JP2011166992A - Power supply apparatus - Google Patents

Power supply apparatus Download PDF

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JP2011166992A
JP2011166992A JP2010028814A JP2010028814A JP2011166992A JP 2011166992 A JP2011166992 A JP 2011166992A JP 2010028814 A JP2010028814 A JP 2010028814A JP 2010028814 A JP2010028814 A JP 2010028814A JP 2011166992 A JP2011166992 A JP 2011166992A
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power
vehicle
power supply
coil
sensor
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Junzo Oe
準三 大江
Tetsuhiro Ishikawa
哲浩 石川
Takashi Imai
孝志 今井
Yukihiro Yamamoto
幸宏 山本
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Toyota Motor Corp
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Toyota Motor Corp
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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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • 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
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • 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
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/12—Inductive energy transfer
    • B60L53/122—Circuits or methods for driving the primary coil, e.g. supplying electric power to the coil
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles
    • B60L53/36—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles by positioning the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L53/39—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles specially adapted for charging by inductive energy transfer with position-responsive activation of primary coils
    • 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
    • B60L53/65—Monitoring or controlling charging stations involving identification of vehicles or their battery types
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/21—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having the same nominal voltage
    • 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
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • 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
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • 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]
    • 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

<P>PROBLEM TO BE SOLVED: To provide a power supply apparatus of simple configuration which can transmit electricity efficiently to a train in travelling by using a resonance method. <P>SOLUTION: In each power supply apparatus 100, a power sensor 150 is provided between a high frequency power driver 120 and a primary coil 130. The power sensor 150 measures a reflection wave power that occurs between the high frequency power driver 120 and the primary coil 130. In each power supply apparatus 100, ECU 160 controls the high frequency power driver 120 based on the reflection wave power measured by the power sensor 150. The ECU160, if the reflection wave power is smaller than a specified value, controls the high frequency power driver 120 so that the transmitted power outputted from the power supply 100 becomes weak. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

この発明は、給電装置に関し、特に、送電用コイルと受電装置の受電用コイルとが電磁場を介して共鳴することにより受電装置へ非接触で給電する給電装置に関する。   The present invention relates to a power feeding device, and more particularly to a power feeding device that feeds power to a power receiving device in a non-contact manner when a power transmission coil and a power receiving coil of the power receiving device resonate via an electromagnetic field.

環境に配慮した車両として、電気自動車やハイブリッド自動車などの電動車両が大きく注目されている。これらの車両は、走行駆動力を発生する電動機と、その電動機に供給される電力を蓄える再充電可能な蓄電装置とを搭載する。なお、ハイブリッド自動車は、電動機とともに内燃機関をさらに動力源として搭載した自動車や、車両駆動用の直流電源として蓄電装置とともに燃料電池をさらに搭載した自動車等である。   Electric vehicles such as electric vehicles and hybrid vehicles have attracted a great deal of attention as environmentally friendly vehicles. These vehicles are equipped with an electric motor that generates driving force and a rechargeable power storage device that stores electric power supplied to the electric motor. Note that the hybrid vehicle is a vehicle in which an internal combustion engine is further mounted as a power source together with an electric motor, a vehicle in which a fuel cell is further mounted in addition to a power storage device as a DC power source for driving the vehicle.

ハイブリッド自動車においても、電気自動車と同様に、車両外部の電源から車載の蓄電装置を充電可能な車両が知られている。たとえば、家屋に設けられた電源コンセントと車両に設けられた充電口とを充電ケーブルで接続することにより、一般家庭の電源から蓄電装置を充電可能ないわゆる「プラグイン・ハイブリッド自動車」が知られている。   In hybrid vehicles, as in the case of electric vehicles, vehicles that can charge an in-vehicle power storage device from a power source outside the vehicle are known. For example, a so-called “plug-in hybrid vehicle” is known that can charge a power storage device from a general household power source by connecting a power outlet provided in a house to a charging port provided in the vehicle with a charging cable. Yes.

一方、送電方法として、電源コードや送電ケーブルを用いないワイヤレス送電が近年注目されている。このワイヤレス送電技術としては、有力なものとして、電磁誘導を用いた送電、マイクロ波を用いた送電、および共鳴法による送電の３つの技術が知られている。   On the other hand, as a power transmission method, wireless power transmission that does not use a power cord or a power transmission cable has recently attracted attention. As this wireless power transmission technology, three technologies known as power transmission using electromagnetic induction, power transmission using microwaves, and power transmission using a resonance method are known.

このうち、共鳴法は、一対の共鳴器（たとえば一対の共鳴コイル）を電磁場（近接場）において共鳴させ、電磁場を介して送電する非接触の送電技術であり、数ｋＷの大電力を比較的長距離（たとえば数ｍ）送電することも可能である。   Among these methods, the resonance method is a non-contact power transmission technique in which a pair of resonators (for example, a pair of resonance coils) are resonated in an electromagnetic field (near field), and power is transmitted through the electromagnetic field. It is also possible to transmit power over a long distance (for example, several meters).

この共鳴法を用いて車両外部の給電装置から電動車両へワイヤレスで給電する車両給電システムとして、たとえば、特開２００９−１０６１３６号公報に開示されたものが知られている（特許文献１参照）。   As a vehicle power supply system that wirelessly supplies power to an electric vehicle from a power supply device outside the vehicle using this resonance method, for example, one disclosed in JP 2009-106136 A is known (see Patent Document 1).

特開２００９−１０６１３６号公報JP 2009-106136 A 特表２００９−５０１５１０号公報Special table 2009-501510 実開平６−６６２０１号公報Japanese Utility Model Publication No. 6-66201 特開２００４−１３６８６０号公報JP 2004-136860 A 特開２００１−１７７９１６号公報JP 2001-177916 A

しかしながら、上記の特開２００９−１０６１３６号公報に開示された車両給電システムでは、車両の走行中に給電装置から車両へ送電することは想定されておらず、走行中の車両へ共鳴法を用いて効率的に送電するための検討はなされていない。また、走行中の車両へ共鳴法を用いて送電するにあたっては、できるだけ簡易な構成で実現できることが望ましい。   However, in the vehicle power feeding system disclosed in the above Japanese Patent Application Laid-Open No. 2009-106136, it is not assumed that power is transmitted from the power feeding device to the vehicle while the vehicle is traveling, and the resonance method is used for the traveling vehicle. There are no studies on efficient power transmission. In addition, it is desirable that power transmission using a resonance method to a traveling vehicle can be realized with a configuration as simple as possible.

それゆえに、この発明の目的は、共鳴法を用いて走行中の車両へ効率的に送電可能な給電装置を簡易な構成で提供することである。   SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a power feeding device that can efficiently transmit power to a running vehicle using a resonance method with a simple configuration.

この発明によれば、給電装置は、受電用コイルを含む受電装置へ非接触で給電する給電装置であって、高周波電源装置と、送電用コイルと、電力センサと、制御装置とを備える。高周波電源装置は、所定の周波数を有する高周波電力を発生する。送電用コイルは、高周波電源装置により発生された高周波電力を受け、受電用コイルと電磁場を介して共鳴することにより受電用コイルへ非接触で送電する。電力センサは、高周波電源装置と送電用コイルとの間に発生する反射波電力を測定する。制御装置は、電力センサによって測定された反射波電力に基づいて高周波電源装置を制御する。   According to the present invention, the power feeding device is a power feeding device that feeds power to a power receiving device including a power receiving coil in a contactless manner, and includes a high-frequency power supply device, a power transmission coil, a power sensor, and a control device. The high frequency power supply device generates high frequency power having a predetermined frequency. The power transmission coil receives high frequency power generated by the high frequency power supply device, and resonates with the power reception coil via an electromagnetic field to transmit power to the power reception coil in a contactless manner. The power sensor measures reflected wave power generated between the high frequency power supply device and the power transmission coil. The control device controls the high frequency power supply device based on the reflected wave power measured by the power sensor.

好ましくは、制御装置は、電力センサによって測定された反射波電力が予め定められた大きさ以上のとき、送電用コイルから受電用コイルへの送電を中止するように高周波電源装置を制御する。   Preferably, the control device controls the high-frequency power supply device to stop power transmission from the power transmission coil to the power reception coil when the reflected wave power measured by the power sensor is equal to or greater than a predetermined magnitude.

好ましくは、制御装置は、送電用コイルから受電用コイルへの送電が行なわれていない待機状態のとき、所定量の微弱電力が送電用コイルから出力されるように高周波電源装置を制御する。   Preferably, the control device controls the high-frequency power supply device so that a predetermined amount of weak power is output from the power transmission coil in a standby state in which power transmission from the power transmission coil to the power reception coil is not performed.

さらに好ましくは、制御装置は、電力センサによって測定された反射波電力が規定値を下回ると、送電用コイルから出力される電力が増大するように高周波電源装置を制御する。   More preferably, when the reflected wave power measured by the power sensor falls below a specified value, the control device controls the high-frequency power supply device so that the power output from the power transmission coil increases.

また、好ましくは、電力センサは、高周波電源装置から出力される進行波電力も測定可能である。制御装置は、電力センサによって測定された反射波電力と進行波電力との比が規定値を下回ると、送電用コイルから出力される電力が増大するように高周波電源装置を制御する。   Preferably, the power sensor can also measure traveling wave power output from the high frequency power supply device. The control device controls the high-frequency power supply device so that the power output from the power transmission coil increases when the ratio of the reflected wave power and the traveling wave power measured by the power sensor falls below a specified value.

