Wireless power transmission method and system using horizontal and vertical magnetic fields and controlling coil turns

Abstract

The invention discloses a wireless power transmission method and system using horizontal and vertical magnetic fields and controlling the number of turns of a coil, and the method comprises the steps: controlling the number of turns of a secondary side coil to add one when the real-time energy consumption in a vehicle is greater than a low energy consumption threshold value in the vehicle and the real-time energy consumption in the vehicle is less than or equal to a high energy consumption threshold value in the vehicle in the driving process of the vehicle; when the in-vehicle real-time energy consumption is larger than the in-vehicle high energy consumption threshold value, the number of turns of the secondary side coil is controlled to add two; when the real-time energy consumption outside the vehicle is greater than the low energy consumption threshold value outside the vehicle and the real-time energy consumption outside the vehicle is less than or equal to the high energy consumption threshold value outside the vehicle, controlling the number of turns of the secondary side coil to add one; when the real-time energy consumption outside the vehicle is larger than the high energy consumption threshold outside the vehicle, the number of turns of the secondary side coil is controlled to add two; a secondary side coil arranged on an automobile is magnetically coupled with a certain primary side coil arranged on a road, so that the power of the primary side coil is transmitted to the secondary side coil.

Description

Technical Field

[0001] The present invention belongs to the technical field of power transmission, and in particular relates to a wireless power transmission method and system utilizing the synergistic effect of horizontal and vertical magnetic fields and the number of turns of a control coil. Background Art

[0002] Wireless power transmission is also called wireless energy transmission or wireless power transmission. It is achieved through electromagnetic induction and energy conversion. Wireless power transmission mainly realizes non-contact power transmission through electromagnetic induction, electromagnetic resonance, radio frequency, microwave, laser and other methods. According to the different power supply distances of wireless power transmission, wireless power transmission can be divided into three categories: short-range, medium-range and long-range transmission. With the development of science and technology, wireless power transmission technology has been widely used. However, existing wireless power transmission devices and methods still have some problems in transmission efficiency and stability, especially when the transmission distance is long or multiple devices need to be powered at the same time. These problems are particularly prominent.

[0003] With the popularization of environmental protection concepts and the advancement of new energy vehicle technology, new energy vehicles have been widely promoted and applied worldwide. However, the endurance of new energy vehicles has always been one of the main issues restricting their large-scale application. Although there have been many studies on new energy vehicle charging facilities, how to achieve real-time charging of vehicles while driving is still an urgent problem to be solved in the field of new energy vehicles. Therefore, it is necessary to develop a more effective wireless power transmission method. Wireless power transmission technology has been applied in many fields due to its convenience without physical connection. Summary of the invention

[0004] Purpose of the invention: In order to solve the problems of low transmission efficiency and poor stability existing in existing wireless power transmission devices and methods, and to realize real-time charging of a car while driving, the present invention proposes a wireless power transmission method using horizontal and vertical magnetic fields and controlling the number of coil turns.

[0005] Technical solution: A wireless power transmission method using horizontal and vertical magnetic fields and controlling the number of coil turns, comprising:

[0006] During the driving process of the car, real-time monitoring of the real-time energy consumption inside and outside the car;

[0007] During the driving process of the car, when the following conditions are met: the real-time energy consumption in the car is greater than the low energy consumption threshold in the car and the real-time energy consumption in the car is less than or equal to the high energy consumption threshold in the car, the number of turns of the secondary side coil is controlled to increase by one; when the following conditions are met: the real-time energy consumption in the car is greater than the high energy consumption threshold in the car, the number of turns of the secondary side coil is controlled to increase by two; when the following conditions are met: the real-time energy consumption in the car drops to equal the low energy consumption threshold in the car, the number of turns of the secondary side coil is controlled to decrease by one; when the following conditions are met: the real-time energy consumption in the car drops to below the low energy consumption threshold in the car, the number of turns of the secondary side coil is controlled to decrease by two.

