CN113787922A - Wireless power transmission system of electric vehicle in-wheel motor based on in-wheel coil structure - Google Patents
Wireless power transmission system of electric vehicle in-wheel motor based on in-wheel coil structure Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/12—Inductive energy transfer
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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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- 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
- H02J50/70—Circuit arrangements or systems for wireless supply or distribution of electric power involving the reduction of electric, magnetic or electromagnetic leakage fields
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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
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
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Abstract
The invention provides an electric automobile hub motor wireless electric energy transmission system based on an in-wheel coil structure. The technical problems that the magnetic coupling mechanism scheme of the existing scheme has serious limitation and low interoperability and the application scene and the application range are narrow are solved. The invention adopts the arc magnetic coupling mechanism arranged below the shell of the electric automobile hub motor, can minimize the gap distance between the transmitting end and the receiving end of the magnetic coupling mechanism, can expand the field of static, quasi-dynamic and dynamic wireless power supply, and has wide application prospect.
Description
Technical Field
The invention relates to an electric automobile hub motor wireless power transmission system based on an in-wheel coil structure, and belongs to the technical field of electric automobile wireless power transmission.
Background
The hub motor is a novel motor which integrates a power system, a transmission system and a brake system of an electric automobile into a hub. The hub motor with the driving system installed inside the wheel further promotes the integration, miniaturization and light design of the motor driving system. The wheel hub motor is used as a driving solution of a future new energy automobile, and has the biggest characteristic that driving, transmission and braking devices are integrated into a wheel hub, transmission parts such as a clutch, a speed changer, a transmission shaft, a differential mechanism and a transfer case are omitted, direct driving in a real sense can be achieved, full-time four-wheel driving can be easily achieved, and driving efficiency improvement and vehicle space expansion are made possible.
However, the conventional hub motor is powered by a cable or a contact slip ring, so that potential safety hazards such as abrasion, aging, cable loosening, short circuit, electric leakage and the like easily exist under the condition that the motor rotates at a high speed or is used for a long time, and a great deal of adverse effects are brought to driving safety. In summary, the invention is needed to provide a wireless power transmission system applied to an electric automobile hub motor, which gets rid of the design constraint brought by the traditional cable power supply and realizes the non-contact efficient power supply.
In the hub motor wireless power supply system in the prior art, a magnetic coupling mechanism is adopted as a side-mounted planar coil, and the structure does not carefully consider the influence of a wheel axle between the hub motor and a vehicle body on the distribution of a magnetic coupling resonance electromagnetic field, so that the practical application and implementation of the hub motor wireless power supply system are seriously limited, and the energy transfer efficiency is very low; in addition, the power supply to the hub motor is realized by the vehicle-mounted battery in the scheme, the problem of the electric energy source of the electric automobile driving system is not really solved, and the electric energy supply of the vehicle-mounted battery of the electric automobile still needs to be considered. In conclusion, the magnetic coupling mechanism scheme of the existing scheme has serious limitations and low interoperability, and the application scenario and the application range are narrow.
Disclosure of Invention
The invention provides an electric automobile hub motor wireless electric energy transmission system based on an in-wheel coil structure, aiming at solving the technical problems that the magnetic coupling mechanism scheme of the existing scheme has serious limitation and low interoperability and has narrower application scene and application range in the background technology.
The invention provides an electric automobile hub motor wireless electric energy transmission system based on an in-wheel coil structure, which comprises a magnetic coupling mechanism transmitting end, a magnetic coupling mechanism receiving end, a power electronic module assembly, a shielding shell and a connecting support, wherein the power electronic module assembly is in signal connection with the magnetic coupling mechanism receiving end, the magnetic coupling mechanism receiving end is directly connected to a bottom shell of an electric automobile hub motor, the magnetic coupling mechanism receiving end is arranged below the magnetic coupling mechanism transmitting end, the power electronic module assembly is arranged on the periphery of a transmission shaft of the hub motor, and the magnetic coupling mechanism transmitting end is embedded in and arranged on the surface of a road where an electric automobile runs.
