Power supply and navigation integrated structure of navigation device and navigation method

Abstract

The application provides a power supply and navigation integrated structure and navigation method of a navigation device, comprising an LCC-S type compensation network, the network comprising a primary coil and corresponding two secondary coils, each secondary coil being connected with a first compensation capacitor, the structure further comprising: a second compensation capacitor and a controller, the second compensation capacitor being connected in series with the first compensation capacitor, the capacitance value of the second compensation capacitor being determined according to the mutual inductance value and the angular frequency of the secondary coil; the controller being connected with the two secondary coils respectively, receiving the output voltages of the two secondary coils, and navigating the target navigation device according to the voltage difference; the output ends of the two secondary coils being connected in series and connected with the power supply end of the target navigation device for power supply. Through the power supply and navigation integrated structure and navigation method of the navigation device provided by the application, the navigation and charging are unified through the compensation capacitor, and the navigation precision and charging efficiency of the navigation device are improved.

Description

Technical Field

[0001] This invention relates to the field of navigation devices, and more specifically to an integrated power supply and navigation structure and navigation method for a navigation device. Background Technology

[0002] With the development of intelligentization and industrialization, automated vehicles are widely used in manufacturing, warehousing and logistics, and other fields. As electrically driven equipment, the charging and navigation issues of automated vehicles cannot be ignored. Insufficient power will directly cause the automated vehicle to stop working, and navigation deviations will directly prevent the completion of work tasks, affecting the working efficiency of the vehicle.

[0003] In existing technologies, automated vehicles are typically charged using automatic charging. This requires the vehicle to be taken to a designated charging station and then navigated using magnetic strips or electromagnets. However, this navigation method requires additional magnets or wires to generate a navigation magnetic field. When used in conjunction with wireless charging technology, the two technologies interfere with each other, resulting in low navigation accuracy and slow charging efficiency. Summary of the Invention

[0004] Therefore, the technical problem to be solved by the present invention is to overcome the problem of interference caused by the simultaneous application of navigation and wireless charging technologies in the prior art, thereby providing a power supply and navigation integrated structure and navigation method for a navigation device.

[0005] According to a first aspect, the present invention provides an integrated power supply and navigation structure for a navigation device, comprising an LCC-S type compensation network, wherein the LCC-S type compensation network includes a primary coil and two secondary coils corresponding to the primary coil, each secondary coil being connected to a first compensation capacitor, and the integrated power supply and navigation structure for the navigation device further includes:

[0006] A second compensation capacitor and a controller are provided corresponding to each of the secondary coils, wherein,

[0007] The second compensation capacitor is connected in series with the first compensation capacitor, and the capacitance value of the second compensation capacitor is determined based on the mutual inductance value and angular frequency of the secondary coil.

[0008] The controller is connected to two secondary coils respectively. The controller receives the output voltage of the two secondary coils and navigates the target navigation device according to the voltage difference between the output voltages of the two secondary coils.

[0009] The output terminals of the two secondary coils are connected in series and then connected to the power supply terminal of the target navigation device to supply power to the target navigation device.

[0010] In one embodiment, the primary coil is composed of two coils wound in opposite directions and connected end to end;

[0011] The two secondary coils are wound in the same direction and are not connected end to end.

[0012] In one embodiment, the capacitance value of the second compensation capacitor is calculated according to the following formula:

[0013]

[0014] Among them, C o1 C o2 M represents the capacitance value of the second compensation capacitor corresponding to the two secondary coils. 12 The mutual inductance value of the secondary side. ω ω is the angular frequency.

[0015] In one embodiment, the output voltages of the two secondary coils are calculated according to the following formula:

[0016]

[0017] in, , These are the output voltages corresponding to the two secondary coils. U 1. U 2 represents the amplitude of the output voltage corresponding to the two secondary coils, U in L is the input voltage of the coupling mechanism. r M is a resonant inductor. p1 M p2 The mutual inductance generated by coils S1 and S2.

[0018] In one embodiment, the two secondary coils and their corresponding first and second compensation capacitors are symmetrically distributed.

[0019] According to a second aspect, the present invention provides a navigation method for a navigation device, applied to an integrated power supply and navigation structure of the navigation device as described in the first aspect, the method comprising:

[0020] Obtain the output voltages of the two secondary coils in the LCC-S type compensation network, and calculate the voltage difference between the output voltages of the two secondary coils;

[0021] The target navigation device is navigated based on the voltage difference.

