JP2020127269A - Power receiving apparatus - Google Patents

Power receiving apparatus Download PDF

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JP2020127269A
JP2020127269A JP2019017424A JP2019017424A JP2020127269A JP 2020127269 A JP2020127269 A JP 2020127269A JP 2019017424 A JP2019017424 A JP 2019017424A JP 2019017424 A JP2019017424 A JP 2019017424A JP 2020127269 A JP2020127269 A JP 2020127269A
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power
switch
secondary coil
time
receiving device
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JP2020127269A5 (en
Inventor
真登 向山
Masato Mukoyama
真登 向山
正樹 金▲崎▼
Masaki Kanezaki
正樹 金▲崎▼
宜久 山口
Yoshihisa Yamaguchi
宜久 山口
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Denso Corp
Soken Inc
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Denso Corp
Soken Inc
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Priority to JP2019017424A priority Critical patent/JP2020127269A/en
Priority to PCT/JP2020/002266 priority patent/WO2020158559A1/en
Publication of JP2020127269A publication Critical patent/JP2020127269A/en
Publication of JP2020127269A5 publication Critical patent/JP2020127269A5/ja
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/12—Inductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/12—Inductive energy transfer
    • B60L53/122—Circuits or methods for driving the primary coil, e.g. supplying electric power to the coil
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M7/00—Power lines or rails specially adapted for electrically-propelled vehicles of special types, e.g. suspension tramway, ropeway, underground railway
    • 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
    • H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
    • H02J50/12—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling of the resonant type
    • 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
    • H02J50/90—Circuit arrangements or systems for wireless supply or distribution of electric power involving detection or optimisation of position, e.g. alignment
    • 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
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Abstract

To provide a power receiving apparatus which properly responds to fluctuations in received power.SOLUTION: A power receiving apparatus comprises: a secondary coil 31 capable of receiving power by non-contact from a primary coil 21; a secondary side capacitor 32 which is connected to the secondary coil 31 and constitutes a secondary side resonance part 33 together with the secondary coil 31; a power adjustment circuit 40 which is disposed between an accumulator battery 17 and the secondary side resonance part 33, and adjusts an input power W to the accumulator battery 17; and an ECU 50 for controlling the power adjustment circuit 40. The power adjustment circuit 40 has a switch 42 which is turned on/off at a predetermined cycle, and adjusts the input power W to the accumulator battery 17 by adjusting ON-time of the switch 42 within the predetermined cycle. The ECU 50 comprises: a distance calculation part for calculating a separation distance h2 of the primary coil 21 and the secondary coil 31; and a time setting part for setting the ON-time of the switch 42, on the basis of the separation distance h2.SELECTED DRAWING: Figure 2

Description

本発明は、送電機器から非接触で交流電力を受電する受電機器に関するものである。 The present invention relates to a power receiving device that receives AC power from a power transmitting device in a contactless manner.

従来、電源コードや送電ケーブルを用いずに、非接触で相手側に電力伝送する非接触電力伝送装置として、磁界共振や電磁誘導を用いたものが知られている。例えば、特許文献１は、工場内等の軌道上を走行する搬送車に受電機器を設け、この受電機器に対して搬送車の移動経路に沿って配設された１次給電線から給電される構成を開示している。この受電機器では、受電機器に接続された負荷に応じて、給電された電力が変化する。そこで、この受電機器は、給電された電力を定電圧にする電圧制御手段を備えている。 2. Description of the Related Art Conventionally, as a non-contact power transmission device that non-contactly transmits power to a partner without using a power cord or a power transmission cable, a device using magnetic field resonance or electromagnetic induction is known. For example, in Patent Document 1, a power receiving device is provided on a carrier vehicle that travels on a track in a factory, and power is supplied to the power receiving device from a primary power supply line that is arranged along a moving route of the carrier vehicle. The configuration is disclosed. In this power receiving device, the supplied power changes according to the load connected to the power receiving device. Therefore, this power receiving device is provided with a voltage control means for making the supplied power a constant voltage.

特開２００８‐２５９４１９号公報JP, 2008-259419, A

ところで、道路に送電機器を埋設するとともに、道路を走行する自動車に受電機器を設け、走行中の車両において非接触で電力供給を行う技術が開発されている。道路上を走行する車両では、工場内等の軌道を走行する搬送車と異なり、道路状況や車両状況等で受電機器と送電機器との間の離間距離が変化する。受電機器と送電機器との間の離間距離が変化すると、電力伝送効率等が変化するため、受電機器から負荷に入力される電力が変動する。この変動に対応するためには、負荷側の容量を大きくしたり、部品を追加したりする必要がある。したがって、負荷への入力電力に変動が生じることは望ましくない。 By the way, a technique has been developed in which a power transmission device is embedded in a road and a power receiving device is provided in an automobile running on the road to supply electric power to a running vehicle in a non-contact manner. In a vehicle traveling on a road, unlike a carrier vehicle traveling on a track in a factory or the like, the separation distance between a power receiving device and a power transmitting device changes depending on road conditions, vehicle conditions, and the like. When the separation distance between the power receiving device and the power transmitting device changes, the power transmission efficiency and the like change, so the power input from the power receiving device to the load fluctuates. In order to cope with this variation, it is necessary to increase the load side capacitance or add components. Therefore, it is not desirable that the input power to the load fluctuates.

本発明は、上記課題に鑑みてなされたものであり、その主たる目的は、受電電力の変動に対して適切に対応できる受電装置を提供することにある。 The present invention has been made in view of the above problems, and a main object of the present invention is to provide a power receiving device that can appropriately cope with variations in received power.

本手段は、交流電力が入力される１次コイル（２１）を有する送電機器（２０）から前記交流電力を受電して負荷（１７）に電力を供給する車載の受電機器（３０）であって、前記１次コイルから非接触で受電可能な２次コイル（３１）と、前記２次コイルに接続され、該２次コイルとともに共振回路（３３）を構成するコンデンサ（３２）と、前記負荷と前記共振回路との間に設けられ、前記負荷への入力電力を調整する電力調整回路（４０）と、前記電力調整回路を制御する制御装置（５０）と、を備え、前記電力調整回路は、所定周期でオンオフされるスイッチ（４２）を有しており、前記所定周期内における前記スイッチのオン時間が調整されることで、前記負荷への入力電力が調整されており、前記２次コイルと前記１次コイルとの離間距離を算出する距離算出部と、前記離間距離に基づいて、前記スイッチの前記オン時間を設定する時間設定部と、を有する。 This means is an in-vehicle power receiving device (30) for receiving the AC power from a power transmitting device (20) having a primary coil (21) to which the AC power is input and supplying the load (17) with the power. A secondary coil (31) capable of contactlessly receiving power from the primary coil; a capacitor (32) connected to the secondary coil to form a resonance circuit (33) together with the secondary coil; A power adjusting circuit (40) provided between the resonant circuit and adjusting the input power to the load, and a control device (50) controlling the power adjusting circuit, the power adjusting circuit comprising: It has a switch (42) which is turned on and off in a predetermined cycle, and the input power to the load is adjusted by adjusting the on time of the switch in the predetermined cycle, and the secondary coil and A distance calculation unit that calculates a separation distance from the primary coil and a time setting unit that sets the ON time of the switch based on the separation distance.