Preferably, the receiving end of the magnetic coupling mechanism is of a curved surface structure, the radian of the receiving end of the magnetic coupling mechanism is the same as that of the hub shell, and the receiving end of the magnetic coupling mechanism is fixed with the hub shell, coaxial with the hub motor and does not rotate.
Preferably, the power electronic module assembly comprises a direct current constant voltage source, an inverter, a driver, a primary side controller, a rectifier, a secondary side controller and a voltage reduction and voltage stabilization module, the in-wheel motor is sequentially connected with the voltage reduction and voltage stabilization module, the rectifier and the secondary side controller, the rectifier is further sequentially connected with a secondary side resonance unit and a magnetic coupling mechanism receiving end, the voltage reduction and voltage stabilization module is further sequentially connected with a lithium battery pack, the direct current constant voltage source, the inverter, the driver and the primary side controller are sequentially connected, and the inverter is further sequentially connected with a primary side resonance unit and a magnetic coupling mechanism transmitting end.
Preferably, the primary side controller and the secondary side controller both comprise a current sensor, a modulation and demodulation module, a PI control module and a Wi-Fi communication module, and are used for realizing constant voltage and constant current control and maximum efficiency tracking control of the system.
Preferably, a shielding shell is installed at the outer side of the hub motor.
Preferably, the transmitting end of the magnetic coupling mechanism comprises a transmitting end coil and a transmitting end magnetic core, and the transmitting end magnetic core is laid below the transmitting end coil.
Preferably, the transmitting end coil is designed to be square, round, DD, DDQ, three-phase stacked, multi-small coil, long guide rail or bipolar.
Preferably, the receiving end of the magnetic coupling mechanism comprises a receiving end coil and a receiving end magnetic core, and the receiving end coil is arranged on the receiving end magnetic core.
Preferably, the receiving end coil is designed to be square, circular, DD, DDQ, or three-phase stacked.
Preferably, the primary side resonance unit is located inside a transmitting end coil of the magnetic coupling mechanism, the secondary side resonance unit is located inside a receiving end coil of the magnetic coupling mechanism, and the primary side resonance unit and the secondary side resonance unit adopt a compensation network conforming to circuit topology interoperability.
Preferably, the compensation network is S-S, S-P, P-P, P-S, LCC-S, LCC-LCC, LCL-LCL, LCL-S or other complex high-order topologies.
The wireless electric energy transmission system of the hub motor of the electric automobile based on the in-wheel coil structure has the beneficial effects that:
1. the structure of the invention can realize smaller ground clearance than the traditional wireless charging system of the electric automobile, is superior to the existing national standard or SAE-J2954 international standard, and is easier to realize the high transmission efficiency design of the system.
2. The in-wheel coil structure is arranged between the hub motor and the tire, as shown in fig. 2, when a complex road condition is passed, the receiving end of the magnetic coupling mechanism ascends or descends along with the tire, so that the receiving end is not easily affected by roadsides to cause scratch, and compared with the traditional electric vehicle wireless charging system, the in-wheel coil structure has good road adaptability and trafficability.
3. The wireless power transmission system of the hub motor of the electric automobile based on the in-wheel coil structure can be widely applied to the field of static, quasi-dynamic and dynamic wireless power supply, is specifically shown in embodiments 1-4, and has wide application prospect.
4. The receiving end coil of the electric automobile hub motor wireless power transmission system based on the in-wheel coil structure can be designed into square, round, DD type, DDQ type, three-phase stacking type and other integrated coil structure forms, the transmitting end coil can be designed into square, round, DD type, DDQ type, three-phase stacking type, multi-small coil type, long guide rail type, bipolar type and other integrated coil structure forms, and the transmitting end coil and the receiving end coil can be selected from structures with interoperability to be matched at will, so that the electric automobile hub motor wireless power transmission system based on the in-wheel coil structure has strong interoperability and expanded design universality.
