JP2013169109A - Mobile vehicle and non contact power transmission apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a mobile vehicle and a non-contact power transmission apparatus which enable efficient power transmission in a non contact manner without increasing the size and the costs even if vehicles have different sizes and different coil attachment positions.SOLUTION: An electric vehicle 2 serving as a mobile vehicle includes: a motor 21; a storage battery 24 supplying power driving the motor 21; a power reception coil 25 that receives power supplied from an external power supply coil 14 in a non contact manner; a load device 28 consuming the received power; power supply destination setting means (a contactor 23 and a charger 27) setting a supply destination of the received power to one of the load device 28 and the storage battery 24; an electric energy operator 31 obtaining a power reception amount indicating the electric energy of the power received by the power reception coil 25 when the supply destination is set to the load device 28; and a control part 33 which controls the motor 21 to adjust the position of the power reception coil 25 relative to the power supply coil 14 while referring to the power reception amount obtained by the electric energy operator 31.

Description

  The present invention relates to a moving vehicle that can move by the power of a motor, and a non-contact power transmission device that can transmit electric power to the moving vehicle in a non-contact manner.

  In recent years, in order to realize a low-carbon society, more and more mobile vehicles are equipped with motors as power generation sources instead of or together with engines. A typical moving vehicle including a motor instead of the engine includes an electric vehicle (EV), and a moving vehicle including a motor together with the engine includes a hybrid vehicle (HV). Such a moving vehicle includes a rechargeable storage battery (for example, a secondary battery such as a lithium ion battery or a nickel metal hydride battery) that supplies electric power for driving a motor, and is supplied from an external power supply device. The storage battery can be charged with electric power.

  In electric vehicles and hybrid vehicles (more precisely, plug-in hybrid vehicles) that are currently being put into practical use, power for charging storage batteries is transmitted via a cable connecting the power supply device and the moving vehicle. Is most. On the other hand, in recent years, a method for transmitting electric power for charging a storage battery to a moving vehicle in a non-contact manner has been proposed. In order to efficiently transmit electric power in a non-contact manner, the relative positional relationship between a power feeding coil (primary coil) provided in the power supply device and a power receiving coil (secondary coil) provided in the moving vehicle is made appropriate. There is a need.

  The following Patent Documents 1 to 5 disclose various methods for adjusting the relative positional relationship between the primary coil and the secondary coil in order to efficiently perform non-contact power transmission. . Specifically, the following Patent Document 1 discloses a technique for adjusting the position of the secondary side coil in accordance with the detection result of the magnetic sensor that detects the position of the primary side coil laid on the ground. The following Patent Documents 2 and 3 disclose techniques for adjusting the position of the primary side coil in accordance with the position of the secondary side coil.

  Further, in the following Patent Document 4, when a vehicle is parked in a parking space, a secondary coil is displayed by displaying an image of a positioning marker imaged by a camera provided in the vehicle on a display device in the cab. A technique for guiding a vehicle provided with a vehicle to an optimal position is disclosed. Further, in Patent Document 5 below, the contacted member provided in the automatic guided vehicle is brought into contact with the contact member provided in the power feeding device, thereby aligning the primary side coil and the secondary side coil. Techniques for performing are disclosed.

JP-A-8-33112 JP 2006-345588 A JP 2011-205829 A JP 2010-226945 A JP 2010-259136 A

  By the way, in the technique disclosed in Patent Documents 1 to 3 described above, the position of the secondary coil is adjusted according to the position of the primary coil, or the position of the primary coil according to the position of the secondary coil. Is adjusted. For this reason, the motor and drive mechanism for adjusting the position of a primary side coil or a secondary side coil are needed, and there existed a problem that cost increased while it enlarged.

    In the technique disclosed in Patent Document 4 described above, the captured image of the alignment marker is displayed to guide the vehicle to the optimum position. In the technique disclosed in Patent Document 5 described above, the automatic guided vehicle is used as a power feeding device. Positioning is performed by bringing them into contact with each other. Therefore, in these technologies, in order to cope with various vehicles and automatic guided vehicles having different sizes and attachment positions of the secondary side coils, the optimum alignment marker and contact for each type of automatic vehicle and automatic guided vehicle. There is a problem that it is not realistic to prepare a member and select an alignment marker or a contact member according to the type of the vehicle or the automatic guided vehicle.

  The present invention has been made in view of the above circumstances, and can efficiently perform non-contact power transmission even if the size and the mounting position of the coil are different without causing an increase in size and cost. An object is to provide a mobile vehicle and a non-contact power transmission device.

  In order to achieve the above object, in the present invention, as a first solution means for a moving vehicle, in a moving vehicle comprising a motor that generates power for movement and a storage battery that supplies electric power for driving the motor. A secondary coil that receives power supplied in a non-contact manner from an external primary coil, a load device that consumes the received power received by the secondary coil, and a power received by the secondary coil. The power supply destination setting means for setting the supply destination to either the load device or the storage battery, and the supply destination of the power received by the secondary coil is set to the load device by the power supply destination setting means The received power amount calculation unit for obtaining the received power amount indicating the amount of power received by the secondary side coil, and controlling the motor while referring to the received power amount obtained by the received power amount calculation unit. Serial and a control unit for adjusting the position of the secondary coil to the primary coil, to adopt a means of.

