RU2461946C1 - Device for non-contact power generation and transport means containing such device - Google Patents

Abstract

FIELD: electricity.

SUBSTANCE: invention includes power accumulating device (150) identified as object for power supply, and secondary self-resonating coil (110) receiving electric power that should be supplied to the said load from external primary self-resonating coil (240). The secondary self-resonating coil (110) is capable of switching between the first condition and second condition. The first condition is selected in power receiving mode, in which the secondary self-resonating coil has magnetic link with primary self-resonating coil (240) by way of magnetic field resonance. The second condition is selected in power receiving stop mode, in which magnetic link of the secondary self-resonating coil with primary self-resonating coil by way of resonance is weaker than in the first condition.

EFFECT: possibility to stop power receiving.

15 cl, 12 dwg

Description

Technical field

The present invention relates to a non-contact receiving electric power device and to a vehicle containing such a device, in particular to a technology for supplying electric energy to a vehicle in a non-contact manner from an energy source external to the vehicle.

State of the art

Much attention is focused on electric vehicles, such as electric vehicles and hybrid vehicles, as environmentally friendly vehicles. These vehicles combine an electric motor to form a driving force for movement and a rechargeable energy storage device for storing electric power that must be supplied to the electric motor. A hybrid vehicle refers to a vehicle combining an internal combustion engine as an energy source in addition to an electric motor, or a vehicle further combining a fuel cell in addition to an energy storage device, as a direct current energy source for driving vehicle movement.

Among hybrid vehicles, a vehicle is known which makes it possible to charge an energy storage device installed in a vehicle from an energy source external to the vehicle, as is the case with an electric vehicle. For example, the so-called "plug-in hybrid vehicle" is known, which allows the energy storage device to be charged from a conventional household power source by establishing a connection between the plug socket located in the house and the charging input provided in the vehicle via a charging cable.

As a method of power transmission, attention in recent years has focused on wireless power transmission without using power cords and / or power cables for power transmission. Three promising approaches are known for this technology for wireless energy transfer, such as energy transfer using electromagnetic induction, energy transfer using electromagnetic waves, and energy transfer using a resonant method.

A resonant transmission method is a non-contact energy transmission method that transfers energy through an electromagnetic field, causing resonance in a pair of resonators (for example, a pair of self-resonant coils) in an electromagnetic field (near field), allowing electricity up to several kW to be transmitted over a relatively long distance (for example, several meters ) (reference to Non-Patent Document 1).

Patent Document 1: WO 2007/008646

Non-Patent Document 1: Andre Kurs et al. "Wireless Power Transfer via Strongly Coupled Magnetic Resonances" (on-line), July 6, 2007, SCIENCE, t. 317, pp. 83-86 (found on September 12, 2007) , The Internet

<URL: http: //www.sciencemag.org/cgi/reprint/317/5834/-86.pdf>

Problems to be Solved by the Invention

In the resonance method, electric energy is transmitted when the resonance condition between the resonator on the power transmission side and the resonator on the energy receiving side is satisfied. However, there may be a case where the energy receiving side does not need to receive electric energy, such as, for example, when the energy storage device is in a fully charged state or the like.

In the case where the wireless power transmission technology disclosed in the aforementioned document “Wireless Power Transfer via Strongly Coupled Magnetic Resonances” is applied to a power supply system for a vehicle, a method in order to stop receiving power when power is not required in the vehicle, is a problem. Mentioned documents do not separately indicate a specific configuration or control method for stopping energy production.

An object of the present invention is to provide a device for contactlessly generating energy and a vehicle that can easily stop receiving energy when power is supplied using the resonant method.

Problem Solver

The non-contact energy receiving device according to the present invention includes a load identified as an object for supplying energy, and a secondary self-resonant coil receiving electrical energy to be supplied to the load from the primary self-resonant coil external to the vehicle. The secondary self-resonant coil is configured to switch between the first state and the second state. The first state is selected in the energy production mode in which the secondary self-resonant coil is magnetically coupled to the primary self-resonant coil by magnetic field resonance. The second state is selected in the mode of stopping the production of energy, in which the magnetic coupling of the secondary self-resonant coil with the primary self-resonant coil by resonance is weaker than in the first state.

Preferably, the secondary self-resonant coil has an impedance different between the first state and the second state.

More preferably, the secondary self-resonant coil includes a main part of the coil and an inductance modifier modifying the inductance of the main part of the coil.

Additionally, preferably the main part of the coil is divided in the central region into the first part and the second part. The inductance modifier includes a relay provided in the central region of the main part of the coil, connecting the first part and the second part in the power receiving mode and disconnecting the first part from the second part in the power stopping mode.

Preferably, the secondary self-resonant coil includes a main part of the coil and a capacitance modifier modifying the capacitance of the main part of the coil.

Additionally, preferably, the capacitance modifier includes a main line connected to the end of the main part of the coil, a relay connected to the main line, and a capacitor connected to the main part of the coil through the main line in a power-receiving relay and disconnected from the main part of the coil by a relay in the mode of stopping the production of energy.

Further preferably, the non-contact power receiving device further includes a discharge resistor for setting the capacitor to a discharge state in the power-off mode.

Further preferably, another relay is included in the design, disconnecting the discharge resistor from the capacitor in the power generation mode and connecting the discharge resistor to the capacitor in the power stop mode.

Additionally, it is preferred that the relay disconnects the discharge resistor from the capacitor in the power-receiving mode and connects the discharge resistor to the capacitor in the power-off mode.

Preferably, the non-contact power generation device further includes a voltage converter converting the input voltage for supplying the load, and a rectifier rectifying the alternating voltage and providing the rectified voltage to the voltage converter as the input voltage. The secondary self-resonant coil receives electrical energy from the primary self-resonant coil to cause the formation of an alternating voltage, which must be supplied to the rectifier.

