JP2011066985A - Contactless power receiving apparatus and electric vehicle equipped therewith - Google Patents

Contactless power receiving apparatus and electric vehicle equipped therewith Download PDF

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Publication number
JP2011066985A
JP2011066985A JP2009214211A JP2009214211A JP2011066985A JP 2011066985 A JP2011066985 A JP 2011066985A JP 2009214211 A JP2009214211 A JP 2009214211A JP 2009214211 A JP2009214211 A JP 2009214211A JP 2011066985 A JP2011066985 A JP 2011066985A
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Japan
Prior art keywords
power
relay
resonator
non
voltage
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JP2009214211A
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JP5474463B2 (en
Inventor
Shinpei Sakota
Yukihiro Yamamoto
幸宏 山本
慎平 迫田
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Toyota Industries Corp
Toyota Motor Corp
トヨタ自動車株式会社
株式会社豊田自動織機
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7072Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y02T10/7077Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors on board the vehicle
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • Y02T10/7208Electric power conversion within the vehicle
    • Y02T10/7216DC to DC power conversion
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • Y02T10/7208Electric power conversion within the vehicle
    • Y02T10/7241DC to AC or AC to DC power conversion
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10Technologies related to electric vehicle charging
    • Y02T90/12Electric charging stations
    • Y02T90/122Electric charging stations by inductive energy transmission

Abstract

A non-contact power receiving apparatus capable of performing a welding check of a relay for electrically connecting / disconnecting a detection resistor used when positioning a power supply facility and a vehicle, and an electric vehicle including the same.
A resistor 146 and a relay 148 are connected in series to a power line pair between a rectifier 140 and a DC / DC converter 142. Voltage sensor 190 detects voltage VR generated in resistor 146. A predetermined test power is sent from the power transmission unit 220 to the power reception unit 110 so that the power reception voltage does not exceed the withstand voltage of the power reception circuit. Then, when relays 144 and 148 are controlled to be turned off and test power is being sent, whether relay 148 is welded or not is determined based on voltage VR detected by voltage sensor 190.
[Selection] Figure 5

Description

  The present invention relates to a non-contact power receiving device and an electric vehicle including the same, and more particularly to a non-contact power receiving device that receives power from a power transmission resonator that receives power from a power source and generates an electromagnetic field in a non-contact manner via the electromagnetic field. The present invention relates to an electric vehicle provided.

  Electric vehicles such as electric vehicles and hybrid vehicles have attracted a great deal of attention as environmentally friendly vehicles. These vehicles are equipped with an electric motor that generates driving force and a rechargeable power storage device that stores electric power supplied to the electric motor. The hybrid vehicle is a vehicle in which an internal combustion engine is further mounted as a power source together with an electric motor, or a fuel cell is further mounted as a direct current power source for driving the vehicle together with a power storage device.

  In hybrid vehicles, as in the case of electric vehicles, vehicles that can charge an in-vehicle power storage device from a power source outside the vehicle are known. For example, a so-called “plug-in hybrid vehicle” is known in which a power storage device can be charged from a general household power source by connecting a power outlet provided in a house and a charging port provided in a vehicle with a charging cable. Yes.

  On the other hand, as a power transmission method, wireless power transmission that does not use a power cord or a power transmission cable has recently attracted attention. As this wireless power transmission technology, three technologies known as power transmission using electromagnetic induction, power transmission using microwaves, and power transmission using a resonance method are known.

  Among them, the resonance method is a non-contact power transmission technique in which a pair of resonators (for example, a pair of self-resonant coils) are resonated in an electromagnetic field (near field) and transmitted through the electromagnetic field. It is also possible to transmit power over a long distance (for example, several meters) (see, for example, Patent Document 1).

Special table 2009-501510 JP 2005-261040 A

  When the above resonance method is used for power transmission from a power source outside the vehicle to the vehicle, the distance between the power supply facility and the vehicle is calculated based on the received power, and the position of the vehicle relative to the power supply facility is calculated based on the calculated distance information. It is possible to match. For example, a resistor matched to the impedance of the power supply equipment is electrically connected by a relay between the power line pair that supplies the received power to the electric load, and the voltage generated in the resistance is measured when test transmission is performed from the power supply equipment. By doing so, it is possible to estimate the distance between the power receiving unit of the vehicle and the power transmission unit of the power supply facility.

  And after completion of vehicle positioning using the above-mentioned resistance, it is necessary to electrically disconnect the resistance from between the power line pair by the relay. If this relay is welded, the received power cannot be properly supplied to the electric load, so it is necessary to check whether the relay is welded.

  SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a non-contact power receiving apparatus capable of performing a welding check of a relay for electrically connecting / disconnecting a detection resistor used when positioning a power supply facility and a vehicle, and an electric vehicle including the same Is to provide.

