WO2011086694A1 - 非接触受電装置、非接触送電装置、非接触給電システムおよび車両 - Google Patents
非接触受電装置、非接触送電装置、非接触給電システムおよび車両 Download PDFInfo
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- WO2011086694A1 WO2011086694A1 PCT/JP2010/050471 JP2010050471W WO2011086694A1 WO 2011086694 A1 WO2011086694 A1 WO 2011086694A1 JP 2010050471 W JP2010050471 W JP 2010050471W WO 2011086694 A1 WO2011086694 A1 WO 2011086694A1
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- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
- B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
- B60L53/12—Inductive energy transfer
- B60L53/122—Circuits or methods for driving the primary coil, e.g. supplying electric power to the coil
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
- H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
- H02J50/12—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling of the resonant type
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
- H02J50/80—Circuit arrangements or systems for wireless supply or distribution of electric power involving the exchange of data, concerning supply or distribution of electric power, between transmitting devices and receiving devices
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
- H02J50/90—Circuit arrangements or systems for wireless supply or distribution of electric power involving detection or optimisation of position, e.g. alignment
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2220/00—Electrical machine types; Structures or applications thereof
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/12—Electric charging stations
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
Definitions
- control device sets the capacitance of the capacitor so that the reflected power that is reflected and returned without being received by the power receiving device among the transmitted power is minimized.
- the capacitor includes a first capacitor having a fixed capacitance, and a second capacitor connected in parallel to the first capacitor with respect to the self-resonant coil and capable of changing the capacitance.
- the capacity of the first capacitor is larger than the capacity of the second capacitor.
- the capacitance of the second capacitor is a value obtained by subtracting half the variable capacitance of the second capacitor from the total capacitance value of the capacitance of the first capacitor and the maximum capacitance of the second capacitor.
- the predetermined capacity is set to be smaller than a reference capacity value determined from a target distance between the power receiving device and the non-contact power transmitting device.
- the contactless power supply system is a contactless power supply system for transmitting power in a contactless manner between a power transmitting device and a power receiving device.
- the power transmission device includes a first self-resonant coil, a first capacitor, and a first control device for controlling the first capacitor.
- the first self-resonant coil transmits electric power supplied from the power supply device by electromagnetic resonance with the power receiving device.
- the first capacitor is connected to the first self-resonant coil, and is configured to be capable of changing the capacitance in order to adjust the resonance frequency of the first self-resonant coil.
- the power receiving device includes a second self-resonant coil, a second capacitor, and a second control device for controlling the second capacitor.
- the second self-resonant coil receives power by electromagnetic resonance with the power transmission device.
- the second capacitor is connected to the second self-resonant coil, and is configured such that the capacitance can be changed in order to adjust the resonance frequency of the second self-resonant coil.
- the first control device and the second control device are configured to be able to transmit and receive signals to each other through communication, and the power transmission efficiency is improved when electromagnetic resonance is performed at a predetermined frequency determined by the power supply device. As described above, the capacitances of the first capacitor and the second capacitor are controlled while being synchronized with each other.
- the second control device transmits the received power received by the power receiving device to the first control device, and the first control device transmits the transmission efficiency based on the received power received from the second control device. It is determined whether or not is the maximum.
- the first control device and the second control device have the first capacitor and the second capacitor so that the direction of change in the capacitance of the first capacitor and the direction of change in the capacitance of the second capacitor are the same direction.
- Each of the two capacitors is controlled.
- the first control device and the second control device may match the first capacitor capacity and the second capacitor capacity after matching the first capacitor capacity and the second capacitor capacity to a predetermined initial value. Change the capacitance of the capacitor.
- a vehicle according to the present invention is a vehicle equipped with a non-contact power receiving device for receiving power in a non-contact manner with an opposing power transmission device, and the non-contact power receiving device includes a self-resonant coil, a capacitor, and a control device.
- the self-resonant coil receives power by electromagnetic resonance with the power transmission device.
- the capacitor is connected to the self-resonant coil and is configured to be capable of changing the capacitance in order to adjust the resonance frequency.
- the control device controls the capacitance of the capacitor so that the power transmission efficiency is improved when electromagnetic resonance is performed at a predetermined frequency determined by the power transmission device.
- the present invention in the non-contact power feeding system using the resonance method, even when the distance between the power transmitting device and the power receiving device is changed, it is possible to suppress a decrease in power transmission efficiency.
- test power transmission prior to full-scale power feeding, power feeding from the power transmission unit 220 to the power receiving apparatus 110 is performed in advance (hereinafter also referred to as “test power transmission”).
- the power receiving apparatus 110 is adjusted so that the transmission efficiency is maximized.
- the magnitude of the power transmitted from the power transmission unit 220 during the test power transmission is set smaller than the power supplied from the power transmission unit 220 to the power receiving device 110 when full-scale power transmission is performed.
- FIG. 2 is a diagram for explaining the principle of power transmission by the resonance method.
- this resonance method in the same way as two tuning forks resonate, two LC resonance coils having the same natural frequency resonate in an electromagnetic field (near field), and thereby, from one coil. Electric power is transmitted to the other coil by an electromagnetic field.