好ましくは、電力センサは、高周波電源装置および送電用コイル間の導線と導線に沿って配設される検出線との間に形成される容量性結合および誘導性結合により検出線に生じる電圧を検出することによって反射波電力を計測する。   Preferably, the power sensor detects a voltage generated in the detection line by capacitive coupling and inductive coupling formed between a conductive line between the high-frequency power supply device and the power transmission coil and a detection line disposed along the conductive line. To measure the reflected wave power.

好ましくは、受電装置は、車両に搭載され、速度センサによって車両の速度が検出される。制御装置は、車両の速度の検出値を受信し、車両の速度が高いほど送電用コイルから出力される電力の増加レートが大きくなるように高周波電源装置を制御する。   Preferably, the power receiving device is mounted on the vehicle, and the speed of the vehicle is detected by a speed sensor. The control device receives the detected value of the vehicle speed, and controls the high-frequency power supply device so that the increase rate of the power output from the power transmission coil increases as the vehicle speed increases.

好ましくは、受電装置は、車両に搭載され、車両識別センサによって車両が識別される。制御装置は、車両識別センサによる車両の識別情報を受信し、車両の識別情報に基づいて、送電用コイルから受電用コイルへ送電される電力の目標値を設定する。   Preferably, the power receiving device is mounted on the vehicle, and the vehicle is identified by the vehicle identification sensor. The control device receives vehicle identification information from the vehicle identification sensor, and sets a target value of power transmitted from the power transmission coil to the power reception coil based on the vehicle identification information.

好ましくは、受電装置は、車両に搭載され、車両検出センサによって当該給電装置への車両の接近が検知される。制御装置は、車両検出センサの検出結果を受信し、車両の接近が検知されると、高周波電源装置を起動して、送電用コイルから微弱電力が出力されるように高周波電源装置を制御する。   Preferably, the power receiving device is mounted on the vehicle, and the approach of the vehicle to the power feeding device is detected by the vehicle detection sensor. The control device receives the detection result of the vehicle detection sensor, and when the approach of the vehicle is detected, activates the high frequency power supply device and controls the high frequency power supply device so that weak power is output from the power transmission coil.

好ましくは、受電装置は、車両に搭載され、車両は、当該給電装置から給電される電力を蓄える蓄電装置を含む。制御装置は、蓄電装置の充電状態を車両から受信し、蓄電装置の残存容量が少ないほど送電用コイルから受電用コイルへ送電される給電電力が大きくなるように給電電力の目標値を設定する。   Preferably, the power receiving device is mounted on a vehicle, and the vehicle includes a power storage device that stores electric power fed from the power feeding device. The control device receives the state of charge of the power storage device from the vehicle, and sets the target value of the power supply power so that the power supplied from the power transmission coil to the power reception coil increases as the remaining capacity of the power storage device decreases.

この発明においては、高周波電源装置と送電用コイルとの間に発生する反射波電力を測定する電力センサが設けられる。そして、その電力センサによって測定された反射波電力に基づいて高周波電源装置が制御される。これにより、受電装置と通信することなく、自律的な給電制御を実現できる。また、反射波電力の大きさに基づく効率的な給電が可能である。したがって、この発明によれば、共鳴法を用いて走行中の車両へ効率的に送電可能な給電装置を簡易な構成で実現することができる。   In the present invention, a power sensor for measuring reflected wave power generated between the high frequency power supply device and the power transmission coil is provided. The high frequency power supply device is controlled based on the reflected wave power measured by the power sensor. Thereby, autonomous power feeding control can be realized without communicating with the power receiving apparatus. Further, efficient power supply based on the magnitude of the reflected wave power is possible. Therefore, according to the present invention, it is possible to realize a power feeding apparatus that can efficiently transmit power to a traveling vehicle using the resonance method with a simple configuration.

この発明の実施の形態１による給電装置が適用される車両給電システムの全体構成図である。1 is an overall configuration diagram of a vehicle power supply system to which a power supply apparatus according to Embodiment 1 of the present invention is applied. 図１に示す給電装置および車両の構成を詳細に説明するための機能ブロック図である。It is a functional block diagram for demonstrating in detail the structure of the electric power feeder shown in FIG. 1, and a vehicle. 電力センサによる反射波電力および進行波電力の測定原理を説明するための図である。It is a figure for demonstrating the measurement principle of the reflected wave electric power and traveling wave electric power by an electric power sensor. 給電装置による給電制御の処理手順を説明するためのフローチャートである。It is a flowchart for demonstrating the process sequence of the electric power feeding control by an electric power feeder. 実施の形態２における車両給電システムの全体構成図である。FIG. 3 is an overall configuration diagram of a vehicle power feeding system in a second embodiment. 実施の形態２における、ある給電装置における給電制御の処理手順を説明するための図である。FIG. 10 is a diagram for describing a power supply control processing procedure in a certain power supply apparatus in the second embodiment. 車両の接近に伴なう給電装置の状態変化を説明するための第１の図である。It is a 1st figure for demonstrating the state change of the electric power feeder accompanying the approach of a vehicle. 車両の接近に伴なう給電装置の状態変化を説明するための第２の図である。It is a 2nd figure for demonstrating the state change of the electric power feeder accompanying the approach of a vehicle. 車両の接近に伴なう給電装置の状態変化を説明するための第３の図である。It is a 3rd figure for demonstrating the state change of the electric power feeder accompanying the approach of a vehicle. 実施の形態３における車両給電システムの全体構成図である。FIG. 10 is an overall configuration diagram of a vehicle power feeding system in a third embodiment. 実施の形態６における車両給電システムの全体構成図である。FIG. 10 is an overall configuration diagram of a vehicle power feeding system in a sixth embodiment.

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.

［実施の形態１］
図１は、この発明の実施の形態１による給電装置が適用される車両給電システムの全体構成図である。図１を参照して、この車両給電システムは、給電装置１００と、車両２００とを備える。給電装置１００は、系統電源等の交流電源１１０から電力の供給を受け、車両２００へ非接触で給電する。車両２００は、給電装置１００から供給される電力を非接触で受電し、その受けた電力を用いて走行することができる。 [Embodiment 1]
1 is an overall configuration diagram of a vehicle power supply system to which a power supply apparatus according to Embodiment 1 of the present invention is applied. Referring to FIG. 1, this vehicle power supply system includes a power supply apparatus 100 and a vehicle 200. The power supply apparatus 100 receives power from an AC power supply 110 such as a system power supply and supplies power to the vehicle 200 in a contactless manner. The vehicle 200 can receive the power supplied from the power supply apparatus 100 in a non-contact manner and can travel using the received power.

給電装置１００は、交流電源１１０と、高周波電力ドライバ１２０と、一次コイル１３０と、一次自己共振コイル１４０と、電力センサ１５０と、ＥＣＵ（Electronic Control Unit）１６０とを含む。   The power supply apparatus 100 includes an AC power supply 110, a high-frequency power driver 120, a primary coil 130, a primary self-resonant coil 140, a power sensor 150, and an ECU (Electronic Control Unit) 160.

高周波電力ドライバ１２０は、交流電源１１０から電力の供給を受ける。一次コイル１３０は、同軸ケーブル等によって高周波電力ドライバ１２０に接続される。一次自己共振コイル１４０は、地面近傍に配設される。一次コイル１３０と一次自己共振コイル１４０とは、略同一軸上に配設される。電力センサ１５０は、高周波電力ドライバ１２０と一次コイル１３０との間に配設される。ＥＣＵ１６０は、電力センサ１５０の測定結果に基づいて高周波電力ドライバを制御する。   The high frequency power driver 120 receives power from the AC power source 110. The primary coil 130 is connected to the high frequency power driver 120 by a coaxial cable or the like. Primary self-resonant coil 140 is disposed near the ground. Primary coil 130 and primary self-resonant coil 140 are disposed on substantially the same axis. The power sensor 150 is disposed between the high frequency power driver 120 and the primary coil 130. ECU 160 controls the high frequency power driver based on the measurement result of power sensor 150.

車両２００は、二次自己共振コイル２１０と、二次コイル２２０と、整流器２３０と、蓄電装置２４０と、パワーコントロールユニット（以下「ＰＣＵ（Power Control Unit）」とも称する。）２５０と、モータ２６０とを含む。   Vehicle 200 includes secondary self-resonant coil 210, secondary coil 220, rectifier 230, power storage device 240, power control unit (hereinafter also referred to as “PCU (Power Control Unit)”) 250, and motor 260. including.

二次自己共振コイル２１０は、車両２００の車体下部に配設される。二次自己共振コイル２１０と二次コイル２２０とは、略同一軸上に配設される。そして、二次コイル２２０に整流器２３０が接続され、整流器２３０によって整流された直流電力が蓄電装置２４０に蓄えられる。   Secondary self-resonant coil 210 is disposed at the lower part of vehicle 200. The secondary self-resonant coil 210 and the secondary coil 220 are disposed on substantially the same axis. The rectifier 230 is connected to the secondary coil 220, and the DC power rectified by the rectifier 230 is stored in the power storage device 240.

