CN105121200B - 非接触供电装置 - Google Patents

非接触供电装置 Download PDF

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CN105121200B
CN105121200B CN201480020991.8A CN201480020991A CN105121200B CN 105121200 B CN105121200 B CN 105121200B CN 201480020991 A CN201480020991 A CN 201480020991A CN 105121200 B CN105121200 B CN 105121200B
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channel part
power supply
vehicle
electricity reception
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CN105121200A (zh
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浅井明宽
吉田成幸
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Nissan Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L53/60—Monitoring or controlling charging stations
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • H—ELECTRICITY
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/80—Circuit arrangements or systems for wireless supply or distribution of electric power involving the exchange of data, concerning supply or distribution of electric power, between transmitting devices and receiving devices
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
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    • H02J50/90—Circuit arrangements or systems for wireless supply or distribution of electric power involving detection or optimisation of position, e.g. alignment
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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

受电线圈(22)以横跨存在于车辆中心的通道部(42)的下侧开口部的方式搭载于接近被转向的前轮(W)的车底板(40)的前端部下表面，因此能够根据在使车辆(1)在停车空间(2)向规定的停止位置前进时使车辆中心对准路面侧的送电线圈(12)而进行转向的驾驶感觉，使受电线圈(22)对于送电线圈(12)适当地进行正对对位。

Description

非接触供电装置
技术领域
本发明涉及一种以非接触的方式向电动汽车等车辆进行电力供给的非接触供电装置。
背景技术
在专利文献1中公开了如下一种技术：将配置在道路上的初级线圈设为可动结构，使该初级线圈与搭载于车辆的前部下表面的靠近车宽方向一侧的次级线圈正对，通过电磁感应作用从该初级线圈向次级线圈进行电力供给，对搭载于车底板下表面的电池进行充电。
专利文献1：日本特开2011-217452号公报
发明内容
发明要解决的问题
