WO2014167976A1 - 非接触給電装置 - Google Patents

非接触給電装置 Download PDF

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Publication number
WO2014167976A1
WO2014167976A1 PCT/JP2014/057770 JP2014057770W WO2014167976A1 WO 2014167976 A1 WO2014167976 A1 WO 2014167976A1 JP 2014057770 W JP2014057770 W JP 2014057770W WO 2014167976 A1 WO2014167976 A1 WO 2014167976A1
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WO
WIPO (PCT)
Prior art keywords
unit
power
vehicle
power receiving
receiving unit
Prior art date
Application number
PCT/JP2014/057770
Other languages
English (en)
French (fr)
Inventor
浅井　明寛
Original Assignee
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to RU2015148438A priority Critical patent/RU2652360C2/ru
Priority to CN201480020937.3A priority patent/CN105121229B/zh
Priority to EP14782732.3A priority patent/EP2985188B1/en
Priority to KR1020157027053A priority patent/KR20150125991A/ko
Priority to BR112015025964-2A priority patent/BR112015025964B1/pt
Priority to MX2015013961A priority patent/MX358895B/es
Priority to JP2015511177A priority patent/JP6352902B2/ja
Priority to US14/783,843 priority patent/US10144300B2/en
Publication of WO2014167976A1 publication Critical patent/WO2014167976A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • 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
    • B60L50/66—Arrangements of batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/12—Inductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • 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
    • B60L53/124—Detection or removal of foreign bodies
    • 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
    • B60L53/30—Constructional details of charging stations
    • B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles
    • B60L53/36—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles by positioning the vehicle
    • 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
    • B60L53/30—Constructional details of charging stations
    • B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles
    • B60L53/38—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles specially adapted for charging by inductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/0207—Wire harnesses
    • 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
    • H02J50/005—Mechanical details of housing or structure aiming to accommodate the power transfer means, e.g. mechanical integration of coils, antennas or transducers into emitting or receiving devices
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
    • H02J50/12—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling of the resonant type
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/90—Circuit arrangements or systems for wireless supply or distribution of electric power involving detection or optimisation of position, e.g. alignment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B60K2001/0405—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion characterised by their position
    • B60K2001/0438—Arrangement under the floor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2410/00—Constructional features of vehicle sub-units
    • B60Y2410/115—Electric wiring; Electric connectors
    • 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
    • H02J50/60—Circuit arrangements or systems for wireless supply or distribution of electric power responsive to the presence of foreign objects, e.g. detection of living beings
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the present invention relates to a non-contact power feeding device that performs non-contact power supply to a vehicle such as an electric vehicle.
  • a primary coil arranged on the road is configured to be movable, and the primary coil is aligned so as to face a secondary coil mounted on the outer side in the vehicle width direction on the lower front surface of the vehicle.
  • a technique is disclosed in which electric power is supplied from the primary coil to the secondary coil by electromagnetic induction to charge a battery mounted on the lower surface of the floor panel.
  • Patent Document 1 requires a drive device for the primary coil and drive control means including various detection means, which inevitably complicates the system.
  • the present invention has been made in view of the problems of such conventional techniques. And, the purpose is to properly adjust the position so that the power supply unit on the road surface and the power reception unit on the vehicle side face each other with the driving feeling when parking the vehicle at a predetermined stop position in the parking space.
  • a non-contact power feeding device that can be provided is provided.
  • the non-contact power feeding device of the present invention has a configuration in which power is supplied to the vehicle in a non-contact manner by magnetic coupling between a power feeding unit installed in the parking space and a power receiving unit mounted on the lower surface of the floor panel of the vehicle.
  • the mounting position of the power receiving unit is set at the center in the vehicle width direction of the lower surface of the front part of the floor panel.
  • the gist is that a wire harness for transmitting power from a battery mounted on the lower surface of the floor panel to a motor unit mounted on the front compartment of the vehicle is routed in the vehicle front-rear direction through the power receiving unit.
  • FIG. 1 is a schematic diagram of a non-contact power feeding apparatus according to the present invention.
  • FIG. 2 is a perspective view showing a mounting layout of the battery, the motor unit, and the indoor auxiliary equipment.
  • 3 is a cross-sectional view in the vehicle front-rear direction in the vehicle central region of FIG.
  • FIG. 4 is a cross-sectional view in the vehicle width direction of the power receiving unit mounting portion of FIG.
  • FIG. 5 is a cross-sectional perspective view showing an arrangement state of the power receiving unit in the tunnel unit.
  • FIG. 6 is a perspective view of the power receiving unit.
  • FIG. 7 is a plan view showing a mounting layout of the battery, the power receiving unit, and the motor unit.
  • FIG. 8 is a bottom view of the mounting layout of FIG.
  • FIG. 9 is a cross-sectional view showing an example of mounting the power receiving unit in (A) and (B).
  • FIG. 10 is a schematic diagram showing examples of battery wiring patterns (A), (B), (C), and (D).
  • the power feeding device 100 that is a ground-side unit and a power receiving device 200 that is a vehicle-side unit. Then, power is supplied in a non-contact manner from the power supply device 100 arranged in a power supply stand or the like to the power reception device 200 mounted on the vehicle 1 typified by an electric vehicle or a hybrid vehicle, and the battery 27 is charged.
  • the power supply device 100 includes a power supply unit 12 disposed in the parking space 2 near the power supply stand, and the power reception device 200 faces the power supply unit 12 when the vehicle 1 is stopped at a predetermined position in the parking space 2.
  • the power receiving unit 22 is provided on the bottom surface of the battery.
  • a power transmission coil mainly composed of a primary coil made of a conductive wire can be used.
