Magnetic coupling mechanism, wireless charging system and vehicle

Abstract

The invention relates to a magnetic coupling mechanism, a wireless charging system and a vehicle, and the magnetic coupling mechanism comprises a first electromagnetic energy receiving unit which comprises a first coil unit; the second electromagnetic energy receiving unit comprises a second coil unit; wherein the first coil unit and the second coil unit are connected in parallel. According to the technical scheme, the first coil unit and the second coil unit are connected in parallel, so that an effective receiving area is expanded, coupling failure caused by deviation of a single coil is avoided, the total current flowing capacity is enhanced, and the higher-power charging requirement is met.

Description

Technical Field

[0001] The present application relates to the field of wireless charging technology, and in particular to a magnetic coupling mechanism, a wireless charging system and a vehicle. Background Art

[0002] As electric vehicles continue to gain market penetration, their intelligent development places higher demands on charging systems. Traditional wired charging relies on physical connections, which can be cumbersome to operate and can lead to fragile interfaces. Wireless charging technologies, as alternatives, primarily include magnetic field coupling, electric field coupling, and electromagnetic radiation.

[0003] Among them, electric field coupling transmits power through displacement current between capacitor plates, but this poses human safety risks. Electromagnetic radiation (such as microwaves and lasers) is suitable for long-distance transmission, but faces low efficiency and electromagnetic pollution issues. In comparison, magnetic field coupling utilizes the principle of electromagnetic induction for contactless power transmission, offering advantages such as high charging flexibility, low maintenance costs, and intelligent control. It has become the mainstream technology in the new energy vehicle field.

[0004] However, existing magnetic field coupling wireless charging technologies suffer from low magnetic field coupling efficiency, which restricts the power and efficiency of power transmission. Summary of the Invention

[0005] The embodiments of the present application provide a magnetic coupling mechanism, a wireless charging system, and a vehicle, which improve the total current flow capacity and support higher power charging requirements, so as to at least partially solve the above-mentioned technical problems.

[0006] In order to achieve the above-mentioned object, according to a first aspect of the present application, a magnetic coupling mechanism is provided, comprising:

[0007] A first electromagnetic energy receiving unit, comprising a first coil unit;

[0008] A second electromagnetic energy receiving unit, comprising a second coil unit;

[0009] Wherein, the first coil unit and the second coil unit are connected in parallel.

[0010] Optionally, the first coil unit and the second coil unit respectively include coils of different structural types.

[0011] Optionally, the first coil unit includes a rectangular coil.

[0012] Optionally, the second coil unit includes a coupling coil group.

[0013] Optionally, the rectangular coil is orthogonal to the magnetic circuit direction of the coupling coil group.

[0014] Optionally, the coupling coil group includes at least a DD coil.

[0015] Optionally, the first coil unit and the second coil unit are distributed in a stacked manner in a vertical direction.

[0016] Optionally, it also includes:

[0017] a compensation inductor, wherein the compensation inductor is connected in parallel with the first coil unit and / or the second coil unit.

[0018] Optionally, the first coil unit is parallel to the magnetic circuit direction of the compensation inductor, and / or

[0019] The magnetic circuit direction of the second coil is orthogonal to that of the compensation inductor.

[0020] Optionally, the compensation inductor and the first coil unit are placed in the same horizontal plane; and / or

[0021] The compensation inductor and the second coil unit are placed on the same horizontal plane.

[0022] Optionally, the second coil unit includes a DD coil, the number of the compensation inductors is at least two, and each compensation inductor is respectively arranged inside a D-shaped outline of a D-shaped sub-coil of the DD coil.

[0023] Optionally, the compensation inductor is a winding structure with a double D-shaped outer contour or an 8-shaped outer contour.

[0024] Optionally, a central area of ​​the compensation inductor is coaxially aligned with a midpoint of a straight line segment of the D-shaped sub-coil, and a radial dimension of the compensation inductor is smaller than a radial dimension of the D-shaped sub-coil.

[0025] Optionally, the first electromagnetic energy receiving unit further includes:

[0026] a first mounting tray, for mounting the first coil unit;

[0027] The second electromagnetic energy receiving unit further includes:

[0028] The second mounting tray is used to mount the second coil unit.

[0029] Optionally, the upper surface of the first coil unit does not exceed the upper surface reference plane of the first mounting tray; and / or

[0030] The upper surface of the second coil unit does not exceed an upper surface reference plane of the second mounting tray.

[0031] Optionally, the first installation tray and the second installation tray are stacked in a vertical direction.

[0032] Optionally, it also includes:

[0033] The vehicle end back plate has a groove structure on its surface;

[0034] A magnetic conductive component is adhesively fixed in the groove;

[0035] The magnetic conductive component is arranged vertically and coaxially with the first coil unit and the second coil unit.

[0036] Optionally, the vehicle end back plate is connected to the first mounting tray and the second mounting tray via a mechanical snap-fit ​​structure.

[0037] Optionally, it also includes:

[0038] A resonant capacitor plate is fixed to one side edge of the vehicle end back plate;

[0039] A thermal interface material layer is filled between the resonant capacitor plate and the vehicle end back plate;

[0040] The first surface of the thermal interface material layer is suitable for contacting the heat dissipation structure of the vehicle battery to form a continuous heat conduction path.

[0041] Optionally, it also includes:

[0042] The copper busbar conductor connects the electrode pins of the resonant capacitor plate and the connection terminals of the first coil unit and the second coil unit to form a parallel resonant circuit.

[0043] Optionally, it also includes:

[0044] The vehicle end back plate is provided with a flow channel, and the flow channel is arranged between the upper shielding layer and the lower shielding layer of the vehicle end back plate.

[0045] Optionally, the cross section of the flow channel is in a rectangular geometric configuration, and the transverse dimension of the flow channel along the fluid flow direction is larger than the longitudinal dimension perpendicular to the fluid flow direction.

