Modularized constant-voltage output automobile dynamic wireless charging system

Abstract

The invention relates to a modularized constant-voltage output automobile dynamic wireless charging system, which belongs to the technical field of electric vehicle power circuits and structurally comprises n sections of modularized electric energy transmitting systems which are continuously arranged and n sections of inter-section switching control systems which are continuously arranged, the modularized electric energy transmitting system comprises a first modularized electric energy transmitting system (1), a second modularized electric energy transmitting system (2),..., an nth modularized electric energy transmitting system (3), a first inter-segment switching control module (4), a second inter-segment switching control module (5),..., an nth inter-segment switching control module (6), and a dynamic electric energy receiving system (7). According to the invention, high-stability and high-charging-efficiency in-section charging can be provided for the running electric vehicle, smooth switching between sections can be realized, and misjudgment on non-charging targets is avoided.

Description

Technical Field

[0001] The invention belongs to the technical field of electric vehicle power supply circuits, and in particular relates to a modular constant voltage output automotive dynamic wireless charging system. Background Art

[0002] In recent years, with the development of the new energy vehicle industry, wireless power transmission technology has been widely used in electric vehicle charging. Compared with wired charging technology, the advantages of wireless charging technology are safety and convenience. However, static wireless charging systems still cannot solve the inherent problems brought about by electric vehicle battery charging: short battery life and long charging time. Dynamic wireless power transmission system is an effective solution that can provide power to moving vehicles or loads, thereby reducing the depth of battery depletion, increasing the battery life cycle, and reducing the size and weight of the battery.

[0003] The core part of the dynamic wireless charging system is the power coupling module, which is the transmitting coil system, the receiving coil system, and the compensation network they match. During the wireless charging process, the technical indicators of the output voltage of the receiving coil will determine the technical indicators of the entire wireless charging system. Therefore, the selection of circuit topology and the design of the transmission coil are crucial. In addition, the inter-segment switching control module needs to be introduced into the system. The function of the inter-segment switching control module is to activate the modular wireless power transmission system of the segment according to the driving position of the electric vehicle in the wireless charging system. The design of the inter-segment switching control module plays a vital role in the stability of the system output power.

[0004] However, the current dynamic wireless charging system still has problems such as poor performance and low penetration rate in actual electric vehicle mobile charging application scenarios. The existing dynamic wireless charging system for electric vehicles also has certain disadvantages: First, when the electric energy transmitting coils form a wireless power transmission system, the placement distance between the transmitting coils is usually very close, and the arrangement of the transmitting coils is not optimized. Too close placement distance will increase the mutual inductance coupling effect between the transmitting coils, causing the electric energy at the wireless energy transmitting end to be dissipated in the form of mutual inductance electromotive force between the transmitting coils, greatly reducing the charging efficiency; the unoptimized coil arrangement leads to low uniformity of magnetic field distribution, thereby reducing the stability of output voltage and output power in dynamic wireless charging in the electric vehicle segment.

[0005] Second, the traditional dynamic wireless charging system does not achieve a wide range of load adaptability. Since electric vehicles have different brands, models and parameters, the resistance of their battery loads is also different. The traditional wireless charging system provides different output voltages for battery loads with different parameters, increasing the risk of burning electronic components in the electric vehicle charging circuit.

[0006] Third, the inter-segment switching method of the traditional dynamic wireless charging system is not smoothed, which will cause obvious switching disturbances to the output voltage at the inter-segment switching point, shortening the service life of the battery load, reducing the stability of power transmission, and increasing the risk of failure of the electric vehicle charging module.

[0007] Fourth, the inter-segment switching modules of traditional dynamic wireless charging systems mostly use infrared sensors, proximity sensors, pressure sensors or computer vision and other identification methods. In actual application scenarios, if there are electric vehicles, fuel vehicles, obstacles or pedestrians that are not equipped with power receiving coils passing by on the road section, the traditional inter-segment switching module will produce a misjudgment phenomenon and turn on the power supply of the power transmission system of this section for non-charging targets. The misjudgment phenomenon increases the invalid power-on time of the charging track, greatly reduces the stability of the wireless charging system, and makes it difficult for traditional electric vehicle dynamic wireless charging systems to achieve high-efficiency and stable output, making it inconvenient to use.

[0008] Therefore, the existing dynamic wireless energy transmission system for electric vehicles needs further improvement. Summary of the invention

[0009] The technical problem to be solved by the present invention is to overcome the shortcomings of the background technology and provide a modular constant voltage output automotive dynamic wireless charging system for mobile charging scenarios of electric vehicles on highways. The system can not only provide high stability and high charging efficiency for electric vehicles on the road, but also realize smooth switching between segments without misjudging non-charging targets.

