JPH10108372A - Magnetic coupling device for charging electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the size of the gap between primary and secondary cores from varying depending on the insertion state of a primary coil unit. SOLUTION: In an object where a primary coil 30 is inserted and set in the receiver provided with a secondary coil of an electric motorcar, the junction planes of the primary and secondary both cores 21 and 33 are made in the direction of insertion of the primary coil unit 30, and primary and secondary both coils 22 and 32 are provided in the positions where they do not interfere with the opposite sides at insertion of the primary coil unit 30.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a magnetic coupling device for an electric vehicle for charging an electric vehicle using electromagnetic induction.

[0002]

2. Description of the Related Art In recent years, non-contact type charging systems utilizing electromagnetic induction have been developed as charging systems for electric vehicles.
One example is disclosed in JP-A-6-14470. As shown in FIG. 22, this is a configuration including a primary coil unit 1 connected to a power supply for charging and a secondary coil unit 2 arranged on the vehicle body side of the electric vehicle. The primary core 3 and the secondary core 4 are joined to form a single magnetic circuit by inserting the primary coil 1 into the vehicle body. In this state, an alternating current flows through the primary coil 5 and the secondary coil 6 is not contacted. This generates an electromotive force.

[0003]

However, the above-mentioned structure is a so-called joint surface facing type, and when the primary coil unit 1 is inserted, the joint surfaces of the primary and secondary cores 3 and 4 approach from the facing state. A slight error in the insertion depth of the primary coil unit 1 directly affects the gap between the cores 3 and 4. Since the size of the gap in the magnetic circuit has a large effect on the magnetic resistance, the characteristics of the magnetic circuit greatly change, for example, if the insertion depth is slightly less than the set value, the leakage flux rapidly increases.

The present invention has been made in view of the above circumstances, and an object of the present invention is to prevent a gap at a junction of a magnetic circuit from fluctuating depending on an insertion state of a primary coil unit and affecting characteristics of the magnetic circuit. To provide a magnetic coupling device for charging an electric vehicle.

[0005]

A magnetic coupling device for charging an electric vehicle according to the present invention is for charging a power storage device of an electric vehicle with a charging power source, and includes a primary core and a power supply. A primary coil unit having a primary coil, and a secondary coil unit provided in an electric vehicle and having a secondary core and a secondary coil are provided, and the primary coil unit is inserted into the electric vehicle side to perform primary and secondary operations. A closed loop magnetic circuit is formed by joining the two cores, and in this state, the primary coil is excited by a charging power supply to generate an electromotive force in the secondary coil to charge the power storage device. In this case, the joint surface between the primary and secondary cores is characterized by being formed along the insertion direction of the primary coil unit. In the present invention, the joint surface between the primary and secondary cores is formed along the insertion direction of the primary coil unit. Therefore, the error of the insertion depth appears only as a slight change in the effective area of the joint surface, and the influence is extremely small compared to the conventional joint surface facing type in which the error of the insertion depth immediately appears as the size of the gap. .

[0006]

BEST MODE FOR CARRYING OUT THE INVENTION

<First Embodiment> Hereinafter, a first embodiment of the present invention will be described with reference to FIGS.

The overall configuration of the system is as shown in FIG. 1. A receiving portion 12 which can be opened and closed by, for example, a lid 11 is formed outside the body of an electric vehicle EV. It can be inserted and set. A charging power cable 40 is connected to the primary coil unit 30, and the charging power cable 40 is connected to the high-frequency power supply device 5 for charging.
It is linked to 0.