  In the present invention, as a second solving means relating to a moving vehicle, in the first solving means, a power supply amount indicating an amount of power supplied from the primary coil to the secondary coil is input from the outside. An input unit is provided, and the control unit obtains power transmission efficiency from the primary side coil to the secondary side coil based on the power reception amount and the power supply amount, and replaces the power reception amount with the power transmission. A means of controlling the motor while referring to the efficiency is adopted.

  In the present invention, as the third solving means relating to the moving vehicle, in the first or second solving means, the control unit controls the motor to move the moving vehicle in the front-rear direction, thereby moving the primary vehicle. A means of adjusting the position of the secondary coil with respect to the side coil is adopted.

  In the present invention, as a fourth solving means relating to the moving vehicle, in any one of the first to third solving means, a position adjustment completion notification indicating that the position adjustment of the secondary coil has been completed is externally issued. A means is provided that includes an output section that outputs to

  Further, in the present invention, as the first solving means related to the non-contact power transmission device, non-contact power is transmitted in a non-contact manner using the primary coil to the moving vehicle according to the second or third solving means. A power transmission device, wherein a power supply amount calculating unit for obtaining a power supply amount indicating the amount of power supplied from the primary side coil to the secondary side coil, and the power supply amount obtained by the power supply amount calculation unit. A means is provided that includes a second output unit that outputs to the outside.

  In the present invention, as a second solving means related to the non-contact power transmission device, a non-contact power transmission device that transmits power in a non-contact manner to the moving vehicle according to the fourth solving means using the primary side coil. A power supply amount calculating unit for determining a power supply amount indicating the amount of power supplied from the primary side coil to the secondary side coil; and a power supply amount calculating unit for outputting the power supply amount determined by the power supply amount calculation unit to the outside. 2, and a second input unit to which the position adjustment completion notification is input. When the position adjustment completion notification is input to the second input unit, the secondary coil outputs the secondary adjustment signal. A means of increasing the amount of power supplied to the side coil is adopted.

  According to the present invention, a power reception amount indicating the amount of power transmitted from the non-contact power transmission device and received by the secondary coil is obtained, and the motor is controlled while referring to the power reception amount to the external primary side. Control is performed to adjust the position of the secondary coil with respect to the coil. For this reason, even if it is a moving vehicle from which a magnitude | size and the attachment position of a secondary side coil differ, a position can be adjusted correctly and there exists an effect that electric power can be transmitted efficiently. In addition, since a mechanism for moving the primary side coil and the secondary side coil alone is unnecessary, there is an effect that the size and cost are not increased. Further, according to the present invention, when adjusting the positions of the primary side coil and the secondary side coil, the motor is driven and controlled using the power of the storage battery instead of the power supplied from the primary side coil. As a result, at the time of position adjustment, it is only necessary to supply the minimum power necessary for position adjustment from the primary side coil. Therefore, the power loss that is not received by the secondary side coil among the power output from the primary side coil. Can be reduced.

It is a block diagram which shows the principal part structure of the moving vehicle and non-contact electric power transmission apparatus by one Embodiment of this invention. It is a figure which shows the electrical structure of the moving vehicle and non-contact electric power transmission apparatus by one Embodiment of this invention in detail. It is a flowchart which shows operation | movement of the moving vehicle and non-contact electric power transmission apparatus by one Embodiment of this invention. It is a figure which shows the example of installation of the suitable feeding coil used for the non-contact electric power transmission apparatus by one Embodiment of this invention.

  Hereinafter, a mobile vehicle and a non-contact power transmission device according to an embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 is a block diagram showing a main configuration of a moving vehicle and a non-contact power transmission apparatus according to an embodiment of the present invention. In the following, a case where the moving vehicle is an electric vehicle using only a motor as a power generation source will be described as an example.

  As shown in FIG. 1, the non-contact power transmission device 1 of the present embodiment is installed on the ground surface, and an electric vehicle 2 as a moving vehicle traveling on the ground has a predetermined positional relationship (electromagnetic coupling described later). When the vehicle is stopped at a positional relationship where a circuit is formed, electric power (electric power for charging the storage battery 24) can be transmitted to the electric vehicle 2 in a non-contact manner. The non-contact power transmission device 1 includes an external power source 11, a rectifier circuit 12, a power feeding circuit 13, a power feeding coil 14 (primary side coil), and the like.

  The external power source 11 is a power source that supplies power necessary to generate power to be transmitted to the electric vehicle 2, and is a power source that supplies, for example, three-phase AC power having a voltage of 200 [V]. The external power source 11 is not limited to a three-phase AC power source, and may be a power source that supplies single-phase AC power such as a commercial AC power source. The rectifier circuit 12 is a circuit that rectifies AC power supplied from the external power supply 11 and converts it into DC power.

  A DC power source such as a fuel cell or a solar cell can be used as the external power source 11. In this case, the rectifier circuit 12 can be omitted.