[0008] During the driving process of the car, when the following conditions are met: the real-time energy consumption outside the car is greater than the low energy consumption threshold outside the car and the real-time energy consumption outside the car is less than or equal to the high energy consumption threshold outside the car, the number of turns of the secondary side coil is controlled to increase by one; when the following conditions are met: the real-time energy consumption outside the car is greater than the high energy consumption threshold outside the car, the number of turns of the secondary side coil is controlled to increase by two; when the following conditions are met: the real-time energy consumption outside the car drops to equal the low energy consumption threshold outside the car, the number of turns of the secondary side coil is controlled to decrease by one; when the following conditions are met: the real-time energy consumption outside the car drops to below the low energy consumption threshold outside the car, the number of turns of the secondary side coil is controlled to decrease by two.

[0009] When the secondary coil installed on the car is located directly above a primary coil installed on the road during driving, the primary coil forms a magnetic field perpendicular to the ground, and the secondary coil and the primary coil are magnetically coupled, so that the power of the primary coil is transmitted to the secondary coil.

[0010] During the driving process of the car, when the secondary coil installed on the car is located between two primary coils installed on the road, the two primary coils are in a state of out-of-phase excitation, forming a horizontal magnetic field, and the secondary coil is magnetically coupled with the primary coil, realizing the power transmission of the primary coil to the secondary coil.

[0011] Furthermore, a matching primary side circuit is provided on the road, and the primary side circuit includes an AC power supply, a rectifier and filter circuit, and an inverter circuit; the AC power supply passes through the rectifier and filter circuit to filter out high-order harmonics and rectifies the AC power obtained after filtering to obtain low-frequency DC power, and the inverter circuit converts the low-frequency DC power into high-frequency AC power, and the high-frequency AC power drives the primary side coil to convert electrical energy into a magnetic field and emit it.

[0012] Furthermore, the secondary side coil is a circular-solenoid type coil.

[0013] The present invention discloses a wireless power transmission system utilizing horizontal and vertical magnetic fields and controlling the number of coil turns, including a road system paved with a primary side coil and a vehicle system including a secondary side coil;

[0014] The automotive system also includes:

[0015] Energy consumption monitoring unit, used to monitor the real-time energy consumption inside and outside the vehicle in real time;

[0016] The secondary side coil turns unit is used to control the secondary side coil turns to increase by one when the following conditions are met during the driving process of the vehicle: the real-time energy consumption in the vehicle is greater than the low energy consumption threshold in the vehicle and the real-time energy consumption in the vehicle is less than or equal to the high energy consumption threshold in the vehicle; the secondary side coil turns to increase by two when the real-time energy consumption in the vehicle is greater than the high energy consumption threshold in the vehicle; the secondary side coil turns to decrease by one when the real-time energy consumption in the vehicle drops to equal the low energy consumption threshold in the vehicle; the secondary side coil turns to decrease by two when the real-time energy consumption in the vehicle drops to below the low energy consumption threshold in the vehicle. And it is used to control the number of turns of the secondary side coil to increase by one when the following conditions are met during the driving of the car: the real-time energy consumption outside the car is greater than the low energy consumption threshold outside the car and the real-time energy consumption outside the car is less than or equal to the high energy consumption threshold outside the car; the number of turns of the secondary side coil is controlled to increase by two when the real-time energy consumption outside the car is met; the number of turns of the secondary side coil is controlled to decrease by one when the real-time energy consumption outside the car drops to equal the low energy consumption threshold outside the car; the number of turns of the secondary side coil is controlled to decrease by two when the real-time energy consumption outside the car drops to below the low energy consumption threshold outside the car.

[0017] When the secondary coil installed on the car is located directly above a primary coil installed on the road during driving, the primary coil forms a magnetic field perpendicular to the ground, and the secondary coil and the primary coil are magnetically coupled, so that the power of the primary coil is transmitted to the secondary coil.

[0018] During the driving process of the car, when the secondary coil installed on the car is located between two primary coils installed on the road, the two primary coils are in a state of out-of-phase excitation, forming a horizontal magnetic field, and the secondary coil is magnetically coupled with the primary coil, realizing the power transmission of the primary coil to the secondary coil.