在专利文献1的公开技术中，不可否认的是需要初级线圈的驱动装置以及包含各种检测单元在内的驱动控制单元，导致系统变得复杂。
因此，本发明提供一种非接触供电装置，该非接触供电装置能够以使车辆向停车空间的规定停止位置停车时的驾驶感觉，使车辆侧的受电部相对于路面侧的供电部适当地进行正对对位。
本发明的非接触供电装置以如下结构为基础：通过设置在停车空间的供电部与搭载在车辆的车底板下表面的受电部之间的磁耦合，来以非接触的方式对车辆进行电力供给。
上述车底板的车宽方向中央部具备通道部，该通道部向车厢侧鼓出并沿车辆前后方向延伸，另一方面，上述受电部的上表面具备接线盒。
而且，主要的特征在于，上述受电部以横跨上述通道部的下侧开口部的方式配置在上述车底板的前部下表面，从而将上述接线盒配置在该通道部的内侧。
附图说明
图1是概要地表示本发明所涉及的非接触供电装置的说明图。
图2是表示电池以及马达单元和车内辅助设备的搭载布局的立体说明图。
图3是图2的车辆中心部的车辆前后方向截面说明图。
图4是图2的受电部搭载部分的车宽方向截面说明图。
图5是表示通道部内的受电部的配置状态的截面立体说明图。
图6是受电部的立体图。
图7是表示电池、受电部以及马达单元的搭载布局的平面说明图。
图8是从车辆底面看到图7的搭载布局的底面说明图。
图9是通过(A)、(B)表示受电部的搭载例的截面说明图。
图10是通过(A)、(B)、(C)、(D)表示电池的布线图案例的简略的说明图。
具体实施方式
以下，与附图一起详细记述本发明的实施方式。
图1所示的本实施方式的非接触供电装置具备作为地上侧单元的供电装置100以及作为车辆侧单元的受电装置200，从配置于供电桩等的供电装置100以非接触的方式向搭载于以电动汽车、混合动力车辆为代表的车辆1的受电装置200供给电力，来对车载电池27进行充电。
供电装置100具备配置在供电桩附近的停车空间2中的供电部12，受电装置200具备受电部22，该受电部22在将车辆1停止于停车空间2的规定位置时以与供电部12相向的方式配设在车辆1的底面。
作为供电部12，使用以包括导线的初级线圈为主体的送电线圈，另外，作为受电部22，使用以同样包括导线的次级线圈为主体的受电线圈，通过两个线圈间的电磁感应作用，能够以非接触的方式从送电线圈12向受电线圈22供给电力。
地上侧的供电装置100具备电力控制部11、送电线圈12、无线通信部13以及控制部14。
电力控制部11是用于将从交流电源300输送的交流电力转换为高频的交流电力并输送至送电线圈12的电路，具备整流部111、PFC电路112、逆变器113以及传感器114。整流部111是与交流电源300电连接并对来自交流电源300的输出交流电力进行整流的电路。PFC电路112是用于通过对来自整流部111的输出波形进行整形来改善功率因数的电路(Power Factor Correction：功率因数校正)，连接在整流部111与逆变器113之间。
无线通信部13与设置于车辆1侧的无线通信部23之间进行双向通信。
控制部14是控制供电装置100整体的部分，通过无线通信部13、23间的通信来将开始从供电装置100供给电力的意思的信号发送到车辆1侧、或者从车辆1侧接收想要接收来自供电装置100的电力的意思的信号。
控制部14除此之外还根据传感器114的检测电流进行逆变器113的开关控制，控制从送电线圈12输送的电力。另外，在供电过程中根据来自异物传感器15的检测信号，来停止供电，或者通过无线通信部13、23向车辆1侧发送警告信号。
作为异物传感器15，例如使用金属检测线圈，在供电过程中金属异物侵入或者介于送电线圈12与受电线圈22之间所形成的磁场中的情况下，根据异物传感器15的检测电信号，控制部14立即发出警告或者促使停止供电，来防止因金属异物介于磁场中导致的供电不良等问题发生于未然。
车辆1侧的受电装置200具备受电线圈22、无线通信部23、充电控制部24、整流部25、继电器部26、电池27、逆变器28、马达29以及通知部30。
当如后述那样将车辆1停车到停车空间2的规定停止位置时，受电线圈22被定位为正对送电线圈12的正上方并与该送电线圈12保持距离。
整流部25包括与受电线圈22连接并将由受电线圈22接收的交流电力整流为直流的整流电路。
