WO2014174663A1 - 受電装置、送電装置、電力伝送システム、および駐車支援装置 - Google Patents
受電装置、送電装置、電力伝送システム、および駐車支援装置 Download PDFInfo
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- WO2014174663A1 WO2014174663A1 PCT/JP2013/062361 JP2013062361W WO2014174663A1 WO 2014174663 A1 WO2014174663 A1 WO 2014174663A1 JP 2013062361 W JP2013062361 W JP 2013062361W WO 2014174663 A1 WO2014174663 A1 WO 2014174663A1
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- power transmission
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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
- B60L50/66—Arrangements of batteries
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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
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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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- 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
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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
- B60L53/126—Methods for pairing a vehicle and a charging station, e.g. establishing a one-to-one relation between a wireless power transmitter and a wireless power receiver
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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
- B60L53/30—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
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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
- B60L53/30—Constructional details of charging stations
- B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles
- B60L53/37—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles using optical position determination, e.g. using cameras
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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
- B60L53/30—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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M7/00—Power lines or rails specially adapted for electrically-propelled vehicles of special types, e.g. suspension tramway, ropeway, underground railway
- B60M7/003—Power lines or rails specially adapted for electrically-propelled vehicles of special types, e.g. suspension tramway, ropeway, underground railway for vehicles using stored power (e.g. charging stations)
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
- H01F38/00—Adaptations of transformers or inductances for specific applications or functions
- H01F38/14—Inductive couplings
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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
- H02J50/70—Circuit arrangements or systems for wireless supply or distribution of electric power involving the reduction of electric, magnetic or electromagnetic leakage fields
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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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- 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
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
- H02J7/00304—Overcurrent protection
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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
- B60L2250/00—Driver interactions
- B60L2250/16—Driver interactions by display
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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
- B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
- B60L5/005—Current collectors for power supply lines of electrically-propelled vehicles without mechanical contact between the collector and the power supply line
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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
- H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
- H02J2310/40—The network being an on-board power network, i.e. within a vehicle
- H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
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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
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/00032—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries characterised by data exchange
- H02J7/00045—Authentication, i.e. circuits for checking compatibility between one component, e.g. a battery or a battery charger, and another component, e.g. a power source
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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
- 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
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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
- 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
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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
- 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
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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
- 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 power receiving device, a power transmission device, a power transmission system, and a parking assistance device.
- Hybrid vehicles and electric vehicles are known. These electric vehicles are equipped with a battery, and drive wheels are driven using electric power. In recent years, techniques for charging a battery in a contactless manner have been developed. In order to efficiently charge the battery in a non-contact manner, it is required that the power reception unit and the power transmission unit are arranged at appropriate positions.
- Patent Document 1 discloses a vehicle equipped with a parking assist device.
- This parking assistance device includes a power reception unit.
- the power reception unit receives power from a power transmission unit provided outside the vehicle in a contactless manner.
- the power reception unit is also used when detecting the relative position between the power reception unit and the power transmission unit. Information on the relative position is used when the vehicle is guided to an appropriate parking position.
- a first object of the present invention is to provide a power receiving device that can accurately detect the position of a power transmission unit.
- the second object of the present invention is to provide a power transmission system capable of accurately detecting the position of a power transmission unit.
- a third object of the present invention is to provide a power transmission device capable of accurately detecting the position of a power reception unit.
- a fourth object of the present invention is to provide a parking assistance device capable of guiding a vehicle so that a power reception unit and a power transmission unit are arranged at appropriate positions.
- a power receiving device includes a power receiving coil, moves between a first position and a second position different from the first position, and is disposed in the second position in a vehicle.
- a power receiving unit that receives power in a non-contact manner from a power transmitting unit provided outside the vehicle, a moving mechanism that moves the power receiving unit to the first position and the second position, and a vehicle body separately from the power receiving unit.
- a detection unit that detects the intensity of the magnetic field or electric field formed by the power transmission unit, and the second position is located obliquely below the vertical direction when viewed from the first position, The distance from the second position to the detection unit is shorter than the distance from the second position to the first position.
- the detection unit detects an impedance of the magnetic field formed by the power transmission unit at a position where the detection unit is disposed.
- the detection unit detects a vertical strength component of the magnetic field formed by the power transmission unit at a position where the detection unit is disposed.
- the detection unit detects an intensity component in a direction orthogonal to a vertical direction of the magnetic field formed by the power transmission unit at a position where the detection unit is disposed.
- a plurality of the detection units are provided in the vehicle main body, and the power reception coil extends in a direction orthogonal to a direction in which the power transmission units and the power reception units arranged at the second position face each other.
- a virtual plane having a rotation axis and including the winding axis of the power receiving coil of the power reception unit disposed at the second position and perpendicular to the vertical direction is drawn, and a plurality of the detection units are defined as the virtual plane.
- the positions at which the projected images of the plurality of detection units are formed in the virtual plane have a line-symmetric relationship about the winding axis.
- the detection unit is virtually formed when the power reception coil of the power reception unit arranged at the second position or the core around which the power reception coil is wound is projected upward in the vertical direction. It is located so as to be included in the projected space.
- a power receiving device includes a power receiving coil, moves between a first position and a second position different from the first position, and is disposed in the second position in a vehicle.
- a power receiving unit that receives power in a non-contact manner from a power transmitting unit provided outside the vehicle, a moving mechanism that moves the power receiving unit to the first position and the second position, and a vehicle body separately from the power receiving unit.
- a detection unit that detects the intensity of the magnetic field or electric field formed by the power transmission unit.
- a power receiving device includes a power receiving coil, moves between a first position and a second position different from the first position, and is disposed in the second position in a vehicle.
- a power receiving unit that receives power in a non-contact manner from a power transmitting unit provided outside the vehicle, a moving mechanism that moves the power receiving unit to the first position and the second position, and a vehicle body separately from the power receiving unit.
- a detection unit that detects the intensity of the magnetic field or electric field formed by the power transmission unit, and the second position is located below the vertical direction when viewed from the first position, and the detection unit is In the space formed virtually when the power receiving coil of the power receiving unit arranged at the first position or the core around which the power receiving coil is wound is enlarged to a similar size three times larger Located to be included.
- the difference between the natural frequency of the power transmission unit and the natural frequency of the power reception unit is 10% or less of the natural frequency of the power reception unit.
- a coupling coefficient between the power reception unit and the power transmission unit is 0.3 or less.
- the power reception unit is formed between the power reception unit and the power transmission unit and vibrates at a specific frequency, and is formed between the power reception unit and the power transmission unit and vibrates at a specific frequency. The power is received from the power transmission unit through at least one of the electric field to be transmitted.
- a parking assist apparatus controls the above-described power receiving apparatus according to the present invention and a vehicle drive unit that drives the vehicle based on the intensity of the magnetic field detected by the detection unit. And a control unit for moving.
- the detection unit includes a first detection unit and a second detection unit that are spaced apart from each other in a direction intersecting the vertical direction, and the control unit is configured to move the vehicle when the vehicle is moving. If the intensity of the magnetic field detected by the first detector satisfies the first condition and the intensity of the magnetic field detected by the second detector does not satisfy the second condition, the second The vehicle drive unit is controlled so that the vehicle moves toward the direction in which the first detection unit is located when viewed from the detection unit.
- the first detection unit is disposed on the rear side of the vehicle with respect to the second detection unit, and the control unit detects the magnetic field detected by the first detection unit when the vehicle is moving backward. If the intensity of the magnetic field satisfies the first condition and the intensity of the magnetic field detected by the second detection unit does not satisfy the second condition, the vehicle continues to move backward. Control the vehicle drive.
- the first detection unit is disposed in front of the vehicle with respect to the second detection unit, and the control unit detects the magnetic field detected by the first detection unit when the vehicle is moving backward. If the intensity of the magnetic field satisfies the first condition and the intensity of the magnetic field detected by the second detection unit does not satisfy the second condition, the vehicle moves forward. Control the drive.
- the detection unit includes a first detection unit and a second detection unit that are spaced apart from each other in a direction intersecting the vertical direction, and the control unit is configured to move the vehicle when the vehicle is moving.
- the first detection unit When the intensity of the magnetic field detected by the first detection unit satisfies the first condition and the intensity of the magnetic field detected by the second detection unit satisfies the second condition, the first detection unit The vehicle drive unit is controlled to move the vehicle so that the magnetic field strength detected by the second detection unit and the magnetic field strength detected by the second detection unit approach the same value.
- the first detection unit is disposed on the rear side of the vehicle with respect to the second detection unit, and the control unit is configured to detect the magnetic field detected by the first detection unit when the vehicle is moving forward. If the intensity of the magnetic field satisfies the first condition and the intensity of the magnetic field detected by the second detection unit does not satisfy the second condition, the vehicle moves backward. Control the drive.
- the first detection unit is disposed on the front side of the vehicle relative to the second detection unit, and the control unit detects the magnetic field detected by the first detection unit when the vehicle is moving forward.
- the control unit detects the magnetic field detected by the first detection unit when the vehicle is moving forward.
- the intensity of the magnetic field satisfies the first condition and the intensity of the magnetic field detected by the second detection unit does not satisfy the second condition, the vehicle continues to move forward. Control the vehicle drive.
- a power transmission system is a power transmission system including a power reception device and a power transmission device that includes a power transmission unit and transmits power to the power reception device in a contactless manner while facing the power reception device.
- the power receiving device moves between a first position and a second position different from the first position, and is disposed at the second position from the power transmission unit provided outside the vehicle.
- a power receiving unit that receives power by contact, a moving mechanism that moves the power receiving unit to the first position and the second position, and a magnetic field provided by the vehicle main body separately from the power receiving unit, The magnetic field formed by the power transmission unit is higher at the position where the detection unit is disposed than at the first position.
- a power transmission device includes a power transmission coil, moves between a first position and a second position different from the first position, and is provided in a vehicle in a state of being disposed at the second position.
- a power transmission unit that transmits power in a non-contact manner, a moving mechanism that moves the power transmission unit to the first position and the second position, and a magnetic field formed by the power reception unit provided separately from the power transmission unit.
- a second detecting unit that detects the intensity of the electric field, and the second position is located obliquely above the vertical direction when viewed from the first position, and the distance from the second position to the detecting unit. Is shorter than the distance from the second position to the first position.
- a parking support apparatus is a parking support apparatus that receives information from a communication unit and supports parking of a vehicle whose movement is controlled based on the information. And the communication unit that transmits information on the intensity of the magnetic field detected by the detection unit to the vehicle.
- the power reception unit and the power transmission unit can be arranged at appropriate positions.
- FIG. 1 is a bottom view showing an electric vehicle 10.
- FIG. It is a disassembled perspective view which shows the power receiving apparatus 11 and the external electric power feeder 61 (power transmission apparatus 50).
- 1 is a perspective view showing an electric vehicle 10 including a power receiving device 11 and an external power feeding device 61 including a power transmitting device 50.
- FIG. It is a figure showing typically power transmission system 1000 in an embodiment. It is a figure which shows the detail of the circuit structure of the electric power transmission system 1000 in embodiment. It is a functional block diagram of the control apparatus 180 shown in FIG.
- FIG. 3 is a perspective view showing a power reception unit 200 and a moving mechanism 30.
- FIG. FIG. 10 is a side view schematically showing the switching unit, and shows a state when the switching unit is viewed from the direction of arrow A in FIG.
- FIG. 3 is a side view showing power reception unit 200, case body 65, and moving mechanism 30 when electric vehicle 10 stops at a predetermined position.
- FIG. 6 is a side view showing a state when the power receiving unit 200 is moved downward by the moving mechanism 30.
- 4 is a side view showing a state when power reception unit 200 receives power from power transmission unit 56 in a contactless manner.
- FIG. It is a side view which shows the modification of rotation angle (theta) when aligning the power receiving part 200 and the power transmission part 56.
- FIG. FIG. FIG. 10 is a side view schematically showing the switching unit, and shows a state when the switching unit is viewed from the direction of arrow A in FIG.
- FIG. 3 is a side view showing power reception unit
- FIG. 6 is a side view for explaining an arrangement relationship between a power reception unit 200 arranged at a first position S1, a power reception unit 200 arranged at a second position S2, and a detection unit 310.
- 6 is a perspective view for explaining an arrangement relationship between a power reception unit 200 arranged at a first position S1, a power reception unit 200 arranged at a second position S2, and a detection unit 310.
- FIG. It is a perspective view which shows typically a mode when the power transmission part 56 is forming the test magnetic field. It is a figure for demonstrating a mode at the time of performing parking guidance (1st guidance control) using the camera.
- FIG. 23 is an operation waveform diagram showing an example of an operation in which the vehicle speed is set to zero according to the flowchart of FIG.
- FIG. It is a flowchart for demonstrating the process of the operation mode 2 performed by step S20 of FIG. 3 is a perspective view schematically showing a power transmission device 50 of an external power supply device 61.
- FIG. It is the top view which described typically the power transmission apparatus 50 shown in FIG. It is a figure which shows distribution of the intensity
- FIG. 10 is a plan view showing another example (part 1) of parking assistance in electric vehicle 10.
- FIG. 7 is a plan view showing another example (part 2) of parking assistance in electric vehicle 10.
- FIG. 11 is a plan view showing another example (No. 3) of parking assistance in electric vehicle 10.
- FIG. 10 is a plan view showing another example (No. 4) of parking assistance in electric vehicle 10.
- FIG. 10 is a plan view showing another example (No. 5) of parking assistance in electric vehicle 10. It is a perspective view which shows the 1st modification of the arrangement position of the detection part 310.
- FIG. It is a perspective view which shows the 2nd modification of the arrangement position of the detection part 310.
- FIG. It is a side view which shows the power receiving apparatus 11 containing the moving mechanism 30A as a modification.
- FIG. 6 is a perspective view for explaining an arrangement relationship between a power reception unit 200 arranged at a first position S1 and a detection unit 310. 6 is a plan view for explaining a suitable example of the arrangement relationship between power reception unit 200 and detection unit 310 arranged at first position S1.
- FIG. It is a perspective view which shows the power transmission apparatus 50K as a modification.
- FIG. 810 It is a side view for demonstrating the arrangement
- FIG. 810 It is a perspective view for demonstrating the arrangement
- FIG. 1 is a left side view showing an electric vehicle 10 (vehicle) including a power receiving device 11 according to an embodiment.
- FIG. 2 is an enlarged left side view of the vicinity of the power receiving device 11 of the electric vehicle 10. 2, for the sake of convenience, a part of a rear fender 85L, which will be described later, is cut away and illustrated, and the power receiving device 11 (case body 65) and the moving mechanism 30 are illustrated using solid lines.
- electrically powered vehicle 10 includes a vehicle main body 70 and wheels 19F, 19B (see wheels 19FL, 19FR, 19BL, 19BR in FIG. 3).
- vehicle main body 70 In the vehicle main body 70, a drive chamber 80T, an occupant storage chamber 81T, and a luggage compartment 82T are provided.
- An engine (not shown) (see engine 176 in FIG. 7) and the like are accommodated in drive chamber 80T.
- the electric vehicle 10 includes a battery (not shown) (see the battery 150 in FIG. 7) and functions as a hybrid vehicle.
- the electric vehicle 10 may function as a fuel cell vehicle or may function as an electric vehicle as long as it is a vehicle driven by a motor.
- the power reception target is a vehicle, but the power reception target may be other than the vehicle.
- the left side surface 71 of the vehicle body 70 is provided with an entrance / exit 82L, a door 83L, a front fender 84L, a front bumper 86T, a rear fender 85L, and a rear bumper 87T.
- the getting-on / off opening 82L communicates with the passenger accommodating chamber 81T.
- the door 83L opens and closes the opening / closing opening 82L.
- a camera 120 is provided in the vicinity of the rear bumper 87T.
- the camera 120 is used to detect the relative positional relationship between the electric vehicle 10 (power receiving device 11) and an external power supply device 61 (see FIG. 5) described later, and for example, the rear of the electric vehicle 10 can be photographed.
- a communication unit 160 is provided on the upper portion of the vehicle main body 70. Communication unit 160 is a communication interface for performing communication between electric vehicle 10 and external power feeding device 61 (see FIG. 5).
- vehicle body 70 has a bottom surface 76.
- the power receiving device 11 and the power receiving unit 200 (see FIG. 3) included in the power receiving device 11 are provided on the bottom surface 76 of the vehicle main body 70.
- the case body 65 of the power receiving device 11 is supported by the moving mechanism 30 (see FIG. 2). By driving the moving mechanism 30 (see FIG. 2), the power receiving unit 200 in the case body 65 can move up and down as indicated by an arrow AR1 in FIG. 2 (see FIG. 9 and the like). Details will be described later).
- the detection unit 310 is provided on the front side in the traveling direction of the electric vehicle 10 when viewed from the power receiving device 11 (see the detection units 310FL, 310FR, 310BL, and 310BR in FIG. 3). Detection unit 310 is provided in electrically powered vehicle 10 separately from power reception unit 200. Although details will be described later with reference to FIG. 4, the case body 65 accommodates the power receiving unit 200.
- the detection unit 310 When the detection unit 310 is provided separately from the power receiving unit 200, when the detection unit 310 is arranged outside the case body 65 without contacting the case body 65, the detection unit 310 is outside the case body 65. And the case where the detection unit 310 is arranged in the case body 65 and the detection unit 310 is arranged without contacting the power receiving unit 200.
- the detection unit 310 in the present embodiment is provided on the bottom surface 76 of the electric vehicle 10 so as not to contact the case body 65 outside the case body 65.
- the detection unit 310 can detect the intensity of the magnetic field or electric field formed by the power transmission unit 56 of the external power supply device 61 (see FIG. 5) at the place where the detection unit 310 is located (details will be described later).
- FIG. 3 is a bottom view showing the electric vehicle 10.
- D indicates a vertically downward direction D.
- L indicates the left direction L of the vehicle.
- R indicates the vehicle right direction R.
- F indicates the vehicle forward direction F.
- B indicates the vehicle reverse direction B.
- the power reception unit 200, the moving mechanism 30, and the detection unit 310 are provided on the bottom surface 76.
- the power receiving unit 200 is accommodated in a case body 65 described later in a state where the power receiving device 11 is provided on the bottom surface 76.
- the bottom surface 76 has a central portion P1.
- the central portion P ⁇ b> 1 is located at the center in the front-rear direction of the electric vehicle 10 and at the center in the width direction of the electric vehicle 10.
- the electric vehicle 10 is provided with front wheels 19FR and 19FL arranged in the width direction of the electric vehicle 10 and rear wheels 19BR and 19BL arranged in the width direction of the electric vehicle 10.