[0022] In one embodiment, navigating the target navigation device based on the voltage difference includes:

[0023] The navigation offset direction and navigation offset angle are determined based on the voltage difference.

[0024] Navigate the target navigation device based on the navigation offset direction and navigation offset angle.

[0025] In one embodiment, determining the navigation offset direction and navigation offset angle based on the voltage difference includes:

[0026] Based on the relationship between the voltage difference and 0, the navigation offset direction is determined;

[0027] The navigation offset angle is determined based on the absolute value of the voltage difference and the relationship between the preset voltage and the navigation offset angle.

[0028] In one embodiment, the target navigation device is an automated guided vehicle (AGV).

[0029] The technical solution of this invention has the following advantages:

[0030] This invention provides an integrated power supply and navigation structure for a navigation device. Power is supplied to the target navigation device via the outputs of two secondary coils connected in series using an LCC-S type compensation network. The controller navigates the target navigation device based on the voltage difference between the output voltages of the two secondary coils. By adding compensation capacitors to the two secondary coils according to their mutual inductance and angular frequency, interference between navigation and charging during operation is avoided, achieving unification of navigation and charging. This reduces the system's hardware components, lowers system costs, facilitates device integration and lightweighting, and improves navigation accuracy and charging efficiency during operation.

[0031] This invention also provides a navigation method for a navigation device. By using an LCC-S type compensation network to control the navigation of the target navigation device based on the voltage difference of the output voltage of the secondary coil, and by adding compensation capacitors to the two secondary coils according to the mutual inductance and angular frequency of the secondary coils, the mutual interference between power supply and navigation during navigation can be reduced, thereby achieving the unification of charging and navigation of the navigation device and improving the navigation accuracy and charging efficiency of the navigation device during operation. Attached Figure Description

[0032] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0033] Figure 1 This is a circuit diagram of an integrated power supply and navigation structure for a navigation device proposed in an embodiment of the present invention;

[0034] Figure 2 This is a schematic diagram of the ground-side coil and the vehicle-mounted coil proposed in an embodiment of the present invention;

[0035] Figure 3 This is a circuit diagram of an embodiment of the present invention that uses only an LCC-S type compensation network;

[0036] Figure 4 This is a flowchart of a navigation method for a navigation device proposed in an embodiment of the present invention;

[0037] Figure 5 This is a diagram showing the correspondence between the offset distance and the difference between U1 and U2 proposed in this embodiment of the invention;

[0038] Figure 6 This is a diagram showing the correspondence between offset distance, U1, and U2 as proposed in an embodiment of the present invention;

[0039] Figure 7 This is a schematic diagram of the electromagnetic simulation model of the coil proposed in an embodiment of the present invention;

[0040] Figure 8 This is a diagram showing the electromagnetic simulation results proposed in an embodiment of the present invention;

[0041] Figure 9 This is a complete circuit diagram of the DAD coil application proposed in the embodiments of the present invention;

[0042] Figure 10 This is a simulation waveform diagram with an offset value of -50mm proposed in an embodiment of the present invention;

[0043] Figure 11 This is a simulation waveform diagram with an offset value of -25mm proposed in an embodiment of the present invention;

[0044] Figure 12 This is a simulation waveform diagram with an offset value of -0mm proposed in an embodiment of the present invention;

[0045] Figure 13 This is a simulation waveform diagram with an offset value of -+25mm proposed in the embodiments of the present invention;

[0046] Figure 14 This is a simulation waveform diagram with an offset value of +50mm proposed in an embodiment of the present invention. Detailed Implementation

[0047] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0048] With the emergence of concepts such as smart manufacturing and Industry 4.0, Automated Guided Vehicles (AGVs) are now widely used in manufacturing and warehousing logistics. Currently, AGVs are typically charged using three methods: manual charging, automatic charging, and wireless charging.

[0049] Manual charging, due to its low level of automation and high manpower consumption, is gradually being phased out by the market. During automatic charging, the automated guided vehicle (AGV) needs to go to a designated charging station, which interrupts its work. Furthermore, the charging time required at the station is long, failing to meet the AGV's operational needs promptly. Additionally, the insertion and removal of the charging port can easily cause electrical sparks, posing a safety hazard.