  • a power receiving coil mainly including a secondary coil made of a conductive wire can be used. The electric power can be supplied from the power feeding unit 12 to the power receiving unit 22 in a non-contact manner by magnetic coupling due to electromagnetic induction between the coils.
  • the ground side power supply apparatus 100 includes a power control unit 11, a power supply unit 12, a wireless communication unit 13, and a control unit 14.
  • the power control unit 11 is a circuit for converting AC power transmitted from the AC power source 300 into high-frequency AC power and transmitting the AC power to the power feeding unit 12.
  • the rectifying unit 111 is a circuit that is electrically connected to the AC power supply 300 and rectifies the output AC power from the AC power supply 300.
  • the PFC circuit 112 is a circuit (Power Factor Correction) for improving the power factor by shaping the output waveform from the rectifying unit 111, and is connected between the rectifying unit 111 and the inverter 113.
  • the wireless communication unit 13 performs bidirectional communication with the wireless communication unit 23 provided on the vehicle 1 side.
  • the control unit 14 is a part that controls the entire power supply apparatus 100, and transmits a signal to the vehicle 1 side to start power supply from the power supply apparatus 100 through communication between the wireless communication units 13 and 23, or the vehicle 1. A signal indicating that the power from the power supply apparatus 100 is to be received is received from the side.
  • control unit 14 performs switching control of the inverter 113 based on the detection current of the sensor 114 to control the electric power transmitted from the power supply unit 12. Further, during power feeding, based on the detection signal from the foreign matter sensor 15, power feeding is stopped or a warning signal is transmitted to the vehicle 1 side through the wireless communication units 13 and 23.
  • the foreign matter sensor 15 for example, a metal detection coil is used.
  • the control unit 14 immediately gives a warning or power feeding by an electric signal detected by the foreign matter sensor 15. Prompt to stop. As a result, it is possible to prevent the occurrence of problems such as power supply failure due to the presence of the magnetic field of the metallic foreign object.
  • the power receiving device 200 on the vehicle 1 side includes a power receiving unit 22, a wireless communication unit 23, a charging control unit 24, a rectifying unit 25, a relay unit 26, a battery 27, an inverter 28, a motor 29, and a notification unit. 30.
  • the power receiving unit 22 faces directly above the power feeding unit 12 and is positioned at a distance from the power feeding unit 12.
  • the rectification unit 25 is connected to the power reception unit 22 and is configured by a rectification circuit that rectifies AC power received by the power reception unit 22 into direct current.
  • the relay unit 26 includes a relay switch that is turned on and off under the control of the charging control unit 24. Further, the relay unit 26 disconnects the main circuit system including the battery 27 from the power receiving unit 22 and the rectifying unit 25 serving as a charging circuit unit by turning off the relay switch.
  • the battery 27 is configured by connecting a plurality of secondary batteries, and serves as a power source for the vehicle 1.
  • the inverter 28 is a control circuit such as a PWM control circuit having a switching element such as an IGBT, and based on the switching control signal, the DC power output from the battery 27 is converted into AC power and supplied to the motor 29.
  • the motor 29 is composed of, for example, a three-phase AC motor and serves as a drive source for driving the vehicle 1.
  • the notification unit 30 is configured by a warning lamp, a display of a navigation system, a speaker, or the like, and outputs light, an image, sound, or the like to the user based on control by the charging control unit 24.
  • the charging control unit 24 is a controller for controlling the charging of the battery 27, and controls the wireless communication unit 23, the notification unit 30, the relay unit 26, and the like.
  • the charging control unit 24 transmits a signal to start charging to the control unit 14 through communication of the wireless communication units 13 and 23.
  • the charging control unit 24 is connected to a controller (not shown) that controls the entire vehicle 1 through a CAN communication network. This controller manages the switching control of the inverter 28 and the state of charge (SOC) of the battery 27. Then, when the controller reaches the full charge based on the charge state of the battery 27, the charge control unit 24 transmits a signal to the control unit 14 to end the charge.
  • SOC state of charge
  • high-frequency power is transmitted and received between the power supply unit 12 and the power reception unit 22 in a non-contact state by electromagnetic induction.
  • electromagnetic induction when a voltage is applied to the power feeding unit 12, magnetic coupling occurs between the power feeding unit 12 and the power receiving unit 22, and power is supplied from the power feeding unit 12 to the power receiving unit 22.
  • the opposing protective housing surfaces of the power feeding unit 12 and the power receiving unit 22 described above are made of a synthetic resin material so as not to interfere with the electromagnetic induction region.
  • FIGS. 2 to 10 show a state where the power receiving unit 22 and the battery 27 are mounted on the vehicle 1.
  • the power receiving unit 22 and the battery 27 are both mounted on the lower surface of the floor panel 40 of the vehicle 1.
  • the power receiving unit 22 has its mounting position set at the center in the vehicle width direction of the lower surface of the front end of the floor panel 40, and the battery 27 has a wide area extending from the vicinity of the rear side of the power receiving unit 22 to the rear of the vehicle. Occupied and mounted.
  • the floor panel 40 has a dash panel 41, which separates the front compartment 1F and the vehicle compartment 1R, joined at the front end thereof, and swells toward the vehicle compartment 1R at the center in the vehicle width direction (vehicle center).
  • a tunnel portion 42 extending in the direction is provided (see FIGS. 2 and 3).
  • a stiffening portion 43 having a closed cross section extending in the vehicle front-rear direction is formed along the bulging bases on both sides of the tunnel portion 42.
  • the floor panel 40 ensures the required floor rigidity by the floor frame members such as the tunnel portion 42 and its stiffening portion 43, the side sill 44, a plurality of cross members 45 and an outrigger 46 disposed in the vehicle width direction ( (See FIGS. 2 to 4).