[0019] Furthermore, the road system also includes a matching primary side circuit, which includes an AC power supply, a rectifier and filter circuit, and an inverter circuit; the AC power supply passes through the rectifier and filter circuit to filter out high-order harmonics and rectifies the AC power obtained after filtering to obtain low-frequency DC power, and the inverter circuit converts the low-frequency DC power into high-frequency AC power, and the high-frequency AC power drives the primary side coil to convert electrical energy into a magnetic field and emit it.

[0020] Furthermore, the secondary side coil is a circular-solenoid type coil.

[0021] Beneficial effects: Compared with the prior art, the present invention has the following advantages:

[0022] (1) The method of the present invention can distinguish the energy consumption of the vehicle during driving, and can also intelligently control the use of different numbers of circular-solenoid coils according to the real-time status of the vehicle. This intelligent control mechanism ensures that power transmission can remain stable even when the device moves or changes position;

[0023] (2) The present invention uses a unique energy consumption differentiation technology to accurately monitor the energy consumption pattern of the vehicle, identify the thresholds of low energy consumption and high energy consumption, and adjust the number of coils used accordingly to ensure the stability of power transmission;

[0024] (3) The present invention not only improves the stability of wireless power transmission of automobiles, but also provides new possibilities for the future development of electric vehicles; the present invention not only improves the driving experience, but also reduces energy consumption, contributing to the realization of green travel. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 A flow chart of a wireless power transmission method using horizontal and vertical magnetic fields and controlling the number of coil turns proposed by the present invention;

[0026] Figure 2 A schematic diagram of the distribution of the magnetic field during the driving process of the present invention;

[0027] Figure 3 Schematic diagram of charging while the car is driving.

[0028] Figure 4 is the primary side circuit schematic diagram;

[0029] Figure 5 This is the circuit diagram of the car side. DETAILED DESCRIPTION

[0030] The technical solution of the present invention is now further described in conjunction with the accompanying drawings and embodiments.

[0031] This embodiment proposes a wireless power transmission method using horizontal and vertical magnetic fields and controlling the number of coil turns, aiming to achieve efficient and stable power transmission through the synergistic effect of horizontal and vertical magnetic fields and controlling the number of secondary side coil turns, which mainly includes:

[0032] like Figure 2As shown, a plurality of primary side coils and matching primary side circuits are laid on the road, the primary side coil is a ring coil, and the primary side circuit includes an AC power supply, a rectifier filter circuit and an inverter circuit; when the primary side circuit performs wireless power transmission, the AC power supply passes through the rectifier filter circuit to filter out the high-order harmonics therein and rectifies the AC power obtained after filtering to obtain low-frequency DC power, and then the low-frequency DC power is converted into high-frequency AC power through the inverter circuit to ensure that the AC power waveform is smooth. After the high-frequency AC power is output, the primary side coil at the beginning of the power transmission lane is driven to convert the electric energy into magnetic field energy and emit it. Through the mutual inductance coupling between the primary side coil at the beginning of the power transmission lane and the primary side coil at the end of the power transmission lane, the primary side coil at the end of the power transmission lane receives the sent magnetic field energy and converts the received magnetic field energy into electric energy again. The converted electric energy passes through a rectifier filter circuit to convert the high-frequency AC power into low-frequency DC power, and the low-frequency DC power is transmitted to the vehicle side circuit, which is arranged on the vehicle.

[0033] Specifically, an inverter circuit and a primary side coil constitute a coil array unit, and n coil array units constitute a coil array. Figure 4 As shown, the structure of one coil array unit is: NMOSFETS 1-m The gate of NMOSFETS is left floating. 1-m The drain is connected to the power supply E dc , the power supply E dc Output from the rectifier filter circuit, NMOSFETS 1-m The source of NMOSFETS 1-n The drain of the pl1 One end of NMOSFET S 1-n The gate of NMOSFETS is left floating. 1-n The source of the grounded; compensation inductor L pl1 The other end of the capacitor C t1 One end of the capacitor C t1 The other end of the primary coil L p1 One end of the primary coil L p1 The other end is connected to the next coil array unit (with NMOSFETS 2-m The source and NMOSFETS 2-n Drain connection); capacitor C f1 One end of the capacitor C t1 One end of the capacitor C f1 The other end of the primary coil L p1The embodiment uses an LCC compensator between the inverters, which greatly reduces the number of power electronic switches in the drive system and improves the efficiency of power transmission.

