JP6454943B2 - Non-contact power supply device and non-contact power supply system using the same - Google Patents

Description

  The present invention relates to a contactless power supply device and a contactless power supply system using the same, and more particularly to a contactless power supply device that supplies power to an electric vehicle in a contactless manner and a contactless power supply system using the same.

  2. Description of the Related Art Conventionally, a non-contact power supply device that supplies power to a vehicle such as an electric vehicle (EV) or a hybrid electric vehicle (HEV) in a non-contact manner is provided (for example, see Patent Document 1). The contactless power supply device described in Patent Document 1 includes an inverter unit (inverter circuit), a power transmission antenna, and a power transmission control unit.

  The inverter unit is composed of a full-bridge type inverter circuit composed of four field effect transistors. The inverter unit converts a DC voltage into an AC voltage having a predetermined frequency, and outputs the converted AC voltage to the power transmission antenna. The power transmission control unit controls the voltage value of the DC voltage input to the inverter unit and the frequency of the AC voltage output from the inverter unit.

  In this non-contact power feeding device, when the power receiving antenna mounted on the vehicle is arranged at a position facing the power transmitting antenna, AC power is transmitted from the power transmitting antenna to the power receiving antenna in a contactless manner due to a resonance phenomenon between the power transmitting antenna and the power receiving antenna. The In the vehicle, the AC power transmitted to the power receiving antenna is charged to the battery via a rectifier and a charger provided in the vehicle.

JP2013-211932A

  If there is a person getting on or off or loading or unloading a load while the vehicle is powered by the non-contact power feeding device described above, the vehicle height changes. As a result, the coil of the power transmission antenna (primary coil) and the coil of the power receiving antenna (secondary The coupling coefficient between the coils changes as the gap with the side coil) changes. When the coupling coefficient between the coils changes, the resonance characteristics of the power transmitting antenna and the power receiving antenna change, and as a result, the operating frequency of the inverter unit may enter the phase advance region.

  The present invention has been made in view of the above problems, and uses a non-contact power feeding device that makes it difficult for the operating frequency of an inverter circuit to enter the phase advance region even when the gap between the primary side coil and the secondary side coil changes. An object of the present invention is to provide a non-contact power feeding system.

  A contactless power supply device according to the present invention includes a primary side resonance unit including a primary side coil and a primary side capacitor, an inverter circuit that converts DC power into AC power and outputs the AC power to the primary side resonance unit, and controls the inverter circuit The primary-side resonance unit supplies power to the electric vehicle in a non-contact manner using electromagnetic coupling with a secondary-side resonance unit on the electric vehicle side including a secondary-side coil and a secondary-side capacitor. The control unit sets a frequency higher than a preset first resonance frequency of the primary-side resonance unit by a control value as an operating frequency of the inverter circuit, and the control value is loaded on the electric vehicle. It is more than the difference between the second resonance frequency when the amount is maximum and the third resonance frequency when the load on the electric vehicle is zero.

  A non-contact power feeding system according to the present invention includes the above-described non-contact power feeding device and a non-contact power receiving device that has at least the secondary side resonance unit and is mounted on the electric vehicle.

  The contactless power supply device of the present invention can make the operating frequency of the inverter circuit difficult to enter the phase advance region even when the gap between the primary side coil and the secondary side coil changes.

  The contactless power feeding system of the present invention can make the operating frequency of the inverter circuit difficult to enter the phase advance region even when the gap between the primary side coil and the secondary side coil changes.

It is a schematic circuit diagram which shows the non-contact electric power feeder and non-contact electric power feeding system which concern on embodiment of this invention. It is the schematic which shows the usage example of the non-contact electric power feeding system which concerns on embodiment of this invention. FIG. 3A is a diagram showing frequency characteristics when the gap between the primary side coil and the secondary side coil is the smallest, and FIG. 3B is a diagram showing frequency characteristics when the gap between the primary side coil and the secondary side coil is largest. is there. 4A is a diagram showing frequency characteristics when the coupling coefficient between the primary side coil and the secondary side coil is large, and FIG. 4B is a diagram showing frequency characteristics when the coupling coefficient between the primary side coil and the secondary side coil is small. is there.