As shown in FIG. 2 and subsequent figures, the receiving portion 12 of the electric vehicle EV has a concave portion 13 that opens outward.
The receiving case 13 which constitutes a is attached, and the secondary coil unit 20 is arranged here. The secondary coil unit 20 includes, for example, a secondary core 21 made of ferrite.
The output terminal of the secondary coil 22 is connected to a charging circuit for charging a power battery (not shown) that is a power storage device of the electric vehicle EV. Thus, the high-frequency electromotive force induced in the secondary coil 22 can be rectified to charge the power battery. As shown in FIGS. 2 and 3, the secondary core 21 has, for example, a shape in which a quadrangular prism is bent in an L shape, and is fixed to the receiving case 13 in a shape in which the long side of the L shape is horizontal. The short side of the L-shape extends downward on the deep side of the recess 13a, and its lower end portion penetrates through the receiving case 13 and slightly projects into the recess 13a. Further, the lower surface at the tip of the long side of the L-shape is exposed toward the inside of the recess 13 a through an opening 13 b formed on the open end side of the receiving case 13. A leaf spring 14 is attached to the bottom of the recess 13a of the receiving case 13, and the primary coil unit 30 inserted into the recess 13a is attached.
Is urged upward (to the secondary coil unit 20 side).

On the other hand, the primary coil unit 30 comprises a flat box-shaped housing 31 and a primary coil 32 and a primary core 3.
3 are accommodated. The primary core 33 is the same as the secondary core 21 and is fixed to the housing 31 in such a shape that the long side of the L-shape extends along the front-rear direction of the housing 31. A secondary coil 32 is wound around the base 31 and extends upward at the base side thereof. Further, the upper end surface of the L-shaped short side portion penetrates the housing 31 and protrudes to the outside, and the upper end surface of the L-shaped long side portion is exposed to the outside through an opening 31 a formed at the front end of the housing 31. . Therefore, this primary coil unit 3
0 along the longitudinal direction of the primary core 33 to the electric vehicle EV.
When the primary core 33 is inserted into the recess 13a of the receiving case 13, the upper surface of the leading end of the long side of the primary core 33 slides against the lower end of the short side of the secondary core 21 to be in an opposed state. The upper surface of the side portion also faces the lower surface of the distal end of the long side portion of the secondary core 21 while sliding. When the primary coil unit 30 is inserted to the innermost position where it comes into contact with the step 13c in the receiving case 13 (see FIG. 4), the recess 1 is formed.
When the leaf spring 14 provided on the bottom surface of the core 3a urges the primary coil unit 30 upward, the opposing surfaces of the cores 21 and 33 are almost in contact with each other. A magnetic circuit is formed. Then, when the primary coil 32 is excited through the charging cable 40, an electromotive force is generated in the secondary coil 22, and the power battery of the electric vehicle EV is charged based on the electromotive force.

The opening 13b of the receiving case 13 for receiving the short side end surface of each of the cores 21 and 33 and the housing 3 are provided.
The one opening 31a is formed large so as to be able to receive each end face, but is particularly set to be sufficiently longer than each end face in the insertion direction of the primary coil unit 30. The charging power cable 40 is connected to the housing 3.
1 is inserted into the housing 31 through a tubular portion 38 also serving as a handle, which is integrally provided on the base side of the housing 1, and is connected to the internal primary coil 32.

The present embodiment has the above configuration, and its operation and effects are as follows. (1) In the process of inserting the primary coil unit 30 into the receiving case 13, the joining surface of the primary core 33 slides with respect to the joining surface of the secondary core 21, so that the opposed state is reached. Therefore, even if the insertion depth of the primary coil unit 30 is insufficient and the position of the joining surface of the primary core 33 is shifted back and forth with respect to the insertion direction from the designed position, the “displacement” is caused by the gap in the joining surface. It does not affect the size of the joint surface at all, it only appears as a slight change in the effective area of the joint surface, and the error in the insertion depth is immediately different from the conventional joint surface facing type in which the gap immediately appears as the size of the gap. Very few. Moreover, in the present embodiment, in particular, the receiving case 13 and the openings 13b, 31 of the housing 31 are provided.
The dimension of a in the insertion direction is longer than the dimension of each end face of the cores 21 and 33 in the same direction. Therefore, even if there is some deviation in the insertion direction, the entire area of each end face is always the same as that of the mating core. As a result, the allowable range for displacement in the insertion direction is sufficiently large. (2) In the present embodiment, the primary core 33 is formed in an L shape, and the insertion direction of the primary coil unit 30 is set to be along the longitudinal direction of the primary core 33. The projected area in the insertion direction of the secondary coil unit 20 can be reduced. This means that the area of the receiving portion 12 provided on the electric vehicle EV for receiving the primary coil unit 30 on the surface of the vehicle body is reduced. Will be higher.

