Charging while driving, dynamic charging technology analysis of electric vehicles
Charging is like a bug for an electric car, and if one day, the electric car gets rid of the charging pile and doesn’t have to look around for the charging pile, charging is easier than refueling.
See here everyone should understand the topic to be discussed today, wireless charging. But unlike wireless charging parked in a parking space, we’re talking about charging while driving. Of course, it also has a very academic name, called electric vehicle dynamic charging (DEVC) technology.
Imagine that electric cars don’t have to be deliberately charged, they can be recharged on the road every day, and the benefits are much. First of all, the battery can be “reduced”, because can be anytime, anywhere to charge the car, so the large capacity of the battery is not necessary, the vehicle’s load will also drop.
Second, charging no longer need to wait, now electric vehicle charging can not be as convenient as gasoline truck refueling, and wireless charging can be open and charge, reduce the cost of time. Finally solved the problem of range, electric vehicle range is wireless lye, mileage anxiety problem does not exist.
Sounds like a good idea? In theory, it’s not difficult to implement. Let’s first look at the principle of it.
First, wireless charging is what?
Or start with wireless charging. We know that wireless charging depends on current and magnetic fields, and that electricity and magnetism are often done together.
In 1819, Danish scientist Oster observed that if there was an electric current on a wire, a magnetic field would be generated around it. It was later discovered that the magnetic field generated by encircling the wire in a ring, or even wrapping it into a coil, would be stronger and more concentrated, known as the current magnetic effect.
In 1831, Faraday discovered that if a magnet or other source of magnetic field was close to a coil without current, an induction current was generated on the coil, known as electromagnetic induction.
So how to let electricity and magnetism work, stable to give us the current?
We need two coils to power up one, and then there is a magnetic field around the coil, and then we lean over the other coil, and then the coil has an electric current. The current is directed into the battery and the wireless charge is complete.
Used in the automotive field, this is electromagnetic induction wireless charging.
We feed the coil siton on the ground, and as the current size and direction change, the magnetic field around the coil is strong and the direction changes, forming an interactive magnetic field. The coil of the vehicle chassis is then in an ever-changing magnetic field, and an interactive current is generated inside the coil, which is reprocessed through a series of circuits to charge the battery.
Second, forced out of obsessive-compulsive wireless charging
Electromagnetic induction wireless charging is a technology that major automobile companies prefer to adopt in the early stage of studying wireless charging.
Mercedes-Benz, Audi, Volvo and other car companies have developed a number of electromagnetic induction wireless charging models.
There’s a cushion-like thing on the parking lot, but it’s actually a primary coil that creates a magnetic field. The chassis of a vehicle that can be used for wireless charging will also have a coil, which we call a secondary coil, to generate current.
But electromagnetic induction wireless charging has a big drawback, that is distance. This technique is intended to generate current, and the two coils must be “tightly stitched” opposite, and once there is a deviation, the current will not be generated.
So such a technology often requires precise automatic parking technology to park the vehicle just above the wireless charging mat.
Sounds like a hassle, isn’t it? It’s about getting everyone to practice the rhythm of Virgo plus obsessive compulsive disorder.
So the scientists are working on another wireless charging technology, magnetic field resonance wireless charging. We know that when two objects use the same vibration altogether, or resonate at a particular frequency, they can exchange each other’s energy.
Magnetic field resonance, is the primary coil to produce a fixed frequency vibration of the magnetic field, that is, resonant magnetic field, and then the secondary coil magnetic field vibration frequency is the same, resulting in resonance, and ultimately achieve energy transfer.
In 2007, the MIT team successfully lit a 60W light bulb 2m away with an electromagnetic resonance.
In the automotive sector, Toyota experimented in 2012 by adding a secondary coil to a plug-in hybrid Prius that vibrates at a certain frequency. There is a resonant magnetic field on the parking space, and when they all vibrate at the same frequency, the secondary coil converts the current of the resonant magnetic field.
The output power of this wireless power supply system is 2kW. The use of frequency bands is an internationally agreed 85kHz, with a power transmission efficiency of about 80%.
In this verification experiment, the distance between the resonant magnetic field on the ground and the secondary coil at the bottom of the vehicle is about 15cm. The maximum allowable range for horizontal misalignment is the width of a tire (around 20cm).
Qualcomm has also introduced a wireless charging system called Halo, but it has also stayed on static wireless charging.
Using the magnetic resonance effect for energy transmission between the ground charging pad and the electric vehicle charging pad, the charging system has a power of up to 20 kW and a battery pack of about 5h for the 85kWh-filled Tesla MODEL S P85.
Third, let the electric car move
If the charging pad, or resonant magnetic field, is placed in the road, the vehicle can be able to realize the side of the running charging, from then on farewell to the charging pile.
In May, Qualcomm completed a dynamic wireless charging road test in Paris using a Renault all-electric Kangoo van.
The two electric cars were travelling at different speeds on the 100m-long road while charging. In the test, the Kango test car reached 100km/h per hour and maximum charging power of 20kW.
Qualcomm’s 100m long road test consists of four energy supply units, each responsible for the supply of electricity on 25m roads. At the same time, each 25m long energy segment has 14 submodules with coils and energy conversion circuitry.
As for costs, a study by Renault, The French Electric Power Company and the Northern Highways Corporation suggests that the cost of building a dynamic charging road is 4 million euros per km (dual carriageway) and can be said to be quite expensive.
So “Golden Expensive” roads seem to be only the first in the public transport road popular. In South Korea, the Korea Institute of Science and Technology (KAIST) has built a 12km-long dynamic charging road at the railway station in the southern city of Kagosi, where the electric bus is used to wirelessly charge it with magnetic resonance.
Speaking of foreign countries, our country’s research on wireless dynamic charging is not behind people. More well-known ZTE, has been in Chongqing, Hubei and other places to carry out wireless charging demonstration line testing.
Wireless dynamic charging is still in the research state, still a long way from the widespread popularity. Think of a lot of problems that have not been solved, such as whether the compatibility of vehicles can be consistent, whether the road is open or closed, whether the current of the road can load multiple vehicles to charge? These are wireless dynamic charging roadblocks, but technology is always in the process of continuous development, believe in the power of technology, charging problems will always be solved. Electric cars are never a dream to charge while charging.
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