  A non-contact power supply device 2 and a non-contact power supply system 1 according to an embodiment of the present invention will be specifically described with reference to the drawings. However, the configuration described below is merely an example of the present invention, and the present invention is not limited to the following embodiment. Therefore, various modifications other than this embodiment can be made according to the design and the like as long as they do not depart from the technical idea of the present invention.

  As shown in FIG. 1, the contactless power supply system 1 of the present embodiment includes a contactless power supply device 2 and a contactless power receiving device 3. The non-contact power feeding device 2 includes an inverter circuit 21, a control unit 22, and a primary side resonance unit 23. The non-contact power feeding device 2 preferably further includes a DC power source 20, a primary side communication unit 24, and a storage unit 25.

  As shown in FIG. 1, the inverter circuit 21 is a full-bridge type inverter circuit composed of four switching elements Q1 to Q4 made of, for example, an n-channel enhancement type MOSFET (Metal-Oxide-Semiconductor Field-Effect Transistor). is there. The switching elements Q1 to Q4 may be composed of other semiconductor switching elements such as bipolar transistors and IGBTs (Insulated Gate Bipolar Transistors).

  In the inverter circuit 21, a series circuit of two switching elements Q1 and Q2 and a series circuit of two switching elements Q3 and Q4 are electrically connected in parallel. The drains of the switching elements Q1 and Q3 are electrically connected to the output terminal on the high potential side of the DC power supply 20, respectively. The sources of the switching elements Q2 and Q4 are electrically connected to the output terminal on the low potential side of the DC power supply 20, respectively.

  A connection point between the source of the switching element Q3 and the drain of the switching element Q4 is the first output terminal of the inverter circuit 21. The connection point between the source of the switching element Q1 and the drain of the switching element Q2 is a second output terminal of the inverter circuit 21.

  The switching elements Q1, Q4 are turned on / off by the first drive signal G1 output from the control unit 22. Further, the switching elements Q2, Q3 are turned on / off by the second drive signal G2 output from the control unit 22. The second drive signal G2 is a rectangular wave signal that is 180 degrees out of phase with the first drive signal G1.

  The inverter circuit 21 operates so as to alternately switch between the ON periods of the switching elements Q1 and Q4 and the ON periods of the switching elements Q2 and Q3 by the first drive signal G1 and the second drive signal G2. Thereby, the inverter circuit 21 converts the DC power supplied from the DC power source 20 into AC power and outputs the AC power. In the following, as shown in FIG. 1, the voltage output from the inverter circuit 21 is referred to as “output voltage V1”, and the current output from the inverter circuit 21 is referred to as “output current I1”.

  The control unit 22 is configured by a microcomputer, for example. The control unit 22 controls the operation of the inverter circuit 21 by outputting the first drive signal G1 and the second drive signal G2 to the switching elements Q1 to Q4 of the inverter circuit 21. Further, the control unit 22 controls the operation of the primary side communication unit 24.

  The primary side resonance part 23 has the primary side coil L1 which consists of a spiral type coil by which conducting wire was wound, for example, and the primary side capacitor | condenser C1 electrically connected in series with the primary side coil L1. The primary side resonance section 23 forms a resonance circuit (primary side resonance circuit) with the primary side coil L1 and the primary side capacitor C1.

  The primary coil L1 generates a magnetic flux when an alternating current output from the inverter circuit 21 flows. That is, the primary coil L1 receives the AC power output from the inverter circuit 21 and generates a magnetic flux.