[0046] Optionally, the flow channel is Z-shaped, and the flow channel is welded by a parallel rib array and an upper shielding layer and a lower shielding layer of the vehicle end back plate to form a closed cavity.

[0047] Optionally, it also includes:

[0048] The fluid connector is installed on the vehicle end back plate.

[0049] Optionally, the cross-sectional width of the water inlet and water outlet areas of the flow channel is greater than the main flow channel width of the flow channel, forming an extended transition zone; the inner cavity of the fluid connector is directly connected to the flow channel cavity of the extended transition zone.

[0050] Optionally, the interface of the fluid connector and the vehicle end back plate cooperate through holes to form a sealing structure.

[0051] Optionally, the front end of the fluid connector does not exceed the edge of the vehicle end back plate.

[0052] According to a second aspect of the present application, a wireless charging system is provided, which includes the magnetic coupling mechanism described in the embodiment of the present application.

[0053] According to a third aspect of the present application, a vehicle is also provided, comprising the magnetic coupling mechanism or the wireless charging system described in the embodiments of the present application.

[0054] In the embodiment of the present application, through the above-mentioned technical solution, by connecting the first coil unit and the second coil unit in parallel, the effective receiving area is expanded, the coupling failure caused by the offset of the single coil is avoided, the total current flow capacity is enhanced, and higher power charging requirements are supported.

[0055] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0057] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0058] Figure 1 is a schematic planar structural diagram of a first electromagnetic energy receiving unit of a magnetic coupling mechanism provided in an exemplary embodiment of the present disclosure;

[0059] Figure 2 is a schematic planar structural diagram of a first embodiment of a second coil unit of a magnetic coupling mechanism provided in an exemplary embodiment of the present disclosure;

[0060] Figure 3 The cross-sectional structure of the magnetic coupling mechanism provided in the exemplary embodiment of the present disclosure is shown in FIG. Figure 1 ;

[0061] Figure 4 yes Figure 3 A magnified schematic diagram of part A;

[0062] Figure 5 is a schematic diagram of a flow channel planar structure of a magnetic coupling mechanism provided in an exemplary embodiment of the present disclosure;

[0063] Figure 6 The cross-sectional structure of the magnetic coupling mechanism provided in the exemplary embodiment of the present disclosure is shown in FIG. Figure 2 ;

[0064] Figure 7 yes Figure 6 An enlarged schematic diagram of part B;

[0065] Figure 8 is a schematic diagram of a second embodiment of a second coil unit of a magnetic coupling mechanism provided in an exemplary embodiment of the present application;

[0066] Figure 9 is a schematic diagram of simulated temperature distribution of the flow channel on the vehicle end back plate of the magnetic coupling mechanism provided in an exemplary embodiment of the present application;

[0067] Figure 10 This is a simulation diagram of the fluid velocity distribution in the flow channel on the vehicle end back plate of the magnetic coupling mechanism provided in an exemplary embodiment of the present application;

[0068] Figure 11 It is a schematic diagram of the architecture of a vehicle provided in an embodiment of the present application.

[0069] Description of reference numerals:

[0070] 10. Magnetic coupling mechanism; 11. First electromagnetic energy receiving unit; 110. First coil unit; 111. First mounting tray; 112. Resonant capacitor plate; 113. High-frequency AC connector; 114. Cabinet routing; 115. Bracket and rubber sleeve assembly; 12. Second electromagnetic energy receiving unit; 120. Second coil unit; 121. Coupling coil assembly; 1210. D-shaped sub-coil; 122. Compensating inductor; 123. Second mounting tray; 124. Resonant capacitor plate; 125. High-frequency AC connector; 126. Cabinet routing; 127. Bracket and rubber sleeve assembly; 13. Copper busbar conductor; 14. Vehicle end guard plate; 15. Vehicle end back plate; 151. Upper shielding layer; 152. Lower shielding layer; 16. Thermal interface material layer; 17. Magnetic conductive assembly; 18. Flow channel; 19. Fluid connector;

[0071] 212, resonant capacitor plate; 213, high-frequency AC connector; 214, wiring inside the box; 215, bracket and rubber sleeve assembly; 22, second electromagnetic energy receiving unit; 220, second coil unit; 221, compensation inductor; 222, second mounting tray;

[0072] 30. Vehicle. DETAILED DESCRIPTION

[0073] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0074] In the existing technology, magnetic field coupling wireless charging technology generally adopts a single secondary coil structure. This design has technical problems such as limited power efficiency, severe parasitic interference and thermal runaway. Due to the limitation of single coil coupling efficiency, it cannot meet the fast charging needs of electric vehicles. In order to expand the transmission distance, the existing technology incorporates concrete pavement into the magnetic circuit system, but the difference in magnetic permeability of the pavement material causes magnetic field distortion and attenuation. During high-power operation, the current density of the single coil increases sharply, and the temperature rise value exceeds the threshold, while the traditional air cooling solution has difficulty in achieving effective heat dissipation in the confined space under the vehicle. Precisely to solve the above technical problems, the embodiments of the present application provide a magnetic coupling mechanism, a wireless charging system and a vehicle. By connecting multiple decoupling coils in parallel to improve the utilization rate of the magnetic field, embedding Z-shaped flow channels in the aluminum backplate to achieve directional heat dissipation, and enhancing the scalability of the system through a modular quick-release structure, the high-power transmission efficiency is improved, while the risk of thermal runaway is reduced to below the safety threshold, and it is compatible with the charging power requirements of multiple models.

[0075] The present application provides a magnetic coupling mechanism, comprising:

[0076] A first electromagnetic energy receiving unit, comprising a first coil unit;

[0077] A second electromagnetic energy receiving unit, comprising a second coil unit;

[0078] Wherein, the first coil unit and the second coil unit are connected in parallel.

[0079] Through the above technical solution, by connecting the first coil unit and the second coil unit in parallel, the effective receiving area is expanded, the coupling failure caused by the offset of the single coil is avoided, the total current flow capacity is enhanced, and higher power charging requirements are supported.