  • the side sills 44 are disposed on both sides in the vehicle width direction in the vehicle front-rear direction, and the outriggers 46 connect the stiffening portions 43 and the side sills 44 adjacent thereto on the front side of the floor.
  • the large and heavy battery 27 is firmly fastened and fixed to the main skeleton members such as the side sill 44 and the cross member 45 described above and the stiffening portion 43 of the tunnel portion 42.
  • the power reception unit 22 is coupled and arranged across the lower open portion of the tunnel portion 42 at the mounting position described above, that is, the center position in the vehicle width direction on the lower surface of the front end portion of the floor panel 40 (see FIG. 4).
  • the power receiving unit 22 has a width dimension W2 in the vehicle width direction set larger than a width dimension W1 of the lower open part of the tunnel part 42 (W1 ⁇ W2). 9A and 9B, the power receiving unit 22 is disposed so as to straddle the stiffening portions 43, 43 of the lower open portion of the tunnel portion 42 or straddle the outriggers 46, 46. It is.
  • the power receiving unit 22 includes a coil body 221 for receiving power, a protective housing 222 made of nonmagnetic metal such as aluminum, which stores and fixes the coil body 221, and a lid that closes a lower open portion of the protective housing 222
  • the body 223 is configured as a square board.
  • the lid 223 is made of an appropriate synthetic resin for the above-described reason so as not to hinder the electromagnetic induction action between the power feeding unit 12 and the power receiving unit 22 (see FIGS. 5 and 6).
  • a junction box 225 storing a switchboard (distribution device), a relay (relay unit 26), a controller (charge control unit 24) and the like is disposed in the center of the upper surface of the protective housing 222.
  • an electrical box 224 storing electrical components such as a rectifier (rectifier 25) and a capacitor is provided at the center of the upper surface of the protective housing 222.
  • the junction box 225 is separately molded in the same size as the electrical equipment box 224 in the projection plane, and is detachably assembled on the electrical equipment box 224.
  • the electrical box 224 is formed integrally with the protective housing 222 and the inside thereof is separated from the storage portion of the coil main body 221 by a partition plate. However, this may be configured separately from the protective housing 222. .
  • a front side member 50 that extends in the vehicle front-rear direction by joining the rear end to the dash panel 41 and constitutes a skeleton member at the front of the vehicle body is disposed.
  • a subframe 51 is disposed below the front compartment 1F, and a motor unit 29U including the inverter 28 and the motor 29 is fixed to the subframe 51 via a mount member 52. .
  • the sub-frame 51 is formed in a substantially square shape in plan view, and the front and rear end portions on both sides in the vehicle width direction are coupled to the lower surfaces of the front and rear end portions of the left and right front side members 50 to form a front compartment.
  • a vehicle body skeleton member on the lower side of 1F is configured.
  • extension portions 53 that extend rearward along the vehicle width direction on both sides of the power reception unit 22 and stiffen the fixed portion of the power reception unit 22 are provided. (See FIGS. 7 and 8).
  • the extension portion 53 is separately molded into a shape in which extending portions are provided toward the vehicle rear side at both ends of a base portion extending in the vehicle width direction. The base portion is fastened together with the rear end portion of the subframe 51 and the extension rear end is coupled to the outrigger 46, but this can be formed integrally with the subframe 51.
  • the high-voltage wire harness 31 that transmits power from the battery 27 to the motor unit 29U is routed along the inside of the tunnel portion 42 through the power receiving portion 22.
  • the wire harness 31 is connected to the front end of the battery 27 and the rear end portion of the motor unit 29U (rear end portion of the inverter 28) by connectors.
  • the wire harness 31 is routed above the junction box 225, but may be routed to the side of the junction box 225 depending on circumstances. In this case, it is preferable to secure the wiring space for the large-diameter wire harness 31 by arranging the electrical box 224 and the junction box 225 so as to be shifted outward from the center position in the tunnel portion 42.
  • a through hole 47 is provided in the vicinity of the junction box 225 on the top wall of the tunnel portion 42.
  • the through-hole 47 inserts and routes the high-voltage wire harness 32 that transmits power from the battery 27 or the junction box 225 to the indoor auxiliary equipment 60 such as an air conditioning unit mounted in the vehicle interior 1R.
  • a grommet 48 is fitted into the through hole 47 to seal around the harness insertion.
  • FIG. 10 shows different examples of the power transmission wiring pattern between the battery 27, the motor unit 29U and the indoor auxiliary device 60 in (A) to (D).
  • the battery 27, the motor unit 29U, the indoor auxiliary device 60, and the junction box 225 are connected by wire harnesses 31, 32, and 33, respectively.
  • the wire harness 31 in FIG. (B) is distributed and connected by the junction box 225, thereby omitting the wire harness 33 and reducing the number of wires from the battery 27 by two.
  • the junction box 225 is separated from the power receiving unit 22 and mounted in the passenger compartment to widen the space in the tunnel unit 42.
  • the wire harness 33 in FIG. 5A and the wire harness 34 that connects the power receiving unit 22 and the junction box 225 are routed together with the wire harness 32 through the through-hole 47.
  • the power receiving unit 22 is mounted on the lower surface of the front end portion of the floor panel 40 close to the front wheel W to be steered, at the center in the vehicle width direction. Therefore, when the vehicle 1 is parked at a predetermined stop position in the parking space 2, it is only necessary to steer the vehicle center to the power supply unit 12 on the road surface side. Alignment can be made so that 22 face each other properly. In addition, since the power reception unit 22 is disposed at a position close to the front wheel W to be steered, the position of the power reception unit 22 can be finely adjusted to match the power supply unit 12 and can be aligned so as to face each other more appropriately.