Additionally, it is preferable that the non-contact power receiving device is installed in the vehicle in order to receive electrical energy from a feeding device including a primary self-resonant coil external to the vehicle. The non-contact energy receiving device further includes a control unit that controls the switching of the secondary self-resonant coil between the first state and the second state. The control unit sets the secondary self-resonant coil in the first state and the second state when the vehicle satisfies and does not, respectively, satisfy the condition for energy production.

Further preferably, the vehicle includes an energy storage device receiving electric charge energy from the contactless energy receiving device as a load. The condition for generating energy includes the condition that the state of charge of the energy storage device is less than the threshold value.

More preferably, the condition for generating energy includes the condition that a predetermined failure does not occur in the vehicle.

According to another aspect of the present invention, the vehicle includes a non-contact energy receiving device that receives electrical energy transmitted in a non-contact manner from outside the vehicle. The non-contact energy receiving device includes a load identified as an object for supplying energy, and a secondary self-resonant coil receiving electrical energy to be supplied to the load from an external primary self-resonant coil. The secondary self-resonant coil is configured to switch between the first state and the second state. The first state is selected in the energy production mode in which the secondary self-resonant coil is magnetically coupled to the primary self-resonant coil by magnetic field resonance. The second state is selected in the mode of stopping the production of energy, in which the magnetic coupling of the secondary self-resonant coil with the primary self-resonant coil by resonance is weaker than in the first state.

Preferably, the secondary self-resonant coil has an impedance different between the first state and the second state.

Advantages of the Invention

According to the present invention, energy production can be easily stopped when receiving electric energy is undesirable when applying energy using the resonant method.

Brief Description of the Drawings

1 is a complete configuration of an energy supply system according to a first embodiment of the present invention.

Figure 2 is a diagram for describing the mechanism of energy transfer through the resonant method.

Figure 3 - the relationship between the distance from the current source (magnetic current source) and the intensity of the electromagnetic field.

FIG. 4 is a block diagram showing a configuration of a power circuit of an electric vehicle 100 shown in FIG.

FIG. 5 is a circuit diagram of a DC / DC converter 140 shown in FIG.

6 is a detailed configuration of a secondary self-resonant coil 110 of FIGS. 1 and 4.

7 is a flowchart for describing a charge start process performed by the vehicle ECU 180.

Fig. 8 is a flowchart of a process in the case of normal termination during power generation.

Fig. 9 is a flowchart of a process in the event of a forced termination due to an error occurring during power generation.

10 is a schematic diagram of a configuration of a secondary self-resonant coil 110A applied in a non-contact power generation device of the second embodiment.

11 is a schematic diagram of a configuration of a secondary self-resonant coil 110A1, which is a modification of the secondary self-resonant coil 110A.

12 is a schematic diagram of a configuration of a secondary self-resonant coil 110B, which is a modification of the secondary self-resonant coil 110A; and

13 is a schematic diagram of a configuration of a secondary self-resonant coil 110C, which is another modification of the secondary self-resonant coil 110A.

List of Reference Items

In the drawings, reference numeral 100 denotes a vehicle with an electric motor; 110, 110A, 110A1, 110B, 110C, 340 - secondary self-resonant coil; 111 - the main part of the coil; 112 - relay, 113 - the first part; 114 - the second part; 115 - inductance modifier; 125, 350 - secondary coil; 130 - rectifier; 140 - converter; 142 - block DC / AC conversion; 144 - transformer block; 146 - rectifier unit; 150 - energy storage device; 162 - boost converter; 164, 166 - inverter; 170 - electric motor; 172, 174 - electric motor-generator; 176 - engine; 177 is an energy separation device; 178 - a driving wheel; 190 - communication device; 191, 192 - voltage sensor; 194 - current sensor; 200 - power supply device; 210 - source of AC-energy; 220 - shaper of high-frequency energy; 230, 320 - primary coil; 240, 330 - primary self-resonating coil; 250 - communication device; 310 - a source of high-frequency energy; 311 - the main part of the coil; 312A, 312A1, 312B, 312C - capacity modifier; 313 - capacitor; 314 - discharge resistor; 315, 316, 317 - relay; 321, 322 - the main line; 360 - load; 180 - vehicle ECU; PL2 is a positive line; SMR1, SMR2 - the main relay of the system.

BEST MODES FOR CARRYING OUT THE INVENTION

Embodiments of the present invention will now be described in more detail with reference to the drawings. The same or corresponding elements in the drawings are denoted by the same reference numerals and their description will not be repeated.

First Embodiment

Figure 1 is a complete configuration of an energy supply system according to a first embodiment of the present invention. As shown in FIG. 1, the power supply system includes an electric powered vehicle 100 and an energy supply system 200. The electrically powered vehicle 100 includes a secondary self-resonating coil 110, a secondary coil 120, a rectifier 130, a DC / DC converter 140, and an energy storage device 150. The electrically powered vehicle 100 further includes an energy control unit 160 (hereinafter also referred to as a "PCU"), an electric motor 170, a vehicle ECU (electronic control unit) 180, and a communication device 190.

Although the secondary self-resonant coil 110 is located in the lower part of the vehicle body, it can be placed in the upper part of the vehicle body if the power supply device 200 is located above the vehicle. The secondary self-resonant coil 110 is an LC resonant coil having both ends open (disconnected) and receives electrical energy from the power supply device 200 by resonating with the primary self-resonant coil 240 of the power supply device 200 (described later) through an electromagnetic field. Although the capacitive component of the secondary self-resonant coil 110 here corresponds to the floating capacity of the coil, a capacitor may be provided at the ends of the coil.

The secondary self-resonant coil 110 has a number of turns, respectively set so that a Q value representing the resonance intensity between the primary self-resonant coil 240 and the secondary self-resonant coil 110 (e.g., Q> 100), a K value representing the degree of their binding, etc. . become larger based on the distance from the primary self-resonant coil 240 of the power supply device 200, the resonant frequency of the primary self-resonant coil 240 and the secondary self-resonant coil 110, and the like.

The secondary coil 120 is aligned with the secondary self-resonant coil 110 and may be magnetically coupled to the secondary self-resonant coil 110 by electromagnetic induction. The secondary coil 120 extracts the electrical energy received by the secondary self-resonant coil 110 through electromagnetic induction to output to the rectifier 130. The rectifier 130 rectifies the AC energy extracted by the secondary coil 120.