  According to the present invention, the non-contact power receiving device is a non-contact power receiving device that receives power from a power transmission resonator that receives power from a power source and generates an electromagnetic field in a non-contact manner via the electromagnetic field, the power receiving resonator; An electrical load, a first resistor and a relay, a voltage sensor, and a determination unit are provided. The power receiving resonator is configured to receive power from the power transmitting resonator by resonating with the power transmitting resonator via an electromagnetic field. The electric load is supplied with the electric power received by the power receiving resonator. The first resistor and the relay are connected in series between a pair of power lines disposed between the power receiving resonator and the electric load. The voltage sensor detects a voltage between the power line pair. Here, when the relay is in a non-conductive state, predetermined power is sent from the power transmission resonator to the power reception resonator so that the power reception voltage does not exceed the withstand voltage of the contactless power reception device. The determination unit determines whether or not the relay is welded based on the detection value of the voltage sensor when the relay is controlled to be in a non-conductive state and predetermined power is being transmitted from the power transmission resonator to the power reception resonator. judge.

  Preferably, the non-contact power receiving apparatus further includes a second resistor. The second resistor has a resistance value that is greater than the resistance value of the first resistor and is designed so that the received voltage does not exceed the withstand voltage when receiving a predetermined power, and the second resistor is connected in series. 1 resistor and relay connected in parallel.

  Preferably, the non-contact power receiving apparatus further includes a control unit. The control unit is configured such that when the relay is controlled to be in a non-conductive state and predetermined power is being transmitted from the power transmitting resonator to the power receiving resonator, the input impedance of the electric load is greater than the resistance value of the first resistor. The electric load is controlled so as to be large and the received voltage does not exceed the withstand voltage.

  More preferably, the non-contact power receiving device further includes a power storage device. The power storage device stores electric power received by the power receiving resonator. The electrical load includes a converter configured to receive the power received by the power receiving resonator and charge the power storage device. The control unit is configured such that when the relay is controlled to be in a non-conductive state and predetermined power is being transmitted from the power transmitting resonator to the power receiving resonator, the input impedance of the converter is greater than the resistance value of the first resistor. And the converter is controlled so that the received voltage does not exceed the withstand voltage.

  Preferably, the non-contact power receiving apparatus further includes a communication unit. The communication unit transmits a command instructing transmission of predetermined power from the power transmission resonator to the power reception resonator to the power supply facility including the power transmission resonator.

  In addition, according to the present invention, an electric vehicle includes any one of the non-contact power receiving devices described above and an electric motor that generates a running torque using the electric power received by the non-contact power receiving device.

  In the present invention, when the first resistor and the relay are connected in series between the power line pair disposed between the power receiving resonator and the electric load, and the relay is in a non-conductive state, Predetermined power is sent from the power transmitting resonator to the power receiving resonator so that the received voltage does not exceed the voltage. When the relay is controlled to be in a non-conducting state and predetermined power is being sent from the power transmission resonator to the power reception resonator, whether or not the relay is welded is determined based on the detection value of the voltage sensor. For example, the detection value of the voltage sensor is compared with a predetermined value. When the detection value of the voltage sensor is larger than the predetermined value, the relay is determined to be normal, and when the detection value of the voltage sensor is equal to or less than the predetermined value, the relay is welded. It is determined.

  Therefore, according to the present invention, it is possible to provide a non-contact power receiving apparatus and an electric vehicle capable of performing a welding check of a relay that electrically connects / disconnects the first resistor.

1 is an overall configuration diagram of a vehicle power feeding system to which a contactless power receiving device according to Embodiment 1 of the present invention is applied. It is a figure for demonstrating the principle of the power transmission by the resonance method. It is the figure which showed the relationship between the distance from an electric current source (magnetic current source), and the intensity | strength of an electromagnetic field. It is a block diagram which shows the detail of the vehicle shown in FIG. It is a circuit diagram for demonstrating in detail about the power receiving circuit by the side of a vehicle containing a power receiving unit, and the power transmission unit by the side of electric power feeding equipment. It is the figure which showed an example of the structure of a voltage sensor. 5 is a flowchart for explaining a relay welding determination process executed by the control device shown in FIG. 4. FIG. 6 is a circuit diagram for illustrating a power reception circuit in a second embodiment. 10 is a flowchart for illustrating relay welding determination processing executed by a control device according to Embodiment 3.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Embodiment 1]
1 is an overall configuration diagram of a vehicle power feeding system to which a non-contact power receiving device according to Embodiment 1 of the present invention is applied. Referring to FIG. 1, vehicle power supply system 10 includes a vehicle 100 and a power supply facility 200.

  Vehicle 100 includes a power receiving unit 110, a camera 120, and a communication unit 130. The power receiving unit 110 is installed on the bottom surface of the vehicle body, and is configured to receive power transmitted from the power transmitting unit 220 of the power supply facility 200 in a non-contact manner. Specifically, the power receiving unit 110 includes a self-resonant coil described later, and receives power from the power transmitting unit 220 in a non-contact manner by resonating with the self-resonant coil included in the power transmitting unit 220 of the power supply facility 200 via an electromagnetic field.