<Second Embodiment>

FIG. 5 shows a second embodiment of the present invention. The difference from the first embodiment lies in the shapes of the primary and secondary cores 33, 21.
It has an E-shape that is long in the insertion direction of 0.

The point that the respective joining surfaces of the primary and secondary cores 21 and 33 are formed along the insertion direction of the primary coil unit 30, and that both the primary and secondary coils 22 and 32 A point provided at a position where the primary coil unit 30 does not interfere with the counterpart during insertion and the primary coil unit 30
The point of setting the insertion direction along the longitudinal direction of
This is the same as the first embodiment. Therefore, even if the primary coil unit 30 is displaced in the insertion direction, the influence on the characteristics of the magnetic circuit is extremely small. In addition, the primary coil unit 30 and the secondary coil unit 2
Since the projection area in the insertion direction of 0 can be reduced, the area on the vehicle body surface of the receiving portion 12 of the electric vehicle EV is reduced, and the degree of freedom in the structure and design of the electric vehicle EV is increased. The effect is obtained.

<Third Embodiment>

FIG. 6 shows a third embodiment of the present invention, in which the primary and secondary cores 33, 21 have a rectangular U shape that is long in the insertion direction of the primary coil unit 30. Is different from

The primary and secondary cores 21 and 33 are formed along the insertion direction of the primary coil unit 30, and both the primary and secondary coils 22 and 32 are connected to the primary coil unit 30. A point provided at a position where the primary coil unit 30 does not interfere with the counterpart during insertion and the primary coil unit 30
The point of setting the insertion direction along the longitudinal direction of
This is the same as the first embodiment. Therefore, also in this embodiment, even if the primary coil unit 30 is displaced in the insertion direction, the influence on the characteristics of the magnetic circuit is extremely small. Further, since the projected area in the insertion direction of the primary coil unit 30 and the secondary coil unit 20 can be reduced, the area of the receiving portion 12 of the electric vehicle EV on the vehicle body surface is reduced, and the electric vehicle E
The effect of increasing the degree of freedom in designing the structure and design of the V is obtained.

<Fourth Embodiment>

FIG. 7 shows a fourth embodiment of the present invention, in which the primary and secondary cores 33 and 21 have an F-shape which is long in the insertion direction of the primary coil unit 30. Different.

Again, both primary and secondary cores 21, 3
3 is formed along the insertion direction of the primary coil unit 30, and both the primary and secondary coils 22,
32 is provided at a position where the primary coil unit 30 does not interfere with the counterpart when the primary coil unit 30 is inserted, and that the insertion direction is set so as to be along the longitudinal direction of the primary coil unit 30. The same is true. Therefore, also in this embodiment, the primary coil unit 30
Of the magnetic circuit has a very small effect on the characteristics of the magnetic circuit. Further, since the projected area in the insertion direction of the primary coil unit 30 and the secondary coil unit 20 can be reduced, the area of the receiving portion 12 of the electric vehicle EV on the vehicle body surface is reduced, and the structure and design of the electric vehicle EV are reduced. This has the effect of increasing the degree of freedom in the design.

<Fifth Embodiment>

FIG. 8 shows a fifth embodiment of the present invention, in which the shapes of the primary and secondary cores 33 and 21 are different from those of the first embodiment.

That is, in the first embodiment, both cores 3
Although the prisms 3 and 21 have a prismatic shape, in this embodiment, both have a shape in which a round bar is bent into an L-shape. In this case, since it is necessary to join the short side of the L-shape to the side of the long side, flat surfaces 21a and 33a are formed on the side of the long side, and the end face of each short side is formed here. Are preferably adhered to each other.