[0050] In recent years, wireless charging has developed rapidly, offering advantages such as convenience, flexibility, resistance to environmental influences, no need for plugging and unplugging, and charging safety. It has been widely applied in transportation, medical devices, portable communications, and aerospace. Wireless charging technology is highly mobile, allowing automated guided vehicles (AGVs) to be charged during operation or movement, saving charging time. The use of dynamic wireless charging can also effectively solve the capacity limitations of energy storage devices, extending the driving range of AVRs and demonstrating broad application prospects.

[0051] Currently, magnetically coupled inductive wireless power transfer (WPT) technology is the most widely used near-field wireless power transfer technology. Its main components are a power supply end (ground end) and a power receiving end (vehicle-mounted end). The power supply end includes an inverter topology, a compensation topology, and a coupling mechanism; the power receiving end includes a compensation topology, a rectifier topology, and a DC-DC voltage regulator. Wireless power transfer is achieved between the ground end and the vehicle-mounted end using the high-frequency magnetic field generated between the coils of the coupling mechanism as the medium.

[0052] Navigation technology is a key technology for automated guided vehicles (AGVs). Currently, AGVs mainly use four navigation methods: magnetic strips, QR codes, lasers, and electromagnetic navigation. Among these, QR code navigation is prone to wear and tear, requiring regular maintenance and resulting in high maintenance costs. Laser navigation is also relatively expensive and has relatively stringent requirements regarding lighting conditions, ground conditions, and other environmental factors. Magnetic strip and electromagnetic navigation methods both require the addition of external magnets or wires to generate a navigation magnetic field, and their application in AGVs in conjunction with wireless charging technology can cause interference.

[0053] To reduce interference between navigation and power supply during the operation of navigation devices, this embodiment of the invention provides an integrated power supply and navigation structure for the navigation device, such as... Figure 1 As shown, it includes an LCC-S type compensation network.

[0054] The LCC-S type compensation network includes a primary coil P and two corresponding secondary coils S1 and S2. Each secondary coil S1 and S2 is connected to a first compensation capacitor. s1 and C s2 This is the first compensation capacitor.

[0055] The integrated power supply and navigation structure of the navigation device also includes a second compensation capacitor C. O1 C O2 and controller (not shown in the figure), wherein the second compensation capacitor C O1 C O2 The secondary coils S1 and S2 are set one-to-one.

[0056] Among them, the first compensation capacitor C s1 C s2 Second compensation capacitor C O1 C O2 Series connection, second compensation capacitor C O1 C O2 The capacitance value is determined based on the mutual inductance and angular frequency of the secondary coils S1 and S2.

[0057] The controller is connected to two secondary coils S1 and S2 respectively. The controller receives the output voltage of the two secondary coils S1 and S2 and navigates the target navigation device according to the voltage difference between the output voltages of the two secondary coils S1 and S2.

[0058] The outputs of the two secondary coils S1 and S2 are connected in series and then connected to the power supply terminal of the target navigation device to supply power to the target navigation device.

[0059] In this embodiment of the invention, the target navigation device can be an automated guided vehicle or other navigation devices, which are not limited here.

[0060] The primary coil P and the secondary coils S1 and S2 generate mutual inductance. To eliminate the transmission of reactive power between the primary coil P and the secondary coils S1 and S2, a compensation network LCC-S needs to be connected. A second compensation capacitor C, corresponding one-to-one with the secondary coils S1 and S2, is then installed on top of the existing compensation network. O1 C O2 Since the value of the second compensation capacitor is related to the mutual inductance of the secondary side, the calculated output voltage difference of the secondary side represents the magnitude of the mutual inductance of the secondary side, thereby achieving the ideal voltage output.

[0061] The LCC-S type compensation network also includes: a primary-side resonant network and a secondary-side resonant network, wherein, L r C r C P L PForming a primary-side resonant network, L S C S Forming a secondary resonant network, R Lr R represents the internal resistance of the resonant inductor. P R S This represents the internal resistance of the coil. The two secondary coils S1 and S2, and their corresponding first compensation capacitor C... s1 C s2 Second compensation capacitor C O1 C O2 They are symmetrically distributed.

[0062] Specifically, in one embodiment, the primary coil consists of two coils wound in opposite directions and connected end to end, while the two secondary coils are wound in the same direction and are not connected end to end.