- the front wheels 19FR, 19FL may constitute driving wheels
- the rear wheels 19BR, 19BL may constitute driving wheels, or all of these front wheels and rear wheels may constitute driving wheels. Good.
- the bottom surface 76 of the electric vehicle 10 means that when the electric vehicle 10 is viewed from a position vertically below the ground in a state where the wheels 19FL, 19FR, 19RL, and 19RB of the electric vehicle 10 are in contact with the ground, This is a visible region of the electric vehicle 10.
- the peripheral edge of the bottom surface 76 includes a front edge 34F, a rear edge 34B, a right edge 34R, and a left edge 34L.
- the front edge portion 34F is located on the vehicle forward direction F side with respect to the front wheels 19FR and the front wheels 19FL.
- the right edge portion 34R and the left edge portion 34L are arranged in the width direction of the electric vehicle 10.
- the right edge portion 34R and the left edge portion 34L are located between the front edge portion 34F and the rear edge portion 34B.
- the rear edge portion 34B is located on the vehicle reverse direction B side with respect to the rear wheel 19BR and the rear wheel 19BL.
- the rear edge part 34B has a rear side part 66B, a right rear side part 66R, and a left rear side part 66L.
- Rear side portion 66 ⁇ / b> B extends in the width direction of electrically powered vehicle 10.
- the right rear side portion 66R is continuous with one end portion of the rear side portion 66B and extends toward the rear wheel 19BR.
- the left rear side portion 66L is continuous with the other end portion of the rear side portion 66B and extends toward the rear wheel 19BL.
- the bottom panel 76 of the electric vehicle 10 is provided with a floor panel 69, a side member 67S, and a cross member.
- Floor panel 69 has a plate shape and partitions the inside of electric vehicle 10 from the outside of electric vehicle 10.
- the side member 67S and the cross member are disposed on the lower surface of the floor panel 69.
- the moving mechanism 30 is provided on the bottom surface 76 of the electric vehicle 10 and is disposed between the rear wheel 19BR and the rear wheel 19BL.
- the moving mechanism 30 supports the case body 65.
- case body 65 power receiving unit 200
- case body 65 power receiving unit 200
- a battery 150 is disposed in the vicinity of the power receiving device 11.
- the moving mechanism 30 can be fixed to the bottom surface 76 of the vehicle main body 70 by suspending the moving mechanism 30 from the side member 67S or the cross member.
- the moving mechanism 30 may be fixed to the floor panel 69.
- the detection unit 310 is provided on the vehicle forward direction F side with respect to the power receiving unit 200 and on the vehicle reverse direction B side with respect to the central portion P1.
- the position where the detection unit 310 is provided is not limited to the position shown in FIG.
- the detection unit 310 may be provided on the front side (vehicle forward direction F side) in the traveling direction of the electric vehicle 10 with respect to the central portion P1, or on the rear side (in the traveling direction of the electric vehicle 10 with respect to the power receiving unit 200). It may be provided on the vehicle reverse direction B side).
- the detection unit 310 may be provided on the vehicle right direction R side with respect to the power reception unit 200, or may be provided on the vehicle left direction L side with respect to the power reception unit 200.
- the detection unit 310 includes detection units 310FL and 310FR arranged in the width direction of the electric vehicle 10 and detection units 310BL and 310BR arranged in the width direction of the electric vehicle 10. Detectors 310FL, 310FR, 310BL, and 310BR detect the strength of the magnetic field or electric field formed by external power supply device 61 (see FIG. 5).
- the detection unit 310 according to the present embodiment includes four detection units 310FL, 310FR, 310BL, and 310BR. However, the detection unit 310 may include a single detection unit or a plurality of detection units other than four. You may be comprised from the detection part.
- the detection unit 310 has a plurality of detection units (sensor units)
- the plurality of detection units (sensor units) are power reception units.
- 200 power receiving coils 22 may be arranged at positions that are line-symmetric with respect to the winding axis O ⁇ b> 2.
- the plurality of detection units (sensor units) may be disposed on both outer sides of the power reception unit 200 in the width direction of the vehicle main body 70 with the power reception unit 200 interposed therebetween.
- the detection units 310FL, 310FR, 310BL, and 310BR detect the magnetic field strength of the test magnetic field or the electric field strength of the test electric field formed by the power transmission unit 56 at the positions where these are arranged (details will be described later).
- various magnetic field sensors magneto-Impedance element
- MI sensor magnetic impedance element
- Hall element a Hall element
- MR sensor magnetoresistive element
- the detection unit detects the impedance of the magnetic field formed by the power transmission unit 56 using the magnetic impedance effect.
- the detection unit has, for example, four terminals, and when a high permeability alloy magnetic material such as an amorphous fiber (amorphous alloy wire) is pulse-driven using a power source, the impedance changes greatly depending on the test magnetic field.
- the magneto-impedance element is used, the minimum magnetic flux density that can be detected by the detection unit is, for example, 1 nT, and the detection unit can detect the strength of the test magnetic field formed by the power transmission unit 56 with high accuracy. .
- the detection unit detects the strength of the magnetic field formed by the power transmission unit 56 using the Hall effect.
- the detection unit has, for example, four terminals, and when a test magnetic field is applied to a current flowing, the current path changes due to the Lorentz force, and a voltage appears at two terminals where no bias current flows. .
- the minimum magnetic flux density that can be detected by the detection unit is, for example, several mT.
- the detection unit detects the strength of the magnetic field formed by the power transmission unit 56 using a phenomenon (magnetoresistance effect) in which the electrical resistance changes according to the test magnetic field.
- the detection unit has, for example, two terminals, and when a test magnetic field is applied to a current flowing (multilayer thin film), the current path increases due to the Lorentz force, and the resistance value changes.
- the minimum magnetic flux density that can be detected by the detection unit is, for example, 1.5 mT.
- FIG. 4 is a perspective view showing the power receiving device 11 and the external power feeding device 61 (power transmission device 50).
- FIG. 5 is a perspective view showing the electric vehicle 10 including the power receiving device 11 and the external power supply device 61 including the power transmission device 50.
- FIG. 5 shows a state in which the electric vehicle 10 stops in the parking space 52 and the power receiving unit 200 of the electric vehicle 10 is approximately opposed to the external power feeding device 61 (power transmission unit 56).
- FIG. 5 shows a state where the power receiving unit 200 is disposed at the storage position of the vehicle main body 70 (a state where the power receiving unit 200 is not moved downward by the moving mechanism 30).
- external power supply device 61 includes a power transmission device 50 and a plurality of light emitting units 231 (see FIG. 5).
- the power transmission device 50 includes a power transmission unit 56 (see FIG. 4) and is provided in a parking space 52 (see FIG. 5).
- the parking space 52 is provided with a line 52 ⁇ / b> T indicating a parking position or a parking range in order to stop the electric vehicle 10 at a predetermined position.
- the four light emitting units 231 are provided to indicate the position of the power transmission device 50 and are respectively located at the four corners on the power transmission device 50.
- the light emitting unit 231 includes, for example, a light emitting diode.
- Case body 62 includes a shield 63 formed so as to open upward (vertically upward U), and a lid portion 62T provided so as to close the opening of shield 63.
- the shield 63 is made of a metal material such as copper.
- the lid 62T is made of resin or the like. In FIG. 4, the lid 62 ⁇ / b> T is illustrated using a two-dot chain line in order to clearly represent the power transmission unit 56.
- the power transmission unit 56 includes a solenoid type coil unit 60 and a capacitor 59 connected to the coil unit 60.
- Coil unit 60 includes a ferrite core 57, a power transmission coil 58 (primary coil), and a fixing member 161.
- the fixing member 161 is made of resin.
- the ferrite core 57 is accommodated in the fixing member 161.
- the power transmission coil 58 is formed by being wound around the peripheral surface of the fixing member 161 so as to surround the winding axis O1.
- the power transmission coil 58 is formed so as to surround the winding axis O1 and to be displaced in the extending direction of the winding axis O1 as it goes from one end of the power transmission coil 58 to the other end of the power transmission coil 58.
- FIG. 4 for the sake of convenience, the interval between the coil wires used for the power transmission coil 58 is shown wider than the actual one.
- the power transmission coil 58 is connected to a high frequency power supply device 64 (see FIG. 6).
- the winding axis O1 of the power transmission coil 58 has a shape extending linearly.
- the winding axis O1 extends in a direction intersecting the opposing direction D1 (a direction orthogonal in the present embodiment).
- the facing direction D1 is a direction in which the power transmission coil 58 faces the power receiving coil 22 of the power receiving unit 200.
- the facing direction D1 in the present embodiment is a direction perpendicular to the surface (ground) of the parking space 52 (see FIG. 5), and the winding axis O1 is parallel to the surface (ground) of the parking space 52. Extending in any direction.
- the winding axis O1 of the power transmission coil 58 divides the power transmission coil 58 into unit lengths from one end in the length direction of the power transmission coil 58 to the other end in the length direction of the power transmission coil 58, It is formed by drawing a line passing through the center of curvature of the power transmission coil 58 for each unit length or in the vicinity of the center of curvature.
- Examples of a method for deriving the winding axis O1 that is a virtual line from the center of curvature of the power transmission coil 58 for each unit length include various approximation methods such as linear approximation, logarithmic approximation, and polynomial approximation.
- the winding axis O1 of the power transmission coil 58 in the present embodiment extends in a direction parallel to the line 52T provided in the parking space 52 (see FIG. 5).
- the line 52T is provided to extend along the front-rear direction of the electric vehicle 10 when the electric vehicle 10 is guided into the parking space 52.
- the power transmission unit 56 (power transmission device 50) is arranged such that the winding axis O1 extends along the front-rear direction of the electric vehicle 10 stopped in the parking space 52 (see FIG. 5).
- Case body 65 includes a shield 66 formed so as to open downward (vertical direction downward D), and a lid portion 67 disposed so as to close the opening of shield 66.
- the shield 66 is made of a metal material such as copper.
- the lid 67 is made of resin or the like.
- the shield 66 includes a top plate portion 70T and an annular peripheral wall portion 71T.
- the top plate portion 70T faces the floor panel 69 (see FIG. 3).
- the peripheral wall portion 71T hangs downward in the vertical direction D from the outer peripheral edge of the top plate portion 70T.
- the peripheral wall 71T has end face walls 72 and 73 and side walls 74 and 75.
- the end surface wall 72 and the end surface wall 73 are arranged in a direction in which the winding axis O2 of the power receiving coil 22 extends.
- the side wall 74 and the side wall 75 are disposed between the end wall 72 and the end wall 73.
- the power receiving unit 200 includes a solenoid type coil unit 24 and a capacitor 23 connected to the coil unit 24.
- the coil unit 24 includes a ferrite core 21, a power receiving coil 22 (secondary coil), and a fixing member 68.
- the fixing member 68 is made of resin.
- the ferrite core 21 is accommodated in the fixing member 68.
- the power receiving coil 22 is formed by being wound around the peripheral surface of the fixing member 68 so as to surround the winding axis O2.
- the power receiving coil 22 is formed so as to surround the winding axis O2 and to be displaced in the extending direction of the winding axis O2 from one end of the power receiving coil 22 toward the other end of the power receiving coil 22.
- FIG. 4 for the sake of convenience, the interval between the coil wires used for the power receiving coil 22 is shown wider than the actual one.
- the power receiving coil 22 is connected to the rectifier 13 (see FIG. 6).
- the power reception unit 200 and the power transmission unit 56 have the same size, but the power reception unit 200 and the power transmission unit 56 may have different sizes.
- the winding axis O2 of the power receiving coil 22 has a shape extending linearly.
- the winding axis O2 extends in a direction intersecting the opposing direction D1 (a direction orthogonal in the present embodiment).
- the winding axis O2 has a unit length. It is formed by drawing a line passing through the center of curvature of each power receiving coil 22 or the vicinity of the center of curvature.
- Examples of a method for deriving the winding axis O2 that is a virtual line from the center of curvature of the power receiving coil 22 for each unit length include various approximation methods such as linear approximation, logarithmic approximation, and polynomial approximation.
- power reception unit 200 (power reception device 11) in the present embodiment is arranged such that winding axis O2 extends along the front-rear direction of vehicle body 70 (see also FIG. 5). .
- winding axis O2 When the winding axis O2 is extended linearly, the extension line passes through the front edge portion 34F and the rear edge portion 34B.
- the power receiving coil 22 of the power receiving unit 200 has a central portion P2.
- the central part P2 is a virtual point located on the winding axis O2 of the power receiving coil 22, and is located in the central part of the power receiving coil 22 in the direction in which the winding axis O2 extends.
- the central portion P2 is a portion of the coil wire of the power receiving coil 22 that is located at the end most in the direction in which the winding axis O2 extends (referred to as the first direction) and the coil wire of the power receiving coil 22. In the direction in which the winding axis O2 extends (second direction opposite to the first direction), it is located exactly in the middle with the portion located at the end.
- the power receiving unit 200 (power receiving device 11) is disposed closer to the vehicle retraction direction B side (position closer to the rear edge portion 34B) than the central portion P1.
- the center portion P2 of the power receiving coil 22 is disposed at a position closest to the rear edge portion 34B among the front edge portion 34F, the rear edge portion 34B, the right edge portion 34R, and the left edge portion 34L.
- the power receiving coil 22 winding axes O2 are arranged in parallel to the winding axis O1 of the power transmission coil 58.
- FIG. 6 is a diagram schematically showing a power transmission system 1000 according to the embodiment.
- FIG. 7 is a diagram showing details of the circuit configuration of the power transmission system 1000.
- power transmission system 1000 includes an external power feeding device 61 and an electric vehicle 10.
- the external power supply device 61 includes a communication unit 230, a power transmission ECU 55, a high frequency power supply device 64, a display unit 242 (see FIG. 7), and a fee receiving unit 246 (see FIG. 7). )including.
- the power transmission unit 56 includes a power transmission coil 58 and a capacitor 59.
- the coil unit 60 (ferrite core 57) is not shown for convenience.
- the power transmission coil 58 is electrically connected to the capacitor 59 and the high frequency power supply device 64.
- the high frequency power supply device 64 is connected to an AC power supply 64E.
- the AC power supply 64E may be a commercial power supply or an independent power supply device.
- the power transmission coil 58 and the capacitor 59 are connected in parallel to each other.
- the power transmission coil 58 and the capacitor 59 may be connected in series with each other.
- the power transmission coil 58 has a stray capacitance.
- An electric circuit (LC resonance circuit) is formed by the inductance of the power transmission coil 58, the stray capacitance of the power transmission coil 58, and the capacitance of the capacitor 59.
- the capacitor 59 is not an essential component and may be used as necessary.
- the power transmission coil 58 transmits power to the power reception coil 22 of the power reception unit 200 in a non-contact manner by electromagnetic induction.
- the coupling coefficient ( ⁇ ) indicating the degree of coupling between the power transmission coil 58 and the power reception coil 22 is appropriate based on the distance from the power reception coil 22, the frequencies of the power transmission coil 58 and the power reception coil 22, and the like. The number of turns and the inter-coil distance are appropriately set so as to be a value.
- the power transmission ECU 55 includes a CPU, a storage device, and an input / output buffer.
- the power transmission ECU 55 inputs a signal from each sensor and the like and outputs a control signal to each device, and controls each device in the external power feeding device 61. These controls are not limited to processing by software, but can also be processed by dedicated hardware (electronic circuit).
- the power transmission ECU 55 controls the driving of the high frequency power supply device 64.
- the high frequency power supply device 64 is controlled by a control signal MOD (see FIG. 7) from the power transmission ECU 55, and converts power received from the AC power supply 64E into high frequency power.
- the high frequency power supply device 64 supplies the converted high frequency power to the power transmission coil 58.
- the communication unit 230 is a communication interface for performing wireless communication between the external power supply device 61 and the electric vehicle 10 (communication unit 160).
- the communication unit 230 receives the battery information INFO transmitted from the communication unit 160, the start and stop of formation of the test magnetic field (or test electric field), and signals STRT and STP instructing the start and stop of full-scale power transmission, These pieces of information are output to the power transmission ECU 55.
- the display unit 242 Prior to charging, cash, a prepaid card, a credit card, or the like is inserted into the fee receiving unit 246.
- the display unit 242 displays the charging power unit price and the like to the user.
- the display unit 242 also has a function as an input unit like a touch panel, and can accept an input as to whether or not the user approves the charging power unit price.
- the power transmission ECU 55 causes the high frequency power supply device 64 to start full-scale charging when the charging power unit price is approved. After the charging is completed, the charge receiving unit 246 settles the charge.
- the electric vehicle 10 prior to full-scale power feeding from the external power feeding device 61 to the electric vehicle 10, the electric vehicle 10 is guided toward the external power feeding device 61, and the power receiving device 11 And the power transmission device 50 are aligned.
- the positional relationship between the power receiving device 11 and the power transmission device 50 is detected based on an image photographed by the camera 120, and the electric vehicle 10 is transferred to the power transmission device 50 based on the detection result.
- the travel of the electric vehicle 10 is controlled so as to guide the vehicle.
- a plurality of light emitting units 231 are photographed by the camera 120, and the positions and orientations of the plurality of light emitting units 231 are image-recognized.
- the positions and orientations of the power transmission device 50 and the electric vehicle 10 are recognized based on the image recognition result, and the electric vehicle 10 is guided to the power transmission device 50 based on the recognition result.
- the facing area of the power receiving device 11 and the power transmitting device 50 is smaller than the area of the bottom surface 76 (see FIG. 3) of the vehicle main body 70.
- the power transmission device 50 enters the lower part of the electric vehicle 10. After the camera 120 can no longer photograph the power transmission device 50 (light emitting unit 231) (or after the camera 120 no longer photographs the power transmission device 50 (light emitting unit 231)), the alignment control is performed from the first stage to the second stage. Switch to stage.
- the power transmission ECU 55 causes the high frequency power supply device 64 to transmit a test signal using weak power.
- the power transmission device 50 receives a weak power and forms a test magnetic field (or test electric field).
- the weak power may include power that is smaller than charging power for charging the battery after authentication, or power that is transmitted during alignment and that is transmitted intermittently. With this weak power, a test magnetic field (or test electric field) is formed around the power transmission device 50.
- the magnitude of the electric power sent as a test signal from the power transmission device 50 to form the test magnetic field at the second stage is such that the alignment between the power transmission device 50 and the power reception device 11 is completed from the power transmission device 50 to the power reception device 11. It is set smaller than the electric power for charging supplied.
- the power transmission device 50 forms a test magnetic field in the second stage by detecting the distance between the power transmission device 50 and the detection unit 310 and measuring the relative position between the power transmission device 50 and the electric vehicle 10 (power reception device 11). This is because a large amount of power is not required for full-scale power supply.
