WO2015076290A1 - Non-contact electric power transmission and reception system - Google Patents
Non-contact electric power transmission and reception system Download PDFInfo
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- WO2015076290A1 WO2015076290A1 PCT/JP2014/080616 JP2014080616W WO2015076290A1 WO 2015076290 A1 WO2015076290 A1 WO 2015076290A1 JP 2014080616 W JP2014080616 W JP 2014080616W WO 2015076290 A1 WO2015076290 A1 WO 2015076290A1
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
- H02J50/90—Circuit arrangements or systems for wireless supply or distribution of electric power involving detection or optimisation of position, e.g. alignment
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- 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
- B60L53/126—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
- 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
- B60L53/60—Monitoring or controlling charging stations
- B60L53/66—Data transfer between charging stations and vehicles
- B60L53/665—Methods related to measuring, billing or payment
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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
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
- H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
- H02J50/12—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling of the resonant type
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
- H02J50/80—Circuit arrangements or systems for wireless supply or distribution of electric power involving the exchange of data, concerning supply or distribution of electric power, between transmitting devices and receiving devices
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- 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
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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
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
- Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
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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
- Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
- Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
- Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
- Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
- Y04S30/14—Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing
Abstract
A non-contact electric power transmission and reception system according to the present invention is provided with a vehicle (10) equipped with a power reception unit (100) configured so as to be capable of receiving electric power without contact and a power transmission device (20) for transmitting electric power to the power reception unit (100) from outside the vehicle. When position alignment is carried out in which the vehicle is moved so as to align the position of the power reception unit (100) with a power transmission unit (700) of the power transmission device (20), the power transmission device (20) carries out test power transmission for checking the power reception intensity at the power reception unit (100) and carries out voltage control while transmitting power during the test power transmission. The power transmission device (20) carries out power control while transmitting power during normal power transmission after the position alignment has been completed.
Description
この発明は、非接触送受電システムに関する。
This invention relates to a non-contact power transmission / reception system.
特許文献１～７に開示されているように、非接触で電力を送受電する受電装置および送電装置が知られている。
As disclosed in Patent Documents 1 to 7, a power receiving device and a power transmitting device that transmit and receive power in a contactless manner are known.
たとえば、特開２０１２－０８０７７０号公報に記載された非接触充電システムにおいては、車載の受電装置と駐車場等に設置された送電装置との位置合わせの際に、微弱電力を送電装置から受電装置に供給して、その時の受電電圧に基づいて車両を送電装置に誘導する。
For example, in the non-contact charging system described in Japanese Patent Application Laid-Open No. 2012-080770, a weak power is received from a power transmission device when the on-vehicle power reception device is aligned with a power transmission device installed in a parking lot or the like. And the vehicle is guided to the power transmission device based on the power reception voltage at that time.
特開２０１２－０８０７７０号公報に記載された非接触充電システムにおいては位置合わせ時のテスト送電の際には、本送電時よりも強度の弱い微弱電力を送電することは言及されているが、テスト送電時にどのように電力を制御するかについては検討されていない。
In the non-contact charging system described in Japanese Patent Application Laid-Open No. 2012-080770, it is mentioned that weak electric power having a lower strength than that of the main power transmission is transmitted during the test power transmission at the time of alignment. It has not been studied how to control power during power transmission.
本願発明者は、テスト送電時の電力制御方式によって、位置合わせ感度が変化することを発見した。
The inventor of the present application has found that the alignment sensitivity changes depending on the power control method during test transmission.
本発明の目的は、送電部と受電部との位置合わせ時の送電電力の制御を適切に行なうことによって非接触送受電時の位置合わせが容易となる非接触送受電システムを提供することである。
An object of the present invention is to provide a non-contact power transmission / reception system that facilitates alignment at the time of non-contact power transmission / reception by appropriately controlling transmission power at the time of alignment between the power transmission unit and the power reception unit. .
この発明は、要約すると、非接触送受電システムであって、非接触で受電可能に構成された受電部を搭載する車両と、車外から受電部に送電する送電装置とを備える。送電装置は、車両を移動させて受電部の位置を送電装置の送電部に合わせる位置合わせを実行する際に、受電部での受電強度を確認するためのテスト送電を実行し、テスト送電時には電圧制御を行なって送電を実行し、位置合わせ完了後の本送電時には電力制御を行なって送電を実行する。
In summary, the present invention is a non-contact power transmission / reception system including a vehicle equipped with a power receiving unit configured to be able to receive power in a non-contact manner, and a power transmission device that transmits power from outside the vehicle to the power receiving unit. The power transmission device performs test power transmission to confirm the power reception strength at the power receiving unit when moving the vehicle and aligning the position of the power receiving unit with the power transmission unit of the power transmission device. Control is performed to perform power transmission, and power transmission is performed by performing power control during main power transmission after alignment is completed.