  • the power feeding unit 12 does not need to be configured as a dedicated drive control system as a movable configuration using the drive mechanism for the above-described alignment, which is advantageous in terms of cost and can be easily operated by the vehicle 1.
  • the power feeding unit 12 can be aligned so that the power receiving unit 22 faces the power feeding unit 12.
  • the power receiving unit 22 functions as a protector by covering the lower side of the high-voltage wire harness 31 that transmits power from the battery 27 on the lower surface of the floor panel 40 to the motor unit 29U of the front compartment 1F, the safety can be improved. .
  • the power receiving unit 22 is arranged at the center of the vehicle, and the battery 27, the power receiving unit 22 and the motor unit 29U are linearly mounted in the vehicle front-rear direction, and the above-described wire harness 31 is passed above the power receiving unit 22. Can be routed. As a result, the wire harness 31 can be routed linearly in plan view, and the harness length can be shortened.
  • the above-described floor panel 40 includes a tunnel portion 42 at the vehicle center (center in the vehicle width direction), and the above-described power receiving portion 22 is disposed across the lower open portion of the tunnel portion 42.
  • the wire harness 31 is routed along the inside of the tunnel portion 42.
  • the power receiving unit 22 has a rectangular disk-shaped rigid body structure in which the coil main body 221 is housed between the metal protective housing 222 and the synthetic resin lid body 223, the lower open portion of the tunnel portion 42 is provided. It can increase the rigidity and exert the function of preventing expansion deformation (opening). Moreover, since the wire harness 31 can be routed in a closed state within the closed cross section formed by the power receiving unit 22 and the tunnel unit 42, the safety of the wire harness 31 can be further enhanced.
  • the power receiving unit 22 includes a junction box 225 on the upper surface thereof, and the power receiving unit 22 is disposed across the lower open portion of the tunnel unit 42 as described above, and the junction box 225 is disposed in the tunnel unit 42. Has been placed. Therefore, the security of the junction box 225 can be improved.
  • junction box 225 protruding from the upper surface of the power receiving unit 22 in the tunnel unit 42, it is possible to suppress an increase in the ground height of the floor panel 40, which is advantageous in designing the vehicle body. It can be carried out.
  • the junction box 225 is formed separately from the power receiving unit 22 and is detachably attached to the upper surface of the power receiving unit 22. Therefore, the junction box 225 is removed according to the specification and shown in FIG. Thus, it can be mounted in the vehicle interior.
  • the exhaust pipe can be disposed vertically in the tunnel portion 42, and the vehicle body lower structure can be shared.
  • the tunnel portion 42 has a through hole 47 on the top wall thereof. Therefore, it is possible to route the wire harness 32 and the like that transmit power from the battery 27 or the junction box 225 to the indoor auxiliary device 60 mounted in the passenger compartment 1R in the shortest distance, and to increase the degree of freedom of the routing layout. .
  • the tunnel portion 42 includes a stiffening portion 43 having a closed cross section that extends in the vehicle front-rear direction along the bulging bases on both sides, the power receiving portion 22 is mounted across the stiffening portions 43. Both the mounting rigidity of the power receiving unit 22 and the rigidity in the vehicle width direction of the lower open portion of the tunnel unit 42 can be increased.
  • the vehicle width direction dimension W2 of the power receiving unit 22 is set larger than the width dimension W1 of the lower open part of the tunnel part 42, the power receiving unit 22 is directly coupled to the stiffening parts 43 on both sides of the open part.
  • the mounting rigidity and the rigidity in the vehicle width direction can be further increased.
  • the motor unit 29U is mounted on a sub-frame 51 which is a skeleton member disposed on the lower side of the front compartment 1F.
  • An extension portion 53 is provided at the rear end of the subframe 51 so as to extend to the rear of the vehicle along both sides of the power receiving portion 22 in the vehicle width direction and stiffen a fixed portion of the power receiving portion 22.
  • the mounting rigidity of the power receiving portion 22 can be increased against the vibration input that acts on the fixed portion due to vibration during traveling or the like.
  • the front side and the left and right sides of the power reception unit 22 can be guarded by the rear end of the subframe 51 and the extension portions 53 on both sides thereof, and the rear side of the power reception unit 22 can be guarded by the battery 27.
  • the power receiving unit 22 can be protected from road surface interference and the like, and the protective effect of the above-described wire harness 31 wired above can be enhanced.
  • the relationship between the vehicle width direction dimension W2 of the power receiving unit 22 and the width dimension W1 of the lower open portion of the tunnel unit 42 is exemplified as W1 ⁇ W2. It is also possible to set W2. In this case, the power receiving unit 22 may be coupled across the lower open portion of the tunnel unit 42 via the bracket.
  • the floor panel 40 is exemplified as having the tunnel portion 42 in the center of the vehicle, it can be applied to a flat floor type having no tunnel portion 42.
  • the power reception unit is mounted at the center in the vehicle width direction on the lower surface of the front part of the floor panel close to the front wheel to be steered. Therefore, when the vehicle is parked at a predetermined stop position in the parking space, the power receiving unit should be positioned so that the power receiving unit properly faces the power feeding unit according to the driving sensation of aligning the vehicle center with the power feeding unit on the road surface side. Can do.