[0010] The technical problem of the present invention is solved by the following technical solutions: A modular constant voltage output dynamic wireless charging system for automobiles, the structure comprises n-segment continuously arranged modular power transmission systems and n-segment continuously arranged inter-segment switching control modules, respectively recorded as the first modular power transmission system 1, the second modular power transmission system 2 ... the nth modular power transmission system 3 and the first inter-segment switching control module 4, the second inter-segment switching control module 5 ... the nth inter-segment switching control module 6, the number n depends on the length of the charging section, and the structure also comprises a dynamic power receiving system 7; the structure of the second modular power transmission system 2 comprises a DC power supply module 21, a drive control module 22, a high frequency inverter circuit 23 and a transmitting coil system 2 4, the structures of all n-segment modular power transmission systems are the same as the structure of the second modular power transmission system 2; the structure of the first inter-segment switching control module 4 includes an entry detection module 41 and a first load sensing module 42; the structure of the n-th inter-segment switching control module 6 includes an exit detection module 61 and an n-th load sensing module 62; the structure of the second inter-segment switching control module 5 includes a second power enabling module 51 and a second load sensing module 52. Except for the first inter-segment switching control module 4 and the n-th inter-segment switching control module 6, the structures of the remaining n-2 inter-segment switching control modules are the same as the structure of the second inter-segment switching control module 5; The DC power supply module 21 is connected to the high-frequency inverter circuit 23, converts the industrial frequency AC power into DC voltages of different amplitudes, and leaves a high-power DC input voltage enable port, which can control the output state of the high-power DC input voltage through the enable signal; the drive control module 22 is connected to the high-frequency inverter circuit 23, driving the electronic switch elements in the high-frequency inverter circuit 23; the high-frequency inverter circuit 23 is connected to the transmitting coil system 24, converts the high-power DC input into frequency-adjustable AC power, and supplies it to the input end of the transmitting coil system 24; the transmitting coil system 24 wirelessly transmits the input AC power in the form of inductive coil resonance; the transmitting coil system 24 adopts an optimized circuit structure and coil design, which can enable the mobile receiving coil to maintain stable wireless power transmission in the segment, and provide the receiving coil with a constant voltage output characteristic that is not affected by changes in load resistance; The structure of the DC power supply module 21 is as follows: both ends of the primary winding of the transformer T1 are connected to the industrial frequency AC power, which are recorded as ports AC_in1 and AC_in2, one end of the first secondary winding of the transformer T1 is connected to the positive electrode of the diode D2 and the negative electrode of the diode D4, the other end of the first secondary winding of the transformer T1 is connected to the positive electrode of the diode D3 and the negative electrode of the diode D5, the positive electrode of the diode D4, the positive electrode of the diode D5, the negative electrode of the electrolytic capacitor C2, and one end of the capacitor C3 are connected to the source of the field effect transistor Q2, and the negative electrode of the diode D2 and the negative electrode of the diode D3 are connected to the ground. , the positive electrode of the electrolytic capacitor C2, and the other end of the capacitor C3 are connected to the drain of the field effect transistor Q1, the source of the field effect transistor Q1, the drain of the field effect transistor Q2, and one end of the capacitor C1 are connected to the port VS of the half-bridge driver U1, recorded as port VPP_out, the port VPP_out is connected to the input port VPP_in of the high-frequency inverter circuit 23, the other end of the capacitor C1, the cathode of the diode D1 are connected to the port VB of the half-bridge driver U1, the gate of the field effect transistor Q1 is connected to the port HO of the half-bridge driver U1, and the gate of the field effect transistor Q2 is connected to the terminal of the half-bridge driver U1. Port LO is connected, the anode of the diode D1 is connected to one end of the resistor R1, the other end of the resistor R1, the port VCC of the half-bridge driver U1, the port SD# and one end of the capacitor C4 are connected to the power supply VCC, the other end of the capacitor C4 and the port COM of the half-bridge driver U1 are grounded, and the port IN of the half-bridge driver U1 serves as the enable control port of the DC power supply module 21, recorded as the port System_enable_in; one end of the second secondary winding of the transformer T1 is connected to the anode of the diode D6 and the cathode of the diode D8, and the The other end is connected to the positive electrode of the diode D7 and the negative electrode of the diode D9, the positive electrode of the diode D8, the positive electrode of the diode D9, the negative electrode of the electrolytic capacitor C6 and one end of the capacitor C7 are connected to the ground, the negative electrode of the diode D6, the negative electrode of the diode D7, the positive electrode of the electrolytic capacitor C6 and the other end of the capacitor C7 are connected, recorded as the output port VCC_out, the output port VCC_out serves as the VCC power supply end of the DC power supply module 21, the drive control module 22, the high-frequency inverter circuit 23, and the second load sensing module 52; one end of the third secondary winding of the transformer T1 is connected to the diode D 10 The positive electrode and diode D 12 The other end of the third secondary winding of transformer T1 is connected to the negative pole of 11 The positive electrode and diode D 13 The cathode of diode D is connected 12 The positive electrode of diode D 13 The positive electrode of the electrolytic capacitor C8, the negative electrode of the electrolytic capacitor C9 and one end of the capacitor C9 are connected to the ground. The diode D 10 The cathode of diode D 11The negative electrode of the electrolytic capacitor C8 and the positive electrode of the electrolytic capacitor C9 are connected to each other, and are recorded as an output port VDD_out. The output port VDD_out serves as a VDD power supply terminal of the drive control module 22 and the second load sensing module 52; The structure of the drive control module 22 is as follows: one end of the resistor R5 and one end of the resistor R6 are connected to one end of the resistor R7, the other end of the resistor R5 is connected to the power supply VCC, the other end of the resistor R7 is grounded, the other end of the resistor R6 is connected to one end of the resistor R4 and the positive input end of the operational amplifier U2, the other end of the resistor R4, one end of the adjustable resistor R9, the output end of the operational amplifier U2, the negative input end of the operational amplifier U3 are connected to the positive input end of the operational amplifier U4, the positive power supply end of the operational amplifier U2 is connected to the power supply VCC, the negative power supply end of the operational amplifier U2 is grounded, the other end of the adjustable resistor R9 and the sliding line end are connected to one end of the resistor R8, the other end of the resistor R8, the capacitor C 10 One end of the capacitor is connected to the negative input terminal of the operational amplifier U2, and the capacitor C 10 The other end of the resistor R2 is connected to the power supply VCC, one end of the resistor R3 is grounded, the other end of the resistor R2, the other end of the resistor R3, the positive input end of the operational amplifier U3 are connected to the negative input end of the operational amplifier U4, the positive power supply end of the operational amplifier U3 is connected to the power supply VDD, the negative power supply end is grounded, the output end is recorded as the output port PWM_out1, and the output port PWM_out1 is connected to the input port PWM_in1 of the high-frequency inverter circuit 23; the positive power supply end of the operational amplifier U4 is connected to the power supply VDD, the negative power supply end is grounded, the output end is recorded as the output port PWM_out2, and the output port PWM_out2 is connected to the input port PWM_in2 of the high-frequency inverter circuit 23; The structure of the high frequency inverter circuit 23 is as follows: the diode D 14 The positive electrode and the resistor R 10 One end of the resistor R 10 The other end of the half-bridge driver U5, port VCC and port SD#, capacitor C 13 One end of the capacitor is connected to the power supply VCC, and the capacitor C 13 The other end of the diode D is connected to the ground, and the port COM of the half-bridge driver U5 is grounded. The port IN of the half-bridge driver U5 is recorded as the input port PWM_in1. 14 The negative electrode, capacitor C 11 One end of the resistor R is connected to the port VB of the half-bridge driver U5. 12 One end of the capacitor is connected to the port HO of the half-bridge driver U5, and the capacitor C 11 The other end of the resistor R 14The output port Bridge_out1 is connected to the input port Bridge_in1 of the transmitting coil system 24, and the resistor R 12 The other end of the resistor R 14 The other end is connected to the gate of field effect tube Q3, and the resistor R 16 One end of the resistor R is connected to the port LO of the half-bridge driver U5. 16 The other end of the resistor R 18 One end of the diode D is connected to the gate of the field effect transistor Q5. 15 The positive electrode and the resistor R 11 One end of the resistor R 11 The other end of the half-bridge driver U6, port VCC and port SD#, capacitor C 14 One end of the capacitor is connected to the power supply VCC, and the capacitor C 14 The other end of the diode D is connected to the ground, and the port COM of the half-bridge driver U6 is grounded. The port IN of the half-bridge driver U6 is recorded as the input port PWM_in2. 15 The negative electrode, capacitor C 12 One end of the resistor R is connected to the port VB of the half-bridge driver U6. 13 One end of the capacitor is connected to port HO of the half-bridge driver U6, and the capacitor C 12 The other end of the resistor R 15 The output port Bridge_out2 is connected to the input port Bridge_in2 of the transmitting coil system 24. The resistor R 13 The other end of the resistor R 15 The other end is connected to the gate of field effect tube Q4, and the resistor R 17 One end of the resistor R is connected to the port LO of the half-bridge driver U6. 17 The other end of the resistor R 19 One end is connected to the gate of field effect transistor Q6, and the resistor R 18 The other end, the source of field effect transistor Q5, the resistor R 19 The other end of the FET Q6 and the source of the FET Q6 are grounded, the drain of the FET Q3 is connected to the drain of the FET Q4, which is recorded as an input port VPP_in, and the port VPP_in is connected to the port VPP_out of the DC power supply module 21; The structure of the transmitting coil system 24 is as follows: the compensation inductance L P1 ~L P4The two ends of the bridge are connected together, denoted as the input port Bridge_in1, and the compensation inductor L P1 The other end of the parallel compensation capacitor C P1 One end of the series compensation capacitor C S1 One end of the compensation inductor L P2 The other end of the parallel compensation capacitor C P2 One end of the series compensation capacitor C S2 One end of the compensation inductor L P3 The other end of the parallel compensation capacitor C P3 One end of the series compensation capacitor C S3 One end of the compensation inductor L P4 The other end of the parallel compensation capacitor C P4 One end of the series compensation capacitor C S4 One end is connected to the series compensation capacitor C S1 The other end is connected to one end of the transmitting coil L1, and the compensation capacitor C is connected in series S2 The other end is connected to one end of the transmitting coil L2, and the compensation capacitor C is connected in series S3 The other end is connected to one end of the transmitting coil L3, and the compensation capacitor C is connected in series S4 The other end of the transmitting coil L1 is connected to one end of the transmitting coil L4, and the other end of the transmitting coil L1 is connected in parallel with the compensation capacitor C P1 The other end of the transmitting coil L2, the other end of the parallel compensation capacitor C P2 The other end of the transmitting coil L3, the other end of the parallel compensation capacitor C P3 The other end of the transmitting coil L4, the other end of the parallel compensation capacitor C P4 The other end is connected to the input port Bridge_in2; The structure of the entry detection module 41 is as follows: the port BN of the PNP type proximity sensor U7 is connected to the power supply VCC, and the port BK is connected to the resistor R 20 , denoted as output port System1_enable_out, port BU and resistor R 20 The other end is grounded, and the output port System1_enable_out is connected to the input port System_enable_in of the DC power supply module in the first modular power transmission system 1; The structure of the first load sensing module 42 is as follows: one end of the detection coil L6 is connected to the compensation capacitor C 17 One end of the detection coil L6 is connected to the other end of the diode D 16 The positive electrode of the diode D 18 The negative pole of the compensation capacitor C 17 The other end of the diode D 17The positive electrode of the diode D 19 The negative pole of the diode D 16 The cathode of diode D 17 The negative electrode, electrolytic capacitor C 15 The positive electrode, capacitor C 16 One end of the resistor R 22 One end of the diode D is connected to the gate of the field effect transistor Q7. 18 The positive electrode of diode D 19 The positive electrode, electrolytic capacitor C 15 The negative electrode, capacitor C 16 The other end of the resistor R 22 The other end, the source of field effect transistor Q7, the resistor R 23 One end of the ground, the drain of the field effect tube Q7, the resistor R 21 One end is connected to the negative input terminal of the operational amplifier U8, and the resistor R 21 The other end is connected to the power supply VCC, and the resistor R 23 The other end of the resistor R 24 One end is connected to the positive input terminal of the operational amplifier U8, and the resistor R 24 The other end is connected to the power supply VCC, the positive power supply end of the operational amplifier U8 is connected to the power supply VDD, the negative power supply end is grounded, and the output end is recorded as the output port System_Sensor_out; The structure of the second power enabling module 51 is as follows: the input terminal A1 of the NOR gate integrated chip U9 is recorded as the input port System_Sensor_R_in, the input terminal B1 of the NOR gate integrated chip U9 is connected to the output terminal Y2 of the NOR gate integrated chip U9, the input terminal B2 of the NOR gate integrated chip U9 is recorded as the input port System_Sensor_S_in, and the input terminal A2 of the NOR gate integrated chip U9 is connected to the output terminal Y1 of the NOR gate integrated chip U9, recorded as the output port System_enable_out; Except for the first inter-segment switching control module 4 and the nth inter-segment switching control module 6, the internal structures of the power enable modules in the remaining n-2 inter-segment switching control modules are the same, and the external connection relationship is: the output port System_enable_out of each power enable module is connected to the input port System_enable_in of the DC power supply module in the corresponding modular power transmission system, the input port System_Sensor_S_in of each power enable module is connected to the output port System_Sensor_out of the load sensing module in the previous inter-segment switching control module, and the input port System_Sensor_R_in of each power enable module is connected to the output port System_Sensor_out of the load sensing module in the next inter-segment switching control module; The structure of the exit detection module 61 is as follows: a PNP type proximity sensor U 10 Port BN is connected to the power supply VCC, and the PNP type proximity sensor U 10 Port BK, resistor R 25 One end of the NOR gate integrated chip U 11 The input terminal A1 is connected to the resistor R 25 The other end of the PNP proximity sensor U 10 Port BU is grounded, and the NOR gate integrated chip U 11 The input terminal B1 and the NOR gate integrated chip U 11 The output terminal Y2 is connected to the NOR gate integrated chip U 11 The input terminal B2 is recorded as the input port SystemN-1_Sensor_in, which is connected to the output port System_Sensor_out of the load sensing module in the n-1th inter-segment switching control module; the NOR gate integrated chip U 11 The input terminal A2 and the NOR gate integrated chip U 11 The output terminal Y1 of the n-th modular electric energy transmission system 3 is connected to the input port System_enable_in of the DC power supply module; The structure of the dynamic power receiving system 7 is as follows: one end of the receiving coil L5 is connected to the diode D 20 The positive electrode and diode D 22 The other end of the receiving coil L5 is connected to one end of the compensation capacitor C5, and the other end of the compensation capacitor C5 is connected to the diode D 21 The positive electrode and diode D 23 The cathode of diode D is connected 22 The positive electrode of diode D 23 The positive electrode, electrolytic capacitor C18 The negative electrode and capacitor C 19 One end of the diode D is connected to the output port Load_out2. 20 The cathode of diode D 21 The negative electrode, electrolytic capacitor C 18 The positive electrode and capacitor C 19 The other end of is connected to the output port Load_out1, which is recorded as the output port Load_out1. The output port Load_out1 and the output port Load_out2 are connected to the two ends of the power load.

