JP2009045967A - Power transmission system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power transmission system for a vehicle capable of safely and efficiently transmitting power. <P>SOLUTION: This power transmission system is provided with ground equipment A having a constant current power source 5 in which a positive electrode contact 10 and a negative electrode contact 11 are connected via a switch S1 for discharge, in-vehicle equipment B having an in-vehicle positive electrode contact 20, an in-vehicle negative electrode contact 21 and an in-vehicle capacitor C2, a vehicle detection means 4 detecting the traveling vehicle 1 to transmit a vehicle detection signal S, and a control means 3 performing control to supply the constant current from the constant current power source 5 to the in-vehicle capacitor C2 by turning on the switch S1 for discharge when receiving the vehicle detection signal S. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a power transmission system for a vehicle, and is particularly useful when applied to transmission of power to an electric vehicle.

  In order to protect the global environment, especially to prevent global warming due to an increase in carbon dioxide, various measures for suppressing oil consumption have been taken. As part of this, hybrid vehicles or electric vehicles (hereinafter referred to as electric vehicles) were developed as alternative vehicles to gasoline vehicles. This type of electric vehicle or the like drives an electric motor using a vehicle-mounted battery as a power source.

  Since the oil consumption of the truck is large, it is possible to favorably suppress the oil consumption by switching to an electric vehicle or the like. However, unlike passenger cars, it is almost impossible to realize the electrification of large cargo trucks that require a large amount of power by installing batteries. On the other hand, hybrid trucks equipped with electric double layer capacitors for regeneration during braking have been put to practical use, but even if the stored energy can be run in electric mode, the distance is only a few hundred meters and the expressway is very short. When driving at a constant speed, the effect of improving fuel efficiency due to hybridization is small.

  Accordingly, a contactless power transmission method for charging an electric vehicle has been proposed in parallel with the development of an electric vehicle or the like (see, for example, Patent Document 1). According to such a contactless power transmission method, power can be transmitted from the outside to a truck traveling on a highway.

  On the other hand, from the viewpoint of the efficiency of transmitting electric power, it is desirable to transmit electric power directly to the battery or capacitor of the electric vehicle via a contact. In particular, a large vehicle such as a truck requires a large amount of electric power, so there is a need to efficiently transmit electric power. In this case, electric power can be directly transmitted to the vehicle by providing an in-vehicle contact point on the capacitor of the vehicle and providing a ground contact point on the road that can contact the in-vehicle contact point.

  However, when power is supplied to the vehicle by direct contact, there is a safety problem. For example, when a person walks on the road and touches the ground contact, or when the ground contact touches a part other than the on-vehicle contact of the vehicle stopped due to an accident or the like.

Japanese Unexamined Patent Publication No. 7-245889

  In view of such circumstances, an object of the present invention is to provide a power transmission system for a vehicle that can transmit power safely and efficiently.

  In order to achieve the above object, a first aspect of the present invention is a ground capacitor in which ground contacts disposed on the ground are connected via discharge switch means, and both ends of the ground capacitor are connected via charge switch means. It is charged with the current from the ground capacitor through the ground equipment having a connected DC power source, the on-vehicle contact mounted on the vehicle so as to be in contact with the ground contact, and the on-vehicle contact in contact with the ground contact. In-vehicle equipment having an in-vehicle capacitor as a power source for a motor for driving the vehicle, vehicle detection means for detecting a traveling vehicle and sending a vehicle detection signal, and turning on the charging switch means to set the ground capacitor Along with charging, when the vehicle detection signal is received, the discharging switch means is turned on to discharge the charge charged in the ground capacitor. In the power transmission system for a vehicle, characterized by a control means for controlling the DENDEN flow to supply to the vehicle capacitor.

  In the first aspect, power is supplied to the in-vehicle capacitor by direct contact between the ground contact and the on-vehicle contact of the vehicle, which is more efficient than non-contact power supply. Moreover, since electric power is supplied to the on-vehicle capacitor on the condition that the passage of the vehicle is detected, an accident such as an electric shock can be avoided even if a human body touches the ground contact.

  According to a second aspect of the present invention, in the power transmission system for a vehicle according to the first aspect, the ground contact is connected to the ground capacitor via a constant current circuit. In the transmission system.

  In the second aspect, the in-vehicle capacitor can be charged with a constant current. Thereby, the charging efficiency of the vehicle-mounted capacitor can be improved.