The DC / DC converter 140 responds to a control signal from the vehicle ECU 180 to convert electrical energy rectified by the rectifier 130 to the voltage level of the power storage device 150 for output to it. In the case where energy is obtained from the power supply device 200 during a vehicle movement operation (in this case, the power supply device 200 can be located, for example, in the upper part or in the side of the vehicle), the DC / DC converter 140 can convert electrical the energy rectified by the rectifier 130 to the system voltage for direct supply to the PCU 160. A DC / DC converter 140 is not necessarily required, and a configuration in which AC electric energy is extracted can be applied calculated by the secondary coil 120 is rectified by a rectifier 130 and then directly applied to the energy storage device 150.

The energy storage device 150 is a rechargeable DC energy source and includes a battery, such as a lithium-ion or nickel-metal hydride battery. The energy storage device 150 stores electrical energy supplied from the DC / DC converter 140, as well as the regenerative electricity generated by the electric motor 170. The energy storage device 150 supplies the stored electrical energy to the PCU 160. The large capacitor can be used as the storage device 150 energy. Any energy buffer is applicable as long as it can temporarily store electrical energy supplied from the power supply device 200 and / or regenerative electrical energy from the electric motor 170 and supply the stored electrical energy to the PCU 160.

The PCU 160 drives the electric motor 170 by electric energy outputted from the energy storage device 150 or electric energy directly supplied from the DC / DC converter 140. The PCU 160 rectifies the regenerative electric energy generated by the electric motor 170 to output to the energy storage device 150 so that the energy storage device 150 is charged. The electric motor 170 is driven by the PCU 160 to generate vehicle driving energy that is provided to the drive wheels. The electric motor 170 generates electric energy using kinetic energy received from the drive wheels and the engine (not shown) and outputs the generated regenerative electric energy to the PCU 160.

In the vehicle driving mode, the vehicle ECU 180 controls the PCU 160 based on the vehicle driving state and / or charge state (hereinafter also referred to as the "SOC") of the energy storage device 150. The communication device 190 functions as a communication interface for communicating with the power supply device 200 external to the vehicle.

The power supply device 200 includes an AC power source 210, a high frequency power amplifier 220, a primary coil 230, a primary self-resonant coil 240, a communication device 250 and an ECU 260.

An AC power source 210 is external to the vehicle and is a system power supply, for example. The high-frequency energy generator 220 converts the electrical energy received from the AC energy source 210 into high-frequency electrical energy. The converted high-frequency electric energy is supplied to the primary coil 230. The frequency of the high-frequency electric energy generated by the high-frequency energy generator 220 is, for example, from 1 M to a dozen or several MHz.

The primary coil 230 is aligned with the primary self-resonant coil 240 and may be magnetically coupled to the primary self-resonant coil 240 by electromagnetic induction. The primary coil 230 delivers high-frequency electric energy supplied from the high-frequency energy generator 220 to the primary self-resonant coil 240 by means of electromagnetic induction.

Although the primary self-resonant coil 240 is placed close to the ground, it can be placed above the vehicle or to the side of the vehicle when energy is supplied to the electric vehicle 100 on top of the vehicle. The primary self-resonant coil 240 is similar to an LC resonant coil having both ends open (without contact) and transmits electrical energy to the electric vehicle 100, resonating with the secondary self-resonant coil 110 of the electric vehicle 100 through an electromagnetic field. Although the capacitive component of the primary self-resonant coil 240 similarly corresponds to the floating capacity of the coil, a capacitor can be connected at the ends of the coil.

The primary self-resonant coil 240 has a number of turns, respectively set so that the Q value (e.g., Q> 100), the degree of binding K, and the like. become larger based on the distance from the secondary self-resonant coil 110 of the electric vehicle 100, the resonant frequency of the primary self-resonant coil 240 and the secondary self-resonant coil 110, and the like.

The communication device 250 functions as a communication interface to wirelessly communicate with an electric drive vehicle 100 that is a recipient of supplied energy. ECU 260 controls the high-frequency energy driver 220 so that the electrical energy received in the electric vehicle 100 reaches the target value. In particular, the ECU 260 receives the received electric energy from the electric vehicle 100 and its target value for the electric vehicle 100 through the communication device 250 and controls the output signal of the high-frequency energy generator 220 so that the electric energy received in the electric vehicle 100 matches with target value. The ECU 260 may transmit the impedance value of the power supply device 200 to the electric vehicle 100.

Figure 2 is a diagram for describing the mechanism of energy transfer through a resonant method. As shown in FIG. 2, the resonance method is similar to the resonance of two tuning forks. By resonance of two LC resonating coils having the same neutral frequency in an electromagnetic field (near field), electrical energy is transmitted from one coil to another coil through an electromagnetic field.

In particular, the primary coil 320 is connected to a high-frequency energy source 310, and electrical energy with a frequency of 1 M to a dozen or several MHz is supplied to the primary self-resonant coil 330, which is magnetically coupled to the primary coil 320 by electromagnetic induction. The primary self-resonant coil 330 is an LC resonator based on the inductance and the floating capacitance of the coil, resonating with the secondary self-resonant coil 340, having the same resonant frequency as the primary self-resonant coil 330, through an electromagnetic field (near field). Accordingly, energy (electrical energy) is transmitted from the primary self-resonant coil 330 to the secondary self-resonant coil 340 through an electromagnetic field. The energy (electrical energy) transmitted to the secondary self-resonant coil 340 is extracted by the secondary coil 350 magnetically coupled to the secondary self-resonant coil 340 by electromagnetic induction to present itself to a load 360.