5. The in-wheel coil (receiving end coil) is directly arranged on the shell of the hub motor, the receiving end power electronic module assembly is integrated on the side part of the hub motor, the shortest design of a power supply line is realized, unnecessary line loss is reduced, electric energy obtained by coupling the receiving end of the magnetic coupling mechanism can directly supply power for the hub motor driving module and the sensor module, and redundant electric energy can be stored in the lithium battery pack.
6. The coil structure in the wheel is arranged on the inner side of the wheel, the spoke-shaped metal wheel hub (usually made of aluminum alloy or steel) can shield a space electromagnetic field generated by a magnetic coupling mechanism, the electromagnetic field intensity on the outer side of the wheel is tested to be lower than 27uT in a simulation mode, the maximum radiation value of a human body required in an ICNRP (integrated circuit radio network radio protection protocol) guideline is met, and therefore the space magnetic field of the magnetic coupling mechanism transmitted by wireless electric energy cannot cause harm to the human body in the process of getting on and off the vehicle.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments of the invention and, together with the description, serve to explain the invention and not to limit the invention.
In the drawings:
FIG. 1 is a schematic circuit diagram of a power electronic module assembly according to the present invention;
FIG. 2 is a schematic circuit diagram of a primary side controller and a secondary side controller according to the present invention;
FIG. 3 is a schematic view of an assembled structure of a magnetic coupling mechanism based on coils in a wheel;
FIG. 4 is a front view of a magnetic coupling mechanism based on coils within a wheel;
FIG. 5 is a schematic view of a magnetic coupling mechanism based on coils within a wheel;
fig. 6 is a schematic view of the static wireless power supply principle of the hub motor indoor/outdoor parking space according to embodiment 1;
fig. 7 is a schematic diagram of a semi-dynamic wireless power supply principle at a traffic light intersection of a hub motor according to embodiment 2;
FIG. 8 is a schematic diagram of a semi-dynamic wireless power supply principle of the hub motor bus stop described in embodiment 3;
fig. 9 is a schematic view of the dynamic wireless power supply principle of the hub motor highway or the urban expressway according to embodiment 4;
the system comprises a direct current constant voltage source 1, an inverter 2, a driver 3, a primary side controller 4, a primary side resonance unit 5, a magnetic coupling mechanism transmitting end 6, a magnetic coupling mechanism receiving end 7, a secondary side resonance unit 8, a rectifier 9, a secondary side controller 10, a voltage reduction and stabilization module 11, a hub motor 12, a lithium battery pack 13, a power electronic assembly 14, a shielding shell 15, a tire 16 and a transmission shaft 17.
Detailed Description
The following detailed description of embodiments of the invention is provided in conjunction with the appended drawings:
the first embodiment is as follows: this embodiment is described with reference to fig. 1 to 9. The wireless power transmission system of the hub motor of the electric vehicle based on the in-wheel coil structure in the embodiment comprises a power electronic module assembly 14, a magnetic coupling mechanism transmitting end 6 and a magnetic coupling mechanism receiving end 7, wherein the power electronic module assembly 14 is in signal connection with the magnetic coupling mechanism transmitting end 6 and the magnetic coupling mechanism receiving end 7, the magnetic coupling mechanism transmitting end 6 is installed between a tire 16 and a hub shell, the magnetic coupling mechanism receiving end 7 is installed below the magnetic coupling mechanism transmitting end 6, and the power electronic module assembly 14 is installed on the periphery of a transmission shaft 17 of a hub motor 12. And a shielding shell 15 is arranged on the outer side of the in-wheel motor 12.
The receiving end 7 of the magnetic coupling mechanism is of a curved surface structure, the radian of the receiving end is the same as that of the hub shell, and the receiving end 7 of the magnetic coupling mechanism is fixed with the hub shell, coaxial with the hub motor 12 and does not rotate.
