CN104821636B - 非接触电力传输系统 - Google Patents

非接触电力传输系统 Download PDF

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CN104821636B
CN104821636B CN201510050265.7A CN201510050265A CN104821636B CN 104821636 B CN104821636 B CN 104821636B CN 201510050265 A CN201510050265 A CN 201510050265A CN 104821636 B CN104821636 B CN 104821636B
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electric power
vehicle
power
charging station
dispensing device
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CN104821636A (zh
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市川真士
谷口聪
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Toyota Motor Corp
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  • Engineering & Computer Science (AREA)
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  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

本发明涉及非接触电力传输系统。当在完成了通过电力接收装置(120)从电力发送装置(20A、20B或20C)接收电力之后车辆(10)移动时，以及当在完成了通过所述电力接收装置(120)从所述电力发送装置(20A、20B或20C)接收电力之后满足用于所述车辆(10)移动的预备条件时，所述车辆(10)发射第一信号。当充电站(90)接收所述第一信号时，所述充电站(90)发射第二信号，该第二信号通知允许充电的状态。

Description

非接触电力传输系统
本非临时申请基于2014年1月31日向日本专利局提交的日本专利申请No.2014-017140，通过引用将其全部内容并入本文中。
技术领域
本发明涉及非接触电力传输系统。
背景技术
日本专利特开No.2013-135572公开一种系统，其中电力被以非接触方式在安装在车辆上的电力接收装置和在充电站中设置的电力发送装置之间传输。在此系统中，在电力传输时，通过在充电站和车辆之间传输各种信息，实施在被包括在电力发送装置中的线圈和被包括在电力接收装置中的线圈之间的定位以及实际电力的传输。
发明内容
然而，在日本专利特开No.2013-135572描述的系统中，当已经完成充电的车辆移动离开电力发送装置时，充电站不能够感测车辆从电力发送装置离开的移动。因此，另一车辆不能够被引导到充电站的停车框。为了感测车辆从电力发送装置离开的移动，也可以设置用于感测在电力发送装置或者停车框处是否有车辆存在的传感器，然而，花费增加并且用于附接传感器的安装工作需要花费工夫。
因此，本发明的目的为以简化的手段提供可以感测车辆在充电之后的移动并且可以将另一车辆引导至充电站的停车框的非接触电力传输系统。
为了解决上述问题，本发明涉及一种非接触电力传输系统，其中在车辆与充电站之间以非接触方式传输电力，所述充电站包括以非接触方式发送电力的电力发送装置。所述车辆包括以非接触方式接收电力的电力接收装置。当在完成了通过所述电力接收装置从所述电力发送装置接收电力之后所述车辆移动时，以及当在完成了通过所述电力接收装置从所述电力发送装置接收电力之后满足用于所述车辆移动的预备条件时，所述车辆发射第一信号。当所述充电站接收所述第一信号时，所述充电站发射第二信号，该第二信号通知允许充电的状态。