電圧制御は、電力制御よりも、車両を移動させるとピーク付近で感度が急峻になるという特性がある。このように、車両負荷に送電を行なう前のテスト送電においては、位置合わせに有利な電圧制御を実行し、車両負荷に送電を行なう際の本格送電においては、必要とされる電力が送電できる電力制御を実行する。これにより、車両と送電装置との間の位置合わせが容易となる。
The voltage control has a characteristic that the sensitivity becomes sharper near the peak when the vehicle is moved than the power control. Thus, in test power transmission before transmitting power to the vehicle load, voltage control advantageous for alignment is executed, and in full-scale power transmission when power is transmitted to the vehicle load, power that can transmit necessary power Execute control. Thereby, alignment between a vehicle and a power transmission apparatus becomes easy.
本発明によれば、位置合わせ時のピーク検出感度が増加する。このため、受電装置と送電装置とが位置合わせされたときに、正確に位置合わせされたときの受電電圧と、位置ずれしたときの受電電圧との差が大きくなり、位置ずれしているか否かを検出しやすくなる。
According to the present invention, the peak detection sensitivity at the time of alignment increases. For this reason, when the power receiving device and the power transmitting device are aligned, the difference between the power receiving voltage when the power is correctly aligned and the power receiving voltage when the power is misaligned is large, and whether or not the power is shifted. Is easier to detect.
以下、本発明の実施の形態について、図面を参照しながら詳細に説明する。なお、図中同一または相当部分には同一符号を付してその説明は繰返さない。
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.
図１は、この発明の実施の形態の一例である非接触送受電システムの全体構成図である。
FIG. 1 is an overall configuration diagram of a non-contact power transmission / reception system as an example of an embodiment of the present invention.
図１を参照して、本実施の形態の非接触送受電システムは、非接触で受電可能に構成された受電部１００を搭載する車両１０と、車外から受電部１００に送電する送電装置２０とを備える。送電装置２０は、車両を移動させて受電部１００の位置を送電装置２０の送電部７００に合わせる位置合わせを実行する際に、受電部１００での受電強度を確認するためのテスト送電を実行し、テスト送電時には電圧制御を行なって送電を実行し、位置合わせ完了後の本送電時には電力制御を行なって送電を実行する。
Referring to FIG. 1, a contactless power transmission / reception system according to the present embodiment includes a vehicle 10 equipped with a power receiving unit 100 configured to be capable of receiving power without contact, and a power transmission device 20 that transmits power to the power receiving unit 100 from outside the vehicle. Is provided. The power transmission device 20 performs a test power transmission for confirming the power reception strength at the power receiving unit 100 when the vehicle is moved and alignment is performed to align the position of the power receiving unit 100 with the power transmission unit 700 of the power transmission device 20. During test transmission, voltage control is performed to perform power transmission, and during main transmission after alignment is completed, power control is performed to perform power transmission.
本願発明者は、電圧制御は、電力制御よりも、車両を移動させるとピーク付近で感度が急峻になるという特性があることを発見した。そこで、車両負荷に送電を行なう前のテスト送電においては、位置合わせに有利な電圧制御を実行し、車両負荷に送電を行なう際の本格送電においては、必要とされる電力が送電できる電力制御を実行することにした。これにより、車両と送電装置との間の位置合わせが容易となる。
The inventor of the present application has found that the voltage control has a characteristic that the sensitivity becomes sharper near the peak when the vehicle is moved than the power control. Therefore, in test transmission before transmitting power to the vehicle load, voltage control advantageous for alignment is executed, and in full-scale power transmission when transmitting power to the vehicle load, power control that can transmit the required power is performed. Decided to do. Thereby, alignment between a vehicle and a power transmission apparatus becomes easy.
以下、車両１０と送電装置２０の具体的な構成の詳細について、さらに説明する。実施の形態による電力伝送システムは、車両１０と、送電装置２０とを備える。車両１０は、さらに、フィルタ回路１５０と、整流部２００と、蓄電装置３００と、動力生成装置４００とを含む。
Hereinafter, details of specific configurations of the vehicle 10 and the power transmission device 20 will be further described. The power transmission system according to the embodiment includes a vehicle 10 and a power transmission device 20. Vehicle 10 further includes a filter circuit 150, a rectifying unit 200, a power storage device 300, and a power generation device 400.
受電部１００は、送電装置２０の送電部７００から出力される電力（交流）を非接触で受電するためのコイルを含む。受電部１００は、受電した電力を整流部２００へ出力する。たとえば、図２に示されるように、送電装置２０の送電部７００が地表または地中に設けられ、受電部１００は、車体下部に配置される。
The power receiving unit 100 includes a coil for receiving power (alternating current) output from the power transmitting unit 700 of the power transmitting device 20 in a non-contact manner. The power receiving unit 100 outputs the received power to the rectifying unit 200. For example, as illustrated in FIG. 2, the power transmission unit 700 of the power transmission device 20 is provided on the ground surface or in the ground, and the power reception unit 100 is disposed in the lower part of the vehicle body.
なお、受電部１００の配置箇所はこれに限定されるものではない。たとえば、仮に送電装置２０が車両上方に設けられる場合には、受電部１００を車体上部に設けてもよい。
In addition, the arrangement | positioning location of the power receiving part 100 is not limited to this. For example, if the power transmission device 20 is provided above the vehicle, the power receiving unit 100 may be provided in the upper part of the vehicle body.