[0011] Preferably, the port VCC_out in the DC power supply module 21 outputs a +12V DC voltage, the port VDD_out outputs a +5V DC voltage, and the port VPP_out outputs a 400V DC voltage.

[0012] Preferably, the half-bridge driver U1 in the DC power supply module 21 and the half-bridge drivers U5 and U6 in the high-frequency inverter circuit 23 are both of the model IR2104PBF.

[0013] Preferably, the PNP type proximity sensor U7 in the entry detection module 41 and the PNP type proximity sensor U in the exit detection module 61 10 The model number is XXS30P4PM12. Beneficial Effects

[0014] 1. The transmitting coil system 24 designed in the present invention selects a many-to-one LCC-S compensation network topology with good adaptability of multiple transmitting coils, realizes a constant voltage transmission characteristic in which the output voltage is independent of load changes, and enables the system to have a wide range of load adaptability.

[0015] 2. The transmitting coil system 24 designed in the present invention eliminates the mutual inductive coupling effect between the transmitting coils, reduces the energy dissipated between the transmitting coils, and improves the transmission efficiency of the system. At the same time, the transmitting coil system 24 can provide a stable and uniform magnetic field distribution, providing an approximately constant wireless charging voltage for the electric vehicle during mid-range charging.

[0016] 3. The load sensing module designed in the present invention uses a detection coil with a small inductance value, and uses the mutual inductance coupling effect between the detection coil and the receiving coil to judge the approach of the electric vehicle. It will not misjudge electric vehicles, fuel vehicles, pedestrians and obstacles that are not equipped with the dynamic power receiving system 7, thereby improving the transmission stability of the system, shortening the ineffective power-on time of the wireless charging system, and saving electric energy.

[0017] 4. The power enabling module designed by the present invention combines the principle of RS trigger to power on each modular power transmission system in advance and delay power off. Smooth inter-segment switching will not cause switching disturbance to the output voltage, improve the stability of power transmission and the safety of the load side, so that electric vehicles can be stably charged under the conditions of high charging power, high driving speed and long driving time. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is the overall structural diagram of the present invention.

[0019] Figure 2 It is a structural block diagram of the second modular electric energy transmission system 2.

[0020] Figure 3 It is a structural block diagram of the first inter-segment switching control module 4.

[0021] Figure 4 It is a structural block diagram of the second inter-segment switching control module 5.

[0022] Figure 5 It is a structural block diagram of the n-th segment switching control module 6.

[0023] Figure 6 2 is a schematic circuit diagram of the DC power supply module 21 .

[0024] Figure 7 It is a principle circuit diagram of the drive control module 22 .

[0025] Figure 8 It is a principle circuit diagram of the high frequency inverter circuit 23.

[0026] Fig. 9 2 is a schematic circuit diagram of the transmitting coil system 24 .

[0027] Fig.10 4 is a schematic circuit diagram of the entry detection module 41 .

[0028] Fig.11 is a schematic circuit diagram of the first load sensing module 42 .

[0029] Fig.12 is a schematic circuit diagram of the second power enabling module 51 .

[0030] Fig.13 2 is a schematic circuit diagram of the exit detection module 61 .

[0031] Fig.14 It is a principle circuit diagram of the dynamic power receiving system 7.

[0032] Fig.15 is the capacitor C in the drive control module 22 10 The triangle wave signal C at both ends10 _out, the square wave signal U2_out at the output end of op amp U2, the output signal PWM_out1, and the waveform of the output signal PWM_out2.

[0033] Fig.16 It is a model diagram of the arrangement of the transmitting coils in the transmitting coil system 24 and the placement position of the detection coils in the second load sensing module 52.

[0034] Fig.17 is the mutual inductance equivalent circuit diagram of the transmitting coil system 24.

[0035] Fig.18 It is a transmission characteristic curve diagram measured when the dynamic power receiving system 7 performs wireless energy transmission in the segment.

[0036] Fig.19 It is a waveform diagram of the output voltage of the dynamic power receiving system 7 when the DC load resistance changes transiently.

[0037] Fig. 20 It is a flow chart of the entire process of an electric vehicle from entering a dynamic wireless charging system to exiting the dynamic wireless charging system.

[0038] Fig.21 is the magnetic field distribution diagram of the transmitting coil system 24 . DETAILED DESCRIPTION

[0039] The specific structure and working principle of each circuit of the present invention are described below in conjunction with the accompanying drawings. The parameters marked in the accompanying drawings are preferred circuit parameters of each embodiment.