  • the power receiving unit covers the lower side of the high-voltage wire harness that transmits power from the battery on the lower surface of the floor panel to the motor unit of the front compartment, the power receiving unit functions as a protector.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

　受電部２２は、操舵される前輪Ｗに近いフロアパネル４０の前端部下面で、その車幅方向中央に搭載している。そのため、駐車スペース２で所定の停止位置に車両１を前進する際に路面側の給電部１２に車両中心を合わせて操舵する運転感覚により、給電部１２に対して受電部２２が適正に向かい合うよう位置合わせすることができる。さらに、フロアパネル４０の下面に配設されたバッテリ２７からフロントコンパートメント１Ｆのモータユニット２９Ｕへ送電する強電系のワイヤハーネス３１は、受電部２２の上方に通されているため、保安性を高めることができる。

Description

非接触給電装置
　本発明は、電気自動車等の車両への電力供給を非接触で行う非接触給電装置に関する。
　特許文献１には、路上に配置した一次コイルを可動構成とし、この一次コイルを車両の前部下面の車幅方向外側寄りに搭載した二次コイルと向かい合うように位置合わせさせている。そして、該一次コイルから電磁誘導作用により二次コイルに電力供給を行い、フロアパネル下面に搭載したバッテリを充電するようにした技術が開示されている。
特開２０１１－２１７４５２号公報
　特許文献１の開示技術では、一次コイルの駆動装置と、各種の検出手段を含めた駆動制御手段が必要となって、システムが複雑となってしまうことは否めない。
　本発明は、このような従来技術が有する課題に鑑みてなされたものである。そして、その目的は、駐車スペースの所定の停止位置に車両を駐車させる際の運転感覚で、路面側の給電部と車両側の受電部とが向かい合うように位置を合わせることを適正に行うことができる非接触給電装置を提供するものである。
　本発明の非接触給電装置は、駐車スペースに設置した給電部と、車両のフロアパネル下面に搭載した受電部との磁気的結合によって、車両に対して非接触で電力供給を行う構成を有する。前記受電部はその搭載位置を、前記フロアパネルの前部下面の車幅方向中央に設定してある。
　そして、前記フロアパネルの下面に搭載したバッテリから車両のフロントコンパートメントに搭載したモータユニットに送電するワイヤハーネスを、前記受電部の上方に通して車両前後方向に配索したことを要旨としている。
図１は、本発明に係る非接触給電装置の概略図である。 図２は、バッテリとモータユニットおよび室内補機の搭載レイアウトを示す斜視図である。 図３は、図２の車両中心領域における車両前後方向の断面図である。 図４は、図２の受電部搭載部分における車幅方向の断面図である。 図５は、トンネル部内の受電部の配置状態を示す断面斜視図である。 図６は、受電部の斜視図である。 図７は、バッテリと受電部とモータユニットの搭載レイアウトを示す平面図である。 図８は、図７の搭載レイアウトを車両底面から見た底面図である。 図９は、受電部の搭載例を（Ａ），（Ｂ）にて示す断面図である。 図１０は、バッテリの配線パターン例を（Ａ），（Ｂ），（Ｃ），（Ｄ）にて示す概略図である。
　以下、本発明の実施形態を図面と共に詳述する。なお、図面の寸法比率は説明の都合上誇張されており、実際の比率とは異なる場合がある。
　図１に示す本実施形態の非接触給電装置は、地上側ユニットである給電装置１００と、車両側ユニットである受電装置２００とを備えている。そして、給電スタンド等に配置される給電装置１００から、電気自動車やハイブリッド車に代表される車両１に搭載された受電装置２００に非接触で電力を供給し、バッテリ２７を充電するものである。
　給電装置１００は、給電スタンド近傍の駐車スペース２に配置した給電部１２を備え、受電装置２００は、車両１を駐車スペース２の所定位置に止めたときに給電部１２に対向するように車両１の底面に配設した受電部２２を備えている。
　給電部１２としては、導電線からなる一次コイルを主体とした送電コイルを用いることができる。また、受電部２２としては、同じく導電線からなる二次コイルを主体とした受電コイルを用いることができる。そして、両コイル間における電磁誘導作用による磁気的結合によって、給電部１２から受電部２２へ非接触で電力を供給可能としている。
　地上側の給電装置１００は、電力制御部１１と、給電部１２と、無線通信部１３と、制御部１４と、を備えている。
　電力制御部１１は、交流電源３００から送電される交流電力を、高周波の交流電力に変換し、給電部１２に送電するための回路で、整流部１１１と、ＰＦＣ回路１１２と、インバータ１１３と、センサ１１４と、を備えている。整流部１１１は、交流電源３００に電気的に接続され、交流電源３００からの出力交流電力を整流する回路である。ＰＦＣ回路１１２は、整流部１１１からの出力波形を整形することで力率を改善するための回路（Power　Factor　Correction）であり、整流部１１１とインバータ１１３との間に接続されている。
　無線通信部１３は、車両１側に設けられた無線通信部２３と双方向に通信を行う。
　制御部１４は、給電装置１００全体を制御する部分であり、無線通信部１３，２３間の通信により給電装置１００からの電力供給を開始する旨の信号を車両１側に送信したり、車両１側から給電装置１００からの電力を受給したい旨の信号を受信したりする。