整流部２００は、受電部１００によって受電された交流電力を整流して蓄電装置３００へ出力する。フィルタ回路１５０は、受電部１００と整流部２００との間に設けられ、送電装置２０からの受電時に発生する高調波ノイズを抑制する。フィルタ回路１５０は、たとえば、インダクタおよびキャパシタを含むＬＣフィルタによって構成される。
The rectifying unit 200 rectifies the AC power received by the power receiving unit 100 and outputs the rectified power to the power storage device 300. The filter circuit 150 is provided between the power reception unit 100 and the rectification unit 200, and suppresses harmonic noise generated when receiving power from the power transmission device 20. The filter circuit 150 is configured by an LC filter including an inductor and a capacitor, for example.
蓄電装置３００は、再充電可能な直流電源であり、たとえばリチウムイオン電池やニッケル水素電池などの二次電池によって構成される。蓄電装置３００の電圧は、たとえば２００Ｖ程度である。蓄電装置３００は、整流部２００から出力される電力を蓄えるほか、動力生成装置４００によって発電される電力も蓄える。そして、蓄電装置３００は、その蓄えられた電力を動力生成装置４００へ供給する。なお、蓄電装置３００として大容量のキャパシタも採用可能である。特に図示しないが、整流部２００と蓄電装置３００との間に、整流部２００の出力電圧を調整するＤＣ－ＤＣコンバータを設けてもよい。
The power storage device 300 is a rechargeable DC power source, and is constituted by a secondary battery such as a lithium ion battery or a nickel metal hydride battery. The voltage of power storage device 300 is, for example, about 200V. The power storage device 300 stores power output from the rectifying unit 200 and also stores power generated by the power generation device 400. Then, power storage device 300 supplies the stored power to power generation device 400. Note that a large-capacity capacitor can also be used as the power storage device 300. Although not particularly illustrated, a DC-DC converter that adjusts the output voltage of the rectifying unit 200 may be provided between the rectifying unit 200 and the power storage device 300.
動力生成装置４００は、蓄電装置３００に蓄えられる電力を用いて車両１０の走行駆動力を発生する。特に図示しないが、動力生成装置４００は、たとえば、蓄電装置３００から電力を受けるインバータ、インバータによって駆動されるモータ、モータによって駆動される駆動輪等を含む。なお、動力生成装置４００は、蓄電装置３００を充電するための発電機と、その発電機を駆動可能なエンジンとを含んでもよい。
The power generation device 400 generates the driving force for driving the vehicle 10 using the electric power stored in the power storage device 300. Although not particularly illustrated, power generation device 400 includes, for example, an inverter that receives electric power from power storage device 300, a motor driven by the inverter, a drive wheel driven by the motor, and the like. Power generation device 400 may include a generator for charging power storage device 300 and an engine capable of driving the generator.
車両ＥＣＵ５００は、ＣＰＵ（Central Processing Unit）、記憶装置、入出力バッファ等を含み（いずれも図示せず）、各種センサからの信号の入力や各機器への制御信号の出力を行なうとともに、車両１０における各機器の制御を行なう。一例として、車両ＥＣＵ５００は、車両１０の走行制御や、蓄電装置３００の充電制御を実行する。なお、これらの制御については、ソフトウェアによる処理に限られず、専用のハードウェア（電子回路）で処理することも可能である。
The vehicle ECU 500 includes a CPU (Central Processing Unit), a storage device, an input / output buffer, and the like (none of which are shown), inputs signals from various sensors and outputs control signals to each device. Control each device in. As an example, vehicle ECU 500 executes traveling control of vehicle 10 and charging control of power storage device 300. Note that these controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).
なお、整流部２００と蓄電装置３００との間には、リレー２１０が設けられる。リレー２１０は、送電装置２０による蓄電装置３００の充電時に車両ＥＣＵ５００によってオンされる。また、蓄電装置３００と動力生成装置４００との間には、システムメインリレー（ＳＭＲ）３１０が設けられる。ＳＭＲ３１０は、動力生成装置４００の起動が要求されると、車両ＥＣＵ５００によってオンされる。
Note that a relay 210 is provided between the rectifying unit 200 and the power storage device 300. Relay 210 is turned on by vehicle ECU 500 when power storage device 300 is charged by power transmission device 20. A system main relay (SMR) 310 is provided between the power storage device 300 and the power generation device 400. SMR 310 is turned on by vehicle ECU 500 when activation of power generation device 400 is requested.
なお、車両ＥＣＵ５００は、送電装置２０による蓄電装置３００の充電時には、通信装置５１０を用いて送電装置２０と通信を行ない、充電の開始／停止や車両１０の受電状況等の情報を送電装置２０とやり取りする。
Vehicle ECU 500 communicates with power transmission device 20 using communication device 510 when power storage device 300 is charged by power transmission device 20, and transmits information such as charging start / stop and power reception status of vehicle 10 with power transmission device 20. Interact.