[0040] Example 1 System overall structure and working principle like Figure 1As shown, the system structure includes a first modular power transmission system 1, a second modular power transmission system 2, an nth modular power transmission system 3, a first inter-segment switching control module 4, a second inter-segment switching control module 5, an nth inter-segment switching control module 6 and a dynamic power receiving system 7. The number of modular power transmission systems n depends on the length of the charging section. The first modular power transmission system 1 is connected to the second modular power transmission system 2, and the modular power transmission systems are arranged and connected in sequence in the form of tracks until the nth modular power transmission system 3, forming a dynamic wireless charging system for automobiles with constant voltage output. The first inter-segment switching control module 4 is connected to the first modular electric energy transmitting system 1. When a vehicle is detected approaching, the entry detection module 41 starts the power of the first modular electric energy transmitting system 1. When the first load sensing module 42 detects that the approaching vehicle is equipped with a wireless charging receiving coil, the transmission signal is input to the second power enabling module 51 in the second inter-segment switching control module 5. When the vehicle leaves the detection range of the entry detection module 41, the entry detection module 41 turns off the power of the first modular electric energy transmitting system 1. The second inter-segment switching control module 5 is connected to the second modular electric energy transmitting system 2. When the second power enabling module 51 receives a signal from the first load sensing module 42, the power of the second modular electric energy transmitting system 2 is turned on. When the second load sensing module 52 detects that a vehicle equipped with a wireless charging receiving coil passes by, the transmission signal is input to the power enabling module in the next-stage inter-segment switching control module. When the second power enabling module 51 receives a signal transmitted from the next-stage load sensing module, the power of the second modular electric energy transmitting system 2 is turned off. When the load sensing module in each inter-segment switching control module detects that a vehicle equipped with a wireless charging receiving coil passes by, the transmission signal is input to the power enabling module in the previous inter-segment switching control module and the next inter-segment switching control module to turn on the power of the next modular power transmission system and turn off the power of the previous modular power transmission system. Each inter-segment switching control module works sequentially in the above manner to control the corresponding modular power transmission system so that it is powered on sequentially according to the driving position of the electric vehicle. The nth inter-segment switching control module 6 (the last level of the entire road section) is connected to the corresponding nth modular power transmission system 3. When the nth load sensing module 62 detects that the vehicle is equipped with a wireless charging receiving coil, the transmission signal is input to the power enabling module in the previous inter-segment switching control module to power off the previous modular power transmission system; when the exit detection module 61 detects that the vehicle exits, the exit detection module 61 turns off the power of the nth modular power transmission system 3 (the last level of the entire road section). The dynamic electric energy receiving system 7 is an energy receiving end, which is installed at the end of the vehicle and picks up energy in a manner of inductor coil resonance and transmits electric energy to the power load.When the electric vehicle equipped with the dynamic power receiving system 7 is traveling on the road, the modular constant voltage output dynamic wireless charging system for vehicles described in the present invention can automatically switch between segments of the modular power transmission system according to the driving position of the electric vehicle. Each modular power transmission system is powered on and started before the electric vehicle passes by, and is powered off and shut down after the electric vehicle has completely passed by. The switching between segments is smooth.

[0041] The whole process of electric vehicles from entering the dynamic wireless charging system to exiting the dynamic wireless charging system is shown in Fig. 20 As can be seen from the figure, the figure shows the entry detection module 41, the proximity sensor in the entry detection module 41, the transmitting coil system in the first modular electric energy transmission system 1, the transmitting coil system 24 in the second modular electric energy transmission system 2, the transmitting coil system in the third modular electric energy transmission system, the third power enabling module, the transmitting coil system in the fourth modular electric energy transmission system, the transmitting coil system in the nth modular electric energy transmission system 3, the exit detection module 61, the proximity sensor in the exit detection module 61, the receiving coil, the first load sensing module 42, the second load sensing module 52, the fourth load sensing module, and the nth load sensing module 62. The detection coil in each load sensing module is placed at the center of the second transmitting coil in the transmitting coil system, and the detection range of the detection coil is indicated by a dotted line in the form of Fig. 20. In order to intuitively demonstrate the working logic of the inter-segment switching module, some power enable modules are appropriately omitted. First, an electric vehicle equipped with a receiving coil enters the dynamic wireless charging system. A proximity sensor in the entry detection module 41 is installed at the very beginning of the dynamic wireless charging system to automatically detect approaching metal objects. When the electric vehicle enters the detection range of the proximity sensor, the entry detection module 41 powers on the transmitting coil system in the first modular power transmission system 1. After the first transmitting coil system is powered on, the receiving coil begins to pick up electric energy. Since an alternating current is generated in the receiving coil, there is also a magnetic field distribution around the receiving coil. When the electric vehicle drives into the detection range of the first load sensing module 42, the mutual inductive electromotive force between the receiving coil and the detection coil in the first load sensing module 42 inputs a high-level logic signal to the set input terminal S of the second power enable module 51, and the output terminal of the second power enable module 51 outputs a high logic level, and the second modular power transmission system 2 is powered on. When the electric vehicle leaves the detection range of the proximity sensor, the entry detection module 41 powers off the first modular power transmission system 1 and stops working. All power enable modules from the second power enable module 51 to the exit detection module 61 adopt the same NOR gate RS trigger principle. Assuming that the initial output level of the output terminal Q of the third power enable module is low, when the electric vehicle does not enter the detection range of the second load sensing module 52, the set input terminal S and the clear input terminal R of the third power enable module are both input with low level, the output terminal Q maintains low level output, and the third modular power transmission system remains in the power-off state and does not enter the working state; when the electric vehicle enters the detection range of the second load sensing module 52, the set input terminal S of the third power enable module is input with high level, the clear input terminal R is input with low level, the output terminal Q outputs high level, and the third modular power transmission system is powered on and starts to work; when the electric vehicle leaves the detection range of the second load sensing module 52, the set input terminal S and the clear input terminal R of the third power enable module are both input with low level, the output terminal Q maintains High level output, the third modular electric energy transmission system remains powered on; when the electric vehicle completely passes the third modular electric energy transmission system and enters the detection range of the fourth load sensing module, the set input terminal S of the third power enable module inputs a low level, the clear input terminal R inputs a high level, the output terminal Q outputs a low level, and the third modular electric energy transmission system is powered off and stops working; when the electric vehicle leaves the detection range of the fourth load sensing module, the set input terminal S and the clear input terminal R of the third power enable module are both input with a low level, the output terminal Q maintains a low level output, and the third modular electric energy transmission system remains powered off and stopped working until the next electric vehicle equipped with a receiving coil enters the second load sensing module 52, and the third modular electric energy transmission system performs the same working state cycle.All power enabling modules from the second power enabling module 51 to the exit detection module 61 work in the same way. These power enabling modules control the corresponding modular power transmission system to power on in advance and delay power off according to the real-time position of the receiving coil, so as to achieve smooth inter-segment switching for the electric vehicle. When the electric vehicle enters the n-1th load sensing module, the set input terminal S of the exit detection module 61 inputs a high level, the reset input terminal R inputs a low level, and the output terminal Q outputs a high level, and the nth modular power transmission system 3 is powered on and starts working; the proximity sensor in the exit detection module 61 is installed at the end of the dynamic wireless charging system to automatically detect the approaching metal object. When the electric vehicle leaves the n-1th load sensing module and enters the detection range of the proximity sensor, the set input terminal S of the exit detection module 61 inputs a low level, the reset input terminal R inputs a high level, and the output terminal Q outputs a low level, and the nth modular power transmission system 3 is powered off and stops working. At this point, a complete dynamic wireless charging system workflow ends.