[0080] In some embodiments, the first coil unit and the second coil unit respectively include coils of different structural types.

[0081] See also Figure 1 and Figure 2 , Figure 1 This is a schematic planar structural diagram of the first electromagnetic energy receiving unit of the magnetic coupling mechanism provided in an embodiment of the present application. Figure 2 This is a schematic planar structural diagram of a first embodiment of the second coil unit of the magnetic coupling mechanism provided in an embodiment of the present application.

[0082] In this embodiment, the magnetic coupling mechanism 10 includes:

[0083] The first electromagnetic energy receiving unit 11 includes a first coil unit 110;

[0084] The second electromagnetic energy receiving unit 12 includes a second coil unit 120;

[0085] In some embodiments, the first coil unit 110 and the second coil unit 120 are distributed in a stacked manner in a vertical direction (eg, a vertical direction of a vehicle chassis).

[0086] In some embodiments, the first coil unit 110 includes a rectangular coil.

[0087] It should be noted that the rectangular coil refers to a centralized magnetic field coil with a rectangular winding path.

[0088] In some embodiments, the second coil unit 120 includes a coupling coil assembly 121 .

[0089] In some embodiments, the rectangular coil of the first coil unit 110 is orthogonal to the magnetic circuit direction of the coupling coil assembly 121 .

[0090] In some embodiments, the coupling coil assembly 121 includes at least a DD coil.

[0091] In some embodiments, the DD coil includes two counter-coupled D-shaped sub-coils 1210, which are wound around a first mounting position and a second mounting position of the coil support, respectively, to form an overall figure-8-shaped outer profile. The first mounting position and the second mounting position are located in the same horizontal plane and are symmetrically distributed in the horizontal or vertical direction.

[0092] Through the position and structure of the first mounting position and the second mounting position, the two D-shaped sub-coils are wound in a "mirror-symmetric" manner (for example, the straight segment of one D-shaped sub-coil is opposite the circular segment of the other), so that their overall outer contour forms a continuous figure-8 shape (that is, the circular segments of the two D-shaped sub-coils are connected end to end, and the straight segments extend outward), thereby expanding the effective coverage area of ​​the coupling coil group, while avoiding the magnetic field blind spot of a single D-shaped coil, and enhancing the coupling uniformity with the ground transmitting coil.

[0093] Exemplarily, the arc segments of the two D-shaped sub-coils 1210 are arranged opposite to each other, and the straight segments extend in opposite directions, forming a closed magnetic circuit.

[0094] Specifically, the first coil unit 110, formed by a rectangular winding path, is a unipolar axially concentrated coil. The coupled coil group 121, formed by orthogonally splicing two D-shaped sub-coils 1210, is a bipolar orthogonal decoupling coil. The compensation inductor 122 adopts an orthogonal decoupling winding structure and is independent of the magnetic circuits of the first coil unit 110 and the coupled coil group 121.

[0095] In some embodiments, the magnetic coupling mechanism 10 further includes:

[0096] The compensation inductor 122 is connected in parallel with the first coil unit 110 and / or the second coil unit 120 .

[0097] In some embodiments, the first coil unit 110 is orthogonal to the magnetic circuit direction of the coupling coil group 121 and parallel to the magnetic circuit direction of the compensation inductor 122, and / or the second coil unit 120 is orthogonal to the magnetic circuit direction of the compensation inductor 122.

[0098] In some embodiments, the compensation inductor 122 and the first coil unit 110 are placed in the same horizontal plane; and / or the compensation inductor 122 and the second coil unit 120 are placed in the same horizontal plane.

[0099] Specifically, the compensation inductor 122 and the coupling coil group 121 are placed in the same horizontal plane.

[0100] In some embodiments, there are two compensation inductors 122 , and each compensation inductor 122 is respectively disposed inside the D-shaped outline of a D-shaped sub-coil 1210 .

[0101] In some embodiments, the winding structure of the compensation inductor 122 has a double D-shaped outer profile or an 8-shaped outer profile.

[0102] In some embodiments, the central area of ​​the compensation inductor 122 is coaxially aligned with the midpoint of the straight line segment of the D-shaped sub-coil 1210 , and the radial dimension of the compensation inductor 122 is smaller than the radial dimension of the D-shaped sub-coil 1210 .

[0103] It should be noted that the winding structure of the compensation inductor 122 is an orthogonal decoupling winding structure, which refers to a structural form in which the inductor winding achieves magnetic circuit decoupling through an orthogonal layout, including but not limited to double D-shaped splicing, 8-shaped winding, etc., among which the double D-shaped form is also called DD-shaped winding structure.

[0104] In some embodiments, the first electromagnetic energy receiving unit 11 further includes:

[0105] The first mounting tray 111 is used to mount the first coil unit 110 .

[0106] Specifically, the first mounting tray 111 is provided with a mounting groove matching the geometric contour of the first coil unit 110 , the first coil unit 110 is fixed in the mounting groove by an adhesive, and the upper surface of the first coil unit 110 does not exceed the upper surface reference plane of the first mounting tray 111 .

[0107] The first mounting position and the second mounting position are specific areas on the first mounting tray 111, which are provided with winding grooves, positioning grooves or fixing holes (such as grooves or through holes formed by metal stamping) for fixing the winding frame (such as a plastic frame) of the D-shaped sub-coil or directly fixing the coil wire to ensure the shape accuracy (such as the D-shaped curvature, the length of the straight line segment) and position accuracy of the D-shaped sub-coil.

[0108] In some embodiments, the second electromagnetic energy receiving unit 12 further includes:

[0109] The second mounting tray 123 is used to mount the second coil unit 120 .

[0110] Specifically, the second mounting tray 123 is provided with a mounting groove matching the second coil unit 120 , the second coil unit 120 is fixed in the mounting groove by adhesive, and the upper surface of the second coil unit 120 does not exceed the upper surface reference plane of the second mounting tray 123 .