図２は、車両が移動して受電部と送電部の位置合わせが実施される様子を説明するための図である。図２を参照して、図示しない車載カメラや送電部７００でのテスト送電での受電強度などにより、受電部１００が送電部７００に対して位置が合っているかを車両または送電装置が判断し、報知装置５２０によってユーザに報知される。図２に示すように、ユーザは報知装置５２０から得た情報に基づいて、受電部１００と送電部７００との位置関係が送受電に良好な位置関係になるように、車両１０を移動させる。なお、必ずしもユーザがハンドル操作やアクセル操作をしなくてもよく、車両１０が自動的に移動して位置を合わせて、ユーザがそれを報知装置５２０で見守るようにしてもよい。
FIG. 2 is a diagram for explaining a state in which the vehicle moves and the power receiving unit and the power transmission unit are aligned. With reference to FIG. 2, the vehicle or the power transmission device determines whether the power receiving unit 100 is positioned with respect to the power transmitting unit 700 based on the in-vehicle camera (not shown) or the power receiving strength in the test power transmission in the power transmitting unit 700. The notification device 520 notifies the user. As shown in FIG. 2, the user moves the vehicle 10 based on the information obtained from the notification device 520 so that the positional relationship between the power receiving unit 100 and the power transmitting unit 700 is a favorable positional relationship for power transmission and reception. Note that the user does not necessarily have to perform a steering wheel operation or an accelerator operation, and the vehicle 10 may automatically move and adjust the position, and the user may watch it with the notification device 520.
再び、図１を参照して、送電装置２０は、電源部６００と、フィルタ回路６１０と、送電部７００と、電源ＥＣＵ８００とを含む。電源部６００は、商用系統電源等の外部電源９００から電力を受け、所定の伝送周波数を有する交流電力を発生する。
Referring to FIG. 1 again, power transmission device 20 includes a power supply unit 600, a filter circuit 610, a power transmission unit 700, and a power supply ECU 800. The power supply unit 600 receives power from an external power supply 900 such as a commercial power supply and generates AC power having a predetermined transmission frequency.
送電部７００は、車両１０の受電部１００へ非接触で送電するためのコイルを含む。送電部７００は、伝送周波数を有する交流電力を電源部６００から受け、送電部７００の周囲に生成される電磁界を介して、車両１０の受電部１００へ非接触で送電する。
The power transmission unit 700 includes a coil for transmitting power to the power reception unit 100 of the vehicle 10 in a contactless manner. The power transmission unit 700 receives AC power having a transmission frequency from the power supply unit 600 and transmits the AC power to the power reception unit 100 of the vehicle 10 in a non-contact manner via an electromagnetic field generated around the power transmission unit 700.
フィルタ回路６１０は、電源部６００と送電部７００との間に設けられ、電源部６００から発生する高調波ノイズを抑制する。フィルタ回路６１０は、インダクタおよびキャパシタを含むＬＣフィルタによって構成される。
Filter circuit 610 is provided between power supply unit 600 and power transmission unit 700 and suppresses harmonic noise generated from power supply unit 600. The filter circuit 610 is configured by an LC filter including an inductor and a capacitor.
電源ＥＣＵ８００は、ＣＰＵ、記憶装置、入出力バッファ等を含み（いずれも図示せず）、各種センサからの信号の入力や各機器への制御信号の出力を行なうとともに、送電装置２０における各機器の制御を行なう。一例として、電源ＥＣＵ８００は、伝送周波数を有する交流電力を電源部６００が生成するように、電源部６００のスイッチング制御を行なう。なお、これらの制御については、ソフトウェアによる処理に限られず、専用のハードウェア（電子回路）で処理することも可能である。
The power supply ECU 800 includes a CPU, a storage device, an input / output buffer, and the like (all not shown), and inputs signals from various sensors and outputs control signals to each device. Take control. As an example, power supply ECU 800 performs switching control of power supply unit 600 such that power supply unit 600 generates AC power having a transmission frequency. Note that these controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).
なお、電源ＥＣＵ８００は、車両１０への送電時には、通信装置８１０を用いて車両１０と通信を行ない、充電の開始／停止や車両１０の受電状況等の情報を車両１０とやり取りする。
The power supply ECU 800 communicates with the vehicle 10 using the communication device 810 during power transmission to the vehicle 10 and exchanges information such as charging start / stop and the power reception status of the vehicle 10 with the vehicle 10.
送電装置２０において、電源部６００からフィルタ回路６１０を介して送電部７００へ、所定の伝送周波数を有する交流電力が供給される。送電部７００および車両１０の受電部１００の各々は、コイルとキャパシタとを含み、伝送周波数において共振するように設計されている。送電部７００および受電部１００の共振強度を示すＱ値は、１００以上であることが好ましい。
In the power transmission device 20, AC power having a predetermined transmission frequency is supplied from the power supply unit 600 to the power transmission unit 700 via the filter circuit 610. Each of power transmission unit 700 and power reception unit 100 of vehicle 10 includes a coil and a capacitor, and is designed to resonate at a transmission frequency. The Q value indicating the resonance intensity of the power transmission unit 700 and the power reception unit 100 is preferably 100 or more.