[0034] A secondary coil and a matching vehicle-side circuit are arranged on the vehicle chassis. In this embodiment, the secondary coil is designed as a circular solenoid type to optimize the distribution and transmission efficiency of the magnetic field. Figure 5 As shown, the secondary coil (L tc and L ts ) connected to the compensation circuit and diode bridge, including: the secondary side coil L tc For example, the secondary coil L tc One end of the capacitor C tc One end of the secondary coil L tc The other end is connected to one end of the diode bridge, and the capacitor C tc The other end of the compensation inductor L 2c Connect one end of the compensation inductor L 2c The other end of the diode bridge is connected to the other end of the capacitor C fs One end of the capacitor C tc The other end of the capacitor C fs The other end is connected to one end of the diode bridge. Figure 5 The power supply comes from the rectifier and filter circuit.

[0035] Monitor the real-time energy consumption inside the car and outside the car. The real-time energy consumption inside the car includes non-driving energy consumption such as lighting, ventilation, and heating. The real-time energy consumption outside the car includes non-driving energy consumption such as car lighting. Set the real-time energy consumption inside the car to Q1, the low energy consumption threshold inside the car to Q2, and the high energy consumption threshold inside the car to Q3; set the real-time energy consumption outside the car to W1, the low energy consumption threshold outside the car to W2, and the high energy consumption threshold outside the car to W3.

[0036] Compare the real-time energy consumption Q1 in the car, the low energy consumption threshold Q2 in the car and the high energy consumption threshold Q3 in the car; if the real-time energy consumption Q1 in the car is greater than the low energy consumption threshold Q2 in the car, and the real-time energy consumption Q1 in the car is less than or equal to the high energy consumption threshold Q3 in the car, it means that the real-time energy consumption in the car has a low impact on the charging of the car during driving, and the car side starts to control the number of turns of the secondary side coil to increase by one to optimize the magnetic field distribution and ensure the stability and efficiency of power transmission; if the real-time energy consumption Q1 in the car is greater than the high energy consumption threshold Q3 in the car, it means that the real-time energy consumption in the car has a high impact on the charging of the car during driving, and then the car side controls the number of turns of the secondary side coil to increase by two, improve the efficiency of the car receiving electricity, and maintain the stable charging amount of the car. If the real-time energy consumption Q1 in the car drops to equal the low energy consumption threshold Q2, the car side starts to control the number of turns of the secondary side coil to decrease by one; if the real-time energy consumption Q1 in the car drops below the low energy consumption threshold Q2, the car side starts to control the number of turns of the secondary side coil to decrease by two.

[0037] Compare the real-time energy consumption W1 outside the vehicle, the low energy consumption threshold W2 outside the vehicle, and the high energy consumption threshold W3 outside the vehicle; if the real-time energy consumption W1 outside the vehicle is greater than the low energy consumption threshold W2 outside the vehicle, and the real-time energy consumption W1 outside the vehicle is less than or equal to the high energy consumption threshold W3 outside the vehicle, it means that the real-time energy consumption outside the vehicle has a low impact on the charging of the car during driving, and the car side starts to control the number of turns of the secondary side coil to increase by one. If the real-time energy consumption W1 outside the vehicle is greater than the high energy consumption threshold W3 outside the vehicle, it means that the real-time energy consumption outside the vehicle has a high impact on the charging of the car during driving, and the car side controls the number of turns of the secondary side coil to increase by two, improve the efficiency of the car receiving electricity, and maintain the stable charging amount of the car. Increase the number of coils according to the external energy consumption to maintain the stability of power transmission in the entire channel. If the real-time energy consumption W1 outside the vehicle is reduced to equal to the low energy consumption threshold W2 outside the vehicle, the car side controls the number of turns of the secondary side coil to decrease by one; if the real-time energy consumption W1 outside the vehicle is reduced to less than the low energy consumption threshold W2 outside the vehicle, the car side controls the number of turns of the secondary side coil to decrease by two. This intelligent control mechanism not only improves the efficiency of power transmission, but also greatly enhances the adaptability and flexibility of the system, and improves the droop control response speed and system frequency.