The power electronic module assembly 14 comprises a direct-current constant-voltage source 1, an inverter 2, a driver 3, a primary side controller 4, a rectifier 9, a secondary side controller 10 and a voltage-reducing and voltage-stabilizing module 11, the in-wheel motor 12 is sequentially connected with the voltage-reducing and voltage-stabilizing module 11, the rectifier 9 is sequentially connected with a secondary side resonance unit 8 and a magnetic coupling mechanism receiving end 7, the voltage-reducing and voltage-stabilizing module 11 is sequentially connected with a lithium battery pack 13, the direct-current constant-voltage source 1, the inverter 2, the driver 3 and the primary side controller 4 are sequentially connected, and the inverter 2 is sequentially connected with a primary side resonance unit 5 and a magnetic coupling mechanism transmitting end 6.
The inverter 2 is used for realizing DC-AC conversion, the driver 3 is used for generating driving signals to drive four paths of MOSFET switching tubes in the inverter 2, the primary and secondary resonant units 5 and 8 are matched with the transmitting end 6 of the magnetic coupling mechanism and the receiving end 7 of the magnetic coupling mechanism to form a magnetic coupling resonant cavity which is used for generating a space alternating magnetic field to realize wireless transmission of energy, and the rectifier 9 is used for realizing AC-DC conversion and realizing DC-DC conversion through the voltage reduction and stabilization module 11, so that the driving of the hub motor 12 and the energy storage of the lithium battery 13 are realized. The primary side controller 4 and the secondary side controller 10 both comprise a current sensor 4-1, a modulation and demodulation module 4-2, a PI control module 4-3 and a Wi-Fi communication module 4-4, and are used for realizing constant voltage and constant current control and maximum efficiency tracking control of the system. The primary and secondary resonant cells 5 and 8 may employ any form of compensation network consistent with circuit topology interoperability including, but not limited to, S-S, S-P, P-P, P-S, LCC-S, LCC-LCC, LCL-LCL, LCL-S or other complex high order topologies. The parts are wrapped by a non-metal shell, and the materials can be PLA, ABS or PMMA.
The direct current passes through the inverter 2 and then passes through the resonant cavity to convert the electric energy into a high-frequency alternating magnetic field, so that alternating current with the same frequency is generated in a receiving end of the magnetic coupling mechanism in a coupling mode, and then the alternating current is rectified, reduced in voltage and stabilized in voltage to be converted into a voltage and current parameter grade suitable for driving of the hub motor and energy storage of the lithium battery, and therefore non-contact wireless transmission of the electric energy is achieved.
The transmitting end 6 of the magnetic coupling mechanism comprises a transmitting end coil 6-1 and a transmitting end magnetic core 6-2, and the transmitting end magnetic core 6-2 is positioned on the lower side of the transmitting end coil 6-1.
The transmitting end coil 6-1 can be designed into a square type, a round type, a DD type, a DDQ type, a three-phase stacked type, a multi-small coil type, a long guide rail type, a bipolar type and other integrated coil structure forms.
The receiving end 7 of the magnetic coupling mechanism comprises a receiving end coil 7-1 and a receiving end magnetic core 7-2, and the receiving end coil 7-1 is arranged on the receiving end magnetic core 7-2.
The receiving end coil 7-1 can be designed into a square type, a round type, a DD type, a DDQ type, a three-phase stacked type and other integrated coil structure forms.
The transmitting end coil and the receiving end coil can be matched arbitrarily by selecting a structure with interoperability, and have strong interoperability and expanded design universality.
The primary side resonance unit 5 is located on the inner side of a transmitting end coil of the magnetic coupling mechanism, and the secondary side resonance unit 8 is located on the inner side of a receiving end coil of the magnetic coupling mechanism.
The hub motor 12 is located inside the tire 16, the magnetic coupling mechanism receiving end 7 is installed at the bottom of a shell of the hub motor 12 and located between the hub motor 12 and the tire 16, and the power electronic module assembly 14 is installed on the side face of the hub motor 12. The magnetic coupling mechanism receiving end 7 is arranged on the inner side of the tire, and the shielding shell 15 is arranged on the outer portion of the tire and used for shielding a space electromagnetic field generated in the vertical direction of the magnetic coupling mechanism.
