secondary side compensation circuit 11; due to the existence of the compensation circuit, the coupling magnetic fields generated by the coils at two sides generate resonance under the same frequency, so that the coupling coefficient between the two coils is greatly enhanced, and the transmission efficiency is improved. The alternating current generated by the resonance circuit of the electric power reception device 2 is converted into direct current for charging the battery pack 18 by rectification and smoothing, and the electric power supplied to the battery pack 18 is regulated by power control by the ECU. Due to factors such as charging grid fluctuation and external interference, wireless data transmission communication is needed to ensure charging safety in consideration of the health state of the battery pack, the ECU gives expected circuit voltage and current to the controller 19, after the controller 19 receives the expected circuit voltage and current, fuzzification, fuzzy control and defuzzification are carried out through the fuzzy controller 19, the deviation between the expected value and the current measured value is judged according to the large, medium and small deviation, PID adjustment is carried out according to different charging curves so as to follow the expected value, and dynamic adjustment of battery health, charging time, charging current distribution and the like is achieved.

Claims

1. The utility model provides a wireless integrated device that charges of magnetic resonance formula electric automobile, includes electric energy transmitting device and electric energy receiving arrangement, its characterized in that: the electric energy sending device comprises a base, an aluminum disc shielding layer, a gasket, a ferrite shielding layer, a first coil and an end cover, wherein the base is positioned at the lower part; the electric energy receiving arrangement be located electric energy sending device top, including base, aluminium disc shielding layer, gasket, ferrite shielding layer, first coil and end cover, the base is located upper portion, the aluminium disc shielding layer is established in the base below, the gasket is established under the aluminium disc shielding layer, the ferrite shielding layer includes several ferrite pieces, every ferrite piece is established in gasket fretwork department, the ferrite piece is the even setting of central symmetry, first coil is established in ferrite shielding layer below, the end cover lid is at the lower extreme.

2. The wireless charging integrated device of claim 1, wherein: a groove is formed in the base; the aluminum disc shielding layer is circular, a circle of edge wall is arranged at the edge, and a groove is formed inside the aluminum disc shielding layer; the ferrite shielding layer comprises eight ferrite pieces, and the eight ferrite pieces are arranged on the aluminum disc shielding layer in a centrosymmetric circumferential array; the inner side of the end cover is provided with a groove matched with the ferrite sheet and the coil.

3. The wireless charging integrated device of claim 1, wherein: the ferrite sheet of the ferrite shielding layer is in a three-section ladder shape in axial symmetry, the thickness of the first section is the same as that of the second section, and the thickness of the third section is larger than that of the first section and that of the second section.

4. The wireless charging integrated device of claim 1, wherein: in the electric energy transmitting device and the electric energy receiving device, a second coil which is concentric is arranged on the inner side of the first coil, and the current of the second coil is opposite to that of the first coil.

5. The wireless charging integrated device of claim 1, wherein: the primary side compensation circuit is arranged on the base of the electric energy transmitting device, one end of the primary side compensation circuit is connected with a first coil in the electric energy transmitting device, and the other end of the primary side compensation circuit is connected with the power supply circuit; the secondary side compensation circuit is arranged on the base of the electric energy receiving device, one end of the secondary side compensation circuit is connected with the first coil in the electric energy receiving device, the other end of the secondary side compensation circuit is connected with the filter, the other end of the filter is connected with the rectifier, and the other end of the rectifier is connected with the vehicle-mounted battery pack through the power regulator.

6. The wireless charging integrated device of claim 5, wherein: the controller is arranged on the electric energy sending device, connected with the primary side compensation circuit, connected with the power supply circuit and wirelessly connected with the vehicle-mounted control system ECU.