- a primary coil 320 which is an electromagnetic induction coil, is connected to a high frequency power supply 310, and high frequency power of 1 M to several tens of MHz is fed to a primary self-resonant coil 330 that is magnetically coupled to the primary coil 320 by electromagnetic induction.
- the primary self-resonant coil 330 is an LC resonator having an inductance and stray capacitance of the coil itself, and resonates using a secondary self-resonant coil 340 having the same natural frequency as the primary self-resonant coil 330 and an electromagnetic field (near field).
- energy electrical power moves from the primary self-resonant coil 330 to the secondary self-resonant coil 340 by the electromagnetic field.
- FIG. 3 is a diagram showing the relationship between the distance from the current source (magnetic current source) and the strength of the electromagnetic field.
- the electromagnetic field includes three components.
- the curve k1 is a component that is inversely proportional to the distance from the wave source, and is referred to as a “radiated electromagnetic field”.
- a curve k2 is a component inversely proportional to the square of the distance from the wave source, and is referred to as an “induction electromagnetic field”.
- the curve k3 is a component inversely proportional to the cube of the distance from the wave source, and is referred to as an “electrostatic magnetic field”.
- FIG. 4 is a detailed configuration diagram of vehicle 100 shown in FIG.
- vehicle 100 includes a power storage device 150, a system main relay SMR1, a boost converter 162, inverters 164 and 166, motor generators 172 and 174, an engine 176, a power split device 177, Drive wheel 178.
- Vehicle 100 further includes a power reception device 110, a rectifier 140, a DC / DC converter 142, a system main relay SMR2, a voltage sensor 190, and a current sensor 195.
- vehicle 100 includes a control device 180 and a communication unit 130.
- Power receiving device 110 includes a secondary self-resonant coil 112, a secondary coil 114, a capacitor 116, and a power receiving ECU (Electronic Control Unit) 185.
- ECU Electrical Control Unit
- a hybrid vehicle including the engine 176 is described as an example of the vehicle 100, but the configuration of the vehicle 100 is not limited to this. Any vehicle driven by an electric motor can be applied to, for example, an electric vehicle and a fuel cell vehicle. In that case, the engine 176 is not arranged.
- the motor generator 172 is an AC rotating electric machine, for example, a three-phase AC synchronous motor in which a permanent magnet is embedded in a rotor. Motor generator 172 generates power using the driving force of engine 176 divided by power split device 177. For example, when the state of charge of power storage device 150 (also referred to as “SOC (State Of Charge)”) becomes lower than a predetermined value, engine 176 is started, and power is generated by motor generator 172. Device 150 is charged.
- SOC State Of Charge
- the motor generator 174 is also an AC rotating electric machine, and, like the motor generator 172, is, for example, a three-phase AC synchronous motor in which a permanent magnet is embedded in a rotor. Motor generator 174 generates a driving force using at least one of the electric power stored in power storage device 150 and the electric power generated by motor generator 172. Then, the driving force of motor generator 174 is transmitted to driving wheel 178.
- the power split device 177 includes a planetary gear mechanism having 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 so as to be able to rotate and is coupled to the crankshaft of the engine 176.
- the sun gear is coupled to the rotation shaft of motor generator 172.
- the ring gear is connected to the rotation shaft of motor generator 174 and drive wheel 178.
- System main relay SMR1 is inserted in power line PL1 and ground line NL between power storage device 150 and boost converter 162.
- System main relay SMR1 electrically connects power storage device 150 to boost converter 162 when control signal SE1 from control device 180 is activated, and power storage device 150 when control signal SE1 is deactivated.
- the electric circuit between boost converter 162 is cut off.
- Boost converter 162 boosts the voltage of power line PL ⁇ b> 2 to a voltage equal to or higher than the voltage output from power storage device 150 based on signal PWC from control device 180.
- Boost converter 162 is configured to include a DC chopper circuit, for example.
- Inverters 164 and 166 are provided corresponding to motor generators 172 and 174, respectively.
- Inverter 164 drives motor generator 172 based on signal PWI 1 from control device 180, and inverter 166 drives motor generator 174 based on signal PWI 2 from control device 180.
- Inverters 164 and 166 include, for example, a three-phase bridge circuit.
- the secondary self-resonant coil 112 receives power from a primary self-resonant coil included in the power transmission device 200 described later with reference to FIG. 5 by electromagnetic resonance using an electromagnetic field.
- the secondary coil 114 is provided coaxially with the secondary self-resonant coil 112, and can be magnetically coupled to the secondary self-resonant coil 112 by electromagnetic induction.
- the secondary coil 114 takes out the electric power received by the secondary self-resonant coil 112 by electromagnetic induction and outputs it to the rectifier 140.
- the power receiving unit 400 of the power receiving device 110 is formed by the secondary self-resonant coil 112, the secondary coil 114, and the capacitor 116 described above.
- System main relay SMR2 is provided between DC / DC converter 142 and power storage device 150.
- System main relay SMR2 electrically connects power storage device 150 to DC / DC converter 142 when control signal SE2 from control device 180 is activated, and power storage device when control signal SE2 is deactivated.