  According to a third aspect of the present invention, in the power transmission system for the vehicle described in the first or second aspect, the vehicle detection means detects the traveling speed of the vehicle and includes information representing the traveling speed. The vehicle detection signal is transmitted, and the control means, while the traveling speed included in the vehicle detection signal is not within a predetermined range, while the vehicle is passing above the ground contact point. However, the power transmission system for a vehicle is characterized in that control is performed so that the off state of the discharge switch means is continuously maintained.

  In the third aspect, when the vehicle is traveling at a high speed that greatly exceeds the speed limit, or when traveling at an abnormally low speed due to traffic jams or the like, it can be locked so that the ground facility does not function. .

  According to a fourth aspect of the present invention, in the power transmission system for the vehicle described in any one of the first to third aspects, the ground contact is formed to have the same width as a width of the road on which the vehicle travels. The power transmission system for a vehicle includes an anode contact and a cathode contact, and the anode contact and the cathode contact are arranged at predetermined intervals along the traveling direction of the road.

  In the fourth aspect, since the anode contact and the cathode contact are arranged over the entire width of the road, the vehicle can reliably bring the vehicle-mounted contact into contact with the anode contact and the cathode contact. In addition, since the anode contact and the cathode contact are arranged at a predetermined interval, there is no possibility that the human body touches the anode contact and the cathode contact at the same time to cause an electric shock.

  According to a fifth aspect of the present invention, in the power transmission system for the vehicle according to any one of the first to fourth aspects, the ground equipment is intermittently arranged along the road on which the vehicle travels. The power transmission system for a vehicle is characterized by the above.

  In the fifth aspect, electric energy can be intermittently supplied to the in-vehicle capacitor from each ground facility while the vehicle is running.

  According to a sixth aspect of the present invention, in the power transmission system for a vehicle according to any one of the first to fourth aspects, the ground facility is disposed at a place where the vehicle stops, and the ground contact point is provided. In the power transmission system for a vehicle, the vehicle-mounted capacitor is charged in a state where the vehicle-mounted contact is in contact with the vehicle-mounted contact and the vehicle is stopped.

  Such a sixth aspect can be applied, for example, to supplying power to a bus that is stopped at a bus stop, so that sufficient power can be reliably supplied to the bus.

  According to a seventh aspect of the present invention, in the power transmission system for the vehicle according to any one of the first to sixth aspects, the vehicle is equipped with a motor and a hybrid vehicle in which power from an internal combustion engine is mounted as a drive device. It is in the electric power transmission system with respect to the vehicle characterized by being.

  In the seventh aspect, power can be supplied to the hybrid vehicle safely and efficiently.

  According to the present invention, an energy transmission system such as an electric vehicle that is completely different from conventional continuous power transmission can be constructed safely and efficiently. That is, since electric power is supplied to the on-vehicle capacitor by direct contact between the ground contact and the on-vehicle contact of the vehicle, it is more efficient than non-contact power supply. Moreover, since electric power is supplied to the on-vehicle capacitor on the condition that the passage of the vehicle is detected, an accident such as an electric shock can be avoided even if a human body touches the ground contact.

  In addition, intermittent charging of vehicles equipped with in-vehicle capacitors sufficient for short-distance travel from the ground contact point embedded on the road surface at appropriate intervals on the expressway to the next ground contact point every time the vehicle passes. Thus, even a large truck can realize electric driving on a highway, which not only contributes to the electric power of transportation, but can also achieve a dramatic suppression effect of oil consumption.

  Hereinafter, the best mode for carrying out the present invention will be described. The description of the present embodiment is an exemplification, and the present invention is not limited to the following description.

  FIG.1 and FIG.2 is a schematic block diagram of the electric power transmission system with respect to the vehicle which concerns on this embodiment. As shown in FIGS. 1 and 2, the ground facility A has a constant current power source 5, and an anode contact 10 and a cathode contact 11 that are ground contacts are connected to the constant current power source 5.

  The constant current power source 5 includes a constant current circuit 6, a ground capacitor C1, and a direct current power source DC. Specifically, the ground capacitor C1 is connected to the DC power source DC via the charging switch S2, and the constant current circuit 6 is connected to the ground capacitor C1. The anode contact 10 is connected to one end of the constant current circuit 6, and the cathode contact 11 is connected to the other end of the constant current circuit 6 via a discharge switch S1.

  The ground capacitor C1 is charged with power from the DC power source DC, and the constant current circuit 6 is configured to supply constant current to the anode contact 10 and the cathode contact 11 using the ground capacitor C1 as a power source. The anode contact 10 and the cathode contact 11 are arranged so as to be exposed to the ground.