As can be seen from fig. 2, the receiving end 7 of the magnetic coupling mechanism is directly connected to the bottom housing of the hub motor 12 of the electric vehicle, but does not rotate with the rotation of the hub motor, which is the greatest difference compared with the conventional wireless power transmission system of the electric vehicle and is also one of the key protection points of the present patent, and through the integrated design of the hub motor 12, the power electronic module assembly 14 and the magnetic coupling mechanisms 6 and 7, the wireless power transmission system of the present invention has the advantages of high efficiency, good road adaptability, etc.
Example 1:
referring to fig. 6, the embodiment is specifically described, and the in-wheel coil structure-based wireless power transmission system for the hub motor of the electric vehicle is mainly applied to the field of static wireless charging of the electric vehicle. The application object of this embodiment is an electric vehicle parked in a fixed parking space, the size of the transmitting end of the magnetic coupling mechanism is 800mm × 400mm, 22 turns are wound by using 0.05 × 3000 graziz wires, the size of the receiving end of the magnetic coupling mechanism is 220mm × 220mm, the arc design bending angle is about 60 °, and 14 turns are wound by using 0.05 × 3000 graziz wires. Wherein, one set of magnetic coupling mechanism can realize 5 kW's maximum power output, and the four wheel hubs of whole car can realize 20 kW's maximum power output ability altogether. In addition, as can be seen from fig. 5, since the size of the transmitting end is larger than that of the receiving end in both the length direction and the width direction, the magnetic coupling mechanism based on the in-wheel coil structure provided by the invention has good offset adaptability, and even when the parking position is not completely located in the center of the parking area, the system can still realize derating operation as long as the two sides of the magnetic coupling mechanism contain the coverage area. The transmitting end coil 6-1 of the magnetic coupling mechanism of the electric automobile hub motor wireless power transmission system based on the in-wheel coil structure can be designed into square, round, DD, DDQ and other integrated coil structure forms; the receiving end coil 7-1 of the magnetic coupling mechanism can be designed into a square type, a round type, a DD type, a DDQ type, a three-phase stacking type and other integrated coil structure forms; the coils of the transmitting end and the receiving end can be selected to be matched with each other at will, and the primary side resonant network and the secondary side resonant network can adopt any form of compensation network conforming to the interoperability of circuit topology, including but not limited to S-S, S-P, P-P, P-S, LCC-S, LCC-LCC, LCL-LCL, LCL-S or other complex high-order topological structures.
Example 2:
referring to fig. 7, the embodiment is specifically described, and the in-wheel coil structure-based wireless power transmission system for the hub motor of the electric vehicle is mainly applied to the field of semi-dynamic wireless charging of the electric vehicle. The application object of the embodiment is an electric automobile which stops at a road intersection and waits for a signal lamp, the size of the transmitting end of the magnetic coupling mechanism is 1000mm × 400mm, 22 turns are wound by adopting 0.05 × 3000 grazis wires, the size of the receiving end of the magnetic coupling mechanism is 220mm × 220mm, the arc design bending angle is about 60 degrees, and 14 turns are wound by adopting 0.05 × 3000 grazis wires. Wherein, one set of magnetic coupling mechanism can realize 5 kW's maximum power output, and the four wheel hubs of whole car can realize 20 kW's maximum power output ability altogether.
Unlike embodiment 1, the present embodiment considers short-time parking charging, i.e., semi-dynamic wireless power transmission, applied to an intersection of road traffic. Through relevant research and big data calculation, a magnetic coupling mechanism transmitting coil is laid in a 20 m-30 m parking area of an urban main road or other traffic light intersections with large traffic flow, as shown in fig. 6, and the advantages of the embodiment can be realized to the greatest extent. Because the alternating time of the traffic lights of the main road at home is about 2 minutes, the endurance mileage replenishment of about 2.6km can be realized when waiting at one intersection at the charging endurance mileage rate of 80km/h of the current 20kW wireless charging system, and the driving is completely enough to continue the power replenishment in the next charging area.