- the electric circuit between 150 and the DC / DC converter 142 is interrupted.
- the voltage sensor 190 detects the voltage VH between the rectifier 140 and the DC / DC converter 142, and outputs the detected value to the control device 180 and the power receiving ECU 185.
- the current sensor 195 is provided on the power line PL3 connecting the rectifier 140 and the DC / DC converter 142, and detects the current IH flowing through the power line PL3.
- Current sensor 195 outputs the detection result to control device 180 and power receiving ECU 185.
- Control device 180 generates control signals PWC, PWI1, and PWI2 for driving boost converter 162 and motor generators 172 and 174, respectively, based on signals from accelerator opening, vehicle speed, and various other sensors.
- the generated control signals are output to boost converter 162 and inverters 164 and 166, respectively.
- control device 180 activates control signal SE1 to turn on system main relay SMR1, and deactivates control signal SE2 to turn off system main relay SMR2.
- control device 180 receives information (voltage and current) of the power transmitted from the power transmission device 200 from the power transmission device 200 via the communication unit 130.
- the detection value of voltage VH detected by voltage sensor 190 is received from voltage sensor 190. Based on these data, control device 180 performs vehicle parking control and the like so as to guide the vehicle to power transmission unit 220 (FIG. 1) of power transmission device 200.
- the power receiving ECU 185 receives the detected values of the voltage VH and the current IH detected by the voltage sensor 190 and the current sensor 195. Then, the power receiving ECU 185 calculates the received power PR received from the power transmission device 200 based on these pieces of information. Then, the power receiving ECU 185 sends the received power PR to the power transmission device 200 via the communication unit 130.
- control device 180 transmits a power supply command to the power transmission device 200 via the communication unit 130 and activates the control signal SE2 to turn on the system main relay SMR2. Then, control device 180 generates a signal PWD for driving DC / DC converter 142 and outputs the generated signal PWD to DC / DC converter 142.
- control device 180 and the power receiving ECU 185 include a CPU (Central Processing Unit), a storage device, and an input / output buffer, and input each sensor and output a control command to each device.
- the vehicle 100 or each device is controlled. Note that these controls are not limited to software processing, and a part of them can be constructed and processed by dedicated hardware (electronic circuit).
- control device 180 and the power receiving ECU 185 are configured as separate control devices.
- the configuration is not limited to such a configuration, and the control device 180 and the power receiving ECU 185 are configured as one control device. May be. Also, some functions of the control device 180 may be further divided into separate control devices.
- FIG. 5 is a detailed configuration diagram of the power transmission device 200 shown in FIG.
- power transmission device 200 includes AC power supply 250, high-frequency power driver 260, primary coil 222, primary self-resonant coil 224, voltage sensor 272, current sensor 274, communication unit 240, Power transmission ECU 270 and capacitor 280 are included.
- AC power supply 250 is a power supply external to the vehicle, for example, a commercial power supply.
- the high frequency power driver 260 converts the power received from the AC power source 250 into high frequency power, and supplies the converted high frequency power to the primary coil 222.
- the frequency of the high-frequency power generated by the high-frequency power driver 260 is, for example, 1 M to several tens of MHz.
- the primary coil 222 is provided coaxially with the primary self-resonant coil 224 and can be magnetically coupled to the primary self-resonant coil 224 by electromagnetic induction.
- the primary coil 222 feeds high-frequency power supplied from the high-frequency power driver 260 to the primary self-resonant coil 224 by electromagnetic induction.
- the primary self-resonant coil 224 is connected to a capacitor 280 at both ends to constitute an LC resonant coil. Then, electric power is transmitted to the vehicle 100 by resonating with the secondary self-resonant coil 112 of the vehicle 100 using an electromagnetic field. In order to obtain a predetermined resonance frequency, when the capacitance component can be realized by the stray capacitance of the primary self-resonant coil 224 itself, the capacitor 280 is not arranged, and the primary self-resonant coil 224 is disconnected at both ends of the coil ( Open).
- the primary self-resonant coil 224, the primary coil 222, and the capacitor 280 form the power transmission unit 220 shown in FIG.
- Voltage sensor 272 detects voltage VS output from high-frequency power driver 260 and outputs the detected value to power transmission ECU 270.
- Current sensor 274 detects current IS output from high-frequency power driver 260 and outputs the detected value to power transmission ECU 270.
- the power transmission ECU 270 when the power transmission ECU 270 receives a signal output command for test power transmission from the power receiving device 110 via the communication unit 240, the power transmission ECU 270 supplies a predetermined power smaller than the power at the time of power feeding based on the power feeding start command.
- the output of the high-frequency power driver 260 is controlled to output.
- the capacitor 116 may be a single capacitor having a variable capacitance, but as shown in FIG. 7, a large-capacitance capacitor 117 having a fixed capacitance and connected in parallel to the secondary self-resonant coil 112. It may be configured to include a small-capacitance capacitor 118 having a variable capacitance.