In addition, both the primary and secondary cores 21 and 33
Are formed along the insertion direction of the primary coil unit 30, both the primary and secondary coils 22, 3
2 is provided at a position where it does not interfere with the counterpart when the primary coil unit 30 is inserted, and the insertion direction is set so as to be along the longitudinal direction of the primary coil unit 30. The same is true. Therefore,
Also in this embodiment, even if the primary coil unit 30 is displaced in the insertion direction, the influence on the characteristics of the magnetic circuit is extremely small. Further, since the projected area in the insertion direction of the primary coil unit 30 and the secondary coil unit 20 can be reduced, the electric vehicle E
The effect of reducing the area of the V receiving portion 12 on the vehicle body surface and increasing the degree of freedom in designing the structure and design of the electric vehicle EV can be obtained. Moreover, as described above, the core 2
Since the coils 1 and 33 are cylindrical, the coils 22 and 3
The work of winding the coil 2 separately from the core and mounting it on the core is simplified, and the adhesion between the coils 22 and 32 and the cores 21 and 33 is also improved.

<Sixth Embodiment>

FIG. 9 shows a sixth embodiment of the present invention, in which the shapes of the primary and secondary cores 33 and 21 and the coils 22 and 3 are shown.
The winding position 2 is different from that of the first embodiment.

Each of the cores 33 and 21 has a shape in which a round bar is bent in an L-shape as in the sixth embodiment, and flat surfaces 21a and 33a are formed on the long side portions. The end faces of the short sides are slid so as to face each other.
The primary coil and the secondary coils 32 and 22 are wound around the long sides of the cores 33 and 21 in a solenoid shape that is long in the axial direction so that the projected area in the insertion direction of the primary coil unit 30 is as small as possible. I have to.
Of course, both the primary and secondary coils 22, 32 are provided at positions where they do not interfere with the counterpart when the primary coil unit 30 is inserted, and the insertion direction is set so as to be along the longitudinal direction of the primary coil unit 30. This is the same as in the first embodiment. Also in this embodiment, the displacement of the primary coil unit 30 in the insertion direction has little effect on the characteristics of the magnetic circuit. The effect of increasing the degree of freedom in designing the structure and design can be obtained. Further, since each of the cores 33 and 21 has a round bar shape, as in the above embodiment, the coil winding operation and the mounting operation on the core are simplified, and the advantages of improving the adhesion to the cores 21 and 33 are obtained. Can be

<Seventh Embodiment>

FIGS. 10 to 12 show a seventh embodiment. Each of the cores 33 and 21 has an L-shape as a whole, and its long side has a prismatic shape, and its short side has a columnar shape with an elliptical cross section. Therefore, each of the coils 32 and 22 wound around the short side has a horizontally long elliptical shape along the insertion direction of the primary coil unit 30, as is apparent from FIGS. With this configuration, the projected area in the insertion direction of the primary coil unit 30 is further reduced, and the effect of increasing the degree of freedom in designing the structure and design of the electric vehicle EV is obtained. Of course, both the primary and secondary coils 22, 32 are provided at positions where they do not interfere with the counterpart when the primary coil unit 30 is inserted, and the insertion direction is set so as to be along the longitudinal direction of the primary coil unit 30. This is the same as in the first embodiment. Also in this embodiment, the displacement of the primary coil unit 30 in the insertion direction has little effect on the characteristics of the magnetic circuit. The effect of increasing the degree of freedom in designing the structure and design can be obtained. Further, since the short side is an elliptical columnar shape, as in the sixth embodiment, the coil winding operation and the mounting operation to the core are simplified, and the advantages of improving the adhesion to the cores 21 and 33 are obtained. Can be

<Eighth Embodiment>

FIG. 13 shows an eighth embodiment of the present invention. The secondary core 21 has a U-shape, and the primary core 33 has an I-shape connecting the open ends of the secondary core 21.

This primary core 33 is, as shown in FIG.
With the insertion of the primary coil unit 30, the primary coil unit 30 enters at the same time as both open end faces of the secondary core 21 from the direction in which the primary and secondary cores 21 and 33 are joined. The primary and secondary coils 22, 32 are formed along the direction in which the primary coil unit 30 is inserted, and are provided at positions where they do not interfere with the counterpart when the primary coil unit 30 is inserted.

In this way, the primary coil unit 3
Even if 0 is displaced with respect to the insertion direction, the effect that the influence on the characteristics of the magnetic circuit is extremely reduced is obtained.

