JP7061058B2 - Power receiving device - Google Patents

Power receiving device Download PDF

Info

Publication number
JP7061058B2
JP7061058B2 JP2018234872A JP2018234872A JP7061058B2 JP 7061058 B2 JP7061058 B2 JP 7061058B2 JP 2018234872 A JP2018234872 A JP 2018234872A JP 2018234872 A JP2018234872 A JP 2018234872A JP 7061058 B2 JP7061058 B2 JP 7061058B2
Authority
JP
Japan
Prior art keywords
power
power transmission
coil
filter
transmission efficiency
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
JP2018234872A
Other languages
Japanese (ja)
Other versions
JP2020096496A (en
JP2020096496A5 (en
Inventor
真登 向山
宜久 山口
正樹 金▲崎▼
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Priority to JP2018234872A priority Critical patent/JP7061058B2/en
Priority to PCT/JP2019/048089 priority patent/WO2020122017A1/en
Publication of JP2020096496A publication Critical patent/JP2020096496A/en
Publication of JP2020096496A5 publication Critical patent/JP2020096496A5/ja
Application granted granted Critical
Publication of JP7061058B2 publication Critical patent/JP7061058B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • 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
    • 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
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • 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

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 non-contact 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、例えば磁界共振を用いたものが知られている。例えば特許文献１の非接触電力装置は、交流電力が入力される１次側コイルを有する送電機器と、車両に搭載され、非接触で交流電力を受電可能な２次側コイルを有する受電機器を備えている。そして、受電機器には、１次側コイルと２次側コイルの間の距離に基づいて、インピーダンスを変更可能なインピーダンス可変装置が設けられている。インピーダンス可変装置によってインピーダンスを可変とすることで、距離のずれによるインピーダンスのずれに対応することができる。 Conventionally, as a non-contact power transmission device that non-contactly transmits power to the other side without using a power cord or a power transmission cable, for example, one using magnetic field resonance is known. For example, the non-contact power device of Patent Document 1 includes a power transmission device having a primary coil to which AC power is input and a power receiving device having a secondary coil mounted on a vehicle and capable of receiving AC power in a non-contact manner. I have. The power receiving device is provided with an impedance variable device capable of changing the impedance based on the distance between the primary coil and the secondary coil. By making the impedance variable by the impedance variable device, it is possible to cope with the impedance deviation due to the distance deviation.

特開２０１４－１２４０２６号公報Japanese Unexamined Patent Publication No. 2014-124026

しかしながら、インピーダンス可変装置は、体格が大きく、部品点数が多くなるという問題がある。また、インピーダンス可変装置は、コストアップの要因になる。 However, the impedance variable device has a problem that the body size is large and the number of parts is large. Further, the impedance variable device becomes a factor of cost increase.

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、適切な電力伝送効率で受電可能な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 thereof is to provide a power receiving device capable of receiving power with an appropriate power transmission efficiency.

本手段は、交流電力が入力される１次側コイル（２１）を有する送電機器（２０）から前記交流電力を受電可能であり、負荷（１６）に電力を供給し、車両（１５）に搭載された受電機器（３０）であって、前記１次側コイルから非接触で受電可能な２次側コイル（３１）と、前記２次側コイルに接続され、該２次側コイルとともに共振回路（３３）を構成するコンデンサ（３２）と、入出力の一方が、前記コンデンサに接続され、他方が前記負荷に接続されたフィルタ回路（４０）と、を備えており、前記フィルタ回路において、前記送電機器に対して前記受電機器が最も離れると想定される位置での前記負荷の出力電圧及び出力電力に基づき、予め定めた所定以上の電力伝送効率になるように、フィルタ定数が調整されている。 This means can receive the AC power from the transmission device (20) having the primary side coil (21) into which the AC power is input, supplies power to the load (16), and mounts it on the vehicle (15). The power receiving device (30) is a secondary side coil (31) capable of receiving power from the primary side coil in a non-contact manner, and a resonance circuit (31) connected to the secondary side coil together with the secondary side coil. A capacitor (32) constituting 33) and a filter circuit (40) in which one of the input and output is connected to the capacitor and the other is connected to the load are provided. In the filter circuit, the power transmission is performed. The filter constant is adjusted so that the power transmission efficiency is equal to or higher than a predetermined value based on the output voltage and output power of the load at the position where the power receiving device is assumed to be the farthest from the device.

１次側コイルと２次側コイルとの間で、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次側コイルと２次側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次側コイルが調整されている。そして、２次側コイルで受電した電力は、フィルタ回路で所定周波数以上の高周波成分がカットされ、整流器で整流されて負荷に供給される。 For example, when a magnetic field resonance is established between the primary coil and the secondary coil, 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 between the primary coil and the secondary coil is established. Then, the electric power received by the secondary coil is supplied to the load after the high frequency component having a predetermined frequency or higher is cut by the filter circuit and rectified by the rectifier.

ところで、例えば車両の状態によって、１次側コイルに対する２次側コイルの距離等が変化すると、送電機器から受電機器に電力を伝送する効率が低下したり、最悪の場合には、磁界共振が成り立たなくなったりすることがある。上記問題に関し、本出願の発明者の研究の結果、高周波をカットするフィルタ回路のフィルタ定数を調整することで、予め定めた所定以上の電力伝送効率が得られることを発見した。 By the way, for example, if the distance of the secondary coil to the primary coil changes depending on the state of the vehicle, the efficiency of transmitting electric power from the power transmission device to the power receiving device decreases, or in the worst case, magnetic field resonance is established. It may disappear. Regarding the above problem, as a result of the research of the inventor of the present application, it has been found that the power transmission efficiency of a predetermined value or more can be obtained by adjusting the filter constant of the filter circuit that cuts high frequency.

フィルタ定数を調整すると、電力伝送効率が変化するが、その値には極大値が存在する。また、電力伝送効率は結合係数によって変化し、１次側コイルと２次側コイルとの間の距離が大きい場合に、結合係数が小さくなり、電力伝送効率が低下する。この場合、１次側コイルに対して２次側コイルが最も離れると想定される位置で電力伝送効率を設定すれば、電力伝送効率の変動が小さくなることを見出した。そこで、結合係数が最も小さくなる場合のフィルタ定数を調整することで、仮にインピーダンス可変装置がなくても、予め定めた所定以上の電力伝送効率を得ることができる。これにより、部品点数の削減によるコスト低減を可能としつつ、所望とする電力伝送を好適に実施できる。 Adjusting the filter constant changes the power transmission efficiency, but there is a maximum value at that value. Further, the power transmission efficiency changes depending on the coupling coefficient, and when the distance between the primary side coil and the secondary side coil is large, the coupling coefficient becomes small and the power transmission efficiency decreases. In this case, it has been found that if the power transmission efficiency is set at a position where the secondary coil is assumed to be the farthest from the primary coil, the fluctuation of the power transmission efficiency becomes small. Therefore, by adjusting the filter constant when the coupling coefficient is the smallest, it is possible to obtain a predetermined or higher power transmission efficiency even if there is no impedance variable device. As a result, the desired power transmission can be suitably carried out while the cost can be reduced by reducing the number of parts.