電源部６００からフィルタ回路６１０を介して送電部７００へ交流電力が供給されると、送電部７００のコイルと、受電部１００のコイルとの間に形成される電磁界を通じて、送電部７００から受電部１００へエネルギ（電力）が移動する。そして、受電部１００へ移動したエネルギ（電力）は、フィルタ回路１５０および整流部２００を介して蓄電装置３００へ供給される。
When AC power is supplied from the power supply unit 600 to the power transmission unit 700 via the filter circuit 610, power is received from the power transmission unit 700 through an electromagnetic field formed between the coil of the power transmission unit 700 and the coil of the power reception unit 100. Energy (electric power) moves to the unit 100. Then, the energy (electric power) that has moved to power reception unit 100 is supplied to power storage device 300 via filter circuit 150 and rectification unit 200.
なお、特に図示しないが、送電装置２０において、送電部７００と電源部６００との間（たとえば送電部７００とフィルタ回路６１０との間）に絶縁トランスを設けてもよい。また、車両１０においても、受電部１００と整流部２００との間（たとえば受電部１００とフィルタ回路１５０との間）に絶縁トランスを設けてもよい。
Although not particularly illustrated, in the power transmission device 20, an insulating transformer may be provided between the power transmission unit 700 and the power supply unit 600 (for example, between the power transmission unit 700 and the filter circuit 610). Also in vehicle 10, an insulating transformer may be provided between power reception unit 100 and rectification unit 200 (for example, between power reception unit 100 and filter circuit 150).
蓄電装置３００に充電を行なう本格送電の前には、図２に示したように、車両を移動させて受電部１００と送電部７００とを対向させるように位置合わせを行なう必要がある。そのときに、本格送電時と同じ電力を送ると電磁界が車両の送電部以外にも漏洩し、通信装置などの各種電子機器に悪影響を与える恐れがある。
Prior to full-scale power transmission for charging the power storage device 300, as shown in FIG. 2, it is necessary to align the power reception unit 100 and the power transmission unit 700 so as to face each other by moving the vehicle. At that time, if the same electric power as that at the time of full-scale power transmission is sent, the electromagnetic field leaks to other than the power transmission section of the vehicle, which may adversely affect various electronic devices such as communication devices.
そこで、位置合わせ時には、本格送電時よりも電力が小さい微弱電力でテスト送電を行なう。テスト送電時には、リレー２０２を導通させ、検出抵抗２０１の両端に生じる受電電圧ＶＲを車両ＥＣＵ５００が検出する。この電圧は本格送電時よりも小さいので、検出時に蓄電装置３００の影響を受けないように、テスト送電時にはリレー２１０はオフ状態に制御される。
Therefore, at the time of alignment, test transmission is performed with weak power that is lower than that of full-scale transmission. At the time of test power transmission, the relay 202 is turned on, and the vehicle ECU 500 detects the received voltage VR generated at both ends of the detection resistor 201. Since this voltage is smaller than that during full-scale power transmission, relay 210 is controlled to be turned off during test power transmission so that it is not affected by power storage device 300 during detection.
図３は、非接触給電を実行する際に車両と充電スタンドが実行する処理の概略を説明するためのフローチャートである。
FIG. 3 is a flowchart for explaining an outline of processing executed by the vehicle and the charging station when performing non-contact power feeding.
図１、図３を参照して、まず車両側では、ステップＳ１において、通信接続処理が実行される。車両ＥＣＵ５００は通信装置５１０を使用して送電装置２０と通信を開始する。
1 and 3, first, on the vehicle side, a communication connection process is executed in step S1. Vehicle ECU 500 starts communication with power transmission device 20 using communication device 510.
ここで送電装置側においてはステップＳ１１において処理が開始されると車両側から通信があるまでステップＳ１１において待機状態にあり、車両から通信の開始が要求された場合には通信を開始する。
Here, when the process is started in step S11, the power transmission device side is in a standby state in step S11 until communication is made from the vehicle side, and communication is started when communication start is requested from the vehicle.
車両側ではステップＳ１の通信開始の処理に続いてステップＳ２において距離確認処理が実行される。距離確認処理は、受電部１００と送電部７００との距離を確認しつつ車両を移動させて位置合わせを行なう処理である。
On the vehicle side, a distance confirmation process is executed in step S2 following the communication start process in step S1. The distance confirmation process is a process of performing alignment by moving the vehicle while confirming the distance between the power reception unit 100 and the power transmission unit 700.
たとえば、第１段階では、たとえば、図示しない車載カメラを用いたＩＰＡ（インテリジェントパーキングアシスト）システムが用いられる。そして車両が送電部７００にある程度近づくと車両ＥＣＵ５００が送電装置に位置合わせのためのテスト送電を要求する。
For example, in the first stage, for example, an IPA (Intelligent Parking Assist) system using an in-vehicle camera (not shown) is used. When the vehicle approaches the power transmission unit 700 to some extent, the vehicle ECU 500 requests the power transmission device to perform test power transmission for alignment.
送電装置側では、ステップＳ１１に続くステップＳ１２においてテスト送電の要求がオン状態になるのを待っている。
The power transmission device side waits for a test power transmission request to be turned on in step S12 following step S11.