根据本发明，以简化手段，可以感测车辆在充电之后从电力发送装置离开的移动，并且可以将另一车辆引导至充电站。
通过结合附图进行的对本发明的下列详细描述，本发明的上述和其它目的、特征、方面和优点将变得更加显而易见。
附图说明
图1为表示本发明的实施例的一个实例的非接触电力传输系统的整体配置图。
图2为用于示例车辆在充电站内的停车框处停泊的图。
图3为用于示例在非接触电力传输中由车辆和充电站进行的处理的概要的流程图。
图4为表示在图3的处理的过程期间变化的发送电力和接收电压的变化的时序图。
图5为表示图4的步骤S90中的用于全(full-scale)电力接收的处理和S590中用于全电力发送的处理的细节的流程图。
具体实施方式
将参考附图在下文中描述本发明的实施例。
(非接触电力传输系统的配置)
图1为表示本发明的实施例的一个实例的非接触电力传输系统的整体配置图。
参考图1，本实施例中的非接触电力传输系统由车辆10和充电站90构成，在车辆10上安装有被配置为能够以非接触方式接收电力的电力接收装置120，充电站90包括将电力从车辆的外部发送至电力接收部100的电力发送装置20A、20B和20C。
下面将进一步描述车辆10和充电站90的具体配置的细节。
车辆10包括电力接收装置120、蓄电装置300、动力生成装置400、通信装置510、车辆ECU 500和通知装置520。电力接收装置120包括电力接收部100、滤波电路150和整流部200。
充电站90包括外部电源900、电力发送装置20A、20B和20C、通信装置810和电源ECU800。电力发送装置20A、20B和20C分别包括电源部600A、600B和600C、滤波电路610A、610B和610C以及电力发送部700A、700B和700C。
例如，如图2所示，分别在停车框A、B和C处的地面上或者地里设置电力发送装置20A、20B和20C，并且电力接收装置120被布置在车体下部。电力接收装置120的布置位置不限于此。例如，当在车辆10上设置电力发送装置20A、20B和20C时，电力接收装置120可以设置在车体的上部。
电力接收部100包括次级线圈，该次级线圈用于以非接触方式接收从电力发送装置20A、20B和20C的任何电力发送部700A、700B和700C输出的(AC)电力。电力接收部100将所接收的电力输出至整流部200。整流部200将由电力接收部100接收的AC电力整流，并且将该AC电力输出至蓄电装置300。滤波电路150被设置在电力接收部100和整流部200之间，并且抑制在电力接收期间从任何电力发送部700A、700B和700C生成的谐波噪音。滤波电路150例如由包括电感器和电容器的LC滤波器形成。
蓄电装置300为可充电DC电源，并且例如通过诸如锂离子电池或者镍金属氢化物电池的二次电池实现。蓄电装置300的电压为例如200V左右。蓄电装置300不仅仅存储从整流部200输出的电力，还存储由动力生成装置400生成的电力。然后，蓄电装置300将所存储的电力供应到动力生成装置400。也可以采用大容量电容器作为蓄电装置300。尽管没有特别示例，可在整流部200和蓄电装置300之间设置调节来自整流部200的输出电压的DC-DC变换器。
通过使用在蓄电装置300中存储的电力，动力生成装置400生成用于运行车辆10的驱动力。尽管没有特别示例，动力生成装置400包括，例如，从蓄电装置300接收电力的逆变器、由逆变器驱动的马达以及由马达驱动的驱动轮。动力生成装置400可以包括用于对蓄电装置300充电的发电机和可以驱动发电机的引擎。
车辆ECU 500包括中央处理单元(CPU)、存储装置和输入/输出缓冲器(这些都未示出)，接收来自各种传感器的信号的输入并且将控制信号输出至每个装置，并且控制车辆10中的每个装置。例如，车辆ECU 500控制车辆10的运行和蓄电装置300的充电。这样的控制不限于通过软件的处理，也可以进行用专用硬件(电子电路)的处理。
在整流部200和蓄电装置300之间设置继电器210。在通过电力发送装置20A、20B和20C对蓄电装置300充电期间，通过车辆ECU 500将继电器210接通(turn on)。在蓄电装置300和动力生成装置400之间设置系统主继电器(SMR)310。当请求启动动力生成装置400时，通过车辆ECU 500将SMR 310接通。