  The power feeding circuit 13 converts the DC power supplied from the rectifier circuit 12 into AC power, and the AC power is not transmitted through an electromagnetic coupling circuit formed by the power feeding coil 14 and the power receiving coil 25 provided in the electric vehicle 2. The electric vehicle 2 is supplied by contact. Specifically, the power supply circuit 13 realizes non-contact power supply to the electric vehicle 2 by converting the DC power from the rectifier circuit 12 into AC power and supplying the AC power to the power supply coil 14.

  The power feeding coil 14 is installed on the ground surface and is a coil for feeding AC power supplied from the power feeding circuit 13 to the electric vehicle 2 in a non-contact manner. The power supply coil 14 and the power receiving coil 25 provided in the electric vehicle 2 are arranged in proximity to each other, thereby forming the electromagnetic coupling circuit. This electromagnetic coupling circuit means a circuit in which the power feeding coil 14 and the power receiving coil 25 are electromagnetically coupled and non-contact power feeding from the power feeding coil 14 to the power receiving coil 25 is performed. Either a circuit that performs power supply or a circuit that performs power feeding by an “electromagnetic resonance method” may be used.

  As shown in FIG. 1, an electric vehicle 2 as a moving vehicle includes a motor 21, an inverter 22, a contactor 23, a storage battery 24, a power receiving coil 25 (secondary side coil), a power receiving circuit 26, a charging device 27, a load device 28, and the like. And having a function of automatically adjusting the position of the power receiving coil 25 with respect to the power feeding coil 14 of the non-contact power transmission device 1. Here, among the above components, the inverter 22, the storage battery 24, and the charging device 27 are connected to the DC bus B1, and the contactor 23, the power receiving circuit 26, and the charging device 27 are connected to the DC bus B2. Further, the contactor 23 and the charging device 27 constitute power supply destination setting means in the present embodiment.

  The motor 21 is mounted on the electric vehicle 2 as a power generation source that generates power for moving the electric vehicle 2, and generates power according to the drive of the inverter 22. As the motor 21, a motor such as a permanent magnet type synchronous motor or an induction motor can be used. The inverter 22 drives the motor 21 using the power supplied from the storage battery 24 under the control of the control unit 33 (not shown in FIG. 1, refer to FIG. 2).

  The contactor 23 is provided between the load device 28 and the DC bus B2, that is, between the power receiving circuit 26 and the load device 28, and is connected to the power receiving circuit 26 and the load device 28 under the control of the control unit 33. And switch between disconnected states. Specifically, the contactor 23 is closed to connect the power receiving circuit 26 and the load device 28 when the position of the power receiving coil 25 with respect to the power supply coil 14 is adjusted, and after the position adjustment is completed, the contactor circuit 26 and the load device 28 are closed. To open.

  The storage battery 24 is a rechargeable battery (for example, a secondary battery such as a lithium ion battery or a nickel metal hydride battery) mounted on the electric vehicle 2 and supplies electric power for driving the motor 21. The power receiving coil 25 is provided at the bottom of the electric vehicle 2 and is a coil for receiving power (AC power) supplied from the power supply coil 14 provided in the non-contact power transmission device 1 in a non-contact manner. When the power receiving coil 25 comes close to the power feeding coil 14 of the non-contact power transmission device 1, the above-described electromagnetic coupling circuit is formed.

  The power receiving circuit 26 receives electric power (AC power) supplied in a non-contact manner through an electromagnetic coupling circuit formed by the power feeding coil 14 and the power receiving coil 25 of the non-contact power transmission device 1 and receives the received power. It is converted into DC power and supplied to the DC bus B2. The charging device 27 is a device that charges the storage battery 24 using electric power (DC power) supplied from the power receiving circuit 26 via the DC bus B2. The load device 28 is connected to the DC bus B2 via the contactor 23. Such a load device 28 is, for example, a resistor having a predetermined resistance value, and consumes DC power supplied from the power receiving circuit 26 when being connected to the power receiving circuit 26 by the contactor 23.

  Note that details of the configuration and operation of the power feeding circuit 13, the power feeding coil 14, the power receiving coil 25, and the power receiving circuit 26 described above are disclosed in, for example, Japanese Unexamined Patent Application Publication No. 2009-225551 ("Power Transmission System") or Japanese Unexamined Patent Application Publication No. 2008-236916. This is disclosed in a gazette (“contactless power transmission device”).

  FIG. 2 is a diagram illustrating in detail the electrical configuration of the mobile vehicle and the non-contact power transmission apparatus according to an embodiment of the present invention. In FIG. 2, the same components as those shown in FIG. As shown in FIG. 2, the rectifier circuit 12 of the contactless power transmission device 1 described above is realized by a three-phase full-wave rectifier circuit (bridge rectifier circuit). In addition, the power feeding circuit 13 of the non-contact power transmission apparatus 1 has switching legs L1 and L2 (a circuit composed of two transistors connected in series and a diode connected in parallel to each of these two transistors) connected in parallel. It is realized by a circuit (inverter). As the transistor, an IGBT (Insulated Gate Bipolar Transistor), a power MOSFET (Metal-Oxide-Semiconductor Field-Effect Transistor), or the like can be used.