  On the other hand, the in-vehicle equipment B mounted on the vehicle 1 includes an in-vehicle anode contact 20 and an in-vehicle cathode contact 21 which are in-vehicle contacts, and an in-vehicle capacitor C2. The vehicle-mounted anode contact 20 is provided on the vehicle 1 so as to contact the ground anode contact 10 and the vehicle-mounted cathode contact 21 can contact the ground cathode contact 11. The in-vehicle capacitor C2 is charged with a constant current from the constant current power source 5 via the in-vehicle anode contact 20 and the in-vehicle cathode contact 21 that are in contact with the anode contact 10 and the cathode contact 11, respectively. The on-vehicle capacitor C2 serves as a power source for an electric motor (not shown) for running the vehicle 1.

  As the above-mentioned ground capacitor C1 and on-vehicle capacitor C2, a large-capacity electric double layer capacitor is suitable. Note that a general characteristic of a capacitor is that it can be charged with a large current in a short time, and the charged charge can be taken out for a long time.

By the way, assuming that the output of the motor during steady running of a large truck is about 100 kW, the energy required for traveling for 10 seconds (220 m at 80 km / h) is 100 kW × 10 sec = 10 ⁶ Joules = 278 Wh. Charging this energy in 100 ms requires a current of 1 kV and 10 kA, which is not particularly difficult. That is, it can be easily realized by using an electric double layer capacitor capable of dramatically increasing the capacity as compared with the conventional capacitor.

  In addition, the vehicle detection sensor 4 is disposed in front of the anode contact 10 and the cathode contact 11 when viewed from the vehicle 1. The vehicle detection sensor 4 is, for example, a weight sensor, and transmits a vehicle detection signal S indicating that the traveling vehicle 1 has passed the vehicle detection sensor 4 to the control unit 3 when a weight equal to or greater than a predetermined value is detected.

  The controller 3 turns on the charging switch S2 to charge the ground capacitor C1, and turns on the discharging switch S1 to discharge the charge charged in the ground capacitor C1. Thereby, the discharge current accompanying the discharge becomes a constant current by the constant current circuit 6, and the constant current is supplied to the anode contact 10 and the cathode contact 11.

  Here, in the control unit 3 according to the present embodiment, the vehicle-mounted anode contact 20 and the vehicle-mounted cathode contact 21 of the vehicle 1 that is traveling contact the anode contact 10 and the cathode contact 11, respectively, based on the vehicle detection signal S from the vehicle detection sensor 4. During the operation, the discharge switch S1 is controlled to be turned on or off so as to supply a constant current.

  More specifically, as shown in FIG. 3A, when the control unit 3 does not receive the vehicle detection signal S, that is, before the vehicle detection sensor 4 detects the traveling vehicle 1, the control unit 3 turns off the discharge switch S1.

  Next, as shown in FIG. 3B, when the control unit 3 receives the vehicle detection signal S, that is, when the vehicle detection sensor 4 detects the running vehicle 1, the discharge switch S1 is turned on. Then, a constant current from the constant current power source 5 can be supplied to the anode contact 10 and the cathode contact 11. When the vehicle 1 further advances in this state, as shown in FIG. 3C, the in-vehicle anode contact 20 and the in-vehicle cathode contact 21 come into contact with the ground anode contact 10 and the cathode contact 11, respectively, and the in-vehicle capacitor C2 A constant current from the constant current power supply 5 is supplied, and the on-vehicle capacitor C2 is charged.

  The time constant of the terrestrial capacitor C1 is set so that when the in-vehicle anode contact 20 and the in-vehicle cathode contact 21 are in contact with the ground anode contact 10 and the cathode contact 11, respectively, the charges of the ground capacitor C1 are all discharged. Has been.

  Finally, the control unit 3 turns off the discharge switch S1 after a predetermined time has elapsed since the discharge switch S1 was turned on. The predetermined time is set to be after all the charges on the ground capacitor C1 are discharged.

  Charging of the ground capacitor C1 is performed between power transmission by discharging the ground capacitor C1 to the vehicle-mounted capacitor C2 of the preceding vehicle 1 and power transmission by discharging of the ground capacitor C1 to the vehicle-mounted capacitor C2 of the following vehicle 1. That is, after the control unit 3 turns off the discharge switch S1, the charging switch S2 is turned on for a certain time before charging the ground capacitor C1 from the DC power source DC. Supply current. The charging time may be determined in consideration of the average distance between the vehicles 1 traveling on the highway, but for example, about 5 sec is preferable.