一方、車両側では、微弱電力の送電を要求する際に、車両ＥＣＵ５００がリレー２０２をオン状態に設定する。そして送電装置側にテスト送電要求を送信する。すると送電装置はテスト送電要求がオン状態に設定されたことを検出してテスト送電を開始する。このテスト送電電力は、充電開始後に送電する場合と同様な電力を送信してもよいが、本格送電時に送る電力よりも弱い電力（微弱電力）に設定することが好ましい。
On the other hand, on the vehicle side, when requesting transmission of weak power, the vehicle ECU 500 sets the relay 202 to the ON state. Then, a test power transmission request is transmitted to the power transmission device side. Then, the power transmission apparatus detects that the test power transmission request is set to the on state and starts test power transmission. The test transmission power may be the same as that transmitted when the charging is started, but is preferably set to a power (weak power) that is weaker than the power transmitted during full-scale power transmission.
そしてこのテスト信号を用いて抵抗２０１の両端に生じる電圧がある電圧に到達したことをもって、給電可能な距離に車両が到達したことが検出される。
Then, using this test signal, when the voltage generated at both ends of the resistor 201 reaches a certain voltage, it is detected that the vehicle has reached a distance where power can be supplied.
一定の一次側電圧（送電装置２０からの出力電圧）に対して、二次側電圧（車両１０の受電電圧）は、送電装置２０の送電部７００と車両１０の受電部１００との間の距離Ｌ（図２）に応じて変化する。そこで、一次側電圧および二次側電圧の関係を予め測定するなどしてマップ等を作成しておき、二次側電圧を示す電圧ＶＲの検出値に基づいて送電部７００と受電部１００との間の距離を検出することができる。なお、電圧ＶＲ以外にも、受電側での電流や電力、送電側での送電電流、送電電力で距離を検出するようにしてもよい。
For a certain primary voltage (output voltage from the power transmission device 20), the secondary voltage (power reception voltage of the vehicle 10) is the distance between the power transmission unit 700 of the power transmission device 20 and the power reception unit 100 of the vehicle 10. It changes according to L (FIG. 2). Therefore, a map or the like is created by measuring the relationship between the primary side voltage and the secondary side voltage in advance, and the power transmission unit 700 and the power reception unit 100 are connected based on the detected value of the voltage VR indicating the secondary side voltage. The distance between them can be detected. In addition to the voltage VR, the distance may be detected by current and power on the power receiving side, power transmission current on the power transmission side, and power transmission power.
本願発明者は、この位置合わせ時のテスト送電時に、送電電圧を目標値になるように制御する電圧制御を実行したほうが、送電電力を目標値になるように制御する電力制御を実行するよりも位置合わせ良好となる付近での受電電圧の差が大きくなることを発見した。
The inventor of the present application executes the voltage control for controlling the transmission voltage to the target value at the time of the test transmission at the time of alignment, rather than executing the power control for controlling the transmission power to the target value. We found that the difference in the received voltage in the vicinity where the alignment was good increased.
一般に、充電を行なう際には、蓄電装置３００（たとえば、ニッケル水素電池やリチウムイオン電池）の受け入れ可能な電力（Ｗｉｎ）を超えないように送電電力を制御しなければならないので、非接触送電でも電力制御を行なうことが一般的である。しかし、テスト送電時には、送電電力は微弱なものであるし、蓄電装置３００への充電を行なうわけではないので、リレー２１０をオフ状態にしておけばＷｉｎの制限を考慮しなくてもよい。
Generally, when charging, the transmitted power must be controlled so as not to exceed the acceptable power (Win) of the power storage device 300 (for example, a nickel metal hydride battery or a lithium ion battery). It is common to perform power control. However, during the test transmission, the transmitted power is weak and does not charge the power storage device 300. Therefore, if the relay 210 is turned off, it is not necessary to consider the limitation of Win.
図４は、定電圧制御で送電した場合と定電力制御で送電した場合の二次側出力電圧の変化を比較した図である。図４において、縦軸には、二次側出力電圧（Ｖ）が示され、横軸には受電部１００と送電部７００との結合係数が示されている。
FIG. 4 is a diagram comparing changes in the secondary output voltage when power is transmitted with constant voltage control and when power is transmitted with constant power control. In FIG. 4, the vertical axis represents the secondary output voltage (V), and the horizontal axis represents the coupling coefficient between the power reception unit 100 and the power transmission unit 700.
二次側出力電圧（Ｖ）は、図１の抵抗２０１に検出される電圧ＶＲに相当する。また、結合係数は、送電部７００の一次コイルと受電部１００二次コイルとの距離（コイル間距離、または位置ずれ量）に対応して変化する。ラインＶＶは定電圧制御時の結合係数の変化と二次側出力電圧の変化を示し、ラインＶＰは定電圧制御時の結合係数の変化と二次側出力電圧の変化を示している。
The secondary output voltage (V) corresponds to the voltage VR detected by the resistor 201 in FIG. The coupling coefficient changes corresponding to the distance between the primary coil of the power transmission unit 700 and the secondary coil of the power reception unit 100 (distance between coils or displacement). Line VV shows a change in coupling coefficient and a change in secondary output voltage during constant voltage control, and line VP shows a change in coupling coefficient and a change in secondary output voltage during constant voltage control.
