JP2013219210A - Non-contact power transmission device - Google Patents
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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
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Abstract
Description
本発明は、例えば電気自動車やプラグインハイブリッド車のような電気推進車両の充電等に用いられる非接触電力伝送装置に関する。 The present invention relates to a non-contact power transmission device used for charging electric propulsion vehicles such as electric vehicles and plug-in hybrid vehicles.
図１２は、従来の非接触電力伝送装置１０６の構成を示す模式図である。図１２において、地上側の電源１０９の電源盤に接続された給電装置（１次側）Ｆが、電気推進車両に搭載された受電装置（２次側）Ｇに対し、給電時において、物理的接続なしに空隙空間であるエアギャップを介して対向するよう配置される。このような配置状態で、給電装置Ｆに備わる１次コイル１０７（給電コイル）に交流電流が与えられ、磁界が発生すると、受電装置Ｇに備わる２次コイル１０８（受電コイル）に誘導起電力が生じ、これによって、１次コイル１０７から２次コイル１０８へと電力が非接触で伝達される。 FIG. 12 is a schematic diagram illustrating a configuration of a conventional non-contact power transmission apparatus 106. In FIG. 12, the power feeding device (primary side) F connected to the power panel of the ground-side power source 109 physically supplies power to the power receiving device (secondary side) G mounted on the electric propulsion vehicle. It arrange | positions so that it may oppose through the air gap which is a space | gap space without a connection. In such an arrangement, when an alternating current is applied to the primary coil 107 (power feeding coil) provided in the power feeding device F and a magnetic field is generated, an induced electromotive force is generated in the secondary coil 108 (power receiving coil) provided in the power receiving device G. As a result, electric power is transmitted from the primary coil 107 to the secondary coil 108 in a non-contact manner.
受電装置Ｇは、例えば車載バッテリー１１０に接続され、上述したようにして伝達された電力が車載バッテリー１１０に充電される。このバッテリー１１０に蓄積された電力により車載のモータ１１１が駆動される。なお、非接触給電処理の間、給電装置Ｆと受電装置Ｇとの間では、例えば無線通信装置１１２により必要な情報交換が行われる。 The power receiving device G is connected to the in-vehicle battery 110, for example, and the in-vehicle battery 110 is charged with the electric power transmitted as described above. The on-vehicle motor 111 is driven by the electric power stored in the battery 110. Note that, during the non-contact power supply process, for example, the wireless communication device 112 exchanges necessary information between the power supply device F and the power reception device G.
図１３は、給電装置Ｆおよび受電装置Ｇの内部構造を示す模式図である。特に、図１３（ａ）は、給電装置Ｆを上方から、また、受電装置Ｇを下方から見たときの内部構造を示す模式図である。図１３（ｂ）は、給電装置Ｆおよび受電装置Ｇを側方から見たときの内部構造を示す模式図である。 FIG. 13 is a schematic diagram illustrating the internal structure of the power feeding device F and the power receiving device G. In particular, FIG. 13A is a schematic diagram illustrating an internal structure when the power feeding device F is viewed from above and the power receiving device G is viewed from below. FIG. 13B is a schematic diagram illustrating an internal structure when the power feeding device F and the power receiving device G are viewed from the side.
図１３において、給電装置Ｆは、１次コイル１０７、１次磁心コア１１３、背板１１５、およびカバー１１６等を備える。受電装置Ｇは、簡単に述べると、給電装置Ｆと対称的な構造を有しており、２次コイル１０８、２次磁心コア１１４、背板１１５、カバー１１６等を備え、１次コイル１０７と１次磁心コア１１３の表面、および２次コイル１０８と２次磁心コア１１４の表面は、それぞれ、発泡材１１８が混入されたモールド樹脂１１７にて被覆固定されている。 In FIG. 13, the power feeding device F includes a primary coil 107, a primary magnetic core 113, a back plate 115, a cover 116, and the like. Briefly speaking, the power receiving device G has a symmetric structure with the power feeding device F, and includes a secondary coil 108, a secondary magnetic core 114, a back plate 115, a cover 116, and the like. The surface of the primary magnetic core 113 and the surfaces of the secondary coil 108 and the secondary magnetic core 114 are covered and fixed with a mold resin 117 mixed with a foam material 118, respectively.
