JP6076321B2 - Non-contact power supply system and electric vehicle - Google Patents

Description

  The present invention relates to a non-contact power supply system that supplies power to a battery of an electric vehicle such as a hybrid vehicle or an electric vehicle in a non-contact manner and the electric vehicle.

  As a technique for charging a battery mounted on an electric vehicle such as a hybrid car or an electric car driven by an electric motor, a non-contact power feeding technique considering the convenience at the time of charging attracts attention. Electromagnetic induction methods and magnetic resonance methods are widely known as non-contact power supply technology methods. The electromagnetic induction method is used for shavers, electric toothbrushes, and the like, and the magnetic resonance method is being studied for charging devices such as smartphones.

  When the non-contact power feeding apparatus is applied to an electric vehicle, the problems are different depending on each method. In the electromagnetic induction method, accurate alignment between the primary coil on the power transmission side provided on the road surface or the wall surface and the secondary coil on the power reception side provided on the electric vehicle is required. Furthermore, power transmission becomes difficult when the distance between the primary coil and the secondary coil increases.

  On the other hand, in the magnetic resonance method described in Patent Document 1 and the like, the positioning of the primary coil and the secondary coil as accurate as the electromagnetic induction method is not required. In addition, magnetic field emissions (radiated interference waves) due to leakage magnetic fields are likely to occur as the amount of power transmission and the distance between the primary and secondary coils increase, making it difficult to respond to other electronic devices and comply with laws and regulations. .

  Techniques in view of the advantages and problems of these methods are described in Patent Document 2 and Patent Document 3. In Patent Document 2, in order to accurately align the primary coil and the secondary coil, a secondary coil is provided in a concave opening provided at the front or rear of the electric vehicle, and a convex shape is formed on the wall surface of the parking lot. Is described, and the primary coil can be displaced by an elastic body or the like. Further, in Patent Document 3, an induction provided with a charger having a male charging terminal for charging a battery of an electric vehicle in which a female charging receiving portion is provided at the front portion or the rear portion in a non-contact manner. A type charging connector is described.

JP 2012-231603 A Japanese Patent Laid-Open No. 9-102429 Japanese Patent No. 4204184

  In the techniques described in Patent Document 2 and Patent Document 3 described above, the vehicle is provided with a recess for fitting with a protrusion on the power feeding device when a battery mounted on the vehicle is charged. However, since the opening of the concave portion is provided on the front or rear surface of the vehicle, the design of the vehicle is significantly deteriorated.

  An object of the present invention is to provide a non-contact power feeding system and an electric vehicle capable of non-contact power feeding to an electric vehicle using two coil units to be fitted while minimizing the influence on the design of the vehicle. It is to be.

In order to achieve the above object, the invention described in claim 1
A primary coil (for example, a primary coil 30 in a later-described embodiment) disposed on a road surface (for example, a road surface 11 in a later-described embodiment) and the primary coil can protrude vertically upward from the road surface. A primary coil unit (e.g., primary coil units 20, 60 in an embodiment described later) having an elastic member (e.g., a coil spring 34 in an embodiment described later) that biases the primary coil;
An electric vehicle (for example, an electric vehicle 12 in an embodiment described later) having a secondary coil (for example, a secondary coil 50 in an embodiment described later) and fitted in the primary coil unit protruding from the road surface. A secondary coil unit (e.g., secondary coil unit 40 in an embodiment described later) disposed on the bottom of (e.g., the bottom 13 in an embodiment described later),
A non-contact power feeding system that feeds power from the primary coil to the secondary coil in a non-contact manner with the secondary coil unit fitted to the primary coil unit,
The electric vehicle has a concave space (for example, a concave space 41 in an embodiment described later) for fitting the secondary coil unit to the primary coil unit,
An opening (for example, an opening 42 in an embodiment described later) of the concave space is provided on either the front side (for example, the front surface portion 14 in the embodiment described later) or the rear side of the electric vehicle.
The upper end height of the opening (for example, the upper end height H1 in the embodiment described later) is the height (for example, described later) of the upper end portion of the concave space (for example, the upper end portion 44 in the embodiment described later). Lower than the upper end height H2) in the embodiment.

The invention according to claim 2 is the invention according to claim 1,
The concave space has a tapered portion (for example, a tapered portion 43 in an embodiment described later) that connects the opening and the upper end portion of the concave space.

In the invention according to claim 3, in the invention according to claim 1 or 2,
The upper end height of the opening is equal to the height of the lowest point in the upper end of the concave space.

Moreover, in invention of Claim 4, in invention of any one of Claims 1-3,
The primary coil unit includes a support member (for example, a ball 23 in an embodiment described later) that supports the primary coil so that the primary coil can be displaced in a plane orthogonal to the vertical direction.

The invention according to claim 5 is the invention according to any one of claims 1 to 4,
The primary coil unit includes a sliding member (for example, a guide ball 35 in an embodiment described later) that slides with respect to the concave space.