<Ninth Embodiment>

FIGS. 14 and 15 show a ninth embodiment of the present invention, in which primary and secondary cores 33,
21 has an L-shape as a whole, but its long side has a flat plate shape and its short side has a columnar shape. The width of the long side of the flat plate is determined by the length of each coil 22 wound around the short side.
The outer diameter of each of the coils 32 and 32 is set larger than the outer diameter of the cores 32 and 32, as shown in FIG. In addition, the point that each joining surface of both the primary and secondary cores 21 and 33 is formed along the insertion direction of the primary coil unit 30, and that both the primary and secondary coils 22 and 32 are inserted when the primary coil unit 30 is inserted. Are similar to those of the first embodiment in that the primary coil unit 30 is provided at a position that does not interfere with the counterpart and that the insertion direction is set along the longitudinal direction of the primary coil unit 30.

Therefore, even in this embodiment, even if the primary coil unit 30 is displaced in the insertion direction, it hardly affects the characteristics of the magnetic circuit. Further, since the projected area in the insertion direction of the primary coil unit 30 and the secondary coil unit 20 can be reduced, the area of the receiving portion 12 of the electric vehicle EV on the vehicle body surface is reduced, and the structure and design of the electric vehicle EV are reduced. This has the effect of increasing the degree of freedom in the design.

Further, since the end faces of the coils 32 and 22 are in contact with the cores 33 and 21,
Transfer of heat between the cores 2 and 22 and the cores 33 and 21 is promoted, and local temperature rise can be prevented. That is, for example, when cooling the coils 32, 22, the cores 33, 21 can be simultaneously cooled, and conversely, when cooling the cores 33, 21, the coils 32, 22 can be simultaneously cooled. In addition, coil 2
Since the cores 33 and 21 of the winding portions 2 and 32 are cylindrical, it is easy to wind the coils 22 and 32 separately from the cores and mount them on the cores. Adhesion with 33 is also improved.

<Tenth Embodiment>

FIG. 16 shows a tenth embodiment of the present invention, in which primary and secondary cores 21 and 33 are shown.
Are both L-shaped, and each of the coils 32 and 22 is wound around the rising edge of each core. As a result, the primary coil unit 30 has a shape that is long in the left-right direction in the figure, but the insertion direction is determined along the longitudinal direction (see the arrow in the figure). In the case of this embodiment, only one of the two joint surfaces for joining the two cores 21 and 33 to form a loop shape is formed along the insertion direction of the primary coil unit 30. Is a butting type. However, when the primary coil unit 30 is displaced in the insertion direction, the position where the displacement immediately appears as the size of the gap is one place, and the conventional joint surface facing type which appears as a gap error at two places. The effect on the characteristics of the magnetic circuit is reduced by half.

Further, since the insertion direction is determined in the direction along the longitudinal direction of the primary coil unit 30, the area of the receiving portion provided on the electric vehicle EV for receiving the primary coil unit 30 on the vehicle body surface is reduced, Electric car E
The degree of freedom can be increased in terms of the structure and design of the V.

<Eleventh Embodiment>

FIG. 17 shows an eleventh embodiment in which primary and secondary cores 21 and 33 are both L-shaped, and coils 32 and 22 are wound around rising edges of the cores. is there. Further, the upper end surface of the rising side portion of the primary core 33 is opposed to the lower end of the long side portion of the secondary core 21. Therefore, similarly to the tenth embodiment, one of the joining surfaces is the primary side. It is formed along the insertion direction (arrow) of the coil unit 30. Of course, both the primary and secondary coils 32, 22 are provided at positions where they do not interfere with the counterpart when the primary coil unit is inserted, and are joined as shown by the two-dot chain line in FIG. According to this configuration, the position of the primary coil unit 30 in the insertion direction is less likely to affect the characteristics of the magnetic circuit, and the receiving portion provided on the electric vehicle EV for receiving the primary coil unit is located on the surface of the vehicle body. The area can be reduced, and the degree of freedom in designing the structure and design of the electric vehicle EV can be increased.