- the magnetic field strength by the test magnetic field is detected by the detection unit 310 provided on the bottom surface 76 of the electric vehicle 10. Based on the magnetic field intensity detected by the detection unit 310, the distance between the power transmission device 50 and the power reception device 11 is detected. The electric vehicle 10 is further guided to the power transmission device 50 based on the information regarding the distance, and the power transmission device 50 and the power receiving device 11 are aligned (the detailed flow will be described later with reference to FIGS. 19 to 24). ).
- the electric vehicle 10 charges the power receiving device 11, the detecting unit 310, the moving mechanism 30, the regulator 9, the rectifier 13, the received voltage measuring unit (voltage sensor 190 T), the battery 150, and the battery 150.
- Battery charger DC / DC converter 142
- a power supply button 122, a camera 120, a display unit 142D, and a communication unit 160 are included.
- the power receiving device 11 receives power from the power transmission device 50 in a state where the electric vehicle 10 stops at a predetermined position in the parking space 52 (see FIG. 6) and the power receiving device 11 faces the power transmission device 50.
- the power receiving unit 200 of the power receiving device 11 is supported by the moving mechanism 30.
- the power receiving unit 200 can move up and down by driving the moving mechanism 30 (details will be described later with reference to FIG. 9 and the like).
- the adjuster 9 adjusts the amount of power supplied from the battery 150 to the moving mechanism 30 (a motor 82 (see FIG. 9) described later).
- the control device 180 transmits a control signal AG to the adjuster 9 and controls driving of the moving mechanism 30 via the adjuster 9.
- the detection unit 310 includes a measurement unit 390, a sensor unit 392, and a relay 146.
- the measurement unit 390 uses the sensor unit 392 to measure the magnetic field strength of the test magnetic field (or the electric field strength of the test electric field).
- Information regarding the magnetic field strength Ht is sent from the measurement unit 390 to the control device 180.
- the control signal AG sent to the adjuster 9 is adjusted based on the information regarding the magnetic field strength Ht.
- the power receiving unit 200 of the power receiving device 11 includes a power receiving coil 22 and a capacitor 23.
- the coil unit 24 (ferrite core 21) is not shown for convenience.
- the power receiving coil 22 is connected to the capacitor 23 and the rectifier 13. In the example shown in FIG. 7, the power receiving coil 22 and the capacitor 23 are connected in parallel to each other. The power receiving coil 22 and the capacitor 23 may be connected to each other in series.
- the power receiving coil 22 has a stray capacitance.
- An electric circuit (LC resonance circuit) is formed by the inductance of the power receiving coil 22, the stray capacitance of the power receiving coil 22, and the capacitance of the capacitor 23.
- the capacitor 23 is not an essential component and may be used as necessary.
- the rectifier 13 is connected to the power receiving device 11, converts an alternating current supplied from the power receiving device 11 into a direct current, and supplies the direct current to the DC / DC converter 142.
- Battery 150 is connected to DC / DC converter 142.
- the DC / DC converter 142 adjusts the voltage of the direct current supplied from the rectifier 13 and supplies it to the battery 150.
- the rectifier 13 includes, for example, a diode bridge and a smoothing capacitor (both not shown). As the rectifier 13, a so-called switching regulator that performs rectification using switching control can also be used. As the rectifier 13, the rectifier 13 may be included in the power receiving unit 200, and it is more preferable that the rectifier 13 is a static rectifier such as a diode bridge in order to prevent malfunction of the switching element due to the generated electromagnetic field.
- the electric vehicle 10 is equipped with an engine 176 and a motor generator 174 as power sources.
- Engine 176 and motor generators 172 and 174 are connected to power split device 177.
- Electric vehicle 10 travels by a driving force generated by at least one of engine 176 and motor generator 174.
- the power generated by the engine 176 is divided into two paths by the power split device 177. One of the two paths is a path transmitted to the wheels 19F and 19B, and the other of the two paths is a path transmitted to the motor generator 172.
- Motor generator 172 is an AC rotating electrical machine, and includes, 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 kinetic energy of engine 176 divided by power split device 177. For example, when the state of charge of battery 150 (also referred to as “SOC (State Of Charge)”) becomes lower than a predetermined value, engine 176 is started and motor generator 172 generates power, and battery 150 Is charged.
- SOC State Of Charge
- the motor generator 174 is also an AC rotating electric machine, and includes, for example, a three-phase AC synchronous motor in which a permanent magnet is embedded in a rotor, like the motor generator 172.
- Motor generator 174 generates a driving force using at least one of the electric power stored in battery 150 and the electric power generated by motor generator 172.
- the driving force of motor generator 174 is transmitted to wheels 19F and 19B.
- the mechanical energy stored in the electric vehicle 10 as kinetic energy or positional energy is used to rotate the motor generator 174 via the wheels 19F and 19B.
- Generator 174 operates as a generator.
- the motor generator 174 operates as a regenerative brake, converts driving energy into electric power, and generates a braking force.
- the electric power generated by motor generator 174 is stored in battery 150.
- the power split device 177 can use a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear.
- the pinion gear engages with the sun gear and the ring gear.
- the carrier supports the pinion gear 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 wheels 19F and 19B.
- the battery 150 is a power storage element configured to be chargeable / dischargeable.
- the battery 150 is composed of, for example, a secondary battery such as a lithium ion battery, a nickel hydride battery or a lead storage battery, or a power storage element such as an electric double layer capacitor.
- Battery 150 stores electric power supplied from DC / DC converter 142 and also stores regenerative electric power generated by motor generators 172 and 174. Battery 150 supplies the stored power to boost converter 162.
- the battery 150 a large-capacity capacitor can also be used.
- the battery 150 may be any power buffer as long as it temporarily stores the power supplied from the external power supply device 61 and the regenerative power from the motor generators 172 and 174 and can supply the stored power to the boost converter 162. Good.
- battery 150 is provided with a voltage sensor and a current sensor for detecting voltage VB of battery 150 and input / output current IB. These detected values are output to the control device 180. Control device 180 calculates the state of charge (SOC) of battery 150 based on voltage VB and current IB.
- SOC state of charge
- System main relay SMR1 is arranged between battery 150 and boost converter 162.
- the system main relay SMR1 electrically connects the battery 150 to the boost converter 162 when the signal SE1 from the control device 180 is activated, and the battery 150 and the boost converter 162 when the signal SE1 is deactivated. Break the electrical circuit between.
- Boost converter 162 includes, for example, a DC chopper circuit. Boost converter 162 is controlled based on signal PWC from control device 180, boosts the voltage applied between power line PL1 and power line NL, and outputs the boosted voltage between power line PL2 and power line NL. .
- Inverters 164 and 166 include, for example, a three-phase bridge circuit. 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. Inverter 166 drives motor generator 174 based on signal PWI 2 from control device 180.
- the rectifier 13 rectifies the AC power extracted by the power receiving coil 22.
- the DC / DC converter 142 converts the power rectified by the rectifier 13 into a voltage level of the battery 150 based on the signal PWD from the control device 180 and outputs the voltage to the battery 150.
- the DC / DC converter 142 is not an essential component and may be used as necessary.
- a matching device may be provided between the power transmission device 50 of the external power supply device 61 and the high frequency power supply device 64. This matcher can match the impedance and substitute the DC / DC converter 142.
- the system main relay SMR2 is disposed between the DC / DC converter 142 and the battery 150.
- the system main relay SMR2 electrically connects the battery 150 to the DC / DC converter 142 when the control signal SE2 from the control device 180 is activated.
- the control signal SE2 is deactivated, the system main relay SMR2 The electric circuit between the DC / DC converter 142 is cut off.
- Control device 180 generates signals PWC, PWI1, and PWI2 for driving boost converter 162 and motor generators 172 and 174, respectively, based on accelerator opening, vehicle speed, and other signals from various sensors. Control device 180 outputs generated signals PWC, PWI1, and PWI2 to boost converter 162 and inverters 164 and 166, respectively. When electric powered vehicle 10 travels, control device 180 activates signal SE1 to turn on system main relay SMR1, and deactivates signal SE2 to turn off system main relay SMR2.
- the control device 180 Prior to power feeding from the external power feeding device 61 to the electric vehicle 10, the control device 180 receives a charging start signal TRG by a user operation or the like through the power feeding button 122. The control device 180 outputs a signal STRT instructing the start of the formation of the test magnetic field (or test electric field) to the external power supply device 61 through the communication unit 160 based on the predetermined condition being satisfied.
- the display unit 142D of the electric vehicle 10 determines whether the power transmission unit 56 of the external power supply device 61 is compatible with the power reception unit 200 of the electric vehicle 10, for example. Display the results.
- the communication unit 160 and the communication unit 230 further communicate wirelessly, and information for aligning the power reception device 11 and the power transmission device 50 includes these information. Exchanged between them.
- the control device 180 receives an image taken by the camera 120 from the camera 120.
- the control device 180 receives information (voltage and current) of power transmitted from the external power supply device 61 from the external power supply device 61 via the communication unit 160. Based on the data from camera 120, control device 180 performs parking control of electric vehicle 10 by a method described later so as to guide electric vehicle 10 to power transmission device 50.
- the control device 180 sends a control signal SE2 to the system main relay SMR2 (see FIG. 7) and the system main relay.
- the SMR2 is turned off, and the control signal SE3 is sent to the relay 146 (see FIG. 7) of the detection unit 310 to turn on the relay 146.
- the control device 180 By temporarily turning ON the relay 146 and connecting the sensor unit 392 to the measurement unit 390, the control device 180 obtains information regarding the magnetic field strength of the test magnetic field (or the electric field strength of the test electric field) detected by the sensor unit 392. be able to.
- a request for forming a test magnetic field (a weak power transmission request) for obtaining this information is transmitted from the electric vehicle 10 to the external power supply device 61 through the communication units 160 and 230.
- the control device 180 receives information on the magnetic field strength Ht (or electric field strength) detected by the sensor unit 392 from the detection unit 310. Based on the data from measurement unit 390, control device 180 performs parking control of electric vehicle 10 by a method described later so as to guide electric vehicle 10 to power transmission device 50 of external power supply device 61.
- control device 180 transmits a power supply command to the external power supply device 61 via the communication unit 160 and activates the control signal SE2 to turn on the system main relay SMR2.
- Control device 180 generates signal PWD for driving DC / DC converter 142 and outputs the generated signal PWD to DC / DC converter 142.
- the control device 180 controls the adjuster 9 by outputting a control signal AG.
- the adjuster 9 drives the moving mechanism 30 based on the control signal AG and moves the power receiving unit 200 of the power receiving device 11 downward (details will be described later). With the power reception unit 200 and the power transmission unit 56 facing each other, full-scale power transmission is performed between them.
- the voltage sensor 190T is provided between a pair of power lines connecting the rectifier 13 and the battery 150.
- the voltage sensor 190T detects the input voltage to the DC / DC converter 142 as a detection value (voltage VR).
- Voltage sensor 190T detects voltage VR between rectifier 13 and DC / DC converter 142, and outputs the detected value to control device 180.
- the voltage sensor 190T detects the DC voltage on the secondary side of the rectifier 13, that is, the received voltage received from the power transmission device 50, and outputs the detected value (voltage VR) to the control device 180.
- the control device 180 determines the power reception efficiency based on the voltage VR, and transmits information related to the power reception efficiency to the external power supply device 61 via the communication unit 160.
- the control device 180 outputs a signal STP instructing to stop power transmission to the external power supply device 61 through the communication unit 160 based on the fact that the battery 150 is fully charged or an operation by the user.
- FIG. 8 is a functional block diagram of the control device 180 shown in FIG.
- the control device 180 includes an IPA (Intelligent Parking Assist) -ECU (Electronic Control Unit) 410, an EPS (Electric Power Steering) 420, an MG (Motor-Generator) -ECU 430, an ECB (Electronically Controlled Brake) 440, and an EPB.
- IPA Intelligent Parking Assist
- ECU Electronic Control Unit
- EPS Electrical Power Steering
- MG Motor-Generator
- ECB Electro Mechanical Controlled Brake
- EPB Electric Parking Brake
- detection ECU 460 detection ECU 460
- elevating ECU 462 elevating ECU 462
- HV Hybrid Vehicle
- IPA-ECU 410 executes guidance control for guiding the vehicle to power transmission device 50 of external power feeding device 61 based on image information received from camera 120 when the vehicle operation mode is the charging mode (first guidance control). .
- IPA-ECU 410 recognizes power transmission device 50 based on image information received from camera 120.
- the IPA-ECU 410 recognizes the positional relationship (approximate distance and direction) with the power transmission device 50 based on the images of the plurality of light emitting units 231 displayed on the camera 120. Based on the recognition result, IPA-ECU 410 outputs a command to EPS 420 so that the vehicle is guided to power transmission device 50 in an appropriate direction.
- the IPA-ECU 410 performs guidance control (first guidance) based on image information from the camera 120.
- HV-ECU 470 is notified of the completion of control.
- the EPS 420 performs automatic steering control based on a command from the IPA-ECU 410 during the first guidance control.
- MG-ECU 430 as a vehicle drive unit controls motor generators 172 and 174 and boost converter 162 based on a command from HV-ECU 470. MG-ECU 430 generates signals for driving motor generators 172 and 174 and boost converter 162 and outputs the signals to inverters 164 and 166 and boost converter 162, respectively.
- ECB 440 controls braking of electric vehicle 10 based on a command from HV-ECU 470.
- the ECB 440 controls the hydraulic brake based on a command from the HV-ECU 470 and performs cooperative control between the hydraulic brake and the regenerative brake by the motor generator 174.
- EPB 450 controls the electric parking brake based on a command from HV-ECU 470.
- the detection ECU 460 receives information on the power transmitted from the external power supply device 61 from the external power supply device 61 through the communication units 160 and 230. Detection ECU 460 receives information on magnetic field strength Ht of the test magnetic field from detection unit 310 (measurement unit 390). The detection ECU 460 calculates the distance between the power transmission device 50 and the electric vehicle 10 by comparing, for example, the power transmission voltage from the external power supply device 61 and a voltage calculated from information related to the magnetic field strength Ht. Detection ECU 460 performs second guidance control for guiding electric vehicle 10 based on the detected distance.
- HV-ECU 470 as a control unit controls MG-ECU 430 that drives the vehicle based on the result of either the first or second guidance control to move electric vehicle 10.
- the power receiving device 11 including the detection unit 310, the MG-ECU 430 as the vehicle drive unit, and the HV-ECU 470 as the control unit can function as a parking assistance device.
- HV-ECU 470 even if IPA-ECU 410 no longer detects power transmission device 50 and MG-ECU 430 moves the vehicle beyond a predetermined distance, magnetic field intensity Ht detected by detection unit 310 satisfies a predetermined power receivable condition. If not, a process for stopping the movement of the electric vehicle 10 is performed. This process may be a process of automatically applying a brake, or a process of instructing the driver to step on the brake.
- the HV-ECU 470 is configured so that the magnetic field intensity Ht detected by the detection unit 310 is a predetermined power receivable condition even if the MG-ECU 430 moves the vehicle beyond a predetermined distance after the IPA-ECU 410 no longer detects the position of the power transmission device 50. Is not satisfied, the detection of the magnetic field intensity by the detection unit 310 is stopped, and the guidance by the detection ECU 460 is interrupted.
- the HV-ECU 470 determines that the magnetic field intensity Ht detected by the detection unit 310 while the vehicle moves by a predetermined distance after the IPA-ECU 410 no longer detects the position of the power transmission device 50 satisfies a predetermined power receiving condition. Then, the induction by the detection ECU 460 is terminated, and preparation for charging the vehicle-mounted battery 150 from the power transmission device 50 is started.
- the elevating ECU 462 controls the adjuster 9 to move the power receiving device 11 (the power receiving unit 200) downward using the moving mechanism 30.
- the HV-ECU 470 automatically stops the electric vehicle 10 and interrupts the guidance by the detection ECU 460, and then changes the parking position by the driver, and then the power receiving device according to the driver's instruction (such as setting operation to the parking range) 11 starts transmission or reception of power, and when the power received by the power receiving device 11 from the power transmitting device 50 satisfies the power receiving enable condition, charging of the in-vehicle battery 150 from the power transmitting device 50 is started.
- a warning may be given to the driver.
- FIG. 9 is a perspective view showing the power reception unit 200 and the moving mechanism 30.
- the power receiving device 11 includes a moving mechanism 30.
- the moving mechanism 30 can move the power reception unit 200 toward the power transmission unit 56 and can move the power reception unit 200 so that the power reception unit 200 is separated from the power transmission unit 56.
- the moving mechanism 30 can move the power receiving unit 200 to a first position S1 and a second position S2, S2A, S2B, which will be described later.
- all of the second position S2 are viewed from the first position S1. It is located obliquely downward with respect to the vertical direction.
- the power receiving unit 200 indicated by the dotted line located in the upper right in FIG. 9 is a state when the power receiving unit 200 is stored in the vehicle main body 70 of the electric vehicle 10 and the power receiving unit 200 is disposed at the first position S1. Is shown.
- the power receiving unit 200 is arranged at the first position S1 so that a certain reference point in the power receiving unit 200 includes the first position S1 that is a certain position (virtual point) in space (in other words, It means that a certain reference point in the power receiving unit 200 is arranged so as to overlap the first position S1.
- a certain reference point in the power receiving unit 200 is, for example, the central portion P2 of the power receiving coil 22 (see FIG. 3). As described above, the central portion P2 is a virtual point located on the winding axis O2 of the power receiving coil 22, and is located at the central portion of the power receiving coil 22 in the direction in which the winding axis O2 extends.
- the power receiving unit 200 indicated by the solid line located in the lower center portion in FIG. 9 is a state when the power receiving unit 200 is moved downward from the vehicle body 70 of the electric vehicle 10 and the power receiving unit 200 is disposed at the second position S2. Is shown.
- the power receiving unit 200 is disposed at the second position S2 so that the reference point in the power receiving unit 200 includes the second position S2 that is a certain position (virtual point) in space (in other words, This means that the reference point of the power receiving unit 200 is arranged so as to overlap the second position S2.
- the first position S1 and the second position S2 where the power receiving unit 200 is disposed are different from each other, and can be any position in space.
- the second position S2 is located farther from the bottom surface 76 (see FIGS. 2 and 3) of the vehicle main body 70 than the first position S1.
- the distance between the first position S1 in the vertical direction and the bottom surface 76 of the vehicle main body 70 is shorter than the distance between the second position S2 in the vertical direction and the bottom surface 76 of the vehicle main body 70.
- the power reception unit 200 when the power reception unit 200 is disposed at the second position S2 The distance between the power transmission unit 56 is closer.
