CN110867938B - Magnetic coupling mechanism for wireless power supply of rail transit - Google Patents
Magnetic coupling mechanism for wireless power supply of rail transit Download PDFInfo
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- CN110867938B CN110867938B CN201911134768.7A CN201911134768A CN110867938B CN 110867938 B CN110867938 B CN 110867938B CN 201911134768 A CN201911134768 A CN 201911134768A CN 110867938 B CN110867938 B CN 110867938B
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- 238000010168 coupling process Methods 0.000 title claims abstract description 45
- 238000005859 coupling reaction Methods 0.000 title claims abstract description 45
- 230000007246 mechanism Effects 0.000 title claims abstract description 43
- 238000004146 energy storage Methods 0.000 claims abstract description 25
- 230000005540 biological transmission Effects 0.000 claims description 24
- 238000006243 chemical reaction Methods 0.000 claims description 16
- 238000001914 filtration Methods 0.000 claims description 8
- 230000004907 flux Effects 0.000 abstract description 6
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- 239000002184 metal Substances 0.000 abstract description 3
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
- H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
- H02J50/12—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling of the resonant type
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Abstract
The application relates to a magnetic coupling mechanism for wireless power supply of rail transit. The magnetic coupling mechanism comprises a transmitting power supply, a transmitting coil, a magnetic core, a receiving coil, a current adjusting circuit and an energy storage device. The magnetic core includes a base. The first boss is arranged on the surface of the base body. The first guide rail and the second guide rail are arranged on two sides of the first boss. The first rail is electrically connected with the second rail to form a closed coil. The receiving end of the magnetic coupling mechanism in the magnetic coupling mechanism wirelessly powered by rail transit is arranged on the electric car. In the application, the receiving end of the magnetic coupling mechanism adopts a guide rail type receiving coil to replace a flat plate type receiving coil. Under the condition of receiving the same magnetic flux, the metal volume of the guide rail type receiving coil is smaller, and the weight is lighter. The guide rail type receiving coil reduces the weight of the receiving end of the vehicle-mounted magnetic coupling mechanism. Therefore, the magnetic coupling mechanism for rail transit wireless power supply reduces the load of the electric car, realizes light weight design and increases the overall performance of the electric car.
Description
Technical Field
The application relates to the technical field of wireless power transmission, in particular to a magnetic coupling mechanism for wireless power supply of rail transit.
Background
At present, the wireless charging of the electric automobile is widely and mature applied, and a magnetic coupling type wireless power transmission scheme is mainly adopted. In the prior art, a transmitting and receiving end magnetic coupling mechanism of a wireless power transmission structure adopts a flat coil form. The receiving end magnetic coupling mechanism is fixed on the vehicle body.
The power supply requirement of the rail transit is higher, generally from hundreds of kilowatts to megawatts. The flat coil structure has a large volume and a heavy weight. The weight of the planar coil structure increases the overall load on the vehicle, reducing the operating performance of the radio vehicle.
Disclosure of Invention
Based on this, it is necessary to provide a magnetic coupling mechanism for wireless power supply of rail transit, aiming at the problem of how to improve the running performance of a wireless vehicle.
A magnetic coupling mechanism for wireless power supply of rail transit comprises a transmitting power supply, a transmitting coil, a magnetic core, a receiving coil, a current adjusting circuit and an energy storage device. The transmitting power supply is used for providing alternating transmitting current. The transmitting coil is electrically connected with the transmitting power supply. The magnetic core includes a base and a first boss. The first boss is arranged on the surface of the base body. The transmitting coil is wound on the side wall of the first boss. The receiving coil is used for being fixed on the electric car. The receiving coil comprises a first guide rail and a second guide rail which are respectively arranged on two sides of the first boss. And two ends of the first guide rail and two ends of the second guide rail are respectively and electrically connected to form a closed coil.
The current adjusting circuit is fixed on the electric car. The input end of the current adjusting circuit is electrically connected with the receiving coil. The current adjusting circuit is used for carrying out current conversion and filtering processing on the alternating current receiving current to obtain the processed direct current receiving current. The energy storage device is fixed to the electric car. The energy storage device is electrically connected with the output end of the current adjusting circuit. The energy storage device is used for collecting the processed direct current receiving current and supplying power to the electric car.
In one embodiment, the first rail and the second rail are arranged in parallel.