[0038] When a car drives onto a road paved with a primary-side coil, there are two states:

[0039] When the secondary coil is located directly above a primary coil, the primary coil is energized to form a magnetic field perpendicular to the ground, and magnetic coupling occurs between the secondary coil and the primary coil, thereby achieving initial power transmission and increasing the efficiency of power transmission. When the power loss of each component and the cross-coupling of the primary coil are ignored, the power P transmitted to the vehicle side is the sum of the powers received by each coil, expressed as:

[0040] P=P A +P B

[0041]

[0042] Where P A , P B is the transmission power of the two primary coils, M 1c 、M 1L is the mutual inductance with the secondary coil, is the voltage of the primary coil, is the voltage of the inverter circuit on the vehicle side, is the compensation inductance on the primary side, L 2c , L 2s is the compensation inductor on the vehicle side.

[0043] When the secondary coil is located near the midpoint of two primary coils, the two primary coils are in a state of out-of-phase excitation, forming a horizontal magnetic field. The secondary coil and the primary coil are magnetically coupled, thereby increasing the efficiency of power transmission.

[0044]

[0045] In the formula, is the compensation inductance on the primary side, M 2c 、M 2L is the mutual inductance of the electromagnetic coil.

[0046] Dynamic wireless charging of electric vehicles Wireless power transmission is an emerging technology that can provide energy to electric vehicles while they are driving. To achieve this goal, precise control of the transmitter and receiver is required. This embodiment uses the synergistic effect of horizontal and vertical magnetic fields and control coils to optimize the performance of automotive wireless power transmission. For example, the number of turns of the control coil can be adjusted so that the magnetic field generated by it interacts with the magnetic field generated by the transmitting coil and the receiving coil, thereby improving the energy transmission efficiency. This method can not only improve the performance of dynamic wireless power transmission while riding, but also reduce the complexity and cost of the system.

Claims

1. A wireless power transmission method using horizontal and vertical magnetic fields and controlling the number of coil turns, characterized in that: include: During the driving process of the car, real-time monitoring of the real-time energy consumption inside and outside the car; During the driving process of the car, when the following conditions are met: the real-time energy consumption in the car is greater than the low energy consumption threshold in the car and the real-time energy consumption in the car is less than or equal to the high energy consumption threshold in the car, the number of turns of the secondary side coil is controlled to increase by one; when the following conditions are met: the real-time energy consumption in the car is greater than the high energy consumption threshold in the car, the number of turns of the secondary side coil is controlled to increase by two; When the following conditions are met: the real-time energy consumption in the vehicle drops to a value equal to the low energy consumption threshold in the vehicle, the number of turns of the secondary coil is reduced by one; when the following conditions are met: the real-time energy consumption in the vehicle drops to a value lower than the low energy consumption threshold in the vehicle, the number of turns of the secondary coil is reduced by two; During the driving process of the car, when the following conditions are met: the real-time energy consumption outside the car is greater than the low energy consumption threshold outside the car and the real-time energy consumption outside the car is less than or equal to the high energy consumption threshold outside the car, the number of turns of the secondary side coil is controlled to increase by one; when the following conditions are met: the real-time energy consumption outside the car is greater than the high energy consumption threshold outside the car, the number of turns of the secondary side coil is controlled to increase by two; When the real-time energy consumption outside the vehicle drops to the low energy consumption threshold outside the vehicle, the number of turns of the secondary coil is increased by one; when the real-time energy consumption outside the vehicle drops to below the low energy consumption threshold outside the vehicle, the number of turns of the secondary coil is decreased by two; When the secondary coil installed on the car is located directly above a primary coil installed on the road during driving, the primary coil forms a magnetic field perpendicular to the ground, and the secondary coil and the primary coil are magnetically coupled, so that the power of the primary coil is transmitted to the secondary coil. During the driving process of the car, when the secondary coil installed on the car is located between two primary coils installed on the road, the two primary coils are in a state of out-of-phase excitation, forming a horizontal magnetic field, and the secondary coil is magnetically coupled with the primary coil, realizing the power transmission of the primary coil to the secondary coil.