  The camera 120 is provided to detect the positional relationship between the power reception unit 110 and the power transmission unit 220, and is attached to the vehicle body so that, for example, the rear of the vehicle can be photographed. The communication unit 130 is a communication interface for performing communication between the vehicle 100 and the power supply facility 200.

  The power supply facility 200 includes a high frequency power supply device 210, a power transmission unit 220, a light emitting unit 230, and a communication unit 240. The high frequency power supply device 210 converts, for example, commercial AC power supplied from a system power supply into high frequency power and outputs the high frequency power to the power transmission unit 220. The frequency of the high frequency power generated by the high frequency power supply device 210 is, for example, 1 MHz to several tens of MHz.

  The power transmission unit 220 is fixed to the floor of the parking lot, and is configured to send the high frequency power supplied from the high frequency power supply device 210 to the power receiving unit 110 of the vehicle 100 in a non-contact manner. Specifically, power transmission unit 220 includes a self-resonant coil and transmits power to power reception unit 110 in a non-contact manner by resonating with a self-resonance coil included in power reception unit 110 of vehicle 100 via an electromagnetic field.

  A plurality of light emitting units 230 are provided on the power transmission unit 220 and are provided to indicate the position of the power transmission unit 220. The light emitting unit 230 includes, for example, a light emitting diode. The communication unit 240 is a communication interface for performing communication between the power supply facility 200 and the vehicle 100.

  In the vehicle power supply system 10, high-frequency power is transmitted from the power transmission unit 220 of the power supply facility 200, and the self-resonant coil included in the power receiving unit 110 of the vehicle 100 and the self-resonant coil included in the power transmission unit 220 are transmitted via an electromagnetic field. Therefore, power is supplied from the power supply facility 200 to the vehicle 100.

  Here, when power is supplied from the power supply facility 200 to the vehicle 100, the vehicle 100 is guided to the power supply facility 200 and the power receiving unit 110 of the vehicle 100 and the power transmission unit 220 of the power supply facility 200 are aligned.

  First, in the first stage, the positional relationship between the power reception unit 110 of the vehicle 100 and the power transmission unit 220 of the power supply facility 200 is detected based on an image captured by the camera 120, and based on the detection result. The vehicle is controlled to guide the vehicle to the power transmission unit 220. More specifically, the plurality of light emitting units 230 provided on the power transmission unit 220 are photographed by the camera 120, and the positions and orientations of the plurality of light emitting units 230 are image-recognized. Then, the position and orientation of the power transmission unit 220 and the vehicle are recognized based on the result of the image recognition, and the vehicle is guided to the power transmission unit 220 based on the recognition result.

  Here, the facing area of the power receiving unit 110 and the power transmission unit 220 is smaller than the area of the bottom surface of the vehicle body. When the power transmission unit 220 enters the lower part of the vehicle body and the camera 120 cannot photograph the power transmission unit 220, the first stage starts. Switch to the second stage. In the second stage, power is supplied from the power transmission unit 220 to the power reception unit 110, and the distance between the power transmission unit 220 and the power reception unit 110 is detected based on the power supply status. Based on the distance information, the vehicle is controlled so that the power transmission unit 220 and the power reception unit 110 are aligned.

  Note that the magnitude of the electric power transmitted from the power transmission unit 220 in the second stage is higher than the charging power supplied from the power transmission unit 220 to the power reception unit 110 after the alignment between the power transmission unit 220 and the power reception unit 110 is completed. Set small. The reason why the power is transmitted from the power transmission unit 220 in the second stage is to detect the distance between the power transmission unit 220 and the power reception unit 110, and because a large amount of power is not required when performing full-scale power supply. .

  Next, a non-contact power feeding method used for the vehicle power feeding system 10 will be described. In the vehicle power supply system 10 according to this embodiment, power is supplied from the power supply facility 200 to the vehicle 100 using the resonance method.

  FIG. 2 is a diagram for explaining the principle of power transmission by the resonance method. Referring to FIG. 2, in this resonance method, in the same way as two tuning forks resonate, two LC resonance coils having the same natural frequency resonate in an electromagnetic field (near field), and thereby, from one coil. Electric power is transmitted to the other coil via an electromagnetic field.

  Specifically, the primary coil 320 is connected to the high frequency power supply 310, and 1 M to several tens of MHz high frequency power is supplied to the primary self-resonant coil 330 that is magnetically coupled to the primary coil 320 by electromagnetic induction. The primary self-resonant coil 330 is an LC resonator having an inductance and stray capacitance of the coil itself, and resonates with a secondary self-resonant coil 340 having the same resonance frequency as the primary self-resonant coil 330 via an electromagnetic field (near field). . Then, energy (electric power) moves from the primary self-resonant coil 330 to the secondary self-resonant coil 340 via the electromagnetic field. The energy (electric power) transferred to the secondary self-resonant coil 340 is taken out by the secondary coil 350 magnetically coupled to the secondary self-resonant coil 340 by electromagnetic induction and supplied to the load 360. Note that power transmission by the resonance method is realized when the Q value indicating the resonance intensity between the primary self-resonant coil 330 and the secondary self-resonant coil 340 is greater than 100, for example.