　制御部１４は、この他に、センサ１１４の検出電流にもとづいてインバータ１１３のスイッチング制御を行い、給電部１２から送電される電力を制御する。また、給電中に異物センサ１５からの検出信号にもとづいて、給電停止を行い、あるいは無線通信部１３，２３を通じて車両１側に警告信号を送信する。
　異物センサ１５としては、例えば金属検知コイルが用いられる。そして、給電中に給電部１２と受電部２２との間に形成される磁場に金属異物が侵入，あるいは介在した場合には、異物センサ１５の検出電気信号により、制御部１４が直ちに警告あるいは給電停止を促す。その結果、金属異物の磁場の介在に起因する給電不良等の不具合の発生を未然に防止する。
　車両１側の受電装置２００は、受電部２２と、無線通信部２３と、充電制御部２４と、整流部２５と、リレー部２６と、バッテリ２７と、インバータ２８と、モータ２９と、通知部３０と、を備えている。
　受電部２２は、後述するように車両１を駐車スペース２の所定の停止位置に駐車すると、給電部１２の直上に面し、該給電部１２と距離を保って位置づけられる。
　整流部２５は、受電部２２に接続され、受電部２２で受電された交流電力を直流に整流する整流回路により構成されている。
　リレー部２６は、充電制御部２４の制御によりオンおよびオフが切り換わるリレースイッチを備えている。また、リレー部２６は、リレースイッチをオフにすることで、バッテリ２７を含む主回路系と、充電の回路部となる受電部２２および整流部２５とを切り離す。
　バッテリ２７は、複数の二次電池を接続することで構成され、車両１の電力源となる。インバータ２８は、ＩＧＢＴ等のスイッチング素子を有したＰＷＭ制御回路等の制御回路であって、スイッチング制御信号にもとづいて、バッテリ２７から出力される直流電力を交流電力にし、モータ２９に供給する。モータ２９は、例えば三相の交流電動機により構成され、車両１を駆動させるための駆動源となる。
　通知部３０は、警告ランプ、ナビゲーションシステムのディスプレイまたはスピーカ等により構成され、充電制御部２４による制御にもとづいて、ユーザに対して光，画像または音声等を出力する。
　充電制御部２４は、バッテリ２７の充電を制御するためのコントローラであり、無線通信部２３、通知部３０、リレー部２６等を制御する。充電制御部２４は、充電を開始する旨の信号を、無線通信部１３，２３の通信により制御部１４に送信する。また、充電制御部２４は、車両１の全体を制御する図外のコントローラとＣＡＮ通信網で接続されている。このコントローラは、インバータ２８のスイッチング制御や、バッテリ２７の充電状態（ＳＯＣ）を管理する。そして、充電制御部２４は、このコントローラにより、バッテリ２７の充電状態にもとづいて満充電に達した場合に、充電を終了する旨の信号を制御部１４に送信する。
　本実施形態の非接触給電装置では、給電部１２と受電部２２との間で、電磁誘導作用により非接触状態で高周波電力の送電および受電を行う。言い換えると、給電部１２に電圧が加わると、給電部１２と受電部２２との間には磁気的結合が生じ、給電部１２から受電部２２へ電力が供給される。
　ここで、上述の給電部１２と受電部２２の各々相対する保護筐体面は、電磁誘導域であるためその妨げにならないように合成樹脂材で構成される。
　図２～図１０は、上述の受電部２２およびバッテリ２７の車両１への搭載状態を示している。
　受電部２２およびバッテリ２７は、何れも車両１のフロアパネル４０の下面に搭載している。
　受電部２２は、その搭載位置をフロアパネル４０の前端下面の車幅方向中央に設定してあり、バッテリ２７はこの受電部２２の配設部の後側近傍位置から車両後方に亘る広い面積を占有して搭載している。
　フロアパネル４０はその前端にフロントコンパートメント１Ｆと車室１Ｒとを隔成するダッシュパネル４１を接合配置してあり、その車幅方向中央（車両中心）には車室１Ｒ側に膨出して車両前後方向に延在するトンネル部４２を備えている（図２、図３参照）。
　トンネル部４２の両側の膨出基部に沿って車両前後方向に延在する閉断面の補剛部４３を形成してある。
　フロアパネル４０は、これらトンネル部４２及びその補剛部４３、サイドシル４４、車幅方向に配設した複数のクロスメンバ４５及びアウトリガー４６等のフロア骨格部材により所要のフロア剛性を確保している（図２～図４参照）。サイドシル４４は車幅方向両側に車両前後方向に配設されており、アウトリガー４６はフロア前部側で前記各補剛部４３とこれに近接したサイドシル４４とを結合する。
　そこで、大型でかつ重量のあるバッテリ２７は、上述のサイドシル４４，クロスメンバ４５等の主要な骨格部材と、トンネル部４２の補剛部４３にしっかりと締結固定している。
　一方、受電部２２は上述の搭載位置、即ち、フロアパネル４０の前端部下面の車幅方向中央位置で、トンネル部４２の下側開放部に跨って結合配置してある（図４参照）。
　受電部２２は、その車幅方向の幅寸法Ｗ２をトンネル部４２の下側開放部の幅寸法Ｗ１よりも大きく設定（Ｗ１＜Ｗ２）している。そして、受電部２２は、図９（Ａ），（Ｂ）に示すようにトンネル部４２の下側開放部の補剛部４３，４３に跨って、あるいはアウトリガー４６，４６に跨って結合配置してある。
　受電部２２は、受電用のコイル本体２２１と、該コイル本体２２１を格納して固定したアルミニウム等の非磁性金属製の保護筐体２２２と、保護筐体２２２の下側開放部を閉塞した蓋体２２３と、を備えた方形の盤状として構成している。この蓋体２２３は前述の理由により適宜の合成樹脂製として、給電部１２と受電部２２との電磁誘導作用の妨げとならないようにしている（図５，図６参照）。
　保護筐体２２２の上面中央には、配電盤（分配装置）やリレー（リレー部２６）、コントローラ（充電制御部２４)等を格納したジャンクションボックス２２５を配設してある。図５、図６に示す例では、保護筐体２２２の上面中央に、整流器（整流部２５）やコンデンサ等の電装部品を格納した電装ボックス２２４を設けてある。ジャンクションボックス２２５は電装ボックス２２４と投影平面で同じ大きさに別体成形して、この電装ボックス２２４上に脱着可能に組付けている。