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 the non-contact power transmission device in the embodiment 非接触電力伝送装置のブロック図Block diagram of non-contact power transmission device フィルタ定数と電力伝送効率の関係を示す図The figure which shows the relationship between the filter constant and the power transmission efficiency 距離が異なる場合のフィルタ定数と電力伝送効率の関係を示す図The figure which shows the relationship between the filter constant and the power transmission efficiency when the distance is different.

＜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>
This embodiment is intended for a power receiving device mounted on a vehicle. FIG. 1 is a schematic configuration diagram of the non-contact power transmission device 10 in the present embodiment. The vehicle 15 is a vehicle that travels on an electric vehicle drive device (drive motor or the like) such as an EV (electric vehicle) or a PEV (plug-in hybrid vehicle).

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から露出するように地面Ｇ上に設置又は地面Ｇに埋設される。送電機器２０は、例えば駐車スペースや車両１５の走行道路に設けられ、車両１５の駐車中や走行中に送電する。送電機器２０には、１次側コイル２１が設けられている。１次側コイル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次側コイル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 transmits power (power supply) to the power receiving device 30 mounted on the vehicle 15 in a non-contact state. The power transmission device 20 is installed on or buried in the ground G so as to be exposed from the ground G. The power transmission device 20 is provided, for example, in a parking space or a traveling road of the vehicle 15, and transmits power while the vehicle 15 is parked or traveling. The power transmission device 20 is provided with a primary coil 21. The primary side coil 21 is formed by winding a winding (for example, a litz wire) around a core material such as a ferrite core in a plane, for example. The primary coil 21 is arranged so 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、車両１５の床部１５ａに設けられている。受電機器３０には、２次側コイル３１が設けられており、２次側コイル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次側コイル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次側コイル２１に平行に対向するように配される。なお、地面Ｇと床部１５ａとの間の距離が、床面距離ｈである。この床面距離ｈは、車両１５の車高によって変化し、車高が高くなると床面距離ｈも大きくなる。 The power receiving device 30 is provided on the floor portion 15a of the vehicle 15. The power receiving device 30 is provided with a secondary coil 31, and the secondary coil 31 is formed by winding a winding (for example, a litz wire) around a core material such as a ferrite core in a plane, for example. .. The secondary coil 31 is arranged so that its axis is orthogonal to the ground G, that is, the plane wound in a plane is parallel to the ground G and faces the primary coil 21 in parallel. The distance between the ground G and the floor portion 15a is the floor surface distance h. The floor surface distance h changes depending on the vehicle height of the vehicle 15, and the higher the vehicle height, the larger the floor surface distance h.

図２は、非接触電力伝送装置１０のブロック図である。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、インバータ２４と、コンバータ２５と、電源装置２６とを備えている。 FIG. 2 is a block diagram of the non-contact power transmission device 10. The non-contact power transmission device 10 includes a power transmission device 20 and a power receiving device 30. The power transmission device 20 includes a primary resonance unit 23, an inverter 24, a converter 25, and a power supply device 26.

電源装置２６は、商用電源等から所定の電圧及び電流の交流電力をコンバータ２５に供給する。コンバータ２５は、ＡＣ／ＤＣコンバータであって、電源装置２６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する。インバータ２４は、コンバータ２５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。なお、インバータ２４と１次側共振部２３との間には、所定周波数以上の高周波成分をカットするフィルタ回路、特にイミタンスフィルタが設けられていてもよい。 The power supply device 26 supplies AC power of a predetermined voltage and current to the converter 25 from a commercial power source or the like. The converter 25 is an AC / DC converter and converts AC power supplied from the power supply device 26 into DC power having a predetermined voltage. The inverter 24 converts the DC power supplied from the converter 25 into AC power having a predetermined frequency. A filter circuit for cutting high frequency components having a predetermined frequency or higher, particularly an imittance filter, may be provided between the inverter 24 and the primary resonance portion 23.

１次側共振部２３は、１次側コイル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 portion 23 is a resonance circuit in which the primary side coil 21 and the primary side capacitor 22 are connected in series. The primary side resonance unit 23 resonates when AC power of a predetermined frequency is input, and transmits power to the secondary side resonance unit 33.

２次側共振部３３は、２次側コイル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 portion 33 is a resonance circuit in which the secondary side coil 31 and the secondary side capacitor 32 are connected in series. It is desirable that the primary side resonance unit 23 and the secondary side resonance unit 33 are configured by the SS method. The secondary side resonance portion 33 is adjusted so that a magnetic field resonance with the primary side resonance portion 23 is established. Specifically, it is desirable that the resonance frequency of the secondary resonance portion 33 matches the resonance frequency of the primary resonance portion 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２４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次側コイル２１）と２次側共振部３３（２次側コイル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２４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、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, in a situation where the relative position between the power transmitting device 20 and the power receiving device 30 is at a position where magnetic resonance is established, when AC power of a predetermined frequency is input from the inverter 24, the primary side resonance unit 23 (primary) The side coil 21) and the secondary side resonance portion 33 (secondary side coil 31) resonate in a magnetic field. As a result, the secondary resonance unit 33 receives AC power from the primary resonance unit 23. It is preferable that the predetermined frequency of the AC power input from the inverter 24 is a frequency at which power can be transmitted between the primary side resonance unit 23 and the secondary side resonance unit 33. Specifically, it is desirable that the resonance frequencies of the primary side resonance unit 23 and the secondary side resonance unit 33 are set.

受電機器３０は、上述の２次側共振部３３と、フィルタ回路４０と、整流器３４とを備える。なお、２次側コイル３１から蓄電池１６までの間に、可変インピーダンス素子は設けられていない。本実施形態では、可変インピーダンス素子を用いなくても、後述するように、予め定めた所定以上の電力伝送効率ηを得ることができる。これにより、部品点数の削減によるコスト低減を可能としつつ、所望とする電力伝送を好適に実施できる。以下、受電機器３０の具体的な構成について説明する。 The power receiving device 30 includes the above-mentioned secondary resonance unit 33, a filter circuit 40, and a rectifier 34. A variable impedance element is not provided between the secondary coil 31 and the storage battery 16. In the present embodiment, as will be described later, it is possible to obtain a predetermined or higher power transmission efficiency η without using a variable impedance element. As a result, the desired power transmission can be suitably carried out while the cost can be reduced by reducing the number of parts. Hereinafter, a specific configuration of the power receiving device 30 will be described.