ＰＣＵ２５０は、蓄電装置２４０から電力の供給を受け、モータ２６０を駆動する。また、ＰＣＵ２５０は、モータ２６０により発電された電力を整流して蓄電装置２４０へ出力し、蓄電装置２４０を充電する。モータ２６０は、ＰＣＵ２５０により駆動されて車両の駆動力を発生する。また、モータ２６０は、車輪や図示されないエンジンから受ける運動エネルギーを受けて発電し、その発電した電力をＰＣＵ２５０へ出力する。   PCU 250 receives supply of electric power from power storage device 240 and drives motor 260. PCU 250 rectifies the power generated by motor 260 and outputs the rectified power to power storage device 240 to charge power storage device 240. Motor 260 is driven by PCU 250 to generate a driving force for the vehicle. Motor 260 receives kinetic energy received from wheels or an engine (not shown) and generates power, and outputs the generated power to PCU 250.

図２は、図１に示した給電装置１００および車両２００の構成を詳細に説明するための機能ブロック図である。なお、この図２では、給電装置１００から車両２００への給電に関する部分が示されており、車両２００のＰＣＵ２５０およびモータ２６０については図示を省略している。   FIG. 2 is a functional block diagram for explaining in detail the configuration of power supply apparatus 100 and vehicle 200 shown in FIG. 1. In FIG. 2, a portion related to power supply from power supply apparatus 100 to vehicle 200 is shown, and illustration of PCU 250 and motor 260 of vehicle 200 is omitted.

図２を参照して、高周波電力ドライバ１２０は、図示されない交流電源１１０から受ける電力を、一次自己共振コイル１４０と車両２００の二次自己共振コイル２１０との磁場共鳴により一次自己共振コイル１４０から二次自己共振コイル２１０へ非接触で送電可能な所定の高周波電力に変換する。高周波電力ドライバ１２０により生成される高周波電力の周波数は、たとえば１Ｍ〜１０数ＭＨｚである。一次コイル１３０は、電磁誘導により一次自己共振コイル１４０と磁気的に結合され、高周波電力ドライバ１２０から受ける高周波電力を電磁誘導によって一次自己共振コイル１４０へ供給する。   Referring to FIG. 2, high-frequency power driver 120 receives power from AC power supply 110 (not shown) from primary self-resonant coil 140 due to magnetic field resonance between primary self-resonant coil 140 and secondary self-resonant coil 210 of vehicle 200. The power is converted into predetermined high-frequency power that can be transmitted to the next self-resonant coil 210 without contact. The frequency of the high frequency power generated by the high frequency power driver 120 is, for example, 1M to 10 and several MHz. Primary coil 130 is magnetically coupled to primary self-resonant coil 140 by electromagnetic induction, and supplies high-frequency power received from high-frequency power driver 120 to primary self-resonant coil 140 by electromagnetic induction.

一次自己共振コイル１４０には、キャパシタＣが接続され、一次自己共振コイル１４０とキャパシタＣとによってＬＣ共振コイルが形成される。そして、一次自己共振コイル１４０は、車両２００の二次自己共振コイル２１０と電磁場を介して共鳴することにより二次自己共振コイル２１０へ非接触で送電する。この一次自己共振コイル１４０は、一次自己共振コイル１４０と二次自己共振コイル２１０との間の距離や、一次自己共振コイル１４０と二次自己共振コイル２１０との共鳴周波数等に基づいて、一次自己共振コイル２４０と二次自己共振コイル１１０との共鳴強度を示すＱ値およびその結合度を示すκが大きくなるようにその巻数が適宜設定される。なお、キャパシタＣを設けることなく、一次自己共振コイル１４０の浮遊容量をＬＣ共振コイルの容量成分としてもよい。   Capacitor C is connected to primary self-resonant coil 140, and LC resonant coil is formed by primary self-resonant coil 140 and capacitor C. Primary self-resonant coil 140 resonates with secondary self-resonant coil 210 of vehicle 200 via an electromagnetic field to transmit power to secondary self-resonant coil 210 in a contactless manner. The primary self-resonant coil 140 is based on the distance between the primary self-resonant coil 140 and the secondary self-resonant coil 210, the resonant frequency between the primary self-resonant coil 140 and the secondary self-resonant coil 210, and the like. The number of turns is appropriately set so that the Q value indicating the resonance strength between the resonance coil 240 and the secondary self-resonance coil 110 and κ indicating the coupling degree thereof are increased. Note that the stray capacitance of the primary self-resonant coil 140 may be used as the capacitance component of the LC resonant coil without providing the capacitor C.

電力センサ１５０は、高周波電力ドライバ１２０から一次コイル１３０へ高周波電力が出力されているとき、高周波電力ドライバ１２０と一次コイル１３０との間に発生する反射波電力および進行波電力を測定する。そして、電力センサ１５０は、その測定結果をＥＣＵ１６０へ出力する。なお、反射波電力および進行波電力を測定可能な電力センサ１５０の構成については、後ほど説明する。   The power sensor 150 measures reflected wave power and traveling wave power generated between the high frequency power driver 120 and the primary coil 130 when high frequency power is output from the high frequency power driver 120 to the primary coil 130. Then, power sensor 150 outputs the measurement result to ECU 160. Note that the configuration of the power sensor 150 capable of measuring reflected wave power and traveling wave power will be described later.

ＥＣＵ１６０（以下「電源側ＥＣＵ１６０」とも称する。）は、反射波電力および進行波電力の測定値を電力センサ１５０から受ける。そして、電源側ＥＣＵ１６０は、その受けた測定値に基づいて高周波電力ドライバ１２０を制御する。具体的には、電源側ＥＣＵ１６０は、反射波電力が予め定められた大きさよりも小さいとき、給電装置１００から車両２００への送電電力が目標値となるように高周波電力ドライバ１２０を制御する。一方、反射波電力が予め定められた大きさ以上のときは、電源側ＥＣＵ１６０は、給電装置１００から車両２００への送電を中止するように高周波電力ドライバ１２０を制御する。   ECU 160 (hereinafter also referred to as “power supply side ECU 160”) receives the measured values of reflected wave power and traveling wave power from power sensor 150. Then, power supply side ECU 160 controls high-frequency power driver 120 based on the received measurement value. Specifically, power supply side ECU 160 controls high-frequency power driver 120 so that the transmitted power from power supply apparatus 100 to vehicle 200 becomes a target value when the reflected wave power is smaller than a predetermined magnitude. On the other hand, when the reflected wave power is greater than or equal to a predetermined magnitude, power supply-side ECU 160 controls high-frequency power driver 120 to stop power transmission from power supply apparatus 100 to vehicle 200.

一方、車両２００においても、二次自己共振コイル２１０にキャパシタＣが接続され、二次自己共振コイル２１０とキャパシタＣとによってＬＣ共振コイルが形成される。そして、二次自己共振コイル２１０は、給電装置１００の一次自己共振コイル１４０と電磁場を介して共鳴することにより一次自己共振コイル１４０から非接触で受電する。この二次自己共振コイル２１０も、一次自己共振コイル１４０と二次自己共振コイル２１０との間の距離や、一次自己共振コイル１４０と二次自己共振コイル２１０との共鳴周波数等に基づいて、Ｑ値および結合度κが大きくなるようにその巻数が適宜設定される。なお、二次自己共振コイル２１０においても、キャパシタＣを設けることなく、二次自己共振コイル２１０の浮遊容量をＬＣ共振コイルの容量成分としてもよい。   On the other hand, also in vehicle 200, capacitor C is connected to secondary self-resonant coil 210, and secondary self-resonant coil 210 and capacitor C form an LC resonant coil. The secondary self-resonant coil 210 receives power from the primary self-resonant coil 140 in a non-contact manner by resonating with the primary self-resonant coil 140 of the power supply apparatus 100 via an electromagnetic field. This secondary self-resonant coil 210 is also based on the distance between the primary self-resonant coil 140 and the secondary self-resonant coil 210, the resonant frequency between the primary self-resonant coil 140 and the secondary self-resonant coil 210, etc. The number of turns is appropriately set so that the value and the degree of coupling κ are increased. In the secondary self-resonant coil 210 as well, the stray capacitance of the secondary self-resonant coil 210 may be used as the capacitance component of the LC resonant coil without providing the capacitor C.

二次コイル２２０は、電磁誘導により二次自己共振コイル２１０と磁気的に結合され、二次自己共振コイル２１０により受電された電力を電磁誘導により取出して整流器２３０へ出力する。整流器２３０は、二次コイル２２０によって取出された交流電力を整流する。充電器２７０は、整流器２３０と蓄電装置２４０との間に設けられる。充電器２７０は、車両側ＥＣＵ２８０（後述）からの制御信号に基づいて、整流器２３０によって整流された電力を蓄電装置２４０の電圧レベルに変換して蓄電装置２４０へ出力する。   The secondary coil 220 is magnetically coupled to the secondary self-resonant coil 210 by electromagnetic induction, takes out the electric power received by the secondary self-resonant coil 210 by electromagnetic induction, and outputs it to the rectifier 230. The rectifier 230 rectifies the AC power extracted by the secondary coil 220. Charger 270 is provided between rectifier 230 and power storage device 240. Based on a control signal from vehicle-side ECU 280 (described later), charger 270 converts the power rectified by rectifier 230 into a voltage level of power storage device 240 and outputs the voltage level to power storage device 240.

