Integrated System of Wireless Charging, Electric Drive, and Power Grid Feedback for Electric Vehicles

Abstract

The present invention relates to the technical field of new energy vehicles, and discloses an integrated system for wireless charging, electric drive, and power grid feedback of electric vehicles, which solves the technical problems of slow charging, inconvenient charging, high construction cost of charging piles, and high price of semiconductor devices in current electric vehicles. The system includes: an on-vehicle electrical system and a charging station electrical system; the on-vehicle electrical system and the charging station electrical system are electrically connected through a transformer, which includes a primary coil and a secondary coil. The primary coil is arranged inside the charging station electrical system, and the secondary coil is arranged inside the on-vehicle electrical system; the on-vehicle electrical system includes a rectification circuit unit, a BUCK bucking circuit unit, and a power battery charging circuit unit that are electrically connected to each other. According to the above technical solution, the present invention provides a solution for an integrated system for wireless charging, electric drive control, and power grid feedback, and uses this technology to meet the higher requirements of current new energy vehicles.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicles, and more specifically, it relates to an integrated system of wireless charging, electric drive, and power grid feedback for electric vehicles. Background Art

[0002] In the 21st century, in order to reduce carbon dioxide emissions and dependence on traditional petroleum energy, new energy electric vehicles have achieved unprecedented development. New energy vehicle technology is one of the major technologies competing among countries in the world, and new energy lays the foundation for the stable development of the national economy.

[0003] With the continuous development of new energy electric vehicle technology, many problems faced in the field of automotive electronic control have become increasingly prominent. For example, the classic problems: slow charging, inconvenient charging, high cost of building charging piles, high price of semiconductor devices, and so on. In order to reduce the construction cost of charging piles, increase the convenience of charging new energy vehicles, and reduce the number of semiconductor devices used in new energy vehicles, thereby reducing the production cost of new energy vehicles.

[0004] Therefore, based on the various technical problems faced above, it is necessary to invent an integrated system of wireless charging, electric drive control, and power grid feedback to meet the higher requirements of current new energy vehicles with this technology. Summary of the Invention

[0005] In view of the technical problems of slow charging, inconvenient charging, high construction cost of charging piles, and high price of semiconductor devices of electric vehicles proposed in the background art, the present invention provides a solution for an integrated system of wireless charging, electric drive control, and power grid feedback to meet the higher requirements of current new energy vehicles with this technology.

[0006] To achieve the above object, the present invention provides the following technical solutions:

[0007] An integrated system of wireless charging, electric drive, and power grid feedback for electric vehicles, comprising: an on-vehicle electrical system and a charging station electrical system;

[0008] The on-vehicle electrical system and the charging station electrical system are electrically connected by a transformer. The transformer includes a primary coil and a secondary coil. The primary coil is arranged inside the charging station electrical system, and the secondary coil is arranged inside the on-vehicle electrical system;

[0009] The vehicle-mounted power system includes a rectifier circuit unit, a BUCK step-down circuit unit, and a power battery charging circuit unit that are electrically connected to each other. The secondary coil inputs voltage into the rectifier circuit unit, and the rectifier circuit unit rectifies it into a DC voltage and supplies it to a capacitor. The power battery charging circuit unit steps down the output voltage of the rectifier circuit unit through the BUCK step-down circuit unit according to its own requirements and inputs it into the power battery for charging;

[0010] The charging station power system includes a primary coil.

[0011] The present invention is further configured as:

[0012] The vehicle-mounted power system includes a permanent magnet synchronous motor (PMSM), transistors IGBT T1, IGBT T2, IGBT T3, IGBT T4, IGBT B1, IGBT B2, IGBT B3, IGBT B4, an inductor L1, switches K1, K2, K3, a resistor R1, a rechargeable battery LiBattery, and the secondary coil;