在整流部200和继电器210之间设置继电器202。通过电压传感器203检测跨过与继电器202串联连接的电阻器201的相反端的电压VR，并且该电压被送至车辆ECU 500。
在通过电力发送装置20A、20B和20C对蓄电装置300充电期间，车辆ECU 500通过通信装置510而与充电站90的通信装置810通信，并且与电源ECU 800交换关于充电的开始/停止或者车辆10的电力接收状况的信息。
图2为用于示例随着车辆10的移动在电力接收装置120和电力发送装置20A之间的定位的图。参考图2，基于未示出的车载相机或者在电力发送部700A的测试电力发送(弱电力的发送)期间所接收的电力的强度，车辆10或者充电站90判定电力接收装置120内的次级线圈是否相对于电力发送装置20A内的初级线圈而定位，并且通过通知装置520通知用户结果。用户基于从通知装置520获得的信息而移动车辆10，以使得电力接收装置120和电力发送装置20A之间的位置关系利于电力发送和接收。用户未必一定要操作方向盘或者加速器，并且车辆10可自动地移动以进行定位，同时用户在通知装置520上监测这样的操作。
再次参考图1，电源部600A、600B和600C从诸如商用系统电源的外部电源900接收电力，并且生成具有规定发送频率的AC电力。
电力发送部700A、700B和700C均包括用于向电力接收部100非接触电力发送的初级线圈。电力发送部700A、700B和700C均从电源部600A、600B和600C接收具有发送频率的AC电力，并且通过在电力发送部700A、700B和700C周围生成的电磁场以非接触方式将电力发送至车辆10的电力接收部100。
滤波电路610A、610B和610C被分别设置在电源部600A、600B和600C与电力发送部700A、700B和700C之间，并且抑制从电源部600A、600B和600C生成的谐波噪音。滤波电路610A、610B和610C均由包括电感器和电容器的LC滤波器形成。
电源ECU 800包括CPU、存储装置和输入/输出缓冲器(这些都未示出)，接收来自各种传感器的信号的输入并且将控制信号输出至每个装置，并且控制充电站90中的每个装置。例如，电源ECU 800控制电源部600A、600B和600C的切换，以使得电源部600A、600B和600C生成具有发送频率的AC电力。这样的控制不限于通过软件的处理，并且也可以进行用专用硬件(电子电路)的处理。
在向车辆10电力发送期间，电源ECU 800通过通信装置810与车辆10的通信装置510通信，并且与车辆10交换关于充电的开始/停止或者车辆10的电力接收状况的信息。
通过滤波电路610A、610B和610C，将具有规定的发送频率的AC电力从电源部600A、600B和600C供应到电力发送部700A、700B和700C。每个电力发送部700A、700B和700C以及车辆10的电力接收部100均包括线圈和电容器，并且被设计为在发送频率下谐振。代表电力发送部700A、700B和700C与电力接收部100的谐振强度的Q值优选为100或者更高。
当通过滤波电路610A、610B和610C将AC电力从电源部600A、600B和600C供应到电力发送部700A、700B和700C时，通过在任何电力发送部700A、700B和700C中包括的初级线圈与电力接收部100的次级线圈之间形成的电磁场，将能量(电力)从任何电力发送部700A、700B和700C发送至电力接收部100。然后，通过滤波电路150和整流部200，将传送到电力接收部100的能量(电力)供应至蓄电装置300。
尽管没有特别示例，在电力发送装置20A、20B和20C中，在电力发送部700A、700B和700C与电源部600A、600B和600C之间(例如，在电力发送部700A、700B和700C与滤波电路610A、610B和610C之间)设置绝缘变压器。在车辆10中，也可在电力接收部100和整流部200之间(例如，在电力接收部100和滤波电路150之间)设置绝缘变压器。
(非接触电力传输的程序)
图3为用于示例在非接触电力传输中由车辆10和充电站90进行的处理的概要的流程图。图4为表示在图3的处理的过程期间变化的发送电力和所接收的电压的变化的时序图。