  1, the secondary self-resonant coil 340 and the secondary coil 350 correspond to the power receiving unit 110 in FIG. 1, and the primary coil 320 and the primary self-resonant coil 330 correspond to the power transmission unit 220 in FIG. 1. Correspond.

  FIG. 3 is a diagram showing the relationship between the distance from the current source (magnetic current source) and the intensity of the electromagnetic field. Referring to FIG. 3, the electromagnetic field includes three components. The curve k1 is a component that is inversely proportional to the distance from the wave source, and is referred to as a “radiated electromagnetic field”. A curve k2 is a component inversely proportional to the square of the distance from the wave source, and is referred to as an “induction electromagnetic field”. The curve k3 is a component inversely proportional to the cube of the distance from the wave source, and is referred to as an “electrostatic magnetic field”.

  Among these, there is a region where the intensity of the electromagnetic wave rapidly decreases with the distance from the wave source. In the resonance method, energy (electric power) is transmitted using this near field (evanescent field). That is, by using a near field to resonate a pair of resonators (for example, a pair of LC resonance coils) having the same natural frequency, one resonator (primary self-resonant coil) and the other resonator (two Energy (electric power) is transmitted to the next self-resonant coil. Since this near field does not propagate energy (electric power) far away, the resonance method transmits power with less energy loss than electromagnetic waves that transmit energy (electric power) by "radiation electromagnetic field" that propagates energy far away. be able to.

  FIG. 4 is a configuration diagram showing details of the vehicle 100 shown in FIG. 1. Referring to FIG. 4, vehicle 100 includes a power storage device 150, a system main relay SMR1, a boost converter 162, inverters 164 and 166, motor generators 172 and 174, an engine 176, a power split device 177, Drive wheel 178. Further, the vehicle 100 includes a secondary self-resonant coil 112, a secondary coil 114, a rectifier 140, a DC / DC converter 142, a system main relay SMR2, relays 144 and 148, a resistor 146, and a voltage sensor 190. And further including. Furthermore, vehicle 100 further includes a control device 180, a camera 120, a communication unit 130, and a power feeding button 122.

  The vehicle 100 is equipped with an engine 176 and a motor generator 174 as power sources. Engine 176 and motor generators 172 and 174 are connected to a power split device 177 composed of planetary gears. Vehicle 100 travels with a driving force generated by at least one of engine 176 and motor generator 174. The power generated by the engine 176 is divided into two paths by the power split device 177. That is, one is a path transmitted to the drive wheel 178 and the other is a path transmitted to the motor generator 172.

  Motor generator 172 is an AC rotating electric machine, and includes, for example, a three-phase AC synchronous motor in which a permanent magnet is embedded in a rotor. Motor generator 172 generates power using the kinetic energy of engine 176 divided by power split device 177. For example, when the state of charge of power storage device 150 (also referred to as “SOC (State Of Charge)”) becomes lower than a predetermined value, engine 176 is started and motor generator 172 generates power to store power. Device 150 is charged.

  Motor generator 174 is also an AC rotating electric machine, and includes a three-phase AC synchronous motor in which, for example, a permanent magnet is embedded in a rotor, similarly to motor generator 172. Motor generator 174 generates a driving force using at least one of the electric power stored in power storage device 150 and the electric power generated by motor generator 172. Then, the driving force of motor generator 174 is transmitted to driving wheel 178.

  Further, when braking the vehicle or reducing acceleration on the down slope, the mechanical energy stored in the vehicle as kinetic energy or positional energy is used for rotational driving of the motor generator 174 via the drive wheels 178, and the motor generator 174 is Operates as a generator. Thus, motor generator 174 operates as a regenerative brake that converts running energy into electric power and generates braking force. The electric power generated by motor generator 174 is stored in power storage device 150.

  Power storage device 150 is a rechargeable DC power source, and includes, for example, a secondary battery such as lithium ion or nickel metal hydride. Power storage device 150 stores electric power supplied from DC / DC converter 142 and also stores regenerative power generated by motor generators 172 and 174. Power storage device 150 supplies the stored power to boost converter 162. Note that a large-capacity capacitor can also be used as the power storage device 150, and temporarily stores the power supplied from the power supply facility 200 (FIG. 1) and the regenerative power from the motor generators 172 and 174, and boosts the stored power. Any power buffer that can be supplied to the converter 162 may be used.

  System main relay SMR1 is arranged between power storage device 150 and boost converter 162. Boost converter 162 boosts the voltage on positive line PL <b> 2 to a voltage equal to or higher than the voltage output from power storage device 150 based on signal PWC from control device 180. Boost converter 162 includes a DC chopper circuit, for example.