[0042] Embodiment 2 Structure of the second modular power transmission system 2 of the present invention The structure of the second modular electric energy transmission system 2 of the present invention is as follows: Figure 2 As shown, it includes a DC power supply module 21, a drive control module 22, a high-frequency inverter circuit 23 and a transmitting coil system 24; the DC power supply module 21 converts the industrial frequency AC power into DC voltages of different amplitudes (VPP, VCC, VDD, preferably 400V, +12V, +5V respectively), which are respectively used as the high-voltage DC input of the high-frequency inverter circuit 23, the power supply voltage in other circuit modules and the chip power supply voltage. The voltage amplitude can be adjusted by adjusting the turns ratio of the transformer T1, and a high-voltage DC input enable port is reserved, and the output state of the high-power DC input voltage (i.e., VPP) can be controlled according to the enable signal; the drive control module 22 generates two frequency-adjustable anti-phase PWM signals as drive signals for two half-bridge driver chips in the high-frequency inverter circuit 23; the high-frequency inverter circuit 23 inverts the high-voltage DC power output by the DC power supply module 21 into frequency-adjustable AC power; the transmitting coil system 24 wirelessly transmits the AC power in the form of inductor coil resonance. The circuit structures of N modular power transmission systems are exactly the same. The modular power transmission systems are powered on alternately to wirelessly transmit power to the battery load according to the driving position of the electric vehicle. The number n depends on the length of the dynamic wireless charging system.

[0043] Embodiment 3 Structure of the first-stage inter-segment switching control module of the present invention The structure of the first inter-segment switching control module 4 of the present invention is as follows: Figure 3As shown, it includes an entry detection module 41 and a first load sensing module 42. The function of the entry detection module 41 is to enable the high-voltage DC input signal of the first modular power transmission system 1. The entry detection module 41 is a PNP type proximity sensor, which is installed at the very beginning of the dynamic wireless charging system to automatically detect approaching metal objects. When the metal object is detected to be within a certain range (such as 4m), high-voltage DC is provided to the first modular power transmission system 1. When the metal object leaves the detection range, the high-voltage DC is disconnected for the first modular power transmission system 1. The function of the first load sensing module 42 is to detect whether there is a dynamic power receiving system 7 approaching. When the receiving coil in the dynamic power receiving system 7 passes within the detection range of the first load sensing module 42, the mutual inductance electromotive force between the detection coil and the receiving coil turns on the field effect transistor in the first load sensing module 42, and inputs a high logic level to the set input terminal of the second power enabling module 51, so that the second modular power transmission system 2 is powered on.

[0044] Embodiment 4 Structure of the intermediate stage switching control module of the present invention The structure of the second inter-segment switching control module 5 of the present invention is as follows: Figure 4As shown, it includes a second power enable module 51 and a second load sensing module 52. The function of the second power enable module 51 is to enable the high-voltage DC output of the DC power supply module 21 in the second modular power transmission system 2. The second power enable module 51 adopts the principle of RS trigger. When the set input end of the second power enable module 51 receives a high logic level from the previous load sensing module, the output end of the second power enable module 51 provides a high level for the half-bridge driver chip in the DC power supply module 21, connects the high-voltage DC input of the high-frequency inverter circuit 23, and powers on the second modular power transmission system 2 for wireless power transmission; when the reset input end of the second power enable module 51 receives a high logic level from the next load sensing module, the output end of the second power enable module 51 provides a low level for the half-bridge driver chip in the DC power supply module 21, disconnects the high-voltage DC input of the high-frequency inverter circuit 23, and powers off the second modular power transmission system 2 to stop wireless power transmission. The function of the second load sensing module 52 is to detect whether there is a dynamic power receiving system 7 approaching. When the receiving coil in the dynamic power receiving system 7 passes within the detection range of the second load sensing module 52, the mutual inductance electromotive force between the detection coil and the receiving coil turns on the field effect transistor in the second load sensing module 52, and inputs a high logic level to the reset input end of the power enable module in the previous inter-segment switching control module and the set input end of the power enable module in the next inter-segment switching control module, so that the previous modular power transmission system is powered off and the next modular power transmission system is powered on. All intermediate-level (i.e., all levels except the first and last levels) inter-segment switching control modules of the present invention are exactly the same as the circuit structure of the second inter-segment switching control module 5 mentioned above. Each inter-segment switching control module controls the working state of the corresponding modular power transmission system according to the driving position of the dynamic power receiving system 7.

[0045] Embodiment 5 Structure of the final stage inter-segment switching control module of the present invention The structure of the nth segment switching control module 6 (the last stage) of the present invention is as follows: Figure 5As shown, it includes an exit detection module 61 and an nth load sensing module 62. The function of the exit detection module 61 is to detect the exiting vehicle and to power off the nth modular power transmission system 3. The exit detection module 61 is a PNP type proximity sensor, which is installed at the very end of the dynamic wireless charging system, and automatically detects the approaching metal object. When the metal object is detected to pass within a certain range, the high voltage direct current is disconnected for the nth modular power transmission system 3. The function of the nth load sensing module 62 is to detect whether there is a dynamic power receiving system 7 approaching. When the receiving coil in the dynamic power receiving system 7 passes within the detection range of the nth load sensing module 62, the mutual inductance electromotive force between the detection coil and the receiving coil turns on the field effect transistor in the nth load sensing module 62, and inputs the high logic level to the reset input terminal of the power enable module in the previous inter-segment switching control module, so that the previous modular power transmission system is powered off.

[0046] Example 6 DC power supply module 21 of the present invention In order to achieve the normal switching of the working states of n modular electric energy transmission systems and maintain the normal operation of n inter-segment switching control modules, it is necessary to use the half-bridge driver in the DC power supply module 21 and the high-frequency inverter circuit 23; the operational amplifier in the drive control module 22 and the load sensing module; the sensor in the entry detection module 41; the sensor and logic gate circuit in the exit detection module 61; and the logic gate circuit in the power enable module. The use of the above electronic components and chips will require 5V and 12V DC power. At the same time, in the high-frequency inverter circuit 23, the high-power DC input VPP (preferably 400V) connected to the drain of the upper bridge arm field effect tube also needs to be converted from industrial frequency AC power.

[0047] However, the general industrial frequency AC voltage is 220V and the frequency is 50Hz, so the DC power supply module 21 is required to provide the required input power for each module of the system.

[0048] The structure of the DC power supply module 21 of the present invention is as follows: Figure 6As shown, after the industrial frequency AC power is transformed by the transformer, rectified by the diode rectifier bridge, and filtered and stabilized by the electrolytic capacitor, a high-power DC voltage is output from the VPP_out port as the high-voltage DC input power supply VPP in the high-frequency inverter circuit 23; a 12V DC voltage is output from the VCC_out port as the DC input power supply VPP of other circuit modules; and a 5V DC voltage is output from the VDD_out port as the DC input power supply VDD of other circuit modules. Among them, the field effect transistors Q1 and Q2 form a half-bridge structure. Under the control of the input signal System_enable_in of the half-bridge driver U1, the high-power DC voltage output port VPP_out is selected. The specific principle is as follows: when the input port IN of the half-bridge driver U1 inputs a high level, the output port HO outputs a high level, and the output port LO outputs a low level, and the field effect transistor Q1 is turned on and the field effect transistor Q2 is turned off, and the high-power DC voltage across the electrolytic capacitor C2 and the capacitor C3 is drawn out from the output port VPP_out; when the input port IN of the half-bridge driver U1 inputs a low level, the output port HO outputs a low level, and the output port LO outputs a high level, and the field effect transistor Q1 is turned off and the field effect transistor Q2 is turned on, and the output port VPP_out is grounded, and there is no power output.

[0049] The circuit structure of the remaining n-1 DC power supply modules of the present invention is exactly the same as that of the DC power supply module 21. Therefore, taking the DC power supply module in the x-th modular power transmission system as an example, only the connection method of the ports is described: the input ports AC_in1 and AC_in2 are connected to the industrial frequency AC power; the input port System_enable_in is connected to the output port System_enable_out of the x-th power enable module; the output port VPP_out is connected to the input port VPP_in in the high-frequency inverter circuit in the x-th modular power transmission system; the output port VCC_out is connected to the VCC power supply terminal in the x-th modular power transmission system and the x-th inter-segment switching control module; the output port VDD_out is connected to the VDD power supply terminal in the x-th modular power transmission system and the x-th inter-segment switching control module.