[0063] In embodiments of the present invention, such as Figure 2 As shown, the ground-side coil is the primary coil, serving as the power supply terminal, while the vehicle-mounted coil is the secondary coil, also serving as the power receiving terminal. To minimize magnetic field leakage, the primary and secondary coils are generally of the same width, forming the main magnetic circuit magnetic field as shown. Figure 2 The dotted lines in the diagram illustrate this. The number of turns and size of the primary and secondary coils are designed according to the actual application scenario of the target navigation device to improve the transmission efficiency of the coils.

[0064] Specifically, in one embodiment, the capacitance value of the second compensation capacitor is calculated according to the following formula:

[0065] (1)

[0066] Among them, C o1 C o2 M represents the capacitance value of the second compensation capacitor corresponding to the two secondary coils. 12 The mutual inductance value of the secondary side. ω ω is the angular frequency.

[0067] In this embodiment of the invention, if an LCC-S type network is used alone in the compensation network of the DAD coil, the outputs U1 and U2 will change with the load R, and cannot accurately reflect the offset of the target navigation device. Therefore, a compensation capacitor C needs to be added to the LCC-S type compensation network. o1 With C o2 In this scheme, w = 2πf, f = 85kHz.

[0068] Specifically, in one embodiment, the output voltages of the two secondary coils are calculated according to the following formula:

[0069] (2)

[0070] in, , These are the output voltages corresponding to the two secondary coils. U 1. U 2 represents the amplitude of the output voltage corresponding to the two secondary coils, U in L is the input voltage of the coupling mechanism. r M is a resonant inductor. p1 M p2 The mutual inductance generated by coils S1 and S2.

[0071] In this embodiment of the invention, the controller collects data from U1 and U2, calculates the difference between U1 and U2 by comparison, generates a navigation signal for the steering wheel offset angle of the target navigation device based on the voltage difference, and outputs the signal to achieve the navigation function. The voltage difference can be converted into navigation information by the controller, or this function can be implemented by the control chip in the target navigation device; this is not limited here. Navigating the target navigation device through a controller, control chip, or other control device facilitates the integration and lightweight design of the target navigation device, reduces the system hardware components, and lowers costs.

[0072] When only the original LCC-S type compensation network is used, such as Figure 3 As shown, for Figure 3 The circuit in the equation is written using the KVL equation as shown below:

[0073] (3)

[0074] Solving this equation yields the current expressions for each loop:

[0075] (4)

[0076] Among them, L S1 L is the inductance generated by coil S1. S2 L is the inductance generated by coil S2. P L is the inductance generated by coil P. r C r C P L P Forming a primary-side resonant network, L S C S Forming a secondary resonant network, R Lr R represents the internal resistance of the resonant inductor. P R S This indicates the internal resistance of the coil.

[0077] The expressions for U1 and U2 can then be obtained as follows:

[0078] (5)

[0079] As can be seen from equation (5), the expressions for the output voltages U1 and U2 of the original LCC-S type compensation network are quite complex, since in practice there is often R p R s R Lr <<ωM p1 ,ωM p2 ,ωM 12 The influence of the R parameter can be ignored, so the effect of internal resistance can be neglected. The expressions for U1 and U2 are as follows:

[0080] (6)

[0081] As can be seen from the above formula, the values ​​of U1 and U2 are related to both the load and the secondary coupling inductance. This has two drawbacks: First, the load voltage will change with the load, which is not conducive to DC-DC voltage modulation and voltage stability; second, the method of representing the offset direction and magnitude by the voltage output difference will be affected by resistance interference and cannot accurately represent the offset.

[0082] Add a compensation capacitor C on the secondary side o1 With C o2 Then, as shown in formula (2), the output voltage is only related to the input voltage U of the coupling mechanism. in Mutual inductance M between primary and secondary sides p1 M p2 and resonant inductance L r Related. However, generally U in and L r It remains unchanged, therefore when M p1 M p2 When M changes, U1 and U2 will also change accordingly, meaning that U1 and U2 can completely characterize M. p1 M p2 The changes in U1 and U2 are also entirely determined by M. p1 M p2 The changes in these factors determine the correctness and feasibility of the navigation principle.