蓄電装置２４０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やニッケル水素などの二次電池から成る。蓄電装置２４０は、充電器２７０から供給される電力を蓄えるほか、モータ２６０（図１）によって発電される回生電力も蓄える。そして、蓄電装置２４０は、その蓄えた電力をＰＣＵ２５０（図１）へ供給する。なお、蓄電装置２４０として大容量のキャパシタも採用可能である。   The power storage device 240 is a rechargeable DC power source, and includes a secondary battery such as lithium ion or nickel metal hydride. The power storage device 240 stores power supplied from the charger 270 and also stores regenerative power generated by the motor 260 (FIG. 1). Then, power storage device 240 supplies the stored power to PCU 250 (FIG. 1). Note that a large-capacity capacitor can also be used as the power storage device 240.

車両側ＥＣＵ２８０は、給電装置１００から供給される電力による蓄電装置２４０の充電時、充電器２７０の出力電圧および出力電流に基づいて充電器２７０を制御する。また、車両側ＥＣＵ２８０は、蓄電装置２４０の電圧Ｖｂおよび入出力電流Ｉｂを図示されないセンサによって検知し、その検知された電圧Ｖｂおよび電流Ｉｂに基づいて蓄電装置２４０の残存容量（ＳＯＣ）を算出する。そして、車両側ＥＣＵ２８０は、蓄電装置２４０のＳＯＣが所定の上限に達すると充電器２７０を停止する。なお、車両側ＥＣＵ２８０は、図示されないＰＣＵ２５０の動作も制御する。   Vehicle-side ECU 280 controls charger 270 based on the output voltage and output current of charger 270 when power storage device 240 is charged with the electric power supplied from power supply device 100. Further, vehicle-side ECU 280 detects voltage Vb and input / output current Ib of power storage device 240 with a sensor (not shown), and calculates remaining capacity (SOC) of power storage device 240 based on the detected voltage Vb and current Ib. . Then, vehicle-side ECU 280 stops charger 270 when the SOC of power storage device 240 reaches a predetermined upper limit. Vehicle-side ECU 280 also controls the operation of PCU 250 (not shown).

図３は、電力センサ１５０による反射波電力および進行波電力の測定原理を説明するための図である。図３を参照して、端子ＴＰ，ＴＬは、それぞれ高周波電力ドライバ１２０および一次コイル１３０に接続される。すなわち、導線１５２は、高周波電力ドライバ１２０および一次コイル１３０間に接続される。検出線１５４は、導線１５２に沿って配線される。   FIG. 3 is a diagram for explaining the principle of measurement of reflected wave power and traveling wave power by the power sensor 150. Referring to FIG. 3, terminals TP and TL are connected to high frequency power driver 120 and primary coil 130, respectively. That is, the conductive wire 152 is connected between the high frequency power driver 120 and the primary coil 130. The detection line 154 is wired along the conducting wire 152.

高周波電力ドライバ１２０から一次コイル１３０へ導線１５２を介して高周波電力が供給されると、導線１５２と検出線１５４との間に誘導性結合Ｍおよび容量性結合Ｃ１，Ｃ２が形成される。ここで、容量性結合Ｃ１，Ｃ２に流れる電流をそれぞれＩｃ１，Ｉｃ２とし、進行波電力の電流Ｉｆおよび反射波電力の電流Ｉｒに応じて誘導性結合Ｍにより検出線１５４に流れる電流をそれぞれＩｍｆ，Ｉｍｒとする。   When high frequency power is supplied from the high frequency power driver 120 to the primary coil 130 via the conductive wire 152, inductive coupling M and capacitive couplings C1 and C2 are formed between the conductive wire 152 and the detection wire 154. Here, currents flowing through the capacitive couplings C1 and C2 are Ic1 and Ic2, respectively, and currents flowing through the detection lines 154 by the inductive coupling M according to the traveling wave power current If and the reflected wave power current Ir are Imf, Imr.

そうすると、ノードＮ１に接続される進行波電力検出用の端子１５８の電圧Ｖｆ、およびノードＮ２に接続される反射波電力検出用の端子１５６の電圧Ｖｒは、次式によって表わされる。   Then, voltage Vf of traveling wave power detection terminal 158 connected to node N1 and voltage Vr of reflected wave power detection terminal 156 connected to node N2 are expressed by the following equations.

Ｖｆ＝Ｒ１×（Ｉｃ１＋Ｉｍｆ−Ｉｍｒ） …（１）
Ｖｒ＝Ｒ２×（Ｉｃ２−Ｉｍｆ＋Ｉｍｒ） …（２）
いま、反射波がないとすると、Ｉｍｒは０であるので、（２）式は以下のようになる。 Vf = R1 × (Ic1 + Imf−Imr) (1)
Vr = R2 × (Ic2-Imf + Imr) (2)
Now, assuming that there is no reflected wave, Imr is 0, so equation (2) is as follows.

Ｖｒ＝Ｒ２×（Ｉｃ２−Ｉｍｆ） …（３）
したがって、（３）式においてＶｒ＝０となるためには、Ｉｃ２＝Ｉｍｆとなる定数を選定すればよい。 Vr = R2 × (Ic2-Imf) (3)
Therefore, in order to obtain Vr = 0 in the expression (3), a constant satisfying Ic2 = Imf may be selected.

同様に、進行波がないときを考えると、Ｉｍｆは０であるので、（１）式は以下のようになる。   Similarly, when there is no traveling wave, since Imf is 0, equation (1) is as follows.

Ｖｆ＝Ｒ１×（Ｉｃ１−Ｉｍｒ） …（４）
したがって、（４）式においてＶｆ＝０となるためには、Ｉｃ１＝Ｉｍｒとなる定数を選定すればよい。 Vf = R1 × (Ic1-Imr) (4)
Therefore, in order to obtain Vf = 0 in the equation (4), a constant satisfying Ic1 = Imr may be selected.

そして、進行波電力検出用の端子１５８の電圧Ｖｆおよび反射波電力検出用の端子１５６の電圧Ｖｒについて別途校正を行ない、電圧Ｖｆ，Ｖｒから進行波電力および反射波電力を導出するための補正値を得ておく。   Then, the voltage Vf of the traveling wave power detection terminal 158 and the voltage Vr of the reflected wave power detection terminal 156 are separately calibrated, and correction values for deriving the traveling wave power and the reflected wave power from the voltages Vf and Vr. Keep getting.

以上のように、Ｉｃ１＝Ｉｍｆ，Ｉｃ２＝Ｉｍｒとなるように電力センサ１５０の回路定数を設計することで、端子１５６，１５８の電圧Ｖｒ，Ｖｆを検出することによって反射波電力および進行波電力を測定することができる。   As described above, by designing the circuit constants of the power sensor 150 so that Ic1 = Imf and Ic2 = Imr, the reflected wave power and the traveling wave power can be obtained by detecting the voltages Vr and Vf at the terminals 156 and 158. Can be measured.

図４は、給電装置１００による給電制御の処理手順を説明するためのフローチャートである。図４を参照して、給電装置１００のＥＣＵ１６０は、車両２００への給電指示が有ったか否かを判定する（ステップＳ１０）。なお、この給電指示は、給電装置１００において利用者により入力されたものであってもよいし、給電装置１００と車両２００との間に通信手段を設けて車両２００から受けたものであってもよい。   FIG. 4 is a flowchart for explaining a processing procedure of power supply control by the power supply apparatus 100. Referring to FIG. 4, ECU 160 of power supply device 100 determines whether or not there is a power supply instruction to vehicle 200 (step S <b> 10). This power supply instruction may be input by a user in power supply apparatus 100 or may be received from vehicle 200 by providing a communication means between power supply apparatus 100 and vehicle 200. Good.

そして、ステップＳ１０において給電指示があったものと判定されると（ステップＳ１０においてＹＥＳ）、ＥＣＵ１６０は、高周波電力ドライバ１２０を制御することによって、給電装置１００から車両２００への送電を実行する（ステップＳ２０）。   If it is determined in step S10 that a power supply instruction has been issued (YES in step S10), ECU 160 controls power transmission from power supply apparatus 100 to vehicle 200 by controlling high-frequency power driver 120 (step S10). S20).

給電装置１００から車両２００への送電が開始されると、ＥＣＵ１６０は、進行波電力および反射波電力の測定値を電力センサ１５０から受ける（ステップＳ３０）。そして、ＥＣＵ１６０は、反射波電力の値が予め定められた規定値よりも小さいか否かを判定する（ステップＳ４０）。   When power transmission from power supply apparatus 100 to vehicle 200 is started, ECU 160 receives measured values of traveling wave power and reflected wave power from power sensor 150 (step S30). Then, ECU 160 determines whether or not the value of the reflected wave power is smaller than a predetermined value (step S40).

ステップＳ４０において反射波電力の値が規定値よりも小さいと判定されると（ステップＳ４０においてＹＥＳ）、ＥＣＵ１６０は、給電終了指示を受けたか否かを判定する（ステップＳ５０）。なお、この給電終了指示も、給電装置１００において利用者により入力されたものであってもよいし、給電装置１００と車両２００との間に通信手段を設けて車両２００から受けたものであってもよい。   If it is determined in step S40 that the value of the reflected wave power is smaller than the specified value (YES in step S40), ECU 160 determines whether a power supply end instruction has been received (step S50). The power supply end instruction may also be input by a user in the power supply apparatus 100 or received from the vehicle 200 by providing a communication unit between the power supply apparatus 100 and the vehicle 200. Also good.