The corresponding relationship between the elements in FIG. 1 will be described later in this document. The AC energy source 210 and the high-frequency energy generator 220 in FIG. 1 correspond to the high-frequency energy source 310 in FIG. 2. The primary coil 230 and the primary self-resonant coil 240 in FIG. 1 correspond to the primary coil 320 and the primary self-resonant coil 330 in FIG. 2, respectively. The secondary self-resonant coil 110 and the secondary coil 120 in FIG. 1 correspond to the secondary self-resonant coil 340 and the secondary coil 350, respectively, in FIG. Elements of the rectifier 130, etc. figure 1, in General, are presented as a load 360.

Figure 3 represents the relationship between the distance from the current source (magnetic current source) and the intensity of the electromagnetic field. Turning to FIG. 3, the electromagnetic field includes three components. Curve k1 represents a component inversely proportional to the distance from the wave source, and is called the "electromagnetic radiation field." Curve k2 represents a component inversely proportional to the square of the distance from the wave source, and is called the "electromagnetic induction field." Curve k3 represents the component inversely proportional to the cube of the distance from the wave source, and is called the "electrostatic electromagnetic field."

There is a region where the intensity of the electromagnetic wave decreases sharply according to the distance from the wave source. In the resonance method, energy (electrical energy) is transmitted using the near field (scattered field). In particular, by forcing a pair of resonators (for example, a pair of LC resonating coils) having the same neutral frequency to resonate, taking advantage of the near field, energy (electrical energy) is transferred from one resonator (primary self-resonant coil) to another resonator (secondary self-resonant coil) . Since this near field does not transfer energy (electrical energy) far, the resonant method allows energy transfer with less energy loss compared to an electromagnetic wave, which transmits energy (electrical energy) through an "electromagnetic radiation field" that transmits energy over a long distance.

FIG. 4 is a block diagram representing a configuration of a power circuit of an electric vehicle 100 in FIG. 1. As shown in FIG. 4, the electric powered vehicle 100 includes an energy storage device 150, a main system relay SMR1, a boost converter 162, inverters 164, 166, electric motor generators (EDGs) 172, 174, an engine 176, a division device 177 energy and a drive wheel 178. Additionally, the electric vehicle 100 further includes a secondary self-resonant coil 110, a secondary coil 120, a rectifier 130, a DC / DC converter 140, a main system relay SMR2, a vehicle ECU 180, a device 190 communications, voltage sensors 191, 192, and current sensor 194.

An electrically driven vehicle 100 combines an engine 176 and an electric motor-generator 174 as a source of movement. An engine 176 and electric motor generators 172 and 174 are connected to an energy separation device 177. The motorized vehicle 100 is driven by a driving energy generated by at least one of the engine 176 and an electric motor-generator 174. The driving energy generated by the engine 176 is divided into two ways by the energy separation device 172. One path is directed to the drive wheel 178, and the other path is directed to the motor-generator 162.

The electric motor-generator 172 is a rotating electric AC-machine, formed, for example, from a 3-phase AC-synchronous electric motor having a permanent magnet built into the rotor. The electric motor-generator 172 generates electrical energy using the kinetic energy of the motor 176, which is divided by the device 177 energy separation. For example, when the SOC of the energy storage device 150 falls below a predetermined value, the engine 176 is started and electric energy is generated by the electric motor-generator 172, whereby the energy storage device 150 is charged.

The electric motor-generator 174 is also a rotating electric AC-machine, formed, for example, from a 3-phase AC-synchronous electric motor having a permanent magnet integrated in the rotor, similarly to the electric motor-generator 172. The electric motor-generator 174 generates moving energy by at least one of the electric energy stored in the energy storage device 150 and the electric energy generated by the electric motor-generator 172. The driving energy of the electric motor-generator 174 is transmitted drive wheel 178.

In the vehicle braking mode or in the mode of acceleration reduction during descent, the mechanical energy stored in the vehicle as kinetic energy or potential energy is used to rotationally drive the motor generator 174 through the drive wheel 178, whereby the motor generator 174 acts as an energy generator . Accordingly, the electric motor-generator 174 operates as a regenerative brake that converts the movement energy into electrical energy to form a braking force. Electrical energy generated by the electric motor-generator 174 is stored in the energy storage device 150. The electric motor-generator 174 corresponds to the electric motor 170 shown in FIG.

An energy separation device 177 is formed from a planetary gear train including a sun gear, a pinion gear, a carrier, and a ring gear. The pinion gear engages with the sun gear and the ring gear. The carrier supports the pinion gear to allow rotation along its axis, and is connected to the crankshaft of the engine 176. The sun pinion is connected to the rotating shaft of the motor generator 172. The ring gear is connected to the rotating shaft of the motor generator 174 and the drive wheel 178.

The main system relay SMR1 is located between the energy storage device 150 and the boost converter 162. The main system relay SMR1 electrically connects the energy storage device 150 to the boost converter 162 when the signal SE1 from the vehicle ECU 180 becomes active, and disconnects the electrical circuit between the energy storage device 150 and boost converter 162 when the signal SE1 becomes inactive.

Boost converter 162 responds to a PWC signal from motor ECU 180 to increase the voltage output from power storage device 150 to output to positive line PL2. This boost converter 162 includes, for example, a DC chopper circuit.

Inverters 164 and 166 are provided according to electric motor generators 172 and 174, respectively. An inverter 164 drives an electric motor-generator 172 based on a signal PWI1 from a vehicle ECU 180. An inverter 166 drives the motor generator 174 based on the PWI2 signal from the vehicle ECU 180. Each of the inverters 164 and 166 includes, for example, a 3-phase bridge circuit.

Boost converter 162 and inverters 164 and 166 correspond to PCU 160 of FIG.

The secondary self-resonant coil 110 is split in two in the central region where the relay 112 is provided. In the power-receiving mode, the relay 112 is controlled to achieve a connected state by means of a control signal SE3 from the vehicle ECU. The impedance of the secondary self-resonant coil 110 is modified to an impedance (first state) allowing resonance with the primary self-resonant coil 240 in FIG. In the power-off mode, the relay 112 is controlled to achieve a disconnected state by the control signal SE3 from the vehicle ECU. The impedance of the secondary self-resonant coil 110 is modified to an impedance (second state) that does not allow resonance with the primary self-resonant coil 240 in FIG.