破線Ｐ１，Ｐ２で囲んだ付近の波形を比較すると、二次側出力電圧がピークとなる付近の結合係数に対しての出力電圧の感度がラインＶＶよりもラインＶＰのほうが大きくなっている。これは、定電圧制御実行時のほうが定電力制御実行時よりも、位置合わせＯＫの場所と位置合わせＮＧの場所との境界付近において、位置合わせＯＫの場所と位置合わせＮＧの場所での出力電圧の差が大きいことを意味する。
When comparing the waveforms in the vicinity surrounded by the broken lines P1 and P2, the sensitivity of the output voltage to the coupling coefficient in the vicinity of the peak of the secondary output voltage is larger in the line VP than in the line VV. This is because the output voltage at the position of the alignment OK and the position of the alignment NG is near the boundary between the position of the alignment OK and the position of the alignment NG when the constant voltage control is performed than when the constant power control is performed. It means that the difference is large.
したがって、図３のステップＳ２およびステップＳ１２でのテスト送電時には、送電電力の定電圧制御が実行される。
Therefore, at the time of the test power transmission at step S2 and step S12 in FIG. 3, constant voltage control of the transmitted power is executed.
車両移動距離が位置ずれゼロの位置に近づく間は受電電圧ＶＲは増加する。位置ずれゼロの位置を通り越すと受電電圧ＶＲは下がり始める。あらかじめ距離と電圧の関係を計測しておいて決定されている判定しきい値に基づいて電圧ＶＲを判定し、車両ＥＣＵ５００は、車両停止位置を決定する。
* While the vehicle moving distance approaches the position of zero displacement, the received voltage VR increases. When passing through the position of zero displacement, the received voltage VR starts to decrease. The vehicle ECU 500 determines the voltage VR based on the determination threshold value determined by measuring the relationship between the distance and the voltage in advance, and determines the vehicle stop position.
ステップＳ２およびステップＳ１２においては、テスト送電の電力を受電部１００で受電し、電圧ＶＲに基づいて距離確認を行ないながら車両の駐車位置が決定される。車両の駐車位置が決定されると、ユーザ操作または車両ＥＣＵ５００によってシフトレンジがＰレンジに移行され、車両側では、ステップＳ２からステップＳ３に処理が進められる。ステップＳ３では、車両ＥＣＵ５００は、リレー２１０をオンさせ、送電装置に充電用の本格送電を要求する。
In step S2 and step S12, the power of the test transmission is received by the power receiving unit 100, and the parking position of the vehicle is determined while checking the distance based on the voltage VR. When the parking position of the vehicle is determined, the shift range is shifted to the P range by a user operation or the vehicle ECU 500, and on the vehicle side, the process proceeds from step S2 to step S3. In step S3, vehicle ECU 500 turns on relay 210 and requests the power transmission device to perform full-scale power transmission for charging.
本格送電の要求に応じて、送電装置側ではステップＳ１３において電力送電の制御方式が電圧制御から電力制御に切り替えられる。
In response to a request for full-scale power transmission, the power transmission control method is switched from voltage control to power control in step S13 on the power transmission device side.
続いて、車両側ではステップＳ４に処理が進められ、送電装置側ではステップＳ１４に処理が進められる。
Subsequently, the process proceeds to step S4 on the vehicle side, and the process proceeds to step S14 on the power transmission apparatus side.
ステップＳ４では、車両ＥＣＵ５００は、蓄電装置３００の充電状態（ＳＯＣ）や温度に基づいて、受け入れ可能な電力Ｗｉｎを電源ＥＣＵ８００に送信する。ステップＳ１４では、電力Ｗｉｎを超えないように電源ＥＣＵ８００が電源部６００を定電力制御を実行し送電を行なう。
In step S4, vehicle ECU 500 transmits acceptable power Win to power supply ECU 800 based on the state of charge (SOC) and temperature of power storage device 300. In step S14, power supply ECU 800 performs constant power control on power supply unit 600 so as not to exceed power Win and performs power transmission.
ステップＳ４において、所定の充電終了条件（たとえば、蓄電装置３００が満充電となった、指定された充電終了時刻が到来した、ユーザが充電終了操作を行なったなど）が成立すると、車両ＥＣＵ５００は電源ＥＣＵに対して送電中止を要求し、ステップＳ５およびステップＳ１５において充電処理が終了する。
In step S4, when predetermined charging end conditions (for example, power storage device 300 is fully charged, a specified charging end time has arrived, a user has performed a charging end operation, etc.) are satisfied, vehicle ECU 500 The ECU requests the ECU to stop power transmission, and the charging process ends in steps S5 and S15.
以上説明したように、本実施の形態では、車両負荷に送電を行なう前のテスト送電（図３のステップＳ１２）においては、位置合わせに有利な電圧制御を実行し、車両負荷に送電を行なう際の本格送電（図３のステップＳ１４）においては、必要とされる電力が送電できる電力制御を実行することにした。これにより、車両と送電装置との間の位置合わせが容易となる。
As described above, in this embodiment, in the test power transmission before transmitting power to the vehicle load (step S12 in FIG. 3), voltage control advantageous for alignment is executed, and power is transmitted to the vehicle load. In the full-scale power transmission (step S14 in FIG. 3), power control capable of transmitting necessary power is executed. Thereby, alignment between a vehicle and a power transmission apparatus becomes easy.