[0013] The source electrode of the transistor IGBT T1 and the drain electrode of the transistor IGBT B1 are electrically connected. The source electrode of the transistor IGBT T2 and the drain electrode of the transistor IGBT B2 are electrically connected. The source electrode of the transistor IGBT T3 and the drain electrode of the transistor IGBT B3 are electrically connected. The source electrode of the transistor IGBT T4 and the drain electrode of the transistor IGBT B4 are electrically connected. A freewheeling diode DT1 is connected between the drain and source electrodes of the transistor IGBT T1. A freewheeling diode DT2 is connected between the drain and source electrodes of the transistor IGBT T2. A freewheeling diode DT3 is connected between the drain and source electrodes of the transistor IGBT T3. A freewheeling diode DT4 is connected between the drain and source electrodes of the transistor IGBT T4. A freewheeling diode DB1 is connected between the drain and source electrodes of the transistor IGBT B1. A freewheeling diode DB2 is connected between the drain and source electrodes of the transistor IGBT B2. A freewheeling diode DB3 is connected between the drain and source electrodes of the transistor IGBT B3. A freewheeling diode DB4 is connected between the drain and source electrodes of the transistor IGBT B4. The drain electrodes of the transistors IGBT T1, IGBT T2, IGBT T3, and IGBT T4 are interconnected. The source electrodes of the transistors IGBT B1, IGBT B2, IGBT B3, and IGBT B4 are interconnected. A capacitor C1 is connected between the drain electrode of the transistor IGBT T1 and the source electrode of the transistor IGBT B1. The three-phase interfaces of the motor PMSM are electrically connected to the source electrodes of the transistors IGBT T1, IGBT T2, and IGBT T3 respectively, and the source electrodes of the transistors IGBT T1, IGBT T2, and IGBT T3 are electrically connected to the three-phase interfaces of the secondary side coil respectively. The positive electrode of the rechargeable battery LiBattery is connected to the source electrode of the transistor IGBT B4 through the switch K2 and the inductor L1. One end of the inductor L1 facing away from the source electrode of the transistor IGBT B4 is connected to the drain electrode of the transistor IGBT B4 through the switch K1. A resistor R1 and a switch K3 connected in series are arranged in parallel at both ends of the switch K2.

[0014] The charging station electrical system includes a primary side coil.

[0015] Through the above technical solution, the in-vehicle electrical system PART1 is the in-vehicle part, and its components are fully installed on the vehicle. Its main functions are inversion (driving the main drive motor and inverting and feeding back to the power grid) and rectification charging.

[0016] The charging station power system PART2 belongs to the primary side of the transformer. It is built in the charging station and can be constructed under the parking space. When the vehicle is parked in the parking space, the primary side of the transformer and the secondary side of the transformer exactly form a complete transformer. Then, through the rectifier, the function of wireless charging can be achieved.

[0017] When the vehicle needs wireless charging, the power grid inputs 380V alternating current to the primary side PART2 of the transformer. The secondary side of the PART1 transformer receives the magnetic field of the primary side, and a corresponding voltage is input to the three terminals A, B, and C of PART1. Then, it is rectified into a 760V DC voltage through six IGBTs and diodes (specifically, the upper IGBTs T1 - T3, the lower IGBTs B1 - B3, the upper freewheeling diodes D1 - D3, and the lower freewheeling diodes DB1 - DB3 in the figure) to the C1 capacitor. Then, according to the requirements of the power battery LiBattery, it is stepped down through the BUCK circuit (IGBT T4, D4, L1) to perform current - type output or voltage - type output and input to the power battery. Through the transformer, the wireless charging of the vehicle is achieved in this process.

[0018] When the vehicle needs to drive, the controlled rectification of PART1 performs the function of inversion. The voltage of LiBattery passes through the pre - charge circuit (pR1, k3 pre - charges the capacitor C1). After the pre - charge is completed, k3 disconnects and K2 closes. When boost is not required, K1 closes. Through six IGBTs and diodes (the upper IGBTs T1 - T3, the lower IGBTs B1 - B3, the upper freewheeling diodes D1 - D3, and the lower freewheeling diodes DB1 - DB3), SVPWM wave generation is performed for control, and the control of the permanent magnet synchronous motor Motor is achieved.

[0019] Similarly, this system can also feed back to the power grid. It stores energy at night and performs inversion and feeds back to the power grid during the day to achieve the function of peak shaving and valley filling. When the drive control system requires a higher voltage platform, K1 disconnects, and it is boosted through the BOOST boost circuit (IGBT T4, D4, L1). Through six IGBTs and diodes (the upper IGBTs T1 - T3, the lower IGBTs B1 - B3, the upper freewheeling diodes D1 - D3, and the lower freewheeling diodes DB1 - DB3), SVPWM wave generation is performed for control, and the control of the permanent magnet synchronous motor Motor is achieved, so that the working platform voltage of the motor is higher.