ここで、このような従来の給電装置Ｆの１次コイル１０７と、受電装置Ｇの２次コイル１０８との関係について、図１４の模式図を用いて説明する。図１４に示すように、１次コイル１０７および２次コイル１０８は、複数の素線が束ねられたリッツワイヤ１２１、１２２がスパイラル状に巻回されて形成されている。地上側の給電装置Ｆの１次コイル１０７は、車両が所定の駐車スペースに駐車された状態にて、車両に搭載された受電装置Ｇの２次コイル１０８と対向するように配置されている。１次コイル１０７と２次コイル１０８とが対向されて、１次コイル１０７から発生する磁界が２次コイル１０８に広範囲にわたって鎖交することにより、非接触での電力電送が行われる。 Here, the relationship between the primary coil 107 of such a conventional power feeding device F and the secondary coil 108 of the power receiving device G will be described with reference to the schematic diagram of FIG. As shown in FIG. 14, the primary coil 107 and the secondary coil 108 are formed by spirally winding litz wires 121 and 122 in which a plurality of strands are bundled. The primary coil 107 of the ground-side power supply device F is disposed so as to face the secondary coil 108 of the power receiving device G mounted on the vehicle in a state where the vehicle is parked in a predetermined parking space. The primary coil 107 and the secondary coil 108 face each other, and the magnetic field generated from the primary coil 107 is linked to the secondary coil 108 over a wide range, so that non-contact power transmission is performed.
しかしながら、図１４に示すように、１次コイル１０７と２次コイル１０８間にはエアギャップが存在しているため、１次コイル１０７から発生する磁界や、１次コイル１０７
の磁界により生じた誘導起電力によって２次コイル１０８から発生する磁界の一部は空間に漏洩する。電波法等では数１０ｍ先に設置されたアンテナで測定される電界強度（放射ノイズ）について限度値が設定されているが、漏洩する磁界が原因となって放射ノイズが大きくなってしまうという課題がある。
However, as shown in FIG. 14, since an air gap exists between the primary coil 107 and the secondary coil 108, the magnetic field generated from the primary coil 107, the primary coil 107
A part of the magnetic field generated from the secondary coil 108 leaks into the space due to the induced electromotive force generated by the magnetic field. In the Radio Law, etc., a limit value is set for the electric field strength (radiation noise) measured by an antenna installed several tens of meters away. However, there is a problem that radiation noise increases due to a leaking magnetic field. is there.
漏洩する磁界を低減するために、１次コイル１０７と２次コイル１０８間のエアギャップを小さくすることが考えられるが、電気推進車両では、人の乗り降り、荷物の積み下ろし等によって車高が変動する。放射ノイズ低減のためにエアギャップを小さく設定した場合、このような車高の変動によって給電装置Ｆと受電装置Ｇが接触し、著しい場合には破損に至る可能性もある。 In order to reduce the leakage magnetic field, it is conceivable to reduce the air gap between the primary coil 107 and the secondary coil 108. However, in an electric propulsion vehicle, the vehicle height fluctuates due to people getting on and off, loading and unloading of luggage, etc. . When the air gap is set to be small in order to reduce the radiation noise, the power supply device F and the power receiving device G come into contact with each other due to such a change in the vehicle height.
本発明の目的は、上記課題を解決することにあって、１次コイルと２次コイルの間から漏洩する磁界を低減し、放射ノイズを抑制できる非接触充電装置を提供することにある。 The objective of this invention is providing the non-contact charging device which reduces the magnetic field which leaks from between a primary coil and a secondary coil, and can suppress radiation noise in solving the said subject.
上記目的を達成するために、本発明は以下のように構成する。 In order to achieve the above object, the present invention is configured as follows.
本発明の一の態様にかかる非接触充電装置は、電源からの供給電流により磁界を発生する１次コイルを有する給電装置と、前記１次コイルからの磁界により電力を受電する２次コイルを有する受電装置とを備え、前記１次コイルおよび前記２次コイルは、コイル線を巻回して形成され、前記２次コイルの巻数を前記１次コイルの巻数より大きく設定する構成とする。 A non-contact charging device according to one aspect of the present invention includes a power feeding device having a primary coil that generates a magnetic field by a supply current from a power source, and a secondary coil that receives power by the magnetic field from the primary coil. The primary coil and the secondary coil are formed by winding a coil wire, and the number of turns of the secondary coil is set larger than the number of turns of the primary coil.