In addition, as can be seen from fig. 7, since the size of the transmitting end is larger than that of the receiving end in both the length direction and the width direction, the magnetic coupling mechanism based on the in-wheel coil structure provided by the invention has good offset adaptability, and even when the parking position is not completely located in the center of the parking area, the system can still realize derating operation as long as the two sides of the magnetic coupling mechanism contain the coverage area. The transmitting end coil 6-1 of the magnetic coupling mechanism of the electric automobile hub motor wireless power transmission system based on the in-wheel coil structure can be designed into square, round, DD, DDQ and other integrated coil structure forms; the receiving end coil 7-1 of the magnetic coupling mechanism can be designed into a square type, a round type, a DD type, a DDQ type, a three-phase stacking type and other integrated coil structure forms; the coils of the transmitting end and the receiving end can be selected to be matched with each other at will, and the primary side resonant network and the secondary side resonant network can adopt any form of compensation network conforming to the interoperability of circuit topology, including but not limited to S-S, S-P, P-P, P-S, LCC-S, LCC-LCC, LCL-LCL, LCL-S or other complex high-order topological structures.
Example 3:
referring to fig. 8, the embodiment is specifically described, and the in-wheel coil structure-based wireless power transmission system for the hub motor of the electric vehicle is mainly applied to the field of semi-dynamic wireless charging of the electric vehicle. The application object of the embodiment is an electric automobile which is parked in a special parking space of a bus to wait for passengers to get on or off the bus, the size of the transmitting end of the magnetic coupling mechanism is 1000mm x 400mm, 22 turns are wound by adopting 0.05 x 3000 stranded litz wires, the size of the receiving end of the magnetic coupling mechanism is 220mm x 220mm, the arc design bending angle is about 60 degrees, and 14 turns are wound by adopting 0.05 x 3000 stranded litz wires. Wherein, one set of magnetic coupling mechanism can realize 5 kW's maximum power output, and the four wheel hubs of whole car can realize 20 kW's maximum power output ability altogether.
Similar to the embodiment, the embodiment considers the short-time parking charging applied to the bus stop, namely, the semi-dynamic wireless power transmission. The magnetic coupling mechanism transmitting coil is laid in the bus-dedicated parking area, as shown in fig. 7, so that the advantages of the embodiment can be realized to the greatest extent. As the average stop time of the domestic middle and large-sized buses is about 40 seconds, about 1km of cruising mileage can be replenished when waiting at one intersection at the charging cruising mileage rate of 80km/h of the current 20kW wireless charging system, and the vehicles can be driven to the next charging area to continue to replenish electricity.
In addition, as can be seen from fig. 8, since the size of the transmitting end is larger than that of the receiving end in both the length direction and the width direction, the magnetic coupling mechanism based on the in-wheel coil structure provided by the invention has good offset adaptability, and even when the parking position is not completely located in the center of the parking area, the system can still realize derating operation as long as the two sides of the magnetic coupling mechanism contain the coverage area. The transmitting end coil 6-1 of the magnetic coupling mechanism of the electric automobile hub motor wireless power transmission system based on the in-wheel coil structure can be designed into square, round, DD, DDQ and other integrated coil structure forms; the receiving end coil 7-1 of the magnetic coupling mechanism can be designed into a square type, a round type, a DD type, a DDQ type, a three-phase stacking type and other integrated coil structure forms; the coils of the transmitting end and the receiving end can be selected to be matched with each other at will, and the primary side resonant network and the secondary side resonant network can adopt any form of compensation network conforming to the interoperability of circuit topology, including but not limited to S-S, S-P, P-P, P-S, LCC-S, LCC-LCC, LCL-LCL, LCL-S or other complex high-order topological structures.