  Inverters 164 and 166 are provided corresponding to motor generators 172 and 174, respectively. Inverter 164 drives motor generator 172 based on signal PWI 1 from control device 180, and inverter 166 drives motor generator 174 based on signal PWI 2 from control device 180. Inverters 164 and 166 include, for example, a three-phase bridge circuit.

  The secondary self-resonant coil 112 is an LC resonant coil whose both ends are open (not connected), and receives power from the power supply facility 200 by resonating with a primary self-resonant coil (not shown) of the power supply facility 200 via an electromagnetic field. . The capacitance component of the secondary self-resonant coil 112 is the stray capacitance of the coil, but capacitors connected to both ends of the coil may be provided. Regarding the secondary self-resonant coil 112, the primary self-resonant coil and the secondary self-resonant coil 112 are based on the distance from the primary self-resonant coil of the power supply facility 200, the resonance frequency of the primary self-resonant coil and the secondary self-resonant coil 112, and the like. The number of turns is appropriately set so that the Q value (for example, Q> 100) indicating the resonance intensity with the resonance coil 112 and κ indicating the coupling degree thereof are increased.

  The secondary coil 114 is disposed coaxially with the secondary self-resonant coil 112 and can be magnetically coupled to the secondary self-resonant coil 112 by electromagnetic induction. The secondary coil 114 takes out the electric power received by the secondary self-resonant coil 112 by electromagnetic induction and outputs it to the rectifier 140. The secondary self-resonant coil 112 and the secondary coil 114 form the power receiving unit 110 shown in FIG.

  The rectifier 140 rectifies the AC power extracted by the secondary coil 114. Based on signal PWD from control device 180, DC / DC converter 142 converts the power rectified by rectifier 140 into a voltage level of power storage device 150 and outputs the voltage level to power storage device 150. System main relay SMR <b> 2 is arranged between DC / DC converter 142 and power storage device 150. System main relay SMR2 electrically connects DC / DC converter 142 to power storage device 150 when signal SE2 from control device 180 is activated, and DC / DC converter when signal SE2 is deactivated. The electric circuit between 142 and the power storage device 150 is cut off.

  The relay 144 is provided on at least one of the power line pair disposed between the rectifier 140 and the DC / DC converter 142. In FIG. 4, the relay 144 is provided on only one of the power line pairs, but a relay may be provided on both of the power line pairs. Relay 144 is controlled to be in a conductive state by control device 180 when power received by power receiving unit 110 is supplied to DC / DC converter 142 and power storage device 150 is charged.

  The resistor 146 and the relay 148 are connected in series between a power line pair disposed between the rectifier 140 and the DC / DC converter 142 on the rectifier 140 side of the relay 144. The resistor 146 and the relay 148 are provided for confirming the power reception status of the power reception unit 110. That is, when the above-described second-stage alignment is performed, relay 148 is controlled to be in a conductive state by control device 180, and the power reception status of power reception unit 110 is detected based on the voltage generated in resistor 146 by power reception by power reception unit 110. Is done. Then, the distance between the power transmission unit 220 and the power reception unit 110 is detected based on the voltage generated in the resistor 146, and the second-stage alignment is executed based on the distance information.

  Voltage sensor 190 detects voltage VR between the power line pair to which resistor 146 and relay 148 are connected, and outputs the detected value to control device 180.

  Control device 180 generates signals PWC, PWI1, and PWI2 for driving boost converter 162 and motor generators 172 and 174, respectively, based on the accelerator opening, vehicle speed, and other signals from various sensors. The signals PWC, PWI1, and PWI2 are output to boost converter 162 and inverters 164 and 166, respectively. When the vehicle travels, control device 180 activates signal SE1 to turn on system main relay SMR1, and deactivates signal SE2 to turn off system main relay SMR2.

  In addition, when power is supplied to vehicle 100 from power supply facility 200 (FIG. 1), control device 180 receives an image captured by camera 120 from camera 120. In addition, the control device 180 receives information (voltage and current) of power transmitted from the power supply facility 200 from the power supply facility 200 via the communication unit 130. Further, control device 180 controls relays 144 and 148 to a non-conductive state (off) and a conductive state (on), respectively, and receives a detected value of voltage VR from voltage sensor 190. And the control apparatus 180 performs parking control of a vehicle by the method mentioned later so that the said vehicle may be guide | induced to the power transmission unit 220 (FIG. 1) of the electric power feeding equipment 200 based on these data.

  When parking control to power transmission unit 220 is completed, control device 180 controls relays 144 and 148 to be in a conductive state (on) and a non-conductive state (off), respectively. Control device 180 transmits a power supply command to power supply facility 200 via communication unit 130, and activates signal SE2 to turn on system main relay SMR2. Then, control device 180 generates a signal PWD for driving DC / DC converter 142 and outputs the generated signal PWD to DC / DC converter 142.