[0020] In summary, the present invention has the following beneficial effects:

[0021] (1) The present invention can achieve wireless charging without plugging in the gun, making charging more convenient;

[0022] (2) The present invention adds a transformer structure, enabling the isolation of the system from the power grid, thereby making the safety performance of the system more reliable;

[0023] (3) In the present invention, a topology jointly used for inversion and rectification can save production costs;

[0024] (4) The present invention integrates wireless charging and drive control;

[0025] (5) When the system in the present invention serves as an electric drive control module, the voltage of the power battery can be boosted by the system and then inverted, enabling a wider voltage platform range for the vehicle's power system;

[0026] (6) The electric vehicle built according to the present invention can store energy at night and feed back power to the power grid during the day, playing a role in peak shaving and valley filling. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is the electrical schematic diagram of the integrated system.

[0028] Reference numerals: 1, vehicle-mounted electrical system; 1-1, rectifier circuit unit; 1-2, BUCK buck circuit unit; 1-3, power battery charging circuit unit; 2, charging station electrical system; 3, transformer; 3-1, primary coil; 3-2, secondary coil. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0029] The present invention will be further described in detail below in conjunction with the embodiments and the drawings, but the embodiments of the present invention are not limited thereto.

[0030] An integrated system for wireless charging, electric drive, and power grid feedback of an electric vehicle, as Figure 1 shown, includes: a vehicle-mounted electrical system 1 and a charging station electrical system 2. The vehicle-mounted electrical system 1 and the charging station electrical system 2 are electrically connected through a transformer 3 provided therebetween. The transformer 3 includes a primary coil 3-1 and a secondary coil 3-2. The primary coil 3-1 is disposed inside the charging station electrical system 2, and the secondary coil 3-2 is disposed inside the vehicle-mounted electrical system 1.

[0031] The vehicle-mounted electrical system 1 includes a rectifier circuit unit 1-1, a BUCK buck circuit unit 1-2, and a power battery charging circuit unit 1-3 that are electrically connected to each other. The secondary coil 3-2 inputs the voltage into the rectifier circuit unit 1-1, rectifies it into a DC voltage by the rectifier circuit unit 1-1 and supplies it to the capacitor. The power battery charging circuit unit 1-3 steps down the output voltage of the rectifier circuit unit 1-1 through the BUCK buck circuit unit 1-2 according to its own needs and inputs it into the power battery for charging.

[0032] The connection structure of the electronic components of the vehicle-mounted electrical system 1 is as follows, including a permanent magnet synchronous motor (PMSM), transistors IGBT T1, IGBT T2, IGBT T3, IGBT T4, IGBT B1, IGBT B2, IGBT B3, IGBT B4, an inductor L1, switches K1, K2, K3, a resistor R1, a rechargeable battery LiBattery, and a secondary coil 3-2.

[0033] The source electrode of transistor IGBT T1 is electrically connected to the drain electrode of transistor IGBT B1, the source electrode of transistor IGBT T2 is electrically connected to the drain electrode of transistor IGBT B2, the source electrode of transistor IGBT T3 is electrically connected to the drain electrode of transistor IGBT B3, and the source electrode of transistor IGBT T4 is electrically connected to the drain electrode of transistor IGBT B4; a freewheeling diode DT1 is connected between the drain and source electrodes of transistor IGBT T1, a freewheeling diode DT2 is connected between the drain and source electrodes of transistor IGBT T2, a freewheeling diode DT3 is connected between the drain and source electrodes of transistor IGBT T3, and a freewheeling diode DT4 is connected between the drain and source electrodes of transistor IGBT T4; a freewheeling diode DB1 is connected between the drain and source electrodes of transistor IGBT B1, a freewheeling diode DB2 is connected between the drain and source electrodes of transistor IGBT B2, a freewheeling diode DB3 is connected between the drain and source electrodes of transistor IGBT B3, and a freewheeling diode DB4 is connected between the drain and source electrodes of transistor IGBT B4; the drain electrodes of transistors IGBT T1, IGBT T2, IGBT T3, and IGBT T4 are interconnected; the source electrodes of transistors IGBT B1, IGBT B2, IGBT B3, and IGBT B4 are interconnected; a capacitor C1 is connected between the drain electrode of transistor IGBT T1 and the source electrode of transistor IGBT B1; the three-phase interfaces of the PMSM are electrically connected to the source electrodes of transistors IGBT T1, IGBT T2, and IGBT T3 respectively, and the source electrodes of transistors IGBT T1, IGBT T2, and IGBT T3 are electrically connected to the three-phase interfaces of the secondary coil 3-2 respectively; the positive electrode of the rechargeable battery LiBattery is connected to the source electrode of transistor IGBT B4 through switch K2 and inductor L1, and one end of the inductor L1 facing away from the source electrode of transistor IGBT B4 is connected to the drain electrode of transistor IGBT B4 through switch K1; a resistor R1 and a switch K3 connected in series are arranged in parallel at both ends of switch K2;