１次コイルと２次コイルとの間で、例えば磁界共振が成立することで、送電機器から受電機器に交流電力が伝送される。１次コイルと２次コイルとの間の磁界共振が成立するように、コンデンサや２次コイルが調整されている。そして、２次コイルで受電した電力が負荷に供給される。 For example, magnetic field resonance is established between the primary coil and the secondary coil, so that AC power is transmitted from the power transmitting device to the power receiving device. The capacitor and the secondary coil are adjusted so that the magnetic field resonance is established between the primary coil and the secondary coil. Then, the electric power received by the secondary coil is supplied to the load.

ところで、１次コイルと２次コイルとの離間距離の変化により、送電機器から受電機器に電力を伝送する効率が変化し、受電電力が変動する。例えば、車両の走行時においては、道路状況や車両状態によって、１次コイルと２次コイルとの離間距離の変化が生じやすくなると考えられる。受電電力が変動すると、負荷への入力電力が不安定となるため、受電電力の変動に対応する必要がある。また、道路上に送電機器を設ける場合には、道路上には種々の車両が通行するため、送電機器側ではなく、受電機器側で受電電力の変動に対応する必要がある。 By the way, a change in the separation distance between the primary coil and the secondary coil changes the efficiency of transmitting power from the power transmitting device to the power receiving device, and the received power fluctuates. For example, when the vehicle is running, it is considered that the distance between the primary coil and the secondary coil is likely to change depending on road conditions and vehicle conditions. When the received power fluctuates, the input power to the load becomes unstable, so it is necessary to deal with the fluctuation of the received power. Further, when a power transmission device is provided on the road, various vehicles pass on the road, and therefore it is necessary to deal with fluctuations in the received power on the power receiving device side rather than on the power transmitting device side.

そこで、受電機器側で、１次コイルと２次コイルとの離間距離を算出し、この離間距離に基づいて、電力調整回路のスイッチのオン時間を算出し、負荷への入力電力を調整する。このように、受電機器側で、１次コイルと２次コイルとの離間距離の変化に基づいて、負荷への入力電力を調整することで、仮に走行中であっても、負荷への入力電力が不安定となることを抑制できる。 Therefore, on the power receiving device side, the separation distance between the primary coil and the secondary coil is calculated, and the on time of the switch of the power adjustment circuit is calculated based on this separation distance to adjust the input power to the load. As described above, by adjusting the input power to the load on the power receiving device side based on the change in the separation distance between the primary coil and the secondary coil, the input power to the load can be reduced even during traveling. Can be suppressed from becoming unstable.

実施形態における非接触電力伝送装置の概略構成図Schematic configuration diagram of a contactless power transmission device according to an embodiment 非接触電力伝送装置の電気回路図Electric circuit diagram of contactless power transmission device オン時間を制御するためのフローチャートFlow chart for controlling on-time 受電電力と離間距離と電池電圧との関係を示す図Diagram showing the relationship between received power, separation distance, and battery voltage 受電電力と離間距離と目標電力との関係を示す図Diagram showing the relationship between received power, separation distance, and target power 離間距離の変化による負荷への入力電力の変動を示す図Diagram showing fluctuation of input power to load due to change of separation distance 他の実施形態における非接触電力伝送装置の電気回路図Electric circuit diagram of a contactless power transmission device according to another embodiment

＜実施形態＞
本実施形態は、車両に搭載された受電機器を対象にしている。図１は、本実施形態における非接触電力伝送装置１０の概略構成図である。車両１５は、例えば、ＥＶ（電気自動車）やＰＥＶ（プラグインハイブリッド自動車）といった電動の車両駆動装置（駆動モータ等）で走行する自動車である。 <Embodiment>
The present embodiment is intended for a power receiving device mounted on a vehicle. FIG. 1 is a schematic configuration diagram of a contactless power transmission device 10 according to this embodiment. The vehicle 15 is a vehicle that travels with an electric vehicle drive device (drive motor or the like) such as EV (electric vehicle) or PEV (plug-in hybrid vehicle), for example.

送電機器２０は、車両１５に搭載された受電機器３０に対して非接触の状態で、送電（給電）を行う。送電機器２０は、地面Ｇに埋設又は地面Ｇから露出するように地面Ｇ上に設置される。送電機器２０は、例えば車両１５の走行道路に設けられ、車両１５の進行方向に沿って複数並んで埋設されている。また、送電機器２０は、車両１５の走行中に送電する。 The power transmitting device 20 performs power transmission (power feeding) in a non-contact state with the power receiving device 30 mounted on the vehicle 15. The power transmission device 20 is installed on the ground G so as to be embedded in the ground G or exposed from the ground G. The power transmission devices 20 are provided, for example, on a traveling road of the vehicle 15, and are embedded side by side along the traveling direction of the vehicle 15. Further, the power transmission device 20 transmits power while the vehicle 15 is traveling.

送電機器２０は、１次コイル２１を備えている。１次コイル２１は、フェライトコア等の心材に巻線（例えばリッツ線）が例えば平面状に巻かれることで形成されている。１次コイル２１は、その軸線が地面Ｇに直交する、つまり平面状に巻かれた平面が地面Ｇと平行になるように配されている。 The power transmission device 20 includes a primary coil 21. The primary coil 21 is formed by winding a winding (for example, a litz wire) around a core material such as a ferrite core in a planar shape. The primary coil 21 is arranged such that its axis is orthogonal to the ground G, that is, the plane wound in a plane is parallel to the ground G.

受電機器３０は、２次コイル３１を備えており、２次コイル３１は、車体に取り付けられている。より具体的には、２次コイル３１は、車両底部１５ａに設けられている。車両底部１５ａは、車両１５の車室を形成する床部やアンダーカバー等、車両１５の下面を形成する部分を示している。なお、車体とは、車両１５において、車両底部１５ａや車体フレーム等を含む部分を示している。 The power receiving device 30 includes a secondary coil 31, and the secondary coil 31 is attached to the vehicle body. More specifically, the secondary coil 31 is provided on the vehicle bottom portion 15a. The vehicle bottom portion 15a indicates a portion that forms a lower surface of the vehicle 15, such as a floor portion that forms a vehicle compartment of the vehicle 15 and an undercover. The vehicle body means a portion of the vehicle 15 that includes the vehicle bottom portion 15a, the vehicle body frame, and the like.

２次コイル３１は、フェライトコア等の心材に巻線（例えばリッツ線）が例えば平面状に巻かれることで形成されている。２次コイル３１は、その軸線が地面Ｇに直交する、つまり平面状に巻かれた平面が地面Ｇと平行で、１次コイル２１に平行に対向するように配される。 The secondary coil 31 is formed, for example, by winding a winding (for example, a litz wire) around a core material such as a ferrite core in a planar shape. The secondary coil 31 is arranged such that its axis is orthogonal to the ground G, that is, the plane wound in a plane is parallel to the ground G and is opposed to the primary coil 21 in parallel.