  The primary side communication unit 24 is configured to communicate with a secondary side communication unit 34 to be described later, for example, by a radio signal using radio waves as a medium. This primary side communication part 24 receives the radio signal containing the vehicle type information of the electric vehicle 100 mentioned later from the secondary side communication part 34, for example. The vehicle type information includes, for example, vehicle height information (hereinafter referred to as first vehicle height information) of the electric vehicle 100 when the loading amount is maximum, and vehicle height information (hereinafter referred to as the first vehicle height information) when the loading amount is zero. 2 vehicle height information).

  The storage unit 25 includes a ROM (Read Only Memory), a RAM (Random Access Memory), a flash memory, and the like. The storage unit 25 stores vehicle type information (first vehicle height information and second vehicle height information) transmitted from the electric vehicle 100 in association with control values (Δf1, Δf2, Δf3) described later. Further, the storage unit 25 stores a frequency characteristic (for example, a frequency characteristic shown in FIG. 4A) of a specific electric vehicle 100 measured in advance.

  In the non-contact power feeding system 1 of the present embodiment, the non-contact power feeding device 2 is installed on the floor or the ground as shown in FIG. The non-contact power feeding device 2 may be arranged not only on the floor or the ground but also embedded in the floor or the ground. Further, the non-contact power feeding device 2 is configured such that only the primary coil L1 is disposed at a position that can be opposed to the secondary coil L2, and other components, circuits, and the like are disposed away from the primary coil L1. May be.

  As shown in FIG. 1, the non-contact power receiving device 3 includes a secondary side resonance unit 31. Moreover, it is preferable that the non-contact power receiving device 3 further includes a rectification unit 32, a control unit 33, and a secondary side communication unit 34.

  As shown in FIG. 1, the secondary side resonance unit 31 is configured by electrically connecting a secondary side coil L <b> 2 and a secondary side capacitor C <b> 2 in series to a pair of input ends of the rectification unit 32. The secondary coil L2 forms a resonance circuit (secondary resonance circuit) together with the secondary capacitor C2.

  The secondary coil L2 is a spiral type coil in which, for example, a conducting wire is wound in a spiral shape, like the primary coil L1. As shown in FIG. 2, the secondary coil L <b> 2 is disposed so as to be positioned in the vicinity of the primary coil L <b> 1 when the electric vehicle 100 stops at a predetermined stop position. In other words, the secondary coil L2 is arranged to face the primary coil L1 with a predetermined interval when the electric vehicle 100 stops at a predetermined stop position.

  When the secondary coil L2 receives the magnetic flux generated by the primary coil L1, an alternating current flows by electromagnetic induction. That is, the secondary coil L2 receives the magnetic flux generated by the primary coil L1 and generates AC power.

  As shown in FIG. 1, the rectifying unit 32 includes a diode bridge 321 including four diodes and a capacitor C3. The diode bridge 321 converts the alternating current generated in the secondary coil L2 into a pulsating current and outputs it. The capacitor C3 is electrically connected to a pair of output terminals of the diode bridge 321, smoothes the pulsating current output from the diode bridge 321, and outputs a direct current.

  That is, the rectification unit 32 rectifies and outputs AC power generated in the secondary coil L2 to DC power. The DC power output from the rectifying unit 32 is supplied to the load 4 (in the present embodiment, the charging circuit 102).

  The control unit 33 is configured by a microcomputer similarly to the control unit 22 described above. The control unit 33 controls the operation of the secondary side communication unit 34.

  The secondary side communication unit 34 is configured to communicate with the primary side communication unit 24 by a radio signal using radio waves as a medium. The secondary side communication unit 34 transmits a radio signal including vehicle type information (first vehicle height information and second vehicle height information) of the electric vehicle 100 to the primary side communication unit 24.

  In the non-contact power feeding system 1 of the present embodiment, the non-contact power receiving device 3 is installed in the vehicle of the electric vehicle 100 as shown in FIG. The non-contact power receiving device 3 is electrically connected to the storage battery 101 via the charging circuit 102. The storage battery 101 is composed of, for example, a nickel metal hydride battery, a lithium ion battery, a high-capacity capacitor, or the like. The storage battery 101 is used as a power source for an electric motor included in the electric vehicle 100.