Moreover, in invention of Claim 6, in invention of any one of Claims 1-5,
The primary coil unit is
A first division unit (for example, a first division unit 61 in an embodiment described later);
A second divided unit (for example, a second divided unit 62 in the embodiment described later);
A hinge part (for example, a hinge part 63 in an embodiment described later) for connecting the first divided unit and the second divided unit so as to be relatively rotatable;
An unfolded state (for example, unfolded state FP in an embodiment described later) in which the first divided unit and the second divided unit are deployed in a planar shape with respect to the road surface, and the first divided unit and the second divided unit A drive unit (for example, a drive unit 64 in an embodiment described later) that transitions between an upright state (for example, an upright state SP in an embodiment described later) that protrudes upward in the vertical direction from the road surface,
Have

The invention according to claim 7 is the invention according to claim 6,
The primary coil unit is
A detection unit (for example, a detection unit 67 in an embodiment described later) for detecting the approach of the vehicle to the vicinity of the primary coil unit;
When the detection unit detects the vehicle approaching the vicinity of the primary coil unit, the control unit (for example, in an embodiment described later) controls the drive unit so that the primary coil unit transitions from the deployed state to the upright state. Control unit 66),
Have

In the invention according to claim 8, in the invention according to claim 6 or 7,
In a state where the secondary coil unit is fitted to the primary coil unit that has transitioned to the standing state, power is supplied from the primary coil to the secondary coil in a non-contact manner based on an electromagnetic induction method, and the primary coil unit When in the unfolded state, power is supplied in a non-contact manner from the primary coil to a secondary coil of another electric vehicle (for example, a secondary coil 50 in an embodiment described later) based on the magnetic resonance method,
The primary coil unit includes a power supply method selection unit (for example, a power supply method selection unit 65 in an embodiment described later) that selects a power supply method according to the standing state or the deployed state.

The invention according to claim 9 is
A primary coil (for example, a primary coil 30 in a later-described embodiment) disposed on a road surface (for example, a road surface 11 in a later-described embodiment) and the primary coil can protrude vertically upward from the road surface. An electrically powered vehicle (e.g., a power supply fed from a primary coil unit (e.g., a primary coil unit 20 in an embodiment described later)) having an elastic member (e.g., a coil spring 34 in an embodiment described later) that biases the primary coil. An electric vehicle 12) in an embodiment described later,
A secondary coil (for example, a secondary coil 50 in an embodiment described later) has a non-contact power supply from the primary coil to the secondary coil in a state of being fitted to the primary coil unit protruding from the road surface. A secondary coil unit (e.g., secondary coil unit 40 in an embodiment described later) disposed on the bottom of the electric vehicle (e.g., the bottom 13 in an embodiment described later),
A concave space (for example, a concave space 41 in an embodiment described later) for fitting the secondary coil unit to the primary coil unit,
An opening (for example, an opening 42 in an embodiment described later) of the concave space is provided on either the front side (for example, the front portion 14 in the embodiment described later) or the rear side of the electric vehicle.
An upper end height of the opening (for example, an upper end height H1 in an embodiment described later) is lower than an upper end height of the concave space (for example, an upper end height H2 in an embodiment described later).

  According to the invention described in claim 1 and the invention described in claim 9, as the electric vehicle travels toward the primary coil unit having a primary coil that is urged so as to protrude vertically upward from the road surface. The primary coil unit reaches the depth of the concave space from the opening of the electric vehicle while contacting the upper end of the concave space, and the secondary coil unit disposed at the bottom of the electric vehicle is fitted to the primary coil unit. . Therefore, the driver of the electric vehicle may drive so that the primary coil unit enters the back of the concave space after aligning the opening with the primary coil unit. Since the upper end height of the opening portion of the electric vehicle is lower than the height of the upper end portion of the concave space, the influence of the opening portion on the design of the electric vehicle can be remarkably reduced.

  According to the second aspect of the present invention, when the primary coil unit having the primary coil biased upward in the vertical direction enters the interior of the recessed space from the opening of the electric vehicle, the recessed space is formed in the shape of the opening and the recessed shape. Since it has the taper part which connects with the upper end part of space, the upper end height of the concave space which a primary coil unit contact | abuts changes gradually. For this reason, the primary coil unit can smoothly enter the interior of the concave space. Therefore, the driver can use the non-contact power feeding system according to the present invention without a sense of incongruity.

  According to the invention described in claim 3, since the upper end height of the opening is equal to the height of the lowest portion of the upper end of the concave space, the influence of the opening on the design of the electric vehicle is minimized. Can do.

  According to the fourth aspect of the present invention, the primary coil supported by the support member of the primary coil unit can be displaced in a plane orthogonal to the vertical direction, so that the primary coil unit enters the concave space. Even when the electric vehicle is operated with a slight shift in the left-right direction and the front-rear direction with respect to the primary coil unit, the shift of the primary coil unit with respect to the secondary coil unit can be corrected. Therefore, even a driver who does not have advanced driving technology can accurately align the position of the secondary coil unit with respect to the primary coil unit.

  According to the fifth aspect of the present invention, the primary coil unit has the sliding member that slides with respect to the concave space. Therefore, the primary coil unit is in the concave space while smoothly sliding in contact with the contact portion with the concave space. You can enter the back. That is, since friction with the primary coil unit that contacts the concave space is reduced by the sliding member, the driver can use the non-contact power feeding system according to the present invention without further discomfort.