[0111] In the embodiment of the present application, the first coil unit 110 is fixed to the first mounting tray 111, and the second coil unit 120 is integrated into the second mounting tray 123. Each coil unit can be independently disassembled and replaced, and the maintenance time is short, avoiding the problem of the traditional integrated structure that requires the entire magnetic coupling mechanism to be disassembled for repair or replacement.

[0112] In some embodiments, the first installation tray 111 and the second installation tray 123 are stacked in a vertical direction.

[0113] In some embodiments, the coupling coil assembly 121 and the compensation inductor 122 are fixed in the mounting groove by adhesive, and the upper surfaces of the coupling coil assembly 121 and the compensation inductor 122 do not exceed the upper surface reference plane of the second mounting tray 123 .

[0114] In some embodiments, the magnetic coupling mechanism 10 further includes:

[0115] The copper busbar conductor 13 is used to connect the first coil unit 110 and the second coil unit 120 in parallel.

[0116] Specifically, the copper busbar conductor 13 is crimped onto the ends of the Litz wires of the first coil unit 110 , the coupling coil group 121 and the compensation inductor 122 through copper wire noses, and the wire noses are fastened to the surface of the copper busbar conductor 13 using fasteners to form a detachable electrical connection.

[0117] A preset electrical gap is reserved between the copper busbar conductors 13 to avoid the risk of high voltage breakdown.

[0118] In the embodiment of the present application, the copper busbar conductor 13 realizes the decoupling and parallel connection of multiple coils of the magnetic coupling mechanism 10 through the above-mentioned connection structure, while meeting the current carrying requirements of high-power transmission and reliable connection to the vehicle-mounted vibration environment. Its modular interface design provides a technical basis for the rapid replacement of the first coil unit 110, the coupling coil group 121 and the compensation inductor 122.

[0119] In some embodiments, the magnetic coupling mechanism 10 further includes:

[0120] a resonant capacitor plate 112 , fixed and configured to adjust the resonant frequency of the receiving coil;

[0121] High-frequency AC connector 113, serving as an electrical energy output interface;

[0122] The wiring 114 in the box connects the resonant capacitor plate 112 and the high-frequency AC connector 113;

[0123] The bracket and rubber sleeve assembly 115 provides structural support and electrical isolation.

[0124] Among them, the resonant capacitor plate 112, the high-frequency AC connector 113, the wiring inside the box 114, and the bracket and rubber sleeve assembly 115 constitute a conventional electrical connection component, and the specific functions are not repeated here.

[0125] The first coil unit 110 is connected to the resonant capacitor plate 112 via an in-box wiring 114 , and the resonant capacitor plate 112 is connected to the high-frequency AC connector 113 via the in-box wiring 114 .

[0126] In some embodiments, the copper busbar conductor 13 connects the electrode pins of the resonant capacitor plate 112 and the connection terminals of the first coil unit 110 and the second coil unit 120 to form a parallel resonant circuit.

[0127] Specifically, the ends of the Litz wires of the first coil unit 110 are gathered at the terminal block and then connected to the resonant capacitor plate 112 through a multi-core shielded wire. The resonant capacitor plate 112 is connected to the high-frequency AC connector 113 through the wiring 114 inside the box, ensuring that low-power output can still be maintained in the event of a single-point failure, thereby reducing assembly complexity.

[0128] Similarly, the second electromagnetic energy receiving unit 12 also includes a resonant capacitor plate 124, a high-frequency AC connector 125, an in-box wiring 126, and a bracket and rubber sleeve assembly 127, which constitute a conventional electrical connection component. The coupling coil group 121 and the compensation inductor 122 are respectively connected to the resonant capacitor plate 124 through the in-box wiring 126, and the resonant capacitor plate 124 is connected to the high-frequency AC connector 125 through the in-box wiring 126.

[0129] The specific functions are not described here.

[0130] In some embodiments, the magnetic coupling mechanism 10 further includes:

[0131] The vehicle end guard plate 14 is used for mounting the first coil unit 110 and the second coil unit 120 .

[0132] The vehicle end guard plate 14 is the core peripheral protection and functional auxiliary component of the magnetic coupling mechanism 10. It is usually a flat structure and is installed in the charging interface area of ​​the vehicle chassis or side panel, directly facing the ground charging equipment (such as a charging pile).

[0133] Specifically, the vehicle end guard plate 14 comprises a composite laminated outer layer and inner lining. Optionally, the outer layer is a glass fiber reinforced polymer layer, and the inner lining is an aluminum alloy layer. A matrix of mounting grooves is provided on the surface of the vehicle end guard plate 14, which form an interference fit with the bottom ribs of the first coil unit 110 and the second coil unit 120, respectively, to securely mount the first coil unit 110 and the second coil unit 120 to the vehicle end guard plate 14.

[0134] In an embodiment of the present application, the first coil unit 110 and the first mounting tray 111, and the second coil unit 120 and the second mounting tray 123 are respectively cured into independent modules through adhesives to form a minimum replaceable unit body; the first mounting tray 111 and the second mounting tray 123 are detachably connected to the vehicle end guard plate 14, thereby realizing modular hot-swappable replacement and achieving coil-level precise maintenance.

[0135] In some embodiments, the first mounting tray 111 , the second mounting tray 123 , and the vehicle end guard plate 14 are all made of polyoxymethylene (POM) material.

[0136] POM has high strength and high rigidity, with a tensile strength of ≥100MPa and a bending strength of ≥170MPa, enabling the pallet to resist deformation caused by the electromagnetic force of the corresponding coil; POM has a low surface friction coefficient, enabling detachable assembly of the pallet and the vehicle end guard plate; POM has a small linear expansion coefficient and a low dimensional change rate when the temperature changes, which can prevent the pallet from cracking caused by thermal stress; it also has good electrical insulation and a stable dielectric constant, reducing high-frequency electric field energy loss.

[0137] See also Figure 3 、 4 , Figure 3 Schematic diagram of the cross-sectional structure of the magnetic coupling mechanism provided in the embodiment of the present application Figure 1 , Figure 4 Based Figure 3 Enlarged schematic diagram of part A.

