CN107618388B - Wireless charging system of electric automobile - Google Patents
Wireless charging system of electric automobile Download PDFInfo
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- CN107618388B CN107618388B CN201710878104.6A CN201710878104A CN107618388B CN 107618388 B CN107618388 B CN 107618388B CN 201710878104 A CN201710878104 A CN 201710878104A CN 107618388 B CN107618388 B CN 107618388B
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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
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- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
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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
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- Y02T10/00—Road transport of goods or passengers
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- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
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Abstract
A wireless charging system for an electric vehicle, comprising: the device comprises a transmitting end, a transmitting coil, a receiving coil and a receiving end, wherein the transmitting end is electrically connected with the transmitting coil; the transmitting coil and the receiving coil are connected through alternating magnetic field induction, and can realize the transmission of electric energy from a transmitting end to a receiving end; the receiving coil is electrically connected with the receiving end; the application effectively improves the electric energy conversion efficiency of the electric automobile, effectively suppresses the influence of high-frequency interference in an alternating current power grid on the system, reduces line loss, further improves the conversion efficiency of wireless charging, improves the precision of charging output voltage, adopts a CAN communication mode, has the advantages of strong instantaneity, strong electromagnetic interference resistance, low cost and the like, and simultaneously realizes the function that the electric automobile CAN still communicate in a moving state by adopting a mode that a receiving end main control unit and a transmitting end main control unit adopt a 2.4G wireless transceiver to carry out wireless communication.
Description
Technical Field
The application belongs to the technical field of new energy, in particular to a wireless charging system for an electric automobile, which has higher charging efficiency, safety and reliability.
Background
With the wide application of electric vehicles, electric vehicle charging piles are put into use in some cities in China in recent years, so that the popularization and use of new energy vehicles are rapidly developed.
In 2009, a research team led by Yoichi Hori in tokyo university in japan developed a wireless charging device in the context of electric vehicle charging, and in 2013, korean science and technology institute tested a wireless charging bus in tortoise tail city, which was charged while traveling.
Currently, tesla, audi, BMW, walker, benz, toyota, high-pass, siemens and the like have all started to develop research in the field, the American Society of Automotive Engineers (SAE) issued the industry standard SAE J2954 of the wireless charging technology of plug-in hybrid vehicles and pure electric vehicles on 31 th of 2016, and the world major countries are actively developing research and commercialization of wireless charging of electric vehicles, and the wireless charging will become one of the main charging modes of electric vehicles in the future.
Three national standards for wireless charging of electric vehicles are formulated to work in Shenzhen formally for 24 days in 2016, the conference is sponsored by China electric science institute, the China is in communication with the China's new energy vehicles to be combined for carrying, and the wireless charging technology in China becomes a basic technology on the intelligent development road of the electric vehicles and is widely focused and valued by various social circles;
the battery management system (Battery Management System, BMS) is used as an electronic component for real-time monitoring, automatic balancing and intelligent charging and discharging, plays important roles of guaranteeing safety, prolonging service life, estimating residual electric quantity and the like, and is an indispensable important component in power and energy storage battery packs. The system ensures the normal operation of the electric automobile through a series of management and control.
Power factor refers to the ratio between the effective power and the total power consumption (apparent power); when the power factor value is larger, the power utilization rate is represented to be higher; the Power Factor (PF) is generally defined as the active Power P before AC input 0 With apparent power P a Ratio of: p (P) F ＝P o /P a . When the system is powered by a power frequency power grid, the system is based on the deduction sum P F Definition knows that P is to be implemented F =1, not only requires that the input ac current be in phase with the input voltage, i.e., cosΦ=cos0° =1, but also requires that the input ac current be sinusoidal, i.e., that the harmonics be zero, so that pf=1 can be achieved; in order to improve the power factor, limit the current distortion and harmonic wave, must transplant the technology of the switching converter, must carry on the power factor correction (Power Factor Correction-PFC), in order to achieve the purpose of shaping the waveform of the current and improving the power factor;
the wireless wired network is a necessary trend of development of consumer electronics industry, is a natural requirement of the mobile internet era, and is a necessary trend of development of electric automobile industry; although the wireless charging technology has greatly advanced in various countries, the current wireless charging efficiency is low, the working efficiency of wired charging is far from being achieved, and intelligent aspects such as card swiping charging, automatic control and the like are not perfect like wired charging.