Secondary coil 120, rectifier 130, and DC / DC converter 140 are the same as described with reference to FIG. Therefore, their description will not be repeated. A system main relay SMR2 is located between the DC / DC converter 140 and the energy storage device 150. The main system relay SMR2 electrically connects the power storage device 150 to the DC / DC converter 140 when the signal SE2 from the vehicle ECU 180 becomes active, and disconnects the electrical circuit between the power storage device 150 and the DC / DC converter 140 when the signal SE2 becomes inactive.

The voltage sensor 191 detects a voltage V2 between power transmission paths between the system main relay SMR2 and the DC / DC converter 140 and provides the detected value to the vehicle ECU 180. The voltage sensor 192 detects a voltage VH between power path lines between the rectifier 130 and the DC / DC converter 140 and provides the detected value to the vehicle ECU 180. The current sensor 194 detects a current I1 outputted from the rectifier 130 and provides the detected value to the vehicle ECU 180.

Vehicle ECU 180 generates PWC, PWI1, and PWI2 signals to drive boost converter 162, motor generator 172, and motor generator 174, respectively, based on accelerator pedal position, vehicle speed, and signals from various sensors. The generated signals PWC, PWI1, and PWI2 are output to boost converter 162, inverter 164, and inverter 166, respectively.

In vehicle driving mode, the vehicle ECU 180 makes the signal SE1 active to turn on the system main relay SMR1, and makes the signal SE2 inactive to turn off the system main relay SMR2. In the case where electrical energy can be received from the power supply device during the vehicle driving mode, the vehicle ECU 180 can make the signals SE1 and SE2 active to turn on both the main system relays SMR1 and SMR2.

In the power receiving mode from the power supply device 200 external to the vehicle, the vehicle ECU 180 makes the signal SE1 inactive to turn off the main relay SMR1 of the system, and makes the signal SE2 active to turn on the main relay SMR2 of the system.

The vehicle ECU 180 generates a PWD signal to control the DC / DC converter 140, and provides the generated PWD signal to the DC / DC converter 140. In addition, the vehicle ECU 180 calculates the received electric energy from the power supply device 200 based on the voltage VH from the voltage and current sensor 192 I1 from the current sensor 194 and transmits the calculated value to the power supply device 200 through the communication device 190 together with the target value of the received electric energy.

FIG. 5 is a circuit diagram of a DC / DC converter 140 shown in FIG. 4. As shown in FIG. 5, the DC / DC converter 140 includes a DC / AC conversion unit 142, a transformer unit 144, and a rectifier unit 146. The DC / AC conversion unit 142 includes a switching element turned on / off based on a PWD signal from the vehicle ECU 180 to convert the DC energy supplied from the rectifier 130 of FIG. 4 to AC energy for output to the unit 144 transformer.

Transformer unit 144 isolates the DC / AC conversion unit 142 from the rectifier unit 146 and performs voltage conversion according to the coefficient of the coil winding. A rectifier unit 146 rectifies the AC energy output from the transformer unit 144 into DC energy for output to the energy storage device 150 in FIG. 4.

6 illustrates a detailed configuration of a secondary self-resonant coil 110 in FIGS. 1 and 4.

As shown in FIG. 6, the secondary self-resonant coil 110 is configured to switch between a first state and a second state. The first state is selected in an energy production mode in which the secondary self-resonant coil 110 is magnetically coupled to the primary self-resonant coil 240 of FIG. 1 by resonance. The second state is selected in the mode of stopping the production of energy, in which the connection of the secondary self-resonant coil 110 with the primary self-resonant coil 240 is weaker than in the first state.

Preferably, the secondary self-resonant coil 110 has an impedance different between the first state and the second state.

In particular, the secondary self-resonant coil 110 includes a coil body 111 and an inductance modifier 115 modifying the inductance of the coil body 111.

The main part 111 of the coil is divided in the central region into the first part 113 and the second part 114. The inductance modifier 115 includes a relay 112 provided in the central region of the main part 111 of the coil to connect and disconnect the first part 113 from / to the second part 114 in the mode energy production and in the mode of stopping energy production, respectively.

The secondary self-resonant coil 110 operates as an antenna in a power-receiving mode. The voltage amplitude at the ends increases, and the voltage amplitude in the central region becomes substantially equal to 0. Therefore, by placing the relay 112 in the central region of the main part 111 of the coil, only a small relay having a low breakdown voltage is required compared to the case when the relay provided in other areas.

In the case where the transmission of electrical energy is carried out by a resonant method, the transmission side of the energy provides energy. If the resonant frequency of the resonating coils coincides with each other, electrical energy will be obtained in the secondary self-resonant coil, which is a component installed in the vehicle, even in the case when energy is not supposed to be received on the energy receiving side. Thus, the configuration is applied to allow modification of the impedance of the secondary self-resonant coil, as shown in Fig.6. In the case where the energy receiving side does not intend to receive energy, the impedance is modified so that the resonant frequency does not coincide with the frequency of the energy transmitting side.

This is preferable in order to avoid receiving energy in a component installed in a vehicle that does not require energy.

7 is a flowchart for describing a charge start process performed in the vehicle ECU 180. The process shown in this flowchart is called from a predefined main program to be executed.

As shown in FIG. 7, a determination is made whether a charge start command is present or not, in step S1. A charge start command may be issued by a passenger pressing a charge start button or the like. When the charge start command is issued in step S1, control proceeds to step S2. When the charge start command is absent, control proceeds to the main program in step S19.

When the control proceeds to step S2, the vehicle ECU 180 communicates with the power supply device 200 through the communication device 190 in FIG. 1. In step S3, a welding check of the main relay SMR2 of the system is performed.

Since the energy storage device 150 is disconnected when the main system relay SMR2 reaches an off state, the voltage V2 detected by the voltage sensor 191 in FIG. 4 should decrease. By controlling the system main relay SMR2 to achieve an off state and confirming that the voltage V2 is lower than a predetermined threshold value that is set low compared to the voltage of the power storage device 150, it is detected that the system main relay SMR2 is set to off correctly and not welded. The result of the weld test in step S3 is determined in step S4.