  According to the invention described in claim 6, the primary coil unit includes a first divided unit, a second divided unit, a hinge portion that connects the two divided units so as to be relatively rotatable, and two divided units. Since it has a drive part which makes a transition between the unfolded state and the standing state, the primary coil unit is made to transition from the unfolded state to the standing state by moving the primary coil unit when entering the back of the concave space from the opening. The secondary coil unit can be fitted into the. Therefore, since the primary coil unit can be brought into an upright state only when necessary, the use of the road surface on which the primary coil unit is disposed is not limited to non-contact power feeding, and can be used for other purposes. .

  According to the seventh aspect of the present invention, the primary coil unit includes a detection unit that detects entry of the vehicle, and a control unit that controls the drive unit so that the primary coil unit transitions from the deployed state to the standing state when the vehicle enters. Therefore, the secondary coil unit can be fitted to the primary coil unit that has transitioned to the standing state only when the electric vehicle having the concave space enters. Therefore, since the primary coil unit when the vehicle entry is not detected is in the deployed state, the primary coil unit does not become an obstacle when the road surface on which the primary coil unit is disposed is used for other purposes.

  According to the eighth aspect of the invention, the feeding method selection unit selects either the electromagnetic induction method or the magnetic resonance method depending on whether the primary coil unit is in an upright state or in a deployed state, and the second coil is removed from the primary coil. Since non-contact power feeding to the next coil is performed, power can be fed by an optimum power feeding method even to an electric vehicle that does not have a concave space.

It is a lineblock diagram showing the non-contact electric supply system of a 1st embodiment. It is a figure which shows the electric circuit of a primary coil unit. It is a perspective view of the primary coil unit which comprises a non-contact electric power feeding system. It is a side view of the electric vehicle provided with the secondary coil unit which comprises a non-contact electric power feeding system. It is a front view of the electric vehicle shown in FIG. It is a side view of the approach state where the electric vehicle approached the primary coil unit. It is a top view of the approach state where the electric vehicle approached the primary coil unit. It is a side view of the approach start state which the front-end | tip of a primary coil unit started approaching into the opening part of the concave space of an electric vehicle. It is a top view of the approach start state which the front-end | tip of the primary coil unit started approaching into the opening part of the concave space of an electric vehicle. It is a side view of the partial approach state which a part of protrusion member of the primary coil unit approached into the concave space of the electric vehicle. It is a top view of the partial approach state which a part of protrusion member of the primary coil unit approached into the concave space of the electric vehicle. It is a side view of the whole approach state in which the whole projecting member of the primary coil unit entered the concave space of the electric vehicle. It is a top view of the whole approach state which the whole protrusion member of the primary coil unit approached into the concave space of the electric vehicle. It is a side view of the fitting state which the primary coil unit fitted to the secondary coil unit. It is a top view of the fitting state which the primary coil unit fitted to the secondary coil unit. It is a block diagram which shows the non-contact electric power feeding system of 2nd Embodiment. (A) is the side view which shows the approach state which the electric vehicle approached the primary coil unit, (b) is the schematic diagram which looked at the primary coil unit of the expansion | deployment state, and a part of electric vehicle from the front. (A) is a side view showing a transient state during the transition of the primary coil unit from the deployed state to the standing state, and (b) is a partial view of the primary coil unit and the electric vehicle in the middle of the transition from the deployed state to the standing state. It is a schematic diagram. (A) is the side view which shows the fitting state which the secondary coil unit fitted to the primary coil unit, (b) is the schematic diagram which looked at the primary coil unit of the standing state, and a part of electric vehicle from the front. It is the schematic diagram which looked at the state at the time of the electric vehicle which does not have a concave space progressing toward the primary coil unit from the front. It is the schematic diagram which looked at the state where the primary coil unit returned to the expansion | deployment state at the time of the progression of the electric vehicle which does not have a concave space from the front.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. It should be noted that the drawings are viewed in the direction of the reference numerals, and in the following description, front, rear, left and right, and top and bottom are in accordance with the direction seen from the driver, and the front of the vehicle is Fr, rear is Rr, left is L, right R, upper is shown as U, and lower is shown as D.

(First embodiment)
FIG. 1 is a configuration diagram illustrating a contactless power feeding system according to the first embodiment. FIG. 3 is a perspective view of a primary coil unit constituting the non-contact power feeding system. FIG. 4 is a side view of an electric vehicle including a secondary coil unit constituting the non-contact power feeding system. FIG. 5 is a front view of the electric vehicle shown in FIG. 1 is also a cross-sectional view taken along the line II of FIG. As shown in FIG. 1, the non-contact power feeding system of the first embodiment includes a primary coil unit 20 disposed on a road surface 11 and a secondary coil unit 40 disposed on a bottom portion 13 of an electric vehicle 12. Prepare. In the non-contact power feeding system, the driver of the electric vehicle 12 is driven so as to travel toward the primary coil unit 20 and the electric vehicle 12 reaches a predetermined position, so that the secondary coil unit 40 becomes the primary coil unit. 20 is fitted.