In one embodiment, the magnetic core further comprises a second boss and a third boss which are oppositely arranged at a distance. The second boss and the third boss are arranged on the surface of the base body, and the first boss is arranged between the second boss and the third boss at intervals. A first slideway is formed between the first boss and the second boss. And a second slideway is formed between the first boss and the second boss. The first guide rail is arranged on the first slideway. The second guide rail is arranged on the second slideway.
In one embodiment, the first rail has a first gap with the first runner.
In one embodiment, the first rail has a second clearance from a surface of the first boss proximate to the second boss. A third gap exists between the first guide rail and the surface, close to the first boss, of the second boss. And a fourth gap exists between the second guide rail and the surface, close to the third boss, of the first boss. And a fifth gap exists between the second guide rail and the surface, close to the first boss, of the third boss. The first, second, third, fourth and fifth gaps are the same width.
In one embodiment, the first rail includes opposing first and second ends. The second rail includes opposing third and fourth ends. The first end is proximate to the third end. The second end is adjacent to the third end. The receiving coil further comprises a first connecting rail and a second connecting rail which are arranged oppositely at intervals. The first connecting rail is connected between the first end and the third end. The second connecting rail is connected between the second end and the fourth end. Along perpendicular to first slide with the second slide direction, first connecting rail with the second connecting rail all is higher than first boss.
In one embodiment, the first and second connecting rails are both "U" shaped.
In one embodiment, the transmit power supply includes a dc power supply, an inverter, and a transmit compensation circuit.
The direct current power supply is used for providing direct current.
The input end of the inverter is electrically connected with the direct current power supply. The inverter converts direct current into alternating current. And the input end of the emission compensation circuit is electrically connected with the output end of the inverter. And the output end of the transmitting compensation circuit is electrically connected with the transmitting coil. The transmission compensation circuit and the transmission coil form a transmission resonant circuit.
In one embodiment, the current regulation circuit includes a receive compensation circuit and a direct current conversion circuit. The receiving compensation circuit and the receiving coil form a receiving resonant circuit. And the input end of the direct current conversion circuit is electrically connected with the output end of the receiving compensation circuit. The rectifying circuit converts the alternating current received current into direct current received current.
In one embodiment, the current regulation circuit further comprises two filter circuits. The input ends of the two filter circuits are connected in parallel to the output end of the direct current conversion circuit. And the output ends of the two filter circuits are electrically connected with the energy storage device. The two filter circuits are used for filtering the direct current receiving current.
In one embodiment, the magnetic core is plural. The magnetic cores comprise a plurality of first bosses which are arranged in a one-to-one correspondence mode. The transmitting coil is multiple. The plurality of transmitting coils are wound on the plurality of first bosses in a one-to-one correspondence mode. The plurality of transmitting coils are respectively electrically connected with the transmitting power supply. And the magnetic cores are arranged in a row array along the extending direction of the first guide rail and the second guide rail. The first guide rail and the second guide rail are respectively arranged at two sides of the row array at intervals.
The magnetic coupling mechanism of rail transit wireless power supply that this application embodiment provided includes transmission power supply, transmitting coil, magnetic core, receiving coil, current regulation circuit and energy memory. The transmitting coil is electrically connected with the transmitting power supply. The transmitting power supply provides alternating transmitting current for the transmitting coil. An alternating magnetic field is generated around the transmit coil. The magnetic core includes a base and a first boss. The first boss is arranged on the surface of the base body. The transmitting coil is wound on the side wall of the first boss. The magnetic core is used for dredging the direction of the magnetic force line of the alternating magnetic field. The receiving coil, the current adjusting circuit and the energy storage device are respectively fixed on an electric car. The receiving coil comprises a first guide rail and a second guide rail which are respectively arranged on two sides of the first boss. And two ends of the first guide rail and the second guide rail are respectively and electrically connected to form a closed coil. The receiving coil is in the alternating magnetic field and generates alternating receiving current. The input end of the current adjusting circuit is electrically connected with the receiving coil. The current adjusting circuit performs current conversion and filtering processing on the alternating current receiving current. The energy storage device collects the processed direct current receiving current and supplies power to the electric car.