コイルから発生する磁界は、コイルに流れる電流とコイル巻数の積と相関があり、積が大きければ磁界量が大きくなる。一方で、１次コイルの磁界と２次コイルの磁界は位相がずれているために互いに打ち消しあおうとする働きを持っているため、１次コイルの磁界に対して２次コイルの磁界を大きく設定すれば互いに打ち消しあう働きを強めることができる。 The magnetic field generated from the coil has a correlation with the product of the current flowing through the coil and the number of coil turns, and the larger the product, the larger the amount of magnetic field. On the other hand, since the magnetic field of the primary coil and the magnetic field of the secondary coil are out of phase and have a function of canceling each other, the magnetic field of the secondary coil is set larger than that of the primary coil. If you do, you can strengthen the work of canceling each other.
本発明によれば、２次コイルの巻数を１次コイルの巻数より大きく設定する構成とすることにより、１次コイルからの磁界に対する２次コイルからの磁界の比率を大きくすることができる。従って、１次コイルの磁界と２次コイルの磁界を打ち消しあう効果を高め、漏洩する磁界を低減し、非接触電力電送における放射ノイズの発生を抑制できる。 According to the present invention, by setting the number of turns of the secondary coil to be larger than the number of turns of the primary coil, the ratio of the magnetic field from the secondary coil to the magnetic field from the primary coil can be increased. Therefore, the effect of canceling the magnetic field of the primary coil and the magnetic field of the secondary coil can be enhanced, the leaking magnetic field can be reduced, and the generation of radiation noise in non-contact power transmission can be suppressed.
本発明の一の態様にかかる非接触充電装置は、電源からの供給電流により磁界を発生する１次コイルを有する給電装置と、前記１次コイルからの磁界により電力を受電する２次コイルを有する受電装置とを備え、前記１次コイルおよび前記２次コイルは、コイル線を巻回して形成され、前記２次コイルの巻数を前記１次コイルの巻数より大きく設定する構成とする。 A non-contact charging device according to one aspect of the present invention includes a power feeding device having a primary coil that generates a magnetic field by a supply current from a power source, and a secondary coil that receives power by the magnetic field from the primary coil. The primary coil and the secondary coil are formed by winding a coil wire, and the number of turns of the secondary coil is set larger than the number of turns of the primary coil.
このような構成により、１次コイルからの磁界に対する２次コイルからの磁界の比率を大きくすることができる。従って、１次コイルの磁界と２次コイルの磁界を打ち消しあう効果を高め、漏洩する磁界を低減し、非接触電力電送における放射ノイズの発生を抑制できる。 With such a configuration, the ratio of the magnetic field from the secondary coil to the magnetic field from the primary coil can be increased. Therefore, the effect of canceling the magnetic field of the primary coil and the magnetic field of the secondary coil can be enhanced, the leaking magnetic field can be reduced, and the generation of radiation noise in non-contact power transmission can be suppressed.
（実施の形態）
以下、本発明の形態について、図面を参照しながら説明する。なお、この実施の形態によって本発明が限定されるものではない。
(Embodiment)
Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that the present invention is not limited to the embodiments.
図１は、本発明に係る非接触電力伝送装置のブロック図である。また、図２および図３は車両が駐車スペースに設置された状態の外観図である。図１、図２および図３に示されるように、非接触電力伝送装置は、例えば駐車スペースに設置される給電装置１と、例えば電気推進車両に搭載される受電装置４とで構成される。 FIG. 1 is a block diagram of a non-contact power transmission apparatus according to the present invention. 2 and 3 are external views of the vehicle installed in the parking space. As shown in FIGS. 1, 2, and 3, the non-contact power transmission device includes a power feeding device 1 installed in a parking space, for example, and a power receiving device 4 mounted on an electric propulsion vehicle, for example.