ステップＳ５０において給電終了指示を受けていないと判定されると（ステップＳ５０においてＮＯ）、ＥＣＵ１６０は、給電装置１００から車両２００への送電電力が目標値に到達したか否かを判定する（ステップＳ６０）。送電電力が目標値に到達していないと判定されると（ステップＳ６０においてＮＯ）、ＥＣＵ１６０は、送電電力を増加するように高周波電力ドライバ１２０を制御する（ステップＳ７０）。その後、ステップＳ３０へ処理が戻される。ステップＳ６０において送電電力が目標値に到達していると判定されたときも（ステップＳ６０においてＹＥＳ）、ステップＳ３０へ処理が戻される。   If it is determined in step S50 that the power supply end instruction has not been received (NO in step S50), ECU 160 determines whether or not the transmitted power from power supply apparatus 100 to vehicle 200 has reached the target value (step S60). ). If it is determined that the transmitted power has not reached the target value (NO in step S60), ECU 160 controls high-frequency power driver 120 to increase the transmitted power (step S70). Thereafter, the process returns to step S30. When it is determined in step S60 that the transmitted power has reached the target value (YES in step S60), the process is returned to step S30.

一方、ステップＳ４０において反射波電力の値が規定値以上であると判定されたとき（ステップＳ４０においてＮＯ）、また、ステップＳ５０において給電終了指示が有ったものと判定されたとき（ステップＳ５０においてＹＥＳ）、ＥＣＵ１６０は、車両２００への給電を中止するように高周波電力ドライバ１２０を制御する（ステップ８０）。   On the other hand, when it is determined in step S40 that the value of the reflected wave power is greater than or equal to the specified value (NO in step S40), or when it is determined in step S50 that there is a power supply end instruction (in step S50). YES), ECU 160 controls high-frequency power driver 120 to stop power feeding to vehicle 200 (step 80).

以上のように、この実施の形態１においては、高周波電力ドライバ１２０と一次コイル１３０との間に発生する反射波電力を測定する電力センサ１５０が設けられる。そして、その電力センサ１５０によって測定された反射波電力に基づいて高周波電力ドライバ１２０が制御される。これにより、車両２００の受電状況等について車両２００と通信することなく、自律的な給電制御を実現できる。また、反射波電力の大きさに基づく効率的な給電が可能である。したがって、この実施の形態１によれば、共鳴法を用いて車両２００へ効率的に送電可能な給電装置１００を簡易な構成で実現することができる。   As described above, in the first embodiment, the power sensor 150 that measures the reflected wave power generated between the high-frequency power driver 120 and the primary coil 130 is provided. The high frequency power driver 120 is controlled based on the reflected wave power measured by the power sensor 150. Thereby, autonomous power feeding control can be realized without communicating with the vehicle 200 about the power reception status of the vehicle 200 and the like. Further, efficient power supply based on the magnitude of the reflected wave power is possible. Therefore, according to this Embodiment 1, the electric power feeder 100 which can be efficiently transmitted to the vehicle 200 using the resonance method is realizable with a simple structure.

［実施の形態２］
実施の形態２では、車両２００の走路に沿って給電装置１００が複数配設され、車両２００の走行中に給電装置１００から車両２００への給電が行なわれる。 [Embodiment 2]
In the second embodiment, a plurality of power feeding devices 100 are arranged along the travel path of vehicle 200, and power feeding from power feeding device 100 to vehicle 200 is performed while vehicle 200 is traveling.

図５は、この実施の形態２における車両給電システムの全体構成図である。図５を参照して、車両２００の走路に沿って、複数の給電装置１００が所定の間隔で配設されている。なお、この図５では、給電装置１００が３つ示されているが、給電装置１００の数はこれに限られるものではない。そして、車両２００は、走行しながら、近接の給電装置１００から給電を受けることができる。   FIG. 5 is an overall configuration diagram of the vehicle power feeding system according to the second embodiment. Referring to FIG. 5, a plurality of power feeding devices 100 are arranged at predetermined intervals along the running path of vehicle 200. In FIG. 5, three power supply apparatuses 100 are shown, but the number of power supply apparatuses 100 is not limited to this. The vehicle 200 can receive power from the nearby power supply apparatus 100 while traveling.

この実施の形態２では、給電装置１００における電源側ＥＣＵ１６０の構成が、図２に示した実施の形態１における給電装置１００と異なる。車両２００の構成は、図２に示した実施の形態１における車両２００と同じである。   In the second embodiment, the configuration of power supply side ECU 160 in power supply apparatus 100 is different from that in power supply apparatus 100 in the first embodiment shown in FIG. The configuration of vehicle 200 is the same as that of vehicle 200 in the first embodiment shown in FIG.

図６は、実施の形態２の各給電装置１００における給電制御の処理手順を説明するための図である。図６とともに図２を参照して、各給電装置１００を含む車両給電システムが起動されると、給電装置１００のＥＣＵ１６０は、一次自己共振コイル１４０から微弱電力が出力されるように高周波電力ドライバ１２０を制御する（ステップＳ１１０）。   FIG. 6 is a diagram for explaining a power supply control processing procedure in each power supply apparatus 100 according to the second embodiment. Referring to FIG. 2 together with FIG. 6, when the vehicle power feeding system including each power feeding device 100 is activated, ECU 160 of power feeding device 100 causes high-frequency power driver 120 to output weak power from primary self-resonant coil 140. Is controlled (step S110).

微弱電力の出力が開始されると、ＥＣＵ１６０は、進行波電力および反射波電力の測定値を電力センサ１５０から受ける（ステップＳ１２０）。そして、ＥＣＵ１６０は、進行波電力（高周波電力ドライバ１２０からの出力電力）に対する反射波電力の比を示す反射波電力比が、予め定められた第１の規定値よりも小さいか否かを判定する（ステップＳ１３０）。反射波電力比が第１の規定値以上であると判定されると（ステップＳ１３０においてＮＯ）、ステップＳ１２０へ処理が戻される。   When the output of weak power is started, ECU 160 receives measured values of traveling wave power and reflected wave power from power sensor 150 (step S120). Then, ECU 160 determines whether or not a reflected wave power ratio indicating a ratio of reflected wave power to traveling wave power (output power from high frequency power driver 120) is smaller than a first predetermined value. (Step S130). If it is determined that the reflected wave power ratio is greater than or equal to the first specified value (NO in step S130), the process returns to step S120.

ステップＳ１３０において反射波電力比が第１の規定値よりも小さいと判定されると（ステップＳ１３０においてＹＥＳ）、ＥＣＵ１６０は、車両２００が接近してきたものと判断し、一次自己共振コイル１４０から出力される送電電力を増加するように高周波電力ドライバ１２０を制御する（ステップＳ１４０）。そして、ＥＣＵ１６０は、進行波電力および反射波電力の測定値を電力センサ１５０から再び受け（ステップＳ１５０）、反射波電力比が上記第１の規定値よりも小さいか否かを再び判定する（ステップＳ１６０）。反射波電力比が第１の規定値以上であると判定された場合には（ステップＳ１６０においてＮＯ）、ステップＳ２００へ処理が移行され、ＥＣＵ１６０は、一次自己共振コイル１４０から出力される電力が再び微弱となるように高周波電力ドライバ１２０を制御する（ステップＳ２００）。   If it is determined in step S130 that the reflected wave power ratio is smaller than the first specified value (YES in step S130), ECU 160 determines that vehicle 200 has approached and is output from primary self-resonant coil 140. The high frequency power driver 120 is controlled so as to increase the transmitted power (step S140). ECU 160 receives again the measured values of traveling wave power and reflected wave power from power sensor 150 (step S150), and again determines whether or not the reflected wave power ratio is smaller than the first specified value (step S150). S160). If it is determined that the reflected wave power ratio is greater than or equal to the first specified value (NO in step S160), the process proceeds to step S200, and ECU 160 again receives the power output from primary self-resonant coil 140. The high frequency power driver 120 is controlled so as to be weak (step S200).

ステップＳ１６０において反射波電力比が第１の規定値よりも小さいと判定されると（ステップＳ１６０においてＹＥＳ）、ＥＣＵ１６０は、送電電力が目標値に達したか否かを判定する（ステップＳ１７０）。送電電力が目標値に達していないと判定されると（ステップＳ１７０においてＮＯ）、ステップＳ１４０へ処理が戻され、一次自己共振コイル１４０から出力される送電電力がさらに増加される。   If it is determined in step S160 that the reflected wave power ratio is smaller than the first specified value (YES in step S160), ECU 160 determines whether or not the transmitted power has reached the target value (step S170). If it is determined that the transmitted power has not reached the target value (NO in step S170), the process returns to step S140, and the transmitted power output from primary self-resonant coil 140 is further increased.

ステップＳ１７０において送電電力が目標値に達したものと判定されると（ステップＳ１７０においてＹＥＳ）、ＥＣＵ１６０は、進行波電力および反射波電力の測定値を電力センサ１５０から再度受け（ステップＳ１８０）、反射波電力比が予め定められた第２の規定値よりも小さいか否かを判定する（ステップＳ１９０）。反射波電力比が第２の規定値よりも小さいと判定されると（ステップＳ１９０においてＹＥＳ）、ステップＳ１８０へ処理が戻され、給電装置１００から車両２００への給電が維持される。   If it is determined in step S170 that the transmitted power has reached the target value (YES in step S170), ECU 160 receives again the measured values of traveling wave power and reflected wave power from power sensor 150 (step S180), and the reflected power is reflected. It is determined whether or not the wave power ratio is smaller than a predetermined second specified value (step S190). If it is determined that the reflected wave power ratio is smaller than the second specified value (YES in step S190), the process returns to step S180, and the power supply from power supply apparatus 100 to vehicle 200 is maintained.

