DESC:WIRELESS ENERGY TRANSFER SYSTEM
CROSS-REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202321031059 filed on 01/05/2023, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
The present disclosure generally relates to wireless charging of electric vehicle(s). The present disclosure particularly relates to a system for wirelessly charging at least one battery pack of an electric vehicle.
BACKGROUND
Recently, there has been a rapid development in electric vehicles because of their ability to resolve pollution-related problems and serve as a clean mode of transportation. Generally, electric vehicles include a battery pack, power pack, and/or combination of electric cells for storing electricity required for the propulsion of the vehicles. The electrical power stored in the power pack of the electric vehicle is supplied to the traction motor for moving the electric vehicle. Once the electrical power stored in the battery pack of the electric vehicle is depleted, the battery pack is required to be charged from a power source.
Conventionally, the power packs for electric vehicles are charged through plugin wired connection through a power source either residential outlet or commercial charging stations. However, during plug in wired charging of power packs, the physical connection between the power packs and the charging cable is required for charging at regular time intervals that causes and increases the wear and tear of the connectors due to frequent plugging and unplugging of the cables from the connectors. Moreover, the connectors of the vehicle are exposed to environment that causes corrosion and other damages to the exposed connectors. The increase in wear and tear and corrosion reduces the life of the vehicle and increases the maintenance cost. During plugin wired charging of the power packs, the exposure of connectors causes harms to the human life as a result of the spark, electric shocks or bursts of power packs.
An alternative solution to the plugin wired charging of the electric vehicle is wireless charging of the electric vehicle. With recent developments in the area of wireless charging of electric vehicles, the electric vehicle is parked over a wireless charging system and the power transferred wirelessly to the power pack of the electric vehicle to charge the power pack of the electric vehicle. However, such systems suffer from multiple problems. There is a considerable amount of distance between the transmitter coil and the receiver coil based on the ground clearance of the vehicle. The larger distance poses difficulty in alignment of the coils and thereby increases the electric energy losses during transmission of electric power. For improving the alignment between the coils, in wireless charging systems, the number of coils is increased in the transmitter coil. However, the increase in number of coils increases the unutilized magnetic field and thereby further widens the power transfer losses. In addition, the onboard charging apparatus of typical wireless charger is heavy due to larger weight and volume occupancy in the vehicle and thereby, demands high electrical power and reduces the performance of the power packs. Furthermore, the horizontal wireless charging systems are not suitable particularly for two wheelers as the horizontal surface area is not large enough for efficient power transfer.
Therefore, there exists a need for an improved charging system for electric vehicles that overcomes one or more problems associated as set forth above.
SUMMARY
An object of the present disclosure is to provide a system for wirelessly charging at least one battery pack of an electric vehicle.
In accordance with an aspect of the present disclosure, there is provided a describes system for wirelessly charging at least one battery pack of an electric vehicle. The system comprises a grid module, a vehicle module, and a coil alignment mechanism. The grid module is connected to a power source. The vehicle module is connected to the battery pack of the electric vehicle, wherein the vehicle module comprises at least one receiver coil. The coil alignment mechanism comprises at least one delivery coil connected with the grid module. The coil alignment mechanism is configured to align the at least one delivery coil with the at least one receiver coil for wirelessly charging the battery pack of the electric vehicle.
The present disclosure provides system for wirelessly charging at least one battery pack of an electric vehicle. The system for wirelessly charging the at least one battery pack of the electric vehicle as disclosed in the present disclosure is advantageous in terms of providing mechanical connector-less charging to the at least one battery pack of the electric vehicle. Beneficially, the connector-less charging of the battery pack reduces mechanical wear and tear of the charging connector over time, thus, may increase operational life of the electric vehicle. The system as disclosed in the present disclosure is advantageous in terms of improved charging efficiency as airgap between the magnetic coils is minimal. Furthermore, the system of the present disclosure is advantageous in terms of ensuring proper alignment between the magnetic coils for efficient power transfer. Moreover, the system of the present disclosure is advantageous in terms of eliminating open electrical connectors and/or contactors improving human safety around the system while the system is operational. Moreover, the system of the present disclosure is advantageous in terms of efficient and maximum power transfer from the power source to the electric vehicle.