[0050] Embodiment 7 The drive control module 22 of the present invention The structure of the drive control module 22 of the present invention is as follows: Figure 7 As shown, for operational amplifier U2, at the positive input terminal of operational amplifier U2, resistors R5, R6, R7, R4 and the output terminal of operational amplifier U2 form a feedback network; at the negative input terminal of operational amplifier U2, capacitor C 10 , resistor R8, adjustable resistor R9 and the output of amplifier U2 form a feedback network. When the output of amplifier U2 outputs a high level VCC, capacitor C 10 When the capacitor C10 When the potential of the positive input terminal is charged and raised to a level higher than that of the positive input terminal, the output terminal of the operational amplifier U2 outputs a low level GND, and the capacitor C 10 When the capacitor C 10 When the potential of the positive input terminal is discharged and reduced to a level lower than that of the positive input terminal, the output terminal of the operational amplifier U2 outputs a high level VCC again, and this cycle repeats, and a square wave signal is obtained at the output terminal of the operational amplifier U2.

[0051] In order to realize the frequency adjustable function of the square wave signal, an adjustable resistor R9 with a resistance of 10kΩ is selected in the circuit design. The capacitance C can be controlled by adjusting the resistance of R9. 10 The charging current and discharging current are controlled by the capacitor C 10 The frequency of the square wave signal is controlled by the charging and discharging speed. Figure 7 If the circuit is constructed with the preferred parameters, the frequency of the square wave can be adjusted from 27kHz to 120kHz.

[0052] The square wave signal output from the output end of the operational amplifier U2 is input to the negative input end of the operational amplifier U3 and the positive input end of the operational amplifier U4, respectively, to form two voltage comparators. A PWM signal PWM_out1 inverted from the square wave signal is obtained at the output end of the operational amplifier U3; a PWM signal PWM_out2 in phase with the square wave signal is obtained at the output end of the operational amplifier U4. Finally, the drive control module 22 can provide two complementary PWM signals with adjustable frequencies, which are output from ports PWM_out1 and PWM_out2, respectively, to control the half-bridge driver in the high-frequency inverter circuit 23. Capacitor C 10 The triangle wave signal C at both ends 10 _out, square wave signal U2_out at the output of op amp U2, output signal PWM_out1, and output signal PWM_out2 are shown in Fig.15 .

[0053] The circuit structures of the remaining n-1 drive control modules of the present invention are exactly the same as the drive control module 22. Therefore, taking the drive control module in the x-th modular power transmission system as an example, only the connection method of the ports is explained: the output port PWM_out1 and the output port PWM_out2 are respectively connected to the input ports PWM_in1 and PWM_in2 in the high-frequency inverter circuit in the x-th modular power transmission system.

[0054] Embodiment 8 High frequency inverter circuit 23 of the present invention The structure of the high frequency inverter circuit 23 of the present invention is as follows: Figure 8As shown, the high-frequency inverter circuit 23 adopts a symmetrical H-bridge circuit design, the drains of the field effect transistors Q3 and Q4 are connected to the high-power DC voltage input port VPP_in, and the sources of the field effect transistors Q5 and Q6 are grounded. The left and right ends of the H-bridge are respectively connected to the half-bridge driver chips U5 and U6, and the half-bridge driver U5 is responsible for driving the field effect transistors Q3 and Q5; the half-bridge driver U6 is responsible for driving the field effect transistors Q4 and Q6. When the two complementary PWM signals PWM_out1 and PWM_out2 output by the drive control module 22 are respectively connected to the IN port PWM_in1 of the half-bridge driver U5 and the IN port PWM_in2 of the half-bridge driver U6, it can be seen from the waveform output logic relationship of the half-bridge driver chip IR2104 and the connection relationship between the network ports that when the port PWM_in1 inputs a high level and the port PWM_in2 inputs a low level, the field effect transistor Q3 and the field effect transistor Q6 are turned on at the same time, and the other field effect transistors are turned off, and the current flows out from the port Bridge_out1 and flows into the port Bridge_out2; when the port PWM_in1 inputs a low level and the port PWM_in2 inputs a high level, the field effect transistor Q4 and the field effect transistor Q5 are turned on at the same time, and the other field effect transistors are turned off, and the current flows out from the port Bridge_out2 and flows into the port Bridge_out1. By repeating this cycle, an AC voltage having a frequency the same as the PWM signal frequency output by the drive control module 22 and an amplitude ranging from the DC input +VPP to -VPP can be obtained between the ports Bridge_out1 and Bridge_out2 of the high-frequency inverter circuit 23 .

[0055] The circuit structures of the remaining n-1 high-frequency inverter circuits of the present invention are exactly the same as the high-frequency inverter circuit 23. Therefore, taking the high-frequency inverter circuit in the x-th modular electric energy transmission system as an example, only the connection method of the ports is described: the input port VPP_in is connected to the output port VPP_out of the DC power supply module in the x-th modular electric energy transmission system; the input ports PWM_in1 and PWM_in2 are respectively connected to the output port PWM_out1 and the output port PWM_out2 in the drive control module in the x-th modular electric energy transmission system; the output ports Bridge_out1 and Bridge_out2 are connected to the input ports Bridge_in1 and Bridge_in2 in the transmitting coil system in the x-th modular electric energy transmission system.

[0056] Embodiment 9 The transmitting coil system 24 of the present invention The structure of the transmitting coil system 24 of the present invention is as follows: Fig. 9As shown, the input ports Bridge_in1 and Bridge_in2 are connected to the ports Bridge_out1 and Bridge_out2 of the high-frequency inverter circuit 23, and input high-power high-frequency AC voltage. P1 , parallel compensation capacitor C P1 , series compensation capacitor C S1 An LCC resonant compensation network is formed to eliminate reactive power in the equivalent input impedance, filter and select the high-frequency AC voltage, and filter the AC square wave input into a sine wave. The sine wave resonates with the transmitting coil L1 to generate a high-frequency alternating current in the transmitting coil L1. The four transmitting coils and their compensation networks have the same working principle. The transmitting coils L1, L2, L3 and L4 are designed with exactly the same rounded rectangular coil parameters and are arranged in sequence to form a four-transmitting coil wireless power transmission track. The number of magnetic links that each transmitting coil enters and exits in the coil adjacent to it is equal, that is, the magnetic flux is zero; there is no crossover between each transmitting coil and the coil that is not adjacent to it, and the distance is relatively far, so the magnetic flux can be approximately considered to be zero. Therefore, the mutual inductance coupling effect between the transmitting coils is eliminated by adjusting their placement spacing. In a transmitting coil system 24, any two transmitting coils can be considered to be in a decoupled state. In addition, the rounded rectangular coil parameter design of the transmitting coils L1, L2, L3 and L4 can provide a uniform magnetic field distribution for the receiving coil L5 in the dynamic power receiving system 7, making the wireless transmission of energy in the segment more stable. Fig.16 , the magnetic field distribution of the transmitting coil system 24 is shown in Fig.21 The transmitting coils L1 , L2 , L3 and L4 in the transmitting coil system 24 provide power that can be picked up by the receiving coil L5 in the dynamic power receiving system 7 .

[0057] The mutual inductance equivalent circuit diagram of the transmitting coil system 24 is shown in Fig.17 The transmitting coil system 24 adopts a multi-to-one LCC compensation network topology with good adaptability of multiple transmitting coils. Since the mutual inductance coupling effect between the transmitting coils has been eliminated by designing the shape and size of the coils and the arrangement of the coils, the mutual inductance electromotive force between the transmitting coils is omitted in the mutual inductance equivalent circuit diagram. Fig.17 U S A high power AC input provided by the high frequency inverter circuit 23; I LP1 ,I LP2 ,I LP3 ,I LP4 The input current provided by the high frequency inverter circuit 23; I L1 ,I L2 ,I L3 ,IL4 I is the current in the transmitting coil L1, transmitting coil L2, transmitting coil L3, and transmitting coil L4; L5 is the current in the receiving coil L5; U O is the output voltage; R L is the equivalent DC load.