また、前端側の車両底部１５ａには、車両１５の地面Ｇ（走行路面）と車両底部１５ａとの間の検出距離ｈ１を検出する距離センサ１６が設けられている。距離センサ１６は、例えばレーザ式や超音波式の測距センサである。なお、距離センサ１６は、「検出部」に相当する。距離センサ１６は、車両１５の前端部ではなく、受電機器３０の近傍に設けられていてもよい。 Further, the vehicle bottom portion 15a on the front end side is provided with a distance sensor 16 that detects a detection distance h1 between the ground G (traveling road surface) of the vehicle 15 and the vehicle bottom portion 15a. The distance sensor 16 is, for example, a laser type or ultrasonic type distance measuring sensor. The distance sensor 16 corresponds to a “detection unit”. The distance sensor 16 may be provided near the power receiving device 30 instead of the front end portion of the vehicle 15.

受電機器３０で受電した電力は、蓄電池１７に供給される。蓄電池１７は、例えば二次電池（リチウムイオン電池又はニッケル水素電池等）である。蓄電池１７は、受電機器３０から供給される電力を蓄えて、車両駆動装置へ電力を供給する。 The power received by the power receiving device 30 is supplied to the storage battery 17. The storage battery 17 is, for example, a secondary battery (lithium ion battery, nickel hydrogen battery, or the like). The storage battery 17 stores the electric power supplied from the power receiving device 30 and supplies the electric power to the vehicle drive device.

車両１５には、受電機器３０を制御するための制御装置であるＥＣＵ５０が設けられている。ＥＣＵ５０は、ＣＰＵ，ＲＯＭ，ＲＡＭ等を有するマイコンとその周辺回路とを具備する電子制御装置である。ＥＣＵ５０には、距離センサ１６の検出した値が入力され、蓄電池１７のＳＯＣ等の監視状況が入力される。なお、ＥＣＵ５０は、２次コイル３１等と同じ位置に設けられていてもよいし、ＥＣＵ５０は別の位置に設けられていてもよい。 The vehicle 15 is provided with an ECU 50 that is a control device for controlling the power receiving device 30. The ECU 50 is an electronic control device that includes a microcomputer having a CPU, ROM, RAM, and the like, and its peripheral circuits. The value detected by the distance sensor 16 is input to the ECU 50, and the monitoring status such as the SOC of the storage battery 17 is input. The ECU 50 may be provided at the same position as the secondary coil 31 or the like, or the ECU 50 may be provided at another position.

図２は、非接触電力伝送装置１０の電気回路図である。非接触電力伝送装置１０は、送電機器２０と受電機器３０とを備えている。送電機器２０は、１次側共振部２３と、１次側フィルタ回路２４と、インバータ２５と、コンバータ２６と、１次側駆動回路２７とを備えている。 FIG. 2 is an electric circuit diagram of the contactless power transmission device 10. The contactless power transmission device 10 includes a power transmission device 20 and a power reception device 30. The power transmission device 20 includes a primary side resonance unit 23, a primary side filter circuit 24, an inverter 25, a converter 26, and a primary side drive circuit 27.

送電機器２０には、電源装置２８から電力が供給されている。電源装置２８は、電力会社等によって提供される電力網から電力供給を受ける交流電源である。電源装置２８は、例えば、３相２００Ｖや４００Ｖで５０ｋＨｚ程度の交流電力を供給する。 Power is supplied from the power supply device 28 to the power transmitting device 20. The power supply device 28 is an AC power supply that receives power from a power grid provided by a power company or the like. The power supply device 28 supplies AC power of about 50 kHz at three-phase 200 V or 400 V, for example.

コンバータ２６は、ＡＣ／ＤＣコンバータであって、電源装置２８から供給された交流電力を所定の電圧の直流電力に変換しており、例えばスイッチング方式で交流電力を直流電力に変換している。コンバータ２６のスイッチング素子は１次側駆動回路２７によって駆動される。 The converter 26 is an AC/DC converter, which converts the AC power supplied from the power supply device 28 into DC power having a predetermined voltage, and converts the AC power into DC power by, for example, a switching method. The switching element of the converter 26 is driven by the primary side drive circuit 27.

インバータ２５は、コンバータ２６から供給された直流電力を所定の周波数の交流電力に変換する。インバータ２５は、スイッチング素子のスイッチングにより、直流電流を所定の周波数の交流電流に変換する。インバータ２５のスイッチング素子は、１次側駆動回路２７により駆動される。 The inverter 25 converts the DC power supplied from the converter 26 into AC power having a predetermined frequency. The inverter 25 converts a direct current into an alternating current having a predetermined frequency by switching the switching element. The switching element of the inverter 25 is driven by the primary side drive circuit 27.

インバータ２５と１次側共振部２３との間には、１次側フィルタ回路２４が設けられているのが望ましい。１次側フィルタ回路２４は、高周波成分がカットされるローパスフィルタの一種である。具体的には、１次側フィルタ回路２４は、コイルと、コンデンサと、コイルとがＴ字状に接続されたイミタンスフィルタである。 A primary filter circuit 24 is preferably provided between the inverter 25 and the primary resonance section 23. The primary filter circuit 24 is a kind of low-pass filter that cuts high-frequency components. Specifically, the primary side filter circuit 24 is an immittance filter in which a coil, a capacitor, and a coil are connected in a T shape.

１次側共振部２３は、１次コイル２１と１次側コンデンサ２２が直列に接続された共振回路となっている。１次側共振部２３は、所定の周波数の交流電力が入力されると共振し、２次側共振部３３に送電する。 The primary side resonance unit 23 is a resonance circuit in which a primary coil 21 and a primary side capacitor 22 are connected in series. The primary side resonance unit 23 resonates when AC power having a predetermined frequency is input, and transmits power to the secondary side resonance unit 33.

受電機器３０は、２次側共振部３３と、２次側フィルタ回路３４と、整流器３５と、電力調整回路４０とを備える。受電機器３０は、蓄電池１７に電力を供給する。 The power receiving device 30 includes a secondary side resonance unit 33, a secondary side filter circuit 34, a rectifier 35, and a power adjustment circuit 40. The power receiving device 30 supplies power to the storage battery 17.

２次側共振部３３は、２次コイル３１と２次側コンデンサ３２が直列に接続された共振回路となっている。１次側共振部２３と２次側共振部３３とは、Ｓ−Ｓ方式で構成されていることが望ましい。２次側共振部３３は、１次側共振部２３との間の磁界共振が成立するように、調整されている。具体的には、２次側共振部３３の共振周波数は、１次側共振部２３の共振周波数と一致することが望ましい。 The secondary side resonance unit 33 is a resonance circuit in which the secondary coil 31 and the secondary side capacitor 32 are connected in series. It is desirable that the primary side resonance section 23 and the secondary side resonance section 33 be configured by the SS system. The secondary side resonance part 33 is adjusted so that magnetic field resonance is established between the secondary side resonance part 33 and the primary side resonance part 23. Specifically, it is desirable that the resonance frequency of the secondary side resonance section 33 matches the resonance frequency of the primary side resonance section 23.