And the receiving end of the magnetic coupling mechanism in the magnetic coupling mechanism wirelessly powered by the rail transit is arranged on the electric car. In the application, the receiving end of the magnetic coupling mechanism adopts a guide rail type receiving coil to replace a flat plate type receiving coil. Under the condition of receiving the same magnetic flux, the metal volume of the guide rail type receiving coil is smaller, and the weight is lighter. The guide rail type receiving coil reduces the weight of the receiving end of the vehicle-mounted magnetic coupling mechanism. Therefore, the magnetic coupling mechanism for wireless power supply of rail transit lightens the load of the electric car, realizes light weight design and increases the overall performance of the electric car. Furthermore, the electric energy transmission power of the magnetic coupling mechanism can be increased by increasing the number of the first guide rail and the second guide rail, so that the modification procedure is simplified, and the cost is saved.
Drawings
Fig. 1 is a schematic structural diagram of the magnetic coupling mechanism for rail transit wireless power supply provided in an embodiment of the present application;
FIG. 2 is a front view of the wirelessly powered magnetic coupling mechanism for rail transit provided in one embodiment of the present application;
FIG. 3 is an electrical schematic diagram of the track traffic wireless powered magnetic coupling mechanism provided in one embodiment of the present application;
FIG. 4 is a graph of the currents of the transmitter coil, the receiver coil, and the receiver inductor for two cores as provided in one embodiment of the present application;
FIG. 5 is a graph of charging current and charging power of the energy storage device with two magnetic cores as provided in one embodiment of the present application;
FIG. 6 is a graph of the currents of the transmitter coil, the receiver coil, and the receiver inductor for four cores as provided in one embodiment of the present application;
fig. 7 is a graph of charging current and charging power for the energy storage device with four magnetic cores as provided in one embodiment of the present application.
Reference numerals:
Transmitting power supply 20
Transmitting coil 30
Receiving coil 50
First connecting rail 530
Second connecting rail 540
Receive compensation circuit 610
DC conversion circuit 620
Two filter circuits 630
First gap h1
Second gap h2
Third gap h3
Fourth gap h4
Fifth gap h5
Detailed Description
In order to make the aforementioned objects, features and advantages of the present application more comprehensible, embodiments accompanying the present application are described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. This application is capable of embodiments in many different forms than those described herein and those skilled in the art will be able to make similar modifications without departing from the spirit of the application and it is therefore not intended to be limited to the embodiments disclosed below.
The numbering of the components as such, e.g., "first", "second", etc., is used herein only to distinguish the objects as described, and does not have any sequential or technical meaning. The term "connected" and "coupled" when used in this application, unless otherwise indicated, includes both direct and indirect connections (couplings). In the description of the present application, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations or positional relationships based on those shown in the drawings, and are used only for convenience in describing the present application and for simplicity in description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed in a particular orientation, and be operated, and thus, are not to be considered as limiting the present application.
In this application, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through intervening media. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
Referring to fig. 1, an embodiment of the present application provides a magnetic coupling mechanism 10 for wireless power supply of rail transit, which includes a transmitting power source 20, a transmitting coil 30, a magnetic core 40, a receiving coil 50, a current adjusting circuit 60, and an energy storage device 70. The transmitting power supply 20 is used for supplying an alternating transmitting current. The transmitting coil 30 is electrically connected to the transmitting power supply 20 for generating an alternating magnetic field. The magnetic core 40 includes a base 401 and a first boss 410. The first boss 410 is disposed on a surface of the base 401. The transmitting coil 30 is wound around the sidewall of the first boss 410. The magnetic core 40 is used for guiding the direction of the magnetic force lines of the alternating magnetic field. The receiving coil 50 is used for fixing to an electric car. The receiving coil 50 includes a first guide rail 510 and a second guide rail 520 respectively disposed at both sides of the first boss 410. Two ends of the first rail 510 and two ends of the second rail 520 are electrically connected to form a closed coil, and the receiving coil 50 forms an alternating receiving current.
The current adjusting circuit 60 is fixed to the electric car. An input terminal of the current adjusting circuit 60 is electrically connected to the receiving coil 50. The current adjusting circuit 60 is configured to perform current conversion and filtering processing on the ac receiving current to obtain a processed dc receiving current. The energy storage device 70 is fixed to the electric vehicle. The energy storage device 70 is electrically connected to the output of the current regulation circuit 60. The energy storage device 70 is configured to collect the processed dc received current and supply power to the electric train.