  Two capacitors 14 a are provided between the power feeding circuit 13 and the power feeding coil 14. This capacitor 14 a forms a series resonance circuit together with the feeding coil 14. One end of the feeding coil 14 is connected to the switching leg L1 of the feeding circuit 13 via one capacitor 14a, and the other end of the feeding coil 14 is connected to the switching leg L2 of the feeding circuit 13 via the other capacitor 14a. It is connected.

  The non-contact power transmission device 1 includes a voltage measuring device 15, a current measuring device 16, a power amount calculator 17 (power supply amount calculation unit), and a wireless communication device 18 (second device) in addition to the external power source 11 to the power supply coil 14. Input section, second output section) and control section 19. The voltage measuring device 15 and the current measuring device 16 are provided between the rectifier circuit 12 and the power feeding circuit 13 and measure the input voltage V1 (t) and the input current I1 (t) of the power feeding circuit 13, respectively.

  The power amount calculator 17 uses the input voltage V1 (t) measured by the voltage measuring device 15 and the input current I1 (t) measured by the current measuring device 16 to supply power to the power feeding circuit 13. The amount P1 is obtained. Specifically, the electric energy P1 is calculated by multiplying V1 (t) and I1 (t). If the loss of the power supply circuit 13 and the power supply coil 14 is zero, the power amount P1 of power supplied to the power supply circuit 13 is equal to the power amount of power supplied from the power supply coil 14 (power supply amount).

  The wireless communication device 18 can wirelessly communicate various information with the wireless communication device 32 provided in the electric vehicle 2. For example, information indicating the power amount P <b> 1 obtained by the power amount calculator 17 is stored in the wireless communication device 32. The position adjustment completion notification N (described later) output from the controller 33c is transmitted. The wireless communication device 18 can communicate with the wireless communication device 32 when the wireless communication device 32 of the electric vehicle 2 is located in an area having a radius of about several meters centered on the installation position.

  The control unit 19 controls the power feeding circuit 13 in accordance with communication between the wireless communication device 18 and the wireless communication device 32. That is, the control unit 19 increases the power output from the power feeding circuit 13 to the power feeding coil 14 to a very small power according to a signal (position adjustment completion notification N described later) received by the wireless communication device 18 from the wireless communication device 32. Switch to power.

  As shown in FIG. 2, the power receiving circuit 26 of the electric vehicle 2 is realized by a bridge rectifier circuit including four diodes and a capacitor connected in parallel to the output terminal of the bridge rectifier circuit. A capacitor 25 a is connected in parallel between the power receiving coil 25 and the power receiving circuit 26, and a rotation angle detector 21 a such as a resolver or encoder that detects the rotation angle of the motor 21 is attached to the motor 21. .

  In addition to the motor 21 to the load device 28 described above, the electric vehicle 2 includes a voltage measuring device 29, a current measuring device 30, a power amount calculator 31 (power reception amount calculation unit), and a wireless communication device 32 (input unit and output unit). And a control unit 33. The voltage measuring device 29 and the current measuring device 30 are provided between the power receiving circuit 26 and the load device 28, and the input voltage V2 (t) and the input current I2 (t) from the power receiving circuit 26 to the load device 28 are obtained. Measure each.

  The power amount calculator 31 uses the input voltage V <b> 2 (t) measured by the voltage measuring device 29 and the input current I <b> 2 (t) measured by the current measuring device 30 to obtain the power of the power received by the power receiving circuit 26. The amount P2 is obtained. Specifically, the electric energy P2 is calculated by multiplying V2 (t) and I2 (t). If the losses of the power receiving coil 25 and the power receiving circuit 26 are zero, the power amount P2 of the power received by the power receiving circuit 26 is equal to the power amount (power received amount) of the power received by the power receiving coil 25.

  The wireless communication device 32 is capable of wireless communication of various types of information with the wireless communication device 18 provided in the non-contact power transmission device 1. For example, the wireless communication device 32 receives information indicating the power amount P1 transmitted from the wireless communication device 18. , A position adjustment completion notification N (described later) output by the controller 33c is transmitted. Note that the wireless communication device 32 can communicate with the wireless communication device 18 when the wireless communication device 18 of the non-contact power transmission device 1 is located in an area having a radius of about several meters centered on itself.

  The control unit 33 controls the operation of the electric vehicle 2 by controlling each block shown in FIGS. For example, the running of the electric vehicle 2 is controlled by controlling the inverter 22 that drives the motor 21 while constantly monitoring the detection result of the rotation angle detector 21 a attached to the motor 21. Further, when charging the storage battery 24, the control unit 33 stops at or near the installation location of the non-contact power transmission device 1 while referring to the power transmission efficiency ε from the non-contact power transmission device 1 to the electric vehicle 2. The electric vehicle 2 that has been moved is slowly moved (traveled), and the stop position of the electric vehicle 2 is adjusted.