继电器部26具备通过充电控制部24的控制来切换接通和断开的继电器开关。另外，继电器部26通过使继电器开关断开，来将包括电池27的主电路系统与作为充电的电路部的受电线圈22和整流部25切断。
通过将多个二次电池连接来构成电池27，成为车辆1的电力源。逆变器28是具有IGBT等开关元件的PWM控制电路等控制电路，根据开关控制信号，将从电池27输出的直流电力变为交流电力，并供给至马达29。马达29例如通过三相的交流电动机来构成，成为用于使车辆1驱动的驱动源。
通知部30通过警告灯、导航系统的显示器或者扬声器等来构成，基于充电控制部24的控制，对用户输出光、图像或者声音等。
充电控制部24是用于控制电池27的充电的控制器，控制无线通信部23、通知部30、继电器部26等。充电控制部24通过无线通信部23、13的通信将开始充电的意思的信号发送到控制部14。另外，充电控制部24通过CAN通信网与控制车辆1整体的未图示的控制器连接。该控制器对逆变器28的开关控制、电池27的充电状态(SOC)进行管理。而且，在通过该控制器来根据电池27的充电状态而达到了满充电的情况下，充电控制部24将结束充电的意思的信号发送到控制部14。
在本实施方式的非接触供电装置中，在送电线圈12与受电线圈22之间，通过电磁感应作用而在非接触状态下进行高频电力的输送和接收。换言之，当对送电线圈12施加电压时，在送电线圈12与受电线圈22之间产生磁耦合，从送电线圈12向受电线圈22供给电力。
在此，上述的送电线圈12与受电线圈22各自相对的保护壳体面是电磁感应区域，因此为了不对其造成妨碍而由合成树脂材料构成。
图2～图10示出将上述受电线圈22和电池27搭载于车辆1的状态。
受电线圈22和电池27均搭载在车辆1的车底板40的下表面。
将受电线圈22的搭载位置设定在车底板40的前端部下表面的车宽方向中央部，电池27以占据从该受电线圈22的配设部的后侧附近位置起遍及车辆后方的较广的面积的方式进行搭载。
在车底板40的前端接合配置有分隔出前舱1F和车厢1R的前围板41，在车底板40的车宽方向中央(车辆中心)具备向车厢1R侧鼓出并沿车辆前后方向延伸的通道部42(参照图2、图3)。
沿着通道部42两侧的鼓出基部形成有沿车辆前后方向延伸的封闭截面的增刚部43。
车底板40通过这些通道部42及其增刚部43、在车宽方向两侧沿车辆前后方向配设的侧梁44、沿车宽方向配设的多个横梁45以及在底板前部侧将上述各增刚部43和与其接近的侧梁44相结合的悬臂46等底板骨架构件确保了所需的底板刚性(参照图2～图4)。
因此，大型且有重量的电池27可靠地紧固固定于上述的侧梁44、横梁45等主要的骨架构件以及通道部42的增刚部43。
另一方面，受电线圈22以横跨通道部42的下侧开口部的方式结合配置在上述的搭载设定位置、即车底板40的前端部下表面的车宽方向中央位置(参照图4)。
受电线圈22将其车宽方向的宽度尺寸W2设定为比通道部42的下侧开口部的宽度尺寸W1大(W1<W2)，如图9的(A)、(B)所示那样以横跨通道部42的下侧开口部的增刚部43、43或者横跨悬臂46、46的方式结合配置。
受电线圈22构成为方形的盘状，具备受电用的线圈主体221、将该线圈主体221容纳并固定的铝等非磁性金属制的保护壳体222以及将保护壳体222的下侧开口部封闭的盖体223。该盖体223基于上述的理由而由适当的合成树脂制成，使得不会妨碍送电线圈12与受电线圈22之间的电磁感应作用(参照图5、图6)。
在保护壳体222的上表面中央配设有容纳配电盘(分配装置)、继电器(继电器部26)、控制器(充电控制部24)等的接线盒225。在图5、图6所示的例子中，在保护壳体222的上表面中央设置有容纳整流器(整流部25)、电容器等电气部件的电装盒224。与电装盒224分开地将接线盒225形成为与电装盒224在投影平面上相同的大小，可拆卸地组装在该电装盒224上。
电装盒224与保护壳体222一体地形成，在内部通过分隔板与线圈主体221的容纳部分分隔开，但是在此也能够与保护壳体222分开地构成。
在前舱1F的车宽方向两侧配设有前侧梁50，该前侧梁50的后端与前围板41接合并沿车辆前后方向延伸，构成车体前部的骨架构件。
在该前舱1F的下侧配设有副框架51，在该副框架51上经由安装构件52搭载并固定有包括上述的逆变器28和马达29的马达单元29U。