[0138] The magnetic coupling mechanism 10 further includes:

[0139] The vehicle end back plate 15 has a groove structure on its surface;

[0140] The thermal interface material layer 16 is filled between the resonant capacitor plate 112 and the vehicle-end back plate 15 ; the first surface of the thermal interface material layer 16 is suitable for contacting the heat dissipation structure of the vehicle-mounted battery to form a continuous heat conduction path.

[0141] The magnetic conductive component 17 is fixed to the inner groove of the vehicle end back plate 15 by adhesive.

[0142] The vehicle-end backplate 15 (also known as the "vehicle-mounted wireless charging backplate" or "magnetic coupling mechanism backplate") is the core structural support component of the magnetic coupling mechanism 10. It is usually a flat component made of metal (such as aluminum alloy) or high-magnetic permeability composite material, and is directly installed in the charging interface area of ​​the vehicle chassis (opposite to the transmitting end of the ground charging device).

[0143] In some embodiments, the vehicle end back plate 15 is connected to the first mounting tray 111 and the second mounting tray 123 via a mechanical snap-fit ​​structure.

[0144] In some embodiments, the vehicle end back plate 15 is formed by double-layer aluminum alloy through sheet metal processing and welding, and includes an upper shielding layer 151 and a lower shielding layer 152 .

[0145] In some embodiments, the thermal interface material layer 16 is made of thermally conductive silicone material and fills the air gap between the first mounting tray 111 , the second mounting tray 123 and the lower shielding layer 152 of the vehicle end back plate 15 to reduce thermal resistance.

[0146] In some embodiments, the magnetic conductive component 17 is located directly below the first coil unit 110 and the second coil unit 120 , and the magnetic conductive component 17 is vertically and coaxially arranged with the first coil unit 110 and the second coil unit 120 .

[0147] Optionally, the magnetic conductive component 17 is made of soft magnetic ferrite, laminated silicon steel sheets, amorphous alloy strips, etc.

[0148] The magnetic conductive component 17 is a key functional component of the magnetic coupling mechanism 10. It is usually a sheet-shaped, block-shaped or customized-shaped element made of high magnetic permeability materials (such as soft magnetic ferrite, laminated silicon steel sheets, amorphous alloy thin strips, etc.), and is fixed in the inner groove of the vehicle end back panel 15 by an adhesive (such as epoxy resin glue, thermal conductive glue).

[0149] It should be noted that the magnetic conductive component 17 is only fixed by mechanical limitation and adhesive in the groove of the vehicle end back panel 15, and is not directly connected to other components of the magnetic coupling mechanism (such as coils, compensation inductors) or vehicle structural parts (such as longitudinal beams, battery packs), which simplifies the assembly process and reduces stress interference.

[0150] In an embodiment of the present application, the first coil unit and the second coil unit are connected in parallel to effectively reduce the total inductance value, so that the resonant frequency of the resonant circuit is closer to the operating frequency of the transmitter inverter. The coupling coil group of the second coil unit adopts two reverse-coupled D-shaped sub-coils (with opposite current directions), and their main magnetic fluxes are superimposed in the central area to form a strong coupling effective area, and the leakage rate is reduced; the compensation inductor is arranged in the same plane as the coupling coil group and is sleeved inside the D-shaped sub-coil to ensure that the excitation magnetic field of the compensation inductor and the effective magnetic flux of the coupling coil group are superimposed in the same direction, the resonance parameter matching is more accurate, and the stability of the system resonant frequency is improved. The total inductance value can be flexibly adjusted by the parallel combination of inductors to adapt to the needs of different transmitter compensation inductors, and the risk of resonant frequency offset caused by single inductor parameter drift can also be reduced. Through parallel design, layered layout, magnetic circuit optimization and coordination of multiple compensation inductors, significant improvements in energy transmission efficiency, anti-offset fault tolerance, resonance matching accuracy and structural adaptability are achieved.

[0151] See also Figures 5 to 7 , Figure 5 This is a schematic diagram of the flow channel planar structure of the magnetic coupling mechanism provided in an embodiment of the present application. Figure 6 Schematic diagram of the cross-sectional structure of the magnetic coupling mechanism provided in the embodiment of the present application Figure 2 , Figure 7 for Figure 6 Schematic diagram of the enlarged portion B.

[0152] In some embodiments, the magnetic coupling mechanism 10 further includes a flow channel 18 provided on the vehicle end back plate 15 , wherein the flow channel 18 is provided between the upper shielding layer 151 and the lower shielding layer 152 of the vehicle end back plate 15 .

[0153] Specifically, the flow channel 18 is disposed between the upper shielding layer 151 and the lower shielding layer 152 , and the upper shielding layer 151 and the lower shielding layer 152 directly constitute the upper and lower walls of the flow channel 18 .

[0154] In some embodiments, the flow channel 18 is Z-shaped, and a closed cavity is formed by welding a parallel rib array with the upper shielding layer 151 and the lower shielding layer 152 of the vehicle end back plate 15 .

[0155] The extending direction of the rib array is perpendicular to the bending path of the Z-shaped flow channel 18 .

[0156] In some embodiments, the cross section of the flow channel 18 has a geometric configuration in which the transverse dimension along the fluid flow direction is larger than the longitudinal dimension perpendicular to the fluid flow direction.

[0157] It can be understood that designing the flow channel 18 as a wide and thin structure with a rectangular cross-sectional shape is conducive to improving the uniformity of flow and temperature distribution; the wide rectangular cross-section increases the fluid contact area, while the thinner flow channel height reduces the thickness of the thermal boundary layer and increases the heat transfer area; the wide cross-section reduces the fluid flow rate, and combined with the eddy current disturbance of the Z-shaped topology, it can reduce the volume of the water channel, thereby reducing the volume and weight of the wireless charging system; the wider flow channel can accommodate a larger flow rate, reserving a safety margin for future higher-power wireless charging.