- the price of a capacitor having a variable capacity is often higher than the price of a capacitor having the same capacity and a fixed capacity. Therefore, as shown in FIG. 7, by using a small-capacity variable capacitor 118 having a required variable range and a large-capacity fixed-capacitance capacitor 117 having a capacity near a predetermined reference capacity determined from a design value. The cost can be expected to be lower than when a single variable capacitor having a large variable range is provided.
- the non-contact power supply using the resonance method electric power is transmitted by causing the primary self-resonant coil 224 and the secondary self-resonant coil 112 to resonate at a predetermined resonance frequency.
- the frequency of a predetermined electromagnetic field that is, a high frequency power supply
- the coil unit is designed and adjusted so as to resonate at the power supply frequency of the driver 260.
- the distance between the units may deviate from the reference distance due to a difference in the stopping position of the vehicle or a difference in the height of the bottom surface of the vehicle body due to a difference in the vehicle type.
- the spatial impedance between the units changes and the reflected power increases, or the intensity of the electromagnetic field changes, which may reduce the power transmission efficiency.
- FIG. 8 is a diagram for explaining the relationship between the inter-coil distance between the primary self-resonant coil and the secondary self-resonant coil and the resonance frequency when the power transmission efficiency is maximized.
- the horizontal axis in FIG. 8 indicates the distance between the coils, and the vertical axis indicates the resonance frequency.
- the frequency range of the electromagnetic field that can be used may be limited by regulations of the Radio Law. There may be a case where a desired frequency cannot be selected.
- the capacitor of the coil unit when the distance between the coils changes, the capacitor of the coil unit is set so that the power transmission efficiency is maximized while maintaining the frequency of the predetermined electromagnetic field defined by the Radio Law.
- the maximum power control is performed to control the resonance frequency of the coil unit by changing the capacity of the coil unit.
- FIG. 9 is a diagram showing an example of the capacitor capacity that maximizes the power transmission efficiency when the distance between the coils changes while the electromagnetic field frequency is maintained at a certain value (for example, 13 MHz).
- the horizontal axis in FIG. 9 indicates the distance between the coils, and the vertical axis indicates the capacitance of the capacitor. Note that Clim in the figure indicates the maximum capacity of the variable capacitor.
- the reference capacitor capacity (hereinafter also referred to as “reference capacitor capacity”) at which the transmission efficiency is maximum at the target reference distance Daim is Copt in the case of a predetermined electromagnetic field frequency
- the capacitance of the capacitor that maximizes the transmission efficiency changes as indicated by a curve W2 in the figure.
- the amount of change in the capacitor capacity when the distance between the coils is smaller than the reference distance is larger than the amount of change in the capacitor capacity when the distance between the coils is larger than the reference distance. The reason for this will be described with reference to FIGS.
- the capacitance of the capacitor is set so that the transmission efficiency is maximized in the state where the frequency of the electromagnetic field is maintained at a predetermined frequency with respect to the change in the distance between the coils. Change. That is, for example, in the case of the curve W21 in FIG. 11, the entire curve W21 is adjusted so that the resonance frequency of the coil unit is changed by adjusting the capacitance of the capacitor and the frequency f21 at which the transmission efficiency is maximized becomes the frequency f20. Equivalent to shifting.
- the change range (C10 in the figure) in the direction in which the inter-coil distance becomes smaller than the reference distance is set as the reference. It is necessary to make it larger than the change range (C20 in the figure) in the direction in which the distance between the coils becomes larger than the distance. That is, the capacitance of the capacitor is set such that the reference capacitor capacitance value Copt is larger than the median value of the variable range of the capacitor.
- FIG. 13 is a diagram showing an example of setting the capacitor capacity considering the variable range of the capacitor as described above.
- An example of the change in EF is shown in FIG. In FIG. 14, a curve W40 represents the received power PR, and a curve W41 represents the transmission efficiency EF.
- the transmission efficiency EF can be generally expressed by the equation (1), basically, when the received power PR in the power receiving apparatus 110 is maximized, the transmission efficiency EF is also almost nearly maximized. .
- Transmission efficiency received power / transmitted power (1) Accordingly, while power is being transmitted from the power transmission unit 220, the received power PR is detected while changing the value of the variable capacitor, and a point (P40 in FIG. 14) where the received power PR is maximum is searched.
- the transmission efficiency EF can be maximized by setting a variable capacitor to the capacitor capacity (Cadj in FIG. 14) at the point where the received power PR is maximized.
- FIG. 15 is a flowchart for explaining the maximum power control process executed by power receiving ECU 185 in the first embodiment.
- Each step in the flowchart shown in FIG. 15 is realized by executing a program stored in advance in power receiving ECU 185 at a predetermined cycle. Alternatively, some of the steps can be realized by dedicated hardware (electronic circuit).
- step 300 when power receiving ECU 185 detects that vehicle 100 has stopped on power transmission unit 220 at step (hereinafter, step is abbreviated as S) 300, power transmission device via communication unit 130.
- the 200-side power transmission ECU 270 is requested to start test power transmission.
- the power transmission ECU 270 starts power transmission at a lower output than during full-scale power transmission for test power transmission.
- the power receiving ECU 185 initializes (for example, sets to zero) the stored value Pmax of the maximum value of the received power in the storage unit (not shown) in the power receiving ECU 185.