  The electric vehicle 100 includes, for example, an electric vehicle (EV) that includes only an electric motor as a power source, and a hybrid vehicle (HEV) that uses an engine and an electric motor as power sources. The electric vehicle 100 may include not only a four-wheel vehicle but also a two-wheel vehicle.

  In the non-contact power feeding system 1 of the present embodiment, power is transmitted from the primary side resonance unit 23 to the secondary side resonance unit 31 by a resonance method using a magnetic resonance phenomenon. And in the non-contact electric power feeding system 1 of this embodiment, the non-contact electric power receiving apparatus 3 uses the magnetic resonance of the primary side resonance part 23 and the secondary side resonance part 31 efficiently for the output electric power of the non-contact electric power supply apparatus 2. Is transmitted to. Therefore, it is preferable that the frequency characteristic of the primary side resonance unit 23 and the frequency characteristic of the secondary side resonance unit 31 coincide with each other.

  Hereinafter, the frequency characteristics (hereinafter referred to as “resonance characteristics”) of the primary side resonance unit 23 in the non-contact power feeding system 1 of the present embodiment will be specifically described with reference to FIGS. 3A and 3B. FIG. 3A is a diagram illustrating frequency characteristics when the gap between the primary side coil L1 and the secondary side coil L2 is minimum, in other words, when the vehicle height of the electric vehicle 100 is the lowest. FIG. 3B is a diagram illustrating frequency characteristics when the gap between the primary side coil L1 and the secondary side coil L2 is the maximum, in other words, when the vehicle height of the electric vehicle 100 is the highest.

  In the non-contact power feeding system 1 of the present embodiment, the resonance characteristics change according to the density of magnetic coupling between the primary side coil L1 and the secondary side coil L2. In other words, the resonance characteristics change according to the coupling coefficient between the primary side coil L1 and the secondary side coil L2. When the coupling coefficient is large to some extent, the resonance characteristic shows a so-called bimodal characteristic in which two local maximum values of the output of the primary side resonance unit 23 appear as shown in FIG. 3A.

  In this resonance characteristic, there is a peak where the output of the primary side resonance unit 23 becomes a maximum value at the first frequency fr1, and a valley where the output of the primary side resonance unit 23 becomes a minimum value at the second frequency fr2 (fr2> fr1). Appears. Further, in this resonance characteristic, there is a peak where the output of the primary side resonance unit 23 becomes a maximum value at the third frequency fr3 (fr3> fr2). That is, this resonance characteristic (bimodal characteristic) has two resonance frequencies (first frequency fr1 and third frequency fr3).

  Here, according to the correlation between the operating frequency f1 (for example, 85 ± 5 kHz) of the inverter circuit 21 and the frequencies fr1 to fr3, the inverter circuit 21 operates in either the slow phase mode or the fast phase mode. The “operating frequency f1” is the frequency of the first drive signal G1 and the second drive signal G2, in other words, the frequency of the output voltage V1 of the inverter circuit 21.

  The phase advance mode is a mode in which the inverter circuit 21 operates in a state where the phase of the output current I1 of the inverter circuit 21 is ahead of the phase of the output voltage V1 of the inverter circuit 21. In the phase advance mode, the switching operation of the inverter circuit 21 is so-called hard switching.

  The slow phase mode is a mode in which the inverter circuit 21 operates in a state in which the phase of the output current I1 of the inverter circuit 21 is delayed from the phase of the output voltage V1 of the inverter circuit 21. In the slow phase mode, the switching operation of the inverter circuit 21 is so-called soft switching.