  Further, the control device 180 determines whether or not the relay 148 is welded, for example, after the parking control is completed. Specifically, control device 180 controls relays 144 and 148 to a non-conductive state (off) before controlling relays 144 and 148 to a conductive state (on) and a non-conductive state (off), respectively. Then, control device 180 transmits an output request for predetermined test power to power supply facility 200 via communication unit 130, and determines whether relay 148 is welded based on voltage VR detected by voltage sensor 190. Specifically, when voltage VR is higher than a predetermined specified voltage, relay 148 is determined to be normal, and when voltage VR is equal to or lower than the specified voltage, relay 148 is determined to be welded. The process for determining whether the relay 148 is welded will be described in detail later.

  FIG. 5 is a circuit diagram for explaining in more detail the power reception circuit on the vehicle side including the power reception unit and the power transmission unit 220 on the power supply facility side. Referring to FIG. 5, high-frequency power supply device 210 is represented by a high-frequency AC power supply 213 and a resistor 211 that indicates the impedance of the power supply. Power transmission unit 220 includes a primary coil 232 connected to high frequency power supply device 210 and a primary self-resonant coil 234 that is magnetically coupled to primary coil 232 by electromagnetic induction.

  The power receiving unit 110 includes a secondary self-resonant coil 112 that resonates with the primary self-resonant coil 234 via an electromagnetic field, and a secondary coil 114 that is magnetically coupled to the secondary self-resonant coil 112 by electromagnetic induction. The rectifier 140 is connected to the secondary coil 114 and rectifies AC power output from the secondary coil 114.

  A relay 144 is provided on the power line disposed between the rectifier 140 and the charger (DC / DC converter 142). When the battery (power storage device 150) is charged, the relay 144 is in a conductive state (ON). Controlled.

  A resistor 146 and a relay 148 are connected in series between the power line pair on the rectifier 140 side of the relay 144. Voltage sensor 190 detects voltage VR between the power line pair to which resistor 146 and relay 148 are connected, and outputs the detected voltage VR to control device 180 (not shown). The charger (DC / DC converter 142) converts the DC power output from the rectifier 140 into an appropriate voltage and outputs it to the battery (power storage device 150).

  The resistor 146 is set to an impedance of 50Ω, for example, and this value is adjusted to match the impedance represented by the resistor 211 of the high frequency power supply device 210.

  FIG. 6 is a diagram illustrating an example of the configuration of the voltage sensor 190. Referring to FIG. 6, voltage sensor 190 includes input terminals 502 and 504, resistors 506, 508, 510, 512 and 516, an operational amplifier 514, and an output terminal 518.

  The voltage sensor 190 is composed of a differential amplifier circuit. Input terminals 502 and 504 are connected to a power line pair that outputs the power rectified by the rectifier 140 (FIG. 5). The resistor 506 has a high resistance value of several hundred kΩ to several MΩ.

  FIG. 7 is a flowchart for explaining the welding determination process of relay 148 executed by control device 180 shown in FIG. Note that the processing of this flowchart is executed at regular time intervals or whenever a predetermined condition is satisfied.

  Referring to FIG. 7, control device 180 first controls relays 144 and 148 to be in a non-conductive state (off) (step S10). Next, the control device 180 transmits a test power output request from the power supply facility 200 to the vehicle 100 to the power supply facility 200 via the communication unit 130 (step S20). The magnitude of the test power is appropriately set so that the received voltage does not exceed the withstand voltage of the power receiving circuit of vehicle 100 when relays 144 and 148 are in a non-conducting state (off).

  Next, the control device 180 determines whether or not the voltage VR detected by the voltage sensor 190 is higher than a specified voltage (step S30). This specified voltage is a voltage for determining whether the relay 148 is welded or not, and is determined as follows. That is, since impedance of voltage sensor 190 is large (for example, about 1 MΩ), voltage VR has a high value within a range that does not exceed the withstand voltage of the power receiving circuit if relay 148 is normally turned off. On the other hand, when the relay 148 is welded, the relay VR 148 and the resistor 146 are brought into conduction, so that the voltage VR becomes a low value. Therefore, the specified voltage is set to a level at which the voltage VR when the relay 148 is on and the voltage VR when the relay 148 is off can be distinguished.

  If it is determined in step S30 that voltage VR is higher than the specified voltage (YES in step S30), control device 180 determines that relay 148 is normal (step S40). On the other hand, when it is determined in step S30 that voltage VR is equal to or lower than the specified voltage (NO in step S30), control device 180 determines that relay 148 is welded (step S50).

  When it is determined in step S40 that relay 148 is normal or relay 148 is determined to be welded in step S50 and then a predetermined abnormality process is performed (step S60), control device 180 Then, a test power stop request is transmitted to the power supply facility 200 via the communication unit 130 (step S70). Thereafter, control device 180 controls relays 144 and 148 to be in a non-conductive state (off) (step S80).