Disclosure of Invention
In order to solve the technical problems, the application provides the wireless charging system for the electric automobile, which is provided by aiming at the defects of low wireless charging efficiency and poor intellectualization of the conventional wireless charging system, and has scientific and reasonable design, safe and reliable structure and convenient maintenance, and the operability and safety of wireless charging conversion are greatly enhanced through the further optimized design of a perfect main control unit;
a wireless charging system for an electric vehicle, comprising: the device comprises a transmitting end, a transmitting coil, a receiving coil and a receiving end, wherein the transmitting end is electrically connected with the transmitting coil; the transmitting coil and the receiving coil are connected through alternating magnetic field induction, and can realize the transmission of electric energy from a transmitting end to a receiving end; the receiving coil is electrically connected with the receiving end;
the transmitting end comprises: the system comprises an alternating-current input end, an EMI filter circuit, a first rectifier bridge, a transmitting end main control unit, a PFC boost converter, an IGBT full-bridge high-frequency inverter and a resonant coupling compensation circuit;
further, one end of the alternating current input end is electrically connected with one end of the EMI filter circuit, the other end of the EMI filter circuit is electrically connected with one end of the first rectifying bridge, the other end of the first rectifying bridge is respectively electrically connected with one end of the PFC boost converter and one end of the transmitting end main control unit, the other end of the PFC boost converter is respectively electrically connected with one end of the IGBT full-bridge high-frequency inverter and the other end of the transmitting end main control unit, the other end of the PFC boost converter is electrically connected with the other end of the transmitting end main control unit, and the other end of the IGBT full-bridge high-frequency inverter is respectively electrically connected with the fourth end of the transmitting end main control unit and one end of the one-way resonant coupling compensation circuit; the third end of the IGBT full-bridge high-frequency inverter is electrically connected with the fifth end of the transmitting end main control unit; the other end of the one-path resonant coupling compensation circuit is electrically connected with one end of the transmitting coil;
as an illustration, the sixth end of the transmitting end main control unit is electrically connected with the first display screen; the seventh end of the transmitting end main control unit is electrically connected with a first fan;
the receiving end comprises: the direct current charging device comprises a direct current charging interface, a filter circuit, a DC-DC converter, a second rectifier bridge, a step-up transformer, a two-way resonant coupling compensation circuit and a receiving end main control unit;
further, one end of the direct current charging interface is electrically connected with one end of the filter circuit and one end of the receiving end main control unit respectively; the other end of the filter circuit is electrically connected with one end of the DC-DC converter; the other end of the DC-DC converter is electrically connected with the second end of the receiving end main control unit; one end of the DC-DC converter is respectively and electrically connected with one end of the second rectifier bridge and the third end of the receiving end main control unit; the other end of the second rectifier bridge is electrically connected with one end of the step-up transformer; the other end of the step-up transformer is electrically connected with one end of the two-path resonant coupling compensation circuit; the other end of the two-path resonant coupling compensation circuit is electrically connected with one end of the receiving coil;
as an illustration, the fourth end of the receiving end main control unit is electrically connected with one end of the second fan; the fifth end of the receiving end main control unit is electrically connected with one end of the second display screen;
as an illustration, the receiving-end main control unit is provided with voltage stabilizing control, so that the accuracy of the charging output voltage is further improved.
Furthermore, the transmitting end main control unit and the battery management system on the electric automobile adopt a CAN communication mode, so that the electric automobile has the advantages of strong instantaneity, strong electromagnetic interference resistance, low cost and the like, and meanwhile, the receiving end main control unit and the transmitting end main control unit adopt a mode of carrying out wireless communication by adopting a 2.4G wireless transceiver, so that the function that the electric automobile CAN still communicate in a moving state is realized.