- the moving mechanism 30 includes a link mechanism 31 (support member 37 and support member 38), a drive unit 32, an urging member 33 (elastic member 33a and elastic member 33b), a holding device 34, a stopper 35, and a switching unit 36.
- the biasing member 33 includes an elastic member 33a and an elastic member 33b.
- the link mechanism 31 includes a support member 37 and a support member 38. The support member 37 and the support member 38 are disposed at a distance from each other in the extending direction of the winding axis O2, and constitute a so-called parallel link mechanism together with the case body 65.
- the support member 37 includes a rotating shaft 40, a leg 41, and a leg 42.
- the rotating shaft 40 is rotatably supported by a floor panel 69 (see FIG. 3) or the like.
- the leg portion 41 is connected to one end of the rotating shaft 40.
- the lower end of the leg portion 41 is rotatably connected to the side wall 75 of the case body 65.
- the leg portion 42 is connected to the other end of the rotating shaft 40.
- the lower end of the leg portion 42 is rotatably connected to the side wall 74 of the case body 65.
- the support member 38 includes a rotating shaft 45, a leg 46 and a leg 47.
- the rotating shaft 45 is rotatably supported by a floor panel 69 (see FIG. 3) or the like.
- the leg portion 46 is connected to one end of the rotating shaft 45.
- the lower end of the leg portion 46 is rotatably connected to the side wall 75 of the case body 65.
- the leg 47 is connected to the other end of the rotating shaft 45.
- the lower end of the leg portion 47 is rotatably connected to the side wall 74 of the case body 65.
- the driving unit 32 includes a gear 80, a gear 81, and a motor 82.
- the gear 80 is provided at the end of the rotating shaft 45.
- the gear 81 meshes with the gear 80.
- the motor 82 rotates the gear 81.
- the motor 82 includes a rotor 95, a stator 96 provided around the rotor 95, and an encoder 97 that detects the rotation angle of the rotor 95.
- Rotor 95 is connected to gear 81.
- the rotor 95 rotates.
- the gear 81 rotates, and the gear 80 that meshes with the gear 81 also rotates.
- the gear 80 is fixed to the rotating shaft 45 and rotates together with the rotating shaft 45.
- the power receiving unit 200 and the case body 65 move up and down.
- the driving force of the motor 82 is transmitted to the power receiving unit 200 and the case body 65.
- the power receiving unit 200 and the case body 65 move up or down.
- the elastic member 33a is connected to the leg 46 and the floor panel 69 (see FIG. 3).
- the end portion 83 of the elastic member 33 a is rotatably connected to the leg portion 46 and is located on the lower end side of the leg portion 46 with respect to the center portion of the leg portion 46.
- An end portion 84 of the elastic member 33 a is rotatably connected to the floor panel 69 and is located on the opposite side of the support member 37 with respect to the connection portion between the leg portion 46 and the rotation shaft 45.
- the elastic member 33b is connected to the leg 47 and the floor panel 69 (see FIG. 3).
- the end portion 85 of the elastic member 33 b is rotatably connected to the leg portion 47 and is located on the lower end side of the leg portion 47 with respect to the center portion of the leg portion 47.
- the end portion 86 of the elastic member 33 b is rotatably connected to the floor panel 69 and is located on the opposite side of the support member 37 with respect to the connection portion between the leg portion 47 and the rotation shaft 45.
- the elastic members 33a and 33b have a natural length and form a so-called natural state (no load state).
- power receiving unit 200 indicated by a solid line located at the lower center of FIG. 9, when power receiving unit 200 is disposed at second position S2 (power receiving unit 200 is disposed to include second position S2).
- the elastic members 33a and 33b have a length longer than the natural length and form an extended state.
- a tensile force acts on the elastic members 33a and 33b. Due to the tensile force, a biasing force is applied to the case body 65 that houses the power receiving unit 200 so that the power receiving unit 200 moves in a direction to return to the first position S1.
- the holding device 34 includes a device main body 88 and a support member 87.
- the apparatus main body 88 is fixed to a floor panel 69 (see FIG. 3) or the like.
- the support member 87 is held by the apparatus main body 88, and the protrusion amount protruding from the apparatus main body 88 is adjusted.
- the power reception unit 200 and the case body 65 indicated by the dotted line in FIG. 9 are positioned so as to include the first position S1, and the state before the power reception unit 200 moves downward toward the power transmission unit 56 ( The power receiving unit 200 and the case body 65 in the storage state) are shown.
- the support member 87 supports the bottom surface (lid portion) of the case body 65 in the stored state, and fixes the case body 65 containing the power receiving unit 200 in a predetermined storage place provided in the vehicle main body 70.
- a hole may be formed in the end surface wall 73 of the case body 65, and the support member 87 may be inserted into the hole.
- the driving of the support member 87 is controlled by the elevating ECU 462 shown in FIG.
- the pair of stoppers 35 include stopper pieces 90 and 91 that regulate the rotation angles of the leg portions 41 and 42, and define the movement range of the case body 65 that houses the power receiving unit 200.
- the stopper piece 90 prevents the case body 65 accommodating the power receiving unit 200 from contacting the floor panel 69 of the electric vehicle 10 by contacting the leg portions 41 and 42.
- the stopper piece 91 prevents the case body 65 containing the power receiving unit 200 from contacting a member or the like placed on the ground by contacting the leg portions 41 and 42.
- the switching unit 36 includes a gear 92 fixed to the rotary shaft 45 and a stopper 93 that engages with the gear 92.
- the driving of the stopper 93 is controlled by an elevating ECU 462 shown in FIG. By this control, the stopper 93 is engaged with the gear 92 or is not engaged with the gear 92.
- the stopper 93 is engaged with the gear 92, the rotation of the rotating shaft 45 in the direction in which the power receiving unit 200 moves downward is restricted (restricted state). In the restricted state, the power reception unit 200 is allowed to leave the power transmission unit 56, and the power reception unit 200 is prevented from approaching the power transmission unit 56.
- FIG. 10 is a side view schematically showing the switching unit 36, and shows a state when the switching unit 36 is viewed from the direction of arrow A in FIG.
- the switching unit 36 includes a gear 92 fixed to the rotating shaft 45, a stopper 93 that selectively engages with a plurality of teeth 99 provided on the gear 92, and a driving unit 110.
- the stopper 93 is rotatably provided on the shaft portion 98.
- a torsion spring 111 is provided on the shaft portion 98.
- the stopper 93 receives the urging force of the torsion spring 111.
- the tip of the stopper 93 is pressed against the peripheral surface of the gear 92.
- the driving unit 110 rotates the stopper 93 together with the shaft unit 98.
- the drive unit 110 rotates the stopper 93 against the urging force of the torsion spring 111 so that the tip of the stopper 93 is separated from the peripheral surface of the gear 92.
- the drive unit 110 is controlled by the control device 180 (elevating ECU 462), the state where the tip of the stopper 93 is engaged with the tooth 99, the tip of the stopper 93 is separated from the gear 92, and the stopper 93 is engaged with the gear 92. Switch to a state that does not match.
- the rotation direction Dr1 is a direction in which the rotating shaft 45 and the gear 92 rotate when the case body 65 that houses the power receiving unit 200 moves upward.
- the rotation direction Dr2 is the case body 65 that houses the power receiving unit 200 descends. This is the direction in which the rotating shaft 45 and the gear 92 rotate when moving.
- the adjuster 9 adjusts the amount of power supplied from the battery 150 to the motor 82 (see FIG. 9) of the moving mechanism 30.
- the control device 180 transmits a control signal AG (see FIG. 7) to the adjuster 9 and controls the driving of the moving mechanism 30 via the adjuster 9.
- the electric vehicle 10 stops (parks) at a predetermined position by performing parking support using the camera 120 and the detection unit 310.
- FIG. 11 is a side view showing the power receiving unit 200, the case body 65, and the moving mechanism 30 when the electric vehicle 10 stops at a predetermined position.
- the case body 65 is supported by the holding device 34 in a state of being close to the floor panel 69.
- the case body 65 is fixed at the storage position, and the power receiving unit 200 is positioned so as to include the first position S1.
- the urging member 33 in this state has a natural length, and the urging member 33 does not apply a tensile force to the case body 65 that houses the power receiving unit 200.
- the elevating ECU 462 drives the holding device 34 to retract the support member 87 from the lower surface of the case body 65.
- the elevating ECU 462 turns on the regulator 9 so that electric power is supplied from the battery 150 to the motor 82.
- the leg portion 46 of the support member 38 is rotated around the rotary shaft 45 by the power from the motor 82.
- the power receiving unit 200 and the case body 65 move obliquely downward toward the vehicle forward direction F side while moving toward the lower side D in the vertical direction.
- the support member 37 follows the movement of the support member 38, the power receiving unit 200, and the case body 65, and rotates around the rotation shaft 40.
- the urging member 33 extends as the power receiving unit 200 and the case body 65 move, and the urging member 33 applies a tensile force to the case body 65.
- the case body 65 is urged by the urging member 33 so that the power receiving unit 200 moves in a direction to return to the first position S1.
- the motor 82 moves the case body 65 downward against the tensile force.
- the encoder 97 transmits the rotation angle of the rotor 95 provided in the motor 82 to the elevation ECU 462.
- FIG. 13 is a side view showing a state when the power receiving unit 200 receives power from the power transmitting unit 56 in a contactless manner.
- the elevating ECU 462 grasps the positions of the case body 65 and the power receiving unit 200 based on information from the encoder 97.
- the elevating ECU 462 determines that the rotation angle of the rotor 95 has reached the value at which the power receiving unit 200 and the power transmitting unit 56 face each other (the power receiving unit 200 is positioned so as to include the second position S2A)
- the elevating ECU 462 The drive unit 110 (see FIG. 10) is driven to engage the stopper 93 with the gear 92.
- Rotation of the gear 92 and the rotating shaft 45 is stopped, and the downward movement of the power receiving unit 200 and the case body 65 is also stopped.
- the tensile force of the urging member 33 is smaller than the driving force from the motor 82.
- the rising of the power reception unit 200 and the case body 65 is suppressed by the stop of the motor 82, and the movement of the power reception unit 200 and the case body 65 is stopped.
- the motor 82 drives the power receiving unit 200 and the case body 65 in a downward direction
- the stopper 93 is engaged with the gear 92.
- the power receiving unit 200 can receive power in a non-contact manner from the power transmitting unit 56 of the power transmitting device 50 in a state of being disposed at the second position S2A.
- the support member 38 (leg portion 46) indicated by a dotted line is when the power receiving unit 200 is stored in the vehicle main body 70 (when the power receiving unit 200 is positioned so as to include the first position S ⁇ b> 1). ) Shows the position of the support member 38.
- the support member 38 is rotated from the reference position by the rotation angle ⁇ when the power reception unit 200 is stored in the vehicle body 70 as a reference. Only rotating about the rotating shaft 45.
- the power receiving unit 200 and the power transmitting unit 56 are aligned within a range where the rotation angle ⁇ is not less than 45 degrees and not more than 100 degrees.
- the vehicle reverse direction B and the vehicle forward direction F (with respect to the amount of change of the rotation angle ⁇ , rather than the displacement amount of the power receiving unit 200 in the vertical upper direction U and vertical direction lower direction D (The amount of change of the power receiving unit 200 in the horizontal direction becomes larger. Even if the power receiving unit 200 and the power transmitting unit 56 are relatively displaced in the vehicle backward direction B or the vehicle forward direction F, the power receiving unit 200 and the power receiving unit 200 are prevented from changing greatly in the vertical direction. The positional deviation in the horizontal direction with respect to the power transmission unit 56 can be adjusted.
- relative positioning of the power reception unit 200 and the power transmission unit 56 is performed in a range where the rotation angle ⁇ is 45 degrees or more and 90 degrees or less.
- the rotation angle ⁇ is 45 degrees or more and 90 degrees or less.
- the power reception unit 200 and the power transmission unit 56 face each other at a position where the rotation angle ⁇ is approximately 90 degrees.
- the power receiving unit 200 and the case body 65 are in the vehicle reverse direction B with respect to the amount of change in the rotation angle ⁇ , rather than the displacement amount in the vertical upper U and the vertical lower D.
- the displacement amount in the vehicle forward direction F (horizontal direction) is larger. Even if the power receiving unit 200 and the power transmitting unit 56 are relatively displaced in the vehicle backward direction B or the vehicle forward direction F, the power receiving unit 200 and the power receiving unit 200 are prevented from changing greatly in the vertical direction.
- the positional deviation in the horizontal direction with respect to the power transmission unit 56 can be adjusted.
- FIG. 14 is a side view showing a modification of the rotation angle ⁇ when the power receiving unit 200 and the power transmitting unit 56 are aligned.
- the power reception unit 200 is located at the second position S2B, and the relative relationship between the power reception unit 200 and the power transmission unit 56 is within a range in which the rotation angle ⁇ is not less than 0 degrees and less than 45 degrees. Alignment is performed.
- the power receiving unit 200 can receive power in a non-contact manner from the power transmitting unit 56 of the power transmitting device 50 in a state of being disposed at the second position S2B.
- the power receiving unit 200 moves the movement amount in the vertical direction more than the movement amount in the vehicle backward direction B and the vehicle forward direction F. It is possible to perform alignment between the power receiving unit 200 and the power transmitting unit 56 in the vertical direction while suppressing horizontal movement in which the power increases.
- the power receiving unit 200 and the power transmitting unit 56 face each other at a predetermined interval. In this state, power is transmitted from the power transmission unit 56 to the power reception unit 200 in a contactless manner.
- the principle of power transmission performed between the power reception unit 200 and the power transmission unit 56 will be described later.
- the elevating ECU 462 drives the drive unit 110 to release the engagement state between the stopper 93 and the gear 92.
- the elevating ECU 462 controls the drive of the adjuster 9 so that the case body 65 that houses the power receiving unit 200 moves upward.
- the regulator 9 stops supplying current to the motor 82.
- the case body 65 that houses the power receiving unit 200 is raised by the tensile force from the biasing member 33. Even when the stopper 93 is engaged with the gear 92, the gear 92 is allowed to rotate in the rotation direction Dr1 (see FIG. 10).
- the adjuster 9 stops the drive of the motor 82. To control.
- the elevating ECU 462 drives the holding device 34, the support member 87 fixes the case body 65.
- the power receiving unit 200 is kept in the state of being located at the first position S1.
- the lengths of the elastic members 33a and 33b return to the natural length. Assuming that the power receiving unit 200 and the case body 65 are further raised from the initial position, the elastic members 33a and 33b are extended from the state where the power receiving unit 200 and the case body 65 are positioned at the initial position, and the elastic member 33a. , 33b applies a tensile force to the power receiving unit 200 and the case body 65 so that the power receiving unit 200 and the case body 65 return to the initial positions. The power receiving unit 200 and the case body 65 are satisfactorily returned to the predetermined storage position. When the power reception unit 200 and the case body 65 are moved upward, not only the tensile force of the biasing member 33 but also the motor 82 may be driven to move the power reception unit 200 and the case body 65 upward.
- the case body 65 and the power receiving unit 200 are moved by a foreign object such as a curb until they move from the storage position (first position S1) shown in FIG. 11 to the power receiving positions (second positions S2A, S2B) shown in FIGS. Movement may be hindered.
- the power receiving position is a position when the power receiving unit 200 receives power from the power transmitting unit 56.
- the adjuster 9 is in an ON state and the lift ECU 462 detects that the rotation angle of the rotor 95 does not change over a predetermined period, the elevating ECU 462 causes the power receiving unit 200 and the case body 65 to rise. 9 is controlled.
- the adjuster 9 supplies electric power to the motor 82 so that the rotor 95 rotates in the direction in which the power receiving unit 200 and the case body 65 rise. It can suppress that the drive force applied to the power receiving part 200 from the drive part 32 becomes more than predetermined value, and can suppress that the case body 65 is pressed by the foreign material and the case body 65 is damaged. “The driving force applied from the driving unit 32 to the power receiving unit 200 is a predetermined value” is appropriately set according to the strength of the case body 65 and the power receiving unit 200.
- the elastic members 33a and 33b are in the natural state when the power receiving unit 200 and the case body 65 are in the retracted state. It may be in an extended state. Also in this case, the lengths of the elastic members 33a and 33b are the shortest when the power receiving unit 200 and the case body 65 are positioned in the initial state.
- the power receiving unit 200 and the case body 65 move downward, the tensile force applied to the power receiving unit 200 and the case body 65 by the elastic members 33a and 33b sequentially increases. With this tensile force, the power receiving unit 200 and the case body 65 can be pulled back to the retracted state after the end of power reception. Even when the power receiving unit 200 and the case body 65 are in the retracted state, by applying a tensile force to the power receiving unit 200 and the case body 65, the power receiving unit 200 and the case body 65 are in the retracted position (first position S1). ) Is difficult to deviate from.
- FIG. 15 is a side view for explaining an arrangement relationship between the power reception unit 200 arranged at the first position S1, the power reception unit 200 arranged at the second position S2, and the detection unit 310.
- FIG. 16 is a perspective view for explaining an arrangement relationship between the power reception unit 200 arranged at the first position S1, the power reception unit 200 arranged at the second position S2, and the detection unit 310.
- detection unit 310 in the present embodiment is provided closer to vehicle forward direction F than power reception unit 200.
- the detection units 310FL, 310FR, 310BL, and 310BR of the detection unit 310 have distances L1a, L1b, L1c, and L1d between the second position S2.
- the distances L1a, L1b, L1c, and L1d are linear distances formed between the sensor units of the detection units 310FL, 310FR, 310BL, and 310BR and the second position S2.
- Each sensor part of the detection part can be the center position in the longitudinal direction (winding axis direction) of the amorphous wire when a magnetic impedance element is used for the detection part.
- Each sensor part of the detection part can be the center position of the p-type or n-type semiconductor sample constituting the Hall element when a Hall element is used for the detection part.
- Each sensor part of a detection part can be made into the center position of a multilayer thin film, when a magnetoresistive element is used for a detection part.
- the first position S1 has a distance L2 between the second position S2.
- the distance L2 is a linear distance formed between the first position S1 and the second position S2.
- all of the distances L1a, L1b, L1c, and L1d have a shorter value than the distance L2. Any one of the distances L1a, L1b, L1c, and L1d may have a shorter value than the distance L2.
- the positional relationship is preferably established in all of the second position S2 (see FIG. 9), the second position S2A (see FIGS. 12 and 13), and the second position S2B (see FIG. 14).
- FIG. 17 is a perspective view schematically showing a state in which the power transmission unit 56 forms a test magnetic field.
- the power receiving unit 200 is illustrated in a state where the power receiving unit 200 is disposed at the second position S2 using a solid line.