給電装置１は、商用電源２に接続される１次側整流回路３と、インバータ部４と、地上側コイルユニット５と、制御部（例えば、マイコン）６とを備え、１次側整流回路３とインバータ部４とで高周波電源である電力制御装置７を構成している。受電装置８は、車両側コイルユニット９と、電力を整流する整流部である２次側整流回路１０と、負荷であるバッテリー１１と、制御部（例えば、マイコン）１２とを備えている。 The power feeding device 1 includes a primary side rectifier circuit 3 connected to a commercial power source 2, an inverter unit 4, a ground side coil unit 5, and a control unit (for example, a microcomputer) 6. The inverter unit 4 constitutes a power control device 7 that is a high-frequency power source. The power receiving device 8 includes a vehicle-side coil unit 9, a secondary-side rectifier circuit 10 that is a rectifier that rectifies power, a battery 11 that is a load, and a controller (for example, a microcomputer) 12.
給電装置１において、商用電源２は、低周波交流電源である２００Ｖ商用電源であり、１次側整流回路３の入力端に接続され、１次整流回路８の出力端はインバータ部４の入力端に接続され、インバータ部４の出力端は地上側コイルユニット５に接続されている。一方、受電装置８においては、車両側コイルユニット９の出力端は２次側整流回路１０の入力端に接続され、２次側整流回路１０の出力端はバッテリー１１に接続されている。 In the power supply device 1, the commercial power source 2 is a 200 V commercial power source that is a low-frequency AC power source, is connected to the input end of the primary side rectifier circuit 3, and the output end of the primary rectifier circuit 8 is the input end of the inverter unit 4. The output end of the inverter unit 4 is connected to the ground side coil unit 5. On the other hand, in the power receiving device 8, the output end of the vehicle side coil unit 9 is connected to the input end of the secondary side rectifier circuit 10, and the output end of the secondary side rectifier circuit 10 is connected to the battery 11.
また、地上側コイルユニット５は地上に敷設され、電力制御装置７は、例えば地上側コイルユニット５から所定距離だけ離隔した位置に立設される（図２参照）。一方、車両側コイルユニット９は、例えば車体底部（例えば、シャーシ）に取り付けられる。 The ground side coil unit 5 is laid on the ground, and the power control device 7 is erected, for example, at a position separated from the ground side coil unit 5 by a predetermined distance (see FIG. 2). On the other hand, the vehicle side coil unit 9 is attached to, for example, the bottom of the vehicle body (for example, a chassis).
地上に敷設された地上側コイルユニット５内部には、１次コイルである地上側コイル１３と、地上側共振コンデンサ１４が配置されている。地上側コイル１３と地上側共振コンデンサ１４は直列接続されており、それぞれの他方の端子はインバータ部４出力端に接続されている。 Inside the ground side coil unit 5 laid on the ground, a ground side coil 13 as a primary coil and a ground side resonance capacitor 14 are arranged. The ground side coil 13 and the ground side resonance capacitor 14 are connected in series, and the other terminal of each is connected to the output end of the inverter unit 4.
同様に、車体底部に取り付けられた車両側コイルユニット９内部には、２次コイルである車両側コイル１５と、車両側共振コンデンサ１６が配置されている。車両側コイル１５と車両側共振コンデンサ１６は直列接続されており、それぞれの他方の端子は２次側整流
回路１０の入力端に接続されている。
Similarly, a vehicle side coil 15 that is a secondary coil and a vehicle side resonance capacitor 16 are arranged inside the vehicle side coil unit 9 attached to the bottom of the vehicle body. The vehicle side coil 15 and the vehicle side resonance capacitor 16 are connected in series, and the other terminal of each is connected to the input end of the secondary side rectifier circuit 10.
地上側コイル１３と地上側共振コンデンサ１４の共振周波数、車両側コイル１５と車両側共振コンデンサ１６の共振周波数はほぼ同一となるように設定されている。 The resonance frequency of the ground side coil 13 and the ground side resonance capacitor 14 and the resonance frequency of the vehicle side coil 15 and the vehicle side resonance capacitor 16 are set to be substantially the same.