副框架51形成俯视为大致方形，将其车宽方向两侧的前、后端部与左右的前侧梁50的前、后端部的下表面结合，来构成前舱1F的下侧的车体骨架构件。
在副框架51的后端部的车宽方向两侧设置有延展部53，该延展部53沿上述受电线圈22的车宽方向两侧向车辆后方延伸，对该受电线圈22的固定部分进行增刚(参照图7、图8)。在图示的例子中，将延展部53在沿车宽方向延伸的基部的两端部分开形成为朝向车辆后方设置延伸部分的形状，基部与副框架51的后端部紧固固定，并将延展后端与悬臂46结合，但是延展部53也能够与副框架51一体地形成。
而且，在这样的电池27、受电线圈22以及马达单元29U的沿车辆前后方向呈直线的搭载布局中，将连接器分别与电池27的前端以及马达单元29U的后端部(逆变器28的后端部)连接，从而将从电池27向马达单元29U输送电力的强电系统的配线31以在受电线圈22的上方通过的方式沿通道部42的内侧配置。
配线31配置在接线盒225的上方，但是也能够根据情况而配置在接线盒225的侧方。在该情况下，优选将电装盒224和接线盒225以相比于通道部42内的中心位置向一侧方向偏移的方式进行配置，来确保大直径的配线31的配置空间。
在通道部42的顶壁，在接线盒225的附近位置设置有贯通孔47，使从电池27或者接线盒225向搭载于车厢1R内的空调单元等车内辅助设备60输送电力的强电系统的配线32贯穿地配置。在贯通孔47嵌入安装有垫圈48，对被电气配线贯穿的周围进行密封。
图10在(A)～(D)中示出电池27、马达单元29U以及车内辅助设备60之间的送电布线图案的各个不同的例子。
在(A)图所示的例子中，将电池27与马达单元29U、车内辅助设备60、接线盒225分别通过配线31、32、33连接。
在(B)图所示的例子中，将(A)图中的配线32通过接线盒225进行分配而连接，从而将来自电池27的布线数减少1个。
在(C)图所示的例子中，将(B)图中的配线31通过接线盒225进行分配而连接，从而省略配线33，将来自电池27的布线数减少2个。
在(D)图所示的例子中，将接线盒225与受电线圈22分离地搭载于车厢内，扩大了通道部42内的空间。在该例中，将(A)图中的配线33以及连接受电线圈22和接线盒225的配线34与配线32一起贯穿于上述的贯通孔47地配置。
根据具备以上的结构的本实施方式的非接触供电装置，受电线圈22搭载于接近被转向的前轮W的车底板40的前端部下表面并在其车宽方向中央部。因而，在将车辆1在停车空间2中停车到规定的停止位置时，转向成车辆中心对准路面侧的送电线圈12即可，能够根据该驾驶感觉来适当地使受电线圈22与该送电线圈12进行正对对位。另外，由于受电线圈22被配置在接近被转向的前轮W的位置，因此能够微调整成受电线圈22的位置对准送电线圈12，从而能够更适当地进行正对对位。
由此，不需要为了进行上述对位而将送电线圈12设为使用驱动机构的可动结构从而构成专用的驱动控制系统，在成本上是有利的，并且通过车辆1的简单的驾驶操作就能够进行受电线圈22对于送电线圈12的正对对位。
另外，受电线圈22覆盖从车底板40的下表面的电池27向前舱1F的马达单元29U输送电力的强电系统的配线31的下侧，从而作为保护器而发挥功能，因此能够提高安全性。
并且，将受电线圈22设为配置在车辆中心，将电池27、受电线圈22以及马达单元29U设为沿车辆前后方向呈直线的搭载布局，来使上述的配线31以在该受电线圈22的上方通过的方式进行配置，由此能够将该配线31配置为俯视呈直线，从而能够缩短电气配线长度。
在此，在上述车底板40的车辆中心(车宽方向中央部)具备通道部42，将上述受电线圈22以横跨通道部42的下侧开口部的方式进行配设，并将配线31沿通道部42的内侧进行配置。
受电线圈22是在上述金属制的保护壳体222与合成树脂制的盖体223之间容纳线圈主体221的方形盘状的刚体结构，因此能够提高通道部42的下侧开口部的刚性从而发挥防止扩开变形(开口)的功能。并且，由于能够将配线31以容纳状态配置在由受电线圈22和通道部42形成的封闭截面内，因此能够进一步提高该配线31的安全性。
另外，受电线圈22的上表面具备接线盒225，但是将该受电线圈22如上述那样以横跨通道部42的下侧开口部的方式进行配置，来将接线盒225配置在通道部42内，因此能够提高该接线盒225的安全性。
并且，通过将这样的在受电线圈22的上表面突出的接线盒225配置在通道部42内，能够抑制车底板40的离地高度变大，能够设计上有利地进行车体的造型。