[0034] The charging station electrical system 2 includes a primary coil 3-1.

[0035] Working principle: The vehicle-mounted electrical system PART1 is the vehicle-mounted part, and its components are fully installed on the vehicle. Its main functions are inversion (driving the main drive motor and inverting and feeding back to the power grid) and rectification for charging.

[0036] The charging station electrical system PART2 belongs to the primary side of the transformer and is built at the charging station. It can be built under the parking space. When the vehicle is parked in the parking space, the primary side and the secondary side of the transformer just form a complete transformer, and then through the rectifier, the function of wireless charging can be realized.

[0037] When the vehicle needs wireless charging, the power grid inputs 380V alternating current to the primary side PART2 of the transformer. The secondary side of the transformer in PART1 receives the magnetic field of the primary side, and a corresponding voltage is input to the three terminals A, B, and C of PART1. Then, through six IGBTs and diodes (upper tube IGBT T1 - IGBT T3, lower tube IGBT B1 - IGBT B3, freewheeling diode upper tube DT1 - DT3, freewheeling diode lower tube DB1 - DB3), it is rectified into a 760V DC voltage to the C1 capacitor. Then, according to the requirements of the power battery LiBattery, it is further stepped down through the BUCK circuit (IGBT T4, DT4, L1) to perform current-type output or voltage-type output and input to the power battery. Through the transformer, the wireless charging of the vehicle is realized in this process.

[0038] When the vehicle needs to drive, the controlled rectification in PART1 performs the inversion function. The voltage of LiBattery passes through the pre-charge circuit (pR1, k3 pre-charges the capacitor C1). After the pre-charge is completed, k3 is disconnected and K2 is closed. When no boost is required, K1 is closed. Through six IGBTs and diodes (upper tube IGBT T1 - IGBT T3, lower tube IGBT B1 - IGBT B3, freewheeling diode upper tube DT1 - DT3, freewheeling diode lower tube DB1 - DB3), SVPWM wave generation is performed for control, and the control of the permanent magnet synchronous motor Motor is realized.

[0039] Similarly, this system can also feed back to the power grid. It stores energy at night and inverts and feeds back to the power grid during the day to achieve the function of peak shaving and valley filling. When the drive control system requires a higher voltage platform, K1 is disconnected, and it is boosted through the BOOST boost circuit (IGBT T4, DT4, L1). Through six IGBTs and diodes (upper tube IGBT T1 - IGBT T3, lower tube IGBT B1 - IGBT B3, freewheeling diode upper tube DT1 - DT3, freewheeling diode lower tube DB1 - DB3), SVPWM wave generation is performed for control, and the control of the permanent magnet synchronous motor Motor is realized, so that the working platform voltage of the motor is higher.

[0040] The above are only the preferred embodiments of the present invention. The protection scope of the present invention is not limited to the above embodiments. All technical solutions falling within the concept of the present invention belong to the protection scope of the present invention. It should be noted that for those of ordinary skill in the art, several improvements and refinements made without departing from the principle of the present invention should also be regarded as within the protection scope of the present invention.