<Primary coil unit>
The primary coil unit 20 has a fixed base 21 disposed on the road surface 11. In a plurality of (for example, four) concave portions 22 provided on the upper surface of the fixed base 21, balls 23 are arranged so as to be freely rollable. On the upper part of the fixed base 21, a movable base 24 is placed so as to cover the ball 23 with a recess 25 provided on the lower surface. The plurality of balls 23 roll between the concave portion 22 of the fixed base 21 and the concave portion 25 of the movable base 24 so that the movable base 24 is in a plane parallel to the road surface 11 with respect to the fixed base 21. It is movable in the left-right direction and the front-rear direction. Further, between the movable base 24 and the fixed base 21, the road surface 11 urges the movable base 24 in the left-right direction and the front-rear direction in a plane parallel to the road surface 11 with respect to the fixed base 21. A spring 26 provided in parallel is provided. When the external force is not applied by the biasing force of the spring 26, the movable base 24 is positioned substantially at the center on the fixed base 21.

  The primary coil unit 20 has two primary coils 30 held inside by a protruding member 29 protruding from the road surface 11. The two primary coils 30 are disposed on the left side inner side and the right side inner side of the protruding member 29 so that each coil surface faces the left-right direction. Note that power is supplied to the two primary coils 30 from an external power supply 36 that supplies commercial power via a power feeding circuit 37. As shown in FIG. 2, the power feeding circuit 37 is a circuit that rectifies and AC / DC converts the power supplied from the external power supply 36. The AC / DC conversion circuit included in the power feeding circuit 37 is driven and controlled by the control unit 38.

  The projecting member 29 includes a front half portion 32 having a front end 31 that is substantially V-shaped in plan view, and a rectangular rear half portion 33 that is continuously formed from the front half portion 32. In each of the front half portion 32 and the rear half portion 33 of the protruding member 29, each ceiling surface has a shape in which the upper end is pointed in an inverted V shape in front view (rear view). That is, a ridge line extending in the front-rear direction is formed on the upper portion of the primary coil unit 20. Further, the upper portion of the front half portion 32 of the protruding member 29 has a tapered shape in which the height of the upper end gradually decreases toward the front end 31 in a side view. In addition, a plurality of guide balls 35 are disposed on the upper portions of the front half portion 32 and the rear half portion 33 forming the ridge line of the protruding member 29. As will be described later, the guide ball 35 functions as a sliding member with the inner wall surface of the concave space 41 when the protruding member 29 of the primary coil unit 20 enters the concave space 41 of the electric vehicle 12.

  A support hole 27 into which the protruding member 29 can be fitted is provided in the approximate center of the movable base 24, and the protruding member 29 fitted into the support hole 27 is supported from the side at the edge of the support hole 27. A wall portion 28 is provided. A coil spring 34 is disposed in the support hole 27, and the coil spring 34 always biases the protruding member 29 upward (perpendicular to the road surface 11). Therefore, the protruding member 29 urged by the coil spring 34 protrudes upward in the vertical direction from the support hole 27 of the movable base 24 while being supported from the side by the wall 28, and is slidable in the vertical direction. is there.

<Secondary coil unit>
As shown in FIGS. 4 and 5, the secondary coil unit 40 is disposed on the vehicle body side close to the concave space 41 formed in the bottom 13 of the electric vehicle 12. The secondary coil unit 40 is fitted with the primary coil unit 20 when the protruding member 29 of the primary coil unit 20 enters the depth of the concave space 41 of the electric vehicle 12. Further, the secondary coil unit 40 has two secondary coils 50. As shown in FIG. 1, the coil surface of the secondary coil 50 is disposed so as to face the coil surface of the primary coil 30 in a state where the secondary coil unit 40 is fitted to the primary coil unit 20. For this reason, when the primary coil 30 is energized, a current flows through the secondary coil 50 by the action of electromagnetic induction. Due to this induced current, the battery 48 of the electric vehicle 12 is charged via the rectifier 46 and the converter 47 that converts the voltage level.

  The concave space 41 is a space having substantially the same shape as the protruding member 29 of the primary coil unit 20, and the protruding member 29 of the primary coil unit 20 can be fitted therein. A substantially inverted V-shaped opening 42, which is the front end portion of the concave space 41, opens in the front surface portion 14 of the electric vehicle 12. The opening 42 is continuous with the concave space 41.

  The concave space 41 has a shape in which the upper end is pointed in an inverted V shape, as in the primary coil unit 20, in the front view shown in FIG. The concave space 41 has a tapered portion 43 that extends obliquely upward from the opening 42 and is inclined so as to be connected to the upper end portion 44 of the concave space 41 in a side view shown in FIG. 4. The upper end height H <b> 1 of the opening 42 is lower than the height H <b> 2 of the upper end 44 of the concave space 41. For this reason, the influence on the designability in the front-surface part 14 of the electric vehicle 12 by the opening part 42 can be remarkably reduced. As a more preferable configuration, it is desirable that the upper end height H <b> 1 of the opening 42 is equal to the height of the lowest portion in the upper end 44 of the concave space 41. By setting it as such a structure, the influence on the designability in the front-surface part 14 of the electric vehicle 12 by the opening part 42 can be minimized.