一方、ステップＳ１９０において反射波電力比が第２の規定値以上であると判定されると（ステップＳ１９０においてＮＯ）、ステップＳ２００へ処理が移行され、一次自己共振コイル１４０から出力される電力が再び微弱となるように高周波電力ドライバ１２０が制御される。   On the other hand, if it is determined in step S190 that the reflected wave power ratio is greater than or equal to the second specified value (NO in step S190), the process proceeds to step S200, and the power output from primary self-resonant coil 140 is again transmitted. The high frequency power driver 120 is controlled to be weak.

なお、上記において、給電装置１００は、ステップＳ１１０〜Ｓ１３０においては、「待機」状態にあり、ステップＳ１４０〜Ｓ１７０においては、「電力増加」状態にある。また、ステップＳ１８０〜Ｓ１９０においては、給電装置１００は、「給電維持」状態にある。   In the above description, the power supply apparatus 100 is in the “standby” state in steps S110 to S130, and is in the “power increase” state in steps S140 to S170. In steps S180 to S190, the power supply apparatus 100 is in the “power supply maintenance” state.

図７〜図９は、車両２００の接近に伴なう給電装置１００の状態変化を示した図である。以下、図７〜図９に示すＮ番目の給電装置１００の状態変化について説明する。   7 to 9 are diagrams showing a change in the state of the power feeding apparatus 100 as the vehicle 200 approaches. Hereinafter, the state change of the Nth power supply apparatus 100 illustrated in FIGS. 7 to 9 will be described.

図７を参照して、Ｎ番目の給電装置１００の手前に配設されたＮ−１番目の給電装置１００の上部あたりを車両２００が走行しているものとする（すなわち、Ｎ−１番目の給電装置１００は「給電維持」状態にある。）。このとき、Ｎ番目の給電装置１００は、「待機」状態にあり、給電装置１００は、微弱電力を出力している。   Referring to FIG. 7, it is assumed that vehicle 200 is traveling around an upper portion of (N−1) th power supply device 100 disposed in front of Nth power supply device 100 (that is, N−1th power supply device 100). The power supply apparatus 100 is in the “power supply maintenance” state.) At this time, the Nth power supply apparatus 100 is in a “standby” state, and the power supply apparatus 100 outputs weak power.

図８を参照して、Ｎ番目の給電装置１００に車両２００が接近し、反射波電力比が第１の規定値を下回ると、Ｎ番目の給電装置１００は、「待機」状態から「電力増加」状態に変化する。そして、Ｎ番目の給電装置１００から出力される送電電力が目標値に達するまで送電電力が増加される。   Referring to FIG. 8, when vehicle 200 approaches N-th power supply device 100 and the reflected wave power ratio falls below the first specified value, N-th power supply device 100 changes from “standby” state to “power increase”. Change state. Then, the transmission power is increased until the transmission power output from the Nth power supply apparatus 100 reaches the target value.

図９を参照して、車両２００がＮ番目の給電装置１００の上部あたりに達すると、Ｎ番目の給電装置１００からの送電電力は目標値に達し、Ｎ番目の給電装置１００は、「電力増加」状態から「給電維持」状態に変化する。そして、特に図示しないが、車両２００がＮ番目の給電装置１００の上部を通り過ぎると、Ｎ番目の給電装置１００は、「給電維持」状態から「待機」状態に変化する。   Referring to FIG. 9, when vehicle 200 reaches around the top of N-th power supply device 100, the transmitted power from N-th power supply device 100 reaches a target value, and N-th power supply device 100 ”State changes to the“ maintenance of power supply ”state. Although not particularly illustrated, when the vehicle 200 passes over the upper part of the Nth power supply device 100, the Nth power supply device 100 changes from the “power supply maintenance” state to the “standby” state.

以上のように、この実施の形態２においても、各給電装置１００において、高周波電力ドライバ１２０と一次コイル１３０との間に発生する反射波電力を測定する電力センサ１５０が設けられる。そして、その電力センサ１５０によって測定された反射波電力に基づいて、各給電装置１００において高周波電力ドライバ１２０が制御される。したがって、この実施の形態２によれば、共鳴法を用いて走行中の車両２００へ効率的に送電可能な給電装置１００を簡易な構成で実現することができる。また、この実施の形態２によれば、給電装置１００は、車両２００が接近するまでは微弱電力を出力する「待機」状態となっているので、無駄な電力消費を抑えることができる。   As described above, also in the second embodiment, each power supply apparatus 100 is provided with the power sensor 150 that measures the reflected wave power generated between the high-frequency power driver 120 and the primary coil 130. Based on the reflected wave power measured by the power sensor 150, the high frequency power driver 120 is controlled in each power supply apparatus 100. Therefore, according to the second embodiment, the power feeding apparatus 100 that can efficiently transmit power to the traveling vehicle 200 using the resonance method can be realized with a simple configuration. Further, according to the second embodiment, since the power feeding device 100 is in a “standby” state in which weak power is output until the vehicle 200 approaches, wasteful power consumption can be suppressed.

［実施の形態３］
この実施の形態３では、車両２００の速度に応じて、「電力増加」状態における電力増加レートを可変とする。具体的には、車両２００の速度が高いときには、「電力増加」状態における電力増加レートを高く設定し、車両２００の速度が低いときには、電力増加レートを低く設定する。 [Embodiment 3]
In the third embodiment, the power increase rate in the “power increase” state is made variable according to the speed of the vehicle 200. Specifically, when the speed of the vehicle 200 is high, the power increase rate in the “power increase” state is set high, and when the speed of the vehicle 200 is low, the power increase rate is set low.

図１０は、実施の形態３における車両給電システムの全体構成図である。図１０を参照して、この車両給電システムは、図５に示した実施の形態２における車両給電システムの構成において、速度センサ３１０をさらに備える。速度センサ３１０は、複数の給電装置１００が配設された給電ゾーンを走行する車両２００の速度を検出し、その検出値を各給電装置１００へ送信する。   FIG. 10 is an overall configuration diagram of the vehicle power feeding system in the third embodiment. Referring to FIG. 10, this vehicle power feeding system further includes a speed sensor 310 in the configuration of the vehicle power feeding system in the second embodiment shown in FIG. The speed sensor 310 detects the speed of the vehicle 200 traveling in the power feeding zone in which the plurality of power feeding apparatuses 100 are disposed, and transmits the detected value to each power feeding apparatus 100.

そして、各給電装置１００は、速度センサ３１０から受信した車両２００の速度の検出値に基づいて、「電力増加」状態における送電電力の増加レートを変更する。詳しくは、速度センサ３１０から受信した車両２００の速度の検出値が大きいほど送電電力の増加レートを大きく設定し、車両２００の速度の検出値が小さいほど送電電力の増加レートを小さく設定する。   Each power supply apparatus 100 changes the transmission power increase rate in the “power increase” state based on the detected value of the speed of the vehicle 200 received from the speed sensor 310. Specifically, the transmission power increase rate is set to be larger as the detected value of the speed of the vehicle 200 received from the speed sensor 310 is larger, and the transmission power increase rate is set to be smaller as the detected value of the speed of the vehicle 200 is smaller.

具体的には、再び図６を参照して、給電装置１００のＥＣＵ１６０は、ステップＳ１４０において、速度センサ３１０から受信した車両２００の速度の検出値が大きいほど、一次自己共振コイル１４０から出力される送電電力が増加する際の増加レートが大きくなるように高周波電力ドライバ１２０を制御する。言い換えると、ＥＣＵ１６０は、ステップＳ１４０において、速度センサ３１０から受信した車両２００の速度の検出値が小さいほど、一次自己共振コイル１４０から出力される送電電力が増加する際の増加レートが小さくなるように高周波電力ドライバ１２０を制御する。   Specifically, referring again to FIG. 6, ECU 160 of power supply device 100 outputs from primary self-resonant coil 140 as the detected value of the speed of vehicle 200 received from speed sensor 310 is larger in step S140. The high frequency power driver 120 is controlled so that the increase rate when the transmission power increases is increased. In other words, in step S140, ECU 160 decreases the increase rate when the transmission power output from primary self-resonant coil 140 increases as the detected value of the speed of vehicle 200 received from speed sensor 310 decreases. The high frequency power driver 120 is controlled.

なお、実施の形態３における車両給電システムのその他の構成は、図５に示した実施の形態２における車両給電システムと同じである。   The other configuration of the vehicle power feeding system in the third embodiment is the same as that of the vehicle power feeding system in the second embodiment shown in FIG.

以上のように、この実施の形態３によれば、車両２００の速度が速いときは、各給電装置１００から車両２００への給電電力量を確保することができる。また、車両２００の速度が遅いときは、給電装置１００における給電制御が安定する。   As described above, according to the third embodiment, when the speed of the vehicle 200 is high, it is possible to ensure the amount of power supplied from each power supply apparatus 100 to the vehicle 200. Further, when the speed of the vehicle 200 is low, the power supply control in the power supply apparatus 100 is stable.