  In the slow phase mode, loss due to switching of the switching elements Q1 to Q4 can be reduced, and excessive electrical stress can be prevented from being applied to the switching elements Q1 to Q4. Therefore, in the non-contact power feeding device 2 of the present embodiment, it is preferable that the inverter circuit 21 operates in the slow phase mode.

  As shown in FIG. 3A, the inverter circuit 21 includes a case where the operating frequency f1 is located in a frequency region between the first frequency fr1 and the second frequency fr2, and a frequency region where the operating frequency f1 is larger than the third frequency fr3. It operates in the slow phase mode in either case.

  Note that a frequency region between the first frequency fr1 and the second frequency fr2 and a frequency region larger than the third frequency fr3 are regions that operate in the slow phase mode, that is, the “slow phase region”. Further, a frequency region smaller than the first frequency fr1 and a frequency region between the second frequency fr2 and the third frequency fr3 are regions that operate in the fast phase mode, that is, the “fast phase region”.

  By the way, in the non-contact power supply device 2 of the present embodiment, when a person gets off from the electric vehicle 100 or unloads a load during power supply to the electric vehicle 100, the load on the electric vehicle 100 is reduced, so that the load of the electric vehicle 100 is reduced. Vehicle height increases. As a result, the gap (interval) between the primary side coil L1 and the secondary side coil L2 becomes large, and the magnetic coupling between the primary side coil L1 and the secondary side coil L2 becomes small (that is, the coupling coefficient becomes small). ). Then, as the frequencies fr1 to fr3 change, the resonance characteristics change, for example, from the characteristics shown in FIG. 3A to the characteristics shown in FIG. 3B.

  Here, it is assumed that the operating frequency f1 is a constant frequency. In this case, in the resonance characteristics shown in FIG. 3A, the operating frequency f1 is located in the slow-phase region (P1 point in FIG. 3A), whereas in the resonance characteristics shown in FIG. It is located in the region (point P2 in FIG. 3B). In other words, if the vehicle height of the electric vehicle 100 increases during power feeding to the electric vehicle 100, the coupling characteristic between the primary side coil L1 and the secondary side coil L2 decreases, so that the resonance characteristics change and the operating frequency f1 increases. There was a possibility of entering the phase area.

  Therefore, in the non-contact power feeding system 1 of the present embodiment, even when the coupling coefficient between the primary side coil L1 and the secondary side coil L2 changes due to the change in the height of the electric vehicle 100, the operating frequency of the inverter circuit 21 is changed. The following configuration is adopted so that f1 does not easily enter the phase advance region.

  FIG. 4A is a diagram illustrating a frequency characteristic of a specific electric vehicle 100 measured in advance, and this frequency characteristic is stored in the storage unit 25. For example, when the inverter circuit 21 is operated in the high frequency region, the control unit 22 sets the third frequency fr3 as a reference frequency (first resonance frequency), and a frequency higher than the reference frequency by the control value Δf1 is an operating frequency of the inverter circuit 21. Let f1. Note that the high frequency region in FIG. 4A is a frequency region higher than the second frequency fr2.

  Here, the control value Δf1 corresponds to the second resonance frequency (the third frequency fr3 in FIG. 3A) when the electric vehicle 100 has the lowest vehicle height and the highest vehicle height of the electric vehicle 100. The value is equal to or greater than the difference from the third resonance frequency on the high frequency region side (the third frequency fr3 in FIG. 3B). In other words, the control value Δf1 is the second resonance frequency on the high frequency region side when the loading amount on the electric vehicle 100 is maximum, and the third resonance frequency on the high frequency region side when the loading amount on the electric vehicle 100 is zero. The value is greater than or equal to the difference. The control value Δf1 is a value that differs depending on the type of the electric vehicle 100, and is stored in the storage unit 25 in association with the first vehicle height information and the second vehicle height information.

  Next, operation | movement of the non-contact electric power feeding system 1 of this embodiment is demonstrated.