The application has the beneficial effects that:
1. according to the application, the transmitting end master controller effectively improves the electric energy conversion efficiency of the electric automobile through controlling the PFC boost converter and the IGBT full-bridge high-frequency inverter, and provides a high-efficiency charging structure for wireless charging of the electric automobile.
2. The EMI filter circuit of the transmitting end effectively inhibits the influence of high-frequency interference in an alternating current power grid on the system, and improves the safety performance in the wireless charging process.
3. The step-up transformer of the receiving end further improves the voltage output externally, reduces line loss and further improves the conversion efficiency of wireless charging.
Drawings
FIG. 1 is a schematic diagram of a wireless charging system for an electric vehicle according to the present application
Fig. 2 is a schematic diagram of a transmitting end master control unit of a wireless charging system for an electric vehicle
Fig. 3 is a schematic diagram of a receiving end master control unit of a wireless charging system for an electric vehicle according to the present application
FIG. 4 is an equivalent circuit diagram of a loosely coupled transformer resonant coupling compensation circuit of a wireless charging system for an electric vehicle according to the present application
Detailed Description
Referring now to fig. 1 to 4, a wireless charging system for an electric vehicle includes: the device comprises a transmitting end, a transmitting coil, a receiving coil and a receiving end, wherein the transmitting end is electrically connected with the transmitting coil; the transmitting coil and the receiving coil are connected through alternating magnetic field induction, and can realize the transmission of electric energy from a transmitting end to a receiving end; the receiving coil is electrically connected with the receiving end;
the transmitting end comprises: the system comprises an alternating-current input end, an EMI filter circuit, a first rectifier bridge, a transmitting end main control unit, a PFC boost converter, an IGBT full-bridge high-frequency inverter and a resonant coupling compensation circuit;
further, one end of the alternating current input end is electrically connected with one end of the EMI filter circuit, the other end of the EMI filter circuit is electrically connected with one end of the first rectifying bridge, the other end of the first rectifying bridge is respectively electrically connected with one end of the PFC boost converter and one end of the transmitting end main control unit, the other end of the PFC boost converter is respectively electrically connected with one end of the IGBT full-bridge high-frequency inverter and the other end of the transmitting end main control unit, the other end of the PFC boost converter is electrically connected with the other end of the transmitting end main control unit, and the other end of the IGBT full-bridge high-frequency inverter is respectively electrically connected with the fourth end of the transmitting end main control unit and one end of the one-way resonant coupling compensation circuit; the third end of the IGBT full-bridge high-frequency inverter is electrically connected with the fifth end of the transmitting end main control unit; the other end of the one-path resonant coupling compensation circuit is electrically connected with one end of the transmitting coil;
as an illustration, the sixth end of the transmitting end main control unit is electrically connected with the first display screen; the seventh end of the transmitting end main control unit is electrically connected with a first fan;
the receiving end comprises: the direct current charging device comprises a direct current charging interface, a filter circuit, a DC-DC converter, a second rectifier bridge, a step-up transformer, a two-way resonant coupling compensation circuit and a receiving end main control unit;
further, one end of the direct current charging interface is electrically connected with one end of the filter circuit and one end of the receiving end main control unit respectively; the other end of the filter circuit is electrically connected with one end of the DC-DC converter; the other end of the DC-DC converter is electrically connected with the second end of the receiving end main control unit; one end of the DC-DC converter is respectively and electrically connected with one end of the second rectifier bridge and the third end of the receiving end main control unit; the other end of the second rectifier bridge is electrically connected with one end of the step-up transformer; the other end of the step-up transformer is electrically connected with one end of the two-path resonant coupling compensation circuit; the other end of the two-path resonant coupling compensation circuit is electrically connected with one end of the receiving coil;
as an illustration, the fourth end of the receiving end main control unit is electrically connected with one end of the second fan; the fifth end of the receiving end main control unit is electrically connected with one end of the second display screen;