　電装ボックス２２４は、保護筐体２２２と一体に形成して、内部をコイル本体２２１の格納部分とは仕切プレートで隔成するが、これは、保護筐体２２２と別体に構成することもできる。
　フロントコンパートメント１Ｆの車幅方向両側には、後端をダッシュパネル４１に接合して車両前後方向に延在し、車体前部の骨格部材を構成するフロントサイドメンバ５０を配設してある。
　このフロントコンパートメント１Ｆの下側には、サブフレーム５１を配設してあり、該サブフレーム５１に前述のインバータ２８とモータ２９とからなるモータユニット２９Ｕを、マウント部材５２を介して固定してある。
　サブフレーム５１は平面視して略方形に形成してあり、その車幅方向両側の前，後端部を、左右のフロントサイドメンバ５０の前，後端部の下面に結合して、フロントコンパートメント１Ｆの下側の車体骨格部材を構成している。
　サブフレーム５１の後端部の車幅方向両側には、前記受電部２２の車幅方向両側に沿って車両後方に延在して、該受電部２２の固定部分を補剛するエクステンション部５３を設けてある（図７，図８参照）。図示する例では、エクステンション部５３を車幅方向に延在する基部の両端部に車両後方に向けて延設部分を設けた形状に別体成形している。基部をサブフレーム５１の後端部と共締め固定し、エクステンション後端をアウトリガー４６に結合するようにしているが、これはサブフレーム５１と一体に形成することも可能である。
　そして、このようなバッテリ２７と、受電部２２と、モータユニット２９Ｕとは、車両前後方向に直線的な搭載レイアウトにある。そして、バッテリ２７からモータユニット２９Ｕに送電する強電系のワイヤハーネス３１は、受電部２２の上方に通して、トンネル部４２の内側に沿って配索してある。ワイヤハーネス３１は、バッテリ２７の前端と、モータユニット２９Ｕの後端部（インバータ２８の後端部）とにそれぞれコネクタ接続されている。
　ワイヤハーネス３１は、ジャンクションボックス２２５の上方に配索しているが、場合によってジャンクションボックス２２５の側方に配索することも可能である。この場合、電装ボックス２２４およびジャンクションボックス２２５をトンネル部４２内の中心位置よりも外側方向にずらして配置して、大径のワイヤハーネス３１の配索スペースを確保するとよい。
　トンネル部４２の頂壁には、ジャンクションボックス２２５の近傍位置に貫通孔４７を設けられている。貫通孔４７は、バッテリ２７またはジャンクションボックス２２５から、車室１Ｒ内に搭載した空気調和ユニット等の室内補機６０に送電する強電系のワイヤハーネス３２を挿通配索するようにしている。貫通孔４７にはグロメット４８を嵌装して、ハーネス挿通周りをシールしている。
　図１０は、バッテリ２７と、モータユニット２９Ｕおよび室内補機６０との間における送電配線パターンの各異なる例を（Ａ）～（Ｄ）にて示している。
　（Ａ）図に示す例では、バッテリ２７と、モータユニット２９Ｕ、室内補機６０、ジャンクションボックス２２５と、をそれぞれワイヤハーネス３１、３２、３３で結線している。
　（Ｂ）図に示す例では、（Ａ）図におけるワイヤハーネス３２をジャンクションボックス２２５で分配して接続することによって、バッテリ２７からの配線数を１つ減らしている。
　（Ｃ）図に示す例では、（Ｂ）図におけるワイヤハーネス３１をジャンクションボックス２２５で分配して接続することにより、ワイヤハーネス３３を省略し、バッテリ２７からの配線数を２つ減らしている。
　（Ｄ）図に示す例では、ジャンクションボックス２２５を受電部２２から分離して車室内に搭載して、トンネル部４２内のスペースを広げている。この例では、（Ａ）図におけるワイヤハーネス３３と、受電部２２とジャンクションボックス２２５とを結線するワイヤハーネス３４と、をワイヤハーネス３２と共に上述の貫通孔４７に挿通して配索している。
　以上の構成からなる本実施形態の非接触給電装置によれば、受電部２２は操舵される前輪Ｗに近いフロアパネル４０の前端部下面で、その車幅方向中央に搭載している。従って、駐車スペース２で所定の停止位置に車両１を駐車する際に路面側の給電部１２に車両中心を合わせるように操舵すればよく、その運転感覚により、該給電部１２に対して受電部２２が適正に向かい合うよう位置合わせすることができる。また、操舵される前輪Ｗに近い位置に受電部２２が配されるため、受電部２２位置を給電部１２に合うように微調整でき、より適正に向かい合うよう位置合わせすることができる。
　これにより、上述の位置合わせのために給電部１２は駆動機構を用いた可動構成として、専用の駆動制御システムを構成する必要がなく、コスト的に有利に、かつ、車両１の簡単な運転操作で給電部１２に対し、受電部２２が向かい合うよう位置合わせを行うことができる。
　また、受電部２２はフロアパネル４０の下面のバッテリ２７からフロントコンパートメント１Ｆのモータユニット２９Ｕへ送電する強電系のワイヤハーネス３１の下側を覆ってプロテクタとして機能するため、保安性を高めることができる。
　さらに、受電部２２を車両中心に配置し、バッテリ２７と受電部２２とモータユニット２９Ｕとを車両前後方向に直線的な搭載レイアウトとして、上述のワイヤハーネス３１をこの受電部２２の上方に通して配索することができる。これによって、該ワイヤハーネス３１を平面視して直線的に配索できてハーネス長を短くすることができる。
　ここで、上述のフロアパネル４０は、その車両中心（車幅方向中央）にトンネル部４２を備えていて、上述の受電部２２をトンネル部４２の下側開放部に跨って配設して、ワイヤハーネス３１をトンネル部４２の内側に沿って配索してある。