参考图1、3和4，在步骤S510中，当存在空停车框时，充电站90的电源ECU 800通过通信装置810广播通知允许充电的状况的消息(发射第二信号)，以将车辆10引导到充电站90的停车框。
充电站90广播(发射第二信号)的时机(timing)为例如当判定没有车辆停放在多个电力发送装置20A、20B和20C的至少一个电力发送装置20A、20B和20C上方时，以及当接收到来自稍后将描述的车辆的广播信号(第一信号)时。
当在步骤S40中车辆ECU 500通过通信装置510接收到通知允许充电的状况的消息时，车辆ECU 500通过通信装置510发送定位用弱电力的请求。
在充电站90中，在步骤S550中，电力发送装置20A、20B和20C发送用于与电力接收装置120定位的弱电力。
在步骤S50中，车辆10通过车辆10的自动或者手动移动而进行定位(见图4中的时间点t1)。在定位期间，车辆ECU 500使得继电器202导通并且获得所接收的电压VR的幅值，该电压是跨电阻器201的相反端产生的并且由电压传感器203检测。由于此电压低于全电力发送中的电压，车辆ECU 500将继电器210设定为关断，以便在检测期间不受蓄电装置300影响。
在步骤S60中，当所接收的电压VR的幅值已经超过阈值TH时，车辆ECU 500通过通知装置520通知用户定位已经成功这一事实。此后，当用户通过按下车辆10内的停车开关而给出停车位置OK的通知时，处理进行到步骤S70(见图4的时间点t2)。
在步骤S70中，车辆ECU 500发送用于停止定位用弱电力的发送的请求。在步骤S560中，充电站90的电源ECU 800接收用于停止弱电力的发送的请求，并且通过电力发送装置20A、20B和20C的定位用弱电力的发送结束(见图4的时间点t3)。
与在初级侧上的恒定电压(来自电力发送装置20A、20B和20C的输出电压)相对照，在次级侧上的电压(所接收的电压VR)根据在电力发送装置20A、20B和20C的初级线圈与电力接收装置120的次级线圈之间的距离而变化。于是，初级线圈的磁芯的重心O1和次级线圈的磁芯的重心O2之间的水平方向上的位置的差异与所接收的电压VR的关系被提前确定，并且与用于初级线圈的磁芯的重心O1和次级线圈的磁芯的重心O2之间的水平方向上的位置的差异的允许值对应的所接收的电压VR被设定为阈值TH。
在步骤S80和步骤S580中，车辆ECU 500和电源ECU 800进行用于确定已经与电力发送装置20A、20B和20C中的哪一个实现了定位的配对处理。
电源ECU 800使得对于每个电力发送装置的发送电力的接通(on)的持续时间不同。即，电力发送装置20A持续TA的时间周期接通发送电力，电力发送装置20B持续TB的时间周期接通发送电力，以及电力发送装置20C持续TC的时间周期接通发送电力(见图4的时间点t4)。
通过通信装置510，车辆ECU 500向电源ECU 800通知所接收的电力的接通的持续时间。在图4的实例中，电力接收装置120从电力发送装置20A接收发送电力。车辆ECU 500向电源ECU 800通知所接收的电力的接通的持续时间为TA这一事实。从而电源ECU 800可以知道已经进行了相对于电力发送装置20A的定位。
在步骤S590中，充电站90进行用于从已经完成定位的电力发送装置全电力发送的处理(见图4的时间点t6)。在图4的实例中，电力发送装置20A进行用于电力发送的处理。在步骤S90中，车辆10进行用于通过电力接收装置120全电力接收的处理，并且用所接收的电力对蓄电装置300进行充电。
图5为表示用于图4中步骤S90的全电力接收的处理和用于步骤S590的全电力发送的处理的细节的流程图。
参考图5，在步骤ST1中，车辆ECU 500通过通信装置510发送电力发送开始命令。在步骤ST2中，电源ECU 800通过通信装置810接收电力发送开始命令。
在步骤ST3中，电源ECU 800使电力传输开始。在步骤ST4中，车辆ECU 500使充电开始。
在步骤ST5中，当蓄电装置300被充满电或者被充电至规定量时，处理进行到步骤ST6。
在步骤ST6和ST7中，车辆ECU 500通过通信装置510发送电力发送停止命令，并且车辆ECU 500使充电停止。在步骤ST8和ST9中，电源ECU 800通过通信装置810接收电力发送停止命令，并且电源ECU 800使电力发送停止。