- the power receiving ECU 185 outputs the control signal CTL1 to the capacitor 116 in S320, and starts changing the capacity of the variable capacitor 118 in the capacitor 116.
- the power receiving ECU 185 increases the capacity by a predetermined change amount from the minimum capacity to the maximum capacity of the variable capacitor 118, and performs the subsequent processes from S320 to S350.
- power receiving ECU 185 calculates received power PR based on the detected values of voltage VH from voltage sensor 190 and current IH from current sensor 195.
- the power receiving ECU 185 compares the received power PR obtained by the calculation with the stored maximum value Pmax of the received power, and determines whether the received power PR is larger than the stored value Pmax.
- the power receiving ECU 185 determines whether or not the capacity change of the variable capacitor 118 has been completed.
- the determination of the completion of the capacitance change is made, for example, when the capacitance is increased by a predetermined change amount from the minimum capacitance to the maximum capacitance of the variable capacitor 118 as described above, the capacitance of the variable capacitor 118 becomes the maximum capacitance. It is determined by whether or not it is.
- variable capacitor 118 If the capacity change of variable capacitor 118 has not been completed (NO in S360), the process returns to S320, and the capacity of variable capacitor 118 is further changed. Then, the processes of S330 to S350 are repeated. As described above, when the received power PR for each capacitance value is calculated over the entire variable capacitance range of the variable capacitor 118, the calculated received power PR is maximized (that is, when the transmission efficiency is maximized). Can be determined.
- step S360 power receiving ECU 185 requests power transmission ECU 270 to stop test power transmission in S370.
- step S380 power receiving ECU 185 sets the capacity of variable capacitor 118 so that the stored capacitor capacity value is obtained.
- the power receiving ECU 185 requests the power transmission ECU 270 to start full-scale power transmission in S390.
- the capacitance of the capacitor can be set so as to maximize the transmission efficiency in a state where the frequency of the electromagnetic field is maintained at a predetermined frequency.
- FIG. 16 is a detailed configuration diagram of the vehicle 100 according to the second embodiment.
- the capacitor 116 in FIG. 4 of the first embodiment is replaced with a capacitor 116A having a fixed capacitance.
- FIG. 17 is a detailed configuration diagram of the power transmission device 200 according to the second embodiment.
- the capacitor 280 in FIG. 5 of the first embodiment is replaced with a capacitor 280A having a variable capacitance, and a reflected wattmeter 273 for detecting reflected power reflected from the power receiving apparatus 110A is added.
- FIGS. 16 and 17 the description of the same elements as those in FIGS. 4 and 5 will not be repeated.
- capacitor 280A is connected to both ends of primary self-resonant coil 224.
- Capacitor 280A includes an actuator (not shown). Then, the actuator is controlled by a control command CTL2 from the power transmission ECU 270, whereby the capacity of the capacitor 280A is changed.
- the reflected wattmeter 273 is provided between the high frequency power driver 260 and the primary coil 222. Reflected wattmeter 273 detects reflected power reflected from power receiving apparatus 110 ⁇ / b> A and outputs the detected value RF to power transmission ECU 270.
- FIG. 18 is a diagram illustrating an example of a circuit of the power receiving device 110A and the power transmission unit 220A in the second embodiment.
- capacitor 280A included in power transmission unit 220A has a fixed capacitance connected in parallel to primary self-resonant coil 224, similarly to capacitor 116 on power receiving device 110 side in the first embodiment. And a small-capacitance capacitor 281 having a variable capacity.
- Capacitor 280A may be a single capacitor having a variable capacity, but from the viewpoint of cost, it is preferable to include a capacitor 281 having a fixed capacity and a capacitor 282 having a variable capacity as described above. .
- Power transmission ECU 270 receives power reception PR detected by power reception device 110A from power reception ECU 185, and sets the capacity of capacitor 280A so that power reception power PR is maximized as in the first embodiment. Good.
- FIG. 20 is a flowchart for illustrating a maximum power control process executed by power transmission ECU 270 in the second embodiment.
- Each step in the flowchart shown in FIG. 20 is realized by executing a program stored in advance in power transmission ECU 270 at a predetermined cycle. Alternatively, some of the steps can be realized by dedicated hardware (electronic circuit).
- power transmission ECU 270 when power transmission ECU 270 detects in S400 that vehicle 100 has stopped on power transmission unit 220, power transmission ECU 270 performs test power transmission that transmits lower output power than during full-scale power transmission. Start.
- the power transmission ECU 270 acquires the detected value of the reflected power RF from the reflected power meter 273 in S430.
- the power transmission ECU 270 determines whether or not the capacity change of the variable capacitor 281 has been completed. The determination of the completion of the capacity change is made, for example, when the capacity is increased by a predetermined change amount from the minimum capacity to the maximum capacity of the variable capacitor 281 as described above, the capacity of the variable capacitor 281 becomes the maximum capacity. It is determined by whether or not it is.