[0158] In some embodiments, the magnetic coupling mechanism 10 further includes:

[0159] The fluid connector 19 is mounted on the vehicle end back plate 15 .

[0160] In some embodiments, the cross-sectional width of the water inlet and outlet areas of the flow channel 18 is greater than the main flow channel width of the flow channel, forming an extended transition zone; the inner cavity of the fluid connector 19 is directly connected to the cavity of the flow channel 18 in the extended transition zone.

[0161] In order to facilitate the installation of the fluid connector 19, the flow channel near the water inlet / outlet of the flow channel 18 is relatively wide and then narrows. The fluid connector 19 is connected to the Z-shaped flow channel 18. At the same time, the upper shielding layer 151 and the lower shielding layer 152 of the vehicle end back panel 15 respectively constitute the upper and lower walls of the flow channel 18.

[0162] In some embodiments, the interface of the fluid connector 19 cooperates with the vehicle end back plate 15 through a hole to form a sealing structure.

[0163] In some embodiments, the front end of the fluid connector 19 does not extend beyond the edge of the vehicle end back panel 15 .

[0164] Specifically, the interface of the fluid connector 19 mates with the vehicle-end backplate 15 through a machined hole, forming a metal-to-metal seal, eliminating the need for additional seals. The front end of the fluid connector 19 does not extend beyond the edge of the vehicle-end backplate 15, thus minimizing the size of the housing and eliminating the need for additional installation space.

[0165] It should be noted that the fluid connector 19 is directly mounted on the vehicle end back plate 15 and does not require the use of other components for sealing. The structure is simple and reliable and can withstand greater water pressure.

[0166] The electromagnetic induction and eddy current losses (caused by alternating magnetic flux lines in the core material) between the first and second coil units 110 and 120 generate heat, which can cause the system temperature to rise and potentially exceed the coil insulation tolerance limit. The vehicle-end backplate 15 has integrated liquid cooling / air cooling channels 18 (adjacent to the magnetic component grooves). Heat can optionally be dissipated through the following methods:

[0167] Liquid cooling mode: Coolant is introduced into the flow channel 18 through the fluid connector 19. The heat from the coil is transferred to the flow channel wall through the metal (aluminum alloy with high thermal conductivity) of the vehicle end back plate 15. The coolant absorbs heat as it flows through the flow channel 18. After being pressurized by the liquid cooling pump, it is transported to the external radiator (or battery pack cooling system) for cooling, and the cycle repeats.

[0168] Air cooling mode: The flow channel 18 is designed as a honeycomb air duct, which cooperates with the fan to force convection and discharge the heat through the vehicle chassis vents.

[0169] The present application exemplarily describes the working process of the magnetic coupling mechanism 10: when the electric vehicle is parked in the charging position, the charging pile detects that the vehicle is in place, and outputs high-frequency current to the rectangular coil at the transmitting end through the inverter, generating an alternating magnetic field; the alternating magnetic field passes through the DD-shaped coil (coupling coil group 121) of the magnetic coupling mechanism 10, the magnetic conductive component 17 focuses the magnetic lines of force, and the DD-shaped coil induces alternating current; the compensation inductor 122 adjusts the resonant frequency, the rectifier module converts the alternating current into direct current, and the DC-DC converter adjusts the voltage and inputs it into the battery; the heat from the coil is conducted to the flow channel 18 through the vehicle-end backplate 15, and the coolant / air flows into the flow channel 18 to carry out the heat, maintaining the system temperature not exceeding the temperature threshold (such as not exceeding 85°C); when charging is completed or the vehicle movement triggers an interruption, the system stops outputting current, and the flow channel 18 continues to dissipate heat until the temperature drops to a safe value.

[0170] The coupled coil assembly 121, consisting of two D-shaped coils, can superimpose the magnetic field in the central area, forming a more concentrated magnetic flux density and improving energy reception efficiency. The reverse-coupled winding structure reduces the spread of the magnetic field to non-target areas (such as outside the vehicle or the battery pack). The magnetic conductive component 17 uses its high magnetic permeability to "pull" the diffused magnetic flux lines to the area directly below the DD-shaped coil, further constraining the magnetic field distribution and reducing energy loss. Furthermore, the compensation inductor 122 is arranged on the same horizontal plane as the DD-shaped coil and is connected in parallel with the rectangular coil (first coil unit 110) and the DD-shaped coil. By adjusting the total inductance value, the system resonant frequency is adjusted to match the operating frequency of the transmitter inverter, and the energy transmission efficiency is improved compared to when there is no compensation.

[0171] See also Figure 8 , Figure 8 This is a schematic planar structural diagram of a second embodiment of the second coil unit of the magnetic coupling mechanism provided in an embodiment of the present application.

[0172] In this embodiment, the second coil unit 220 includes two compensation inductors 221 .

[0173] In some embodiments, the compensation inductor 221 is a reverse-coupled D-shaped coil.

[0174] In some embodiments, the two compensation inductors 221 are wound on the third and fourth mounting positions, respectively, to form an overall figure-8 or DD-shaped outer profile. The third and fourth mounting positions are located on the same horizontal plane and are spatially symmetrically distributed horizontally or vertically (e.g., symmetrically along the transverse or longitudinal axis of the vehicle chassis).

[0175] The third mounting position and the fourth mounting position are specific areas on the second mounting tray, which are provided with winding grooves, positioning grooves or fixing holes (such as grooves or through holes formed by metal stamping) for fixing the winding frame (such as a plastic frame) of the compensation inductor or directly fixing the coil wire to ensure the shape accuracy (such as the figure-8 arc, the length of the straight line segment) and position accuracy of the compensation inductor.

[0176] Specifically, the compensation inductor 221 adopts an orthogonal decoupling winding structure and is independent of the magnetic circuit of the first coil unit.

[0177] In some embodiments, the first coil unit is orthogonal to the magnetic circuit direction of the compensation inductor 221 .

[0178] In this embodiment, the other components of the magnetic coupling mechanism and their connection relationships and functional principles can be found in the relevant contents of the above embodiments and will not be elaborated here.