2. A wireless power transmission method using horizontal and vertical magnetic fields and controlling the number of coil turns according to claim 1, characterized in that: A matching primary side circuit is also provided on the road, and the primary side circuit includes an AC power supply, a rectifier and filter circuit, and an inverter circuit; the AC power supply passes through the rectifier and filter circuit to filter out the high-order harmonics and rectifies the AC power obtained after filtering to obtain low-frequency DC power, and the inverter circuit converts the low-frequency DC power into high-frequency AC power, and the high-frequency AC power drives the primary side coil to convert electrical energy into a magnetic field and emit it.

3. The method for wireless power transmission using horizontal and vertical magnetic fields and controlling the number of turns of a coil according to claim 1, characterized in that: The secondary coil is a circular solenoid type coil.

4. A wireless power transmission system utilizing horizontal and vertical magnetic fields and controlling the number of coil turns, characterized in that: A road system including a primary side coil and a vehicle system including a secondary side coil; The automotive system also includes: Energy consumption monitoring unit, used to monitor the real-time energy consumption inside and outside the vehicle in real time; The secondary coil turns unit is used to control the secondary coil turns to increase by one when the following conditions are met during the driving process of the vehicle: the real-time energy consumption in the vehicle is greater than the low energy consumption threshold in the vehicle and the real-time energy consumption in the vehicle is less than or equal to the high energy consumption threshold in the vehicle; the secondary coil turns to increase by two when the real-time energy consumption in the vehicle is greater than the high energy consumption threshold in the vehicle; the secondary coil turns to decrease by one when the real-time energy consumption in the vehicle drops to equal the low energy consumption threshold in the vehicle; the secondary coil turns to decrease by one when the real-time energy consumption in the vehicle drops to below the low energy consumption threshold in the vehicle. The number of turns is reduced by two; and when the real-time energy consumption outside the vehicle is greater than the low energy consumption threshold outside the vehicle and the real-time energy consumption outside the vehicle is less than or equal to the high energy consumption threshold outside the vehicle, the number of turns of the secondary side coil is controlled to increase by one; when the real-time energy consumption outside the vehicle is greater than the high energy consumption threshold outside the vehicle, the number of turns of the secondary side coil is controlled to increase by two; when the real-time energy consumption outside the vehicle drops to equal the low energy consumption threshold outside the vehicle, the number of turns of the secondary side coil is controlled to increase by one; when the real-time energy consumption outside the vehicle drops to below the low energy consumption threshold outside the vehicle, the number of turns of the secondary side coil is controlled to decrease by two; When the secondary coil installed on the car is located directly above a primary coil installed on the road during driving, the primary coil forms a magnetic field perpendicular to the ground, and the secondary coil and the primary coil are magnetically coupled, so that the power of the primary coil is transmitted to the secondary coil. During the driving process of the car, when the secondary coil installed on the car is located between two primary coils installed on the road, the two primary coils are in a state of out-of-phase excitation, forming a horizontal magnetic field, and the secondary coil is magnetically coupled with the primary coil, realizing the power transmission of the primary coil to the secondary coil.

5. A wireless power transmission system using horizontal and vertical magnetic fields and controlling the number of turns of the coil according to claim 4, characterized in that: The road system also includes a matching primary side circuit, which includes an AC power supply, a rectifier and filter circuit, and an inverter circuit; the AC power supply passes through the rectifier and filter circuit to filter out high-order harmonics and rectifies the AC power obtained after filtering to obtain low-frequency DC power, and the inverter circuit converts the low-frequency DC power into high-frequency AC power, and the high-frequency AC power drives the primary side coil to convert electrical energy into a magnetic field and emit it.

6. A wireless power transmission system using horizontal and vertical magnetic fields and controlling the number of turns of the coil according to claim 4, characterized in that: The secondary coil is a circular solenoid type coil.

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