Additional aspects, advantages, features, and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments constructed in conjunction with the appended claims that follow.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
Figure 1 illustrates a block diagram of a system for wirelessly charging at least one battery pack of an electric vehicle, in accordance with an embodiment of the present disclosure.
Figure 2 illustrates a circuit diagram of the system for wirelessly charging the at least one battery pack of the electric vehicle, in accordance with an embodiment of the present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognize that other embodiments for carrying out or practicing the present disclosure are also possible.
The description set forth below in connection with the appended drawings is intended as a description of certain embodiments of a system for wirelessly charging at least one battery pack of electric vehicle and is not intended to represent the only forms that may be developed or utilized. The description sets forth the various structures and/or functions in connection with the illustrated embodiments; however, it is to be understood that the disclosed embodiments are merely exemplary of the disclosure that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.
The terms “comprise”, “comprises”, “comprising”, “include(s)”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, or system that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or system. In other words, one or more elements in a system or apparatus preceded by “comprises... a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings which are shown by way of illustration-specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.
The present disclosure will be described herein below with reference to the accompanying drawings. In the following description, well-known functions or constructions are not described in detail since they would obscure the description with unnecessary detail.
As used herein, the terms “electric vehicle”, “EV”, and “EVs” are used interchangeably and refer to any vehicle having stored electrical energy, including the vehicle capable of being charged from an external electrical power source. This may include vehicles having batteries that are exclusively charged from an external power source, as well as hybrid vehicles which may include batteries capable of being at least partially recharged via an external power source. Additionally, it is to be understood that the ‘electric vehicle’ as used herein includes electric two-wheelers, electric three-wheelers, electric four-wheelers, electric pickup trucks, electric trucks, and so forth.
As used herein, the terms “battery pack”, “battery”, and “power pack” are used interchangeably and refer to multiple individual battery cells connected to provide a higher combined voltage or capacity than what a single battery can offer along with the necessary electronic components and circuitry required to do so. The battery pack is designed to store electrical energy and supply it as needed to various devices or systems. Battery packs, as referred herein may be used for various purposes such as power electric vehicles and other energy storage applications. Furthermore, the battery pack may include additional circuitry, such as a battery management system (BMS), to ensure the safe and efficient charging and discharging of the battery cells. The battery pack comprises a plurality of cell arrays which in turn comprises a plurality of battery cells.
As used herein, the term “grid module” refers to group of electronic components of the charging system present on the charging station. The grid module transforms the electric power received from the grid into suitable form for wireless charging of the electric vehicle.
As used herein, the term “vehicle module” refers to group of electronic components of the charging system present in the vehicle. The vehicle module transforms the wirelessly received power from the grid module into suitable form for charging of the electric vehicle.
As used herein, the term “coil alignment mechanism” refers to an electro-mechanical system capable of aligning coils of the grid module and the vehicle module for efficient wireless charging of the electric vehicle.
As used herein, the term “delivery coil” refers to coil present in the grid module for delivering high frequency electro-magnetic power transfer.
As used herein, the term “receiver coil” refers to coil present in the vehicle module for receiving high frequency electro-magnetic power transfer.
As used herein, the term “delivery coil suspension” refers to a mechanical component of the coil alignment mechanism that enables movement of the delivery coil for alignment of the delivery coil with the receiver coil. The delivery coil suspension may comprise a spring-loaded suspension mechanism that allows free movement of the delivery coil to a particular extent. Furthermore, the delivery coil suspension may comprise wiring to electrically connect the delivery coils with the grid module, particularly, the high frequency DC-AC resonant converter.
As used herein, the term “delivery coil enclosure” refers to an enclosure for physically enclosing the at least one delivery coil. The enclosure may be made up of an electrically isolating material.
As used herein, the term “active front-end AC-DC converter” refers to a component to convert the alternating current (AC) power from a power source into a direct current (DC) link voltage. The converter referred herein within the grid module, converts AC input received from the power source, into the DC link voltage. The power source may be a grid based electrical supply. The converter actively shapes the AC input current waveform to be in phase with waveform of AC input voltage. The shaping of the AC input waveform corrects the power factor of the AC input. Consequently, the converter rectifies the AC input to produce the DC link voltage as output of the converter.