  In the above embodiment, control is performed such that charging of the in-vehicle capacitor C2 is performed when the anode contact 10 / cathode contact 11 and the in-vehicle anode contact 20 / in-vehicle cathode contact 21 are in contact. Can be performed satisfactorily when the vehicle 1 is traveling in a predetermined speed range. That is, when traveling at a high speed that greatly exceeds the speed limit, or when traveling at an abnormally low speed due to traffic jams or the like, the ground equipment A can be locked so as not to function. Specifically, the vehicle detection sensor 4 also detects the traveling speed of the vehicle 1, and information indicating the traveling speed is included in the vehicle detection signal S that is an output signal thereof, and the control unit 3 to which the vehicle detection signal S is further input. When it is detected that the traveling speed of the vehicle 1 is not within the predetermined speed range, the vehicle 1 is controlled so as to hold the discharge switch S1 in the OFF state, and the discharge current from the constant current power source 5 is supplied. Do not.

  4 (a) and 4 (b) are diagrams illustrating an embodiment in which the anode contact and the cathode contact of the ground facility A are arranged on the road, and FIG. 4 (c) is a traveling direction X of FIG. 4 (b). It is the front view seen from.

  As shown in FIG. 4A, the vehicle 1 traveling on the road 8 in the traveling direction X is shown. The anode contact 10 and the cathode contact 11 of the ground facility A are formed to have the same width as that of the road 8 and are arranged on the road 8 with a predetermined interval along the traveling direction X. The predetermined interval is such that the human body cannot touch the anode contact 10 and the cathode contact 11 at the same time, so that there is no possibility that a person touches each of the contacts 10 and 11 to get an electric shock. Further, since the anode contact 10 and the cathode contact 11 are disposed over the entire width of the road 8, the vehicle 1 reliably brings the vehicle-mounted anode contact 20 and the vehicle-mounted cathode contact 21 into contact with the anode contact 10 and the cathode contact 11, respectively. be able to.

  The width L2 in the traveling direction X of the anode contact 10 and the cathode contact 11 is made as long as possible within a range shorter than the distance L1 between the in-vehicle anode contact 20 and the in-vehicle cathode contact 21 of the vehicle 1. Is preferred. Thereby, since the time for which the anode contact 10 / cathode contact 11 and the in-vehicle anode contact 20 / in-vehicle cathode contact 21 are in contact with each other becomes longer, more charging time can be secured.

  On the other hand, as shown in FIGS. 4B and 4C, the anode contact 10 and the cathode contact 11 can be extended along the traveling direction X and arranged so that they are parallel to each other. In response to this, the vehicle-mounted anode contact 20 is provided on the left side of the vehicle 1 and the vehicle-mounted cathode contact 21 is provided on the right side of the vehicle 1. In this case, the vehicle 1 must travel so that the in-vehicle anode contact 20 and the in-vehicle cathode contact 21 are in contact with the anode contact 10 and the cathode contact 11, respectively, but it is possible to charge the in-vehicle capacitor C2.

  Moreover, although the shape of the vehicle-mounted anode contact 20 and the vehicle-mounted cathode contact 21 of the vehicle-mounted equipment B is not specifically limited, the following aspects are mentioned. For example, it is assumed that the in-vehicle anode contact 20 and the in-vehicle cathode contact 21 are provided with a magnet at each tip. Then, the in-vehicle anode contact 20 and the in-vehicle cathode contact 21 are attached to the lower part of the vehicle 1 so that the tip part floats about several cm from the ground surface, and the in-vehicle anode contact 20 and the in-vehicle cathode contact 21 are located above the anode contact 10 and the cathode contact 11. The in-vehicle contact and the ground contact may be brought into contact with each other by magnetic force.

The vehicle 1 is not particularly limited as long as it is an electric vehicle or the like that uses the in-vehicle capacitor C2 as a power source. However, there may be a situation in which the in-vehicle capacitor C2 cannot be charged due to traffic congestion or the like. Therefore, a hybrid vehicle that can be driven by a normal engine is suitable at that time.

  Further, in the present embodiment, the constant current circuit 6 is provided so that a constant current is supplied to the on-vehicle capacitor C2, so that the on-vehicle capacitor C2 can be charged efficiently. However, the constant current circuit 6 may be omitted, and the electric charge from the ground capacitor C1 may be supplied to the in-vehicle capacitor C2 via the anode contact 10, the cathode contact 11, the in-vehicle anode contact 20, and the in-vehicle cathode contact 21. Good.