接线盒225与受电线圈22分开地形成，并可拆卸地安装在该受电线圈22的上表面，因此也能够根据规格而拆下接线盒225来如图10的(D)所示那样搭载在车厢内。这尤其是在混合动力车辆规格中，能够使排气管纵行至通道部42内地配置，能够实现车体下部构造的共享化。
另外，通道部42的顶壁具备贯通孔47，因此也能够以最短距离对从电池27或者接线盒225向搭载于车厢1R的车内辅助设备60输送电力的配线32等进行配置，从而能够提高配置布局的自由度。
通道部42具备沿着两侧的鼓出基部并沿车辆前后方向延伸的封闭截面的增刚部43，将受电线圈22以横跨这些增刚部43的方式进行搭载，因此能够使受电线圈22的安装刚性和通道部42的下侧开口部的车宽方向刚性双方都提高。
另外，将受电部22的车宽方向尺寸W2设定为比通道部42的下侧开口部的宽度尺寸W1大，直接将受电线圈22与开口部两侧的增刚部43结合，因此能够进一步提高上述的安装刚性和车宽方向刚性。
另一方面，马达单元29U搭载于作为配置在前舱1F的下侧的骨架构件的副框架51，在该副框架51的后端部设置有沿受电线圈22的车宽方向两侧向车辆后方延伸并对该受电线圈22的固定部分进行增刚的延展部53。
由此，通过延展部53对受电线圈22的固定部分的增刚效果，对抗由于行驶时的振动等而作用于该固定部分的振动输入，从而能够提高受电线圈22的安装刚性。另外，能够通过副框架51的后端部及其两侧的延展部53来保护受电线圈22的前侧和左右两侧，通过电池27保护受电线圈22的后侧。
其结果，能够保护受电线圈22免受路面干扰等，并且能够提高配置在其上方的上述配线31的保护效果。
此外，在上述实施方式中，例示了将受电线圈22的车宽方向尺寸W2与通道部42的下侧开口部的宽度尺寸W1之间的关系设为W1<W2的情况，但是也能够根据车辆规格设为W1>W2，在该情况下，将受电线圈22经由托架横跨通道部42的下侧开口部地进行结合即可。
本发明引用日本特愿2013-083545号(申请日：2013年4月12日)的全部内容。
以上，虽然按照实施例说明了本发明的内容，但是本发明并不限定于这些记载，能够进行各种变形和改良，这对于本领域技术人员来说是显而易见的。
产业上的可利用性
根据本发明，受电部以横跨存在于车辆中心的通道部的下侧开口部的方式搭载于接近被转向的前轮的车底板的前部下表面，因此能够根据在使车辆在停车空间中停车到规定的停止位置时使车辆中心对准路面侧的供电部而进行停车转向的驾驶感觉，使受电部对于供电部适当地进行正对对位。
并且，将配设在受电部的上表面的接线盒配置在通道部的内侧从而能够将该接线盒容纳在由这些受电部和通道部形成的封闭截面内，因此能够提高接线盒的安全性。
附图标记说明
1：车辆；1F：前舱；1R：车厢；12：送电线圈(供电部)；22：受电线圈(受电部)；27：电池；29U：马达单元；31、32、33、34：配线；42：通道部；43：封闭截面的通道增刚部；47：通道部顶壁的贯通孔；51：副框架；53：延展部；60：车内辅助设备；221：受电线圈的线圈主体；222：受电线圈的保护壳体；223：受电线圈的盖体；224：受电线圈的电装盒；225：接线盒。

Claims (3)

1.一种非接触供电装置，其通过设置在停车空间的供电部与搭载在车辆的车底板下表面的受电部之间的磁耦合，来以非接触的方式对车辆进行电力供给，该非接触供电装置的特征在于，
上述车底板的车宽方向中央部具备通道部，该通道部向车厢侧鼓出并沿车辆前后方向延伸，
另一方面，上述受电部的上表面具备接线盒，
上述受电部以横跨上述通道部的下侧开口部的方式配置在上述车底板的前部下表面，从而将上述接线盒配置在该通道部的内侧。
2.根据权利要求1所述的非接触供电装置，其特征在于，
上述通道部的顶壁具备贯通孔，该贯通孔用于配置从搭载在上述车底板的下表面的电池或上述接线盒向搭载在车厢内的车内辅助设备输送电力的配线。
3.根据权利要求1或2所述的非接触供电装置，其特征在于，
以在上述受电部的上方通过的方式沿着上述通道部的内侧并沿车辆前后方向配置从搭载在上述车底板的下表面的电池向搭载在车辆的前舱的马达单元输送电力的配线。
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