Example 4:
referring to fig. 9, the embodiment is specifically described, and the in-wheel coil structure-based wireless power transmission system for the hub motor of the electric vehicle is mainly applied to the field of dynamic wireless charging of the electric vehicle. The application object of the embodiment is an electric automobile running on an expressway or an urban expressway, the size of a transmitting end of the magnetic coupling mechanism is 1000mm x 400mm by adopting a dynamic wireless power transmission sectional type guide rail structure, the magnetic coupling mechanism is wound by 0.05 x 3000 grazing lines, the size of a receiving end of the magnetic coupling mechanism is 220mm x 220mm, the arc design bending angle is about 60 degrees, and 14 turns are wound by 0.05 x 3000 grazing lines. Wherein, one set of magnetic coupling mechanism can realize 5 kW's maximum power output, and the four wheel hubs of whole car can realize 20 kW's maximum power output ability altogether.
Different from the above embodiments, the present embodiment considers a dynamic wireless power transmission scenario applied to an electric vehicle on an expressway or an urban expressway, and lays a magnetic coupling mechanism transmitting coil on a expressway, as shown in fig. 9, so that the advantages of the present embodiment can be achieved to the greatest extent. The transmitting end of the dynamic wireless guide rail adopts a sectional type structure, when a vehicle runs to be close to the guide rail of the magnetic coupling transmitting end, the guide rail automatically starts a charging mode in advance, and is closed after time lag when the vehicle leaves the guide rail, so that the problems of overcurrent impact and the like caused by dynamic running can be avoided to a great extent. The dynamic identification of the transmitting end and the receiving end can be realized by means of radio frequency, Wi-Fi, Bluetooth, laser radar and the like, and the high-precision segmental guide rail switching control can be realized.
In addition, as can be seen from fig. 9, since the size of the transmitting end is larger than that of the receiving end in both the length direction and the width direction, the magnetic coupling mechanism based on the in-wheel coil structure provided by the invention has good offset adaptability, and even when the parking position is not completely located in the center of the parking area, the system can still realize derating operation as long as the two sides of the magnetic coupling mechanism contain the coverage area. The transmitting end coil 6-1 of the magnetic coupling mechanism of the electric automobile hub motor wireless power transmission system based on the in-wheel coil structure can be designed into a three-phase stacked type, a multi-small coil type, a long guide rail type, a bipolar type and other dynamic guide rail forms; the receiving end coil 7-1 of the magnetic coupling mechanism can be designed into a square type, a round type, a DD type, a DDQ type, a three-phase stacking type and other integrated coil structure forms; the coils of the transmitting end and the receiving end can be selected to be matched with each other at will, and the primary side resonant network and the secondary side resonant network can adopt any form of compensation network conforming to the interoperability of circuit topology, including but not limited to S-S, S-P, P-P, P-S, LCC-S, LCC-LCC, LCL-LCL, LCL-S or other complex high-order topological structures.
The above-mentioned embodiments further explain the objects, technical solutions and advantages of the present invention in detail. It should be understood that the above-mentioned embodiments are only examples of the present invention, and are not intended to limit the present invention, and that the reasonable combination of the features described in the above-mentioned embodiments can be made, and any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. The utility model provides an electric automobile wheel hub motor wireless power transmission system based on interior coil structure of wheel, its characterized in that, includes power electronics module assembly (14), magnetic coupling mechanism transmitting terminal (6) and magnetic coupling mechanism receiving terminal (7), power electronics module assembly (14) and magnetic coupling mechanism transmitting terminal (6) and magnetic coupling mechanism receiving terminal (7) signal connection, magnetic coupling mechanism transmitting terminal (6) are installed between tire (16) and wheel hub shell, magnetic coupling mechanism receiving terminal (7) are installed in the below of magnetic coupling mechanism transmitting terminal (6), power electronics module assembly (14) are installed in the periphery of transmission shaft (17) of wheel hub motor (12).