整流器３４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３４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。 The rectifier 34 has a well-known configuration for converting AC power into DC power. The rectifier 34 is composed of, for example, a diode bridge circuit composed of four diodes.

整流器３４で直流電力に変換された電力は、蓄電池１６に供給される。蓄電池１６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）を含んで構成される。蓄電池１６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。なお、蓄電池１６が「負荷」に相当する。 The electric power converted into DC electric power by the rectifier 34 is supplied to the storage battery 16. The storage battery 16 includes, for example, a secondary battery (such as a lithium ion battery or a nickel hydrogen battery). The storage battery 16 stores the electric power supplied from the power receiving device 30 and supplies the electric power to the vehicle driving device. The storage battery 16 corresponds to a "load".

フィルタ回路４０は、入出力の一方が２次側コンデンサ３２に接続され、他方が整流器３４を介して蓄電池１６に接続されている。つまり、２次側共振部３３と蓄電池１６の間にフィルタ回路４０が接続されている。フィルタ回路４０は、所定周波数以上の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、フィルタ回路４０は、インダクタであるフィルタコイル４１と、キャパシタであるフィルタコンデンサ４２と、インダクタであるフィルタコイル４１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（フィルタ回路４０）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。 In the filter circuit 40, one of the input and output is connected to the secondary side capacitor 32, and the other is connected to the storage battery 16 via the rectifier 34. That is, the filter circuit 40 is connected between the secondary resonance portion 33 and the storage battery 16. The filter circuit 40 is a kind of low-pass filter that cuts high frequency components having a predetermined frequency or higher. Specifically, the filter circuit 40 is an imitation filter in which a filter coil 41 which is an inductor, a filter capacitor 42 which is a capacitor, and a filter coil 41 which is an inductor are connected in a T shape. The imittance filter (filter circuit 40) is an impedance admittance converter, and is a filter configured such that the impedance seen from the input end of the imittance filter is proportional to the admittance of the load connected to the output end.

ところで、送電機器２０と受電機器３０との間の距離、つまり１次側コイル２１に対する２次側コイル３１の距離等が変化すると、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たり、最悪の場合には、磁界共振が成り立たなくなったりすることがある。そこで、本出願の発明者が研究した結果、フィルタ回路４０のフィルタ定数ｘｃを調整することで、予め定めた所定以上の電力伝送効率ηが得られることを発見した。フィルタ定数ｘｃとは、フィルタコイル４１とフィルタコンデンサ４２のインピーダンスである。フィルタコイル４１のインピーダンスは、ｊｘｃで表すことができ、フィルタコンデンサ４２のインピーダンスは、－ｊｘｃで表すことができる。 By the way, if the distance between the power transmission device 20 and the power receiving device 30, that is, the distance of the secondary coil 31 with respect to the primary coil 21, changes, the efficiency of transmitting power from the power transmission device 20 to the power receiving device 30 decreases. Or, in the worst case, magnetic field resonance may not be established. Therefore, as a result of research by the inventor of the present application, it has been discovered that by adjusting the filter constant xc of the filter circuit 40, a power transmission efficiency η of a predetermined value or higher can be obtained. The filter constant xc is the impedance of the filter coil 41 and the filter capacitor 42. The impedance of the filter coil 41 can be represented by jxc, and the impedance of the filter capacitor 42 can be represented by −jxc.

また、電力伝送効率ηは、１次側コイル２１と２次側コイル３１との間の結合係数ｋによって変化する。結合係数ｋは、１次側コイル２１と２次側コイル３１の相互インダクタンスＭに関する係数であって、相互インダクタンスＭは、Ｍ＝ｋ√Ｌ１Ｌ２で表すことができる。ここで、Ｌ１は１次側コイル２１のインダクタンスであり、Ｌ２は２次側コイル３１のインダクタンスである。例えば、１次側コイル２１と２次側コイル３１との間の距離が大きい場合には、結合係数ｋが小さくなり、電力伝送効率ηが低下する。具体的には、車高（床面距離ｈ）が最大の場合に、結合係数ｋが最も小さくなる。 Further, the power transmission efficiency η changes depending on the coupling coefficient k between the primary side coil 21 and the secondary side coil 31. The coupling coefficient k is a coefficient relating to the mutual inductance M of the primary side coil 21 and the secondary side coil 31, and the mutual inductance M can be expressed by M = k√L1L2. Here, L1 is the inductance of the primary coil 21, and L2 is the inductance of the secondary coil 31. For example, when the distance between the primary side coil 21 and the secondary side coil 31 is large, the coupling coefficient k becomes small and the power transmission efficiency η decreases. Specifically, when the vehicle height (floor surface distance h) is maximum, the coupling coefficient k is the smallest.

そして、本実施形態では、１次側コイル２１に対して２次側コイル３１が最も離れると想定される位置での電力伝送効率を予め定めた所定以上の電力伝送効率ηとすることとしている。例えば、車高（床面距離ｈ）が最大の場合を想定して、電力伝送効率ηを算出する。なお、車高（床面距離ｈ）が最大の場合とは、平坦な地面Ｇにおいて、例えば積載量が最小の場合や車高調節機能等で車高が最大に設定されている場合を示す。また、１次側コイル２１と２次側コイル３１との水平方向においても、位置ずれが所定の範囲内にない場合には、磁界共振が成立しなくなる。そこで、以下の本実施形態においては、水平方向の位置ずれが、磁界共振が成立する許容範囲内の最大であると想定する。 In the present embodiment, the power transmission efficiency at the position where the secondary coil 31 is assumed to be farthest from the primary coil 21 is set to a predetermined or higher power transmission efficiency η. For example, assuming the case where the vehicle height (floor surface distance h) is the maximum, the power transmission efficiency η is calculated. The case where the vehicle height (floor surface distance h) is maximum means a case where the vehicle height is set to the maximum by, for example, the vehicle load capacity is the minimum or the vehicle height adjustment function or the like on a flat ground G. Further, even in the horizontal direction between the primary coil 21 and the secondary coil 31, if the positional deviation is not within a predetermined range, magnetic field resonance will not be established. Therefore, in the following embodiment, it is assumed that the horizontal positional deviation is the maximum within the allowable range in which the magnetic field resonance is established.