[0058] Fig.17 The mathematical expression of the nine meshes of the mutual inductance equivalent circuit shown can be expressed as:

[0059] In the component parameter selection of the transmitting coil system 24 described in the present invention, the parameters of the compensation components in the transmitting coils L1, L2, L3, L4 and their matched LCC compensation networks are completely consistent. Therefore, the design conditions are added:

[0060] When the transmitting coil system 24 of the present invention resonates at the operating frequency ω0, it can be obtained that: Based on the above conditions, it can be known that the current and output voltage in the transmitting coil system 24 are:

[0061]

[0062]

[0063]

[0064] Through modeling, analysis and verification of the mutual inductance equivalent circuit, it is known that the advantages of the transmitting coil system 24 are as follows: First, when the input voltage of the transmitting coil system 24 is constant and operates at the resonant frequency of the system, the currents in the transmitting coils L1, L2, L3 and L4 are independent of the mutual inductance between the load and the coils, and the independent transmitting coil currents improve the transmission stability of the transmitting coil system 24; Second, the transmitting coil system 24 does not need to be equipped with a current feedback control module, and the high-frequency inverter circuit 23 provides the input current I LP1 ,I LP2 ,I LP3 ,I LP4It can be automatically allocated instantaneously as the position of the receiving coil L5 in the dynamic power receiving system 7 changes. The allocated weight depends on the degree of mutual inductance coupling generated by each transmitting coil and the receiving coil L5, which greatly reduces the current stress of the high-frequency inverter circuit 23 and significantly improves the transmission efficiency of the system; thirdly, when the dynamic power receiving system 7 moves and charges above the transmitting coil system 24, the output voltage fluctuation of the system only depends on the scalar sum of the mutual inductance between the four transmitting coils L1, L2, L3, L4 in the transmitting coil system 24 and the receiving coil L5, and there is no high-order coupling effect. Since the rounded rectangular coil parameter design of the transmitting coil L1, the transmitting coil L2, the transmitting coil L3 and the transmitting coil L4 can provide a uniform magnetic field distribution for the receiving coil L5 in the dynamic power receiving system 7, the output voltage of the system can be approximately considered constant when wireless energy transmission in the segment is performed; fourthly, the output voltage of the system is independent of the load, and a constant voltage output is achieved, so that the system has a wide range of load adaptability.

[0065] The circuit structure of the remaining n-1 transmitting coil systems of the present invention is exactly the same as that of the transmitting coil system 24. Therefore, taking the transmitting coil system in the xth modular power transmitting system as an example, only the connection method of the ports is described: the input ports Bridge_in1 and Bridge_in2 are connected to the output ports Bridge_out1 and Bridge_out2 in the high-frequency inverter circuit in the xth modular power transmitting system. The shape and parameter design of the transmitting coils used in the remaining n-1 transmitting coil systems, as well as the way in which the transmitting coils form the power transmission track are exactly the same as those of the transmitting coil system 24, see Fig.16 .

[0066] Embodiment 10 Entry detection module 41 of the present invention The structure of the entry detection module 41 of the present invention is as follows: Fig.10 As shown, the PNP type proximity sensor U7 is installed at the very beginning of the dynamic wireless charging system, and the proximity sensor U7 automatically detects approaching metal objects. When the metal object is detected within a certain range (such as 4m), the output port BK of the proximity sensor U7 outputs a high level VCC, which is connected to the IN port of the half-bridge driver chip of the DC power supply module in the first modular power transmission system 1 through the output port System1_enable_out, providing a high-power DC input voltage VPP for the first modular power transmission system 1; when the metal object leaves the detection range, the output port BK of the proximity sensor U7 outputs a low level GND, which is connected to the IN port of the half-bridge driver chip of the DC power supply module in the first modular power transmission system 1 through the output port System1_enable_out, and stops providing a high-power DC input voltage VPP to the first modular power transmission system 1.

[0067] Embodiment 11 The first load sensing module 42 of the present invention The inter-segment switching control modules of the dynamic wireless charging systems commonly used on the market all use infrared sensors, proximity sensors, pressure sensors and other sensing methods. On the one hand, the size and shape of electric vehicles are different, and it is difficult to design the recognition mode of the sensor. On the other hand, in actual application scenarios, if there are electric vehicles, fuel vehicles, obstacles or pedestrians that are not equipped with the dynamic power receiving system 7 when driving on the road section, the traditional inter-segment switching control module is very likely to produce misjudgment and simultaneously open the power supply of the section for non-charging targets. This kind of inevitable misjudgment phenomenon greatly reduces the stability of the dynamic wireless charging system, increases the invalid power-on time of the charging track, wastes electric energy, and increases the difficulty of applying the dynamic wireless charging system in the mobile power supply scenario of electric vehicles. Therefore, a sensing method that can automatically identify electric vehicles equipped with a dynamic power receiving system 7 is necessary.

[0068] The structure of the first load sensing module 42 of the present invention is as follows: Fig.11 As shown, the detection coil L6 uses a small inductance coil and is placed at the center of the second transmitting coil of the transmitting coil track in each modular power transmission system. Since the self-inductance of the detection coil L6 is very small, its influence on the wireless energy transmission characteristics between the transmitting coil and the receiving coil can be ignored. The placement position of the detection coil L6 in the first load sensing module 42 in the first modular power transmission system 1 is shown in FIG. Fig.16, which is located at the center of the second transmitting coil and is the thinnest part of the magnetic field distribution in the transmitting coil track, so that the mutual inductance coupling effect between the detection coil L6 and the transmitting coil is as small as possible. Since the receiving coil L5 in the dynamic power receiving system 7 is in a charging state, there is also an alternating current in the receiving coil L5, that is, the receiving coil L5 also generates a magnetic field. When the receiving coil L5 moves with the dynamic power receiving system 7 and approaches the detection coil L6 until it enters the detection range, the mutual inductance electromotive force between the receiving coil L5 and the detection coil L6 turns on the field effect tube Q7, and the output terminal System_Sensor_out of the operational amplifier U8 outputs a high-level logic signal; when the receiving coil L5 moves with the dynamic power receiving system 7 until it leaves the detection range of the detection coil L6, the mutual inductance electromotive force between the receiving coil L5 and the detection coil L6 is not enough to turn on the field effect tube Q7, and the output terminal System_Sensor_out of the operational amplifier U8 outputs a low-level logic signal. The output port System_Sensor_out is connected to the set input port System_Sensor_S_in of the second power enable module 51. When the power receiving system 7 passes through the detection range of the first load sensing module 42, the output port of the first load sensing module 42 transmits a high-level logic signal to the set input end of the second power enable module 51, so that the output port System_enable_out of the second power enable module 51 outputs a high-level logic signal, and the high-level logic signal is input to the half-bridge driver input port System_enable_in in the DC power supply module 21 in the second modular power transmission system 2, so that the transmitting coil system 24 in the second modular power transmission system 2 obtains a high-power DC input voltage, and the transmitting coils L1, L2, L3, and L4 enter the working state, thereby realizing the advance of the power-on time of inter-segment switching.

[0069] The circuit structure of the remaining n-1 load sensing modules of the present invention is exactly the same as that of the first load sensing module 42. Therefore, taking the load sensing module in the x-th inter-segment switching control module as an example, only the connection method of the ports is described: the output port System_Sensor_out is respectively connected to the reset input port System_Sensor_R_in in the power enable module in the x-1th inter-segment switching control module and the set input port System_Sensor_S_in in the power enable module in the x+1th inter-segment switching control module. The shape and parameter design of the detection coils used by the remaining n-1 load sensing modules of the present invention, as well as the positions in the transmitting coil system 24, are exactly the same as those of the first load sensing module 42, see Fig.16 .

[0070] The first load sensing module 42 described in the present invention utilizes the mutual inductance coupling effect between the detection coil and the receiving coil to determine the approach of the electric vehicle. Its advantage is that it will not misjudge electric vehicles, fuel vehicles, pedestrians and obstacles that are not equipped with the dynamic power receiving system 7, thereby improving the wireless energy transmission stability of the system, improving the wireless energy transmission efficiency of the system, shortening the ineffective power-on time of the charging track, and saving electric energy.