  The control unit 33 includes an efficiency calculator 33a, a command value generator 33b, and a controller 33c in order to adjust the stop position when charging the storage battery 24 described above. The efficiency calculator 33a is based on the power amount P2 obtained by the power amount calculator 31 and the information indicating the power amount P1 received by the wireless communication device 32 when the positions of the power feeding coil 14 and the power receiving coil 25 are adjusted. Thus, the power transmission efficiency ε from the non-contact power transmission device 1 to the electric vehicle 2 is calculated. Specifically, the power transmission efficiency ε is calculated by dividing the power amount P2 by the power amount P1.

  The command value generator 33b generates a rotation angle command value for the motor 21 in accordance with the power transmission efficiency ε calculated by the efficiency calculator 33a. The controller 33c outputs a torque command value to the inverter 22 while monitoring the detection result of the rotation angle detector 21a based on the rotation angle command value generated by the command value generator 33b. In addition, when a charging instruction is input by a driver's operation from an operating device (not shown), the controller 33c controls the contactor 23 so that the power receiving circuit 26 and the load device 28 are connected. Further, the controller 33c controls the contactor 23 at a timing when the power transmission efficiency ε calculated by the efficiency calculator 33a changes from increasing to constant or decreasing, thereby disconnecting the power receiving circuit 26 and the load device 28 from each other. An adjustment completion notification N is output to the wireless communication device 32.

  Here, since the motor 21 rotates a tire with a known radius via a speed reducer (not shown) with a known reduction ratio, the rotation angle of the motor 21 and the amount of movement of the electric vehicle 2 are in a fixed relationship. Specifically, assuming that the tire radius is r and the reduction gear reduction ratio is n, the electric vehicle 2 moves by a distance (2πr / n) when the motor makes one revolution. For this reason, the movement amount of the electric vehicle 2 can be controlled by controlling the rotation angle of the motor 21.

  Next, the operation of the non-contact power transmission device 1 and the electric vehicle 2 in the above configuration will be described. FIG. 3 is a flowchart showing operations of the moving vehicle and the non-contact power transmission apparatus according to the embodiment of the present invention. In the following, the operation when the storage battery 24 mounted mainly on the electric vehicle 2 is charged using the power supplied from the non-contact power transmission device 1 will be described.

  First, the driver drives the electric vehicle 2 and moves the electric vehicle 2 to or near the place where the non-contact power transmission device 1 is installed. Then, the control part 19 of the non-contact electric power transmission apparatus 1 judges whether the vehicle (electric vehicle 2) is in an electric power transmission possible area (step S11). For example, the control unit 19 determines whether or not the electric vehicle 2 is in the power transferable area depending on whether or not the wireless communication device 18 can wirelessly communicate with the wireless communication device 32 of the electric vehicle 2.

  When the control unit 19 determines that the electric vehicle 2 is not within the power transferable area (when the determination result of step S11 is “NO”), a series of the non-contact power transmission device 1 illustrated in FIG. The process ends. On the other hand, when the control unit 19 determines that the electric vehicle 2 is within the power transferable area (when the determination result in step S11 is “YES”), the control unit 19 operates the power supply circuit 13 to generate a small amount of power. Is started (step S12). In addition, when the electric vehicle 2 is in an area where electric power can be transmitted, an electromagnetic coupling circuit is formed by the feeding coil 14 of the non-contact power transmission device 1 and the receiving coil 25 of the electric vehicle 2.

  The driver moves the electric vehicle 2 to or near the place where the non-contact power transmission device 1 is installed and stops the vehicle, and then instructs the operation device (not shown) of the electric vehicle 2 to charge. Then, the controller 33c of the electric vehicle 2 closes the contactor 23 to connect the power receiving circuit 26 and the load device 28, and controls the power receiving circuit 26 to start the power receiving operation while charging the device 27. Is controlled to stop the operation (step S21).

  That is, the controller 33 c switches the power supply destination of the power receiving circuit 26 from the charging device 27 to the load device 28 with the start of position adjustment of the power receiving coil 25 with respect to the power feeding coil 14. Since the load device 28 is significantly lighter than the charging device 27 as a load on the power receiving circuit 26, the control unit 19 is more than the state where the power supply destination of the power receiving circuit 26 is set to the charging device 27 in step S12. The power supply circuit 13 is operated so as to supply a considerably small minute electric power to the electric vehicle 2.

  Next, the controller 33c determines whether or not the transmission of the minute power from the non-contact power transmission device 1 is started (step S22). For example, it is determined whether a signal indicating the start of power transmission is transmitted from the wireless communication device 18 of the non-contact power transmission device 1. The controller 33c repeats the above determination when determining that the power transmission has not been started (when the determination result of step S22 is “NO”). On the other hand, when controller 33c determines that power transmission has started (when the determination result in step S22 is “YES”), it controls inverter 22 to start the forward movement of electric vehicle 2 (step S22). S23). At this time, the inverter 22 drives the motor 21 based on the electric power supplied from the storage battery 24.

  When the controller 33c starts to advance the electric vehicle 2, the controller 33c determines whether or not the power transmission efficiency ε calculated by the efficiency calculator 33a has increased due to the advance of the electric vehicle 2 (step S24). When the controller 33c determines that the power transmission efficiency ε has increased (when the determination result of step S24 is “YES”), the controller 33c controls the inverter 22 to continue the forward advance of the electric vehicle 2 ( Step S25). Then, the controller 33c determines again whether or not the power transmission efficiency ε calculated by the efficiency calculator 33a has increased as the electric vehicle 2 moves forward (step S26).