[0083] Through the above embodiments, the target navigation device is powered by the output terminals of the two secondary coils of the LCC-S type compensation network connected in series. The controller navigates the target navigation device according to the voltage difference between the output voltages of the two secondary coils. By adding compensation capacitors to the two secondary coils according to their mutual inductance and angular frequency, interference between navigation and charging during operation of the target navigation device is avoided, realizing the unification of navigation and charging, reducing the system hardware components, lowering system costs, facilitating device integration and lightweighting, and improving the navigation accuracy and charging efficiency of the navigation device during operation.

[0084] This invention also provides a navigation method for a navigation device, such as... Figure 4 As shown, the method includes the following steps S101 to S102.

[0085] Step S101: Obtain the output voltage of the two secondary coils in the LCC-S type compensation network, and calculate the voltage difference between the output voltages of the two secondary coils.

[0086] In this embodiment of the invention, according to the above formula (2), when M p1 M p2 When M changes, U1 and U2 will also change accordingly, meaning that U1 and U2 can completely characterize M. p1 M p2 The changes in U1 and U2 are also entirely determined by M. p1 M p2 The change in voltage determines the magnitude of the mutual inductance between coils S1 and S2.

[0087] Step S102: Navigate the target navigation device based on the voltage difference.

[0088] In this embodiment of the invention, the relative magnitudes of voltages U1 and U2 characterize the offset direction of the target navigation device, the difference between U1 and U2 characterizes the degree of offset of the target navigation device, and the navigation signal is determined by the relative magnitudes of U1 and U2 and the difference between U1 and U2, thereby realizing the navigation of the target navigation device.

[0089] Specifically, in one embodiment, the navigation of the target navigation device based on the voltage difference in step S102 above includes the following steps:

[0090] Step S1021: Determine the navigation offset direction and navigation offset angle based on the voltage difference.

[0091] Step S1022: Navigate the target navigation device based on the navigation offset direction and navigation offset angle.

[0092] In this embodiment of the invention, when the primary and secondary coils are aligned, that is, when the symmetry axes of both the primary and secondary coils are the x-axis, the mutual inductance M generated by coil P with coils S1 and S2 is... p1 M p2 Since they are the same, the output voltages U1 and U2 of coils S1 and S2 are also the same.

[0093] When the secondary coil shifts in the negative y-axis direction, M p1 >M p2 Therefore, the resulting voltage U1 > U2, and within a range not exceeding 1 / 4 of the width of the primary coil, as the offset gradually increases, M p1 With M p2The difference will also gradually increase, and the difference between the output voltages U1 and U2 will also gradually increase.

[0094] When the secondary coil shifts in the positive y-axis direction, M p1 <M p2 , so the generated voltage U1 < U2, and as the shift gradually increases, the difference between the output voltages U1 and U2 will also gradually increase. Thus, the shift direction can be characterized by the relative magnitudes of U1 and U2, and the shift degree can be characterized by the difference between U1 and U2.

[0095] Specifically, in one embodiment, in the above step S1021, determining the navigation shift direction and navigation shift angle based on the voltage difference specifically includes the following steps:

[0096] Step S10211: Determine the navigation shift direction based on the magnitude relationship between the voltage difference and 0.

[0097] Step S10212: Determine the navigation shift angle based on the absolute value of the voltage difference and the relationship between the preset voltage and the navigation shift angle.

[0098] In the embodiment of the present invention, when the secondary coil shifts in the negative y-axis direction, M p1 >M p2 , so the generated voltage U1 > U2, the difference between U1 and U2 is greater than 0, and as the shift gradually increases, the difference between U1 and U2 gradually increases, and the navigation shift angle is larger.

[0099] When the secondary coil shifts in the positive y-axis direction, M p1 <M p2 , so the generated voltage U1 < U2, the difference between U1 and U2 is less than 0, and as the shift gradually increases, the difference between U1 and U2 also gradually increases, and the navigation shift angle is larger.

[0100] Among them, the corresponding relationships between the shift of the secondary coil in the y-axis direction, U1, U2, and the difference between U1 and U2 are shown in Table 1. As Figure 5 shown, Figure 5 is the corresponding relationship diagram between the difference between U1 and U2 and the shift distance, Figure 6 is the corresponding relationship diagram between U1, U2, and the shift distance.