- a magnetic flux HH indicated by a two-dot chain line in the drawing flows along the winding axis of the power transmission coil 58 and passes through the ferrite core of the power receiving unit 200 so as to flow along the winding axis of the power receiving coil 22.
- the test magnetic field (or test electric field) formed by the power transmission unit 56 extends to the portion where the detection unit 310 is disposed.
- the power receiving unit 200 detects the magnetic field strength of the test magnetic field (or the electric field strength of the test electric field) while the power receiving unit 200 is disposed at the first position S1.
- the detection unit 310 of the present embodiment is more likely to receive a test magnetic field having a stronger magnetic field strength than the power reception unit 200 disposed at the first position S1.
- the strength of the test magnetic field is likely to be higher at the position where the detection unit 310 is disposed than at the first position S1, and thus compared to the accuracy of the detection result by the power reception unit 200 disposed at the first position S1.
- the accuracy of the detection result by the detection unit 310 in this embodiment is likely to be higher.
- the second position S2 is located obliquely downward with respect to the vertical direction when viewed from the first position S1.
- the position of the power reception unit 200 is displaced in the vehicle forward direction F and the vehicle reverse direction B.
- the power receiving unit 200 detects the magnetic field strength of the test magnetic field (or the electric field strength of the test electric field) while the power receiving unit 200 is disposed at the first position S1, and the position of the vehicle main body 70 relative to the power transmission device 50 based on the detection result. Even if the alignment is performed, it is conceivable that the power reception unit 200 is likely to be displaced by moving from the first position S1 to the second position S2.
- the distance from the position of the second position S2 where the power receiving unit 200 is disposed as the power receiving position is closer to the detection unit 310 than the first position S1.
- the detection unit 310 detects the strength of the test magnetic field (or test electric field) formed by the power transmission device 50.
- the electric vehicle 10 and the power transmission device 50 are arranged at appropriate positions by aligning the detection unit 310 and the power transmission device 50 with the movement distance of the power reception unit 200 before and after moving up and down in advance. It is possible to Therefore, according to the power receiving device 11 and the power transmission system 1000 in the present embodiment, the battery 150 mounted on the vehicle main body 70 can be efficiently charged without contact.
- all of the distances L1a, L1b, L1c, and L1d have a shorter value than the distance L2. All of the distances L1a, L1b, L1c, and L1d may have a longer value than the distance L2. Even if the detection unit is provided separately from the power reception unit 200, the electric vehicle 10 and the power transmission device 50 can be arranged at appropriate positions with a certain degree of accuracy.
- FIG. 18 is a diagram for explaining a state in which parking guidance (first guidance control) is performed using the camera 120.
- parking guidance first guidance control
- the power transmission device 50 is located at a position 50 ⁇ / b> A when viewed from the vehicle main body 70, the power transmission device 50 is in the field of view of the camera 120, and parking assistance by the camera 120 can be performed.
- the moving mechanism 30 (not shown) (in other words, depending on the position of the second position S2), it is necessary to move the electric vehicle 10 so that the power transmission device 50 comes to the position 50B when viewed from the vehicle body 70. .
- the vicinity of the position 50B tends to be a blind spot of the camera 120 depending on the arrangement position of the camera 120, and it may be difficult to perform parking support using the image of the camera 120.
- the parking guidance (first guidance control) by the camera 120 but also the test magnetic field (or test electric field) formed by the power transmission device 50 and the detection unit 310 that detects the test magnetic field.
- the used parking assistance is performed (second guidance control). Even after the power transmission device 50 enters under the vehicle main body 70 as indicated by the position 50B, the parking position can be designated with high accuracy.
- control is performed so that the electric vehicle 10 is stopped. .
- a distance L10 for example, 1.5 m
- the distance L10 is determined based on a margin of alignment accuracy by the power receiving device 11.
- FIG. 19 is a flowchart (first half) for explaining the control executed at the stage of adjusting the position of electric vehicle 10 when performing non-contact power feeding.
- FIG. 20 is a flowchart (second half) for explaining the control executed at the stage of adjusting the position of electrically powered vehicle 10 when performing non-contact power feeding. 19 and 20, the left half shows control executed on the electric vehicle side, and the right half shows control executed on the external power feeding device 61 side.
- step S ⁇ b> 1 a stop process is performed on the vehicle side in step S ⁇ b> 1, and then in step S ⁇ b> 2, it is detected whether power supply button 122 is set to the on state. If the power supply button is not set to the on state, the control device 180 waits until the power supply button is set to the on state. If it is detected in step S2 that the power supply button 122 is set to the on state, the process proceeds to step S3. In step S ⁇ b> 3, the control device 180 starts communication with the external power supply device 61 using the communication units 160 and 230.
- step S51 On the external power feeding device 61 side, when the process is started in step S51, the process waits in step S52 until there is communication from the vehicle side. If the start of communication is requested, communication is started in step S53.
- step S4 On the vehicle side, the parking control is started in step S4 following the communication start process in step S3.
- an IPA (Intelligent Parking Assist) system using a camera is used.
- the distance detection request is set to the on state within control device 180 (YES in step S5).
- step S53 on the side of external power supply device 61, after step S53, it waits for a test magnetic field formation request to be turned on in step S54. On the vehicle side, the process proceeds from step S5 to step S6, and control device 180 sets relay 146 to the on state. In step S7, control device 180 transmits to the power supply device side that the test magnetic field formation request has been turned on.
- the external power supply device 61 detects that the test magnetic field formation request is set to the on state in step S54, and proceeds to step S55 to form a test magnetic field.
- the power used to form this test magnetic field may be the same as that used when transmitting after starting charging, but may be set to a weaker signal (weak power) than the signal sent during full-scale power transmission. preferable.
- weaker signal weak power
- the strength of the magnetic field detected by the detecting unit 310 reaches a certain value using the test magnetic field, it is detected that the vehicle has reached a distance where power can be supplied.
- the magnetic field intensity detected by the detection unit 310 with respect to the test magnetic field formed by a constant primary voltage depends on the distance L between the power transmission device 50 and the detection unit 310. Change.
- a map or the like is created by measuring the relationship between the primary side voltage and the magnetic field strength detected by the detection unit 310 in advance, and based on the value of the magnetic field strength detected by the detection unit 310, the power transmission device 50 and the detection unit 310 The distance between can be detected.
- the primary current (output current from the external power supply device 61) also changes according to the distance L between the power transmission device 50 and the detection unit 310 (power reception device 11).
- the distance between the power transmission device 50 and the detection unit 310 (power reception device 11) may be detected based on the magnetic field strength of the test magnetic field.
- the detection ECU 460 When detecting the distance between the power transmission device 50 and the detection unit 310, the detection ECU 460 outputs the distance information to the HV-ECU 470. Upon receiving a charge start command from HV-ECU 470, detection ECU 460 activates system main relay SMR2 by activating signal SE2 output to system main relay SMR2. Detection ECU 460 generates a signal for driving DC / DC converter 142 and outputs the signal to DC / DC converter 142.
- HV-ECU 470 outputs a control command to MG-ECU 430 and ECB 440 according to the operation state of the accelerator pedal / brake pedal, the traveling state of the vehicle and the like when the operation mode of the vehicle is the traveling mode.
- the HV-ECU 470 outputs an operation command to the EPB 450.
- HV-ECU 470 establishes communication with external power supply device 61 through communication unit 130, and issues a start command for starting external power supply device 61 via communication unit 160. Output to the external power supply device 61.
- the HV-ECU 470 outputs a lighting command for the light emitting unit 231 provided on the power transmission device 50 of the external power supply device 61 to the external power supply device 61 via the communication unit 160.
- the HV-ECU 470 When the light emitting unit 231 is turned on, the HV-ECU 470 outputs a guidance control in-progress signal indicating that guidance control for guiding the electric vehicle 10 to the power transmission device 50 is being performed to the external power feeding device 61 via the communication unit 160. At the same time, it outputs a command to IPA-ECU 410 to instruct execution of guidance control (first guidance control) based on image information from camera 120.
- the HV-ECU 470 executes guidance control based on distance information between the power transmission device 50 and the detection unit 310 (second guidance control). Specifically, HV-ECU 470 receives distance information between power transmission device 50 of external power supply device 61 and vehicle detection unit 310 (power reception device 11) from detection ECU 460, and based on the distance information, Then, a command is output to MG-ECU 430 and ECB 440 that respectively control the driving and braking of the vehicle so that the distance from power receiving device 11 when moving downward to second position S2 is minimized.
- step S9 and step S10 in FIG. 20 the end of parking is determined.
- step S9 it is determined whether or not the moving distance of the vehicle is within an assumed range.
- the moving distance of the vehicle here is calculated from the product of the vehicle speed and the elapsed time. If the moving distance of the vehicle exceeds the assumed range in step S9, the process proceeds to step S20 (operation mode 2).
- the assumed range can be set to, for example, 1.5 m after the power transmission device 50 enters the blind spot of the camera 120. Since the vehicle speed sensor at low speed is not highly accurate, it is preferable to select a threshold value for judging the assumed range in consideration of detection errors of the vehicle speed sensor.
- step S9 If the moving distance of the vehicle does not exceed the assumed range in step S9, the process proceeds to step S10, and it is determined whether or not the magnetic field strength of the test magnetic field detected by the detection unit 310 is greater than or equal to the threshold value Ht1. .
- FIG. 21 is a diagram showing the relationship between the vehicle moving distance and the magnetic field strength of the test magnetic field detected by the detection unit 310.
- the magnetic field strength H increases while the vehicle moving distance approaches the position of zero displacement.
- the magnetic field intensity H begins to drop when passing through the position of zero positional deviation.
- the threshold value Ht1 is a determination threshold value for outputting a stop instruction to the vehicle, and is determined by measuring the relationship between the distance and the voltage in advance.
- the threshold value Ht2 in FIG. 21 is a threshold value determined based on the leakage allowable electromagnetic field strength when power is transmitted and received at the maximum output, and is a value smaller than the threshold value Ht1.
- step S10 if the magnetic field strength is not equal to or higher than threshold value Ht1 in step S10, the process returns to step S9.
- the control device 180 repeatedly determines whether or not the position of the power receiving coil when it moves downward to the second position S2 with respect to the position of the power transmitting coil is a position where power can be received. On the other hand, the distance and the direction in which the vehicle is moved are determined so that the power can be received.
- FIG. 22 is a flowchart for describing detection of the moving distance of the vehicle in step S9 of FIG.
- the product of the vehicle speed and the cycle time (for example, 8.192 ms) as shown in step S102 apart from the position detection by the detection unit 310. Is set so that an increase in distance is calculated.
- the vehicle speed is detected by a vehicle speed sensor.
- step S103 distance accumulation is executed, and in step S104, it is determined whether or not the distance accumulation value is greater than or equal to a threshold value (for example, 150 cm). If the integrated value has not yet reached the threshold value in step S104, the process returns to step S103 and the distance integration is continued again. At this time, parking by parking assistance is continued. If the integrated value of the distance is 150 cm or more in step S104, the set vehicle speed is set to 0 (km / h) to prevent overshoot as described with reference to FIG.
- a threshold value for example, 150 cm
- FIG. 23 is an operation waveform diagram showing an example of an operation in which the vehicle speed is set to zero according to the flowchart of FIG.
- the IPA flag is set to ON, and the set vehicle speed is set to 1.8 km / h.
- the IPA flag is turned on when the driver selects the intelligent parking assist mode.
- the IPA mode (parking support mode) is a guidance mode by the camera 120.
- the power transmission device 50 enters the blind spot of the camera 120 at time t2
- the IPA mode is changed to the guidance mode by the detection unit 310 at time t2.
- the flag F is changed from OFF to ON at time t3, and the set vehicle speed is set to 0 km / h accordingly, and the vehicle is stopped. .
- control device 180 when the magnetic field intensity by detection unit 310 is equal to or higher than threshold value Ht1 in step S10, control device 180 outputs a stop command in step S11.
- This stop command may be a command that prompts the driver to step on the brake to stop the vehicle, or may be a process of automatically applying the brake. Since the vehicle may move even after the stop command as shown by the arrow DD1 in FIG. 21, the magnetic field strength by the detection unit 310 is greater than or equal to the threshold value Ht2 after the stop in step S12, and the moving distance of the vehicle is assumed. If it is within the range and the elapsed time is not over time and the temperature is suitable for performing charging, the process proceeds to step S13. If any of the conditions is not satisfied in step S12, the process proceeds to step S20 (operation mode 2).
- step S13 it is determined whether or not the shift range has shifted to the P range. If the shift range is not the P range in step S13, the process of step S12 is executed until the shift to the P range is performed, and the positional deviation of the vehicle is continuously monitored. When the shift range is shifted to the P range, the process proceeds to step S14.
- the parking position is determined and it is determined that the parking is finished, and the vehicle control device 180 sets the test magnetic field formation request to the OFF state. That is, the transmission of the weak power (test signal) for forming the test magnetic field is triggered by the change of the shift range to the P range.
- step S56 when the setting to turn off the test magnetic field formation is communicated by communication, it is detected in step S56 that the test signal transmission request has changed to the off state, and in step S57 the test signal transmission is transmitted. Canceled. In the external power supply device 61, subsequently, in step S58, it is detected whether or not the power supply request changes to the ON state.
- step S15 the relay 146 is controlled from the on state to the off state. Thereafter, the HV-ECU 470 outputs a power supply command instructing power supply from the external power supply device 61 to the external power supply device 61 via the communication unit 160 and outputs a charge start command to the detection ECU 460.
- step S16 the HV-ECU 470 communicates to the external power supply device 61 that the power supply request has been turned on.
- step S58 On the external power supply apparatus 61 side, it is detected in step S58 that the power supply request has been turned on, and in step S59 power supply with high power is started. Accordingly, on the vehicle side, power reception is started in step S17.
- FIG. 24 is a flowchart for explaining the operation mode 2 process executed in step S20 of FIG.
- the operation mode 2 is a mode that is executed when the driver reparks without detecting the distance by the detection unit 310 due to the formation of the test magnetic field.
- step S20 when the operation mode 2 process is started in step S20, the test magnetic field formation is requested to be stopped in step S21.
- step S22 the driver is informed of an abnormality indicating that power cannot be received even if the estimated range is exceeded by display display or blinking of a lamp. In response to this, the driver manually adjusts the parking position.
- step S23 it is confirmed whether or not the vehicle has stopped. If the stop of the vehicle cannot be confirmed, the abnormality notification is continued in step S22. If the stop of the vehicle can be confirmed in step S23, the process proceeds to step S24 to determine whether or not the shift position is in the P range.
- step S24 a test magnetic field formation request (transmission of weak power) is performed for a very short time (about 1 second). Request).
- step S26 it is determined whether or not the magnetic field intensity by the detection unit 310 is equal to or greater than the threshold value Ht2.
- step S26 it is determined whether or not power reception is possible as a result of manual positioning by the driver.
- the threshold value Ht2 is set to a value smaller than the threshold value Ht1 as described above with reference to FIG. If the magnetic field strength is greater than or equal to the threshold value Ht2 in step S26, the process proceeds to step S28, and high power transmission is started. On the other hand, if the magnetic field strength is not greater than or equal to the threshold value Ht2 in step S26, the process proceeds to step S27, and the driver is notified of the abnormality that charging is impossible.
- parking assistance is performed (second guidance control).
- the electric vehicle 10 and the power transmission device 50 can be arranged at appropriate positions. If good magnetic field intensity cannot be detected by detection unit 310 even if electric vehicle 10 is moved beyond the assumed range, control is performed to stop electric vehicle 10.
- the battery 150 mounted on the vehicle main body 70 can be efficiently charged without contact. Even if automatic parking is unsuccessful, when the driver manually determines the parking position, it checks whether it is possible to receive power and executes power reception, so it is possible to increase the chances of charging without increasing troublesome operations .
- first guidance control a test magnetic field (or test electric field) formed by the power transmission device 50 and a detection unit that detects the test magnetic field (or test electric field).
- the electric vehicle 10 and the power transmission device 50 may be aligned only by the parking assistance (second guidance control) using 310.
- FIG. 25 is a perspective view schematically showing the power transmission device 50 of the external power feeding device 61.
- the extending direction of the portion where the coil wires of the power transmission coil 58 are arranged in a straight line is defined as the Y direction.
- the direction perpendicular to the winding axis O1 of the power transmission coil 58 and also perpendicular to the Y direction is defined as the Z direction.
- the direction orthogonal to the Y direction and the Z direction is taken as the X direction.
- the X direction is a direction parallel to the winding axis O1.
- FIG. 26 is a plan view schematically showing the power transmission device 50 shown in FIG. In FIG. 25, a plane RR is drawn.
- the plane RR extends in the XY direction (XY plane) and is located at a distance HA (200 mm) away from the surface of the case body of the power transmission device 50 in the Z direction.
- the directions of XYZ correspond to each other.
- the power transmission device 50 illustrated in FIGS. 25 and 26 forms a magnetic field by supplying 7 W of power to the power transmission coil 58.
- FIG. 27 is a diagram illustrating a distribution of intensity components Hz in the Z direction in the plane RR among the magnetic fields generated in the plane RR.
- FIG. 28 is a diagram illustrating the distribution of the intensity component Hx in the X direction in the plane RR among the magnetic fields generated in the plane RR.
- FIG. 29 is a diagram showing the distribution of the intensity component Hy in the Y direction in the plane RR out of the magnetic field generated in the plane RR.
- the detection unit 310 used in the electric vehicle 10 is configured to detect the intensity component Hz in the Z direction (the intensity component in the vertical direction of the test magnetic field) among them. Good.
- the detection unit 310 detects the intensity component Hz in the Z direction, so that the electric vehicle 10 and the power transmission device 50 can be aligned with high accuracy.
- the detection unit 310 used in the electric vehicle 10 may be configured to detect the Y-direction intensity component Hy (intensity component in the direction orthogonal to the vertical direction of the test magnetic field).
- the distribution of the intensity component Hy in the Y direction is wider than that in the X direction.
- the detection unit 310 is arranged symmetrically with respect to the winding axis O2 of the power receiving coil 22 (or the winding axis O1 of the power transmission coil 58), the detection result of the detection unit 310 is arranged at the second position S2. Therefore, the electric vehicle 10 and the power transmission device 50 can be aligned with high accuracy.
- the difference between the natural frequency of power transmission unit 56 and the natural frequency of power reception unit 200 is 10% or less of the natural frequency of power reception unit 200 or power transmission unit 56.
- the natural frequency of each power transmission unit 56 and power reception unit 200 in such a range, power transmission efficiency can be increased.