  When the electric vehicle 100 approaches the non-contact power supply device 2, the primary side communication unit 24 of the non-contact power supply device 2 and the secondary side communication unit 34 of the non-contact power reception device 3 perform communication. At this time, the secondary side communication unit 34 transmits a radio signal including vehicle type information to the primary side communication unit 24. When receiving the radio signal from the secondary side communication unit 34, the primary side communication unit 24 outputs the vehicle type information included in the radio signal to the control unit 22. The control unit 22 reads the corresponding control value Δf1 from the storage unit 25 based on the first vehicle height information and the second vehicle height information included in the vehicle type information.

  Thereafter, the control unit 22 sets the frequency that is higher than the third frequency fr3, which is the reference frequency, by the control value Δf1 as the operating frequency f1 of the inverter circuit 21. As a result, even if a person gets off the electric vehicle 100 or unloads the load during the power supply to the electric vehicle 100 and the coupling coefficient between the primary coil L1 and the secondary coil L2 becomes small, the inverter circuit The operating frequency f1 of 21 can be made difficult to enter the phase advance region. Conversely, even when a person gets into the electric vehicle 100 or loads a load while the electric vehicle 100 is being fed, the operating frequency f1 of the inverter circuit 21 can be made difficult to enter the phase advance region. .

  Further, according to the present embodiment, the first vehicle height information and the second vehicle height information are transmitted from the non-contact power receiving device 3 to the non-contact power feeding device 2 through communication between the primary side communication unit 24 and the secondary side communication unit 34. Only by doing this, the control value Δf1 can be set.

  In addition, when the inverter circuit 21 is operated in the low frequency region (frequency region lower than the second frequency fr2 in FIG. 4A), the inverter circuit 21 sets a frequency higher than the first frequency fr1 serving as the reference frequency by the control value Δf2. The operating frequency f1 is sufficient. Here, the control value Δf2 is the second resonance frequency when the vehicle height of the electric vehicle 100 is the lowest (first frequency fr1 in FIG. 3A) and the third resonance frequency when the vehicle height of the electric vehicle 100 is the highest. It is a value greater than or equal to the difference from (the first frequency fr1 in FIG. 3B).

  Further, as shown in FIG. 4B, even when the frequency characteristic is a single peak characteristic (a characteristic where the maximum value of the output of the primary side resonance unit 23 appears at one location), the control value Δf3 is more than the first frequency fr1 serving as the reference frequency. The higher frequency may be set as the operating frequency f1 of the inverter circuit 21. Here, control value Δf3 is a value equal to or greater than the difference between the second resonance frequency when electric vehicle 100 has the lowest vehicle height and the third resonance frequency when electric vehicle 100 has the highest vehicle height.

  In any case, similarly, the operating frequency f1 of the inverter circuit 21 can be made difficult to enter the phase advance region.

  In the present embodiment, the corresponding control value (Δf1, Δf2, or Δf3) is read from the storage unit 25 based on the vehicle type information transmitted by communication between the contactless power feeding device 2 and the contactless power receiving device 3. Although configured, the method of obtaining the control value is not limited to the above method. For example, the user may input a vehicle type, a vehicle name, or the like to the non-contact power supply device 2 and read a corresponding control value from the storage unit 25 based on this input information.

  Moreover, in this embodiment, the frequency characteristic of the specific electric vehicle 100 is memorize | stored in the memory | storage part 25, and the resonant frequency in this frequency characteristic is made into the reference frequency. In contrast, the frequency characteristics of all commercially available electric vehicles 100 may be stored in the storage unit 25, and the corresponding frequency characteristics may be read according to the type of the electric vehicle 100 to be fed. Thereby, since the corresponding reference frequency can be selected according to the type of the electric vehicle 100 to be fed, the operating frequency f1 of the inverter circuit 21 can be controlled more accurately than in the above-described embodiment.