[0179] In an embodiment of the present application, the first coil unit and the second coil unit are connected in parallel, so as to effectively reduce the total inductance value, make the resonant circuit closer to the operating frequency of the transmitting inverter, and the two compensation inductors contained in the second coil unit have more accurate resonance parameter matching and improved system resonant frequency stability. By setting the first coil unit and the second coil unit in parallel, combined with the upper and lower layered layout, rectangular coil structure and dual compensation inductor optimization design, the technical effects of high-efficiency transmission, strong anti-offset fault tolerance and wide power adaptation are achieved.

[0180] See also Figure 9 , Figure 9 Schematic diagram of the simulated temperature distribution of the flow channel on the vehicle end back plate of the magnetic coupling mechanism provided in an embodiment of the present application.

[0181] like Figure 9As shown in the figure, an integrated Z-shaped flow channel is designed on the vehicle-end backplate of the magnetic coupling mechanism. The temperature distribution characteristics obtained by simulation include: the temperature rise of the rectangular coil is about 11K (11℃), the temperature distribution is uniform, and the highest temperature point is located in the center area of ​​the coil; the temperature rise of the DD coil is significantly higher than that of the rectangular coil, reaching 18K (18℃), and the highest temperature point is concentrated in the vicinity of the DD coil and the compensation inductor (because the DD coil tray carries the DD coil and two compensation inductors at the same time, the heat density is concentrated); the core temperature is basically consistent with the ambient temperature (temperature difference ≤ 2K), indicating that the heat dissipation efficiency of the core area matches the overall thermal management performance of the aluminum backplate.

[0182] The Z-shaped flow channel extends longitudinally along the aluminum backplane, forming an efficient heat conduction path between the channel wall and the coil / magnetic core contact area. Heat is quickly dissipated through the coolant (not shown), verifying the heat dissipation effectiveness of the flow channel design. Although the DD coil tray has the highest local heat generation (18K temperature rise) due to the simultaneous support of the coil and the compensation inductor, the Z-shaped flow channel effectively reduces the thickness of the thermal boundary layer in this area through the wide-thin cross-section and variable cross-section transition zone design, avoiding heat accumulation. The temperature rise difference between the rectangular coil and the magnetic core (magnetic conductive component) is not significant, indicating that the flow channel's heat conduction path design is reasonable and the overall temperature distribution of the system is uniform. The temperature rise of all key components (coils, magnetic cores) is below the material tolerance threshold, meeting the requirements for long-term stable operation.

[0183] See also Figure 10 , Figure 10 A simulation diagram of the fluid velocity distribution in the flow channel on the vehicle end back plate of the magnetic coupling mechanism provided in an embodiment of the present application.

[0184] like Figure 10 As shown in the figure, under the conditions of constant heat transfer coefficient, electromagnetic field intensity and constant pressure melting, the velocity and distribution of the fluid are the main factors affecting the temperature distribution. The fluid velocity distribution characteristics of the Z-shaped flow channel are as follows: affected by the dynamic viscosity of the fluid, the fluid velocity at the flow channel boundary is significantly lower than that in the central area, forming a "boundary layer low-speed zone"; the topological structure of the Z-shaped flow channel (continuous turning, wide and thin cross-section) prompts the fluid to form a laminar-turbulent transition zone in the flow channel, the velocity gradient decreases, and the distribution uniformity is improved compared with the traditional circular flow channel; the flow velocity in the center of the flow channel is high due to the inertia of the fluid, thus providing the core driving force for heat transfer.

[0185] The uniform velocity distribution and the wide, thin cross-section of the Z-shaped flow channel work together to enable the high-speed central fluid to quickly carry heat and form convective heat exchange with the low-speed boundary layer fluid; the low-speed boundary layer fluid reduces the risk of retention and avoids local heat accumulation.

[0186] Figure 10The simulation results verify the core role of the Z-shaped flow channel in flow velocity control and heat dissipation enhancement: the uniformity of flow velocity distribution is significantly optimized compared with traditional flow channels, and the overall temperature rise fluctuation of the system is not obvious; the uniform flow velocity field promotes heat exchange between the fluid and the coil / magnetic core, and the heat dissipation capacity is improved; the low-speed zone of the boundary layer avoids wall wear caused by high-speed erosion of the fluid, thereby extending the service life of the flow channel.

[0187] According to a second aspect of the present disclosure, a wireless charging system is provided, which includes the magnetic coupling mechanism described in the embodiments of the present application.

[0188] In some embodiments, a wireless charging system includes a transmitting end and a receiving end, wherein the receiving end includes the magnetic coupling mechanism described in the embodiments of the present application.

[0189] The wireless charging system has all the beneficial effects of the magnetic coupling mechanism described in the embodiments of the present application, and the present disclosure will not elaborate on them here.

[0190] According to a third aspect of the present disclosure, a vehicle is provided.

[0191] like Figure 11 FIG2 is a schematic diagram of a vehicle structure provided in accordance with an embodiment of the present application. In this embodiment, the vehicle 30 includes the magnetic coupling mechanism or the wireless charging system described in the embodiments of the present application. The vehicle has all the advantages of the magnetic coupling mechanism or the wireless charging system described in the embodiments of the present application, and the present disclosure will not further elaborate on them.

[0192] The vehicle may be a fuel vehicle, a plug-in hybrid vehicle, a new energy vehicle, etc., and this disclosure does not make any specific limitations on this.

[0193] In some embodiments, a vehicle can be configured for a fully or partially autonomous driving mode. For example, while in autonomous driving mode, the vehicle can control itself and, through human interaction, determine the current state of the vehicle and its surroundings, determine the possible behavior of at least one other vehicle in the surroundings, and determine a confidence level corresponding to the likelihood that the other vehicle will perform the possible behavior, and control the vehicle based on this information. While in autonomous driving mode, the vehicle can be configured to operate without human interaction.