Claims

1. An integrated system for wireless charging, electric drive, and power grid feedback of an electric vehicle, characterized in that , it includes: an on-vehicle electrical system (1) and a charging station electrical system (2); The on-vehicle electrical system (1) and the charging station electrical system (2) are electrically connected through a transformer (3). The transformer (3) includes a primary coil (3-1) and a secondary coil (3-2). The primary coil (3-1) is arranged inside the charging station electrical system (2), and the secondary coil (3-2) is arranged inside the on-vehicle electrical system (1); The on-vehicle electrical system (1) includes a rectifier circuit unit (1-1), a BUCK buck circuit unit (1-2), and a power battery charging circuit unit (1-3) that are electrically connected to each other. The secondary coil (3-2) inputs voltage into the rectifier circuit unit (1-1), rectifies it into a DC voltage by the rectifier circuit unit (1-1) and gives it to the capacitor. The power battery charging circuit unit (1-3) steps down the output voltage of the rectifier circuit unit (1-1) through the BUCK buck circuit unit (1-2) according to its own needs and inputs it into the power battery for charging; The on-vehicle electrical system (1) includes a permanent magnet synchronous motor PMSM, a rectifier unit, an inductor L1, a switch K1, a switch K2, a switch K3, a resistor R1, a rechargeable battery LiBattery, the secondary coil (3-2), a freewheeling diode DT1, a freewheeling diode DT2, a freewheeling diode DT3, a freewheeling diode DT4, a freewheeling diode DB1, a freewheeling diode DB2, a freewheeling diode DB3, a freewheeling diode DB4, and a capacitor C1; the positive electrode of the rechargeable battery LiBattery is connected to the source electrode of the transistor IGBT B4 through the switch K2 and the inductor L1, and one end of the inductor L1 away from the source electrode of the transistor IGBT B4 is connected to the drain electrode of the transistor IGBT B4 through the switch K1; both ends of the switch K2 are provided with a resistor R1 and a switch K3 connected in series with each other The rectifier circuit unit (1-1) includes transistors IGBT T1, IGBT T2, IGBT T3, IGBT T4, IGBT B1, IGBT B2, IGBT B3, IGBT B4; When boosting is not required, K1 is closed, SVPWM wave generation is performed for control, and the permanent magnet synchronous motor Motor is controlled through the rectifier circuit unit (1-1); When a higher working platform voltage of the motor is required, K1 is disconnected, boosting is performed through the transistor IGBT T4, the freewheeling diode DT4, and the inductor L1, SVPWM wave generation is performed through the rectifier circuit unit (1-1) for control, and the control of the permanent magnet synchronous motor Motor is achieved.

2. The integrated system for wireless charging, electric drive, and power grid feedback of an electric vehicle according to claim 1, characterized in that , The source of the transistor IGBT T1 is electrically connected to the drain of the transistor IGBT B1, the source of the transistor IGBT T2 is electrically connected to the drain of the transistor IGBT B2, the source of the transistor IGBT T3 is electrically connected to the drain of the transistor IGBT B3, and the source of the transistor IGBT T4 is electrically connected to the drain of the transistor IGBT B4; A freewheeling diode DT1 is connected between the drain and the source of the transistor IGBT T1, a freewheeling diode DT2 is connected between the drain and the source of the transistor IGBT T2, a freewheeling diode DT3 is connected between the drain and the source of the transistor IGBT T3, and a freewheeling diode DT4 is connected between the drain and the source of the transistor IGBT T4; A freewheeling diode DB1 is connected between the drain and the source of the transistor IGBT B1, a freewheeling diode DB2 is connected between the drain and the source of the transistor IGBT B2, a freewheeling diode DB3 is connected between the drain and the source of the transistor IGBT B3, and a freewheeling diode DB4 is connected between the drain and the source of the transistor IGBT B4; The drains of the transistor IGBT T1, the transistor IGBT T2, the transistor IGBT T3, and the transistor IGBT T4 are interconnected; The sources of the transistor IGBT B1, the transistor IGBT B2, the transistor IGBT B3, and the transistor IGBT B4 are interconnected; A capacitor C1 is connected between the drain of the transistor IGBT T1 and the source of the transistor IGBT B1; The three-phase interfaces of the motor PMSM are electrically connected to the sources of the transistor IGBT T1, the transistor IGBT T2, and the transistor IGBT T3 respectively, and the sources of the transistor IGBT T1, the transistor IGBT T2, and the transistor IGBT T3 are electrically connected to the three-phase interfaces of the secondary side coil (3-2) respectively.

Images