そして、送電機器２０と受電機器３０との相対位置が、磁界共振が成立する位置にある状況において、インバータ２５から所定の周波数の交流電力が入力されると、１次側共振部２３（１次コイル２１）と２次側共振部３３（２次コイル３１）とが磁界共振する。これにより、２次側共振部３３は１次側共振部２３から交流電力を受電する。なお、インバータ２５から入力される交流電力の所定の周波数は、１次側共振部２３と２次側共振部３３間にて電力伝送が可能な周波数となっているとよい。具体的には、インバータ２５で生成される交流電力の所定の周波数は、１次側共振部２３と２次側共振部３３の共振周波数に設定されていることが望ましい。 Then, when the relative position between the power transmitting device 20 and the power receiving device 30 is in a position where magnetic field resonance is established, when AC power having a predetermined frequency is input from the inverter 25, the primary side resonance unit 23 (primary side). The coil 21) and the secondary side resonance part 33 (secondary coil 31) magnetically resonate. As a result, the secondary side resonance unit 33 receives the AC power from the primary side resonance unit 23. The predetermined frequency of the AC power input from the inverter 25 may be a frequency at which power can be transmitted between the primary side resonance section 23 and the secondary side resonance section 33. Specifically, it is desirable that the predetermined frequency of the AC power generated by the inverter 25 be set to the resonance frequency of the primary side resonance section 23 and the secondary side resonance section 33.

２次側共振部３３と整流器３５との間には、２次側フィルタ回路３４が設けられている。２次側フィルタ回路３４は、１次側フィルタ回路２４と同様の構成を有している。２次側フィルタ回路３４は、高周波成分がカットされるローパスフィルタの一種である。具体的には、２次側フィルタ回路３４は、コイルと、コンデンサと、コイルとがＴ字状に接続されたイミタンスフィルタである。イミタンスフィルタ（２次側フィルタ回路３４）は、インピーダンス・アドミタンス変換器であり、イミタンスフィルタの入力端から見たインピーダンスが、出力端に接続された負荷のアドミタンスに比例するように構成されたフィルタである。 A secondary filter circuit 34 is provided between the secondary resonator 33 and the rectifier 35. The secondary filter circuit 34 has the same configuration as the primary filter circuit 24. The secondary filter circuit 34 is a kind of low-pass filter that cuts high-frequency components. Specifically, the secondary filter circuit 34 is an immittance filter in which a coil, a capacitor, and a coil are connected in a T shape. The immittance filter (secondary-side filter circuit 34) is an impedance-admittance converter, and is a filter configured such that the impedance seen from the input end of the immittance filter is proportional to the admittance of the load connected to the output end. is there.

整流器３５は、交流電力を直流電力に変換する周知の構成である。整流器３５は、例えば、４つのダイオードからなるダイオードブリッジ回路によって構成される。整流器３５から出力される電力は、交流電力を全波整流した直流電力になる。 The rectifier 35 has a known configuration for converting AC power into DC power. The rectifier 35 is composed of, for example, a diode bridge circuit including four diodes. The power output from the rectifier 35 is DC power obtained by full-wave rectifying the AC power.

整流器３５で直流電力に変換された電力は、蓄電池１７への入力電力Ｗを調整する電力調整回路４０に入力される。電力調整回路４０は、コイル４１と、スイッチ４２と、ダイオード４３と、コンデンサ４４とを備えている。電力調整回路４０は、スイッチ４２がオフになることで、２次コイル３１側から蓄電池１７への通電を可能とするチョッパ回路である。スイッチ４２は、例えばＭＯＳＦＥＴ等の半導体スイッチング素子であって、２次側駆動回路４５によって駆動される。スイッチ４２をオンオフすることで、蓄電池１７側に流す電力量を調整する。なお、スイッチ４２は、半導体スイッチング素子ではなく、機械的なスイッチであってもよい。なお、電力調整回路４０は、いわゆる昇圧チョッパ回路と同じ回路構成となっているが、出力される電圧は、蓄電池１７の電池電圧に依存する。 The power converted into DC power by the rectifier 35 is input to the power adjustment circuit 40 that adjusts the input power W to the storage battery 17. The power adjustment circuit 40 includes a coil 41, a switch 42, a diode 43, and a capacitor 44. The power adjustment circuit 40 is a chopper circuit that allows the storage battery 17 to be energized from the secondary coil 31 side when the switch 42 is turned off. The switch 42 is a semiconductor switching element such as a MOSFET, and is driven by the secondary side drive circuit 45. By turning the switch 42 on and off, the amount of power flowing to the storage battery 17 side is adjusted. The switch 42 may be a mechanical switch instead of the semiconductor switching element. The power adjusting circuit 40 has the same circuit configuration as a so-called step-up chopper circuit, but the output voltage depends on the battery voltage of the storage battery 17.

２次側駆動回路４５は、ＥＣＵ５０からの指令に基づいて、スイッチ４２を所定の周波数でオンオフ制御する。スイッチ４２は、所定周期内でオン状態にする時間が制御されるＰＷＭ制御によって制御されており、一定周期におけるオン時間（オンデューティ）を調整することで、出力する電力を制御する。 The secondary side drive circuit 45 controls ON/OFF of the switch 42 at a predetermined frequency based on a command from the ECU 50. The switch 42 is controlled by the PWM control in which the time for which the switch 42 is turned on in a predetermined cycle is controlled, and the output power is controlled by adjusting the on time (on duty) in a constant cycle.

ところで、送電機器２０を道路に埋設し、車両１５の走行中に送受電を行う場合には、道路上には種々の車両が通行するため、道路内の送電機器２０側ではなく、車載の受電機器３０側で電力伝送効率の変化に対応することが望ましい。また、車両１５の走行時において、１次コイル２１と２次コイル３１との離間距離ｈ２等が変化すると、送電機器２０から受電機器３０に電力を伝送する効率が低下して、受電電力Ｗ０が変動する。 By the way, when the power transmission device 20 is buried in a road and power is transmitted and received while the vehicle 15 is traveling, various vehicles pass on the road, so that the power reception on the vehicle is not performed on the side of the power transmission device 20 on the road. It is desirable for the device 30 side to handle changes in power transmission efficiency. Further, when the distance h2 between the primary coil 21 and the secondary coil 31 changes while the vehicle 15 is traveling, the efficiency of transmitting power from the power transmitting device 20 to the power receiving device 30 decreases, and the received power W0 is reduced. fluctuate.