As used herein, the term “inductor” refers to the component that stores electrical energy in the form of a magnetic field and release the stored energy as electrical energy, on requirements. The inductor used herein, is included in the active front- end AC-DC converter to store electrical energy during supply of high amplitude of the AC input current to the inductor from the power source and release the stored electrical energy during supply of low amplitude of AC input current. The alternate storing and releasing of energy shape the waveform of AC input current to be in phase with the AC input voltage of the power source at the output of the inductor. The shaping will reduce the losses in the AC input. The timing and the magnitude of the AC input current in the inductor is adjusted to actively shape the waveform of AC input current.
As used herein, the term “rectification bridge” refers to an electronic component to convert the incoming AC current/ applied AC voltage into a pulsating DC voltage. The rectification bridge used herein in the active front-end AC-DC converter converts the AC input current/voltage received from the power source into DC link voltage. The rectification bridge rectifies the AC input to convert the AC input into the DC link voltage of magnitude ranging around 380 V to 420 V i.e. high voltage. The rectification bridge includes switches including insulated gate bipolar transistors (IGBTs) or metal-oxide-semiconductor field-effect transistors (MOSFETs). The switches are arranged in a bridge configuration. The switching of the state of switches is controlled to rectify the AC input voltage/current waveform. The rectification bridge act as rectifier and performs rectification of input voltage in one direction from AC input to DC link voltage. The rectification bridge act as inverter and performs conversion of DC link voltage back to AC input in opposite direction. The timing and duration of the switching controls the generation of the DC link voltage.
As used herein, the term “high frequency DC-AC resonant converter” refers to the component that converts DC link voltage into a high frequency AC input for the delivery coil. The high frequency DC-AC resonant converter used herein in DC-DC converter, receives the DC voltage from the active front end AC-DC converter along with DC link capacitor and converts DC voltage into AC input voltage/current of a high frequency. The high frequency DC-AC resonant converter includes insulated gate bipolar transistors (IGBTs) or metal-oxide-semiconductor field-effect transistors (MOSFETs), as switches. The switching rate of the switching sequence of the pair of switches of the switching legs, determines the amplitude and the frequency of the AC input at the output of the high frequency DC-AC resonant converter. The frequency/rate of the switching may be controlled to stay close to the resonant frequency of the resonant components of the high frequency DC-AC resonant converter, to efficiently convert the DC voltage into high frequency AC input. Such operation of the resonant converter minimizes the switching loss during operation of the high frequency DC-AC resonant converter.
As used herein, the term “switching legs” refers to the circuit provided in the high frequency resonant DC-AC converter for conversion of power either from AC to DC or from DC to AC. Each of the switching leg comprises a pair of switches. The switching legs may be arranged in a bridge configuration. Furthermore, the number of switching legs in the converter may be determined according to the number of phases to be converted.
As used herein, the term “DC link capacitor” refers to the component that stores electrical energy of DC link power, during periods of high voltage or high-power availability to be utilized during periods of lower voltage or low-power. The DC link capacitor used herein in the grid module, absorbs electrical energy of the DC link voltage while the magnitudes of voltage are high. The DC link capacitor releases electrical energy during the lower magnitudes of the DC link voltage. The alternate storage and release of electrical energy minimizes the voltage ripples from DC link voltage to smooth out the DC link voltage at the output of the first DC link capacitor.
As used herein, the term “control unit” present in the grid module refers to the component to control the operation of the active front-end AC-DC converter and the high frequency DC-AC resonant converter. The control unit may be a computational element that is operable to respond to and process instructions that controls the components in the system. Optionally, the control unit comprises a microprocessor and a micro-controller, a complex instruction set computing (CISC) microprocessor, a reduced instruction set (RISC) microprocessor, a very long instruction word (VLIW) microprocessor, a digital signal processor, or any other type of processing unit. In active front-end AC-DC converter, the control unit controls the timing and magnitude of the AC input in the inductor to variably shape the waveform of AC input. The control unit controls the timing and duration of the switching of the switches of the rectification bridge to control the DC link voltage at output of the rectification bridge. The control unit may operate based on instructions stored in a memory. The control unit may generate control signals to control the operation of the active front end AC-DC converter and the high frequency DC-AC converter.