When it is determined that the welding has occurred in SMR2, in step S4, control proceeds to step S12. The result of the weld detection that occurred in SMR2 is set and saved / reported. In step S14, the vehicle ECU 180 requests the power supply device 200 via the communication device 190 to stop the transmission of energy. Then, the process ends in step S15.

When it is determined that welding does not occur in SMR2, in step S4, control proceeds to step S5. In step S5, the vehicle ECU 180 controls the relay 112 provided in the secondary self-resonant coil 110 to achieve an off state. Then, the vehicle ECU 180 requests the power supply device 200 to transmit energy through the communication device 190.

When energy is transmitted from the power supply device 200, the primary self-resonant coil 240 is controlled with a resonant frequency. If the relay 112 is welded, the impedance of the secondary self-resonant coil 110 will coincide with the resonant primary self-resonant coil 240 with the corresponding resonant frequency, causing the secondary self-resonant coil 110 to resonate with the primary self-resonant coil 240. Accordingly, electrical energy will be transmitted so that the voltage VH increases through the secondary 120 and rectifier 130 in FIG.

Therefore, by checking whether the voltage VH has increased or not, a determination can be made in step S7 that the relay 112 is welded. When an increase in voltage VH is detected in step S7, control proceeds to step S16. At step S16, the result of the determination of the welding that has occurred in the relay 112 is set and stored / reported. In step S17, the vehicle ECU 180 requests the power supply device 200 via the communication device 190 to stop the transmission of energy. At step S18, the process ends. The electric energy transmitted to check the welding in step S6 is very weak and less than the electric energy transmitted after that in step S11 for the actual transfer of energy.

In the case where the voltage increase VH is not detected in step S7, control proceeds to step S8. In step S8, the relay 112 is usually turned off and a determination is made that welding does not occur. In step S9, the vehicle ECU 180 requests the power supply device 200 via the communication device 190 to temporarily stop the power transmission. In step S10, the vehicle ECU 180 controls the relay 112, which is in the off state, and the system main relay SMR2, so that both go into the on state. In step S11, the vehicle ECU 180 requests the power supply device 200 via the communication device 190 to temporarily stop the power transmission. At step S12, a charge process is initiated. Then, control is transferred to the main program in step S19.

FIG. 8 is a flowchart of a process in the case of normal termination during power generation.

As shown in FIG. 8, whether the normal completion trigger is generated or not is observed in step S51 during the power receiving mode of the vehicle non-contact power receiving device. A normal termination trigger is generated when the charge has passed so that the state of charge (SOC) of the energy storage device 150 reaches a controlled upper limit (full charge value) in the case where the charge end button has been pressed and in the case when the battery temperature or voltage The batteries are out of a predetermined range suitable for charging.

The control proceeds to step S58 when such a normal completion trigger is not generated and control is transferred to the main program. In this case, the condition for receiving energy is not satisfied, and the secondary self-resonant coil 110 is controlled to achieve a state allowing the receipt of energy. Then, step S51 is performed again after a predetermined period of time.

When the formation of the normal completion trigger is confirmed in step S51, control proceeds to step S52. In step S52, the vehicle ECU 180 requests the power supply device 200 via the communication device 190 to stop the transmission of energy. Accordingly, the voltage VH detected in the voltage sensor 192 in FIG. 4 begins to decrease. The wait is performed in step S53 until the voltage VH becomes as low as the threshold value Vth (e.g., 42 V), which is sufficiently low compared to the power supply voltage (e.g., several hundred V) of the power storage device 150.

When the condition VH <Vth is set in step S53, control proceeds to step S54. At step S54, a welding check of the main relay SMR2 of the system is performed. This welding test can be performed by disconnecting the energy storage device 150 from the voltage sensor 192 using the main relay of the system SMR2 in the off state and detecting the voltage V2 by the voltage sensor 192 in this state.

If the voltage V2 is not lower than the threshold voltage set sufficiently low compared to the voltage of the power storage device 150 in step S55, it is determined that the power storage device 150 is not disconnected and the main relay of the system SMR2 is welded, so control proceeds to step S59. At step S59, the result of the determination of the welding that occurred in the main relay SMR2 of the system is set and stored / reported. At step S60, the process ends.

When the voltage V2 is less than or equal to the threshold value set sufficiently low compared to the voltage of the power storage device 150 in step S55, it is determined that the power storage device 150 is disconnected and the main relay SMR2 of the system is not welded. In this case, control proceeds to step S56. In step S56, the vehicle ECU 180 controls the relay 112 to reach an off state, so that the secondary self-resonant coil 110 does not resonate with the primary self-resonant coil 240. In step S57, the process ends.

9 is a flowchart representing a process in the event of a forced termination due to an error occurring during power generation.

As shown in FIG. 9, whether an emergency stop trigger is generated or not is observed in step S101 during the power receiving mode of the vehicle non-contact power receiving device. An emergency stop trigger is generated when a failure occurs that requires servicing the vehicle, for example, damage in the rectifier 130 or the DC / DC converter 140.

If such an emergency stop trigger is not generated, control proceeds to step S106 and control is transferred to the main program. In this case, the energy production condition is satisfied, and the secondary self-resonant coil 110 is controlled to achieve a state that allows energy production. Then, step S101 is performed after a predetermined time period has elapsed.

When the formation of the emergency stop trigger is confirmed in step S101, control proceeds to step S102. In step S102, the vehicle ECU 180 requests the power supply device 200 to stop transmitting energy through the communication device 190 and sets the relay 112 to an off state so as to prevent energy from being received by resonating with the secondary self-resonant coil 110.

Accordingly, the voltage VH detected in the voltage sensor 192 in FIG. 4 begins to decrease. The wait is performed in step S103 until the voltage VH becomes as low as the threshold value Vth (e.g., 42 V), which is sufficiently low compared to the power supply voltage (e.g., several hundred V) of the power storage device 150.