具体的には、車両１５の走行時においては、道路状況や車両状態によって、１次コイル２１と２次コイル３１との間の離間距離ｈ２の変化が生じやすくなると考えられる。具体的には、車両１５の車速が上がると、走行風によって車両１５の姿勢の変化や浮き上がりや沈み込みが発生し、それに起因して離間距離ｈ２が変化する。車両１５にかかるダウンフォースによって、車両１５がその車両形状等に応じて浮き上がったり、押し下げられたりする。また、車両１５の走行によって、タイヤの温度が上昇し、タイヤのガス圧が変化し、タイヤ径が大きくなることで、離間距離ｈ２が大きくなることもある。さらに、燃料タンクを有する車両１５の場合には、燃料の重量の増減により、車高が変化し、離間距離ｈ２が変化する。 Specifically, when the vehicle 15 is traveling, it is considered that the separation distance h2 between the primary coil 21 and the secondary coil 31 is likely to change depending on road conditions and vehicle conditions. Specifically, as the vehicle speed of the vehicle 15 increases, the running wind causes a change in the posture of the vehicle 15, as well as ups and downs, which causes the separation distance h2 to change. Due to the downforce applied to the vehicle 15, the vehicle 15 is lifted or pushed down according to the vehicle shape and the like. Further, as the vehicle 15 travels, the temperature of the tire rises, the gas pressure of the tire changes, and the tire diameter increases, which may increase the separation distance h2. Further, in the case of the vehicle 15 having the fuel tank, the vehicle height changes and the separation distance h2 changes as the weight of the fuel increases or decreases.

１次コイル２１と２次コイル３１との離間距離ｈ２の変化により、送電機器２０から受電機器３０へ送受電する電力伝送効率が変化し、受電電力Ｗ０が変動する。受電電力Ｗ０が変動すると、蓄電池１７への入力電力Ｗが不安定となる。また、蓄電池１７の使用状況及び充電状況によって、電池電圧は変化する。車両１５の走行中は、蓄電池１７から電力が供給されたり充電されたりするため、電池電圧が変化する。そして、電池電圧が変化すると、受電電力Ｗ０が変化する。受電電力Ｗ０が変動すると、蓄電池１７への入力電力Ｗが不安定となる。 Due to the change in the separation distance h2 between the primary coil 21 and the secondary coil 31, the power transmission efficiency for transmitting and receiving power from the power transmitting device 20 to the power receiving device 30 changes, and the received power W0 changes. When the received power W0 fluctuates, the input power W to the storage battery 17 becomes unstable. Further, the battery voltage changes depending on the usage status and the charging status of the storage battery 17. While the vehicle 15 is traveling, electric power is supplied from the storage battery 17 and charged, so that the battery voltage changes. Then, when the battery voltage changes, the received power W0 changes. When the received power W0 fluctuates, the input power W to the storage battery 17 becomes unstable.

そこで、本実施形態のＥＣＵ５０は、蓄電池１７への入力電力Ｗが所定の範囲内に調整されるように、電力調整回路４０のスイッチ４２のオン時間を制御する。送電機器２０側ではなく、受電機器３０側に設けられたＥＣＵ５０で、１次コイル２１と２次コイル３１との離間距離ｈ２を算出し、この離間距離ｈ２に基づいて、電力調整回路４０のスイッチ４２のオン時間を算出し、蓄電池１７への入力電力Ｗを調整する。また、蓄電池１７の電池電圧に応じて変動する受電電力Ｗ０に対して、蓄電池１７への入力電力Ｗが一定となるように、電力調整回路４０でのスイッチ４２のオン時間を調整する。 Therefore, the ECU 50 of the present embodiment controls the on-time of the switch 42 of the power adjustment circuit 40 so that the input power W to the storage battery 17 is adjusted within a predetermined range. The ECU 50 provided on the power receiving device 30 side, not on the power transmitting device 20 side, calculates the separation distance h2 between the primary coil 21 and the secondary coil 31, and based on this separation distance h2, the switch of the power adjustment circuit 40. The ON time of 42 is calculated, and the input power W to the storage battery 17 is adjusted. Further, the ON time of the switch 42 in the power adjusting circuit 40 is adjusted so that the input power W to the storage battery 17 is constant with respect to the received power W0 that varies according to the battery voltage of the storage battery 17.

図３は、電力調整回路４０のオン時間を制御するためのフローチャートである。この処理は、ＥＣＵ５０によって、所定周期で実施される。 FIG. 3 is a flowchart for controlling the on time of the power adjustment circuit 40. This process is executed by the ECU 50 at a predetermined cycle.

Ｓ１１で、距離センサ１６で検出した車両底部１５ａと地面Ｇとの間の検出距離ｈ１を取得する。Ｓ１１で取得した検出距離ｈ１に基づいて、Ｓ１２で、１次コイル２１と２次コイル３１との間の離間距離ｈ２を算出する。具体的には、予め定められた地面Ｇと送電機器２０との間の距離及び距離センサ１６と受電機器３０との取付け高さの差により、検出距離ｈ１を修正して、離間距離ｈ２を算出する。離間距離ｈ２は、瞬時値ではなく、例えば数秒〜数十秒の間の所定時間の検出距離ｈ１の平均値に基づいて算出することが望ましい。このようにすることで、検出誤差や地面Ｇ上の小さい段差等の影響を排除することができる。なお、瞬時値に対してフィルタ等で瞬間的な変化を排除して離間距離ｈ２を算出するようにしてもよい。なお、Ｓ１２が「距離算出部」に相当する。 In S11, the detection distance h1 between the vehicle bottom 15a and the ground G detected by the distance sensor 16 is acquired. Based on the detection distance h1 acquired in S11, the separation distance h2 between the primary coil 21 and the secondary coil 31 is calculated in S12. Specifically, the detection distance h1 is corrected and the separation distance h2 is calculated based on a predetermined distance between the ground G and the power transmitting device 20 and a difference in mounting height between the distance sensor 16 and the power receiving device 30. To do. It is desirable to calculate the separation distance h2 based on an average value of the detection distances h1 during a predetermined time, for example, several seconds to several tens of seconds, instead of an instantaneous value. By doing so, it is possible to eliminate the influence of a detection error and a small step on the ground G. Note that the separation distance h2 may be calculated by eliminating an instantaneous change in the instantaneous value with a filter or the like. Note that S12 corresponds to the "distance calculation unit".

Ｓ１３で、蓄電池１７の電池電圧を取得する。蓄電池１７のＳＯＣ等に基づいて算出された蓄電池１７の電池電圧を取得する。なお、Ｓ１３が「電圧取得部」に相当する。 In S13, the battery voltage of the storage battery 17 is acquired. The battery voltage of the storage battery 17 calculated based on the SOC of the storage battery 17 or the like is acquired. Note that S13 corresponds to the "voltage acquisition unit".

Ｓ１４で、離間距離ｈ２及び電池電圧に基づいて、受電機器３０にて受電される受電電力Ｗ０を算出する。具体的には、図４に示すような予め実験等により設定したマップに基づいて、離間距離ｈ２及び電池電圧から受電電力Ｗ０を算出する。例えば、離間距離ｈ２が１５０ｍｍで、電池電圧が低いときの受電電力Ｗ０は、α［Ｗ］になる。 In S14, the received power W0 received by the power receiving device 30 is calculated based on the separation distance h2 and the battery voltage. Specifically, the received power W0 is calculated from the separation distance h2 and the battery voltage based on a map set in advance by experiments or the like as shown in FIG. For example, when the separation distance h2 is 150 mm and the battery voltage is low, the received power W0 is α [W].