for a better explanation of the design principle of the present application, the design principle of the present application will now be explained with reference to the preferred embodiments as follows:
the wireless charging is to convert an electric signal into an electromagnetic signal through a transmitting coil, and transmit the electromagnetic signal, and a receiving coil coupled with the transmitting coil receives the electromagnetic signal and converts the electromagnetic signal into an electric signal; the transmit coil and the receive coil in inductive Wireless Power Transfer (WPT) may be equivalently loose coupling transformers; the loosely coupled transformers for inductive wireless power transfer differ from conventional transformers in that they have large leakage inductance and high operating frequencies, typically 50/60Hz, and the loosely coupled transformers operate at kilohertz/megahertz. Therefore, the whole design structure of the application is that the transmitting end is connected with the transmitting coil, the transmitting coil is connected with the receiving coil through an alternating magnetic field, and the transmission of electric energy from the transmitting end to the receiving end is realized, and the receiving coil is connected with the receiving end;
first,: as shown in fig. 1, the commercial power or three-phase alternating current passes through an EMI filter circuit after passing through an alternating current input end, the main function of the EMI filter circuit is to filter the interference of high-frequency pulses of an external power grid to a power supply, and then the direct current is obtained through rectifying by a first rectifier bridge, so that the direct current is designed to reduce the electromagnetic interference of the switching power supply to the outside; the direct current filtered by the EMI filter circuit is sent to the PFC boost converter; one of the main functions of designing PFC boost converters is to skewing the correction link between the grid and the load to approximate the input current waveform to the input voltage waveform, typically by making the input current sinusoidal in phase with the input voltage; meanwhile, another main function is to increase the voltage value, because the voltage value of the battery pack of the domestic electric vehicle is higher at present, for example, the nominal voltage of the battery pack of the electric vehicle Qin in the Bidi is 560V, and the voltage of the battery pack of the electric vehicle Tang in the Bidi is 700V, however, the direct current voltage directly converted by the commercial power/three-phase alternating current is difficult to meet the requirement of the battery voltage of the electric vehicle, so that a boost function is needed to be adopted while the power factor correction is carried out, and therefore, the PFC boost converter is adopted in the application, and the voltage value is also increased while the power factor is increased; the direct current after the power factor correction and the boost of the PFC boost converter is sent to the IGBT full-bridge high-frequency inverter, the direct current is inverted into square waves on the IGBT full-bridge high-frequency inverter, the square waves are sent to two ends of a transmitting coil through a resonant coupling compensation circuit after being output, and the frequency of the square waves is set value;
secondly: the transmission coil and the receiving coil are equivalent to a loose coupling transformer, and a wireless charging mode is optimized for improving the coupling coefficient efficiency of the loose coupling transformation, so that one-path resonance coupling compensation circuit and two-path resonance coupling compensation circuits of two resonance coupling compensation circuits are introduced; in order to improve the performance of the primary and secondary side circuits, to resonate the circuits and enhance the power transmission capability of the system, the primary and secondary sides of the circuits need to be resonantly coupled in various ways, and the coupling capacitors are generally used for balancing the inductance in the circuits, and series coupling, series-series coupling (S-S) structures are adopted, so that the equivalent circuit of the loosely coupled transformer resonant coupling compensation circuit is shown in figure 4, and when the transmitting coil and the receiving coil are resonantly coupled, the angular frequency omega of the current on the transmitting coil of the circuit 1 And the angular frequency omega of the current on the receiving coil 2 Equal to the natural operating frequency ω of the system, namely:
wherein C is 1 、C 2 Compensating capacitors for transmitting and receiving coils, respectively, i.e. C 1 C is a resonant coupling compensation circuit 2 The output power P of the transmitting end is obtained according to the model of the series resonance wireless power supply system 1 And input power P of receiving end 2 The following are provided:
wherein U is 1 For the input voltage across the transmitting coil at the transmitting end, R 1 R is the equivalent resistance of the receiving end loop 2 Is the equivalent resistance of the loop of the transmitting end, M is the transmitting coil and the connectorMutual inductance of the receiving coil, R L Is the load resistance.