<Progress until mating of primary coil unit and secondary coil unit>
Hereinafter, the process until the secondary coil unit 40 is fitted to the primary coil unit 20 will be described in detail with reference to FIGS. The process until the secondary coil unit 40 is fitted to the primary coil unit 20 is an approaching state in which the electric vehicle 12 approaches the primary coil unit 20 (FIGS. 6 and 7), and the tip of the primary coil unit 20 is the electric vehicle. The entry start state (FIG. 8 and FIG. 9) in which entry has started into the opening 42 of the twelve concave space 41, and part of the protruding member 29 of the primary coil unit 20 that has entered the concave space 41 of the electric vehicle 12. The approach state (FIGS. 10 and 11), the entire approach state (FIGS. 12 and 13) in which the entire protruding member 29 of the primary coil unit 20 has entered the concave space 41 of the electric vehicle 12, and the primary coil unit 20 The fitting state (FIGS. 14 and 15) in which the next coil unit 40 is fitted transitions in this order.

  6 and 7, the driver of the electric vehicle 12 aligns the position of the opening 42 of the electric vehicle 12 with the front end 31 of the protruding member 29 of the primary coil unit 20 erected from the road surface 11. The electric vehicle 12 is driven so as to travel toward the primary coil unit 20. At this time, since the movable base 24 is movable in the left-right direction and the front-rear direction in a plane parallel to the road surface 11 with respect to the fixed base 21, the left-right center of the opening 42 and the left-right center of the protruding member 29 are There is no need to match. When the electric vehicle 12 further advances from the approaching state, the approach start state shown in FIGS. 8 and 9 is entered.

  In the approach start state, the opening 42 protrudes as the electric vehicle 12 advances while abutting against the tapered upper end formed in the front half 32 of the protruding member 29 via the guide ball 35 and pushing down the protruding member 29. The member 29 enters the concave space 41 of the electric vehicle 12. At this time, as shown in FIG. 9, the projecting member 29 is pressed in the left-right direction because the V-shaped part formed in the front half 32 of the projecting member 29 is in sliding contact with the V-shaped part of the opening 42. The Due to this pressing force, the protruding member 29 and the movable base 24 move on the fixed base 21 via the plurality of balls 23, and in the approach state described later, the left-right center of the opening 42 and the left-right center of the protruding member 29 are Match.

  In the partially entered state shown in FIGS. 10 and 11, the electric vehicle is maintained with the opening 42 in contact with the upper end of the rear half 33 of the protruding member 29 via the guide ball 35 and pushing down the protruding member 29. The projecting member 29 further enters the concave space 41 of the electric vehicle 12 as the time 12 progresses. 12 and 13, the tapered portion 43 of the concave space 41 contacts the upper end of the rear half portion 33 of the protruding member 29 via the guide ball 35 and protrudes as the electric vehicle 12 progresses. The member 29 further enters the concave space 41 of the electric vehicle 12. At this time, the protruding member 29 returns upward due to the urging force of the coil spring 34 as the upper end height of the tapered portion 43 that abuts changes.

  14 and 15, the upper end portion 44 of the concave space 41 abuts the upper end of the rear half portion 33 of the protruding member 29 via the guide ball 35, and the front end 31 of the protruding member 29 is the concave space. 41 abuts against the back wall 45 of 41. At this time, the primary coil unit 20 and the secondary coil unit 40 are fitted, and the driver feels resistance because the front end 31 of the protruding member 29 is in contact with the back wall 45 of the concave space 41, The electric vehicle 12 is stopped. In addition, the deviation of the stopping position of the electric vehicle 12 in the front-rear direction is such that the projecting member 29 and the movable base 24 move on the fixed base 21 via the plurality of balls 23, and the projecting member 29 changes to the fixed base 21. It is absorbed by moving back and forth.

As described above, according to the present embodiment, as the electric vehicle 12 advances toward the primary coil unit 20 having the primary coil 30 that is urged so as to protrude vertically upward from the road surface 11, the primary The coil unit 20 reaches the depth of the concave space 41 while contacting the upper end of the concave space 41 from the opening 42 of the electric vehicle 12, and the secondary coil unit 40 disposed at the bottom of the electric vehicle 12 is the primary coil unit. 20 is fitted. Therefore, the driver of the electric vehicle 12 only needs to drive the primary coil unit 20 to enter the recessed space 41 after aligning the opening 42 with the primary coil unit 20. Since the upper end height H1 of the opening 42 of the electric vehicle 12 is lower than the height H2 of the upper end 44 of the concave space 41, the influence of the opening 42 on the design of the electric vehicle 12 is kept to a minimum. .
Further, if the primary coil 30 is energized when the primary coil unit 20 is fitted to the secondary coil unit 40, the battery 48 of the electric vehicle 12 can be fed in a non-contact manner by an electromagnetic induction method. Non-contact power supply by electromagnetic induction method can supply high power while suppressing magnetic field emission (radiation interference wave), so even an electric vehicle equipped with a large capacity battery can be charged in a short time It becomes.
Furthermore, the height of the electric vehicle 12 varies depending on the number of passengers, the presence or absence of luggage, and the like. However, since the primary coil unit 20 is always urged upward by the coil spring 34, the primary coil unit 20 can be reliably fitted to the secondary coil unit 40 without being affected by the fluctuation of the height of the electric vehicle 12.

  In addition, when the primary coil unit 20 having the primary coil 30 biased upward in the vertical direction enters the interior of the recessed space 41 from the opening 42 of the electric vehicle 12, the recessed space 41 includes the opening 42 and the recessed space 41. Therefore, the upper end height of the concave space 41 with which the primary coil unit 20 abuts gradually changes. For this reason, the primary coil unit 20 can smoothly enter the interior of the concave space 41. Therefore, the driver can use the non-contact power feeding system according to the present invention without a sense of incongruity.