When the condition VH <Vth is set in step S103, control proceeds to step S104. In step S104, a welding check of the main relay SMR2 of the system is performed. The welding test is carried out by disconnecting the energy storage device 150 from the voltage sensor 191 using the main system relay SMR2 in the off state and detecting the voltage V2 by the voltage sensor 191 in this state.

When the voltage V2 is not lower than the threshold voltage set sufficiently low compared to the voltage of the power storage device 150 in step S105, it is determined that the power storage device 150 is not disconnected and the main relay of the system SMR2 is welded, so control proceeds to step S107. In step S107, the result of determining the welding occurring mainly in the system relay SMR2 is set and stored / communicated. Then, the process ends in step S108.

When the voltage V2 is less than or equal to a threshold value that is sufficiently low compared to the voltage of the power storage device 150, a determination is made that the power storage device 150 is disconnected and the main relay SMR2 of the system is not welded, in step S105. In this case, control is passed to step S109 in order to achieve the state of charge termination.

As described above, the non-contact power receiving device of the first embodiment applies a configuration in which the impedance is modified so that the secondary self-resonant coil 110 does not resonate when receiving power is undesirable in the vehicle. Modification is carried out by modifying the inductance by dividing the length of the coil with the relay. Accordingly, the formation of an undesirable high voltage can be prevented, since there is no part for receiving electric energy in the vehicle, even if the transmission of energy continues from the side of the power supply device.

Second Embodiment

The second embodiment is a modification of the configuration of the secondary self-resonant coil 110 shown in FIGS. 4 and 6 of the first embodiment. Since the configuration of the remaining elements is similar to the configuration of the first embodiment, their description will not be repeated.

10 is a schematic diagram of a configuration of a secondary self-resonant coil 110A applied in a non-contact power generation device of the second embodiment.

As shown in FIG. 10, the secondary self-resonant coil 110A is configured to switch between a first state and a second state. The first state is selected in an energy production mode in which the secondary self-resonant coil 110A is magnetically coupled to the primary self-resonant coil 240 of FIG. 1 by resonance. The second state is selected in a power-off mode in which the coupling of the secondary self-resonant coil 110A to the primary self-resonant coil 240 is weaker than in the first state.

The secondary self-resonant coil 110A has an impedance that differs between the first state and the second state. In particular, the secondary self-resonant coil 110A includes a coil main portion 311 and a capacitance modifier 312A modifying the capacitance of the coil main portion 311.

The capacitor modifier 312A includes a main line 321 connected to the end of the main part of the coil, a relay 315 connected to the main line 321, and a capacitor 313 connected to the main part 311 of the coil through the main line 321 by means of a relay 315 in the power receiving mode and disconnected from the main part 311 of the coil through the relay 315 in the mode of stopping the production of energy.

The secondary self-resonant coil 110A further includes a discharge resistor 314 for setting the capacitor 313 to a discharge state in a power-off mode. The discharge resistor 314 is connected through two electrodes of the capacitor 313. The capacitor 313 is connected between the main line 322 connected to the other end of the main part 311 of the coil and relay 315.

11 is a circuit diagram representing a configuration of a secondary self-resonant coil 110A1, which is a modification of the secondary self-resonant coil 110A.

As shown in FIGS. 10 and 11, the secondary self-resonant coil 110A1 includes a capacitance modifier 312A1 instead of a capacitance modifier 312A in the configuration of the secondary self-resonant coil 110A. The capacitance modifier 312A1 is a version of the capacitance modifier 312 of FIG. 10 with the discharge resistor 314 removed. The configuration of the remaining elements is similar to that of the capacitor modifier 312, so that their description is not repeated.

12 is a schematic configuration diagram of a secondary self-resonant coil 110B, which is a modification of the secondary self-resonant coil 110A.

As shown in FIGS. 10 and 12, the secondary self-resonant coil 110B includes a capacitance modifier 312B instead of a capacitance modifier 312A in the configuration of the secondary self-resonant coil 110A.

The capacitor modifier 312B includes a main line 321 connected to the end of the main part of the coil, a relay 315 connected to the main line 321, and a capacitor 313 connected to the main part 311 of the coil through the main line 321 by means of a relay 315 in the power receiving mode and disconnected from the main part 311 of the coil through the relay 315 in the mode of stopping the production of energy.

The secondary self-resonant coil 110B further includes a discharge resistor 314 for setting the capacitor 313 to a discharge state in a power-off mode.

The secondary self-resonant coil 110B further includes another relay 316 disconnecting the discharge resistor 314 from the capacitor 313 in the power generation mode and connecting the discharge resistor to the capacitor in the power stop mode.

Discharging resistor 314 and another relay 316 are connected in series between the two electrodes of capacitor 313. Capacitor 313 is connected between the main line 322 connected to the other end of the main part 311 of the coil and relay 315.

The vehicle ECU 180 of FIG. 4 controls a relay 315 to reach an on state, and a relay 316 to reach an off state in the power receiving mode, and controls a relay 315 to reach an on state, and a relay 316 to reach an off state stopping energy.

13 is a schematic diagram of a configuration of a secondary self-resonant coil 110C, which is another modification of the secondary self-resonant coil 110A.

As shown in FIGS. 10 and 13, the secondary self-resonant coil 110C includes a capacitance modifier 312C instead of a capacitance modifier 312A in the configuration of the secondary self-resonant coil 110A.

The capacitor modifier 312C includes a main line 321 connected to the end of the main part of the coil, a relay 317 connected to the main line 321, and a capacitor 313 connected to the main part 311 of the coil through the main line 321 by means of a relay 317 in the power generation mode and disconnected from the main part 311 of the coil through the relay in the mode of stopping the receipt of energy.

Secondary self-resonant coil 110C further includes a discharge resistor 314 for setting capacitor 313 to a discharge state in a power-off mode.

Relay 317 disconnects the discharge resistor 314 from the capacitor in the power-receiving mode and connects the discharge resistor 314 to the capacitor 313 in the power-off mode.