図３は、フィルタ定数ｘｃと電力伝送効率ηの関係を示す図である。フィルタ定数ｘｃを調整すると、電力伝送効率ηが変化し、その電力伝送効率ηには極大値（フィルタ定数ｘｃを調整する範囲で電力伝送効率ηが最大となる値）が存在する。そこで、結合係数ｋが最も小さくなる場合の電力伝送効率ηを代数的に導出後、フィルタ定数ｘｃで微分する。そして、電力伝送効率ηが極大値となるフィルタ定数ｘｃ（算出値ｘ）を求めることで、式（１）を導出した。 FIG. 3 is a diagram showing the relationship between the filter constant xc and the power transmission efficiency η. When the filter constant xc is adjusted, the power transmission efficiency η changes, and the power transmission efficiency η has a maximum value (a value at which the power transmission efficiency η becomes the maximum within the range in which the filter constant xc is adjusted). Therefore, the power transmission efficiency η when the coupling coefficient k is the smallest is derived algebraically and then differentiated by the filter constant xc. Then, the equation (1) was derived by obtaining the filter constant xc (calculated value x) at which the power transmission efficiency η becomes the maximum value.

Figure 0007061058000001
式（１）において、Ｖｂは蓄電池１６の出力電圧であり、Ｐｏｕｔは蓄電池１６の出力電力である。ω０はインバータ２４が出力した交流電力の所定の周波数であり、ｋは上述の通り１次側コイル２１と２次側コイル３１との間の結合係数である。Ｌ１は１次側コイル２１のインダクタンスであり、Ｌ２は２次側コイル３１のインダクタンスであり、ｒ１は１次側コイル２１の内部抵抗であり、ｒ２は２次側コイル３１の内部抵抗である。なお、ｋ×√Ｌ１Ｌ２は、上述の通り１次側コイル２１と２次側コイル３１の相互インダクタンスＭである。また、Ｖｂ及びＰｏｕｔは、予め実験等で算出した値を用いてもよいし、固定値としてもよい。
Figure 0007061058000001
 In the formula (1), Vb is the output voltage of the storage battery 16, and Pout is the output power of the storage battery 16. ω0 is a predetermined frequency of the AC power output by the inverter 24, and k is the coupling coefficient between the primary coil 21 and the secondary coil 31 as described above. L1 is the inductance of the primary coil 21, L2 is the inductance of the secondary coil 31, r1 is the internal resistance of the primary coil 21, and r2 is the internal resistance of the secondary coil 31. Note that k × √L1L2 is the mutual inductance M between the primary side coil 21 and the secondary side coil 31 as described above. Further, Vb and Pout may use values calculated in advance by experiments or the like, or may be fixed values.

そして、フィルタ定数ｘｃは、算出値ｘ及び又はその算出値ｘを含む所定の範囲内に調整されている。具体的には、フィルタ定数ｘｃは、算出値ｘの６０％～１６０％の範囲内になるように調整されていることが望ましい。このような範囲では、電力伝送効率ηが極大値又は極大値から５％以内の範囲に収まることになるため、所望とする電力伝送を好適に実施できる。 Then, the filter constant xc is adjusted within a predetermined range including the calculated value x and / or the calculated value x. Specifically, it is desirable that the filter constant xc is adjusted so as to be within the range of 60% to 160% of the calculated value x. In such a range, the power transmission efficiency η is within the range of the maximum value or within 5% from the maximum value, so that the desired power transmission can be suitably carried out.

なお、算出値ｘの所定の範囲において、下限側の算出値ｘとの差が上限側に比べて小さくなっているのは、電力伝送効率ηの感度の違いによる。電力伝送効率ηは算出値ｘの下限側の範囲では感度が高いため、フィルタ回路４０のフィルタ定数ｘｃを小さくしすぎると、電力伝送効率ηが低下しすぎる。そこで、算出値ｘに対する下限側との差を上限側よりも小さくすることで、電力伝送効率ηの低下幅を上限側と下限側とで同等としつつ、フィルタ定数ｘｃに幅を持たせている。 In the predetermined range of the calculated value x, the difference from the calculated value x on the lower limit side is smaller than that on the upper limit side because of the difference in the sensitivity of the power transmission efficiency η. Since the power transmission efficiency η has high sensitivity in the range on the lower limit side of the calculated value x, if the filter constant xc of the filter circuit 40 is made too small, the power transmission efficiency η is too low. Therefore, by making the difference between the calculated value x and the lower limit side smaller than that on the upper limit side, the reduction width of the power transmission efficiency η is made equal on the upper limit side and the lower limit side, and the filter constant xc has a width. ..

図４は、１次側コイル２１と２次側コイル３１との間の距離が異なる場合、つまり１次側コイル２１と２次側コイル３１との間の結合係数ｋが異なる場合において、フィルタ定数ｘｃと電力伝送効率ηの関係を示す図である。図４において、破線で示されたｋｍａｘは、結合係数ｋが最大の場合、つまり車高（床面距離ｈ）が最小の場合におけるフィルタ定数ｘｃと電力伝送効率ηの関係を示し、実線で示されたｋｍｉｎは、結合係数ｋが最小の場合、つまり車高（床面距離ｈ）が最大の場合におけるフィルタ定数ｘｃと電力伝送効率ηの関係を示す。 FIG. 4 shows a filter constant when the distance between the primary coil 21 and the secondary coil 31 is different, that is, when the coupling coefficient k between the primary coil 21 and the secondary coil 31 is different. It is a figure which shows the relationship between xc and power transmission efficiency η. In FIG. 4, kmax shown by the broken line shows the relationship between the filter constant xc and the power transmission efficiency η when the coupling coefficient k is the maximum, that is, when the vehicle height (floor surface distance h) is the minimum, and is shown by a solid line. The obtained kmin indicates the relationship between the filter constant xc and the power transmission efficiency η when the coupling coefficient k is the minimum, that is, when the vehicle height (floor surface distance h) is the maximum.