なお、離間距離ｈ２が大きくなるほど、受電電力Ｗ０は小さくなる。また、電池電圧が高いほど、受電電力Ｗ０は大きくなる。２次側共振部３３がＳＳ方式で受電し、２次側フィルタ回路３４から出力された電力は、定電流となっている。一方、蓄電池１７に入力される電圧は、電池電圧が大きくなるほど大きくなる。そのため、電池電圧が大きくなると、受電電力Ｗ０は大きくなる。なお、図５に示すように、受電電力Ｗ０は、蓄電池１７に入力される入力電力Ｗの目標電力Ｗｔよりも大きくなっている。 The received power W0 decreases as the distance h2 increases. Further, the higher the battery voltage, the larger the received power W0. The secondary side resonance unit 33 receives power by the SS method and the power output from the secondary side filter circuit 34 is a constant current. On the other hand, the voltage input to the storage battery 17 increases as the battery voltage increases. Therefore, the received power W0 increases as the battery voltage increases. Note that, as shown in FIG. 5, the received power W0 is larger than the target power Wt of the input power W input to the storage battery 17.

Ｓ１５で、スイッチ４２のオン時間を算出する。蓄電池１７に入力される入力電力Ｗが所定の範囲になるように設定された目標電力Ｗｔと受電電力Ｗ０とに基づいて、オン時間（オンデューティ）を算出する。具体的には、オンデューティは、１−（Ｗｔ／Ｗ０）の式で算出される。算出したオンデューティに基づいて、２次側駆動回路４５を制御して、スイッチ４２のオン時間を制御し、処理を終了する。なお、Ｓ１５が「時間設定部」に相当する。 In S15, the on time of the switch 42 is calculated. The on-time (on-duty) is calculated based on the target power Wt and the received power W0 set so that the input power W input to the storage battery 17 falls within a predetermined range. Specifically, the on-duty is calculated by the formula 1-(Wt/W0). Based on the calculated on-duty, the secondary-side drive circuit 45 is controlled to control the on-time of the switch 42, and the process ends. Note that S15 corresponds to the "time setting unit".

図６は、離間距離ｈ２の変化による受電電力Ｗ０及び蓄電池１７への入力電力Ｗの変動を示す図である。破線で示す線は、走行時間による離間距離ｈ２の変化を示す。離間距離ｈ２及び電池電圧に基づいて、オン時間を設定することで、蓄電池１７に入力される電力が所定の範囲内に調整される。車両１５の走行時に、タイヤ圧の変化等によって受電機器３０と送電機器２０との離間距離ｈ２が大きくなると、受電機器３０が送電機器２０から受電する受電電力Ｗ０が小さくなる。この場合には、スイッチ４２のオン時間を減少させ、入力電力Ｗが受電電力Ｗ０に対して占める割合が大きくなるように制御する。一方、車速の上昇等により、車高が低くなることで、離間距離ｈ２が小さくなった場合には、電力伝送効率がよくなり、受電電力Ｗ０が大きくなる。この場合には、入力電力Ｗが所定の範囲内になるように、スイッチ４２のオン時間を増加させ、入力電力Ｗが受電電力Ｗ０に対して占める割合が小さくなるように制御する。 FIG. 6 is a diagram showing changes in the received power W0 and the input power W to the storage battery 17 due to changes in the separation distance h2. The broken line indicates the change in the separation distance h2 depending on the running time. By setting the on-time based on the separation distance h2 and the battery voltage, the electric power input to the storage battery 17 is adjusted within a predetermined range. When the distance h2 between the power receiving device 30 and the power transmitting device 20 increases due to a change in tire pressure while the vehicle 15 is running, the power receiving power W0 that the power receiving device 30 receives from the power transmitting device 20 decreases. In this case, the ON time of the switch 42 is reduced so that the ratio of the input power W to the received power W0 is increased. On the other hand, when the separation distance h2 becomes small due to the decrease in vehicle height due to the increase in vehicle speed or the like, the power transmission efficiency improves and the received power W0 increases. In this case, the ON time of the switch 42 is increased so that the input power W is within a predetermined range, and the ratio of the input power W to the received power W0 is controlled to be small.

また、電池電圧が大きい場合には、受電電力Ｗ０が大きくなる。この場合には、入力電力Ｗが所定の範囲内になるように、スイッチ４２のオン時間を増加させ、入力電力Ｗが受電電力Ｗ０に対して占める割合が小さくなるように制御する。一方、電池電圧が小さい場合には、スイッチ４２のオン時間を減少させ、入力電力Ｗが受電電力Ｗ０に対して占める割合が大きくなるように制御する。 Further, when the battery voltage is high, the received power W0 is high. In this case, the ON time of the switch 42 is increased so that the input power W is within a predetermined range, and the ratio of the input power W to the received power W0 is controlled to be small. On the other hand, when the battery voltage is low, the on time of the switch 42 is reduced so that the ratio of the input power W to the received power W0 is increased.

このようにして、離間距離ｈ２や電池電圧に変動があっても、蓄電池１７への入力電力Ｗが所定の範囲になるように、スイッチ４２のオン時間を調整する。これにより、受電電力Ｗ０が変動しても、蓄電池１７への入力電力Ｗが安定し、蓄電池１７の劣化を抑制することができる。また、受電機器３０及び蓄電池１７を有する充電システムとして、余裕をみた蓄電池１７の容量を準備する必要がないため、充電システムの体格や重量を小さくすることができるとともに、コストを低減できる。 In this way, the ON time of the switch 42 is adjusted so that the input power W to the storage battery 17 falls within a predetermined range even if the separation distance h2 and the battery voltage change. As a result, even if the received power W0 fluctuates, the input power W to the storage battery 17 becomes stable and deterioration of the storage battery 17 can be suppressed. Further, as a charging system having the power receiving device 30 and the storage battery 17, it is not necessary to prepare a sufficient capacity of the storage battery 17, so that the physique and weight of the charging system can be reduced and the cost can be reduced.

以上説明した本実施形態では以下の効果を奏する。 The present embodiment described above has the following effects.

受電機器３０側で、１次コイル２１と２次コイル３１との離間距離ｈ２を算出し、この離間距離ｈ２に基づいて、電力調整回路４０のスイッチ４２のオン時間を算出し、蓄電池１７への入力電力Ｗを調整する構成としている。このように、受電機器３０側で、受電機器３０と送電機器２０との離間距離ｈ２の変化に基づいて、蓄電池１７への入力電力Ｗを調整することで、仮に走行中であっても、蓄電池１７への入力電力Ｗが不安定となることを抑制できる。 On the power receiving device 30 side, the separation distance h2 between the primary coil 21 and the secondary coil 31 is calculated, and the ON time of the switch 42 of the power adjustment circuit 40 is calculated based on the separation distance h2, and the storage battery 17 The input power W is adjusted. As described above, by adjusting the input power W to the storage battery 17 on the power receiving device 30 side based on the change in the separation distance h2 between the power receiving device 30 and the power transmitting device 20, the storage battery may be temporarily running. It is possible to prevent the input power W to 17 from becoming unstable.