［実施の形態４］
この実施の形態４では、車両２００のナンバーを読取るなどして車両２００が識別される。そして、車両２００が大型車（蓄電装置２４０の容量大）の場合には、給電装置１００から車両２００へ相対的に大きな電力が送電され、車両２００が小型車（蓄電装置２４０の容量小）の場合には、給電装置１００から車両２００へ相対的に小さな電力が送電される。 [Embodiment 4]
In the fourth embodiment, the vehicle 200 is identified by reading the number of the vehicle 200 or the like. When vehicle 200 is a large vehicle (capacity of power storage device 240), relatively large power is transmitted from power supply device 100 to vehicle 200, and vehicle 200 is a small vehicle (capacity of power storage device 240 is small). , Relatively small electric power is transmitted from the power supply apparatus 100 to the vehicle 200.

再び図１０を参照して、この実施の形態４における車両給電システムは、上記の実施の形態３における車両給電システムの構成において、速度センサ３１０に代えて車両識別センサ３２０を備える。車両識別センサ３２０は、車両２００を識別可能であり、たとえば、ナンバー読取センサによって構成される。そして、車両識別センサ３２０は、検出された車両２００の識別情報を各給電装置１００へ送信する。   Referring to FIG. 10 again, the vehicle power feeding system in the fourth embodiment includes a vehicle identification sensor 320 in place of speed sensor 310 in the configuration of the vehicle power feeding system in the third embodiment. The vehicle identification sensor 320 can identify the vehicle 200 and is configured by, for example, a number reading sensor. Then, vehicle identification sensor 320 transmits the detected identification information of vehicle 200 to each power supply apparatus 100.

そして、各給電装置１００は、車両識別センサ３２０から受ける車両２００の識別情報に基づいて、「電力増加」状態における送電電力の目標値を変更する。詳しくは、車両２００が大型車（蓄電装置２４０の容量大）の場合には、「電力増加」状態における送電電力の目標値を大きく設定し、車両２００が小型車（蓄電装置２４０の容量小）の場合には、送電電力の目標値を小さく設定する。   Each power supply apparatus 100 changes the target value of the transmission power in the “power increase” state based on the identification information of the vehicle 200 received from the vehicle identification sensor 320. Specifically, when vehicle 200 is a large vehicle (capacity of power storage device 240 is large), the target value of transmitted power in the “power increase” state is set to be large, and vehicle 200 is a small vehicle (capacity of power storage device 240 is small). In this case, the target value of the transmission power is set small.

具体的には、再び図６を参照して、給電装置１００のＥＣＵ１６０は、車両２００が大型車（蓄電装置２４０の容量大）の場合には、ステップＳ１７０における送電電力の目標値を相対的に大きく設定し、車両２００が小型車（蓄電装置２４０の容量小）の場合には、ステップＳ１７０における送電電力の目標値を相対的に小さく設定する。   Specifically, referring again to FIG. 6, ECU 160 of power supply device 100 relatively sets the target value of transmitted power in step S170 when vehicle 200 is a large vehicle (the capacity of power storage device 240 is large). When the vehicle 200 is a small car (the capacity of the power storage device 240 is small), the target value of transmitted power in step S170 is set relatively small.

なお、実施の形態４における車両給電システムのその他の構成は、図５に示した実施の形態２における車両給電システムと同じである。   The other configuration of the vehicle power supply system in the fourth embodiment is the same as that of the vehicle power supply system in the second embodiment shown in FIG.

以上のように、この実施の形態４によれば、車両２００の充電可能容量に応じた給電を行なうことができ、効率のよい走行充電を実現することができる。   As described above, according to the fourth embodiment, power can be supplied according to the chargeable capacity of vehicle 200, and efficient traveling charging can be realized.

［実施の形態５］
この実施の形態５では、複数の給電装置１００が配設される給電ゾーンへの車両２００の接近が検知される。そして、給電ゾーンへの車両２００の接近が検知されると、車両給電システムが起動されて各給電装置１００から微弱電力が出力され、各給電装置１００が「待機」状態となる。そして、給電ゾーンにおいて車両２００への給電が行なわれ、その後、車両２００の通過に伴ない全ての給電装置１００が「待機」状態に戻ると、次の車両２００の接近が検地されるまで車両給電システムが停止される（電源オフ）。 [Embodiment 5]
In the fifth embodiment, the approach of the vehicle 200 to the power feeding zone in which the plurality of power feeding devices 100 are disposed is detected. When the approach of the vehicle 200 to the power feeding zone is detected, the vehicle power feeding system is activated, weak power is output from each power feeding device 100, and each power feeding device 100 enters a “standby” state. Then, when power is supplied to the vehicle 200 in the power supply zone and then all the power supply devices 100 return to the “standby” state as the vehicle 200 passes, the vehicle power is supplied until the next vehicle 200 is detected as approaching. The system is stopped (power off).

再び図１０を参照して、この実施の形態５における車両給電システムは、実施の形態３における車両給電システムの構成において、速度センサ３１０に代えて車両検知センサ３３０を備える。車両検知センサ３３０は、複数の給電装置１００が配設された給電ゾーンへの車両２００の接近を検知するためのセンサであり、車両２００の接近を検知すると、その検知結果を各給電装置１００へ送信する。   Referring to FIG. 10 again, the vehicle power supply system in the fifth embodiment includes a vehicle detection sensor 330 in place of speed sensor 310 in the configuration of the vehicle power supply system in the third embodiment. The vehicle detection sensor 330 is a sensor for detecting the approach of the vehicle 200 to the power feeding zone in which the plurality of power feeding devices 100 are disposed. When the vehicle 200 detects the approach of the vehicle 200, the detection result is sent to each power feeding device 100. Send.

そして、各給電装置１００は、車両検知センサ３３０からの車両２００の検知結果に応じて起動され、各給電装置１００から車両２００への給電が行なわれた後、全ての給電装置１００が「待機」状態に戻ると、電源がオフされる。   Each power supply apparatus 100 is activated in accordance with the detection result of the vehicle 200 from the vehicle detection sensor 330. After the power supply from each power supply apparatus 100 to the vehicle 200 is performed, all the power supply apparatuses 100 are “standby”. When the state returns, the power is turned off.

以上のように、この実施の形態５によれば、非給電時における不要な待機電力を削減することができる。   As described above, according to the fifth embodiment, unnecessary standby power at the time of non-power feeding can be reduced.

［実施の形態６］
この実施の形態６では、車両２００に搭載される蓄電装置２４０の充電状態（ＳＯＣあるいは充電可能容量など）が検知され、その検知結果が各給電装置１００へ送信される。そして、蓄電装置２４０の空き容量が多い場合には、給電装置１００から車両２００へ相対的に大きな電力が送電され、蓄電装置２４０の空き容量が少ない場合には、給電装置１００から車両２００へ相対的に小さな電力が送電される。 [Embodiment 6]
In the sixth embodiment, the state of charge (such as SOC or chargeable capacity) of power storage device 240 mounted on vehicle 200 is detected, and the detection result is transmitted to each power supply device 100. When the power storage device 240 has a large free capacity, a relatively large amount of power is transmitted from the power supply device 100 to the vehicle 200, and when the power storage device 240 has a small free capacity, the power supply device 100 is relatively Small electric power is transmitted.

図１１は、実施の形態６における車両給電システムの全体構成図である。図１１を参照して、この車両給電システムは、図５に示した実施の形態２における車両給電システムの構成において、双方向通信装置３４０をさらに備える。双方向通信装置３４０は、たとえば、双方向ＶＩＣＳ（登録商標）対応ビーコンやＤＳＲＣ（Dedicated Short Range Communication）等によって構成される。双方向通信装置３４０は、車両２００に搭載される蓄電装置２４０の充電状態を示す情報を車両２００から受信して各給電装置１００へ送信する。   FIG. 11 is an overall configuration diagram of the vehicle power feeding system according to the sixth embodiment. Referring to FIG. 11, this vehicle power feeding system further includes a bidirectional communication device 340 in the configuration of the vehicle power feeding system in the second embodiment shown in FIG. 5. The bidirectional communication device 340 is configured by, for example, a bidirectional VICS (registered trademark) compatible beacon, DSRC (Dedicated Short Range Communication), or the like. Bidirectional communication device 340 receives information indicating the state of charge of power storage device 240 mounted on vehicle 200 from vehicle 200 and transmits the information to each power supply device 100.

そして、給電装置１００は、双方向通信装置３４０から受信した、蓄電装置２４０の充電状態を示す情報に基づいて、「電力増加」状態における送電電力の目標値を変更する。詳しくは、蓄電装置２４０の空き容量が多い場合には、「電力増加」状態における送電電力の目標値を大きく設定し、蓄電装置２４０の空き容量が少ない場合には、送電電力の目標値を小さく設定する。   Then, power supply apparatus 100 changes the target value of the transmitted power in the “power increase” state based on the information received from bidirectional communication apparatus 340 and indicating the state of charge of power storage device 240. Specifically, when the power storage device 240 has a large free capacity, the target value of the transmission power in the “power increase” state is set to be large, and when the power storage device 240 has a small free capacity, the target value of the transmission power is decreased. Set.

具体的には、再び図６を参照して、給電装置１００のＥＣＵ１６０は、蓄電装置２４０の空き容量が多い場合には、ステップＳ１７０における送電電力の目標値を大きく設定し、蓄電装置２４０の空き容量が少ない場合には、ステップＳ１７０における送電電力の目標値を小さく設定する。   Specifically, referring again to FIG. 6, when power storage device 240 has a large free space, ECU 160 of power supply device 100 sets the target value of transmitted power in step S170 to be large, and power storage device 240 has a free space. When the capacity is small, the target value of the transmission power in step S170 is set small.