  Furthermore, although the case where the non-contact power supply device 2 includes the DC power source 20 has been described as an example in the present embodiment, a DC power source may be provided outside the non-contact power supply device 2. Moreover, the non-contact electric power feeder 2 may be provided with the conversion circuit which converts the alternating current power supplied from the outside into direct current power.

  Further, in the present embodiment, spiral type coils are used as the primary side coil L1 and the secondary side coil L2, but a solenoid type coil in which a conducting wire is spirally wound around the core may be used.

  However, in the case of a spiral type coil, there is an advantage that unnecessary radiation noise is less likely to occur compared to a solenoid type coil. Further, by using the spiral type coil, unnecessary radiation noise is reduced. As a result, there is an advantage that the range of operating frequencies that can be used in the inverter circuit 21 is expanded. Hereinafter, this point will be described in detail.

  The resonance characteristic in the non-contact power feeding system 1 of the present embodiment changes according to the coupling coefficient between the primary side coil L1 and the secondary side coil L2, and shows a bimodal characteristic as shown in FIG. 3A under a certain condition. . In the example shown in FIG. 3A, a frequency region lower than the second frequency fr2 is a “low frequency region”, and a frequency region higher than the second frequency fr2 is a “high frequency region”.

  Here, when the solenoid type coil is employed, when the operating frequency f1 of the inverter circuit 21 is in the “mountain” of the low frequency region and when it is in the “mountain” of the high frequency region, Unwanted radiation noise is smaller when it is on the “mountain”. That is, in the “mountains” in the high frequency region, the current flowing through the primary coil L1 and the current flowing through the secondary coil L2 are in phase. On the other hand, in the “mountains” in the low frequency region, the current flowing through the primary coil L1 and the current flowing through the secondary coil L2 are in opposite phases.

  Therefore, in the “mountain” in the low frequency region, the unnecessary radiation noise generated in the primary side coil L1 and the unnecessary radiation noise generated in the secondary side coil L2 cancel each other, and the entire non-contact power feeding system 1 If it sees, unnecessary radiation noise will be reduced.

  Therefore, even when the solenoid type coil is employed, if the operating frequency f1 of the inverter circuit 21 is in the “mountain” slow phase region (fr1 <f1 <fr2) in the low frequency region, the inverter circuit 21 is in the slow phase mode. It operates and unnecessary radiation noise is also reduced. However, since the slow phase region of the “mountain” in the low frequency region changes according to the coupling coefficient between the primary side coil L1 and the secondary side coil L2, the inverter circuit 21 has such an uncertain slow phase region. Control to accommodate the operating frequency f1 is required.

  On the other hand, in the case of a spiral type coil, even if the operating frequency f1 of the inverter circuit 21 is in the “mountain” slow phase region (higher frequency side than fr3) of the high frequency region, compared to the solenoid type coil. Unwanted radiation noise is greatly reduced. That is, by using the spiral type coil, the operating frequency f1 of the inverter circuit 21 is not limited to the “mountain” slow phase region in the low frequency region, and the range of the operating frequency f1 usable in the inverter circuit 21 is expanded. Will be.

  Although the slow phase region of the “mountain” in the high frequency region is an uncertain region, if the operating frequency f1 of the inverter circuit 21 is swept from a sufficiently high frequency to a low frequency side, the operating frequency f1 becomes “ Since it passes through the lagging region of the mountain, complicated control is unnecessary.

  As described above, the contactless power supply device 2 of the present embodiment includes the primary side resonance unit 23, the inverter circuit 21, and the control unit 22. The primary side resonance unit 23 includes a primary side coil L1 and a primary side capacitor C1. The inverter circuit 21 converts DC power into AC power and outputs the AC power to the primary side resonance unit 23. The control unit 22 controls the inverter circuit 21. The primary side resonance unit 23 supplies power to the electric vehicle 100 in a non-contact manner by using electromagnetic coupling with the secondary side resonance unit 31 on the electric vehicle 100 side including the secondary side coil L2 and the secondary side capacitor C2. Composed. The control unit 22 sets a frequency higher by a control value (Δf1, Δf2 or Δf3) than the preset first resonance frequency (first frequency fr1 or third frequency fr3) of the primary side resonance unit 23 to the operating frequency f1 of the inverter circuit 21. And The control value is equal to or greater than the difference between the second resonance frequency when the loading amount on the electric vehicle 100 is maximum and the third resonance frequency when the loading amount on the electric vehicle 100 is zero.