- variable capacitor 281 If the capacity change of variable capacitor 281 has been completed (YES in S460), power transmission ECU 270 stops test power transmission in S470. In S480, power transmission ECU 270 sets the capacity of variable capacitor 281 so that the stored capacitor capacity value is obtained. Then, power transmission ECU 270 starts full-scale power transmission in S490.
- the capacity of the capacitor of the power transmission device can be set so as to maximize the transmission efficiency in a state where the frequency of the electromagnetic field is maintained at a predetermined frequency.
- Embodiment 3 a configuration will be described in which both the power receiving device and the power transmitting device have variable capacitors, and the capacity of both capacitors is adjusted while being synchronized, thereby suppressing a decrease in transmission efficiency.
- the capacitors of both the power receiving device and the power transmitting device the impedances of both coil units can be matched, so that the reflected power can be reduced.
- it can be expected to further suppress a decrease in transmission efficiency.
- the detailed configuration of the vehicle 100 is the same as that in FIG. 4, and the detailed configuration of the power transmission device 200 is the same as that in FIG. 17.
- the search for the capacitor capacity that maximizes the transmission efficiency will be described using power transmission ECU 270 using received power PR calculated on power reception device 110 side. Therefore, power receiving ECU 185 outputs received power PR calculated based on the detection values from voltage sensor 190 and current sensor 195 to power transmission ECU 270 via communication units 130 and 240.
- the power transmission ECU 270 determines the capacitor capacity when the received power PR becomes maximum. Then, power reception ECU 185 and power transmission ECU 270 set the capacities of capacitors 116 and 280A, respectively, according to the determined capacitor capacities.
- the power receiving ECU 185 may determine the capacitor capacity that maximizes the transmission efficiency by using the received power PR, or the power transmitting ECU 270 determines the reflected power RF as in the second embodiment.
- the capacitor capacity that maximizes the transmission efficiency may be determined.
- control synchronization signal is not recognized (NO in S110)
- the process is returned to S110, and power reception ECU 185 and power transmission ECU 270 wait for the synchronization signal to be recognized.
- the capacitors 116 and 280A are set to initial values of the same capacity in advance, and the same change direction (increase or decrease) is obtained while synchronizing. Change the capacity in the direction).
- the power transmission ECU 270 compares the received power PR received from the power receiving ECU 185 with the stored maximum value Pmax of the received power, and determines whether the received power PR is larger than the stored value Pmax.
- the power transmission ECU 270 determines whether or not the capacitor capacity change has been completed.
- the process returns to S140, and power receiving ECU 185 and power transmission ECU 270 further change the capacitor capacity and repeat the processes of S150 to S170.
- power transmission ECU 270 stops test power transmission in S190.
- power receiving ECU 185 and power transmission ECU 270 set the capacities of capacitors 116 and 280A, respectively, so that the capacitor capacity value when received power PR becomes maximum is obtained.