The vehicle ECU 180 controls the relay 317 so that the end of the main body 311 of the coil is connected to one end of the capacitor and the discharge resistor 314 is disconnected from this one end in the power generation mode. The vehicle ECU 180 controls the relay 317 so that the end of the main body 311 of the coil is disconnected from one end of the capacitor and this one end of the capacitor is connected to the discharge resistor 314 in a power-off mode.

As described above, even if energy was transmitted from the energy supply device, the region where energy is obtained by resonance can be eliminated from the vehicle in the present embodiment when energy is not required.

Although each of the embodiments is described based on a hybrid vehicle of a serial / parallel type, in which the driving energy of the engine 176 is divided by the energy sharing device 177 to be transmitted to the drive wheel 178 and the motor generator 172, as the electric vehicle shown in FIG. .4, the present invention is also applicable to other types of hybrid vehicles. For example, the present invention is applicable to a so-called sequential hybrid vehicle using an engine 176 only to drive an electric motor-generator 172, and the driving energy of the vehicle is generated by only an electric motor-generator 174, to a hybrid vehicle having only regenerative energy from kinetic energy generated by engine 176, which is stored as electric energy, to a type C hybrid vehicle an auxiliary electric motor using the motor as the main driving force and assisted by the electric motor if necessary, and the like.

Additionally, the present invention is applicable to an electric vehicle that only moves by electric energy that does not have an engine 176, or to a vehicle with a fuel cell further including a fuel cell battery in addition to the energy storage device 150 as a DC- source energy. In addition, the present invention is also applicable to an electric vehicle 100 with no boost converter 162.

It should be understood that the embodiments disclosed herein are illustrative and not limiting in any sense. The scope of the present invention is defined by the terms of the claims rather than the description of the embodiments set forth above and is intended to include any modifications within the scope and essence equivalent to the claims.

Claims (15)

1. The device is a contactless energy, containing:
a load (150) to which electrical energy is supplied, and a secondary self-resonant coil (110; 110A-110C) receiving electric energy to be supplied to the load from an external primary self-resonant coil (240), while the secondary self-resonant coil is configured to switching between the first and second states, the first state being selected in the energy production mode, in which the secondary self-resonant coil is magnetically coupled to the primary self-resonant coil by means of resonance field, and the second state is selected in the mode of termination of energy production, in which the magnetic coupling of the secondary self-resonant coil with the primary self-resonant coil by resonance is weaker than in the first state. 2. The device according to claim 1, in which the secondary self-resonant coil (110; 110A-110C) has an impedance that differs between the first state and the second state. 3. The device according to claim 2, in which the secondary self-resonant coil (110) includes the main part (111) of the coil and an inductance modifier (115) modifying the inductance of the main part of the coil. 4. The device according to claim 3, in which the main part (111) of the coil is divided in the central region into the first part (113) and the second part (114), while the inductance modifier (115) includes a relay (112) provided in the Central region of the main part (111) of the coil, connecting and disconnecting the first part and the second part in the mode of receiving energy and in the mode of stopping the receipt of energy, respectively. 5. The device according to claim 1, in which the secondary self-resonant coil (110A-110C) includes the main part (311) of the coil and a modifier (312A-312C) capacitance, modifying the capacity of the main part of the coil. 6. The device according to claim 5, in which the capacitor modifier includes a main line (321) connected to one end of the main part of the coil, a relay (315; 317) connected to the main line, and a capacitor (313) connected to the main parts (311) of the coil through the main line (321) by means of a relay (315; 317) in the power-receiving mode and disconnected from the main part of the coil by means of a relay in the power-off mode. 7. The device according to claim 6, further containing a discharge resistor (314) for setting the capacitor (313) in the discharge state in the mode of stopping the production of energy. 8. The device according to claim 7, further comprising another relay (316) that disconnects the discharge resistor (314) from the capacitor (313) in the power generation mode and connects the discharge resistor to the capacitor in the power stop mode. 9. The device according to claim 7, in which the relay (317) disconnects the discharge resistor (314) from the capacitor (313) in the power-receiving mode and connects the discharge resistor to the capacitor in the power-off mode. 10. The device according to any one of claims 1 to 9, further comprising a voltage converter (140) converting the input voltage for supplying the load, and a rectifier (130), rectifying the alternating voltage and providing the rectified voltage to the voltage converter as an input voltage, In this case, the secondary self-resonant coil (110, 110A-110C) receives electrical energy from the primary self-resonant coil (240) and generates an alternating voltage, which must be supplied to the rectifier. 11. The device according to claim 1, mounted on the vehicle (100) and receiving electrical energy from the power supply device (200) including a primary self-resonant coil external to the vehicle, the contactless energy receiving device further comprising a unit ( 180) a control performing control to switch the secondary self-resonant coil between the first state and the second state, wherein the control unit sets the secondary self-resonant coil in the first standing in the second state, when the vehicle satisfies and does not satisfy the condition for energy, respectively. 12. The device according to claim 11, in which the vehicle includes an energy storage device (150) receiving electric charge energy from the contactless energy receiving device as said load, wherein the energy receiving condition includes a condition that the state of charge of the device energy storage is less than the threshold value. 13. The device according to claim 11, in which the condition for generating energy includes a condition that a predetermined failure does not occur in the vehicle. 14. A vehicle, comprising: a contactless energy receiving device receiving electrical energy transmitted in a contactless manner from the outside of the vehicle, wherein the contactless energy receiving device includes
the load to which electrical energy is supplied, and
a secondary self-resonant coil receiving electrical energy to be supplied to the load from an external primary self-resonant coil,
moreover, the secondary self-resonant coil is configured to switch between the first and second state, the first state being selected in the energy production mode, in which the secondary self-resonant coil is magnetically coupled to the primary self-resonant coil by resonance of the magnetic field, and the second state is selected in the mode of termination of energy production in which the magnetic coupling of the secondary self-resonant coil with the primary self-resonant coil by resonance is weaker oh than in the first state. 15. The vehicle of claim 14, wherein the secondary self-resonant coil has an impedance different between the first state and the second state.

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