  According to this configuration, even when the coupling coefficient between the primary side coil L1 and the secondary side coil L2 changes due to the change in the height of the electric vehicle 100 during power feeding to the electric vehicle 100, the operation of the inverter circuit 21 is performed. The frequency f1 can be made difficult to enter the phase advance region.

  Moreover, it is preferable to further provide the primary side communication part 24 like the non-contact electric power feeder 2 of this embodiment. In this case, the control unit 22 uses the communication between the primary side communication unit 24 and the secondary side communication unit 34 on the electric vehicle 100 side, so that the first vehicle height information and the electric vehicle when the load amount on the electric vehicle 100 is the maximum. The second vehicle height information when the loading amount to 100 is zero is acquired. And the control part 22 sets a control value based on 1st vehicle height information and 2nd vehicle height information.

  According to this configuration, the control value can be set only by acquiring the first vehicle height information and the second vehicle height information of the electric vehicle 100 by communication between the primary side communication unit 24 and the secondary side communication unit 34. it can.

  The non-contact power feeding system 1 of the present embodiment includes a non-contact power feeding device 2 and a non-contact power receiving device 3 that has at least a secondary side resonance unit 31 and is mounted on the electric vehicle 100.

  According to this configuration, by using the non-contact power feeding device 2, even when the gap between the primary side coil L1 and the secondary side coil L2 changes, the operating frequency f1 of the inverter circuit 21 is made difficult to enter the phase advance region. be able to.

DESCRIPTION OF SYMBOLS 1 Non-contact electric power feeding system 2 Non-contact electric power feeder 3 Non-contact electric power receiving apparatus 21 Inverter circuit 22 Control part 23 Primary side resonance part 24 Primary side communication part 31 Secondary side resonance part 34 Secondary side communication part 100 Electric vehicle C1 Primary side capacitor C2 Secondary side capacitor L1 Primary side coil L2 Secondary side coil f1 Operating frequency fr1 First frequency (first resonance frequency)
fr3 Third frequency (first resonance frequency)
Δf1, Δf2, Δf3 Control value

Claims (3)

A primary side resonating unit comprising a primary side coil and a primary side capacitor;
An inverter circuit that converts DC power into AC power and outputs the AC power to the primary-side resonance unit;
A control unit for controlling the inverter circuit,
The primary side resonance unit is configured to supply power to the electric vehicle in a non-contact manner using electromagnetic coupling with a secondary side resonance unit on the electric vehicle side including a secondary side coil and a secondary side capacitor,
The control unit sets a frequency higher than a preset first resonance frequency of the primary side resonance unit by a control value as an operating frequency of the inverter circuit,
The control value is equal to or greater than a difference between a second resonance frequency when the loading amount on the electric vehicle is maximum and a third resonance frequency when the loading amount on the electric vehicle is zero. Non-contact power feeding device. A primary side communication unit;
The control unit communicates between the primary side communication unit and the secondary side communication unit on the electric vehicle side, so that the first vehicle height information when the loading amount on the electric vehicle is maximum and the loading on the electric vehicle Obtain the second vehicle height information when the amount is zero,
The contactless power feeding device according to claim 1, wherein the control unit sets the control value based on the first vehicle height information and the second vehicle height information.   A non-contact power feeding system comprising: the non-contact power feeding device according to claim 1; and a non-contact power receiving device that has at least the secondary-side resonance unit and is mounted on the electric vehicle.

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