- the power transmission ECU 270 starts full-scale power transmission to the power receiving apparatus 110 in S210.
- the primary self-resonant coil 224 and the secondary self-resonant coil 112 in the present embodiment are examples of the “first self-resonant coil” and the “second self-resonant coil” in the present invention.
- the power transmission ECU 270 and the power reception ECU 185 in the present embodiment are examples of the “first control device” and the “second control device” in the present invention.
- the high-frequency power driver 260 in the present embodiment is an example of the “power supply device” in the present invention.
- 10 power supply system for vehicle 100 vehicle, 110, 110A power receiving device, 112, 340 secondary self-resonant coil, 113 bobbin, 114, 350 secondary coil, 116, 116A, 117, 118, 280, 280A, 281, 282 capacitor , 130, 240 communication unit, 140 rectifier, 142 DC / DC converter, 150 power storage device, 162 boost converter, 164, 166 inverter, 172, 174 motor generator, 176 engine, 177 power split device, 178 drive wheel, 180 control device 185, power receiving ECU, 190,272 voltage sensor, 195,274 current sensor, 200 power transmission device, 210 power supply device, 220, 220A power transmission unit, 222, 320 primary coil, 224, 330 Primary self-resonant coil, 250 AC power source, 260 high frequency power driver, 270 transmission ECU, 273 reflected power meter, 310 high-frequency power source, 360 load, 400 receiving unit, NL ground lines, PL1 ⁇ PL3 power
Abstract
Description
好ましくは、第2のコンデンサの容量は、第1のコンデンサの容量および第2のコンデンサの最大容量の合計容量値から、第2のコンデンサの変化可能な容量の半分の容量を差し引いた容量値が、所定の周波数において送電装置と非接触受電装置との目標距離から定まる基準容量値よりも小さくなるように設定される。
好ましくは、第2のコンデンサの容量は、第1のコンデンサの容量および第2のコンデンサの最大容量の合計容量値から、第2のコンデンサの変化可能な容量の半分の容量を差し引いた値が、所定の周波数において受電装置と非接触送電装置との目標距離から定まる基準容量値よりも小さくなるように設定される。
図1は、この発明の実施の形態1による車両用給電システム10の全体構成図である。図1を参照して、車両用給電システム10は、車両100と、送電装置200とを備える。車両100は、受電装置110と、通信部130とを含む。
図4を参照して、車両100は、蓄電装置150と、システムメインリレーSMR1と、昇圧コンバータ162と、インバータ164,166と、モータジェネレータ172,174と、エンジン176と、動力分割装置177と、駆動輪178とを含む。また、車両100は、受電装置110と、整流器140と、DC/DCコンバータ142と、システムメインリレーSMR2と、電圧センサ190と、電流センサ195とをさらに含む。さらに、車両100は、制御装置180と、通信部130とを含む。また、受電装置110は、二次自己共振コイル112と、二次コイル114と、コンデンサ116と、受電ECU(Electronic Control Unit)185とを含む。
図6を参照して、受電ユニット400は、二次コイル114と、二次自己共振コイル112と、ボビン113と、コンデンサ116とを含む。
したがって、送電ユニット220から電力が送電されている間に、可変コンデンサの値を変化させながら受電電力PRを検出し、この受電電力PRが最大となる点(図14中のP40)を検索する。そして、この受電電力PRが最大となる点におけるコンデンサ容量(図14中のCadj)に可変コンデンサを設定することで、伝送効率EFを最大とすることができる。
実施の形態1においては、車両側のコイルユニットのコンデンサを可変とし、この可変コンデンサの容量を調整することによって、コイル間距離が変動した場合に電力の伝送効率の低下を抑制する構成について説明した。
上述の式(1)について、この式(2)を用いると、伝送効率EFは式(3)のように書き換えることができる。
この式(3)からわかるように、電力の伝送において、回路の抵抗成分や電磁場の漏洩を防止する電磁場遮蔽材による損失の変動が小さい場合には、反射電力RFが小さいほど伝送効率が大きくなる。したがって、送電ユニット220Aに含まれるコンデンサ280Aの容量を変化させ、そのときの反射電力RFが最小となる点(図19中のP50)におけるコンデンサ容量Cadj*に、コンデンサ280Aの容量を設定することによって、伝送効率EFを最大とすることが可能となる。
実施の形態1および実施の形態2においては、受電装置または送電装置のいずれか一方のコイルユニットに、容量が可変なコンデンサを有する場合について説明した。
Claims (15)
- 対向する送電装置(200)と非接触で電力を受電するための非接触受電装置であって、
前記送電装置(200)との電磁共鳴によって電力を受電するように構成された自己共振コイル(112)と、
前記自己共振コイル(112)に接続され、前記自己共振コイル(112)の共鳴周波数を調整するために容量の変更が可能に構成されたコンデンサ(116)と、
前記送電装置(200)によって決まる所定の周波数で電磁共鳴が行なわれる場合に、電力の伝送効率が向上するように、前記コンデンサ(116)の容量を制御するための制御装置(185)とを備える、非接触受電装置。 - 前記制御装置(185)は、前記自己共振コイル(112)で受電した受電電力が最大となるように、前記コンデンサ(116)の容量を設定する、請求の範囲第1項に記載の非接触受電装置。
- 前記コンデンサ(116)は、
容量が固定された第1のコンデンサ(117)と、
前記自己共振コイル(112)に対して前記第1のコンデンサ(117)に並列に接続され、容量の変更が可能な第2のコンデンサ(118)とを含む、請求の範囲第2項に記載の非接触受電装置。 - 前記第1のコンデンサ(117)の容量は、前記第2のコンデンサ(118)の容量よりも大きい、請求の範囲第3項に記載の非接触受電装置。
- 前記第2のコンデンサ(118)の容量は、前記第1のコンデンサ(117)の容量および前記第2のコンデンサ(118)の最大容量の合計容量値から、前記第2のコンデンサ(118)の変化可能な容量の半分の容量を差し引いた容量値が、前記所定の周波数において前記送電装置(200)と前記非接触受電装置(110)との目標距離から定まる基準容量値よりも小さくなるように設定される、請求の範囲第3項に記載の非接触受電装置。