  Further, since the primary coil 30 is supported by a plurality of balls 23 and can be displaced in a plane orthogonal to the vertical direction, when the primary coil unit 20 enters the concave space 41, the electric vehicle 12 is moved to the primary coil 30. Even if the unit 20 is operated with a slight shift in the left-right direction and the front-rear direction, the shift of the primary coil unit 20 with respect to the secondary coil unit 40 can be corrected. Therefore, even a driver who does not have advanced driving technology can accurately align the position of the secondary coil unit 40 with respect to the primary coil unit 20.

  Further, since the primary coil unit 20 includes a plurality of guide balls 35 that slide relative to the concave space 41, the primary coil unit 20 enters the concave space 41 while smoothly sliding in contact with a contact point with the concave space 41. can do. That is, since the friction with the primary coil unit 20 in contact with the concave space 41 is reduced by the guide ball 35, the driver can use the non-contact power feeding system according to the present invention without further discomfort.

(Second Embodiment)
FIG. 16 is a configuration diagram illustrating the non-contact power feeding system according to the second embodiment. As shown in FIG. 16, the non-contact power feeding system of the second embodiment includes a primary coil unit 60 disposed on the road surface 11 and a secondary coil unit 40 disposed on the bottom 13 of the electric vehicle 12. Prepare. The secondary coil unit 40 is the same as that of the first embodiment, and in FIG. 16, the same reference numerals are given to the components common to FIG. 1.

<Primary coil unit>
The primary coil unit 60 of the second embodiment includes a first divided unit 61, a second divided unit 62, a hinge part 63 that connects the first divided unit 61 and the second divided unit 62 so as to be relatively rotatable, A drive unit 64 that drives the first divided unit 61 and the second divided unit 62 to change between an unfolded state FP and an upright state SP, which will be described later, and a feeding method selection unit that switches the feeding method to an electromagnetic induction method or a magnetic resonance method 65, a control unit 66 that controls the drive unit 64, and a detection unit 67 that detects the entry of the electric vehicle. In addition, the primary coil unit 60 shown by the solid line in FIG. 16 is in the deployed state FP. On the other hand, the primary coil unit 60 indicated by a broken line in FIG. 16 is in an upright state SP.

  The 1st division | segmentation unit 61 is formed in substantially trapezoid shape, and hold | maintains the primary coil 71 inside. Similarly, the second divided unit 62 is also formed in a substantially trapezoidal shape and holds the primary coil 72 inside. In addition, the primary coils 71 and 72 in the unfolded state FP are held so that the coil surfaces face the vertical direction.

  The hinge part 63 is disposed at a joint point P between the first divided unit 61 and the second divided unit 62 in the unfolded state FP, and the first divided unit 61 and the second divided unit 62 are centered on the joint point P. As shown in FIG.

  The drive unit 64 rotates the first divided unit 61 and the second divided unit 62 around the joint point P in response to an instruction from the control unit 66, so that the first divided unit 61 and the second divided unit 62 An unfolded state FP (see FIGS. 16 and 17B) unfolded in a plane with respect to the road surface 11, and an upright state SP in which the first divided unit 61 and the second divided unit 62 protrude vertically upward from the road surface 11. (See FIG. 19B). The shape of the portion of the first divided unit 61 and the second divided unit 62 that are upright from the road surface 11 in the upright state SP is the same as the upper shape of the protruding member 29 that is protruded from the road surface 11 described in the first embodiment.

  The power feeding method selection unit 65 switches the power feeding method from the primary coil unit 60 to the secondary coil unit 40 to either the electromagnetic induction method or the magnetic resonance method. The power feeding method selection unit 65 selects the electromagnetic induction method when the primary coil unit 60 is in the upright state SP, and selects the magnetic resonance method when the primary coil unit 60 is in the deployed state FP. When the power feeding method selection unit 65 selects the electromagnetic induction method, power is supplied to the primary coils 71 and 72 by controlling the electromagnetic induction. On the other hand, when the power feeding method selection unit 65 selects the magnetic resonance method, power is supplied to the primary coils 71 and 72 at the resonance frequency by controlling the magnetic resonance.

  The detection unit 67 is, for example, a pressure sensor, and is disposed on the fixed base 21 on which a vehicle tire traveling toward the primary coil unit 60 is placed. The detection unit 67 detects the progress of the vehicle entering toward the primary coil unit 60 based on the pressure-sensitive value or the like, and transmits a detection signal to the control unit 66. The control unit 66 controls the drive unit 64 so that the primary coil unit 60 transitions from the deployed state FP to the upright state SP according to the degree of travel of the vehicle toward the primary coil unit 60 based on the detection signal from the detection unit 67. To do.

  In addition, it is preferable to arrange | position the 1st division | segmentation unit 61 and the 2nd division | segmentation unit 62 on the movable base (not shown) provided with the structure similar to the movable base 24 demonstrated in 1st Embodiment. As a result, in the primary coil unit 60 in the upright state SP, the left and right sides of the movable base can be adjusted even if the relative positions of the upright first divided unit 61 and the second divided unit 62 and the concave space 41 of the electric vehicle 12 do not exactly match. The displacement between the two can be corrected by the movement in the direction and the front-rear direction.