In the magnetic coupling mechanism 10 wirelessly powered by rail transit provided by the embodiment of the present application, a receiving end of the magnetic coupling mechanism is disposed on an electric car. In the application, the receiving end of the magnetic coupling mechanism adopts a guide rail type receiving coil to replace a flat plate type receiving coil. Under the condition of receiving the same magnetic flux, the metal volume of the guide rail type receiving coil is smaller, and the weight is lighter. The guide rail type receiving coil reduces the weight of the receiving end of the vehicle-mounted magnetic coupling mechanism. Therefore, the magnetic coupling mechanism 10 for wireless power supply of rail transit reduces the load of the electric vehicle, realizes a lightweight design, and increases the overall performance of the electric vehicle. Further, by increasing the number of the first guide rail 510 and the second guide rail 520, the electric energy transmission power of the magnetic coupling mechanism can be increased, the modification procedure is simplified, and the cost is saved. The magnetic coupling mechanism 10 wirelessly powered by rail transit can realize high-power transmission from hundreds of kilowatts to megawatts, and the volume and weight of the magnetic coupling mechanism on the vehicle do not linearly increase along with the increase of power.
The transmitting power supply 20 supplies a high frequency alternating transmitting current to the transmitting coil 30. The varying current generates the alternating magnetic field. The first protrusion 410 of the magnetic core 40 is used for dredging the direction of the magnetic lines of the alternating magnetic field. The receiving coil 50 is in the alternating magnetic field, and an alternating receiving current is formed in the receiving coil 50. That is, the ac receiving current is formed in the first rail 510 and the second rail 520. The current adjusting circuit 60 performs current conversion and filtering processing on the alternating current received current to obtain a processed direct current received current. The energy storage device 70 collects the processed dc received current and supplies power to the electric train.
In one embodiment, the energy storage device 70 is a super capacitor.
In one embodiment, the magnetic core 40 and the transmitting coil 30 thereon are disposed in the middle of the tramway track. The transmitting power source 20 is disposed along the rail. Wheels of the trolley travel along the track.
In one embodiment, the first rail 510 and the second rail 520 are arranged in parallel, so as to receive more magnetic flux.
In one embodiment, the first rail 510 and the second rail 520 are in a first plane. The transmitting coil 30 has a plurality of turns. The transmitting coil 30 is wound around the sidewall of the first boss 410 by a plurality of turns. The plurality of turns of the transmitting coil 30 corresponds one-to-one to a plurality of parallel second planes. The first plane is parallel to the second plane.
The receiving coil 50 is wound around the outer ring of the multi-turn transmitting coil 30 away from the first boss 410 at intervals. The plurality of turns of the transmitting coil 30 increases the magnetic flux around the first boss 410. The magnetic flux of the receiving coil 50 increases.
Referring also to fig. 2, in one embodiment, the magnetic core 40 further includes a second boss 420 and a third boss 430 disposed at an interval. The second bosses 420 and the third bosses 430 are disposed on the surface of the base 401, and the first bosses 410 are disposed between the second bosses 420 and the third bosses 430 at intervals. The first boss 410 and the second boss 420 form a first runner 402 therebetween. The first boss 410 and the second boss 420 form a second slideway 403 therebetween. The first guide rail 510 is disposed on the first slide 402. The second guide rail 520 is disposed on the second slide 403.
When the trolley travels, the first rail 510 travels in the extending direction of the first chute 402, and the second rail 520 travels in the extending direction of the second chute 403.
In one embodiment, the first guide rail 510 and the first slide way 402 have a first gap h1, and the second guide rail 520 and the first slide way 402 have a first gap h1, so as to reduce the friction between the first guide rail 510 and the base 401 and reduce the running resistance of the trolley.
So as to reduce the friction between the first guide rail 510 and the second boss 420, reduce the friction between the second guide rail 520 and the third boss 430, reduce the load, and improve the overall traveling performance of the electric vehicle.
In one embodiment, a second gap h2 exists between the first rail 510 and the surface of the first boss 410 close to the second boss 420, so as to prevent the first rail 510 from contacting and conducting electricity with the transmitting coil 30 to cause interference. A third gap h3 exists between the first guide rail 510 and the second boss 420 near the surface of the first boss 410, so as to reduce the friction force between the first guide rail 510 and the second boss 420 and reduce the running resistance of the tram. A fourth gap h4 exists between the surfaces of the second rail 520 and the first boss 410 close to the third boss 430, so as to prevent the second rail 520 from contacting and conducting with the transmitting coil 30 to cause interference. The fifth gap h5 exists between the surfaces of the second rail 520 and the third boss 430, which are close to the first boss 410, so that the friction force between the second rail 520 and the third boss 430 is reduced, and the running resistance of the electric vehicle is reduced.
