WO2014167977A1

WO2014167977A1 - Contactless power supply device

Info

Publication number: WO2014167977A1
Application number: PCT/JP2014/057773
Authority: WO
Inventors: 浅井　明寛
Original assignee: 日産自動車株式会社
Priority date: 2013-04-12
Filing date: 2014-03-20
Publication date: 2014-10-16
Also published as: JP2016112899A

Abstract

A power receiving unit (22) is provided to a lower surface of a front end of a floor panel (40) near to steered front wheels (W), said power receiving unit (22) being provided extending across stiffening parts (43) provided at both sides of a lower opening of a tunnel part (42) located at a vehicle centre. Accordingly, a driving sensation in which steering is performed to match the vehicle centre with a road-surface-side power supply unit (12) when advancing a vehicle (1) into a prescribed stoppage position in a parking space (2) can be used to perform alignment such that the power receiving unit (22) appropriately faces the power supply unit (12). Moreover, the power receiving unit (22) is configured as a rigid body similar to the power supply unit (12), and thus both attachment rigidity of the power receiving unit (22) and rigidity (opening-resistance rigidity) of the lower opening of the tunnel part (42) in a vehicle width direction can be improved by providing the power receiving unit (22) so as to extend across the stiffening parts (43) at both sides of the lower opening of the tunnel part (42).

Description

Non-contact power feeding device

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.

In Patent Document 1, 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.

JP 2011-217451 A

The technology disclosed in 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 floor panel has a tunnel section that bulges toward the vehicle compartment side at the center in the vehicle width direction and extends in the vehicle front-rear direction, and a supplement of a closed cross section that extends in the vehicle front-rear direction along the bulge bases on both sides. And a rigid portion. The gist of the present invention is that the power receiving unit is mounted across the stiffening portions on both sides of the tunnel portion on the front lower surface of the floor panel.

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. FIG. 3 is an explanatory diagram of the vehicle front-rear direction in the vehicle center 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. 7 as viewed from the bottom of the vehicle. 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).

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In addition, the dimension ratio of drawing is exaggerated on account of description, and may differ from an actual ratio.

1 includes a 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.

As the power feeding unit 12, a power transmission coil mainly composed of a primary coil made of a conductive wire can be used. Further, as the power receiving unit 22, 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 rectification unit 111, the PFC circuit 112, the inverter 113, Sensor 114. 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.

In addition to this, the 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.

As the foreign matter sensor 15, for example, a metal detection coil is used. When a metal foreign object enters or intervenes in the magnetic field formed between the power feeding unit 12 and the power receiving unit 22 during power feeding, 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.

When the vehicle 1 is parked at a predetermined stop position in the parking space 2 as will be described later, 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.

In the non-contact power supply apparatus of this embodiment, 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. In other words, 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.

Here, 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.

Therefore, 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.

On the other hand, 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. In the example shown in FIGS. 5 and 6, an electrical box that stores electrical components such as a rectifier (rectifier 25) and a capacitor is provided in 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. .

On both sides of the front compartment 1F in the vehicle width direction, 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.

On both sides in the vehicle width direction of the rear end portion of the sub-frame 51, 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). In the example shown in the figure, 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.

And such a battery 27, the power receiving part 22, and the motor unit 29U are in the linear mounting layout in the vehicle front-back direction. 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).

In the example shown in FIG. (A), 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.

(B) In the example shown in the figure, the number of wires from the battery 27 is reduced by one by distributing and connecting the wire harness 32 in the figure (A) with the junction box 225.

In the example shown in FIG. (C), 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.

(D) In the example shown in FIG. (D), 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. In this example, 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.

According to the non-contact power feeding device of the present embodiment having the above configuration, 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.

As a result, 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. Thus, the power feeding unit 12 can be aligned so that the power receiving unit 22 faces the power feeding unit 12.

Further, since 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. .

Further, 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.

Here, 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.

Since 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.

In addition, 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.

Moreover, by arranging the 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. In particular, in the hybrid vehicle specification, the exhaust pipe can be disposed vertically in the tunnel portion 42, and the vehicle body lower structure can be shared.

Further, 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, and the power receiving portion 22 is mounted across the stiffening portions 43. That is, since the power receiving unit is disposed across the stiffening portions on both sides of the tunnel portion 42, both the mounting rigidity of the power receiving portion 22 and the rigidity in the vehicle width direction of the lower open portion of the tunnel portion 42 can be improved. it can.

Further, since 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.

On the other hand, 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.

Thus, due to the stiffening effect of the fixed portion of the power receiving portion 22 by the extension portion 53, 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. In addition, 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.

As a result, 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.

In the above-described embodiment, 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 entire contents of Japanese Patent Application No. 2013-083543 (filing date: April 12, 2013) are incorporated herein by reference.

As mentioned above, although the content of the present invention has been described according to the embodiments, the present invention is not limited to these descriptions, and it is obvious to those skilled in the art that various modifications and improvements are possible.

According to the present invention, the power receiving unit is mounted on the lower surface of the front portion of the floor panel close to the front wheel to be steered and straddling the stiffening portions on both sides of the lower open portion of the tunnel portion existing in the center of the vehicle. 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. In addition, since the power receiving unit is configured as a rigid body in the same manner as the power feeding unit, the mounting rigidity of the power receiving unit can be achieved by mounting the power receiving unit across the closed cross-section stiffening parts on both sides of the lower open part of the tunnel part as described above. In addition, it is possible to increase both the rigidity in the vehicle width direction (opening rigidity) of the lower open portion of the tunnel portion.

DESCRIPTION OF SYMBOLS 1 Vehicle

1F Front compartment

1R Car compartment 12 Electric power feeding part 22 Power receiving part 27 Battery

29U Motor unit

31,32,33,34 Wire harness 40 Floor panel 42 Tunnel part 43 Stiffening part

Claims

A vehicle having a tunnel portion that bulges toward the passenger compartment side at the center in the vehicle width direction and extends in the vehicle longitudinal direction, and a stiffening portion having a closed cross section that extends in the vehicle longitudinal direction along the bulge bases on both sides thereof. Floor panels,
A power receiving unit disposed in a vehicle width direction center of the front lower surface of the floor panel and straddling the stiffening portions on both sides of the tunnel unit;
Power supply to the vehicle in a non-contact manner by magnetic coupling with the power reception unit, and a power supply unit disposed in the parking space;
The non-contact electric power feeder provided with.
The contactless power feeding device according to claim 1, wherein W1 <W2 is set, where W1 is a width dimension of a lower open portion of the tunnel portion, and W2 is a width dimension of the power receiving portion in a vehicle width direction.
A wire harness for transmitting power from a battery disposed on the floor panel to a motor unit disposed in a front compartment of the vehicle is disposed in the vehicle longitudinal direction along the inside of the tunnel portion through the power receiving portion. The non-contact electric power feeder of Claim 1 or 2 characterized by these.