なお、実施の形態６における車両給電システムのその他の構成は、図５に示した実施の形態２における車両給電システムと同じである。   The other configuration of the vehicle power supply system in the sixth embodiment is the same as that of the vehicle power supply system in the second embodiment shown in FIG.

以上のように、この実施の形態６によれば、車両２００の蓄電装置２４０の空き容量に応じて最適な給電を実施することができる。   As described above, according to the sixth embodiment, optimal power feeding can be performed according to the free capacity of power storage device 240 of vehicle 200.

なお、上記において、高周波電力ドライバ１２０は、この発明における「高周波電源装置」の一実施例に対応し、一次自己共振コイル１４０および一次コイル１３０は、この発明における「送電用コイル」の一実施例を形成する。また、二次自己共振コイル２１０および二次コイル２２０は、この発明における「受電用コイル」の一実施例を形成し、電源側ＥＣＵ１６０は、この発明における「制御装置」の一実施例に対応する。   In the above description, the high frequency power driver 120 corresponds to one embodiment of the “high frequency power supply device” in the present invention, and the primary self-resonant coil 140 and the primary coil 130 are one embodiment of the “power transmission coil” in the present invention. Form. The secondary self-resonant coil 210 and the secondary coil 220 form one embodiment of the “power receiving coil” in the present invention, and the power supply side ECU 160 corresponds to one embodiment of the “control device” in the present invention. .

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特許請求の範囲によって示され、特許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 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 for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

１００ 給電装置、１１０ 交流電源、１２０ 高周波電力ドライバ、１３０ 一次コイル、１４０ 一次自己共振コイル、１５０ 電力センサ、１５２ 導線、１５４ 検出線、１５６，１５８ 端子、１６０ ＥＣＵ、２１０ 二次自己共振コイル、２２０ 二次コイル、２３０ 整流器、２４０ 蓄電装置、２５０ ＰＣＵ、２６０ モータ、２７０ 充電器、２８０ 車両側ＥＣＵ、３１０ 速度センサ、３２０ 車両識別センサ、３３０ 車両検知センサ、３４０ 双方向通信装置、Ｃ キャパシタ、Ｃ１，Ｃ２ 容量性結合、Ｍ 誘導性結合、Ｎ１，Ｎ２ ノード。   DESCRIPTION OF SYMBOLS 100 Power supply device, 110 AC power supply, 120 High frequency power driver, 130 Primary coil, 140 Primary self-resonance coil, 150 Power sensor, 152 Conductor, 154 Detection line, 156,158 terminal, 160 ECU, 210 Secondary self-resonance coil, 220 Secondary coil, 230 rectifier, 240 power storage device, 250 PCU, 260 motor, 270 charger, 280 vehicle side ECU, 310 speed sensor, 320 vehicle identification sensor, 330 vehicle detection sensor, 340 bidirectional communication device, C capacitor, C1 , C2 capacitive coupling, M inductive coupling, N1, N2 nodes.

Claims (10)

受電用コイルを含む受電装置へ非接触で給電する給電装置であって、
所定の周波数を有する高周波電力を発生する高周波電源装置と、
前記高周波電源装置により発生された高周波電力を受け、前記受電用コイルと電磁場を介して共鳴することにより前記受電用コイルへ非接触で送電するための送電用コイルと、
前記高周波電源装置と前記送電用コイルとの間に発生する反射波電力を測定するための電力センサと、
前記電力センサによって測定された反射波電力に基づいて前記高周波電源装置を制御する制御装置とを備える給電装置。 A power supply device that supplies power to a power receiving device including a power receiving coil in a contactless manner,
A high frequency power supply device that generates high frequency power having a predetermined frequency;
A power transmission coil for receiving high-frequency power generated by the high-frequency power supply device and transmitting power to the power reception coil in a non-contact manner by resonating with the power reception coil via an electromagnetic field;
A power sensor for measuring reflected wave power generated between the high-frequency power supply device and the power transmission coil;
A power supply apparatus comprising: a control device that controls the high-frequency power supply device based on reflected wave power measured by the power sensor. 前記制御装置は、前記電力センサによって測定された反射波電力が予め定められた大きさ以上のとき、前記送電用コイルから前記受電用コイルへの送電を中止するように前記高周波電源装置を制御する、請求項１に記載の給電装置。   The control device controls the high-frequency power supply device to stop power transmission from the power transmission coil to the power reception coil when the reflected wave power measured by the power sensor is greater than or equal to a predetermined magnitude. The power feeding device according to claim 1. 前記制御装置は、前記送電用コイルから前記受電用コイルへの送電が行なわれていない待機状態のとき、所定量の微弱電力が前記送電用コイルから出力されるように前記高周波電源装置を制御する、請求項１または請求項２に記載の給電装置。   The control device controls the high-frequency power supply device so that a predetermined amount of weak power is output from the power transmission coil in a standby state in which power transmission from the power transmission coil to the power reception coil is not performed. The power feeding device according to claim 1 or 2. 前記制御装置は、前記電力センサによって測定された反射波電力が規定値を下回ると、前記送電用コイルから出力される電力が増大するように前記高周波電源装置を制御する、請求項３に記載の給電装置。   The said control apparatus controls the said high frequency power supply device so that the electric power output from the said coil for power transmission may increase, when the reflected wave power measured by the said power sensor is less than a regulation value. Power supply device. 前記電力センサは、前記高周波電源装置から出力される進行波電力も測定可能であり、
前記制御装置は、前記電力センサによって測定された反射波電力と進行波電力との比が規定値を下回ると、前記送電用コイルから出力される電力が増大するように前記高周波電源装置を制御する、請求項３に記載の給電装置。 The power sensor can also measure traveling wave power output from the high-frequency power supply device,
The control device controls the high-frequency power supply device so that power output from the power transmission coil is increased when a ratio of reflected wave power and traveling wave power measured by the power sensor is lower than a predetermined value. The power feeding device according to claim 3. 前記電力センサは、前記高周波電源装置および前記送電用コイル間の導線と前記導線に沿って配設される検出線との間に形成される容量性結合および誘導性結合により前記検出線に生じる電圧を検出することによって前記反射波電力を計測する、請求項１から請求項５のいずれかに記載の給電装置。   The power sensor is a voltage generated in the detection line by capacitive coupling and inductive coupling formed between a conductive line between the high-frequency power supply device and the power transmission coil and a detection line disposed along the conductive line. The power feeding apparatus according to claim 1, wherein the reflected wave power is measured by detecting the reflected wave. 前記受電装置は、車両に搭載され、
速度センサによって前記車両の速度が検出され、
前記制御装置は、前記車両の速度の検出値を受信し、前記車両の速度が高いほど前記送電用コイルから出力される電力の増加レートが大きくなるように前記高周波電源装置を制御する、請求項４に記載の給電装置。 The power receiving device is mounted on a vehicle,
The speed of the vehicle is detected by a speed sensor,
The said control apparatus receives the detected value of the speed of the said vehicle, and controls the said high frequency power supply device so that the increase rate of the electric power output from the said coil for power transmission becomes large, so that the speed of the said vehicle is high. 4. The power feeding device according to 4. 前記受電装置は、車両に搭載され、
車両識別センサによって前記車両が識別され、
前記制御装置は、前記車両識別センサによる前記車両の識別情報を受信し、前記車両の識別情報に基づいて、前記送電用コイルから前記受電用コイルへ送電される電力の目標値を設定する、請求項１から請求項７のいずれかに記載の給電装置。 The power receiving device is mounted on a vehicle,
The vehicle is identified by a vehicle identification sensor,
The control device receives the identification information of the vehicle by the vehicle identification sensor, and sets a target value of power transmitted from the power transmission coil to the power reception coil based on the vehicle identification information. The power feeding device according to any one of claims 1 to 7. 前記受電装置は、車両に搭載され、
車両検出センサによって当該給電装置への前記車両の接近が検知され、
前記制御装置は、前記車両検出センサの検出結果を受信し、前記車両の接近が検知されると、前記高周波電源装置を起動して、前記送電用コイルから前記微弱電力が出力されるように前記高周波電源装置を制御する、請求項３に記載の給電装置。 The power receiving device is mounted on a vehicle,
The vehicle detection sensor detects the approach of the vehicle to the power supply device,
The control device receives the detection result of the vehicle detection sensor, and when the approach of the vehicle is detected, activates the high frequency power supply device so that the weak power is output from the power transmission coil. The power feeding device according to claim 3, wherein the power feeding device controls a high frequency power supply device. 前記受電装置は、車両に搭載され、
前記車両は、当該給電装置から給電される電力を蓄える蓄電装置を含み、
前記制御装置は、前記蓄電装置の充電状態を前記車両から受信し、前記蓄電装置の残存容量が少ないほど前記送電用コイルから前記受電用コイルへ送電される給電電力が大きくなるように前記給電電力の目標値を設定する、請求項１から請求項９のいずれかに記載の給電装置。 The power receiving device is mounted on a vehicle,
The vehicle includes a power storage device that stores electric power supplied from the power supply device,
The control device receives the state of charge of the power storage device from the vehicle, and the power supply power transmitted from the power transmission coil to the power reception coil increases as the remaining capacity of the power storage device decreases. The power supply device according to claim 1, wherein a target value is set.
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