上述したように、本実施形態では、結合係数ｋが最小となる場合の電力伝送効率ηの極大値に基づいて、フィルタ定数ｘｃは調整されている。これにより、電力伝送効率ηの最低ラインを引き上げることができる。また、結合係数ｋの変動（車高の変化に）に伴う電力伝送効率ηの変動も小さくすることができる。式（１）では、結合係数ｋが小さくなるほど、つまりｋｍｉｎに近づくほど、フィルタ定数ｘｃを変更した場合の電力伝送効率ηの変動幅が大きくなる。つまり、結合係数ｋが小さいほど、フィルタ定数ｘｃに対する電力伝送効率ηの傾きが大きくなる。また、結合係数ｋが大きくなるほど、つまりｋｍａｘに近づくほど、電力伝送効率ηが最大となる場合のフィルタ定数ｘｃが大きくなる。つまり、結合係数ｋが大きくなるほど、電力伝送効率ηを表すグラフが図４上において右上にずれる。 As described above, in the present embodiment, the filter constant xc is adjusted based on the maximum value of the power transmission efficiency η when the coupling coefficient k is the minimum. As a result, the minimum line of the power transmission efficiency η can be raised. Further, the fluctuation of the power transmission efficiency η due to the fluctuation of the coupling coefficient k (due to the change of the vehicle height) can be reduced. In the equation (1), the smaller the coupling coefficient k, that is, the closer to kmin, the larger the fluctuation range of the power transmission efficiency η when the filter constant xc is changed. That is, the smaller the coupling coefficient k, the larger the slope of the power transmission efficiency η with respect to the filter constant xc. Further, the larger the coupling coefficient k, that is, the closer to kmax, the larger the filter constant xc when the power transmission efficiency η becomes maximum. That is, as the coupling coefficient k becomes larger, the graph showing the power transmission efficiency η shifts to the upper right in FIG.

結合係数ｋとフィルタ定数ｘｃと電力伝送効率ηの関係から、同じフィルタ定数ｘｃでの結合係数ｋの違いによる電力伝送効率ηの差について検討する。具体的には、ｋｍｉｎにおける電力伝送効率ηが極大値となる点におけるフィルタ定数ｘ１（算出値ｘ）と、ｋｍａｘにおける電力伝送効率ηが極大値となる点におけるフィルタ定数ｘ２とにおいて、結合係数ｋの違いによる電力伝送効率ηの差ｄ１，ｄ２を比較する。フィルタ定数ｘ１における差ｄ１は、フィルタ定数ｘ２における差ｄ２よりも小さい。つまり、フィルタ定数ｘ１を用いると、フィルタ定数ｘ２を用いる場合よりも電力伝送効率ηの変動を小さくすることができる。 From the relationship between the coupling coefficient k, the filter constant xc, and the power transmission efficiency η, the difference in the power transmission efficiency η due to the difference in the coupling coefficient k with the same filter constant xc will be examined. Specifically, the coupling coefficient k at the filter constant x1 (calculated value x) at the point where the power transmission efficiency η in kmin becomes the maximum value and the filter constant x2 at the point where the power transmission efficiency η at kmax becomes the maximum value. The differences d1 and d2 of the power transmission efficiency η due to the difference between the two are compared. The difference d1 at the filter constant x1 is smaller than the difference d2 at the filter constant x2. That is, when the filter constant x1 is used, the fluctuation of the power transmission efficiency η can be made smaller than when the filter constant x2 is used.

結合係数ｋが最小となる場合（ｋｍｉｎ）の（１）式での算出値ｘに基づいてフィルタ定数ｘｃを調整することにより、結合係数ｋの変動に伴う電力伝送効率ηの変動を抑制することができる。これにより、非接触電力伝送装置１０に用いられる素子の耐圧や容量等を小さくすることができる。 By adjusting the filter constant xc based on the calculated value x in the equation (1) in the case where the coupling coefficient k is the minimum (kmin), the fluctuation of the power transmission efficiency η due to the fluctuation of the coupling coefficient k is suppressed. Can be done. As a result, the withstand voltage, capacity, and the like of the element used in the non-contact power transmission device 10 can be reduced.

なお、フィルタ定数ｘｃとして、算出値ｘを含む所定の範囲の値を用いることで、予め定めた所定以上の電力伝送効率ηを実現できる。この際に、算出値ｘよりも大きいフィルタ定数ｘｃにした場合の結合係数ｋの変更に伴う電力伝送効率ηの変動幅が、算出値ｘより小さいフィルタ定数ｘｃにした場合の変動幅よりも大きくなる。そこで、算出値ｘよりも小さい範囲で、具体的には、算出値ｘの６０～１００％の範囲内になるようにフィルタ定数ｘｃを調整することで、予め定めた所定以上の電力伝送効率ηを満たしつつ、より結合係数ｋの変動に伴う電力伝送効率ηの変動を抑制することができる。 By using a value in a predetermined range including the calculated value x as the filter constant xc, it is possible to realize a power transmission efficiency η of a predetermined value or more. At this time, the fluctuation range of the power transmission efficiency η due to the change of the coupling coefficient k when the filter constant xc larger than the calculated value x is set is larger than the fluctuation range when the filter constant xc smaller than the calculated value x is set. Become. Therefore, by adjusting the filter constant xc so that it is within the range smaller than the calculated value x, specifically, within the range of 60 to 100% of the calculated value x, the power transmission efficiency η above a predetermined value is determined. It is possible to suppress the fluctuation of the power transmission efficiency η due to the fluctuation of the coupling coefficient k while satisfying the above conditions.

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.

１次側コイル２１と２次側コイル３１との間で、例えば磁界共振が成立することで、送電機器２０から受電機器３０に交流電力が伝送される。１次側コイル２１と２次側コイル３１との間の磁界共振が成立するように、２次側コンデンサ３２や２次側コイル３１が調整されている。そして、２次側コイル３１で受電した電力は、フィルタ回路４０で所定周波数以上の高周波成分がカットされ、整流器３４で整流されて負荷に供給される。 For example, when a magnetic field resonance is established between the primary coil 21 and the secondary coil 31, AC power is transmitted from the power transmitting device 20 to the power receiving device 30. The secondary side capacitor 32 and the secondary side coil 31 are adjusted so that the magnetic field resonance between the primary side coil 21 and the secondary side coil 31 is established. Then, the electric power received by the secondary coil 31 is supplied to the load after the high frequency component having a predetermined frequency or higher is cut by the filter circuit 40 and rectified by the rectifier 34.