As can be obtained from the formula (2), the system efficiency η of the wireless charging system is:
the relation between the system efficiency eta of wireless charging, the mutual inductance M and the angular frequency omega can be obtained according to the formula (3), and the relation is as follows:
when the mutual inductance M of the system is fixed, the resonance angular frequency omega of the system is increased, so that the system efficiency eta of wireless charging can be improved; when the angular frequency omega of the system is fixed, the mutual inductance M of the system is increased, and the wireless charging efficiency eta is also increased. As can be seen from the above formula, when the system angular frequency ω of the wireless charging system is the set value, the system efficiency of the wireless charging system can be adjusted only by adjusting the system mutual inductance M. When the wireless charging system is finished, that is, the system mutual inductance M is set as a value, the wireless charging efficiency can be improved by improving the system angular frequency omega.
At present, according to a calculation formula (3) of system efficiency eta of a wireless charging system at home and abroad, if the angular frequency omega bit of the system is fixed, the input power P of a receiving end is obtained 2 The charging power is constant, namely the charging power is made to be constant, and the overall charging power is improved by improving the system mutual inductance M value to improve the wireless charging power, namely the volume of the transmitting and receiving coils is increased. In order to keep the angular frequency ω of the system constant, a digital phase-locked loop circuit is therefore introduced in the wireless charging system to reduce the phase difference and keep the frequency substantially constant at a value.
As shown in fig. 1, in the present application, a transmitting end main control unit collects voltage and current information of both ends of a PFC boost converter and an IGBT full-bridge high-frequency inverter, and receives information transmitted from a transmitting end main control unit, and the information transmitted from the transmitting end includes: the battery management system BMS provides voltage and current demand information and information such as current, voltage, frequency and temperature collected by the transmitting end; the transmitting end main control unit respectively gives out signals for controlling the PFC boost converter and the IGBT full-bridge high-frequency inverter according to the information, so that the PFC boost converter can be adjusted in real time to obtain voltage with maximum power factor value, rising voltage value and stability, and the value of the output angular frequency omega of the IGBT full-bridge high-frequency inverter is fixed, but the voltage value can pass through square waves with adjustable duty ratio according to the charging requirement.
Again: as shown in fig. 1, a receiving end main control unit collects current and voltage values at two ends of a DC-DC converter and a filter circuit, and outputs a control signal to the DC-DC converter according to the collected current and voltage values, so that the DC-DC converter outputs a stable voltage value;
as an illustration, the receiving end main control unit is further provided with an interface for external interaction, so that the communication between man-machine interaction and the battery management system BMS can be realized;
finally: the two-path resonant coupling compensation circuit is used for improving the coupling coefficient so as to maximize the efficiency of transmitting electric energy; the receiving coil is connected with the electromagnetic induction to receive electric energy, and the received alternating current is sent to the step-up transformer through the two-way resonant coupling compensation circuit to step up again, so that the aim is to meet the high-voltage requirements of some electric automobiles; the boosted alternating current is rectified by a second rectifier bridge to obtain direct current, the direct current passes through a DC-DC converter, a trolley charging system is often subjected to certain interference factors, and the DC-DC converter is used for ensuring the stability requirements of charging voltage and power; the voltage output by the DC-DC converter is output to a direct current charging interface after passing through the filter circuit, and the direct current charging interface is connected with an interface connected with the electric automobile battery to charge the electric automobile battery;
referring to fig. 2, a schematic design of a circuit structure of a transmitting terminal according to the present application includes:
the system comprises a first current acquisition sensor, a first voltage acquisition sensor, a PFC boost conversion controller, a second voltage acquisition sensor, a first low-voltage auxiliary power supply, a third voltage acquisition sensor, an IGBT driving circuit, a digital phase-locked loop circuit, a zero-crossing detection circuit, a fourth voltage acquisition sensor, a first 2.4G transceiver, a group of temperature sensors, a first USB interface and a transmitting end main controller;
further, the first low-voltage auxiliary power supply supplies power to a main control chip in each circuit of the receiving end; the purpose of introducing the PFC boost conversion controller is to improve the control speed, so the PFC boost conversion controller is not integrated into the transmitting end main controller, and the transmitting end main controller only outputs a soft start control signal to the PFC boost conversion controller when the PFC boost conversion controller is started, so that the PFC boost conversion controller works after the PFC boost conversion controller is started; the PFC boost converter controller is used for controlling the PFC boost converter, so that the PFC boost converter controller obtains feedback voltage through input current and voltage sampling of a first current acquisition sensor and a second voltage acquisition sensor and the feedback voltage obtained by the second voltage acquisition sensor, and a control algorithm is introduced to calculate and obtain a control signal of the PFC boost converter controller to the PFC boost converter; therefore, the first current acquisition sensor is positioned on the negative side of the direct current bus between the first rectifier bridge and the PFC boost converter, and the first voltage acquisition sensor is respectively connected with the first rectifier bridge and the PFC boost converter through the direct current positive bus; the second voltage acquisition sensor is respectively connected with the PFC boost converter and the IGBT full-bridge high-frequency inverter through the direct-current bus;
the transmitting end main controller obtains a Pulse Width Modulation (PWM) control signal of the IGBT driving circuit through algorithm calculation by a signal transmitted by the receiving end main control unit and received by the third voltage acquisition sensor, the zero crossing detection circuit, the fourth voltage acquisition sensor and the first 2.4G transceiver, the IGBT driving circuit amplifies the obtained PWM control signal and then drives and controls the on and off of an upper bridge arm and a lower bridge arm of the IGBT full-bridge high-frequency inverter circuit, so that a square wave with constant angular frequency can be output after direct current passes through the IGBT full-bridge high-frequency inverter circuit, the duty ratio of the square wave is calculated by the transmitting end main controller, namely the effective voltage value of the square wave is well regulated according to charging requirements. The third voltage acquisition sensor is used for acquiring voltage input to the IGBT full-bridge high-frequency inverter, the zero-crossing detection circuit is used for generating square wave signals synchronous with the power grid voltage, a reference sine signal with the same frequency and the same phase as the power grid voltage is generated under the action of the digital phase-locked loop circuit and is stored in the transmitting end main controller in the form of a reference sine array, and the fourth voltage acquisition sensor is used for providing a feedback voltage value for the transmitting end main controller. Therefore, the third voltage acquisition sensor is respectively connected with the PFC boost converter and the IGBT full-bridge high-frequency inverter through the direct current positive bus; the zero-crossing detection circuit is connected with the IGBT full-bridge high-frequency inverter and one path of resonance coupling compensation circuit through an upper-section lead led out by an upper bridge arm of the IGBT full-bridge high-frequency inverter; the fourth voltage acquisition sensor is respectively connected with the IGBT full-bridge high-frequency inverter and one path of resonance coupling compensation circuit through an upper-segment lead led out by an upper bridge arm of the IGBT full-bridge high-frequency inverter;
the main controller of the transmitting end realizes man-machine interaction operation through a first USB interface, and simultaneously acquires the temperature of the transmitting end through a group of temperature sensors, and when the temperature is too high, the first fan can be driven to work to cool; meanwhile, the main controller of the transmitting end can be externally connected with a first display screen to assist in display and operation; the first 2.4G transceiver is a circuit for wireless communication between a transmitting end and a receiving end, so that wireless transmission of data is realized; therefore, the transmitting end main controller is also respectively connected with a USB interface, a fan, a display screen, a temperature sensor and a 2.4G transceiver.