<Twelfth Embodiment>

FIG. 18 shows a twelfth embodiment of the present invention. The difference from the first embodiment is that each core 21,
33 is formed so as to be inclined at an angle of about 45 degrees with respect to the insertion direction of the primary coil unit.
With this configuration also, the area of the receiving portion provided on the electric vehicle EV for receiving the primary coil unit on the vehicle body surface is reduced, and the degree of freedom in the structure and design of the electric vehicle EV can be increased. Moreover, the size of the primary coil unit can be further reduced. Further, the influence of the positioning error in the insertion direction on the gap between the joining surfaces can be reduced as compared with the structure in which the joining surfaces are abutted. The angle formed by the joining surface with respect to the insertion direction is not limited to 45 degrees, and may be any other inclination angle.

<Thirteenth Embodiment>

FIG. 19 shows a thirteenth embodiment of the present invention.
The difference from the first embodiment lies in the shapes of the cores 21 and 33. At one end of each of the cores 21 and 33, a projecting plate 35 extending along the insertion direction of the primary coil unit 30 is formed, and at the other end, the projecting plate 35 is inserted into the direction of insertion of the primary coil unit. A groove 36 is formed so as to penetrate the primary coil unit, and the protruding plate portion 35 of the primary core 33 is disposed in the primary coil unit. In this configuration, since the protruding plate portions 35 of the cores 21 and 33 enter the grooves 36 due to the insertion of the primary coil units, the joining surfaces of the cores 21 and 33 are formed along the insertion direction of the primary coil units. Further, since the joint surface is formed by fitting the protruding plate portion 35 and the groove portion 36, the area of the joint portion can be increased.

<Fourteenth Embodiment>

FIG. 20 shows a fourteenth embodiment of the present invention. The difference from the first embodiment is also in the shape of each of the cores 21 and 33. At one end of each of the cores 21 and 33, a ridge 37 extending along the insertion direction of the primary coil unit 30 is provided. At the other end, a groove 38 is formed at the other end to allow the protrusion 37 to enter along the insertion direction of the primary coil unit 30. In the primary coil unit 30, a groove 35 of the primary core 33 is formed. Is arranged so that it is the other side. This ridge 37 has on both sides inclined surfaces whose cross section is triangular so as to cross the extending direction, whereby the ridge 37 is formed in the groove 3.
When the cores 21 and 33 are urged in a direction approaching each other in a state where the cores 21 and 33 are inserted in the core 8, the cores 21 and 33 are exactly aligned by the slopes. In addition, this ridge is not limited to a triangular cross-section, and the same effect as described above can be obtained even with a ridge having a semicircular cross-section.

<Other Embodiments>

The present invention is not limited to the embodiments described with reference to the above description and the drawings. For example, the following embodiments are also included in the technical scope of the present invention. Various changes can be made without departing from the scope of the present invention.

(1) In each of the above embodiments, the opening 31 a provided in the housing 31 of the primary coil unit 30,
Although the opening 13b of the receiving case 13 on the electric vehicle EV side remains open, a shutter for closing the opening may be provided here except during charging. Accordingly, it is possible to prevent foreign matter from adhering to the joint surface of each core, and it is possible to suppress an increase in the magnetic gap at the joint.

(2) In each of the above embodiments, the primary and secondary coils 22 and 32 are formed by winding ordinary magnet wires. However, when a high-frequency current is applied to each of the coils 22 and 32, Utilizing the fact that the central portion of the coil cross section hardly functions as a current path due to the occurrence of the skin effect, the coils 22 and 32 are formed by, for example, hollow conductive pipes in all the embodiments, and cooling water It is good also as a structure which flows refrigerant | coolants, such as oil and oil.

Specifically, for example, a configuration shown in FIG. 21 is conceivable. Here, the primary coil unit 30
A primary coil 32 is wound around a primary core 33 similar to the embodiment, and the primary coil 32 is configured by winding a conductive pipe 70 whose inner surface is insulated a plurality of times. A coolant supply pipe 71 is fitted to an end of the conductive pipe 70, and a power supply terminal 72 is provided near a portion of the conductive pipe 70 connected to the coolant supply pipe 71.
Are connected by, for example, brazing, and the core of the charging power cable 40 is fixed by caulking so that the primary coil 32 can be excited. Further, the two refrigerant supply pipes 71 extend so as to be integrated along the charging power cable 40, and their ends are connected to a circulating pump (not shown) and a radiator so as to form a closed loop. ing.