As used herein, the term “battery management system” refers to an electronic system used herein in the vehicle module, that monitors the plurality of parameters associated with battery pack and manages the charging/discharging of the plurality of battery cells of the battery pack. The plurality of parameters may include the voltage and current associated with the battery pack. The battery management system manages the operation within the safe current and voltage limits. Furthermore, the battery management system may protect the battery pack from damage by preventing overcharging, over-discharging, overheating, and other abnormal conditions. Furthermore, the battery management system may balance the voltage across the individual cells in a battery pack to extend the battery's life and improve its performance. Moreover, the battery management system estimates the battery's state of charge (SoC), state of health (SoH), and remaining capacity.
As used herein, the term “control unit” present in the vehicle module refers to component to control the operation of a high frequency AC-DC converter. The control unit present in the vehicle module may be communicably coupled with the battery management system. The control unit may be a computational element that is operable to respond to and process instructions that controls the components in the system. Optionally, the control unit comprises a microprocessor and a micro-controller, a complex instruction set computing (CISC) microprocessor, a reduced instruction set (RISC) microprocessor, a very long instruction word (VLIW) microprocessor, a digital signal processor, or any other type of processing unit. The control unit may control the switches of the high frequency AC-DC converter to regulate the DC power output provided to charge the battery pack of the electric vehicle.
As used herein, the term “high frequency AC-DC converter” refers to the component that converts the high frequency AC output into a DC power to charge the battery pack of the electric vehicle. The high frequency AC-DC converter used herein, converts the variable AC output of higher frequency received from the receiver coil, in the DC voltage ranging from 40 V to 120V. The high-frequency AC output is rectified into the DC voltage via a bridge rectifier. The bridge rectifier includes switches that includes insulated gate bipolar transistors (IGBTs) and MOSFETs. During the positive half-cycle of the high frequency AC output, the bridge rectifier passes the AC current to pass through first pair of switches in parallel and blocks the AC current through remaining second pair of switches in parallel. During the negative half-cycle of the AC input, the bridge rectifier passes the AC current to pass through second pair of switches and blocks the AC current through first pair of switches. The alternate passing and blocking of the AC current i.e. rectification, generates DC voltage at the output of high frequency bi-directional power converter.
As used herein, the term “switches” refers to refers to power electronics devices that control the flow of electrical current. The switches used herein in the rectification bridge, high frequency DC-AC resonant converter and the high frequency AC-DC converter are wide bandgap switches that are made up of wide band gap materials like SiC, GaN. The wide bandgap materials have higher bandgap energy that increases the electron mobility and thereby enables faster rate of switching. The faster rate of switching of WBG switches reduces the time spent in the high-power dissipation state and consequently lowers the switching losses. The switches may comprise MOSFETs, IGBTs, transistors, or a combination thereof.
As used herein, the term “DC link capacitor” refers to the component present in the vehicle module, that alternately stores and releases the electrical energy obtained during high and low magnitudes of the DC voltage respectively. The alternate storing and releasing of energy eliminate the ripples from the DC voltage to smooth out the DC voltage output.
As used herein, the term ‘communicably coupled’ refers to a bi-directional connection between the various components of the system that enables the exchange of data between two or more components of the system. The components of the system may communicate with each other via suitable communication protocols.
As used herein, the term “load” refers to the battery pack of the electric vehicle which is being charged from the electric power received from the power source.
As used herein, the term “power source” refers to an equipment supplying AC power for charging the load (battery pack of the electric vehicle). The power source may be a grid based electric supply.
Figure 1, in accordance with an embodiment, describes system 100 for wirelessly charging at least one battery pack 102 of an electric vehicle. The system 100 comprises a grid module 104, a vehicle module 106, and a coil alignment mechanism 110. The grid module 104 is connected to a power source. The vehicle module 106 is connected to the battery pack 102 of the electric vehicle, wherein the vehicle module 106 comprises at least one receiver coil 108. The coil alignment mechanism 110 comprises at least one delivery coil 112 connected with the grid module 104. The coil alignment mechanism 110 is configured to align the at least one delivery coil 112 with the at least one receiver coil 108 for wirelessly charging the battery pack 102 of the electric vehicle.