As shown in fig. 3, a schematic circuit structure of a receiving end according to an embodiment of the present application, a second low-voltage auxiliary power supply is used to supply power to a chip in a main control unit of a transmitting end; the receiving end main controller acquires the current and the voltage of the input end of the DC-DC converter and the voltage of the DC-DC converter after being filtered by the second filter circuit, and obtains an output control signal of the DC-DC converter through calculation, so that the stability requirements of charging voltage and power are ensured, and the influence of external interference on the receiving end is prevented; therefore, the second current collection sensor is positioned on the negative of the direct current bus between the second rectifier bridge and the DC-DC converter; the fifth voltage acquisition sensor is respectively connected with the second rectifier bridge and the DC-DC converter through a direct current bus; the positive pole of the second low-voltage auxiliary power supply is respectively connected with the second rectifier bridge and the DC-DC converter through the direct-current bus; the negative electrode of the second low-voltage auxiliary power supply is respectively connected with the second current acquisition sensor and the DC-DC converter through the direct-current bus negative electrode; and the sixth voltage acquisition sensor is respectively connected with the second filter circuit and the direct-current charging interface through the direct-current bus.
The second 2.4G transceiver in the receiving end main control unit and the first 2.4G transceiver in the transmitting end main control unit realize wireless communication, the second USB interface CAN realize interaction with a man-machine, the CAN interface realizes communication of a battery management system BMS, charging voltage and charging current given by the BMS CAN be sent to a transmitting end main controller in the transmitting end main control unit through the second 2.4G transceiver, and information such as voltage, current, frequency and the like acquired by the receiving end main controller CAN also be sent to the transmitting end main controller through the second 2.4G transceiver; meanwhile, the main controller of the receiving end also collects the temperature of the receiving end through two groups of temperature sensors, and when the temperature is too high, the second fan can be driven to work for cooling. Meanwhile, the receiving end main controller can be externally connected with a second display screen to assist in display and operation. Therefore, the receiving end main controller is respectively connected with the second current acquisition sensor, the fifth voltage acquisition sensor, the second low-voltage auxiliary power supply, the sixth voltage acquisition sensor, the CAN interface, the second group of temperature sensors, the second USB interface and the second 2.4G transceiver;
according to the application, the emission end master controller effectively improves the electric energy conversion efficiency of the electric automobile through controlling the PFC boost converter and the IGBT full-bridge high-frequency inverter, and provides a high-efficiency charging structure for wireless charging of the electric automobile. The EMI filter circuit of the transmitting end effectively inhibits the influence of high-frequency interference in an alternating current power grid on the system, and improves the safety performance in the wireless charging process. The step-up transformer of the receiving end further improves the voltage output by the outside, reduces the line loss and further improves the conversion efficiency of wireless charging. The receiving end main control unit of the application increases the voltage stabilizing control, and further improves the precision of the charging output voltage. The transmitting end main control unit and the battery management system on the electric automobile adopt a CAN communication mode, have the advantages of strong instantaneity, strong electromagnetic interference resistance, low cost and the like, and simultaneously realize the function that the electric automobile CAN still communicate in a moving state by adopting a mode that the receiving end main control unit and the transmitting end main control unit adopt a 2.4G wireless transceiver to carry out wireless communication.
The above disclosure is only one specific embodiment of the present application, but the present application is not limited thereto, and any changes that can be thought by those skilled in the art should fall within the protection scope of the present application.