[0194] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0195] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0196] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0197] The above are merely preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A magnetic coupling mechanism, characterized in that: include: A first electromagnetic energy receiving unit, comprising a first coil unit; A second electromagnetic energy receiving unit, comprising a second coil unit; Wherein, the first coil unit and the second coil unit are connected in parallel.

2. The magnetic coupling mechanism according to claim 1, wherein: The first coil unit and the second coil unit respectively include coils of different structural types.

3. The magnetic coupling mechanism according to claim 2, wherein: The first coil unit includes a rectangular coil.

4. The magnetic coupling mechanism according to claim 3, wherein: The second coil unit includes a coupling coil group.

5. The magnetic coupling mechanism according to claim 4, wherein: The rectangular coil is perpendicular to the magnetic circuit direction of the coupling coil group.

6. The magnetic coupling mechanism according to claim 5, wherein: The coupling coil group includes at least a DD coil.

7. The magnetic coupling mechanism according to any one of claims 1 to 6, characterized in that: The first coil unit and the second coil unit are distributed in a stacked manner in a vertical direction.

8. The magnetic coupling mechanism according to claim 7, wherein: Also includes: a compensation inductor, wherein the compensation inductor is connected in parallel with the first coil unit and / or the second coil unit.

9. The magnetic coupling mechanism according to claim 8, wherein: The first coil unit is parallel to the magnetic circuit direction of the compensation inductor, and / or The magnetic circuit direction of the second coil is orthogonal to that of the compensation inductor.

10. The magnetic coupling mechanism according to claim 8, wherein: The compensation inductor and the first coil unit are placed in the same horizontal plane; and / or The compensation inductor and the second coil unit are placed on the same horizontal plane.

11. The magnetic coupling mechanism according to claim 10, wherein: The second coil unit includes a DD coil, the number of the compensation inductors is at least two, and each compensation inductor is respectively arranged inside a D-shaped outline of a D-shaped sub-coil of the DD coil.

12. The magnetic coupling mechanism according to claim 11, wherein: The compensation inductor is a winding structure with a double D-shaped outer contour or an 8-shaped outer contour.

13. The magnetic coupling mechanism according to claim 12, wherein: The central area of ​​the compensation inductor is coaxially aligned with the midpoint of the straight line segment of the D-shaped sub-coil, and the radial dimension of the compensation inductor is smaller than the radial dimension of the D-shaped sub-coil.

14. The magnetic coupling mechanism according to claim 1, wherein: The first electromagnetic energy receiving unit further includes: a first mounting tray, for mounting the first coil unit; The second electromagnetic energy receiving unit further includes: The second mounting tray is used to mount the second coil unit.

15. The magnetic coupling mechanism according to claim 14, wherein: The upper surface of the first coil unit does not exceed the upper surface reference plane of the first mounting tray; and / or The upper surface of the second coil unit does not exceed an upper surface reference plane of the second mounting tray.

16. The magnetic coupling mechanism according to claim 14, wherein: The first installation tray and the second installation tray are stacked in a vertical direction.

17. The magnetic coupling mechanism according to claim 16, wherein: Also includes: The vehicle end back plate has a groove structure on its surface; A magnetic conductive component is adhesively fixed in the groove; The magnetic conductive component is arranged vertically and coaxially with the first coil unit and the second coil unit.

18. The magnetic coupling mechanism according to claim 17, wherein: The vehicle end back plate is connected to the first mounting tray and the second mounting tray via a mechanical snap-fit ​​structure.

19. The magnetic coupling mechanism according to claim 17, wherein: Also includes: The resonant capacitor plate is fixed to one side edge of the vehicle end back plate.

20. The magnetic coupling mechanism according to claim 19, wherein: Also includes: A thermal interface material layer is filled between the resonant capacitor plate and the vehicle end back plate; The first surface of the thermal interface material layer is suitable for contacting the heat dissipation structure of the vehicle battery to form a continuous heat conduction path.

21. The magnetic coupling mechanism according to claim 19, wherein: Also includes: The copper busbar conductor connects the electrode pins of the resonant capacitor plate and the connection terminals of the first coil unit and the second coil unit to form a parallel resonant circuit.

22. The magnetic coupling mechanism according to any one of claims 17 to 21, characterized in that: Also includes: The vehicle end back plate is provided with a flow channel, and the flow channel is arranged between the upper shielding layer and the lower shielding layer of the vehicle end back plate.

23. The magnetic coupling mechanism according to claim 22, wherein: The cross section of the flow channel is in a rectangular geometric configuration, and the transverse dimension of the flow channel along the fluid flow direction is greater than the longitudinal dimension perpendicular to the fluid flow direction.

24. The magnetic coupling mechanism according to claim 22, wherein: The flow channel is Z-shaped, and a closed cavity is formed by welding a parallel rib array and an upper shielding layer and a lower shielding layer of the vehicle end back plate.

25. The magnetic coupling mechanism according to claim 22, wherein: Also includes: The fluid connector is mounted on the vehicle end back plate.

26. The magnetic coupling mechanism according to claim 25, wherein: The cross-sectional width of the water inlet and water outlet areas of the flow channel is greater than the main flow channel width of the flow channel, forming an extended transition zone; the inner cavity of the fluid connector is directly connected to the flow channel cavity of the extended transition zone.

27. The magnetic coupling mechanism according to claim 25, wherein: The interface of the fluid connector cooperates with the vehicle end back plate through a hole to form a sealing structure.

28. The magnetic coupling mechanism according to claim 25, wherein: The front end of the fluid connector does not exceed the edge of the vehicle end back plate.

29. A wireless charging system, characterized in that: Comprising the magnetic coupling mechanism according to any one of claims 1 to 28.

30. The wireless charging system according to claim 29, wherein: Also includes: Transmitter; A receiving end, wherein the receiving end includes the magnetic coupling mechanism.

31. A vehicle, characterized in that: The method comprises the magnetic coupling mechanism according to any one of claims 1 to 28, or the wireless charging system according to claim 29 or 30.

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