今回開示された各実施の形態は、適宜組合わせて実施することも予定されている。そして、今回開示された実施の形態は、すべての点で例示であって制限的なものではないと考えられるべきである。本発明の範囲は、上記した実施の形態の説明ではなくて請求の範囲によって示され、請求の範囲と均等の意味および範囲内でのすべての変更が含まれることが意図される。
The embodiments disclosed this time are also scheduled to be implemented in appropriate combinations. The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims.
１０ 車両、２０ 送電装置、１００ 受電部、１５０，６１０ フィルタ回路、２００ 整流部、２０１ 抵抗、２０２，２１０ リレー、３００ 蓄電装置、４００ 動力生成装置、５００ 車両ＥＣＵ、５１０，８１０ 通信装置、５２０ 報知装置、６００ 電源部、７００ 送電部、８００ 電源ＥＣＵ、９００ 外部電源。
10 vehicle, 20 power transmission device, 100 power receiving unit, 150,610 filter circuit, 200 rectifier, 201 resistance, 202, 210 relay, 300 power storage device, 400 power generation device, 500 vehicle ECU, 510,810 communication device, 520 notification Device, 600 power supply unit, 700 power transmission unit, 800 power supply ECU, 900 external power supply.
Claims (3)
- 非接触で受電可能に構成された受電部を搭載する車両と、
車外から前記受電部に送電する送電装置とを備え、
前記送電装置は、前記車両を移動させて前記受電部の位置を前記送電装置の送電部に合わせる位置合わせを実行する際に、前記受電部での受電強度を確認するためのテスト送電を実行し、前記テスト送電時には電圧制御を行なって送電を実行し、前記位置合わせ完了後の本送電時には電力制御を行なって送電を実行する、非接触送受電システム。 A vehicle equipped with a power receiving unit configured to be able to receive power without contact;
A power transmission device for transmitting power from outside the vehicle to the power receiving unit,
The power transmission device performs a test power transmission for confirming a power reception intensity at the power receiving unit when the vehicle is moved and alignment is performed to align the position of the power receiving unit with the power transmission unit of the power transmission device. A non-contact power transmission / reception system that performs voltage transmission during the test power transmission and performs power transmission, and performs power transmission during the main power transmission after the alignment is completed. - 前記車両は、
前記受電部の電圧を整流する整流部と、
前記整流部の出力電圧で充電される蓄電装置と、
前記整流部の出力電圧を検出するための検出抵抗と、
前記検出抵抗で検出された電圧用いて前記位置合わせを実行する制御部とを含み、
位置合わせが良好な車両位置と位置合わせが良好でない車両位置との境界付近において、位置合わせが良好な車両位置と位置合わせが良好でない車両位置での前記検出抵抗の検出電圧の差は、前記電圧制御の実行時のほうが前記電力制御の実行時よりも、大きい、請求項１に記載の非接触送受電システム。 The vehicle is
A rectifying unit for rectifying the voltage of the power receiving unit;
A power storage device charged with the output voltage of the rectifier;
A detection resistor for detecting the output voltage of the rectifying unit;
A control unit that performs the alignment using the voltage detected by the detection resistor,
In the vicinity of the boundary between the vehicle position with good alignment and the vehicle position with poor alignment, the difference between the detection voltages of the detection resistors at the vehicle position with good alignment and the vehicle position with poor alignment is the voltage. The non-contact power transmission / reception system according to claim 1, wherein the control time is larger than the power control time. - 前記テスト送電中において、前記検出電圧は、車両移動距離が位置ずれゼロの位置に近づく間は増加し、前記位置ずれゼロの位置を通り越すと低下し、
前記制御部は、あらかじめ定められた判定しきい値に基づいて前記検出電圧を判定し、車両停止位置を決定する、請求項２に記載の非接触送受電システム。 During the test power transmission, the detection voltage increases while the vehicle moving distance approaches the position of zero displacement, and decreases when the position of zero displacement is passed,
The non-contact power transmission / reception system according to claim 2, wherein the control unit determines the detection voltage based on a predetermined determination threshold value and determines a vehicle stop position.
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| JP2013239810A JP2015100230A (en) | 2013-11-20 | 2013-11-20 | Non-contact power transmission and reception system |
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| CN109195832A (en) * | 2016-04-07 | 2019-01-11 | 西门子移动有限公司 | position determination system |
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| JP6464951B2 (en) * | 2015-07-28 | 2019-02-06 | 株式会社デンソー | Parking assistance system |
| CN106532973A (en) * | 2016-10-11 | 2017-03-22 | 中国科学院电工研究所 | Wireless charging positioning device for electric vehicle |
| US11912149B2 (en) | 2018-10-05 | 2024-02-27 | Ihi Corporation | Misalignment detection device and coil device |
| JP7243450B2 (en) * | 2019-05-27 | 2023-03-22 | 株式会社デンソー | Power supply system while driving |
| JP7386071B2 (en) | 2019-12-20 | 2023-11-24 | 株式会社Subaru | Vehicle control equipment and vehicles |
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