在步骤ST10中，当感测到车辆10的移动时，处理进行到步骤ST11。这里，例如，当车辆速度超过规定速度时，当通过对车辆速度求和而获得的值超过规定值时，当从全球定位系统(GPS)获得的车辆10的当前位置与停车框A、B或C的位置相距一规定距离以上时(当车辆10从电力发送装置20A、20B或20C移动时)、或者当换档位置从停车位置改变到驱动位置时(当满足用于车辆10移动的预备条件时)，车辆ECU 500检测车辆10的移动。
在步骤ST11中，车辆ECU 500通过通信装置510发送车辆移动通知消息(发射第一信号)。在步骤ST12中，电源ECU 800通过通信装置810接收车辆移动通知消息。此后，处理返回至步骤S510，并且当在停满状态之后作为车辆10的移动的结果而存在空停车框时，电源ECU 800广播通知允许充电的状况的消息(发射第二信号)，以便将另一车辆引导至充电90的停车框。
由此，在根据本实施例的非接触电力传输系统中，如上所述，在至少一种以下情况下车辆10进行广播(发射第二信号)：当在完成了从任何电力发送装置20A、20B或者20C的电力接收之后车辆10从电力发送装置20A、20B或者20C移动时，以及当在完成了从电力发送装置20A、20B或者20C的电力接收之后满足用于从电力发送装置20A、20B或者20C移动的预备条件时。由此，第二信号为用于通知车辆10可以被充电的信号，并且当充电站判定所有电力发送装置之上都停有车辆10时，其不向周围广播。由此，当存在空闲的电力发送装置20A、20B或者20C时，新的车辆10被引导至充电站。
与上面一样地，根据本实施例，当在充电结束之后车辆移动时，车辆向充电站发送车辆移动通知消息，以便充电站可以感测车辆从电力发送装置离开的移动并且将另一车辆引导至充电站。
图3中步骤S80和步骤S580中的配对处理不限于上面描述的处理。例如，电源ECU800使在发送电力的接通与关断之间的切换周期对于每个电力发送装置不同。即，电力发送装置20A以每周期ΔTA在发送电力的接通与关断之间切换，电力发送装置20B以每周期ΔTB在发送电力的接通与关断之间切换，以及电力发送装置20C每周期ΔTC在发送电力的接通与关断之间切换。车辆ECU 500向电源ECU 800通知在所接收的电力的接通与关断之间切换的周期。例如，当电力接收装置120从电力发送装置20A接收发送电力时，车辆ECU 500向电源ECU 800通知所接收的电力的接通与关断之间切换的周期被设定为ΔTA这一事实。电源ECU 800由此知道与电力发送装置20A的定位已经完成。
尽管已经详细地描述和示例了本发明，但应清晰地理解，本发明仅仅以示例和实例的方式给出，并非以限制的方式给出，本发明的范围由所附的权利要求的条款来解释。

Claims (5)

1.一种非接触电力传输系统(10，90)，其中在车辆(10)与充电站(90)之间以非接触方式传输电力，
所述充电站包括以非接触方式发送电力的电力发送装置(20A，20B，20C)，
所述车辆包括以非接触方式接收电力的电力接收装置(120)、以及蓄电装置，
当在完成了使用来自所述电力发送装置的电力对所述蓄电装置的充电之后所述车辆移动时，以及当在完成了使用来自所述电力发送装置的电力对所述蓄电装置的充电之后满足用于车辆移动的预备条件时，所述车辆发射第一信号，并且
当所述充电站接收所述第一信号时，所述充电站发射第二信号，该第二信号通知允许充电的状态。
2.根据权利要求1所述的非接触电力传输系统，其中
当所述车辆的速度超过规定速度时，所述车辆发射所述第一信号。
3.根据权利要求1所述的非接触电力传输系统，其中
当通过对所述车辆的速度求和而获得的值超过规定值时，所述车辆发射所述第一信号。
4.根据权利要求1所述的非接触电力传输系统，其中
当从GPS系统获得的所述车辆的当前位置与所述充电站的停车框的位置相距一规定距离以上时，所述车辆发射所述第一信号。
5.根据权利要求1所述的非接触电力传输系统，其中
当所述车辆的换档位置从停车位置改变到驱动位置时，所述车辆发射所述第一信号。
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