The present disclosure provides system 100 for wirelessly charging at least one battery pack 102 of an electric vehicle. The system 100 for wirelessly charging the at least one battery pack 102 of the electric vehicle as disclosed in the present disclosure is advantageous in terms of providing mechanical connector-less charging to the at least one battery pack 102 of the electric vehicle. Beneficially, the connector-less charging of the battery pack 102 reduces mechanical wear and tear of the charging connector over time, thus, may increase operational life of the electric vehicle. The system 100 as disclosed in the present disclosure is advantageous in terms of improved charging efficiency as airgap between the magnetic coils 108, 112 is minimal. Furthermore, the system 100 of the present disclosure is advantageous in terms of ensuring proper alignment between the magnetic coils 108, 112 for efficient power transfer. Moreover, the system 100 of the present disclosure is advantageous in terms of eliminating open electrical connectors and/or contactors improving human safety around the system 100 while the system 100 is operational. Moreover, the system 100 of the present disclosure is advantageous in terms of efficient and maximum power transfer from the power source to the battery pack 102 of the electric vehicle.
In an embodiment, the grid module 104 comprises an active front-end AC-DC converter 114 connected to the power source, a high frequency DC-AC resonant converter 116 connected to the at least one delivery coil 112, and a DC link capacitor 118 installed between the active front-end AC-DC converter 114 and the high frequency DC-AC resonant converter 116. Beneficially, the grid module 104 transforms the electrical energy received from the power source into suitable form for wireless charging of the battery pack 102 of the electric vehicle.
The DC link capacitor 118 minimize voltage ripple between the active front-end AC-DC converter 114 and the high frequency DC-AC resonant converter 116. It is to be understood that the DC link capacitor 118 absorbs electrical energy of the DC link voltage during higher magnitudes of the DC link voltage and releases energy during the lower magnitudes of the DC link voltage. Beneficially, the DC link capacitor 118 alternately stores and releases the electrical energy to minimize the voltage ripples from DC link voltage.
In an embodiment, the active front-end AC-DC converter 114 comprises a rectification bridge 114a, and an inductor 114b. Beneficially, the rectification bridge 114a rectifies the AC input to generate the DC link voltage. Furthermore, it is to be understood that the inductor 114b is included in the active front-end AC-DC converter 114 to actively shape the waveform of AC input. Beneficially, the shaping of the waveform of the AC input current eliminates the phase shift in the waveform of the AC input thereby, reduces losses.
In an embodiment, the high frequency DC-AC resonant converter 116 comprises at least two switching legs 116a, 116b configured in a bridge configuration, and wherein each of the switching leg comprises a pair of switches S1, S2. It is to be understood that the bridge configuration of switching legs 116a,116b enables conversion of the DC link voltage into AC input of higher frequency. The switching of the state of switches S1, S2 is carried out in a predefined switching sequence i.e. switch S1 of switching leg 116a and switch S2 of another switching leg 116b are in on state in first step and remaining switches S2, S1 are in on state in next step. Beneficially, the alternate switching of the states of the switches S1, S2 of switching legs 116a, 116b in the predefined switching sequence converts the DC link voltage into AC input of high frequency at the output of the high frequency DC-AC resonant converter 116. The switching rate of the switching sequence of state of switches S1, S2 determines the frequency of the high frequency AC input. The high frequency DC-AC resonant converter 116 comprises a resonant circuit, wherein the resonant circuit comprises an inductor and a capacitor. Beneficially, the inductor and the capacitor are in resonance.
In an embodiment, the grid module 104 comprises a control unit 120 configured to control operation of the active front-end AC-DC converter 114 and the high frequency DC-AC resonant converter 116. Beneficially, the control unit 120 is configured to control switching sequence of the pair of switches S1, S2 of each of the switching leg 116a, 116b to convert the DC link voltage received from the active front-end AC-DC converter 114 into a high frequency AC input for the delivery coil 112. Beneficially, the control unit 120 controls the switching frequency and the switching sequence of the pair of switches S1, S2.