- the difference between the natural frequencies becomes larger than 10% of the natural frequency of the power receiving unit 200 or the power transmission unit 56, the power transmission efficiency becomes smaller than 10%, and there are problems such as a longer charging time of the battery 150. .
- the natural frequency of the power transmission unit 56 is the vibration frequency when the electric circuit formed by the inductance of the power transmission coil 58 and the capacitance of the power transmission coil 58 freely vibrates when the capacitor 59 is not provided.
- the natural frequency of the power transmission unit 56 is the vibration frequency when the electric circuit formed by the capacitance of the power transmission coil 58 and the capacitor 59 and the inductance of the power transmission coil 58 freely vibrates.
- the natural frequency when the braking force and the electric resistance are zero or substantially zero is also referred to as a resonance frequency of the power transmission unit 56.
- the natural frequency of the power receiving unit 200 is the vibration frequency when the electric circuit formed by the inductance of the power receiving coil 22 and the capacitance of the power receiving coil 22 freely vibrates when the capacitor 23 is not provided.
- the natural frequency of the power receiving unit 200 is the vibration frequency when the electric circuit formed by the capacitance of the power receiving coil 22 and the capacitor 23 and the inductance of the power receiving coil 22 freely vibrates.
- the natural frequency when the braking force and the electric resistance are zero or substantially zero is also referred to as a resonance frequency of the power receiving unit 200.
- FIG. 30 is a diagram illustrating a simulation model of the power transmission system.
- the power transmission system includes a power transmission device 190 and a power reception device 191.
- the power transmission device 190 includes a coil 192 (electromagnetic induction coil) and a power transmission unit 193.
- the power transmission unit 193 includes a coil 194 (primary coil) and a capacitor 195 provided in the coil 194.
- the power receiving device 191 includes a power receiving unit 196 and a coil 197 (electromagnetic induction coil).
- Power receiving unit 196 includes a coil 199 and a capacitor 198 connected to coil 199 (secondary coil).
- the inductance of the coil 194 is defined as an inductance Lt
- the capacitance of the capacitor 195 is defined as a capacitance C1.
- the inductance of the coil 199 is defined as an inductance Lr
- the capacitance of the capacitor 198 is defined as a capacitance C2.
- the horizontal axis indicates the deviation (%) of the natural frequency
- the vertical axis indicates the transmission efficiency (%) at a constant frequency.
- the deviation (%) in the natural frequency is expressed by the following equation (3).
- Deviation of natural frequency ⁇ (f1 ⁇ f2) / f2 ⁇ ⁇ 100 (%) (3)
- the power transmission efficiency is close to 100%.
- the power transmission efficiency is 40%.
- the deviation (%) of the natural frequency is ⁇ 10%
- the power transmission efficiency is 10%.
- the deviation (%) in natural frequency is ⁇ 15%
- the power transmission efficiency is 5%.
- the power reception coil 22 is disposed within a predetermined range from the power transmission coil 58, and the power reception coil 22 receives power from an electromagnetic field formed around the power transmission coil 58.
- so-called helical coils are employed for the power receiving coil 22 and the power transmitting coil 58.
- a magnetic field and an electric field that vibrate at a specific frequency are formed around the power transmission coil 58, and the power reception coil 22 mainly receives electric power from the magnetic field.
- the “magnetic field of a specific frequency” typically has a relationship with the power transmission efficiency and the frequency of the current supplied to the power transmission coil 58.
- a relationship between the power transmission efficiency and the frequency of the current supplied to the power transmission coil 58 will be described.
- the power transmission efficiency when power is transmitted from the power transmission coil 58 to the power reception coil 22 varies depending on various factors such as the distance between the power transmission coil 58 and the power reception coil 22.
- the natural frequency (resonance frequency) of the power transmission unit 56 and the power reception unit 200 is the natural frequency f0
- the frequency of the current supplied to the power transmission coil 58 is the frequency f3
- the air gap between the power reception coil 22 and the power transmission coil 58 is Air gap AG.
- FIG. 32 is a graph showing the relationship between the power transmission efficiency when the air gap AG is changed and the frequency f3 of the current supplied to the power transmission coil 58 with the natural frequency f0 fixed.
- the horizontal axis in FIG. 32 indicates the frequency f3 of the current supplied to the power transmission coil 58, and the vertical axis in FIG. 32 indicates the power transmission efficiency (%).
- the efficiency curve LL1 schematically shows the relationship between the power transmission efficiency when the air gap AG is small and the frequency f3 of the current supplied to the power transmission coil 58. As shown in the efficiency curve LL1, when the air gap AG is small, the peak of the power transmission efficiency occurs at frequencies f4 and f5 (f4 ⁇ f5). When the air gap AG is increased, the two peaks when the power transmission efficiency is increased change so as to approach each other.
- the efficiency curve LL2 As shown in the efficiency curve LL2, when the air gap AG is made larger than a predetermined distance, the peak of the power transmission efficiency becomes one, and the power transmission efficiency reaches the peak when the frequency of the current supplied to the power transmission coil 58 is the frequency f6. Become. When the air gap AG is further increased from the state of the efficiency curve LL2, the peak of the power transmission efficiency is reduced as shown by the efficiency curve LL3.
- the following first method can be considered as a method for improving the power transmission efficiency.
- the frequency of the current supplied to the power transmission coil 58 is constant, and the capacitances of the capacitor 59 and the capacitor 23 are changed according to the air gap AG.
- the capacitances of the capacitor 59 and the capacitor 23 are adjusted so that the power transmission efficiency reaches a peak in a state where the frequency of the current supplied to the power transmission coil 58 is constant.
- the frequency of the current flowing through the power transmission coil 58 and the power reception coil 22 is constant regardless of the size of the air gap AG.
- a method for changing the characteristics of the power transmission efficiency a method using a matching unit provided between the power transmission device 50 and the high frequency power supply device 64, a method using a DC / DC converter 142, or the like is adopted. You can also.
- the second method is a method of adjusting the frequency of the current supplied to the power transmission coil 58 based on the size of the air gap AG.
- the power transmission characteristic is the efficiency curve LL1
- a current having a frequency f4 or a frequency f5 is supplied to the power transmission coil 58.
- the frequency characteristics are the efficiency curves LL2 and LL3
- a current having a frequency f6 is supplied to the power transmission coil 58.
- the frequency of the current flowing through the power transmission coil 58 and the power reception coil 22 is changed in accordance with the size of the air gap AG.
- the frequency of the current flowing through the power transmission coil 58 is a fixed constant frequency
- the frequency flowing through the power transmission coil 58 is a frequency that changes as appropriate depending on the air gap AG.
- a current having a specific frequency set so as to increase the power transmission efficiency is supplied to the power transmission coil 58 by the first method, the second method, or the like.
- a magnetic field electromagnettic field
- the power reception unit 200 is formed between the power reception unit 200 and the power transmission unit 56, and receives power from the power transmission unit 56 through at least one of a magnetic field that vibrates at a specific frequency and an electric field that vibrates at a specific frequency. Therefore, the “magnetic field oscillating at a specific frequency” is not necessarily a fixed frequency magnetic field, and the “electric field oscillating at a specific frequency” is not necessarily a fixed frequency electric field.
- the frequency of the current supplied to the power transmission coil 58 is set.
- the power transmission efficiency is such as the horizontal displacement of the power transmission coil 58 and the power reception coil 22.
- the frequency changes depending on other factors, and the frequency of the current supplied to the power transmission coil 58 may be adjusted based on the other factors.
- a helical coil is used as the resonance coil.
- an antenna such as a meander line
- a current having a specific frequency flows through the power transmission coil 58, so that an electric field having a specific frequency is obtained. Is formed around the power transmission coil 58. Power transmission is performed between the power transmission unit 56 and the power reception unit 200 through this electric field.
- FIG. 33 is a diagram showing the relationship between the distance from the current source or the magnetic current source and the strength of the electromagnetic field.
- the electromagnetic field is composed of 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”.
- the wavelength of the electromagnetic field is “ ⁇ ”
- the distance at which the “radiant electromagnetic field”, the “induction electromagnetic field”, and the “electrostatic magnetic field” have substantially the same strength can be expressed as ⁇ / 2 ⁇ .
- the “electrostatic magnetic field” is a region where the intensity of the electromagnetic wave suddenly decreases with the distance from the wave source.
- the near field evanescent field
- Energy (electric power) is transmitted using the. That is, in the near field where the “electrostatic magnetic field” is dominant, by resonating the power transmitting unit 56 and the power receiving unit 200 (for example, a pair of LC resonance coils) having adjacent natural frequencies, the power receiving unit 56 and the other power receiving unit are resonated. Energy (electric power) is transmitted to 200.
- the resonance method Since the “electrostatic magnetic field” does not propagate energy far away, the resonance method must transmit power with less energy loss than electromagnetic waves that transmit energy (electric power) by the “radiant electromagnetic field” that propagates energy far away. Can do.
- power is transmitted in a non-contact manner between the power transmission unit and the power reception unit by causing the power transmission unit and the power reception unit to resonate (resonate) with each other by an electromagnetic field.
- Such an electromagnetic field formed between the power receiving unit and the power transmitting unit may be, for example, a near-field resonance (resonance) coupling field.
- the coupling coefficient ⁇ between the power transmission unit and the power reception unit is, for example, about 0.3 or less, and preferably 0.1 or less.
- As the coupling coefficient ⁇ a range of about 0.1 to 0.3 can also be employed.
- the coupling coefficient ⁇ is not limited to such a value, and may take various values that improve power transmission.
- magnetic resonance coupling For example, “magnetic resonance coupling”, “magnetic field (magnetic field) resonance coupling”, “magnetic field resonance (resonance) coupling”, “near field resonance” may be used for coupling between the power transmitting unit 56 and the power receiving unit 200 in the power transmission according to the present embodiment.
- (Resonant) coupling "" Electromagnetic field (electromagnetic field) resonant coupling "or” Electric field (electric field) resonant coupling ".
- the “electromagnetic field (electromagnetic field) resonance coupling” means a coupling including any of “magnetic resonance coupling”, “magnetic field (magnetic field) resonance coupling”, and “electric field (electric field) resonance coupling”.
- the power transmission unit 56 and the power reception unit 200 are mainly generated by a magnetic field.
- the power transmission unit 56 and the power reception unit 200 are “magnetic resonance coupled” or “magnetic field (magnetic field) resonance coupled”.
- the power transmission coil 58 and the power reception coil 22 for example, an antenna such as a meander line can be adopted.
- the power transmission unit 56 and the power reception unit 200 are mainly coupled by an electric field.
- the power transmission unit 56 and the power reception unit 200 are “electric field (electric field) resonance coupled”.
- power is transmitted between the power receiving unit 200 and the power transmitting unit 56 in a contactless manner.
- a magnetic field is mainly formed between the power reception unit 200 and the power transmission unit 56. Therefore, in the above-described embodiment, there is a portion that is described by focusing on the “magnetic field strength”, but even when the “electric field strength” or “electromagnetic field strength” is focused, The effect is obtained.
- electrically powered vehicle 10 may include detection unit 310F and detection unit 310B.
- the detection unit 310F and the detection unit 310B are arranged with a space therebetween in a direction intersecting the vertical direction.
- the detection unit 310F is arranged on the vehicle forward direction F side with respect to the detection unit 310B. This configuration is the same in FIGS. 35 to 38.
- FIG. 34 shows a state in which the electric vehicle 10 is parked backward, and the electric vehicle 10 moves in the vehicle backward direction B toward the position where the power transmission device 50 is provided.
- a test magnetic field is formed in the vicinity of the power transmission device 50.
- Detectors 310F and 310B are operating even when electric vehicle 10 is parked backward.
- the detection unit 310B functions as a first detection unit
- the detection unit 310F functions as a second detection unit.
- the detection unit 310B is disposed on the rear side of the vehicle main body 70 with respect to the detection unit 310F.
- the strength of the test magnetic field detected by the detection unit 310B when the electric vehicle 10 is moving exceeds a threshold value (satisfies the first condition), and the detection unit 310F
- the electric vehicle 10 is located on the side where the detection unit 310B is located as viewed from the detection unit 310F.
- MG-ECU 430 is controlled to move. With this control, the electric vehicle 10 continues to move backward.
- the first condition is not limited to the case where the strength of the test magnetic field detected by the detection unit 310B is greater than or equal to the threshold value, and the detection unit 310B has detected the test magnetic field (ON state) or has been detected. It is good also as a 1st condition based on not doing (OFF state).
- the second condition is not limited to the case where the strength of the test magnetic field detected by the detection unit 310F is greater than or equal to the threshold value, and the detection unit 310F detects the test magnetic field (ON state) or the detection It is good also as a 2nd condition based on not doing (OFF state).
- the threshold values used in the first condition and the second condition may be the same value or different values. The same applies to the values (threshold values) of the magnetic field strengths in the on state and the off state.
- FIG. 35 illustrates a state in which the electric vehicle 10 is parked backward, and the electric vehicle 10 has moved in the vehicle reverse direction B past the position where the power transmission device 50 is provided. A test magnetic field is formed in the vicinity of the power transmission device 50.
- Detectors 310F and 310B are operating even when electric vehicle 10 is parked backward.
- the detection unit 310F functions as a first detection unit
- the detection unit 310B functions as a second detection unit.
- the detection unit 310F is disposed on the front side of the vehicle main body 70 with respect to the detection unit 310B.
- the strength of the test magnetic field detected by the detection unit 310F when the electric vehicle 10 is moving exceeds a threshold value (satisfying the first condition), and the detection unit 310B
- the detection unit 310B When the detected strength of the test magnetic field is less than the threshold value (the second condition is not satisfied), the electric vehicle 10 is located on the side in the direction in which the detection unit 310F is located as viewed from the detection unit 310B.
- MG-ECU 430 is controlled to move. By this control, the electric vehicle 10 moves forward.
- the first condition is not limited to the case where the strength of the test magnetic field detected by the detection unit 310F is greater than or equal to the threshold value, and the detection unit 310F detects the test magnetic field (ON state) or the detection It is good also as a 1st condition based on not doing (OFF state).
- the second condition is not limited to the case where the strength of the test magnetic field detected by the detection unit 310B is greater than or equal to the threshold value, and the detection unit 310B detects that the test magnetic field is detected (ON state) or is detected. It is good also as a 2nd condition based on not doing (OFF state).
- the threshold values used in the first condition and the second condition may be the same value or different values. The same applies to the values (threshold values) of the magnetic field strengths in the on state and the off state.
- FIG. 36 shows a state in which the electric vehicle 10 is parked backward, and the electric vehicle 10 is moving in the vehicle backward direction B.
- the power transmission device 50 is located between the detection unit 310F and the detection unit 310B.
- a test magnetic field is formed in the vicinity of the power transmission device 50.
- Detectors 310F and 310B are operating even when electric vehicle 10 is parked backward.
- the detection unit 310F functions as a first detection unit
- the detection unit 310B functions as a second detection unit.
- the detection unit 310F is disposed on the front side of the vehicle main body 70 with respect to the detection unit 310B.
- the strength of the test magnetic field detected by the detection unit 310F when the electric vehicle 10 is moving exceeds a threshold value (satisfying the first condition), and the detection unit 310B If the detected strength of the test magnetic field is equal to or greater than the threshold value (satisfying the second condition), the strength of the test magnetic field detected by the detection unit 310F and the strength of the test magnetic field detected by the detection unit 310B are The electric vehicle 10 is moved by controlling the MG-ECU 430 so as to approach the same value.
- the power transmission device 50 is disposed just in the middle of the position where the detection unit 310F and the detection unit 310B are provided. It becomes possible. The same applies to the case where the detection unit 310F functions as the second detection unit and the detection unit 310B functions as the first detection unit. The same applies to the case where the electric vehicle 10 is moving in the vehicle forward direction F.
- FIG. 37 shows a state in which the electric vehicle 10 is parked forward.
- the electric vehicle 10 moves in the vehicle forward direction F past the position where the power transmission device 50 is provided.
- a test magnetic field is formed in the vicinity of the power transmission device 50.
- Detectors 310F and 310B are operating even when electric vehicle 10 is parked forward.
- the detection unit 310F functions as a second detection unit
- the detection unit 310B functions as a first detection unit.
- the detection unit 310B is disposed on the rear side of the vehicle main body 70 with respect to the detection unit 310F.
- the strength of the test magnetic field detected by the detection unit 310B when the electric vehicle 10 is moving exceeds a threshold value (satisfies the first condition), and the detection unit 310F
- the electric vehicle 10 is located on the side where the detection unit 310B is located as viewed from the detection unit 310F.
- MG-ECU 430 is controlled to move. With this control, the electric vehicle 10 moves backward.
- the first condition is not limited to the case where the strength of the test magnetic field detected by the detection unit 310B is greater than or equal to the threshold value, and the detection unit 310B has detected the test magnetic field (ON state) or has been detected. It is good also as a 1st condition based on not doing (OFF state).
- the second condition is not limited to the case where the strength of the test magnetic field detected by the detection unit 310F is greater than or equal to the threshold value, and the detection unit 310F detects the test magnetic field (ON state) or the detection It is good also as a 2nd condition based on not doing (OFF state).
- the threshold values used in the first condition and the second condition may be the same value or different values. The same applies to the values (threshold values) of the magnetic field strengths in the on state and the off state.
- Detectors 310F and 310B are operating even when electric vehicle 10 is parked forward.
- the detection unit 310F functions as a first detection unit
- the detection unit 310B functions as a second detection unit.
- the detection unit 310F is disposed on the front side of the vehicle main body 70 with respect to the detection unit 310B.
- the strength of the test magnetic field detected by the detection unit 310F when the electric vehicle 10 is moving exceeds a threshold value (satisfying the first condition), and the detection unit 310B
- the detection unit 310B When the detected strength of the test magnetic field is less than the threshold value (the second condition is not satisfied), the electric vehicle 10 is located on the side in the direction in which the detection unit 310F is located as viewed from the detection unit 310B.
- MG-ECU 430 is controlled to move. By this control, the electric vehicle 10 continues to move forward.
- the first condition is not limited to the case where the strength of the test magnetic field detected by the detection unit 310F is greater than or equal to the threshold value, and the detection unit 310F detects the test magnetic field (ON state) or the detection It is good also as a 1st condition based on not doing (OFF state).
- the second condition is not limited to the case where the strength of the test magnetic field detected by the detection unit 310B is greater than or equal to the threshold value, and the detection unit 310B detects that the test magnetic field is detected (ON state) or is detected. It is good also as a 2nd condition based on not doing (OFF state).
- the threshold values used in the first condition and the second condition may be the same value or different values. The same applies to the values (threshold values) of the magnetic field strengths in the on state and the off state.