In one embodiment, the widths of the first, second, and fifth gaps h1, h2, and h5 are the same.
In one embodiment, the widths of the first gap h1, the second gap h2, the third gap h3, the fourth gap h4 and the fifth gap h5 are the same, so that the trolley is stressed uniformly and prevented from tilting.
In one embodiment, the core is 200mm along the length of the first runner 402. The width perpendicular to the extension direction of the first slideway 402 is 480 mm. The height of the first boss 410 is 220 mm. The width of the first boss 410 is 100 mm. The widths of the first gap h1, the second gap h2, the third gap h3, the fourth gap h4 and the fifth gap h5 are 50mm in consideration of a possible positional deviation when the electric car is driven and stopped.
In one embodiment, the first rail 510 includes opposing first and second ends 511, 512. The second rail 520 includes third and fourth opposing ends 521, 522. The first end 511 is close to the third end 521. The second end 512 is adjacent to the third end 521. The receiving coil 50 further includes a first connecting rail 530 and a second connecting rail 540 which are oppositely disposed at a distance. The first connecting rail 530 is connected between the first end 511 and the third end 521. The second connecting rail 540 is connected between the second end 512 and the fourth end 522. In a direction perpendicular to the first sliding channel 402 and the second sliding channel 403, the first connecting rail 530 and the second connecting rail 540 are higher than the first boss 410. The first connecting rail 530 and the second connecting rail 540 are higher than the first boss 410, so that the first boss 410 is prevented from blocking the first guide rail 510 and the second guide rail 520 from moving along the first slideway 402 and the second slideway 403, respectively.
The first rail 510 and the second rail 520 are respectively provided to the electric car. The first rail 510 and the second rail 520 travel with the trolley. The magnetic coupling mechanism 10 wirelessly powered by the rail transit provides electric energy for the electric car. The trolley drives the receiving coil 50, the current adjusting circuit 60, and the energy storage device 70 to travel together.
In one embodiment, the first connecting rail 530 and the second connecting rail 540 are both of a "U" shaped configuration. The "U" shaped structure protrudes away from the first runner 402 and the second runner 403 so that the first rail 510 and the second rail 520 run along the first runner 402 and the second runner 403, respectively.
Referring also to fig. 3, in one embodiment, the transmitting power supply 20 includes a dc power supply 210, an inverter 220, and a transmitting compensation circuit 230. The dc power supply 210 is used to provide dc current. The input terminal of the inverter 220 is electrically connected to the dc power supply 210. The inverter 220 converts the direct current into an alternating current. An input terminal of the emission compensation circuit 230 is electrically connected to an output terminal of the inverter 220. The output terminal of the transmission compensation circuit 230 is electrically connected to the transmission coil 30. The transmission compensation circuit 230 forms a transmission resonance circuit with the transmission coil 30.
In one embodiment, the dc power supply 210 is a 1500V dc power supply. The inverter 220 is an H-bridge circuit, inverting 1500V dc to 40kHz high frequency ac.
In one embodiment, the transmit compensation circuit 20 is a transmit capacitor. The transmitting capacitor is electrically connected to the transmitting coil 30. The transmit capacitance forms an LCL resonance compensation circuit with the transmit coil 30. The LCL resonance compensation circuit operates at resonance so that the receive coil 50 current does not vary with load. The transmit capacitance is fully resonant with the transmit coil 30 and follows the resonance equation.
In one embodiment, the transmit coil self-inductance Ltx is 256.6 μ H and the resistance Rtx is 140m Ω. The self-inductance Lrx of the receiving coil is 36.5 muh, and the resistance Rrx is 37m omega.
In one embodiment, the current adjustment circuit 60 includes a receive compensation circuit 610 and a dc conversion circuit 620. The reception compensation circuit 610 forms a reception resonance circuit with the reception coil 50. The input terminal of the dc conversion circuit 620 is electrically connected to the output terminal of the receiving compensation circuit 610. The rectifying circuit converts the alternating current received current into direct current received current.