- 対向する受電装置(110A)と非接触で電力を送電するための非接触送電装置であって、
電源装置(260)から与えられる電力を、前記受電装置(110A)との電磁共鳴によって送電するように構成された自己共振コイル(224)と、
前記自己共振コイル(224)に接続され、前記自己共振コイル(224)の共鳴周波数を調整するために容量の変更が可能に構成されたコンデンサ(280A)と、
前記電源装置(260)によって決まる所定の周波数で電磁共鳴が行なわれる場合に、電力の伝送効率が向上するように、前記コンデンサ(280A)の容量を制御するための制御装置(270)とを備える、非接触送電装置。 - 前記制御装置(270)は、送電電力のうちで前記受電装置(110A)で受電されずに反射されて戻ってきた反射電力が最小となるように、前記コンデンサ(280A)の容量を設定する、請求の範囲第6項に記載の非接触送電装置。
- 前記コンデンサ(280A)は、
容量が固定された第1のコンデンサ(281)と、
前記自己共振コイル(224)に対して前記第1のコンデンサ(281)に並列に接続され、容量の変更が可能な第2のコンデンサ(282)とを含む、請求の範囲第7項に記載の非接触送電装置。 - 前記第1のコンデンサ(281)の容量は、前記第2のコンデンサ(282)の容量よりも大きい、請求の範囲第8項に記載の非接触送電装置。
- 前記第2のコンデンサ(282)の容量は、前記第1のコンデンサ(281)の容量および前記第2のコンデンサ(282)の最大容量の合計容量値から、前記第2のコンデンサ(282)の変化可能な容量の半分の容量を差し引いた値が、前記所定の周波数において前記受電装置(110A)と前記非接触送電装置(200)との目標距離から定まる基準容量値よりも小さくなるように設定される、請求の範囲第8項に記載の非接触送電装置。
- 送電装置(200)と受電装置(110)との間で非接触で電力を伝達するための非接触給電システムであって、
前記送電装置(200)は、
電源装置(260)から与えられる電力を、前記受電装置(110)との電磁共鳴によって送電するように構成された第1の自己共振コイル(224)と、
前記第1の自己共振コイル(224)に接続され、前記第1の自己共振コイル(224)の共鳴周波数を調整するために容量の変更が可能に構成された第1のコンデンサ(280A)と、
前記第1のコンデンサ(280A)を制御するための第1の制御装置(270)とを含み、
前記受電装置(110)は、
前記送電装置(200)との電磁共鳴によって電力を受電するように構成された第2の自己共振コイル(112)と、
前記第2の自己共振コイル(112)に接続され、前記第2の自己共振コイル(112)の共鳴周波数を調整するために容量の変更が可能に構成された第2のコンデンサ(116)と、
前記第2のコンデンサ(116)を制御するための第2の制御装置(185)とを含み、
前記第1の制御装置(270)および前記第2の制御装置(185)は、通信により互いに信号の授受が可能に構成され、前記電源装置(260)によって決まる所定の周波数で電磁共鳴が行なわれる場合に、電力の伝送効率が向上するように、互いに同期をとりながら前記第1のコンデンサ(280A)および前記第2のコンデンサ(116)の容量をそれぞれ制御する、非接触給電システム。 - 前記第2の制御装置(185)は、前記受電装置(110)で受電した受電電力を前記第1の制御装置(270)に送信し、
前記第1の制御装置(270)は、前記第2の制御装置(185)から受信した前記受電電力に基づいて、前記伝送効率が最大であるか否かを判定する、請求の範囲第11項に記載の非接触給電システム。 - 前記第1の制御装置(270)および前記第2の制御装置(185)は、前記第1のコンデンサ(280A)の容量の変化方向と前記第2のコンデンサ(116)の容量の変化方向とが同じ方向となるように、前記第1のコンデンサ(280A)および前記第2のコンデンサ(116)をそれぞれ制御する、請求の範囲第11項に記載の非接触給電システム。
- 前記第1の制御装置(270)および前記第2の制御装置(185)は、前記第1のコンデンサ(280A)の容量および前記第2のコンデンサ(116)の容量を、所定の初期値に一致させた後に、前記第1のコンデンサ(280A)の容量および前記第2のコンデンサ(116)の容量を変化させる、請求の範囲第13項に記載の非接触給電システム。
- 対向する送電装置(200)と非接触で電力を受電するための非接触受電装置(110)を搭載した車両であって、
前記非接触受電装置(110)は、
前記送電装置(200)との電磁共鳴によって電力を受電するように構成された自己共振コイル(112)と、
前記自己共振コイル(112)に接続され、共鳴周波数を調整するために容量の変更が可能に構成されたコンデンサ(116)と、
前記送電装置(200)によって決まる所定の周波数で電磁共鳴が行なわれる場合に、電力の伝送効率が向上するように、前記コンデンサ(116)の容量を制御するための制御装置(185)とを含む、車両。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP10843052.1A EP2528193B1 (en) | 2010-01-18 | 2010-01-18 | Contactless electric power receiving apparatus, contactless electric power transmitting apparatus, contactless electric power feeding system, and vehicle |
PCT/JP2010/050471 WO2011086694A1 (ja) | 2010-01-18 | 2010-01-18 | 非接触受電装置、非接触送電装置、非接触給電システムおよび車両 |
JP2011549828A JP5392358B2 (ja) | 2010-01-18 | 2010-01-18 | 非接触受電装置、非接触送電装置 |
CN201080061723.2A CN102714429B (zh) | 2010-01-18 | 2010-01-18 | 非接触受电装置、非接触输电装置、非接触供电系统以及车辆 |
US13/521,368 US8816537B2 (en) | 2010-01-18 | 2010-01-18 | Contactless electric power receiving apparatus, contactless electric power transmitting apparatus, contactless electric power feeding system, and vehicle |
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EP (1) | EP2528193B1 (ja) |
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Also Published As
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CN102714429B (zh) | 2015-02-25 |
JPWO2011086694A1 (ja) | 2013-05-16 |
JP5392358B2 (ja) | 2014-01-22 |
CN102714429A (zh) | 2012-10-03 |
EP2528193B1 (en) | 2018-09-05 |
EP2528193A4 (en) | 2015-09-23 |
US20130119774A1 (en) | 2013-05-16 |
EP2528193A1 (en) | 2012-11-28 |
US8816537B2 (en) | 2014-08-26 |
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