<Progress until mating of primary coil unit and secondary coil unit>
Hereinafter, the process until the secondary coil unit 40 is fitted to the primary coil unit 60 will be described in detail with reference to FIGS. 17 (a) to 19 (b). The process until the secondary coil unit 40 is fitted to the primary coil unit 60 is based on the approaching state in which the electric vehicle 12 approaches the primary coil unit 60 (FIGS. 17A and 17B), and the primary coil unit. 60 is a transitional state (FIGS. 18A and 18B) in the middle of the transition from the deployed state FP to the standing state SP, and a fitting state in which the secondary coil unit 40 is fitted to the primary coil unit 60 (FIG. 19). (A) and FIG. 19 (b)) transition in this order.

  In the approaching state shown in FIGS. 17A and 17B, the primary coil unit 60 is in a deployed state FP in which the first divided unit 61 and the second divided unit 62 are deployed in a plane with respect to the road surface 11. . At this time, the driver of the electric vehicle 12 drives the electric vehicle 12 to move toward the primary coil unit 60 by aligning the position of the opening 42 of the electric vehicle 12 with the hinge portion 63 of the primary coil unit 60. The tires of the electric vehicle 12 traveling toward the primary coil unit 60 travel on the fixed base 21. The control unit 66 of the primary coil unit 60 determines the degree of progress of the electric vehicle 12 relative to the primary coil unit 60 based on the detection signal from the detection unit 67 disposed on the fixed base 21.

  While the electric vehicle 12 is moving toward the primary coil unit 60, the state is a transient state shown in FIGS. 18 (a) and 18 (b). The controller 66 in the transient state controls the drive unit 64 so that the primary coil unit 60 transitions from the deployed state FP to the standing state SP according to the degree of progress of the electric vehicle 12 toward the primary coil unit 60. At this time, the drive part 64 rotates the 1st division | segmentation unit 61 and the 2nd division | segmentation unit 62 centering on the junction point P, as shown in FIG.18 (b). The first divided unit 61 and the second divided unit 62 that are in the process of transition from the deployed state FP to the standing state SP do not interfere with the inner wall of the concave space 41 of the electric vehicle 12.

  In the fitted state shown in FIGS. 19A and 19B, the primary coil unit 60 in the upright state SP is fitted into the concave space 41 of the electric vehicle 12, so that it is disposed at the bottom of the electric vehicle 12. The secondary coil unit 40 is fitted into the primary coil unit 60, and the driver stops the electric vehicle 12. At this time, the coil surfaces of the primary coils 71 and 72 face the coil surface of the secondary coil 50, and the power feeding method selection unit 65 selects the electromagnetic induction method. Therefore, when the primary coils 71 and 72 are energized, a current flows through the secondary coil 50 by the action of electromagnetic induction. Due to this induced current, the battery 48 of the electric vehicle 12 is charged via the rectifier 46 and the converter 47 that converts the voltage level.

  In the above description, since the electric vehicle 12 has the concave space 41, the primary coil unit 60 can transition from the deployed state FP to the upright state SP. However, as shown in FIG. 20, an electric vehicle that does not have the concave space 41 is primary. When it progresses toward the coil unit 60, the primary coil unit 60 cannot transition to the standing state SP. In this case, the control unit 66 returns the primary coil unit 60 to the expanded state FP as shown in FIG. 21, and the power feeding method selection unit 65 selects the magnetic resonance method. Therefore, when the primary coils 71 and 72 are energized, a current flows through the secondary coil in which the coil surface disposed on the bottom surface of the electric vehicle faces the vertical direction by the action of magnetic resonance. With this current, the battery of the electric vehicle is charged via the rectifier and the converter.

  As described above, according to the present embodiment, the primary coil unit 60 includes the first divided unit 61, the second divided unit 62, and the hinge that connects the two divided units 61 and 62 so as to be relatively rotatable. Since it has the drive part 64 which changes the part 63 and the two division | segmentation units 61 and 62 between the unfolding state FP and the standing state SP, it is the primary at the time of approaching into the back of the concave space 41 from the opening part 42 The secondary coil unit 40 can be fitted to the primary coil unit 60 by changing the coil unit 60 from the deployed state FP to the upright state SP. That is, since the vertical height of the first divided unit 61 and the second divided unit 62 gradually increases as the electric vehicle 12 moves toward the primary coil unit 60, the upper end height H1 of the opening of the electric vehicle is a concave space. Even if the height H <b> 2 of the upper end portion of 41 is lower, the secondary coil unit 40 is fitted to the primary coil unit 60. In addition, since the primary coil unit 60 can be in an upright state only when necessary, the use of the road surface 11 on which the primary coil unit 60 is disposed is not limited to non-contact power feeding, but can be used for other purposes. Can be used.

  When the primary coil unit 60 detects the approach of the vehicle in the approaching state, the primary coil unit 60 may transition from the deployed state FP to the standing state SP before the vehicle proceeds toward the primary coil unit 60. The primary coil unit 60 in the standing state SP operates in the same manner as the primary coil unit 20 of the first embodiment.