2. The electric automobile hub motor wireless power transmission system based on the in-wheel coil structure according to claim 1, characterized in that the receiving end (7) of the magnetic coupling mechanism is a curved surface structure, the radian of the curved surface structure is the same as that of the hub shell, and the receiving end (7) of the magnetic coupling mechanism is fixed with the hub shell, coaxial with the hub motor (12), and does not rotate.
3. The in-wheel coil structure-based wireless power transmission system for electric automobile hub motors of claim 1, wherein the power electronic module assembly (14) comprises a direct-current constant-voltage source (1), an inverter (2), a driver (3), a primary side controller (4), a rectifier (9), a secondary side controller (10) and a voltage reduction and voltage stabilization module (11), the in-wheel motor (12) is sequentially connected with the voltage reduction and voltage stabilization module (11), the rectifier (9) and the secondary side controller (10), the rectifier (9) is sequentially connected with a secondary side resonance unit (8) and a magnetic coupling mechanism receiving end (7), the voltage reduction and voltage stabilization module (11) is sequentially connected with a lithium battery pack (13), the direct-current constant-voltage source (1), the inverter (2), the driver (3) and the primary side magnetic coupling controller (4) are sequentially connected, and the inverter (2) is sequentially connected with a primary side resonance unit (5) and a magnetic coupling mechanism transmitting end (6) And (4) connecting.
4. The in-wheel coil structure-based wireless power transmission system for the hub motor of the electric automobile according to claim 1, wherein the primary side controller (4) and the secondary side controller (10) both comprise a current sensor (4-1), a modulation and demodulation module (4-2), a PI control module (4-3) and a Wi-Fi communication module (4-4) and are used for realizing constant voltage and constant current control and maximum efficiency tracking control of the system.
5. The electric automobile hub motor wireless power transmission system based on the in-wheel coil structure is characterized in that a shielding shell (15) is installed on the outer side of the hub motor (12).
6. The electric automobile hub motor wireless power transmission system based on the in-wheel coil structure according to claim 1, characterized in that the magnetic coupling mechanism transmitting end (6) comprises a transmitting end coil (6-1) and a transmitting end magnetic core (6-2), the transmitting end coil (6-1) is wound around the transmitting end magnetic core (6-2), the magnetic coupling mechanism receiving end (7) comprises a receiving end coil (7-1) and a receiving end magnetic core (7-2), and the receiving end coil (7-1) is arranged on the receiving end magnetic core (7-2).
7. The electric automobile hub motor wireless power transmission system based on the in-wheel coil structure according to claim 6, wherein the transmitting end coil (6-1) is designed to be square, round, DD, DDQ, three-phase stacked, multi-small coil, long guide rail or bipolar.
8. The electric automobile hub motor wireless power transmission system based on the in-wheel coil structure is characterized in that the receiving end coil (7-1) is designed to be square, round, DD, DDQ or three-phase stacked.
9. The in-wheel coil structure-based wireless power transmission system for the hub motor of the electric automobile according to claim 3, wherein the primary side resonance unit (5) is located inside the transmitting end coil (6-1), the secondary side resonance unit (8) is located inside the receiving end coil (7-1), and the primary side resonance unit (5) and the secondary side resonance unit (8) adopt a compensation network conforming to circuit topology interoperability.
10. The in-wheel coil structure-based wireless power transmission system for hub motors of electric vehicles according to claim 9, wherein the compensation network is S-S, S-P, P-P, P-S, LCC-S, LCC-LCC, LCL-LCL, LCL-S or other complex high-order topologies.
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| CN202110975553.9A CN113787922A (en) | 2021-08-24 | 2021-08-24 | Wireless power transmission system of electric vehicle in-wheel motor based on in-wheel coil structure |
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| CN202110975553.9A CN113787922A (en) | 2021-08-24 | 2021-08-24 | Wireless power transmission system of electric vehicle in-wheel motor based on in-wheel coil structure |
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Application publication date: 20211214 |