It is to be understood that the delivery coil 112 generates a magnetic field upon receiving the high frequency AC input and the generated magnetic field induces a high frequency AC output in the receiver coil 108 of the vehicle module 106. It is to be understood that the high frequency AC voltage at the output of the high frequency DC-AC resonant converter 116 causes the flow of the high frequency AC current in the delivery coil 112. Beneficially, the flow of the high frequency AC current in the delivery coil 112 generates the rapidly changing magnetic field in the vicinity of the delivery coil 112. It is to be understood that the receiver coil 108 of the vehicle module 106, placed in vicinity of the rapidly changing magnetic field, induces with the high frequency AC output voltage via the magnetic inductance. Beneficially, the high frequency AC output voltage causes the flow of the high frequency AC current in the receiver coil 108. The high frequency AC output is converted to DC voltage to charge the battery pack 102.
In an embodiment, the vehicle module 106 comprises a high frequency AC-DC converter 122 connected with the at least one receiver coil 108, a battery management system 124 connected to the battery pack 102, and a DC link capacitor 126 installed between the high frequency AC-DC converter 122 and the battery management system 124. It is to be understood that the high frequency AC-DC converter 122 is configured to convert the high frequency AC output induced in the receiver coil 108 into the DC voltage to charge the at least one battery pack 102.
The DC link capacitor 126 installed between the high frequency AC-DC converter 122 and the battery management system 124 to minimize voltage ripple between the high frequency AC-DC converter 122 and the battery management system 124. Beneficially, the DC link capacitor 126 alternately stores and releases the electrical energy to minimize the voltage ripples from DC voltage.
In an embodiment, the high frequency AC-DC converter 122 comprises at least two switching legs 122a, 122b configured in a bridge configuration, and wherein each of the switching leg comprises a pair of switches W1, W2. It is to be understood that the plurality of switching legs 122a, 122b are included in the high frequency AC-DC converter 122 to connect the switches W1, W2 in a bridge configuration. Beneficially, the switching legs 122a, 122b accommodates and connects the switches W1, W2 in a bridge configuration within the high frequency AC-DC converter 122.
In an embodiment, the vehicle module 106 comprises a control unit 128 configured to control operation of the high frequency AC-DC converter 122. Beneficially, the switches W1, W2 of the plurality of switching legs 122a, 122b are controlled by the control unit 128 to regulate the DC voltage output. In an embodiment, the control unit 128 is configured to control switching operation of the pair of switches W1, W2 of the plurality of switching legs 122a, 122b to convert the high frequency AC output induced in the receiver coil 108 in the DC voltage.
It is to be understood that the high frequency AC-DC converter 122 supplies the DC voltage to the battery management system 124 to charge the at least one battery pack 102. It is to be understood that the battery management system 124 receives the DC voltage from the high frequency AC-DC converter 122 and regulates the transfer of the DC voltage to the battery pack 102. Beneficially, the transfer of the DC voltage to the battery pack 102 charges the battery pack 102.
In an embodiment, the battery management system 124 manages charging of the battery pack 102 of the electric vehicle. It is to be understood that the battery management system 124 monitors a plurality of parameters associated with the at least one battery pack 102. It is to be understood that the battery management system 124 monitors the plurality of parameters that includes voltage and current and compares with the rated voltage and current capacity of the battery pack 102. Beneficially, the battery management system 124 continues the charging/discharging of the battery pack 102 to charge/discharge the battery module 102 within the safe voltage and safe current limit.
In an embodiment, the battery management system 124 is communicably coupled to the control unit 128 to manage charging of the battery pack 102 of the electric vehicle. It is to be understood that the communication of the parameters from the battery management system 124 to the control unit 128 enables the control unit 128 to precisely control the high frequency AC-DC converter 122 to generate the DC voltage output suitable for charging the battery pack 102.
In an embodiment, the coil alignment mechanism 110 comprises at least one delivery coil suspension 110a and at least one delivery coil enclosure 110b. Beneficially, the at least one delivery coil suspension 110a allows movement of the delivery coil 112 enclosed in the at least one delivery coil enclosure 110b to a certain extent for alignment of the delivery coil 112 with the receiver coil 108.
In an embodiment, the at least one delivery coil enclosure 110b is configured to enclose the at least one delivery coil 112. Beneficially, the at least one delivery coil enclosure 110b is made up of an electrically insulating material to create electrical insulation of the delivery coil 112 from the outside surroundings. Moreover, the at least one delivery coil enclosure 110b protects the at least one delivery coil 112 from environmental damage.