- the HV-ECU 470 when the detection units 310F and 310B satisfy the first and second conditions (for example, when both are turned on), the HV-ECU 470 (see FIG. 8) The control of MG-ECU 430 may be terminated and the movement of electrically powered vehicle 10 may be stopped.
- FIG. 39 is a perspective view showing a first modified example of the arrangement position of the detection unit 310.
- the detection unit 310 includes four detection units 310FL, 310FR, 310BL, and 310BR.
- the power receiving coil 22 has a winding axis O2.
- the winding axis O2 in the modification extends in a direction orthogonal to the direction in which the power transmitting unit 56 and the power receiving units 200 arranged at the second position S2 face each other.
- the virtual plane RA is drawn so as to include the winding axis O2 and to be orthogonal to the vertical direction in a state where the power receiving unit 200 is disposed at the second position S2.
- the four detection units 310FL, 310FR, 310BL, and 310BR are projected in the vertical direction toward the virtual plane RA
- the projected images 310A, 310B of the four detection units 310FL, 310FR, 310BL, and 310BR are included in the virtual plane RA.
- 310C and 310D are formed, respectively.
- the positions where the projection images 310A and 310C and the projection images 310B and 310D are formed have a line-symmetric relationship with respect to the winding axis O2.
- the detection unit 310 detects the intensity component Hz in the Z direction, so that the electric vehicle 10 and the power transmission device 50 can be easily aligned with high accuracy. It becomes possible.
- FIG. 40 is a perspective view showing a second modification of the arrangement position of the detection unit 310.
- the projection space RB is formed when the power receiving unit 200 is virtually projected upward in the vertical direction.
- the fixing member 68 (FIG. 4) is disposed inside the power receiving coil 22.
- the ferrite core 21 (refer to FIG. 4) held by the reference is virtually projected upward in the vertical direction, and the fixing member 68 (see FIG. 4) around which the power receiving coil 22 is wound is used. At least one of the cases of virtually projecting upward in the vertical direction is included.
- all of the detection unit 310 is positioned so as to be included in the projection space RB. Any one or more of the four detection units 310FL, 310FR, 310BL, 310BR may be positioned so as to be included in the projection space RB.
- the detection unit 310 located in the projection space RB can easily detect the position of the power transmission device 50 based on the position where the power reception unit 200 is disposed as the second position S2 during power transmission.
- FIG. 41 is a side view showing the power receiving device 11 including a moving mechanism 30A as a modified example.
- FIG. 41 shows the power receiving device 11 (the power receiving unit 200, the case body 65, and the moving mechanism 30A) when the electric vehicle 10 stops at a predetermined position.
- the power receiving device 11 includes a power receiving unit 200 and a moving mechanism 30 ⁇ / b> A that supports the power receiving unit 200.
- the case body 65 is supported by the moving mechanism 30 ⁇ / b> A in a state of being close to the floor panel 69.
- the case body 65 is fixed at the storage position, and the power receiving unit 200 is positioned so as to include the first position S1.
- the moving mechanism 30A includes an arm 130T, a spring mechanism 140, a drive unit 141, and support members 150T and 151.
- the arm 130T includes a long shaft portion 131, a short shaft portion 132 connected to one end of the long shaft portion 131, and a connecting shaft 133 connected to the other end of the long shaft portion 131.
- the short shaft portion 132 is integrally connected to the long shaft portion 131 so as to be bent with respect to the long shaft portion 131.
- the connection shaft 133 is connected to the upper surface of the case body 65.
- the arm 130T and the long shaft portion 131 are connected by a hinge 164T.
- One end of the support member 151 and the arm 130T are connected by a hinge 163.
- One end of the support member 151 is connected to a connection portion between the long shaft portion 131 and the short shaft portion 132.
- a fixing plate 142T is fixed to the other end of the support member 151.
- the fixed plate 142T is provided on the floor panel 69 so as to be rotatable by a hinge 160T.
- the support member 150T is connected to the end of the short shaft portion 132 by a hinge 162T.
- the other end of the support member 150T is rotatably supported on the floor panel 69 by a hinge 161T.
- the drive unit 141 is fixed to the bottom surface of the floor panel 69.
- As the drive unit 141 for example, a pneumatic cylinder or the like is employed.
- the drive unit 141 is provided with a piston 144, and the tip of the piston 144 is connected to the fixed plate 142T.
- the spring mechanism 140 is provided on the floor panel 69, and a spring is accommodated in the spring mechanism 140.
- a connection piece 145 connected to a spring housed inside is provided at the end of the spring mechanism 140, and the connection piece 145 is connected to the fixed plate 142T.
- the spring mechanism 140 applies an urging force to the fixed plate 142T so as to pull the fixed plate 142T.
- the connection position of the connection piece 145 on the fixed plate 142T and the connection position of the piston 144 on the fixed plate 142T are arranged to face each other with the hinge 160T interposed therebetween.
- the drive unit 141 rotates the fixing plate 142T against the tensile force of the spring mechanism 140. Since the fixed plate 142T and the support member 151 are integrally connected, the support member 151 also rotates about the hinge 160T when the fixed plate 142T rotates. As the support member 151 rotates, the arm 130T also moves. At this time, the support member 150T rotates around the hinge 161T while supporting the end of the arm 130T.
- the connection shaft 133 moves downward in the vertical direction, and the power receiving unit 200 also moves downward in the vertical direction.
- the power receiving unit 200 When the power receiving unit 200 is lowered by a predetermined distance from the first position S1 (stored state), the power receiving unit 200 is disposed at the second position S2C (power receiving position) as shown in FIG. In this modification, the second position S2C is located below (directly below) in the vertical direction when viewed from the first position S1.
- the driving unit 141 causes the fixed plate 142T to stop rotating.
- a ratchet (switching mechanism) or the like may be provided on the rotation shaft of the fixed plate 142T, and the rotation of the drive unit 141 may be stopped by the ratchet. In this case, the ratchet prevents the fixed plate 142T from rotating in the direction in which the power receiving unit 200 descends, while allowing the fixed plate 142T to rotate in the direction in which the power receiving unit 200 is displaced upward.
- the ratchet restricts the rotation of the fixing plate 142T in the direction in which the power reception unit 200 is lowered, while the drive of the drive unit 141 is continued. . Since the power from the drive unit 141 is larger than the tensile force from the spring mechanism 140, the power receiving unit 200 is suppressed from being displaced upward by the ratchet, and the power receiving unit 200 is prevented from being lowered by the ratchet. After the power receiving unit 200 stops at the second position S2C (power receiving position), power transmission is started between the power receiving unit 200 and the power transmitting unit 56.
- the driving of the driving unit 141 is stopped.
- the fixed plate 142T is rotated by the tensile force from the spring mechanism 140.
- the fixing plate 142T is rotated by the tensile force from the spring mechanism 140, the support member 151 rotates about the hinge 160T.
- the ratchet allows the fixed plate 142T to rotate so that the power receiving unit 200 is displaced in the upward displacement direction.
- the power receiving unit 200 is displaced upward.
- the power receiving unit 200 is fixed by a holding device (not shown).
- the power receiving device 11 includes an angle sensor that is provided on the rotation shaft of the fixed plate 142T, senses the rotation angle of the rotation shaft, and a restriction mechanism that restricts rotation of the rotation shaft of the fixed plate 142T.
- the power receiving unit 200 is lowered downward against the tensile force of the spring mechanism 140 due to its own weight.
- the restriction mechanism restricts the rotation of the rotation shaft of the fixed plate 142T. The downward movement of the power receiving unit 200 stops.
- the drive unit 141 is driven to raise the power reception unit 200.
- the holding device fixes the power reception unit 200 and the drive of the drive unit 141 stops.
- the power reception unit 200 is displaced in the vertical direction in the vertical direction.
- the power receiving unit 200 is moved downward by the driving force from the driving unit 141 and is raised upward by the tensile force from the spring mechanism 140, but is lowered by the weight of the power receiving unit 200. Can also be adopted.
- FIG. 44 is a perspective view for explaining an arrangement relationship between the power receiving unit 200 and the detection unit 310 arranged at the first position S1.
- the detection unit 310 triples the power reception unit 200 arranged at the first position S1 in a similar shape with the first position S1 as a reference. It is good to be located so as to be included in the space RC that is virtually formed when the size is enlarged.
- the power receiving coil 22 is tripled in a similar shape with the first position S1 as a reference.
- the ferrite core 21 (see FIG. 4) held by the fixing member 68 (see FIG. 4) inside the power receiving coil 22 is three times larger than the first position S1 in a similar shape.
- at least one of a case where the fixing member 68 (see FIG. 4) around which the power receiving coil 22 is wound is enlarged three times in a similar shape with the first position S1 as a reference. Contains.
- detection unit 310 has one power reception coil 22 of power reception unit 200 arranged at first position S1 in one vehicle forward direction F and one in vehicle reverse direction B. When it is virtually shifted, it is preferable to be positioned so as to be included in the space RD formed by shifting the power receiving coil 22. Whether the detection unit 310 is located in the projection space RC (see FIG. 44) or the detection unit 310 is located in the projection space RD (see FIG. 45), the test magnetic field is detected near the first position S1. The position of the power transmission device 50 can be grasped by detecting the strength.
- power transmission device 50K as a modification includes power transmission unit 56, moving mechanism 230T that supports power transmission unit 56 so as to be movable up and down, and detection unit 810 provided separately from power transmission unit 56. .
- the moving mechanism 230 ⁇ / b> T can move the power transmission unit 56 toward the power reception unit 200 and can move the power transmission unit 56 so that the power transmission unit 56 is separated from the power reception unit 200.
- the moving mechanism 230T can move the power transmission unit 56 to a first position Q1 (see FIG. 47) and a second position Q2 (see FIG. 47) which will be described later.
- the second position Q2 is located obliquely above the vertical direction when viewed from the first position Q1.
- the power transmission unit 56 is stored in the parking space 52 or the like, and the power transmission unit 56 is disposed at the first position Q1. It shows the state when The power transmission unit 56 is arranged at the first position Q1 so that a certain reference point in the power transmission unit 56 includes the first position Q1 that is a certain position (virtual point) in space (in other words, It means that a certain reference point of the power transmission unit 56 is arranged so as to overlap the first position Q1.
- the certain reference point in the power transmission unit 56 is, for example, the central portion P3 of the power transmission coil 58 (see FIG. 46).
- the central part P3 is a virtual point located on the winding axis O1 of the power transmission coil 58, and is located in the central part of the power transmission coil 58 in the direction in which the winding axis O1 extends.
- the central portion P3 is a portion of the coil wire of the power transmission coil 58 that is located at the end most in the direction in which the winding axis O1 extends (referred to as the first direction) and the coil wire of the power transmission coil 58. In the direction in which the winding axis O1 extends (second direction opposite to the first direction), it is located exactly in the middle of the endmost portion.
- the power transmission unit 56 indicated by the solid line located at the upper center in FIG. 47 shows a state when the power transmission unit 56 is moved up from the parking space 52 and the power transmission unit 56 is disposed at the second position Q2. .
- the power transmission unit 56 is arranged at the second position Q2 so that the reference point of the power transmission unit 56 includes the second position Q2 that is a certain position (virtual point) in space (in other words, It means that the reference point of the power transmission unit 56 is arranged so as to overlap the second position Q2.
- the first position Q1 and the second position Q2 where the power transmission unit 56 is disposed are different from each other, and can be any position in space.
- the second position Q2 is located farther from the bottom surface of the accommodation hole 200T than the first position Q1.
- the distance between the first position Q1 in the vertical direction and the bottom surface of the accommodation hole 200T is shorter than the distance between the second position Q2 in the vertical direction and the bottom surface of the accommodation hole 200T.
- the power transmission unit 56 when the power transmission unit 56 is disposed at the second position Q2 The distance to the power receiving unit 200 is closer.
- the moving mechanism 230T is accommodated in the accommodation hole 200T.
- the moving mechanism 230T includes a link mechanism 231T, a driving unit 260, and a switching unit 261.
- the link mechanism 231T includes a spring 232, a support member 240, a support member 241, and an encoder 253.
- the support member 240 and the support member 241 constitute a so-called parallel link mechanism together with the case body 62.
- the spring 232 is provided so as to connect the bottom surface of the accommodation hole 200 ⁇ / b> T and the bottom surface of the case body 62 that accommodates the power transmission unit 56.
- the spring 232 biases the case body 62 so as to be close to the bottom surface of the accommodation hole 200T.
- the support member 240 is provided on the bottom surface side of the accommodation hole 200T and is rotatably supported, a leg 243 connected to one end of the rotation shaft 242T, and the other end of the rotation shaft 242T. Leg 244.
- the leg portions 243 and 244 are connected to the bottom surface of the case body 62.
- the support member 241 is disposed on the bottom surface side of the accommodation hole 200T and is rotatably supported, a leg portion 246T connected to one end of the rotation shaft 245, and the other end of the rotation shaft 245. Leg 247.
- the leg portion 246T and the leg portion 247 are also connected to the bottom surface of the case body 62.
- the drive unit 260 includes a gear 250 provided on the rotary shaft 242T, a gear 252 that meshes with the gear 250, and a motor 251 that rotates the gear 252.
- the encoder 253 detects the rotation angle of the rotor in the motor 251. Based on the rotation angle detected by the encoder 253, the position of the power transmission unit 56 is calculated.
- the switching unit 261 includes a gear 262 fixed to the rotary shaft 242T and a stopper 263 that engages with a tooth portion of the gear 262.
- the rotation shaft 242T is restricted from rotating in the direction in which the power transmission unit 56 is raised. Even in a state where the stopper 263 is engaged with the gear 262, the rotation shaft 242T is allowed to rotate so that the power transmission unit 56 moves downward.
- the power transmission unit 56 when the electric vehicle 10 is not stopped and the power transmission device 50 is in a standby state, the power transmission unit 56 is located at the first position Q1 (the bottom surface side of the accommodation hole 200T). The power transmission unit 56 is located at the storage position.
- the moving mechanism 230T raises the power transmission unit 56.
- the driving unit 260 is driven and the power transmission unit 56 is raised.
- the drive unit 260 raises the power transmission unit 56 against the tensile force from the spring 232.
- the control unit controls the switching unit 261 so as to regulate the rotation of the rotary shaft 242T. Since the driving force applied from the drive unit 260 to the power transmission unit 56 is greater than the tensile force applied by the spring 232 to the power transmission unit 56, the power transmission unit 56 stops at the second position Q2 (power transmission position).
- a control unit stops driving the driving unit 260.
- the power transmission unit 56 is displaced downward by the tensile force from the spring 232.
- the power transmission unit 56 returns to the second position Q2 (storage position).
- the power transmission unit 56 is retracted downward by the tensile force of the spring 232. For this reason, it can control that the state where power transmission part 56 rose is maintained.
- FIG. 47 is a side view for explaining the arrangement relationship between the power transmission unit 56 arranged at the first position Q1, the power transmission unit 56 arranged at the second position Q2, and the detection unit 810.
- FIG. FIG. 48 is a perspective view for explaining an arrangement relationship among the power transmission unit 56 arranged at the first position Q1, the power transmission unit 56 arranged at the second position Q2, and the detection unit 810.
- the power transmission device 50K further includes a detection unit 810.
- Detection unit 810 of power transmission device 50K includes 810FL, 810FR, 810BL, and 810BR.
- the detection unit 810 is provided separately from the power transmission unit 56.
- the detection unit 810 When the detection unit 810 is provided separately from the power transmission unit 56, when the detection unit 810 is arranged outside the case body 62 without contacting the case body 62, the detection unit 810 is outside the case body 62. And the case where the detection unit 810 is arranged in the case body 62 and the detection unit 810 is arranged without being in contact with the power transmission unit 56 is included.
- the detection unit 810 is provided closer to the vehicle retraction direction B than the power transmission unit 56.
- the detection units 810BR, 810BL, 810FR, and 810FL of the detection unit 810 have distances M1a, M1b, M1c, and M1d between the second position Q2.
- the distances M1a, M1b, M1c, and M1d are linear distances formed between the sensor units of the detection units 810BR, 810BL, 810FR, and 810FL and the second position Q2.
- Each sensor part of the detection part can be the center position in the longitudinal direction (winding axis direction) of the amorphous wire when a magnetic impedance element is used for the detection part.
- Each sensor part of the detection part can be the center position of the p-type or n-type semiconductor sample constituting the Hall element when a Hall element is used for the detection part.
- Each sensor part of a detection part can be made into the center position of a multilayer thin film, when a magnetoresistive element is used for a detection part.
- the first position Q1 has a distance M2 between the second position Q2.
- the distance M2 is a linear distance formed between the first position Q1 and the second position Q2.
- all of the distances M1a, M1b, M1c, and M1d have a shorter value than the distance M2. Any one of the distances M1a, M1b, M1c, and M1d may have a shorter value than the distance M2.
- the power receiving unit 200 forms a test magnetic field (or test electric field).
- the test magnetic field formed by the power reception unit 200 extends to the portion where the detection unit 810 is disposed. All of the distances M1a, M1b, M1c, and M1d have a shorter value than the distance M2.
- the power transmission unit 56 detects the magnetic field strength of the test magnetic field (or the electric field strength of the test electric field) while the power transmission unit 56 is disposed at the first position Q1.
- the detection unit 810 is more likely to receive a test magnetic field having a stronger magnetic field strength than the power transmission unit 56 disposed at the first position Q1.
- the strength of the test magnetic field is likely to be higher at the position where the detection unit 810 is disposed than at the first position Q1, and therefore compared to the accuracy of the detection result by the power transmission unit 56 disposed at the first position Q1.
- the accuracy of the detection result by the detection unit 810 tends to be higher.
- the second position Q2 is located obliquely above the vertical direction when viewed from the first position Q1.
- the position of the power transmission unit 56 is displaced in the vehicle forward direction F and the vehicle reverse direction B.
- the power transmission unit 56 detects the magnetic field strength of the test magnetic field (or the electric field strength of the test electric field) while the power transmission unit 56 is disposed at the first position Q1, and the position of the vehicle main body 70 with respect to the power transmission device 50K based on the detection result. Even if the alignment is performed, it is conceivable that the power transmission unit 56 is likely to be displaced by moving from the first position Q1 to the second position Q2.
- the distance from the position of the second position Q2 where the power transmission unit 56 is arranged as the power transmission position is closer to the detection unit 810 than the first position Q1.
- the detection unit 810 detects the strength of the test magnetic field (or test electric field) formed by the power reception unit 200.