  When the controller 33c determines that the power transmission efficiency ε has increased (when the determination result of step S26 is “YES”), the controller 33c controls the inverter 22 to continue the slow advance of the electric vehicle 2 ( Step S25). In contrast, when controller 33c determines that power transmission efficiency ε does not increase (when the determination result of step S26 is “NO”), it controls inverter 22 to stop electric vehicle 2 (step S26). S27). That is, the controller 33c stops the electric vehicle 2 if the power transmission efficiency ε changes from increasing to constant or decreasing while the electric vehicle 2 is moving forward.

  On the other hand, when the controller 33c determines that the electric power transmission efficiency ε calculated by the efficiency calculator 33a does not increase due to the forward movement of the electric vehicle 2 immediately after the electric vehicle 2 starts moving forward (the determination result of step S24). Is "NO"), the inverter 22 is controlled to start the reverse of the electric vehicle 2 (step S28). Then, the controller 33c continues the slow reverse of the electric vehicle 2 (step S29), and determines whether or not the power transmission efficiency ε calculated by the efficiency calculator 33a has increased due to the reverse (step S30). .

  When controller 33c determines that power transmission efficiency ε has increased (when the determination result of step S30 is “YES”), controller 33c controls inverter 22 to continue the slow reverse of electric vehicle 2 ( Step S29). In contrast, when controller 33c determines that power transmission efficiency ε does not increase (when the determination result of step S30 is “NO”), it controls inverter 22 to stop electric vehicle 2 (step S30). S31). That is, the controller 33c stops the electric vehicle 2 if the electric power transmission efficiency ε changes from increasing to constant or decreasing while the electric vehicle 2 is moving backward.

  When the controller 33c stops the electric vehicle 2 by the process of step S27 or step S31, the contactor 23 is opened and the power receiving circuit 26 and the load device 28 are disconnected, and the position adjustment is completed and the electric vehicle is completed. The wireless communication device 32 is caused to transmit a position adjustment completion notification N for notifying that 2 has stopped and the contactor 23 has been disconnected (opened) (step S32). That is, the controller 33 c switches the power supply destination of the power receiving circuit 26 from the load device 28 to the charging device 27. Then, after step S32, the controller 33c controls the charging device 27 to start the charging operation, while controlling the inverter 22 to stop the operation (step S33).

  As a result, in the electric vehicle 2, the storage battery 24 is charged by the charging device 27 (step S34). Specifically, AC power from the contactless power transmission device 1 is transmitted to the electric vehicle 2 in a contactless manner through an electromagnetic coupling circuit formed by the power feeding coil 14 and the power receiving coil 25 and is received by the power receiving circuit 26. The The AC power received by the power receiving circuit 26 is converted into DC power, and the converted DC power is supplied to the charging device 27. The charging device 27 charges the storage battery 24 using the direct current. Subsequently, when the storage battery 24 becomes full due to charging by the charging device 27, the controller 33c stops the charging device 27 and stops charging the storage battery 24 (step S35).

  On the other hand, the control unit 19 of the non-contact power transmission device 1 wirelessly communicates the position adjustment completion notification N (notification of the disconnection state of the contactor 23) described above by the wireless communication device 18 after starting transmission of minute power in step S12. When receiving from the device 32, the power supply circuit 13 is controlled to start transmission of power increased for charging (high power for charging the storage battery 24) from the power supply coil 14 (step S13). That is, the control unit 19 switches the power transmitted from the power feeding coil 14 from a minute power to a large power for charging.

  The control unit 19 determines whether or not charging of the storage battery 24 mounted on the electric vehicle 2 is completed after starting transmission of the increased power for charging in step S13 (step S14). For example, the control unit 19 determines whether a signal indicating completion of charging of the storage battery 24 has been transmitted from the wireless communication device 32 of the electric vehicle 2. When the control unit 19 determines that the charging is not completed (when the determination result of step S14 is “NO”), the determination of step S14 is repeated. In contrast, when the control unit 19 determines that the charging is completed (when the determination result of step S14 is “YES”), the control unit 19 stops the power feeding circuit 13 to stop power transmission (step S15).

  As described above, in the present embodiment, the power transmission efficiency ε from the contactless power transmission device 1 to the electric vehicle 2 is obtained, and the electric vehicle 2 is moved back and forth while referring to the power transmission efficiency ε, so that contactlessness is achieved. The positions of the feeding coil 14 of the power transmission device 1 and the receiving coil 25 of the electric vehicle 2 are adjusted. For this reason, even if it is the electric vehicle 2 from which a magnitude | size and the attachment position of the receiving coil 25 differ, a position can be adjusted correctly and electric power can be transmitted efficiently. Further, since a mechanism for moving the power feeding coil 14 and the power receiving coil 25 independently is not required, there is no increase in size and cost.