  FIG. 5 is an explanatory diagram showing a power transmission system in which a vehicle travels and repeats intermittent charging. As shown in the figure, a large number of ground facilities A of the power transmission system are intermittently disposed along a road 8 on which the vehicle 1 travels. Here, the ground equipment A is installed, for example, every 100 m on average. Therefore, the vehicle 1 only needs to be able to store electric energy that can travel to the position of the next ground facility A in the in-vehicle capacitor C2 (see FIG. 1). Therefore, it is unreasonable to install the ground equipment A at equal intervals, and settings are made so that there is no waste such as a large interval on flat ground, a small interval on an uphill road, and a maximum interval on a downhill.

  In such a system, electric energy can be intermittently supplied from each ground facility A to the in-vehicle capacitor C2 while the vehicle 1 is traveling.

  FIG. 6 is an explanatory diagram showing an electric power transmission system that performs charging while the vehicle is stopped. As shown in the figure, the ground equipment A in the power transmission system is disposed at a place where the vehicle 1 (for example, a bus) stops, the in-vehicle contact is in contact with the ground contact, and the vehicle 1 is stopped. To charge the in-vehicle capacitor C2.

  INDUSTRIAL APPLICABILITY The present invention can be used in a wide range of industrial fields such as an industrial field related to the use of electric power, an industrial field related to manufacturing and sales of automobiles, and an industrial field related to road construction and maintenance.

It is a schematic block diagram of the electric power transmission system with respect to the vehicle which concerns on this embodiment. It is a schematic block diagram of the electric power transmission system with respect to the vehicle which concerns on this embodiment. It is a figure explaining operation | movement of the control part which concerns on this embodiment. It is a figure which illustrates the aspect which arrange | positions the anode contact and cathode contact of a ground installation on a road. It is explanatory drawing which shows the electric power transmission system which a vehicle drive | works and repeats intermittent charge. It is explanatory drawing which shows the electric power transmission system which charges with the vehicle stopped.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle 3 Control part 4 Vehicle detection sensor 5 Constant current power supply 6 Constant current circuit 8 Road 10 Anode contact 11 Cathode contact 20 Car-mounted anode contact 21 Car-mounted cathode contact A Ground equipment B Car-mounted equipment C1 Ground capacitor C2 Car-mounted capacitor DC DC power supply S1 Discharge Switch S2 Charging switch

Claims (7)

A ground capacitor having a ground contact connected to the ground via the switch means for discharging, and a ground facility having a DC power source to which both ends of the ground capacitor are connected via the switch means for charging;
The vehicle-mounted contact mounted on the vehicle so as to be in contact with the ground contact and the vehicle-mounted contact that is charged by the current from the ground capacitor via the vehicle-mounted contact that is in contact with the ground contact and serves as a power source for the motor for driving the vehicle On-vehicle equipment having a capacitor;
Vehicle detection means for detecting a running vehicle and transmitting a vehicle detection signal;
The charging switch means is turned on to charge the ground capacitor, and when the vehicle detection signal is received, the discharging switch means is turned on to discharge the electric charge that has been charged in the ground capacitor. A power transmission system for a vehicle, comprising: control means for controlling current to be supplied to the in-vehicle capacitor. In the electric power transmission system for vehicles according to claim 1,
The ground contact point is connected to the ground capacitor via a constant current circuit. In the electric power transmission system with respect to the vehicle according to claim 1 or claim 2,
The vehicle detection means detects the traveling speed of the vehicle and transmits the vehicle detection signal including information representing the traveling speed,
When the traveling speed included in the vehicle detection signal is not within a predetermined range, the control means turns off the discharge switch means even while the vehicle is passing above the ground contact. An electric power transmission system for a vehicle, wherein the electric power is controlled so as to be continuously held. In the electric power transmission system with respect to the vehicle as described in any one of Claims 1-3,
The ground contact is composed of an anode contact and a cathode contact formed in the same width as the width of the road on which the vehicle travels,
The power transmission system for a vehicle, wherein the anode contact and the cathode contact are arranged at predetermined intervals along the traveling direction of the road. In the electric power transmission system with respect to the vehicle according to any one of claims 1 to 4,
A power transmission system for a vehicle, wherein a number of the ground facilities are intermittently disposed along a road on which the vehicle travels. In the electric power transmission system with respect to the vehicle according to any one of claims 1 to 4,
The ground equipment is disposed at a place where the vehicle stops, and the ground contact is in contact with the in-vehicle contact, and the in-vehicle capacitor is charged in a state where the vehicle is stopped. A power transmission system for a vehicle, characterized in that there is. In the electric power transmission system with respect to the vehicle as described in any one of Claims 1-6,
An electric power transmission system for a vehicle, wherein the vehicle is a hybrid vehicle in which power from an internal combustion engine is mounted as a drive device together with an electric motor.

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