離間距離ｈ２が大きいほど、蓄電池１７側への通電時間が長くなるように、スイッチ４２のオン時間を設定する。離間距離ｈ２が大きくなり電力伝送効率が悪化すると、蓄電池１７側への通電時間を長くして、蓄電池１７への入力電力Ｗが所定の範囲となるように、電力調整回路４０でのスイッチ４２のオン時間が調整される。これにより、蓄電池１７への入力電力Ｗの変動を抑制できる。 The ON time of the switch 42 is set such that the energization time to the storage battery 17 side becomes longer as the separation distance h2 becomes larger. When the separation distance h2 increases and the power transmission efficiency deteriorates, the energization time to the storage battery 17 side is lengthened so that the input power W to the storage battery 17 falls within a predetermined range. On time is adjusted. Thereby, the fluctuation of the input power W to the storage battery 17 can be suppressed.

車両１５の車両底部１５ａに設けられた１次コイル２１と２次コイル３１との離間距離ｈ２は、車両１５の走行中に変化する。例えば、車両１５においては、連続走行することに伴うタイヤの温度変化によりタイヤ圧が上昇しタイヤ径が変化することが考えられる。タイヤ径の変化に伴い、１次コイル２１と２次コイル３１との離間距離ｈ２が走行中に変化する。この点、車両底部１５ａと走行路面（地面Ｇ）の検出距離ｈ１を検出し、検出距離ｈ１に基づいて、１次コイル２１と２次コイル３１との離間距離ｈ２を算出する。そして、離間距離ｈ２に基づいて、スイッチ４２のオン時間を調整することで、このような走行中の離間距離ｈ２の変化に伴う受電電力Ｗ０の変化に対応することができる。 The separation distance h2 between the primary coil 21 and the secondary coil 31 provided on the vehicle bottom portion 15a of the vehicle 15 changes while the vehicle 15 is traveling. For example, in the vehicle 15, it is conceivable that the tire pressure will rise and the tire diameter will change due to the temperature change of the tire due to continuous running. As the tire diameter changes, the distance h2 between the primary coil 21 and the secondary coil 31 changes during traveling. In this respect, the detection distance h1 between the vehicle bottom portion 15a and the traveling road surface (ground G) is detected, and the separation distance h2 between the primary coil 21 and the secondary coil 31 is calculated based on the detection distance h1. Then, by adjusting the ON time of the switch 42 based on the separation distance h2, it is possible to cope with such a change in the received power W0 accompanying the change in the separation distance h2 during traveling.

蓄電池１７の使用状況及び充電状況によって、電池電圧は変動する。蓄電池１７の電池電圧が変化すると、受電電力Ｗ０が変化する。そこで、受電電力Ｗ０が変動しても蓄電池１７への入力電力Ｗが所定の範囲内となるように、電力調整回路４０でのスイッチ４２のオン時間を調整する。電池電圧及び離間距離ｈ２に基づいてスイッチ４２のオン時間を調整することで、蓄電池１７への入力電力Ｗを所定の範囲にすることができ、変動を抑制できる。 The battery voltage varies depending on the usage status and the charging status of the storage battery 17. When the battery voltage of the storage battery 17 changes, the received power W0 changes. Therefore, the ON time of the switch 42 in the power adjustment circuit 40 is adjusted so that the input power W to the storage battery 17 is within a predetermined range even if the received power W0 changes. By adjusting the ON time of the switch 42 based on the battery voltage and the separation distance h2, the input power W to the storage battery 17 can be set within a predetermined range, and fluctuations can be suppressed.

＜他の実施形態＞
本発明は、上記実施形態に限定されず、例えば以下のように実施してもよい。 <Other Embodiments>
The present invention is not limited to the above embodiment and may be implemented as follows, for example.

・電力調整回路１４０として、図７に示すように、スイッチ４２がオフになることで、２次コイル３１側から蓄電池１７への通電を可能とするチョッパ回路を用いてもよい。電力調整回路１４０は、降圧コイル１４１と、スイッチ１４２と、ダイオード１４３と、コンデンサ１４４とを備えている。スイッチ１４２は、例えばＭＯＳＦＥＴ等の半導体スイッチング素子であり、２次側駆動回路４５によって駆動される。スイッチ４２をオンオフすることで、蓄電池１７側に流す電力量を調整する。なお、電力調整回路１４０は、いわゆる降圧チョッパ回路と同じ回路構成となっているが、出力される電圧は、蓄電池１７の電池電圧に依存する。 As the electric power adjustment circuit 140, as shown in FIG. 7, a chopper circuit may be used that allows the storage battery 17 to be energized from the secondary coil 31 side when the switch 42 is turned off. The power adjustment circuit 140 includes a step-down coil 141, a switch 142, a diode 143, and a capacitor 144. The switch 142 is a semiconductor switching element such as a MOSFET, and is driven by the secondary side drive circuit 45. By turning the switch 42 on and off, the amount of power flowing to the storage battery 17 side is adjusted. The power adjustment circuit 140 has the same circuit configuration as a so-called step-down chopper circuit, but the output voltage depends on the battery voltage of the storage battery 17.

電力調整回路１４０で電力調整を実施し、例えば、離間距離ｈ２が小さくなった場合には、入力電力Ｗが所定の範囲内になるように、スイッチ１４２のオン時間を減少させ、入力電力Ｗが受電電力Ｗ０に対して占める割合が小さくなるように制御する。一方、離間距離ｈ２が大きくなった場合には、スイッチ１４２のオン時間を増加させ、入力電力Ｗが受電電力Ｗ０に対して占める割合が大きくなるように制御する。 When the power adjustment circuit 140 performs power adjustment and, for example, the separation distance h2 becomes small, the ON time of the switch 142 is reduced so that the input power W falls within a predetermined range, and the input power W is reduced. The control is performed so that the ratio to the received power W0 becomes small. On the other hand, when the separation distance h2 becomes large, the ON time of the switch 142 is increased so that the ratio of the input power W to the received power W0 becomes large.

また、電池電圧が大きい場合には、入力電力Ｗが所定の範囲内になるように、スイッチ１４２のオン時間を減少させ、入力電力Ｗが受電電力Ｗ０に対して占める割合が小さくなるように制御する。一方、電池電圧が小さい場合には、スイッチ１４２のオン時間を増加させ、入力電力Ｗが受電電力Ｗ０に対して占める割合が大きくなるように制御する。 When the battery voltage is high, the on-time of the switch 142 is reduced so that the input power W falls within a predetermined range, and the input power W is controlled so that the ratio of the input power W to the received power W0 becomes small. To do. On the other hand, when the battery voltage is low, the on-time of the switch 142 is increased so that the ratio of the input power W to the received power W0 is increased.