ところで、例えば車両１５の状態によって、１次側コイル２１に対する２次側コイル３１の距離等が変化すると、送電機器２０から受電機器３０に電力を伝送する効率（電力伝送効率η）が低下する。そこで、フィルタ定数ｘｃを調整すると、電力伝送効率ηが変化し、その電力伝送効率ηには極大値が存在する。また、電力伝送効率ηは結合係数ｋによって変化し、１次側コイル２１と２次側コイル３１との間の距離が大きい場合、例えば車高（床面距離ｈ）が大きい場合に、結合係数ｋが小さくなり、電力伝送効率ηが低下する。この場合、１次側コイル２１に対して２次側コイル３１が最も離れると想定される位置で電力伝送効率ηを設定すれば、電力伝送効率ηの変動が小さくなることを見出した。フィルタ定数ｘｃの調整することで、仮にインピーダンス可変装置がなくても、予め定めた所定以上の電力伝送効率ηを得ることができる。これにより、部品点数の削減によるコスト低減を可能としつつ、所望とする電力伝送を好適に実施できる。 By the way, for example, when the distance of the secondary coil 31 to the primary coil 21 changes depending on the state of the vehicle 15, the efficiency of transmitting power from the power transmission device 20 to the power receiving device 30 (power transmission efficiency η) decreases. Therefore, when the filter constant xc is adjusted, the power transmission efficiency η changes, and the power transmission efficiency η has a maximum value. Further, the power transmission efficiency η changes depending on the coupling coefficient k, and the coupling coefficient is large when the distance between the primary side coil 21 and the secondary side coil 31 is large, for example, when the vehicle height (floor surface distance h) is large. k becomes small, and the power transmission efficiency η decreases. In this case, it has been found that if the power transmission efficiency η is set at a position where the secondary coil 31 is assumed to be the farthest from the primary coil 21, the fluctuation of the power transmission efficiency η becomes small. By adjusting the filter constant xc, it is possible to obtain a power transmission efficiency η of a predetermined value or higher even if there is no impedance variable device. As a result, the desired power transmission can be suitably carried out while the cost can be reduced by reducing the number of parts.

本実施形態では、２次側コイル３１と２次側コンデンサ３２が直列に接続されており、フィルタ回路４０として、Ｔ字状にフィルタコイル４１とフィルタコンデンサ４２とフィルタコイル４１とが接続されたＴ－ＬＣＴ型のイミタンスフィルタが用いられている。このような構成で、式（１）で電力伝送効率ηが極大となる算出値ｘを求める。そして、算出値ｘ及び算出値ｘを含む所定の範囲内の値をフィルタ定数ｘｃとすることで、予め定めた所定以上の電力伝送効率ηを満たすことができる。 In the present embodiment, the secondary side coil 31 and the secondary side capacitor 32 are connected in series, and the filter coil 41, the filter capacitor 42, and the filter coil 41 are connected in a T shape as the filter circuit 40. -An LCT type imitation filter is used. With such a configuration, the calculated value x at which the power transmission efficiency η is maximized is obtained by the equation (1). Then, by setting the value within a predetermined range including the calculated value x and the calculated value x as the filter constant xc, it is possible to satisfy the power transmission efficiency η of a predetermined value or more.

式（１）で算出した算出値ｘの６０％～１６０％範囲内でフィルタ定数ｘｃを設定すると、電力伝送効率ηを所定の範囲内に収めることができる。なお、下限側の算出値ｘとの差が上限側に比べて小さく設定しているのは、電力伝送効率ηが算出した算出値ｘの下限側で感度が高く、電力伝送効率ηが低下しやすいためである。上記のような所定の範囲でフィルタ定数ｘｃを設定することで、電力伝送効率ηの低下を抑制しつつ、フィルタ定数ｘｃに幅を持たせることができる。 If the filter constant xc is set within the range of 60% to 160% of the calculated value x calculated by the equation (1), the power transmission efficiency η can be kept within a predetermined range. The difference from the calculated value x on the lower limit side is set smaller than that on the upper limit side because the sensitivity is high on the lower limit side of the calculated value x calculated by the power transmission efficiency η, and the power transmission efficiency η decreases. Because it is easy. By setting the filter constant xc within a predetermined range as described above, it is possible to give a range to the filter constant xc while suppressing a decrease in the power transmission efficiency η.

式（１）において、結合係数ｋは、１次側コイル２１と２次側コイル３１との間の距離に基づいて算出することができる。そのため、結合係数ｋは、車両１５の状態、具体的には車両１５の車高によって変動する。そこで、車両１５の車高（床面距離ｈ）が最大値の場合には、１次側コイル２１と２次側コイル３１との間の距離が最も離れるため、結合係数ｋが最小になり、電力伝送効率ηが最小になる。そこで、結合係数ｋが最小となる場合の電力伝送効率ηが最大になる値に基づいて、フィルタ定数ｘｃを調整することにより、電力伝送効率ηの最低値を上げることができ、予め定めた所定以上の電力伝送効率ηを満たすことができる。 In the formula (1), the coupling coefficient k can be calculated based on the distance between the primary coil 21 and the secondary coil 31. Therefore, the coupling coefficient k varies depending on the state of the vehicle 15, specifically, the vehicle height of the vehicle 15. Therefore, when the vehicle height (floor surface distance h) of the vehicle 15 is the maximum value, the distance between the primary side coil 21 and the secondary side coil 31 is the longest, so that the coupling coefficient k becomes the minimum. The power transmission efficiency η is minimized. Therefore, by adjusting the filter constant xc based on the value at which the power transmission efficiency η is maximized when the coupling coefficient k is the minimum, the minimum value of the power transmission efficiency η can be raised, and a predetermined predetermined value is set in advance. The above power transmission efficiency η can be satisfied.

また、結合係数ｋとフィルタ定数ｘｃと電力伝送効率ηの関係から、ｋｍｉｎでの極大値のフィルタ定数ｘ１における結合係数ｋが最小の場合と最大の場合の差ｄ１は、ｋｍａｘでの極大値のフィルタ定数ｘ２における結合係数ｋが最小の場合と最大の場合の差ｄ２よりも小さい。そのため、結合係数ｋが最小となる場合の（１）式での算出値ｘに基づいてフィルタ定数ｘｃを調整することにより、結合係数ｋの変動に伴う電力伝送効率ηの変動を抑制することができる。これにより、非接触電力伝送装置１０に用いられる素子の耐圧や容量等を小さくすることができる。 Further, from the relationship between the coupling coefficient k, the filter constant xc, and the power transmission efficiency η, the difference d1 between the case where the coupling coefficient k is the minimum and the case where the coupling coefficient k is the maximum in the filter constant x1 at the maximum value in kmin is the maximum value at kmax. The difference d2 between the case where the coupling coefficient k at the filter constant x2 is the minimum and the case where the coupling coefficient k is the maximum is smaller. Therefore, by adjusting the filter constant xc based on the calculated value x in the equation (1) when the coupling coefficient k is minimized, it is possible to suppress the fluctuation of the power transmission efficiency η due to the fluctuation of the coupling coefficient k. can. As a result, the withstand voltage, capacity, and the like of the element used in the non-contact power transmission device 10 can be reduced.