[0071] Embodiment 12 The second power enabling module 51 of the present invention The structure of the second power enabling module 51 of the present invention is as follows: Fig.12 As shown, the second power enable module 51 adopts the principle of the NOR gate RS trigger: the NOR gate RS trigger has two input terminals, a set input terminal S and a clear input terminal R, and an output terminal Q. The input port A1 of the NOR gate integrated chip U9 is the clear input terminal, the input port B2 of the NOR gate integrated chip U9 is the set input terminal, and the output port Y1 of the NOR gate integrated chip U9 is the output terminal of the RS trigger. When the set input port System_Sensor_S_in of the second power enable module 51 receives a high-level logic signal from the first load sensing module 42, the output port System_enable_out of the second power enable module 51 outputs a high-level logic signal, and the output port System_enable_out of the second power enable module 51 is connected to the input port System_enable_in of the DC power supply module 21 in the second modular electric energy transmission system 2, so that the transmitting coil system 24 in the second modular electric energy transmission system 2 obtains a high-power DC input voltage VPP and enters the working state. state; when the reset input port System_Sensor_R_in of the second power enable module 51 receives a high-level logic signal from the subsequent load sensing module, the output port System_enable_out of the second power enable module 51 outputs a low-level logic signal, and the output port System_enable_out of the second power enable module 51 is connected to the input port System_enable_in of the DC power supply module 21 in the second modular electric energy transmission system 2, so that the transmitting coil system 24 in the second modular electric energy transmission system 2 is disconnected from the high-power DC input voltage VPP and stops working.

[0072] Except for the first and last stages, the circuit structures of the power enable modules of the remaining stages of the present invention are exactly the same as the second power enable module 51 described above. Therefore, taking the x-th power enable module as an example, only the connection method of the ports is described: the set input port System_Sensor_S_in is connected to the output port System_Sensor_out of the x-1-th load sensing module; the clear input port System_Sensor_R_in is connected to the output port System_Sensor_out of the x+1-th load sensing module; the output port System_enable_out is connected to the input port System_enable_in in the DC power supply module in the x-th modular power transmission system.

[0073] Example 13 Exit detection module 61 of the present invention The structure of the exit detection module 61 of the present invention is as follows: Fig.13 As shown, when the set input port SystemN-1_Sensor_in of the exit detection module 61 receives a high-level logic signal from the previous load sensing module, the output port SystemN_enable_out of the exit detection module 61 outputs a high-level logic signal, and the output port SystemN_enable_out of the exit detection module 61 is connected to the input port System_enable_in of the DC power supply module in the nth modular power transmission system 3, so that the transmitting coil in the nth modular power transmission system 3 obtains a high-power DC input voltage VPP and enters a working state. PNP type proximity sensor U 10 Installed at the very end of the dynamic wireless charging system, the proximity sensor U 10 Automatically detects approaching metal objects. When a metal object is detected passing within a certain range, the proximity sensor U 10 The output port BK outputs the high level VCC, which is transmitted to the NOR gate integrated chip U 11 In the reset input port A1, the output port SystemN_enable_out of the exit detection module 61 outputs a low-level logic signal, and the output port SystemN_enable_out of the exit detection module 61 is connected to the input port System_enable_in of the DC power supply module in the n-th modular power transmission system 3, so that the transmitting coil in the n-th modular power transmission system 3 is disconnected from the high-power DC input voltage VPP and stops working.

[0074] Embodiment 14 Dynamic power receiving system 7 of the present invention The structure of the dynamic power receiving system 7 of the present invention is as follows: Fig.14As shown, the receiving coil L5 in the dynamic power receiving system 7 and the transmitting coil adopt the same rounded rectangular coil shape design. Due to the difference in the length of the connecting wire, the self-inductance value of the receiving coil L5 is slightly different from that of the transmitting coil. When the electric vehicle equipped with the dynamic power receiving system 7 is driving above the dynamic wireless charging system, the receiving coil L5 picks up the energy provided by the power transmitting coil through the electromagnetic coupling effect. The electric energy picked up by the receiving coil L5 needs to be rectified and filtered before it can be supplied to the battery load of the electric vehicle. After the high-frequency current passes through the series compensation capacitor C5, it passes through the diode D 20 、Diode D 21 、Diode D 22 、Diode D 23 The rectifier circuit is composed of electrolytic capacitor C 18 , capacitor C 19 The filter circuit is converted into a DC output, which is supplied to both ends of the electric vehicle battery load by the output port Load_out1 and the output port Load_out2 to complete the dynamic wireless energy transmission.

[0075] When the dynamic power receiving system 7 of the present invention performs wireless energy transmission in the segment, the transmission characteristic index measured experimentally is shown in FIG. Fig.18 ,Depend on Fig.18 It can be seen that during the mobile charging process, the average output power and average efficiency of the modular constant voltage output automotive dynamic wireless charging system described in the present invention are 1.89kW and 80.0% respectively. During the dynamic charging process, the system can provide a constant 150V voltage output, and the output voltage fluctuation rate is only ±3%, which is much smaller than the average value of ±6% in the prior art. The transmission efficiency fluctuation is less than ±2% of the average value. The dynamic wireless charging system can provide a constant charging voltage for the battery load. The output voltage waveform of the dynamic power receiving system 7 described in the present invention when the DC load resistance changes transiently is shown in FIG. Fig.19 ,Depend on Fig.19 It can be seen that when the DC load suddenly increases from 4Ω to 8Ω, the output voltage increases from 34.68V to 36.92V. The error value of the compensation element in the system causes the output voltage of the system to rise slightly, and the output voltage return process when the load changes from 8Ω to 4Ω verifies that the modular constant voltage output automotive dynamic wireless charging system of the present invention shows good dynamic performance and can output a constant voltage independent of the load.

Claims

1. A modular constant voltage output dynamic wireless charging system for automobiles, comprising n consecutively arranged modular power transmission systems and n consecutively arranged segment switching control modules, which are respectively denoted as a first modular power transmission system (1), a second modular power transmission system (2) ... an nth modular power transmission system (3) and a first segment switching control module (4), a second segment switching control module (5) ... an nth segment switching control module (6), wherein the number n depends on the length of the charging section, and further comprising a dynamic power receiving system (7); It is characterized in that The structures of all n-segment modular electric energy transmission systems are the same as the structure of the second modular electric energy transmission system (2); the structure of the second modular electric energy transmission system (2) comprises a DC power supply module (21), a drive control module (22), a high-frequency inverter circuit (23) and a transmitting coil system (24), wherein the DC power supply module (21) has an enable control port for turning on or off the output of high-voltage DC power; The structure of the first inter-segment switching control module (4) comprises an entry detection module (41) and a first load sensing module (42), wherein the entry detection module (41) is connected to an enable control terminal of a DC power supply module in the first modular electric energy transmission system (1) and is used to turn on or off the output of high-voltage DC power of the DC power supply module; Except for the first inter-segment switching control module (4) and the nth inter-segment switching control module (6), the structures of the remaining n-2 inter-segment switching control modules are the same as the structure of the second inter-segment switching control module (5), and the structure of the second inter-segment switching control module (5) includes a second power enabling module (51) and a second load sensing module (52); each power enabling module is composed of an RS trigger, and the set input terminal and the clear input terminal of the RS trigger are respectively controlled by the output signals of the load sensing modules in the previous and next inter-segment switching control modules, and the output terminal of the RS trigger is connected to the enable control port of the DC power supply module in the modular electric energy transmission system of the current level, so as to turn on or off the high-voltage DC power output of the DC power supply module; The structure of the nth inter-segment switching control module (6) comprises an exit detection module (61) and an nth load sensing module (62), wherein the output end of the exit detection module (61) is connected to the enable control end of the DC power supply module of the nth modular electric energy transmission system (3) for turning on or off the high-voltage DC power output of the DC power supply module.

2. According to claim 1, a modular constant voltage output automotive dynamic wireless charging system is characterized in that: The specific structure of the second modular electric energy transmitting system (2) is as follows: the DC power supply module (21) converts the industrial frequency AC power into low-voltage DC power for powering the chips of each module and high-voltage DC power for providing power supply to the high-frequency inverter circuit (23); the drive control module (22) is connected to the high-frequency inverter circuit (23) to drive the electronic switch element in the high-frequency inverter circuit (23); the high-frequency inverter circuit (23) is connected to the transmitting coil system (24) to convert the high-voltage DC power into frequency-adjustable AC power and supply it to the input end of the transmitting coil system (24); the transmitting coil system (24) wirelessly transmits the input AC power in the form of inductive coil resonance; and the transmitting coil system (24) provides stable wireless power transmission for the mobile receiving coil.

3. According to claim 1, a modular constant voltage output automotive dynamic wireless charging system is characterized in that: The voltage of the high-voltage direct current output by the direct current power supply module (21) is 400V.

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