[0101] Table 1

[0102]

[0103] Through the above embodiments, the target navigation device is controlled to navigate based on the voltage difference of the output voltage of the secondary coil by the LCC-S type compensation network. By adding compensation capacitors to the two secondary coils according to the mutual inductance and angular frequency of the secondary coils, the mutual interference between power supply and navigation during navigation can be reduced, thereby achieving the unification of charging and navigation of the navigation device and improving the navigation accuracy and charging efficiency of the navigation device during operation.

[0104] It should be noted that when verifying electromagnetic field simulation and circuit simulation, the electromagnetic simulation model built is as follows: Figure 7 As shown in Table 2, the main parameters are as follows, and the simulation results are as follows. Figure 8 As shown in the figure. Simulation results show that when offset in different directions, M... p1 With M p2 The relative sizes are different, and the difference increases with the degree of offset.

[0105] Table 2

[0106]

[0107] Perform circuit simulation on the complete circuit structure of the DAD coil, such as... Figure 9 As shown, the complete circuit structure of the DAD coil is a typical wireless charging circuit structure. 220V AC power is rectified and inverted into 85kHz high-frequency AC power, which is then transferred to the secondary side via a coupling mechanism. The secondary side rectifies the received AC power into DC power, which, after passing through a Buck-Boost circuit, becomes 48V DC power to power the battery of the automated guided vehicle. In the actual simulation, the coil's self-inductance and mutual inductance parameters for five offsets (-50mm, -25mm, 0mm, +25mm, +50mm) were substituted into the circuit simulation, and the resulting simulation waveforms are shown below. Figures 10 to 14 As shown.

[0108] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A power supply and navigation integrated structure for a navigation device, comprising an LCC-S type compensation network, wherein the LCC-S type compensation network includes a primary coil and two secondary coils corresponding to the primary coil, each secondary coil being connected to a first compensation capacitor, characterized in that, The integrated power supply and navigation structure of the navigation device also includes: A second compensation capacitor and a controller are provided corresponding to each of the secondary coils, wherein, The second compensation capacitor is connected in series with the first compensation capacitor, and the capacitance value of the second compensation capacitor is determined based on the mutual inductance value and angular frequency of the secondary coil. The controller is connected to two secondary coils respectively. The controller receives the output voltage of the two secondary coils and navigates the target navigation device according to the voltage difference between the output voltages of the two secondary coils. The output terminals of the two secondary coils are connected in series and then connected to the power supply terminal of the target navigation device to supply power to the target navigation device.

2. The structure according to claim 1, characterized in that, The primary coil consists of two coils wound in opposite directions and connected end to end; The two secondary coils are wound in the same direction and are not connected end to end.

3. The structure according to claim 1, characterized in that, Calculate the capacitance value of the second compensation capacitor using the following formula: Among them, C o1 C o2 M represents the capacitance value of the second compensation capacitor corresponding to the two secondary coils. 12 The mutual inductance value of the secondary side. ω ω is the angular frequency.

4. The structure according to claim 1, characterized in that, Calculate the output voltage of the two secondary coils using the following formula: in, , These are the output voltages corresponding to the two secondary coils. U 1. U 2 represents the amplitude of the output voltage corresponding to the two secondary coils, U in L is the input voltage of the coupling mechanism. r M is a resonant inductor. p1 M p2 The mutual inductance generated by coils S1 and S2.

5. The structure according to claim 1, characterized in that, The two secondary coils and their corresponding first and second compensation capacitors are symmetrically distributed.

6. A navigation method for a navigation device, applied to the integrated power supply and navigation structure of the navigation device as described in any one of claims 1-5, characterized in that, The method includes: Obtain the output voltages of the two secondary coils in the LCC-S type compensation network, and calculate the voltage difference between the output voltages of the two secondary coils; The target navigation device is navigated based on the voltage difference.

7. The method according to claim 6, characterized in that, The navigation of the target navigation device based on the voltage difference includes: The navigation offset direction and navigation offset angle are determined based on the voltage difference. Navigate the target navigation device based on the navigation offset direction and navigation offset angle.

8. The method according to claim 7, characterized in that, The process of determining the navigation offset direction and navigation offset angle based on the voltage difference includes: Based on the relationship between the voltage difference and 0, the navigation offset direction is determined; The navigation offset angle is determined based on the absolute value of the voltage difference and the relationship between the preset voltage and the navigation offset angle.

9. The method according to any one of claims 6-8, characterized in that, The target navigation device is an automated guided vehicle.

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