算出値ｘよりも大きいフィルタ定数ｘｃにした場合の結合係数ｋの変更に伴う電力伝送効率ηの変動幅が、算出値ｘより小さいフィルタ定数ｘｃにした場合の変動幅よりも大きくなる。そこで、算出値ｘよりも小さい範囲でフィルタ定数ｘｃを設定することで、予め定めた所定以上の電力伝送効率ηを満たしつつ、より結合係数ｋの変動に伴う電力伝送効率ηの変動を抑制することができる。 The fluctuation range of the power transmission efficiency η due to the change of the coupling coefficient k when the filter constant xc is larger than the calculated value x is larger than the fluctuation range when the filter constant xc is smaller than the calculated value x. Therefore, by setting the filter constant xc in a range smaller than the calculated value x, the fluctuation of the power transmission efficiency η due to the fluctuation of the coupling coefficient k is suppressed while satisfying the power transmission efficiency η of a predetermined value or more. be able to.

フィルタ定数ｘｃを調整することで、電力伝送効率ηを予め定めた所定以上の範囲にしているため、インピーダンス可変装置を設けなくても、電力伝送効率ηを予め定めた所定以上の範囲にすることができる。そのため、必要なスペースや部品点数等を削減することができる。 By adjusting the filter constant xc, the power transmission efficiency η is set to a predetermined range or more, so that the power transmission efficiency η is set to a predetermined range or more even if an impedance variable device is not provided. Can be done. Therefore, the required space and the number of parts can be reduced.

＜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.

・１次側共振部２３は、１次側コイル２１と１次側コンデンサ２２が並列接続された共振回路となっていてもよい。２次側共振部３３も同様に、２次側コイル３１と２次側コンデンサ３２が並列接続された共振回路となっていてもよい。なお、この場合には、フィルタ定数を求める式は、式（１）とは異なるものとなる。具体的には、式（１）と同様に、結合係数ｋが最も小さくなる場合の電力伝送効率ηを代数的に導出後、フィルタ定数で微分し、電力伝送効率ηが極大値となるフィルタ定数（算出値）を求めるとよい。 The primary side resonance portion 23 may be a resonance circuit in which the primary side coil 21 and the primary side capacitor 22 are connected in parallel. Similarly, the secondary side resonance portion 33 may be a resonance circuit in which the secondary side coil 31 and the secondary side capacitor 32 are connected in parallel. In this case, the formula for obtaining the filter constant is different from the formula (1). Specifically, as in Eq. (1), the power transmission efficiency η when the coupling coefficient k is the smallest is derived algebraically, then differentiated by the filter constant, and the filter constant at which the power transmission efficiency η becomes the maximum value. It is good to find (calculated value).

・フィルタ回路４０は、他のローパスフィルタ回路であってもよい。なお、この場合には、フィルタ定数を求める式は、そのローパスフィルタ回路に基づいて算出する必要があり、式（１）とは異なるものとなる。具体的には、式（１）と同様に、結合係数ｋが最も小さくなる場合の電力伝送効率ηを代数的に導出後、フィルタ定数で微分し、電力伝送効率ηが極大値となるフィルタ定数（算出値）を求めるとよい。 The filter circuit 40 may be another low-pass filter circuit. In this case, the formula for obtaining the filter constant needs to be calculated based on the low-pass filter circuit, and is different from the formula (1). Specifically, as in Eq. (1), the power transmission efficiency η when the coupling coefficient k is the smallest is derived algebraically, then differentiated by the filter constant, and the filter constant at which the power transmission efficiency η becomes the maximum value. It is good to find (calculated value).

・２次側コイル３１と蓄電池１６との間に、可変インピーダンス装置を備えていてもよい。具体的には、２次側共振部３３とフィルタ回路４０との間に、可変インピーダンス装置を設け、磁界共振が確実に成立するようにインピーダンスを可変としてもよい。この場合にも、結合係数ｋが最も小さくなる場合の極大値を算出し、フィルタ回路４０のフィルタ定数とするとよい。 A variable impedance device may be provided between the secondary coil 31 and the storage battery 16. Specifically, a variable impedance device may be provided between the secondary resonance unit 33 and the filter circuit 40, and the impedance may be variable so that the magnetic field resonance is surely established. Also in this case, the maximum value when the coupling coefficient k is the smallest may be calculated and used as the filter constant of the filter circuit 40.

・受電機器３０に接続される負荷は、蓄電池１６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) or the like instead of the storage battery 16.

・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 the side 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、１６…蓄電池、２０…送電機器、２１…１次側コイル、３０…受電機器、３１…２次側コイル、３２…２次側コンデンサ、３３…２次側共振部、４０…フィルタ回路。 15 ... Vehicle, 16 ... Storage battery, 20 ... Transmission equipment, 21 ... Primary side coil, 30 ... Power receiving equipment, 31 ... Secondary side coil, 32 ... Secondary side capacitor, 33 ... Secondary side resonance part, 40 ... Filter circuit.

Claims (5)