Claims (4)
1. An electric vehicle wireless charging system, comprising: the device comprises a transmitting end, a transmitting coil, a receiving coil and a receiving end, wherein the transmitting end is electrically connected with the transmitting coil; the transmitting coil and the receiving coil are connected through alternating magnetic field induction, and can realize the transmission of electric energy from a transmitting end to a receiving end; the receiving coil is electrically connected with the receiving end;
the transmitting end comprises: the system comprises an alternating-current input end, an EMI filter circuit, a first rectifier bridge, a transmitting end main control unit, a PFC boost converter, an IGBT full-bridge high-frequency inverter and a resonant coupling compensation circuit;
one end of the alternating current input end is electrically connected with one end of the EMI filter circuit, the other end of the EMI filter circuit is electrically connected with one end of the first rectifying bridge, the other end of the first rectifying bridge is respectively electrically connected with one end of the PFC boost converter and one end of the transmitting end main control unit, the other end of the PFC boost converter is respectively electrically connected with one end of the IGBT full-bridge high-frequency inverter and the other end of the transmitting end main control unit, the other end of the PFC boost converter is electrically connected with the other end of the transmitting end main control unit, and the other end of the IGBT full-bridge high-frequency inverter is respectively electrically connected with the fourth end of the transmitting end main control unit and one end of the one-way resonant coupling compensation circuit; the third end of the IGBT full-bridge high-frequency inverter is electrically connected with the fifth end of the transmitting end main control unit; the other end of the one-path resonant coupling compensation circuit is electrically connected with one end of the transmitting coil;
the receiving end comprises: the direct current charging device comprises a direct current charging interface, a filter circuit, a DC-DC converter, a second rectifier bridge, a step-up transformer, a two-way resonant coupling compensation circuit and a receiving end main control unit;
one end of the direct current charging interface is electrically connected with one end of the filter circuit and one end of the receiving end main control unit respectively; the other end of the filter circuit is electrically connected with one end of the DC-DC converter; the other end of the DC-DC converter is electrically connected with the second end of the receiving end main control unit; one end of the DC-DC converter is respectively and electrically connected with one end of the second rectifier bridge and the third end of the receiving end main control unit; the other end of the second rectifier bridge is electrically connected with one end of the step-up transformer; the other end of the step-up transformer is electrically connected with one end of the two-path resonant coupling compensation circuit; the other end of the two-path resonant coupling compensation circuit is electrically connected with one end of the receiving coil;
the transmitting end main control unit comprises a transmitting end main controller, the transmitting end main controller obtains a Pulse Width Modulation (PWM) control signal of an IGBT driving circuit through algorithm calculation according to signals transmitted by a receiving end main control unit received by a third voltage acquisition sensor, a zero crossing detection circuit, a fourth voltage acquisition sensor and a first 2.4G transceiver, the IGBT driving circuit amplifies the obtained Pulse Width Modulation (PWM) control signal and then drives and controls the on and off of an upper bridge arm and a lower bridge arm of the IGBT full-bridge high-frequency inverter circuit, so that a square wave with constant angular frequency can be output after direct current passes through the IGBT full-bridge high-frequency inverter circuit, and the duty ratio of the square wave is obtained through calculation of the transmitting end main controller, namely the size of an effective voltage value of the square wave is adjusted according to charging requirements.
2. The wireless charging system of claim 1, wherein a sixth end of the transmitting end main control unit is electrically connected with a first display screen; and the seventh end of the transmitting end main control unit is electrically connected with a first fan.
3. The wireless charging system of claim 2, wherein a fourth end of the receiving-end main control unit is electrically connected with one end of the second fan; and the fifth end of the receiving end main control unit is electrically connected with one end of the second display screen.
4. The wireless charging system of claim 3, wherein the receiving-end master control list is further provided with an interface for external interaction, so that communication between man-machine interaction and the battery management system BMS can be realized.
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| CN111937268A (en) * | 2018-04-06 | 2020-11-13 | Abb瑞士股份有限公司 | Power transmission system for electric vehicle and control method thereof |
| WO2019206393A1 (en) | 2018-04-23 | 2019-10-31 | Abb Schweiz Ag | A power transfer system for electric vehicles and a control method thereof |
| CN109067007A (en) * | 2018-07-20 | 2018-12-21 | 国电南瑞科技股份有限公司 | A kind of ship shore electric wireless power supply system and its control method |
| CN109017423A (en) * | 2018-09-12 | 2018-12-18 | 张家港市泓溢电源科技有限公司 | A kind of inductive charging circuit for electric car |
| CN110549881B (en) * | 2019-04-29 | 2023-08-25 | 合肥有感科技有限责任公司 | Wireless ground emission equipment that charges of portable electric automobile |
| CN110957795B (en) * | 2019-12-05 | 2021-08-06 | 深圳市洲明科技股份有限公司 | Charging circuit, charging device and display screen |
| CN111106880B (en) * | 2019-12-30 | 2022-05-13 | 湖北航天技术研究院总体设计所 | Wireless test emission control system and method for aircraft |
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