- the electric vehicle 10 and the power transmission device 50K are arranged at appropriate positions by aligning the detection unit 810 and the power reception unit 200 with the movement distance before and after the lifting and lowering movement of the power transmission unit 56 is estimated in advance. It is possible to Therefore, according to the power transmission device 50K and the power transmission system using the power transmission device 50K, the battery 150 mounted on the vehicle main body 70 can be efficiently charged without contact.
- All of the distances M1a, M1b, M1c, and M1d may have a longer value than the distance M2. Also by providing the detection unit separately from the power transmission unit 56, the electric vehicle 10 and the power transmission device 50K can be arranged at appropriate positions with a certain degree of accuracy.
- a parking assistance device that receives information from the communication unit 230 on the external power supply device 61 side and supports the parking of the electric vehicle 10 whose movement is controlled based on the information is formed by the power transmission device 50K and the power reception unit 200.
- the communication part 230 (refer FIG. 6, FIG. 7) which transmits the information regarding the intensity
- both the power receiving coil used in the power receiving device and the power transmitting coil used in the power transmitting device have a so-called solenoid shape.
- the magnetic flux generated around the core has one annular shape, and passes through the central portion of the core having a plate shape along the longitudinal direction of the core.
- either or both of the power receiving coil and the power transmitting coil may have a so-called circular shape.
- the magnetic flux generated around the core has a so-called donut shape, and passes through the central portion of the core having a circular shape in the opposite direction.
- the central portion referred to here is a portion that is near the center of the outer circle of the core and is hollow inside the coil without the coil. Even when a solenoid type coil is used for the power receiving coil and / or the power transmission coil, even when a circular type coil is used, substantially the same operations and effects can be obtained.
- the present invention can be applied to a power receiving device, a power transmission device, a power transmission system, and a parking assistance device.
Abstract
Description
図1は、実施の形態における受電装置11を含む電動車両10(車両)を示す左側面図である。図2は、電動車両10の受電装置11の近傍を拡大して示す左側面図である。図2においては、便宜上のため、後述するリヤフェンダ85Lの一部が破断して図示されており、受電装置11(ケース体65)および移動機構30が実線を用いて図示されている。
図4および図5を参照して、外部給電装置61は、送電装置50および複数の発光部231(図5参照)を含む。送電装置50は、送電部56(図4参照)を有し、駐車スペース52(図5参照)内に設けられる。図5に示すように、駐車スペース52には、電動車両10を所定位置に停車させるために、駐車位置または駐車範囲を示すライン52Tが設けられている。4つの発光部231は、送電装置50の位置を示すために設けられ、送電装置50上の四隅にそれぞれ位置している。発光部231は、たとえば発光ダイオードなどを含む。
受電装置11の受電部200は、ケース体65内に収容されている。ケース体65は、下方(鉛直方向下方D)に向けて開口するように形成されたシールド66と、シールド66の開口部を閉塞するように配置された蓋部67とを含む。シールド66は、銅などの金属材料から形成されている。蓋部67は、樹脂などから形成されている。
図6は、実施の形態における電力伝送システム1000を模式的に示す図である。図7は、電力伝送システム1000の回路構成の詳細を示す図である。図6および図7を参照して、電力伝送システム1000は、外部給電装置61および電動車両10を備える。
外部給電装置61は、上述の送電装置50(送電部56など)に加えて、通信部230、送電ECU55、高周波電源装置64、表示部242(図7参照)および料金受領部246(図7参照)を含む。
図7を主として参照して、電動車両10は、受電装置11、検知部310、移動機構30、調整器9、整流器13、受電電圧計測部(電圧センサ190T)、バッテリ150、バッテリ150に充電を行なう充電器(DC/DCコンバータ142)、システムメインリレーSMR1,SMR2、昇圧コンバータ162、インバータ164,166、モータジェネレータ172,174、エンジン176、動力分割装置177、車輪19F,19B、制御装置180、給電ボタン122、カメラ120、表示部142D、および通信部160を含む。
図8は、図7に示した制御装置180の機能ブロック図である。制御装置180は、IPA(Intelligent Parking Assist)-ECU(Electronic Control Unit)410と、EPS(Electric Power Steering)420と、MG(Motor-Generator)-ECU430と、ECB(Electronically Controlled Brake)440と、EPB(Electric Parking Brake)450と、検知ECU460と、昇降ECU462と、HV(Hybrid Vehicle)-ECU470とを含む。
図9は、受電部200および移動機構30を示す斜視図である。受電装置11は、移動機構30を含む。移動機構30は、受電部200を送電部56に向けて移動させることと、受電部200を送電部56から離れるように受電部200を移動させることとができる。移動機構30は、受電部200を後述する第1位置S1および第2位置S2,S2A,S2Bに移動させることができる。本実施の形態においては、第2位置S2(図9参照)、第2位置S2A(図12,13参照)、および第2位置S2B(図14参照)のいずれもが、第1位置S1からみて鉛直方向に対して斜め下方に位置している。
図15は、第1位置S1に配置された受電部200と、第2位置S2に配置された受電部200と、検知部310との配置関係を説明するための側面図である。図16は、第1位置S1に配置された受電部200と、第2位置S2に配置された受電部200と、検知部310との配置関係を説明するための斜視図である。
図19は、非接触給電を実行する際に電動車両10の位置を調整する段階で実行される制御を説明するためのフローチャート(前半部)である。図20は、非接触給電を実行する際に電動車両10の位置を調整する段階で実行される制御を説明するためのフローチャート(後半部)である。図19、図20において、左半分には電動車両側で実行される制御が示され、右半分には外部給電装置61側で実行される制御が示されている。
カメラ120および検知部310を用いた位置合わせが行なわれた後、受電部200と送電部56との間で電力伝送が行なわれる。図30から図33を用いて、本実施の形態における電力伝送の原理について説明する。
f2=1/{2π(Lr×C2)1/2}・・・(2)
ここで、インダクタンスLrおよびキャパシタンスC1,C2を固定して、インダクタンスLtのみを変化させた場合において、送電部193および受電部196の固有周波数のズレと、電力伝送効率との関係を図31に示す。このシミュレーションにおいては、コイル194およびコイル199の相対的な位置関係は固定した状態であって、さらに、送電部193に供給される電流の周波数は一定であるものとする。
図31からも明らかなように、固有周波数のズレ(%)が±0%の場合には、電力伝送効率は、100%近くとなる。固有周波数のズレ(%)が±5%の場合には、電力伝送効率は、40%となる。固有周波数のズレ(%)が±10%の場合には、電力伝送効率は、10%となる。固有周波数のズレ(%)が±15%の場合には、電力伝送効率は、5%となる。
図34を参照して、電動車両10は、検知部310Fおよび検知部310Bを備えていてもよい。検知部310Fおよび検知部310Bは、鉛直方向に対して交差する方向に互いに間隔を空けて配置されている。図34に示す例においては、検知部310Fは、検知部310Bよりも車両前進方向Fの側に配置されている。当該構成は、図35~図38においても同様である。
図39は、検知部310の配置位置の第1変形例を示す斜視図である。検知部310は、4つの検知部310FL,310FR,310BL,310BRを含む。受電コイル22は、巻回軸O2を有している。当該変形例における巻回軸O2は、送電部56および第2位置S2に配置された受電部200同士が対向する方向に対して、直交する方向に延在している。
図40は、検知部310の配置位置の第2変形例を示す斜視図である。受電部200が第2位置S2に配置されている状態において、その受電部200を鉛直方向の上方に向かって仮想的に投影したときに、投影空間RBが形成される。受電部200を鉛直方向の上方に向かって仮想的に投影する場合には、受電コイル22を鉛直方向の上方に向かって仮想的に投影する場合、受電コイル22の内側において固定部材68(図4参照)に保持されているフェライトコア21(図4参照)を鉛直方向の上方に向かって仮想的に投影する場合、および、受電コイル22が巻回されている固定部材68(図4参照)を鉛直方向の上方に向かって仮想的に投影する場合のうちの少なくともいずれかが含まれている。
図41は、変形例としての移動機構30Aを含む受電装置11を示す側面図である。図41は、電動車両10が所定の位置に停車したときにおける受電装置11(受電部200、ケース体65および移動機構30A)を示している。受電装置11は、受電部200および受電部200を支持する移動機構30Aを含む。ケース体65は、フロアパネル69に近接した状態で、移動機構30Aによって支持されている。ケース体65は格納位置に固定され、受電部200は第1位置S1を含むように位置している。
図44は、第1位置S1に配置された受電部200と、検知部310との配置関係を説明するための斜視図である。受電部200を鉛直方向の上下方向に移動させる移動機構30Aが採用される場合、検知部310は、第1位置S1に配置された受電部200を第1位置S1を基準として相似形に3倍の大きさに拡大したときに仮想的に形成される空間RC内に含まれるように位置しているとよい。
上述の実施の形態および変形例においては、受電部200が移動機構30,30Aによって昇降移動され、送電装置50の送電部56は固定配置されている。
Claims (21)
- 受電コイルを含み、第1位置および前記第1位置とは異なる第2位置の間を移動し、前記第2位置に配置された状態で、車両の外部に設けられた送電部から非接触で電力を受電する受電部と、
前記第1位置および前記第2位置に前記受電部を移動させる移動機構と、
前記受電部とは別に車両本体に設けられ、前記送電部が形成する磁界または電界の強度を検知する検知部と、を備え、
前記第2位置は、前記第1位置から見て鉛直方向に対して斜め下方に位置しており、
前記第2位置から前記検知部までの距離は、前記第2位置から前記第1位置までの距離に比べて短い、
受電装置。 - 前記検知部は、前記検知部が配置されている位置に前記送電部により形成された前記磁界のインピーダンスを検知する、
請求項1に記載の受電装置。 - 前記検知部は、前記検知部が配置されている位置に前記送電部により形成された前記磁界の鉛直方向の強度成分を検知する、
請求項2に記載の受電装置。 - 前記検知部は、前記検知部が配置されている位置に前記送電部により形成された前記磁界の鉛直方向に対して直交する方向の強度成分を検知する、
請求項2に記載の受電装置。 - 前記検知部は、前記車両本体に複数設けられ、
前記受電コイルは、前記送電部および前記第2位置に配置された前記受電部同士が対向する方向に対して直交する方向に延びる巻回軸を有し、
前記第2位置に配置された前記受電部の前記受電コイルの前記巻回軸を含み且つ鉛直方向に対して直交する仮想平面を描き、複数の前記検知部を前記仮想平面に向けて鉛直方向に投影した場合、前記仮想平面内において複数の前記検知部の投影像が形成されている位置は、前記巻回軸を中心として線対称の関係を有している、
請求項1に記載の受電装置。 - 前記検知部は、前記第2位置に配置された前記受電部の前記受電コイルまたは前記受電コイルが巻回されているコアを鉛直方向の上方に向かって投影したときに仮想的に形成される投影空間内に含まれるように位置している、
請求項1に記載の受電装置。 - 受電コイルを含み、第1位置および前記第1位置とは異なる第2位置の間を移動し、前記第2位置に配置された状態で、車両の外部に設けられた送電部から非接触で電力を受電する受電部と、
前記第1位置および前記第2位置に前記受電部を移動させる移動機構と、
前記受電部とは別に車両本体に設けられ、前記送電部が形成する磁界または電界の強度を検知する検知部と、を備える、
受電装置。 - 受電コイルを含み、第1位置および前記第1位置とは異なる第2位置の間を移動し、前記第2位置に配置された状態で、車両の外部に設けられた送電部から非接触で電力を受電する受電部と、
前記第1位置および前記第2位置に前記受電部を移動させる移動機構と、
前記受電部とは別に車両本体に設けられ、前記送電部が形成する磁界または電界の強度を検知する検知部と、を備え、
前記第2位置は、前記第1位置から見て鉛直方向の下方に位置しており、
前記検知部は、前記第1位置に配置された前記受電部の前記受電コイルまたは前記受電コイルが巻回されているコアを相似形に3倍の大きさに拡大したときに仮想的に形成される空間内に含まれるように位置している、
受電装置。 - 前記送電部の固有周波数と前記受電部の固有周波数との差は、前記受電部の固有周波数の10%以下である、
請求項1に記載の受電装置。 - 前記受電部と前記送電部との結合係数は、0.3以下である、請求項1に記載の受電装置。
- 前記受電部は、前記受電部と前記送電部との間に形成され且つ特定の周波数で振動する磁界と、前記受電部と前記送電部との間に形成され且つ特定の周波数で振動する電界との少なくとも一方を通じて前記送電部から電力を受電する、
請求項1に記載の受電装置。 - 請求項1に記載の受電装置と、
前記車両を駆動する車両駆動部を、前記検知部が検知した前記磁界の強度に基づいて制御して前記車両を移動させる制御部と、を備える、
駐車支援装置。 - 前記検知部は、鉛直方向に対して交差する方向に互いに間隔を空けて配置された第1検知部および第2検知部を含み、
前記制御部は、前記車両が移動している時に前記第1検知部が検知した前記磁界の強度が第1の条件を満足し且つ前記第2検知部が検知した前記磁界の強度が第2の条件を満足していない場合には、前記第2検知部から見て前記第1検知部が位置している方向の側に前記車両が移動するように前記車両駆動部を制御する、
請求項12に記載の駐車支援装置。 - 前記第1検知部は、前記第2検知部よりも前記車両の後方側に配置され、
前記制御部は、前記車両が後退移動している時に前記第1検知部が検知した前記磁界の強度が前記第1の条件を満足し且つ前記第2検知部が検知した前記磁界の強度が前記第2の条件を満足していない場合には、前記車両が後退移動を継続するように前記車両駆動部を制御する、
請求項13に記載の駐車支援装置。 - 前記第1検知部は、前記第2検知部よりも前記車両の前方側に配置され、
前記制御部は、前記車両が後退移動している時に前記第1検知部が検知した前記磁界の強度が前記第1の条件を満足し且つ前記第2検知部が検知した前記磁界の強度が前記第2の条件を満足していない場合には、前記車両が前進移動をするように前記車両駆動部を制御する、
請求項13に記載の駐車支援装置。 - 前記検知部は、鉛直方向に対して交差する方向に互いに間隔を空けて配置された第1検知部および第2検知部を含み、
前記制御部は、前記車両が移動している時に前記第1検知部が検知した前記磁界の強度が第1の条件を満足し且つ前記第2検知部が検知した前記磁界の強度が第2の条件を満足した場合には、前記第1検知部が検知した前記磁界の強度と前記第2検知部が検知した前記磁界の強度とが同一の値に近づくように前記車両駆動部を制御して前記車両を移動させる、
請求項12に記載の駐車支援装置。 - 前記第1検知部は、前記第2検知部よりも前記車両の後方側に配置され、
前記制御部は、前記車両が前進移動している時に前記第1検知部が検知した前記磁界の強度が前記第1の条件を満足し且つ前記第2検知部が検知した前記磁界の強度が前記第2の条件を満足していない場合には、前記車両が後退移動をするように前記車両駆動部を制御する、
請求項13に記載の駐車支援装置。 - 前記第1検知部は、前記第2検知部よりも前記車両の前方側に配置され、
前記制御部は、前記車両が前進移動している時に前記第1検知部が検知した前記磁界の強度が前記第1の条件を満足し且つ前記第2検知部が検知した前記磁界の強度が前記第2の条件を満足していない場合には、前記車両が前進移動を継続するように前記車両駆動部を制御する、
請求項13に記載の駐車支援装置。 - 受電装置と、
送電部を有し、前記受電装置に対向した状態で前記受電装置に非接触で電力を送電する送電装置と、を備えた電力伝送システムであって、
前記受電装置は、
第1位置および前記第1位置とは異なる第2位置の間を移動し、前記第2位置に配置された状態で、車両の外部に設けられた前記送電部から非接触で電力を受電する受電部と、
前記第1位置および前記第2位置に前記受電部を移動させる移動機構と、
前記受電部とは別に車両本体に設けられ、前記送電部が形成する磁界または電界の強度を検知する検知部と、を含み、
前記送電部により形成される前記磁界の強度は、前記検知部が配置されている位置の方が、前記第1位置に比べて高い、
電力伝送システム。 - 送電コイルを含み、第1位置および前記第1位置とは異なる第2位置の間を移動し、前記第2位置に配置された状態で、車両に設けられた受電部に非接触で電力を送電する送電部と、
前記第1位置および前記第2位置に前記送電部を移動させる移動機構と、
前記送電部とは別に設けられ、前記受電部が形成する磁界または電界の強度を検知する検知部と、を備え、
前記第2位置は、前記第1位置から見て鉛直方向に対して斜め上方に位置しており、
前記第2位置から前記検知部までの距離は、前記第2位置から前記第1位置までの距離に比べて短い、
送電装置。 - 通信部からの情報を受信して当該情報に基づいて移動が制御される車両の駐車を支援する駐車支援装置であって、
請求項20に記載の送電装置と、
前記検知部が検知した前記磁界の強度に関する情報を前記車両に送信する前記通信部と、を備える、
駐車支援装置。
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PCT/JP2013/062361 WO2014174663A1 (ja) | 2013-04-26 | 2013-04-26 | 受電装置、送電装置、電力伝送システム、および駐車支援装置 |
US14/777,723 US9643505B2 (en) | 2013-04-26 | 2013-04-26 | Power receiving device, power transmitting device, power transfer system, and parking assisting device |
DE112013006982.2T DE112013006982B4 (de) | 2013-04-26 | 2013-04-26 | Leistungsempfangsvorrichtung und Parkassistenzvorrichtung |
JP2015513457A JP6103044B2 (ja) | 2013-04-26 | 2013-04-26 | 受電装置、送電装置、電力伝送システム、および駐車支援装置 |
CN201380075881.7A CN105189184B (zh) | 2013-04-26 | 2013-04-26 | 受电装置、送电装置、电力传送系统及停车辅助装置 |
BR112015024961-2A BR112015024961B1 (pt) | 2013-04-26 | 2013-04-26 | Dispositivo receptor de potência, dispositivo de assistência para estacionamento, sistema de transferência de potência e dispositivo transmissor de potência |
KR1020157033510A KR101824578B1 (ko) | 2013-04-26 | 2013-04-26 | 수전 장치, 송전 장치, 전력 전송 시스템 및 주차 지원 장치 |
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US20160114687A1 (en) | 2016-04-28 |
JPWO2014174663A1 (ja) | 2017-02-23 |
DE112013006982T5 (de) | 2016-04-07 |
BR112015024961A2 (pt) | 2017-07-18 |
BR112015024961B1 (pt) | 2022-03-22 |
CN105189184A (zh) | 2015-12-23 |
CN105189184B (zh) | 2017-07-21 |
KR101824578B1 (ko) | 2018-02-01 |
KR20160008204A (ko) | 2016-01-21 |
US9643505B2 (en) | 2017-05-09 |
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