  Further, in the present embodiment, based on the power amount P1 of the power supplied to the power feeding circuit 13 of the contactless power transmission device 1 and the power amount P2 of the power received by the power receiving circuit 26 of the electric vehicle 2, The power transmission efficiency ε from the contact power transmission device 1 to the electric vehicle 2 is obtained. The power transmission efficiency ε is not only the power transmission efficiency between the feeding coil 14 and the power receiving coil 25 but also the power transmission efficiency including the power feeding circuit 13 and the power receiving circuit 26, and is substantially the same as the actual power transmission efficiency. It is. For this reason, the position of the power feeding coil 14 of the non-contact power transmission device 1 and the power receiving coil 25 of the electric vehicle 2 can be adjusted to a more appropriate position so that the actual power transmission efficiency is maximized.

  In the present embodiment, when the position of the power feeding coil 14 and the power receiving coil 25 is adjusted, the motor 21 is driven and controlled using the power of the storage battery 24, that is, without using the power fed from the power feeding coil 14. Adjust the position. As a result, at the time of position adjustment, the power supply coil 14 only needs to supply a minimum amount of power necessary for position adjustment. Therefore, the power loss that is not received by the power reception coil 25 out of the power output from the power supply coil 14. Can be reduced.

  As mentioned above, although the mobile vehicle and non-contact electric power transmission apparatus by one Embodiment of this invention were demonstrated, this invention is not restrict | limited to the said embodiment, It can change freely within the scope of the present invention. For example, in the above embodiment, the electric vehicle 2 is moved back and forth while referring to the power transmission efficiency ε from the contactless power transmission device 1 to the electric vehicle 2, but the position adjustment is performed. The electric vehicle 2 may be moved back and forth while referring to the power amount P2 obtained by the power amount calculator 31 (power received by the power receiving circuit 26) to adjust the position.

  The non-contact power transmission device 1 and the power feeding coil 14 do not have to be installed exactly on the ground surface. For example, the contactless power transmission efficiency may be embedded within a range that does not significantly decrease and may be installed lower than the ground surface, or may be installed higher than the ground surface so that it does not significantly interfere with the running of the electric vehicle 2. .

  In the above-described embodiment, the case where the position adjustment is performed by moving the electric vehicle 2 back and forth has been described as an example. However, in the case of a moving vehicle that can move linearly in the left-right direction, the vehicle moves in the left-right direction. To adjust the position. Here, most of the moving vehicles can move only forward and backward unless the steering is operated, and cannot move linearly in the left-right direction. For this reason, it is desirable to use a power feeding coil that does not cause a significant decrease in transmission efficiency even when a lateral displacement occurs.

  FIG. 4 is a diagram illustrating an installation example of a feeding coil suitable for use in a non-contact power transmission apparatus according to an embodiment of the present invention. As shown in FIG. 4, the feeding coil 14 of the non-contact power transmission device 1 is a coil having a rectangular shape in plan view. For example, in a parking lot, the longitudinal direction is perpendicular to the lane marking W, and 1 It is installed between the lane markings W so as to be separated by about a meter. Since the power transmission possible area of the feeding coil 14 installed in this way is long in the direction orthogonal to the lane marking W, even if a slight shift in the left-right direction of the electric vehicle 2 between the lane markings W occurs, the transmission efficiency Will not cause a significant drop in

  In the above-described embodiment, the electric vehicle 2 is continuously moved forward or backward when performing position adjustment, but may be intermittent movement over a minute distance instead of continuous movement. Whether the power transmission efficiency ε is increasing or decreasing can be determined by comparing the power transmission efficiency ε before the intermittent movement with the power transmission efficiency ε after one intermittent operation. good.

  Moreover, in the said embodiment, in step S11 in FIG. 3, the radio | wireless communication apparatus 18 of the non-contact electric power transmission apparatus 1 is the radio | wireless communication apparatus 32 of the electric vehicle 2 whether the electric vehicle 2 is in an electric power transmission possible area. And whether or not wireless communication is possible. However, based on the position of the electric vehicle 2 obtained by GPS (Global Positioning System) or the like, it may be determined whether or not the electric vehicle 2 is in the power transferable area.

In addition, when the non-contact power transmission device 1 is installed in a place where the moving direction of the electric vehicle 2 is restricted to one direction (for example, a place restricted to forward movement only), the electric vehicle 2 can transmit power. The electric vehicle 2 may be stopped immediately after entering the area. That is, the electric vehicle 2 may be stopped so that the power receiving coil 25 is disposed near the outer edge of the power transferable area.
Thereby, if the electric vehicle 2 is moved forward, the power transmission efficiency ε increases and the determination result in step S24 in FIG. 3 is always “YES”, so that the electric vehicle 2 can be prevented from moving backward. .

  Further, when the power transmission efficiency ε is remarkably lowered during the position adjustment, the controller 33c of the electric vehicle 2 performs control to stop the electric vehicle 2 and passes through the wireless communication device 32. It is desirable to notify the non-contact power transmission device 1 that the power transmission efficiency ε has significantly decreased and stop power transmission. Thereby, it is possible to prevent an unexpected abnormality that occurs during the position adjustment.