  As described above, in the first embodiment, the resistor 146 and the relay 148 are provided for vehicle alignment. Then, when the relays 144 and 148 are controlled to be in a non-conduction state (off) and a predetermined test power is being sent from the power supply facility 200 to the vehicle 100, the relay is based on the voltage VR detected by the voltage sensor 190. Whether or not 148 is welded is determined. Specifically, the voltage VR is compared with a specified voltage, and when the voltage VR is higher than the specified voltage, the relay 148 is determined to be normal, and when the voltage VR is equal to or lower than the specified voltage, it is determined that the relay 148 is welded. The Therefore, according to the first embodiment, the welding check of relay 148 can be performed.

[Embodiment 2]
In Embodiment 1, since the impedance of voltage sensor 190 is large, it is not possible to increase the test power sent from power supply facility 200 in order to determine whether relay 148 is welded. Therefore, the detection value of the voltage VR when the relay 148 is welded becomes small, and it may be impossible to determine whether the relay 148 is welded or whether the test power is not transmitted from the power supply facility 200. is there.

  Therefore, in the second embodiment, a measure for increasing the test power sent from the power supply facility 200 when determining the welding of the relay 148 is shown.

  The overall configuration of the vehicle power feeding system in the second embodiment is the same as that of the vehicle power feeding system 10 in the first embodiment shown in FIG.

  FIG. 8 is a circuit diagram for illustrating a power receiving circuit in the second embodiment. FIG. 8 corresponds to FIG. 5 illustrating the power receiving circuit in the first embodiment. Referring to FIG. 8, in the second embodiment, a resistor 146 connected in series and a resistor 149 connected in parallel to relay 148 are provided. The impedance of the resistor 149 is larger than the impedance of the resistor 146 and is designed so that the received voltage does not exceed the withstand voltage of the power receiving circuit when receiving test power from the power supply facility 200. As an example, the impedances of the resistors 146 and 149 are designed to be 50Ω and 10 kΩ, respectively.

  Note that the other configuration of the power receiving circuit illustrated in FIG. 8 is the same as the configuration of the power receiving circuit in Embodiment 1 illustrated in FIG.

  In the second embodiment, the resistor 149 is provided that is larger than the impedance of the resistor 146 and designed so that the receiving voltage does not exceed the withstand voltage of the receiving circuit when receiving the test power from the power supply facility 200. Compared to the first embodiment, the test power output from the power supply facility 200 to the vehicle 100 can be increased. Therefore, according to the second embodiment, welding check of relay 148 can be reliably performed based on voltage VR detected by voltage sensor 190.

[Embodiment 3]
In the third embodiment, the test power sent from the power supply facility 200 is increased when determining the welding of the relay 148 without adding the resistor 149 (FIG. 8). In the third embodiment, the DC / DC converter 142 (FIGS. 4 and 5) is operated at the time of checking the welding of the relay 148 so that the input impedance of the DC / DC converter 142 becomes equal to the impedance of the resistor 149. The DC converter 142 is controlled.

  The overall configuration of vehicle power supply system 10, vehicle 100, and power supply facility 200 in the third embodiment is the same as that in the first embodiment.

  FIG. 9 is a flowchart for illustrating welding determination processing of relay 148 executed by control device 180 in the third embodiment. Note that the processing of this flowchart is also executed at regular time intervals or whenever a predetermined condition is satisfied.

  Referring to FIG. 9, this flowchart further includes steps S14 and S72 in the flowchart shown in FIG. 7, and includes step S12 instead of step S10. That is, control device 180 first controls relays 144 and 148 to be in a conductive state (on) and a non-conductive state (off), respectively (step S12). Next, the control device 180 activates the charger (DC / DC converter 142) (step S14). Thereafter, the process proceeds to step S <b> 20, and a test power output request is transmitted to the power supply facility 200 via the communication unit 130. When receiving test power, control device 180 controls DC / DC converter 142 so that the input impedance of DC / DC converter 142 is equivalent to the impedance of resistor 149 (for example, 10 kΩ).

  Moreover, if the stop request | requirement of test electric power is transmitted to the electric power feeding equipment 200 via the communication unit 130 in step S70, the control apparatus 180 will stop a charger (DC / DC converter 142) (step S72). Thereafter, the process proceeds to step S80, and the relays 144 and 148 are controlled to be in a non-conductive state (off).

  In the third embodiment, the DC / DC converter 142 is operated at the welding check of the relay 148 so that the input impedance of the DC / DC converter 142 is equivalent to the impedance of the resistor 149 provided in the second embodiment. The DC / DC converter 142 is controlled. Therefore, according to the third embodiment, since it is not necessary to provide the resistor 149, the cost can be reduced accordingly.

  In each of the above embodiments, power is transmitted by resonating a pair of self-resonant coils. However, a high-dielectric disk made of a high dielectric constant material is used instead of the self-resonant coil as a resonator. You can also.