・上記実施形態では、電池電圧と離間距離ｈ２に基づいて、受電電力Ｗ０を算出したが、離間距離ｈ２のみに基づいて受電電力Ｗ０を算出してもよい。この場合には、離間距離ｈ２と受電電力Ｗ０の関係を予めマップや式で算出しておき、Ｓ１２で算出した離間距離ｈ２に基づいて、受電電力Ｗ０を算出するとよい。 In the above embodiment, the received power W0 is calculated based on the battery voltage and the distance h2, but the received power W0 may be calculated based only on the distance h2. In this case, the relationship between the separation distance h2 and the received power W0 may be calculated in advance by a map or a formula, and the received power W0 may be calculated based on the separation distance h2 calculated in S12.

・受電機器３０に接続される負荷は、蓄電池１７ではなく、駆動装置（例えば、駆動モータ）等であってもよい。 The load connected to the power receiving device 30 may be a drive device (for example, a drive motor) instead of the storage battery 17.

・受電機器は、車両の側部に設けられていてもよい。この場合には、送電機器が道路の側方に配されたガードレール等に埋め込まれていてもよい。 -The power receiving device may be provided on a side portion of the vehicle. In this case, the power transmission device may be embedded in a guardrail or the like arranged on the side of the road.

１５…車両、１７…蓄電池、２０…送電機器、２１…１次コイル、３０…受電機器、３１…２次コイル、３２…２次側コンデンサ、３３…２次側共振部、４０…電力調整回路、４２…スイッチ。 15... Vehicle, 17... Storage battery, 20... Power transmission device, 21... Primary coil, 30... Power receiving device, 31... Secondary coil, 32... Secondary side capacitor, 33... Secondary side resonance part, 40... Power adjustment circuit 42 switch.

Claims (6)

交流電力が入力される１次コイル（２１）を有する送電機器（２０）から前記交流電力を受電して負荷（１７）に電力を供給する車載の受電機器（３０）であって、
前記１次コイルから非接触で受電可能な２次コイル（３１）と、
前記２次コイルに接続され、該２次コイルとともに共振回路（３３）を構成するコンデンサ（３２）と、
前記負荷と前記共振回路との間に設けられ、前記負荷への入力電力を調整する電力調整回路（４０）と、
前記電力調整回路を制御する制御装置（５０）と、を備え、
前記電力調整回路は、所定周期でオンオフされるスイッチ（４２）を有しており、前記所定周期内における前記スイッチのオン時間が調整されることで、前記負荷への入力電力が調整されており、
前記制御装置は、
前記２次コイルと前記１次コイルとの離間距離を算出する距離算出部と、
前記離間距離に基づいて、前記スイッチのオン時間を設定する時間設定部と、
を有する受電機器。 An in-vehicle power receiving device (30) for receiving the AC power from a power transmitting device (20) having a primary coil (21) to which AC power is input and supplying the power to a load (17),
A secondary coil (31) capable of contactlessly receiving power from the primary coil;
A capacitor (32) connected to the secondary coil and forming a resonance circuit (33) together with the secondary coil;
A power adjustment circuit (40) provided between the load and the resonance circuit, for adjusting input power to the load,
A control device (50) for controlling the power adjustment circuit,
The power adjustment circuit has a switch (42) that is turned on and off in a predetermined cycle, and the input power to the load is adjusted by adjusting the on time of the switch within the predetermined cycle. ,
The control device is
A distance calculation unit that calculates a separation distance between the secondary coil and the primary coil;
A time setting unit that sets the ON time of the switch based on the separation distance;
Power receiving device having. 前記電力調整回路は、前記スイッチのオンオフによって、前記２次コイル側から前記負荷への通電を可能とし、
前記時間設定部は、前記離間距離が大きいほど、前記負荷側への通電時間が長くなるように、前記スイッチのオン時間を設定する請求項１に記載の受電機器。 The power adjustment circuit enables energization of the load from the secondary coil side by turning on/off the switch,
The power receiving device according to claim 1, wherein the time setting unit sets the ON time of the switch such that the energization time to the load side becomes longer as the separation distance is larger. 車両１５の走行路面と車体との距離を検出する検出部（１６）を備える車両（１５）に適用され、
前記２次コイルは、前記車体に設けられており、
前記距離算出部は、前記検出部による検出距離に基づいて、前記２次コイルと前記１次コイルとの離間距離を算出する請求項１又は請求項２に記載の受電機器。 It is applied to a vehicle (15) provided with a detection unit (16) for detecting the distance between the road surface of the vehicle 15 and the vehicle body,
The secondary coil is provided on the vehicle body,
The power receiving device according to claim 1, wherein the distance calculation unit calculates a separation distance between the secondary coil and the primary coil based on a distance detected by the detection unit. 前記電力調整回路は、前記スイッチがオフになることで、前記２次コイル側から前記負荷への通電を可能とし、
前記時間設定部は、前記離間距離が大きいほど、前記スイッチのオン時間を減少させる請求項１から請求項３のいずれか１項に記載の受電機器。 When the switch is turned off, the power adjustment circuit allows the secondary coil to energize the load,
The power receiving device according to any one of claims 1 to 3, wherein the time setting unit decreases the on-time of the switch as the separation distance increases. 前記負荷は、充電可能な蓄電池であって、
前記蓄電池の電池電圧を取得する電圧取得部を備えており、
前記時間設定部は、前記電池電圧を加味して、前記スイッチのオン時間を設定する請求項１から請求項４のいずれか一項に記載の受電機器。 The load is a rechargeable storage battery,
It comprises a voltage acquisition unit for acquiring the battery voltage of the storage battery,
The power receiving device according to any one of claims 1 to 4, wherein the time setting unit sets the ON time of the switch in consideration of the battery voltage. 前記電力調整回路は、前記スイッチがオフになることで、前記２次コイル側から前記負荷への通電を可能とし、
前記時間設定部は、前記電池電圧が大きいほど、前記スイッチのオン時間を増加させる請求項５に記載の受電機器。 When the switch is turned off, the power adjustment circuit allows the secondary coil to energize the load,
The power receiving device according to claim 5, wherein the time setting unit increases the ON time of the switch as the battery voltage increases.
JP2019017424A 2019-02-01 2019-02-01 Power receiving apparatus Pending JP2020127269A (en)

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015159560A1 (en) * 2014-04-16 2015-10-22 三菱電機株式会社 Vehicular charging device
WO2019021655A1 (en) * 2017-07-25 2019-01-31 日本電産株式会社 Power transmission device and non-contact power supply system

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3444924A4 (en) * 2016-04-20 2019-04-24 Yamaha Hatsudoki Kabushiki Kaisha Wireless power supply device

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015159560A1 (en) * 2014-04-16 2015-10-22 三菱電機株式会社 Vehicular charging device
WO2019021655A1 (en) * 2017-07-25 2019-01-31 日本電産株式会社 Power transmission device and non-contact power supply system

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