In an embodiment, the at least one delivery coil suspension 110a is configured to allow movement of the at least one delivery coil enclosure 110b towards the electric vehicle for alignment of the at least one delivery coil 112 with the at least one receiver coil 108. Beneficially, the at least one delivery coil suspension 110a may comprise a spring-loaded suspension mechanism to allow movement of the at least one delivery coil enclosure 110b towards the electric vehicle for alignment of the at least one delivery coil 112 with the at least one receiver coil 108. Furthermore, the at least one delivery coil suspension 110a may comprise wirings to electrically connect the at least one delivery coil 112 with the high frequency DC-AC resonant converter 116.
In an embodiment, the grid module 104 is configured to magnetize the at least one delivery coil 112 for causing movement of the at least one delivery coil enclosure 110b towards the at least one receiver coil 108. Beneficially, the control unit 120 operates the active front-end AC-DC converter 114 and the high frequency DC-AC resonant converter 116 to deliver a low amount of power to the at least one delivery coil 112 for magnetizing the at least one delivery coil 112. The magnetized at least one delivery coil 112 being enabled to move due to the at least one delivery coil suspension 110a would align with the at least one receiver coil 108 (due to the magnetic force generated in the at least one delivery coil 112).
In an embodiment, the at least one delivery coil 112 and the at least one receiver coil 108 are aligned in a vertical plane to create a high frequency link between the grid module 104 and the vehicle module 106. Beneficially, the positioning and alignment of the at least one delivery coil 112 and the at least one receiver coil 108 in the vertical plane increases the surface area for wireless power transfer enabling higher rate of wireless power transfer from the power source to the battery pack 102 of the electric vehicle.
Figure 2, in accordance with an embodiment, describes circuit diagram of the system 100 for wirelessly charging the at least one battery pack 102 of the electric vehicle. The system 100 comprises the grid module 104, the vehicle module 106, and the coil alignment mechanism 110. The grid module 104 is connected to the power source. The vehicle module 106 is connected to the battery pack 102 of the electric vehicle, wherein the vehicle module 106 comprises the at least one receiver coil 108. The coil alignment mechanism 110 comprises the at least one delivery coil 112 connected with the grid module 104. The coil alignment mechanism 110 is configured to align the at least one delivery coil 112 with the at least one receiver coil 108 for wirelessly charging the battery pack 102 of the electric vehicle. Furthermore, the grid module 104 comprises the active front-end AC-DC converter 114 connected to the power source, the high frequency DC-AC resonant converter 116 connected to the at least one delivery coil 112, and the DC link capacitor 118 installed between the active front-end AC-DC converter 114 and the high frequency DC-AC resonant converter 116. Furthermore, the active front-end AC-DC converter 114 comprises the rectification bridge 114a, and the inductor 114b. Furthermore, the high frequency DC-AC resonant converter 116 comprises the at least two switching legs 116a, 116b configured in the bridge configuration, and wherein each of the switching leg comprises the pair of switches S1, S2. Furthermore, the grid module 104 comprises the control unit 120 configured to control operation of the active front-end AC-DC converter 114 and the high frequency DC-AC resonant converter 116. Furthermore, the vehicle module 106 comprises the high frequency AC-DC converter 122 connected with the at least one receiver coil 108, the battery management system 124 connected to the battery pack 102, and the DC link capacitor 126 installed between the high frequency AC-DC converter 122 and the battery management system 124. Furthermore, the high frequency AC-DC converter 122 comprises the at least two switching legs 122a, 122b configured in the bridge configuration, and wherein each of the switching leg comprises the pair of switches W1, W2. Furthermore, the vehicle module 106 comprises the control unit 128 configured to control operation of the high frequency AC-DC converter 122. Furthermore, the battery management system 124 manages charging of the battery pack 102 of the electric vehicle. Furthermore, the battery management system 124 is communicably coupled to the control unit 128 to manage charging of the battery pack 102 of the electric vehicle. Furthermore, the coil alignment mechanism 110 comprises the at least one delivery coil suspension 110a and the at least one delivery coil enclosure 110b. Furthermore, the at least one delivery coil enclosure 110b is configured to enclose the at least one delivery coil 112. Furthermore, the at least one delivery coil suspension 110a is configured to allow movement of the at least one delivery coil enclosure 110b towards the electric vehicle for alignment of the at least one delivery coil 112 with the at least one receiver coil 108. Furthermore, the grid module 104 is configured to magnetize the at least one delivery coil 112 for causing movement of the at least one delivery coil enclosure 110b towards the at least one receiver coil 108. Furthermore, the at least one delivery coil 112 and the at least one receiver coil 108 are aligned in the vertical plane to create the high frequency link between the grid module 104 and the vehicle module 106.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combinations of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, and “is” used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings, and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.