Accordingly, when the circulating pump is operated, the cooling water flows through the conductive pipe 70 through the refrigerant supply pipe 71 on the outgoing side of the charging cable 40, and this flows again through the refrigerant supply pipe 71 on the backward path of the charging power cable 40. A circulating flow of the refrigerant is generated that is returned from the radiator to the circulation pump, and the heat generated in the conductive pipe 70 is
It is carried by the cooling water and is radiated by the radiator. Thereby, the primary coil 32 can be cooled effectively,
Moreover, since the high frequency current originally has a property that the current flows to the outer peripheral side of the conductive pipe 70 due to the skin effect,
Even if the conductive pipe 70 is hollow, the conductor resistance does not increase. The secondary coil 22 may also be constituted by the conductive pipe 70 and cooled by flowing cooling water.

[Brief description of the drawings]

FIG. 1 is a side view schematically showing a charging system of the present invention.

FIG. 2 is a perspective view showing primary and secondary coil units showing the first embodiment of the present invention.

FIG. 3 is a vertical sectional view

FIG. 4 is a longitudinal sectional view showing the primary coil unit in an inserted state.

FIG. 5 is a longitudinal sectional view of a core showing a second embodiment.

FIG. 6 is a cross-sectional view of a core showing a third embodiment.

FIG. 7 is a sectional view of a core showing a fourth embodiment.

FIG. 8 is a perspective view of each coil unit showing a fifth embodiment.

FIG. 9 is a perspective view of each coil unit showing a sixth embodiment.

FIG. 10 is a perspective view of each coil unit showing a seventh embodiment.

FIG. 11 is a sectional view taken along the line AA of FIG. 10;

FIG. 12 is a sectional view taken along the line BB of FIG. 10;

FIG. 13 is a perspective view of a coil unit according to an eighth embodiment.

FIG. 14 is a perspective view of a coil unit according to a ninth embodiment.

FIG. 15 is a sectional view taken along the line CC of FIG. 14;

FIG. 16 is a sectional view of a core showing a tenth embodiment.

FIG. 17 is a sectional view of a core showing an eleventh embodiment.

FIG. 18 is a sectional view of a core showing a twelfth embodiment;

FIG. 19 is a perspective view of a coil unit showing a thirteenth embodiment.

FIG. 20 is a perspective view of a coil unit according to a fourteenth embodiment.

FIG. 21 is a cross-sectional view showing primary and secondary coil units according to another embodiment.

FIG. 22 is a sectional view showing a conventional magnetic coupling device for charging an electric vehicle.

[Explanation of symbols]

 EV ... electric vehicle 12 ... receiving part 20 ... secondary coil unit 21 ... secondary core 22 ... secondary coil 30 ... primary coil unit 32 ... secondary coil 33 ... secondary core 50 ... high frequency power supply

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Akashi Arisaka 1-3-1 Shimaya, Konohana-ku, Osaka-shi, Osaka Sumitomo Electric Industries, Ltd. (72) Inventor Toshiro Shimada 1-chome, Shimaya, Konohana-ku, Osaka-shi, Osaka 1-3 No. Sumitomo Electric Industries, Ltd.

Claims (1)

[Claims] 1. A primary coil unit comprising a primary core and a primary coil, for charging a power storage device of an electric vehicle with a charging power source, and a secondary core and a secondary core provided in the electric vehicle. A secondary coil unit comprising a coil, wherein the primary coil unit is inserted into the electric vehicle side and the primary and secondary cores are joined to form a closed-loop magnetic circuit, By exciting the primary coil with the power supply for charging to generate an electromotive force in the secondary coil to charge the power storage device, the joining surface of both the primary and secondary cores is A magnetic coupling device for charging an electric vehicle, wherein the magnetic coupling device is formed along an insertion direction of the primary coil unit.