In one embodiment, the receive compensation circuit 610 includes a receive capacitance in parallel with the receive coil 50. The receive capacitor forms an LCL resonance compensation circuit with the receive coil 50.
In one embodiment, the receive compensation circuit 610 includes a receive inductance. One end of the receiving inductor is connected with one end of the receiving capacitor in series. The other end of the receiving inductor is connected to the input end of the dc conversion circuit 620.
In one embodiment, the current regulation circuit 60 further includes two filter circuits 630. The input terminals of the two filter circuits are connected in parallel to the output terminal of the dc converting circuit 620. The output terminals of the two filter circuits are electrically connected to the energy storage device 70. The two filter circuits are used for filtering the direct current receiving current.
The filter circuit is a Buck circuit. The two Buck circuits work in a staggered phase-shifting mode to reduce ripple waves of output current. The staggered phase shift means that the phases of the converter carriers are staggered by a certain angle uniformly.
In one embodiment, the Buck circuits can be connected in parallel in multiple groups and are arranged according to requirements.
In one embodiment, the magnetic core 40 is plural. The plurality of magnetic cores 40 includes a plurality of first bosses 410 disposed in a one-to-one correspondence. The transmitting coil 30 is plural. The plurality of transmitting coils 30 are wound around the plurality of first bosses 410 in a one-to-one correspondence. The plurality of transmitting coils 30 are electrically connected to the transmitting power source 20, respectively. Along the extending direction of the first guide rail 510 and the second guide rail 520, a plurality of the magnetic cores 40 are arranged in a row and array. The first guide rail 510 and the second guide rail 520 are respectively disposed at both sides of the row array at intervals.
And carrying out related tests by adopting a simulation method.
Referring to fig. 4 and 5, in one embodiment, there are two magnetic cores 40. The initial voltage of the transmitting capacitor is 880V. The currents on the transmitter coil Ltx1, the receiver coil Lrx, and the receiver inductance Lf are shown in fig. 4. The effective value of the receiving coil Lrx is 216A. The energy storage device 70 is a super capacitor. The charging current of the super capacitor is 200A, namely the system charging power is 176 kW.
Referring to fig. 6 and 7, in one embodiment, the number of the magnetic cores 40 is four. The initial voltage of the transmitting capacitor is 880V. The currents on the transmitter coil Ltx1, the receiver coil Lrx, and the receiver inductance Lf are shown in fig. 6. The effective value of the receiving coil Lrx is 216A. The energy storage device 70 is a super capacitor. The charging current of the super capacitor is 400A, namely the system charging power is 350 kW.
The simulation result shows that the receiving end and the transmitting end adopt LCL circuits. The current of the receiving coil Lrx does not increase with the number of the transmitting coils 30 and the magnetic core 40. The current in the receiving inductor Lf increases as the number of the transmitting coils 30 and the magnetic core 40 increases.
The magnetic coupling mechanism 10 can provide 350kW of transmission power for the tram during static stop charging or during dynamic stable operation of the train. The mass of the track coil (including the housing) of the receiver coil 50 is 10kg or less. If the transmission power needs to be further increased, the number of the transmitting coil 30 and the magnetic core 40 can be increased, the capacity of components and converters of the corresponding transmitting end and receiving end can be improved, and the structure of the guide rail coil of the receiving end does not need to be changed.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-described examples merely represent several embodiments of the present application and are not to be construed as limiting the scope of the claims. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.
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| CN113991881B (en) * | 2021-10-29 | 2023-10-13 | 哈尔滨工业大学 | A UT-type magnetic core and rail-type UT-type coupling structure wireless power supply system |
| CN114285180B (en) * | 2021-12-21 | 2025-02-18 | 中铁电气化局集团有限公司 | Segmented cross-zone magnetic coupling mechanism |
| CN114362383A (en) * | 2022-01-07 | 2022-04-15 | 重庆前卫无线电能传输研究院有限公司 | Guide rail type wireless energy transmission system and parameter design method thereof |
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| CN110450655A (en) * | 2018-05-02 | 2019-11-15 | 哈尔滨工业大学 | A kind of three-phase shoe applied to the power supply of electric car dynamic radio |
| CN110138101A (en) * | 2019-05-20 | 2019-08-16 | 清华大学 | A kind of wireless power supply system circuit topology applied to rail traffic |
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