  Further, the primary coil unit 60 includes a detection unit 67 that detects entry of the vehicle, and a control unit 66 that controls the drive unit 64 so that the primary coil unit 60 transitions from the deployed state FP to the upright state SP when the vehicle enters. Thus, the secondary coil unit 40 can be fitted to the primary coil unit 60 that has transitioned to the standing state SP only when the electric vehicle 12 having the concave space 41 enters. Therefore, since the primary coil unit 60 when the vehicle entry is not detected is in a deployed state, the primary coil unit 60 becomes an obstacle when the road surface 11 on which the primary coil unit 60 is disposed is used for other purposes. Don't be.

  Further, depending on whether the primary coil unit 60 is in the upright state SP or in the deployed state FP, the power feeding method selection unit 65 selects one of the electromagnetic induction method and the magnetic resonance method, and the secondary coils from the primary coils 71 and 72 are selected. Since non-contact power supply to the coil 50 is performed, power can be supplied to an electric vehicle that does not have the concave space 41 by an optimal power supply method.

  In addition, this invention is not limited to each embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably. For example, in the first and second embodiments, the opening 42 of the concave space 41 is provided in the front surface portion 14 of the electric vehicle 12, but may be provided in the rear surface portion of the electric vehicle 12.

DESCRIPTION OF SYMBOLS 11 Road surface 12 Electric vehicle 13 Bottom part 14 Front part 20 Primary coil unit 23 Ball (support member)
30 Primary coil 34 Coil spring 35 Guide ball 40 Secondary coil unit 41 Concave space 42 Opening portion 43 Taper portion 50 Secondary coil 60 Primary coil unit 61 First division unit 62 Second division unit 63 Hinge portion 64 Drive portion 65 Power feeding method Selection part 66 Control part 67 Detection part H1 Upper end height H2 of opening part Height FP of upper end part of recessed space FP Unfolding state SP Standing state

Claims (9)

A primary coil unit having a primary coil disposed on a road surface, and an elastic member that urges the primary coil so that the primary coil can protrude vertically upward from the road surface;
A secondary coil unit disposed on the bottom of the electric vehicle, having a secondary coil and fitted to the primary coil unit protruding from the road surface,
A non-contact power feeding system that feeds power from the primary coil to the secondary coil in a non-contact manner with the secondary coil unit fitted to the primary coil unit,
The electric vehicle has a concave space for fitting the secondary coil unit to the primary coil unit,
An opening of the concave space is provided on one of the front and rear sides of the electric vehicle,
The non-contact power feeding system, wherein an upper end height of the opening is lower than a height of an upper end of the concave space. The contactless power supply system according to claim 1,
The said recessed space is a non-contact electric power feeding system which has a taper part which connects the said opening part and the upper end part of the said recessed space. It is a non-contact electric power feeding system according to claim 1 or 2,
The contactless power feeding system, wherein an upper end height of the opening is equal to a height of a lowest portion in an upper end portion of the concave space. It is a non-contact electric supply system according to any one of claims 1 to 3,
The said primary coil unit is a non-contact electric power feeding system which has a supporting member which supports the said primary coil so that the said primary coil can displace in the plane orthogonal to the said perpendicular direction. It is a non-contact electric supply system according to any one of claims 1 to 4,
The said primary coil unit is a non-contact electric power feeding system which has a sliding member which slides with respect to the said concave space. It is a non-contact electric supply system according to any one of claims 1 to 5,
The primary coil unit is
A first division unit;
A second divided unit;
A hinge portion for connecting the first divided unit and the second divided unit so as to be relatively rotatable;
An unfolded state in which the first divided unit and the second divided unit are developed in a plane with respect to the road surface; and an upright state in which the first divided unit and the second divided unit protrude vertically upward from the road surface; , A drive unit that transitions between,
A contactless power supply system. The contactless power supply system according to claim 6,
The primary coil unit is
A detection unit for detecting the approach of the vehicle in the vicinity of the primary coil unit;
A control unit that controls the drive unit so that the primary coil unit transitions from the deployed state to the upright state when the detection unit detects an approach of a vehicle in the vicinity of the primary coil unit;
A contactless power supply system. It is a non-contact electric power feeding system according to claim 6 or 7,
In a state where the secondary coil unit is fitted to the primary coil unit that has transitioned to the standing state, power is supplied from the primary coil to the secondary coil in a non-contact manner based on an electromagnetic induction method, and the primary coil unit When in the unfolded state, non-contact power is supplied from the primary coil to the secondary coil of another electric vehicle based on the magnetic resonance method,
The said primary coil unit is a non-contact electric power feeding system which has the electric power feeding system selection part which selects an electric power feeding system according to the said standing state or the said unfolding state. An electric vehicle powered by a primary coil unit having a primary coil disposed on a road surface, and an elastic member that biases the primary coil so that the primary coil can protrude vertically upward from the road surface,
A secondary coil disposed at the bottom of the electric vehicle that has a secondary coil and is fed in a non-contact manner from the primary coil to the secondary coil while being fitted to the primary coil unit protruding from the road surface. The next coil unit,
A concave space for fitting the secondary coil unit to the primary coil unit, and
An opening of the concave space is provided on either the front or rear side of the electric vehicle,
The electric vehicle, wherein an upper end height of the opening is lower than an upper end height of the concave space.

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