　受電部２２は上述の金属製の保護筐体２２２と合成樹脂製の蓋体２２３との間にコイル本体２２１を格納した方形盤状の剛体構造であるため、トンネル部４２の下側開放部の剛性を高めて拡開変形（口開き）防止機能を発揮できる。しかも、受電部２２とトンネル部４２とで成す閉断面内にワイヤハーネス３１を格納状態に配索できるため、該ワイヤハーネス３１の保安性を更に高めることができる。
　また、受電部２２はその上面にジャンクションボックス２２５を備えているが、該受電部２２は上述のようにトンネル部４２の下側開放部に跨って配置され、ジャンクションボックス２２５はトンネル部４２内に配置されている。そのため、該ジャンクションボックス２２５の保安性を高めることができる。
　しかも、このような受電部２２の上面に突出したジャンクションボックス２２５をトンネル部４２内に配置することで、フロアパネル４０の地上高が大きくなるのを抑制できて、車体の造形を設計上有利に行うことができる。
　ジャンクションボックス２２５は、受電部２２と別体に形成してあって、該受電部２２の上面に脱着可能に組付けてあるので、仕様によってジャンクションボックス２２５を外して、図１０（Ｄ）に示すように、車室内に搭載することも可能である。これは特にハイブリッド車仕様では、トンネル部４２内への排気管の縦走配置が可能となり、車体下部構造の共用化を図ることができる。
　また、トンネル部４２はその頂壁に貫通孔４７を備えている。そのため、バッテリ２７またはジャンクションボックス２２５から車室１Ｒに搭載した室内補機６０に送電するワイヤハーネス３２等の配索も最短距離で行うことが可能で、配索レイアウトの自由度を高めることができる。
　トンネル部４２は、両側の膨出基部に沿って車両前後方向に延在する閉断面の補剛部４３を備えていて、受電部２２をこれら補剛部４３に跨って搭載しているので、受電部２２の取付剛性とトンネル部４２の下側開放部の車幅方向の剛性の双方を高めることができる。
　また、受電部２２の車幅方向寸法Ｗ２をトンネル部４２の下側開放部の幅寸法Ｗ１よりも大きく設定して、直接受電部２２を開放部両側の補剛部４３に結合しているので、上述の取付剛性および車幅方向の剛性をより一層高めることができる。
　一方、モータユニット２９Ｕはフロントコンパートメント１Ｆの下側に配置した骨格部材であるサブフレーム５１に搭載してある。該サブフレーム５１の後端には、受電部２２の車幅方向両側に沿って車両後方に延在して、該受電部２２の固定部分を補剛するエクステンション部５３が設けてある。
　これにより、エクステンション部５３による受電部２２の固定部分の補剛効果によって、走行時の振動等により該固定部分に作用する加振入力に対抗して、受電部２２の取付け剛性を高められる。また、受電部２２の前側と左右両側とを、サブフレーム５１の後端とその両側のエクステンション部５３とでガードし、受電部２２の後側をバッテリ２７でガードすることができる。
　この結果、受電部２２を路面干渉等から保護できると共に、その上方に配索した上述のワイヤハーネス３１の保護効果を高めることができる。
　なお、前記実施形態では受電部２２の車幅方向寸法Ｗ２と、トンネル部４２の下側開放部の幅寸法Ｗ１との関係を、Ｗ１＜Ｗ２とした場合を例示したが、車両仕様によってＷ１＞Ｗ２とすることも可能である。この場合、受電部２２がブラケットを介してトンネル部４２の下側開放部に跨って結合すればよい。
　また、フロアパネル４０は車両中心にトンネル部４２を備えたものを例示したが、トンネル部４２の無いフラットフロアタイプのものに適用することも可能である。
　特願２０１３－０８３５４２号（出願日：２０１３年４月１２日）の全内容は、ここに援用される。
　以上、実施例に沿って本発明の内容を説明したが、本発明はこれらの記載に限定されるものではなく、種々の変形及び改良が可能であることは、当業者には自明である。
　本発明によれば、受電部は、操舵される前輪に近いフロアパネルの前部下面で、その車幅方向中央に搭載している。そのため、駐車スペースで所定の停止位置に車両を駐車する際に路面側の給電部に車両中心を合わせて駐車操舵する運転感覚により、給電部に対して受電部が適正に向かい合うよう位置合わせすることができる。しかも、受電部はフロアパネル下面のバッテリからフロントコンパートメントのモータユニットへ送電する強電系のワイヤハーネスの下側を覆ってプロテクタとして機能するため、保安性を高めることができる。
　１　車両
　１Ｆ　フロントコンパートメント
　１Ｒ　車室
　１２　給電部
　２２　受電部
　２７　バッテリ
　２９Ｕ　モータユニット
　３１，３２，３３，３４　ワイヤハーネス
　４０　フロアパネル
　４２　トンネル部

Claims (2)

  1. 　車両のフロアパネルの前部下面の車幅方向中央に配設された受電部と、
    　前記受電部との磁気的結合によって、非接触で車両に対して電力供給を行い、駐車スペースに配設された給電部と、
    　前記フロアパネルに配設されたバッテリと、
    　前記バッテリから、車両のフロントコンパートメントに配設されたモータユニットに送電するワイヤハーネスと、を備え、
    　前記ワイヤハーネスは、前記受電部の上方に通して車両前後方向に配設されたことを特徴とする非接触給電装置。
  2. 　前記フロアパネルは、その車幅方向中央に車室側に膨出して車両前後方向に延在するトンネル部を備え、
    　前記受電部は、前記トンネル部の下側開放部に跨って配設され、
    　前記ワイヤハーネスは、該トンネル部の内側に沿って配設された請求項１に記載の非接触給電装置。
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CN105121229A (zh) 2015-12-02
EP2985188A4 (en) 2016-06-15
MY178004A (en) 2020-09-29
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