  In the above description, a series / parallel type hybrid vehicle in which the power of the engine 176 is divided by the power split device 177 and can be transmitted to the drive wheels 178 and the motor generator 172 has been described as an electric vehicle. It can also be applied to other types of hybrid vehicles. That is, for example, a so-called series-type hybrid vehicle that uses the engine 176 only to drive the motor generator 172 and generates the driving force of the vehicle only by the motor generator 174, or regenerative energy among the kinetic energy generated by the engine 176 The present invention can also be applied to a hybrid vehicle in which only the electric energy is recovered, a motor assist type hybrid vehicle in which the motor assists the engine as the main power if necessary.

  In addition, the present invention can also be applied to an electric vehicle that does not include engine 176 and travels only by electric power, and a fuel cell vehicle that further includes a fuel cell in addition to power storage device 150 as a DC power source. The present invention is also applicable to an electric vehicle that does not include boost converter 162 and an electric vehicle that does not include DC / DC converter 142.

  In the above description, primary self-resonant coil 234 corresponds to an embodiment of “power transmitting resonator” in the present invention, and secondary self-resonant coil 112 corresponds to an embodiment of “power receiving resonator” in the present invention. Corresponding to DC / DC converter 142 corresponds to one embodiment of “electric load” and “converter” in the present invention, and resistor 146 corresponds to one embodiment of “first resistor” in the present invention. Further, relay 148 corresponds to an example of “relay” in the present invention, and control device 180 corresponds to an example of “determination unit” in the present invention. Furthermore, resistor 149 corresponds to an example of “second resistor” in the present invention, and control device 180 corresponds to an example of “control unit” in the present invention.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

  DESCRIPTION OF SYMBOLS 10 Vehicle electric power feeding system, 100 Vehicle, 110 Power receiving unit, 112,340 Secondary self-resonant coil, 114,350 Secondary coil, 120 Camera, 122 Feed button, 130,240 Communication unit, 140 Rectifier, 142 DC / DC converter, 144, 148 Relay, 146, 149, 211, 506, 508, 510, 512, 516 Resistance, 150 Power storage device, 162 Boost converter, 164, 166 Inverter, 172, 174 Motor generator, 176 Engine, 177 Power split device, 178 Drive wheel, 180 control device, 190 voltage sensor, 200 power supply equipment, 210 high frequency power supply device, 213 high frequency AC power supply, 220 power transmission unit, 230 light emitting unit, 232, 320 primary coil, 234, 330 primary Resonant coil, 310 High frequency power supply, 360 load, 410 IPA-ECU, 420 EPS, 430 MG-ECU, 440 ECB, 450 EPB, 460 Resonant ECU, 470 HV-ECU, 502,504 input terminal, 514 operational amplifier, 518 output terminal , SMR1, SMR2 System main relay.

Claims (6)

  1. A non-contact power receiving device that receives power from a power transmission resonator that receives electric power from a power source in a non-contact manner through the electromagnetic field,
    A power receiving resonator configured to receive power from the power transmitting resonator by resonating with the power transmitting resonator via the electromagnetic field;
    An electrical load that receives a supply of power received by the power receiving resonator; and
    A first resistor and a relay connected in series between a power line pair disposed between the power receiving resonator and the electrical load;
    A voltage sensor for detecting a voltage between the power line pair,
    When the relay is in a non-conductive state, predetermined power is sent from the power transmitting resonator to the power receiving resonator so that the received voltage does not exceed the withstand voltage of the non-contact power receiving device, and the relay is non-conductive A determination unit configured to determine whether or not the relay is welded based on a detection value of the voltage sensor when the predetermined power is transmitted from the power transmission resonator to the power reception resonator. A non-contact power receiving device.
  2.   The first resistor connected in series has a resistance value that is greater than the resistance value of the first resistor and has a resistance value designed so that the received voltage does not exceed the withstand voltage when receiving the predetermined power. The contactless power receiving device according to claim 1, further comprising a resistor and a second resistor connected in parallel to the relay.
  3.   When the relay is controlled to be in a non-conductive state and the predetermined power is being transmitted from the power transmission resonator to the power reception resonator, an input impedance of the electric load is a resistance value of the first resistor. The contactless power receiving device according to claim 1, further comprising a control unit that controls the electrical load so that the received voltage does not exceed the withstand voltage.
  4. A power storage device that stores electric power received by the power receiving resonator;
    The electrical load includes a converter configured to receive the power received by the power receiving resonator and charge the power storage device,
    The control unit is configured such that when the relay is controlled to be in a non-conductive state and the predetermined power is transmitted from the power transmission resonator to the power reception resonator, an input impedance of the converter is the first impedance. The non-contact power receiving apparatus according to claim 3, wherein the converter is controlled so as to be larger than a resistance value of the resistor and the received voltage does not exceed the withstand voltage.
  5.   The communication part which transmits the instruction | indication which instruct | indicates transmission of the said predetermined electric power from the said power transmission resonator to the said power reception resonator further to the electric power feeding installation containing the said power transmission resonator. The non-contact power receiving device according to any one of the above.
  6. The non-contact power receiving device according to claim 1;
    An electric vehicle comprising: an electric motor that generates a running torque using electric power received by the non-contact power receiving device.
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