,CLAIMS:WE CLAIM:
1. A system (100) for wirelessly charging at least one battery pack (102) of an electric vehicle, wherein the system (100) comprises:
- a grid module (104) connected to a power source;
- a vehicle module (106) connected to the battery pack (102) of the electric vehicle, wherein the vehicle module (106) comprises at least one receiver coil (108); and
- a coil alignment mechanism (110) comprising at least one delivery coil (112) connected with the grid module (104),
wherein the coil alignment mechanism (110) is configured to align the at least one delivery coil (112) with the at least one receiver coil (108) for wirelessly charging the battery pack (102) of the electric vehicle.
2. The system (100) as claimed in claim 1, wherein the grid module (104) comprises an active front-end AC-DC converter (114) connected to the power source, a high frequency DC-AC resonant converter (116) connected to the at least one delivery coil (112), and a DC link capacitor (118) installed between the active front-end AC-DC converter (114) and the high frequency DC-AC resonant converter (116).
3. The system (100) as claimed in claim 2, wherein the active front-end AC-DC converter (114) comprises a rectification bridge (114a), and an inductor (114b).
4. The system (100) as claimed in claim 2, wherein the high frequency DC-AC resonant converter (116) comprises at least two switching legs (116a, 116b) configured in a bridge configuration, and wherein each of the switching leg comprises a pair of switches (S1, S2).
5. The system (100) as claimed in claim 1, wherein the grid module (104) comprises a control unit (120) configured to control operation of the active front-end AC-DC converter (114) and the high frequency DC-AC resonant converter (116).
6. The system (100) as claimed in claim 1, wherein the vehicle module (106) comprises a high frequency AC-DC converter (122) connected with the at least one receiver coil (108), a battery management system (124) connected to the battery pack (102), and a DC link capacitor (126) installed between the high frequency AC-DC converter (122) and the battery management system (124).
7. The system (100) as claimed in claim 6, wherein the high frequency AC-DC converter (122) comprises at least two switching legs (122a, 122b) configured in a bridge configuration, and wherein each of the switching leg comprises a pair of switches (W1, W2).
8. The system (100) as claimed in claim 1, wherein the vehicle module (106) comprises a control unit (128) configured to control operation of the high frequency AC-DC converter (122).
9. The system (100) as claimed in claim 6, wherein the battery management system (124) manages charging of the battery pack (102) of the electric vehicle.
10. The system (100) as claimed in claim 9, wherein the battery management system (124) is communicably coupled to the control unit (128) to manage charging of the battery pack (102) of the electric vehicle.
11. The system (100) as claimed in claim 1, wherein the coil alignment mechanism (110) comprises at least one delivery coil suspension (110a) and at least one delivery coil enclosure (110b).
12. The system (100) as claimed in claim 11, wherein the at least one delivery coil enclosure (110b) is configured to enclose the at least one delivery coil (112).
13. The system (100) as claimed in claim 11, wherein the at least one delivery coil suspension (110a) is configured to allow movement of the at least one delivery coil enclosure (110b) towards the electric vehicle for alignment of the at least one delivery coil (112) with the at least one receiver coil (108).
14. The system (100) as claimed in claim 1, wherein the grid module (104) is configured to magnetize the at least one delivery coil (112) for causing movement of the at least one delivery coil enclosure (110b) towards the at least one receiver coil (108).
15. The system (100) as claimed in claim 1, wherein the at least one delivery coil (112) and the at least one receiver coil (108) are aligned in a vertical plane to create a high frequency link between the grid module (104) and the vehicle module (106).