  In the above-described embodiment, the case where the power supply target is an electric vehicle equipped with a storage battery has been described as an example. However, the present invention can also be applied to a plug-in hybrid vehicle and can also be applied to a transport vehicle. Can do. Furthermore, the present invention can be applied to an unmanned mobile vehicle.

Moreover, in the said embodiment, although the contactor 23 was used as a means to switch an electric power supply path, instead of the contactor 23, you may use electronic switches, such as a relay and FET (Field Effect Transistor).
Moreover, in the said embodiment, although the resistor was used as the load apparatus 28, if it is the load apparatus 28 which can consume micro electric power (about several watts), you may use an electronic load apparatus. For example, a part of minute electric power may be converted into a voltage by a converter and used as an auxiliary to a control power source of various devices (electronic load devices) inside the electric vehicle 2.

  In the above embodiment, the contactor 23 is connected (closed) during position adjustment and the charging device 27 is stopped. When the position adjustment is completed, the contactor 23 is disconnected (opened) and the charging device 27 is closed. However, the present invention is not limited to this, although the supply destination of the electric power received by the power receiving coil 25 is switched to the load device 28 or the storage battery 24 (charging device 27). For example, instead of the contactor 23, a switch circuit for switching the connection destination of the power receiving circuit 26 to the charging device 27 or the load device 28 may be provided at the connection point between the load device 28 and the DC bus B2. In other words, the switch circuit switches the connection destination of the power receiving circuit 26 to the charging device 27 or the load device 28 so that the power supply destination received by the power receiving coil 25 is switched to the load device 28 or the storage battery 24 (charging device 27). . As a result, at the time of position adjustment, the power receiving circuit 26 and the charging device 27 are disconnected, so that it is not necessary to stop the charging device 27.

  In the above embodiment, the contactless power transmission device 1 switches the power transmitted from the power supply coil 14 to the minute power or the large power for charging when the position of the electric vehicle 2 is adjusted and during charging. Is not limited to this. For example, the non-contact power transmission device 1 may continue to transmit a large amount of charging power from the power supply coil 14 without switching the power transmitted from the power supply coil 14 during position adjustment and during charging. In this case, however, the load device 28 of the electric vehicle 2 must be a load that can consume a large amount of power for charging. Moreover, the electric vehicle 2 does not need to transmit the position adjustment completion notification N to the non-contact power transmission device 1.

DESCRIPTION OF SYMBOLS 1 Contactless electric power transmission apparatus 2 Electric vehicle 14 Feeding coil 17 Electric energy calculator 18 Wireless communication apparatus 19 Control part 21 Motor 23 Contactor 24 Storage battery 25 Receiving coil 27 Charging apparatus 28 Load apparatus 31 Electric energy calculator 32 Wireless communication apparatus 33 Control Part

Claims (6)

In a mobile vehicle comprising a motor that generates power for movement and a storage battery that supplies electric power for driving the motor,
A secondary coil that receives electric power fed in a non-contact manner from an external primary coil;
A load device that consumes the received power received by the secondary coil;
Power supply destination setting means for setting a supply destination of power received by the secondary coil to either the load device or the storage battery;
A received power amount for obtaining a received power amount indicating a power amount of power received by the secondary side coil in a state where a supply destination of the power received by the secondary side coil is set in the load device by the power supply destination setting means. An arithmetic unit;
A moving vehicle comprising: a control unit that controls the motor and adjusts the position of the secondary coil with respect to the primary coil while referring to the received power obtained by the received power calculation unit. . A power supply amount indicating the amount of power supplied by the primary coil to the secondary coil;
The control unit obtains power transmission efficiency from the primary side coil to the secondary side coil based on the power reception amount and the power supply amount, and refers to the power transmission efficiency instead of the power reception amount while the motor The mobile vehicle according to claim 1, wherein the mobile vehicle is controlled.   The said control part adjusts the position of the said secondary side coil with respect to the said primary side coil by controlling the said motor and moving a moving vehicle to the front-back direction, The Claim 1 or Claim 2 characterized by the above-mentioned. The moving vehicle described.   The mobile vehicle according to any one of claims 1 to 3, further comprising an output unit that outputs a position adjustment completion notification indicating that the position adjustment of the secondary coil has been completed to the outside. A non-contact power transmission device that transmits power to the mobile vehicle according to claim 2 or 3 in a non-contact manner using the primary side coil,
A power supply amount calculation unit for obtaining a power supply amount indicating an amount of power supplied from the primary coil to the secondary coil;
A non-contact power transmission apparatus comprising: a second output unit that outputs the power supply amount obtained by the power supply amount calculation unit to the outside. A non-contact power transmission device that transmits power to the mobile vehicle according to claim 4 in a non-contact manner using the primary side coil,
A power supply amount calculation unit for obtaining a power supply amount indicating an amount of power supplied from the primary coil to the secondary coil;
A second output unit for outputting the power supply amount obtained by the power supply amount calculation unit to the outside;
A second input unit to which the position adjustment completion notification is input,
When the position adjustment completion notification is input to the second input unit, the non-contact power transmission device increases the amount of power supplied from the primary coil to the secondary coil.

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