交流電力が入力される１次側コイル（２１）を有する送電機器（２０）から前記交流電力を受電可能であり、負荷（１６）に電力を供給し、車両（１５）に搭載された受電機器（３０）であって、
前記１次側コイルから非接触で受電可能な２次側コイル（３１）と、
前記２次側コイルに接続され、該２次側コイルとともに共振回路（３３）を構成するコンデンサ（３２）と、
入出力の一方が、前記コンデンサに接続され、他方が前記負荷に接続されたフィルタ回路（４０）と、を備えており、
前記フィルタ回路において、前記送電機器に対して前記受電機器が最も離れると想定される位置での前記負荷の出力電圧及び出力電力に基づき、予め定めた所定以上の電力伝送効率になるように、フィルタ定数が調整されており、
前記コンデンサは、前記２次側コイルに直列に接続されており、
前記フィルタ回路は、インダクタ（４１）とキャパシタ（４２）とインダクタ（４１）がＴ字状に接続されたイミタンスフィルタであり、
前記フィルタ定数は、下記式（１）に基づいて算出された算出値ｘ又はその算出値ｘを含む所定の範囲内に調整されている受電機器。
Figure 0007061058000002
 ここで、Ｖｂは前記負荷への出力電圧であり、Ｐｏｕｔは前記負荷での出力電力であり、ω０は前記交流電力の周波数であり、ｋは前記１次側コイルと前記２次側コイルの結合係数であり、Ｌ１は前記１次側コイルのインダクタンスであり、Ｌ２は前記２次側コイルのインダクタンスであり、ｒ１は前記１次側コイルの内部抵抗であり、ｒ２は前記２次側コイルの内部抵抗である。 The AC power can be received from a power transmission device (20) having a primary coil (21) to which AC power is input, power is supplied to the load (16), and the power receiving device mounted on the vehicle (15). (30)
The secondary coil (31), which can receive power from the primary coil in a non-contact manner,
A capacitor (32) connected to the secondary coil and forming a resonance circuit (33) together with the secondary coil.
One of the inputs and outputs comprises a filter circuit (40) connected to the capacitor and the other connected to the load.
In the filter circuit, a filter is used so as to achieve a predetermined or higher power transmission efficiency based on the output voltage and output power of the load at a position where the power receiving device is assumed to be the farthest from the power transmitting device. The constant has been adjusted ,
The capacitor is connected in series with the secondary coil.
The filter circuit is an imittance filter in which an inductor (41), a capacitor (42), and an inductor (41) are connected in a T shape.
The power receiving device whose filter constant is adjusted within a predetermined range including the calculated value x calculated based on the following equation (1) or the calculated value x.
Figure 0007061058000002
 Here, Vb is the output voltage to the load, Pout is the output power of the load, ω0 is the frequency of the AC power, and k is the coupling of the primary coil and the secondary coil. L1 is the inductance of the primary coil, L2 is the inductance of the secondary coil, r1 is the internal resistance of the primary coil, and r2 is the inside of the secondary coil. It is resistance. 前記フィルタ定数は、前記算出値ｘの６０～１６０％の範囲内になるように調整されている請求項１に記載の受電機器。 The power receiving device according to claim 1 , wherein the filter constant is adjusted to be within the range of 60 to 160% of the calculated value x. 前記車両の床部に設けられた受電機器であって、
前記結合係数は、前記車両の車高が最大値である場合の値になっている請求項１又は請求項２に記載の受電機器。 A power receiving device provided on the floor of the vehicle.
The power receiving device according to claim 1 or 2 , wherein the coupling coefficient is a value when the vehicle height of the vehicle is the maximum value. 前記フィルタ定数は、前記算出値ｘの６０～１００％の範囲内になるように調整されている請求項３に記載の受電機器。 The power receiving device according to claim 3 , wherein the filter constant is adjusted to be within the range of 60 to 100% of the calculated value x. 前記２次側コイルと前記負荷との間にインピーダンス可変装置が設けられていない請求項１から請求項４のいずれか一項に記載の受電機器。 The power receiving device according to any one of claims 1 to 4 , wherein an impedance variable device is not provided between the secondary coil and the load.
JP2018234872A 2018-12-14 2018-12-14 Power receiving device Active JP7061058B2 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2018234872A JP7061058B2 (en) 2018-12-14 2018-12-14 Power receiving device
PCT/JP2019/048089 WO2020122017A1 (en) 2018-12-14 2019-12-09 Power receiving device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2018234872A JP7061058B2 (en) 2018-12-14 2018-12-14 Power receiving device

Publications (3)

Publication Number Publication Date
JP2020096496A JP2020096496A (en) 2020-06-18
JP2020096496A5 JP2020096496A5 (en) 2021-03-04
JP7061058B2 true JP7061058B2 (en) 2022-04-27

Family

ID=71076444

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2018234872A Active JP7061058B2 (en) 2018-12-14 2018-12-14 Power receiving device

Country Status (2)

Country Link
JP (1) JP7061058B2 (en)
WO (1) WO2020122017A1 (en)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014124026A (en) 2012-12-20 2014-07-03 Toyota Industries Corp Power reception apparatus, non-contact power transmission device, and power transmission apparatus
WO2015122292A1 (en) 2014-02-13 2015-08-20 株式会社 豊田自動織機 Power transmission equipment and non-contact power transmission device
JP2016220316A (en) 2015-05-15 2016-12-22 株式会社豊田自動織機 Non-contact power transmission device and power receiving equipment
JP2017070062A (en) 2015-09-29 2017-04-06 トヨタ自動車株式会社 Power transmission circuit and power receiving circuit
JP2018186603A (en) 2017-04-25 2018-11-22 株式会社ダイヘン Wireless power supply system

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014124026A (en) 2012-12-20 2014-07-03 Toyota Industries Corp Power reception apparatus, non-contact power transmission device, and power transmission apparatus
WO2015122292A1 (en) 2014-02-13 2015-08-20 株式会社 豊田自動織機 Power transmission equipment and non-contact power transmission device
JP2016220316A (en) 2015-05-15 2016-12-22 株式会社豊田自動織機 Non-contact power transmission device and power receiving equipment
JP2017070062A (en) 2015-09-29 2017-04-06 トヨタ自動車株式会社 Power transmission circuit and power receiving circuit
JP2018186603A (en) 2017-04-25 2018-11-22 株式会社ダイヘン Wireless power supply system

Also Published As

Publication number Publication date
JP2020096496A (en) 2020-06-18
WO2020122017A1 (en) 2020-06-18

Similar Documents

Publication Publication Date Title
EP2675038B1 (en) Contactless electrical-power-supplying device
KR101438298B1 (en) Noncontact power feeding apparatus and noncontact power feeding method
US9130408B2 (en) Non contact-power receiving/transmitting device and manufacturing method therefor
EP2465179B1 (en) Electric power supply system for vehicle
US9673664B2 (en) Wireless power reception apparatus, wireless power transmission apparatus, and wireless power transmission and reception system
US20160241061A1 (en) Clover leaf and butterfly coil structures for flat wireless coupling profiles in wireless power transfer applications
US10076966B2 (en) Contactless power transmission device, contactless power reception device, and contactless power transmission system
JP5924496B2 (en) Power transmission system
JP5884830B2 (en) Non-contact power receiving device, non-contact power transmission device and non-contact power transmission / reception system
US20110049978A1 (en) Self-resonant coil, non-contact electric power transfer device and vehicle
US9849796B2 (en) Method for charging a vehicle battery by induction
EP2489107A1 (en) Electric power supply system for vehicle
US20150061402A1 (en) Power reception device, power transmission device and power transfer system
WO2013051150A1 (en) Power reception device, vehicle provided with same, and power transmission system
Mude et al. Inductive characteristics of different coupling setups for wireless charging of an electric city-car
JP2013132171A (en) Power transmitter, power receiver, and power transmission system
JP7061058B2 (en) Power receiving device
JP5589786B2 (en) Non-contact power feeding device
JP7444612B2 (en) Non-contact charging equipment and how to adapt the non-contact charging equipment
JP2014093320A (en) Power transmission system
JP2014093798A (en) Power transmission system

Legal Events

Date Code Title Description
A521 Request for written amendment filed

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20210121

A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20211026

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20220322

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20220415

R150 Certificate of patent or registration of utility model

Ref document number: 7061058

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R150