図４は、本実施の形態の非接触充電装置の地上側コイルユニット５と車両側コイルユニット９における、特に地上側コイル１３と車両側コイル１５の部分の断面図である。図４に示すように、地上側コイルユニット５は、地上側に固定されたベース１７と、ベース１７上に配置された地上側コイル１３と、地上側コイル１３を覆う筐体であるカバー１８とを備えている。車両側コイルユニット９は、車体に固定されたベース１９と、ベース１９上に配置された車両側コイル１５と、車両側コイル１５を覆う筐体であるカバー２０とを備えている。 FIG. 4 is a cross-sectional view of the ground side coil unit 5 and the vehicle side coil unit 9 of the contactless charging apparatus according to the present embodiment, particularly the ground side coil 13 and the vehicle side coil 15. As shown in FIG. 4, the ground side coil unit 5 includes a base 17 fixed on the ground side, a ground side coil 13 disposed on the base 17, and a cover 18 that is a casing covering the ground side coil 13. It has. The vehicle-side coil unit 9 includes a base 19 fixed to the vehicle body, a vehicle-side coil 15 disposed on the base 19, and a cover 20 that is a casing that covers the vehicle-side coil 15.
地上側コイル１３は、コイル線２１をスパイラル状に複数回巻回することにより形成されており、同様に車両側コイル１５は、コイル線２２をスパイラル状に複数回巻回することにより形成されている。地上側コイル１３と車両側コイル１５は、それぞれ平板円形状で、ほぼ同じ外径、内径になるようにしている。地上側コイル１３および車両側コイル１５のコイル線２１、２２は、リッツワイヤを用いているが、他の導電線を用いてもよい。 The ground side coil 13 is formed by winding the coil wire 21 a plurality of times in a spiral shape. Similarly, the vehicle side coil 15 is formed by winding the coil wire 22 a plurality of times in a spiral shape. Yes. The ground side coil 13 and the vehicle side coil 15 are each circular in a flat plate shape and have substantially the same outer diameter and inner diameter. The coil wires 21 and 22 of the ground side coil 13 and the vehicle side coil 15 use litz wires, but other conductive wires may be used.
ここで、それぞれのコイルを形成するリッツワイヤ２１、２２の断面図を図５（ａ）、（ｂ）に示す。図５（ａ）、（ｂ）に示すように、リッツワイヤ２１、２２は、複数の素線２３が束ねられて形成されている。地上側コイル１３を構成するリッツワイヤ２１（図５（ａ）参照）は、略円形状断面を有している。一方、車両側コイル１５を構成するリッツワイヤ２２（図５（ｂ）参照）は、扁平した楕円形状断面を有している。車両側コイル１５は、リッツワイヤ２２を、車両側コイル１５の径方向にリッツワイヤ２２の短幅が、径方向に直交する方向にリッツワイヤ２２の長幅が位置するように巻回して構成している。 Here, sectional views of the litz wires 21 and 22 forming the respective coils are shown in FIGS. As shown in FIGS. 5A and 5B, the litz wires 21 and 22 are formed by bundling a plurality of strands 23. The litz wire 21 (see FIG. 5A) constituting the ground side coil 13 has a substantially circular cross section. On the other hand, the litz wire 22 (see FIG. 5B) constituting the vehicle-side coil 15 has a flattened elliptical cross section. The vehicle-side coil 15 is formed by winding the litz wire 22 so that the short width of the litz wire 22 is positioned in the radial direction of the vehicle-side coil 15 and the long width of the litz wire 22 is positioned in a direction orthogonal to the radial direction. ing.
このような断面形状を有するリッツワイヤ２１、２２を、略同一の内径と外径に巻回して地上側コイル１３および車両側コイル１５を形成している。図５（ａ）、（ｂ）に示すように、リッツワイヤ２１、２２の断面形状が異なるため、地上側コイル１３に対して車両側コイル１５の巻数が多くなっている。 The ground-side coil 13 and the vehicle-side coil 15 are formed by winding the litz wires 21 and 22 having such a cross-sectional shape around substantially the same inner diameter and outer diameter. As shown in FIGS. 5A and 5B, since the cross-sectional shapes of the litz wires 21 and 22 are different, the number of turns of the vehicle-side coil 15 is larger than that of the ground-side coil 13.
地上側コイル１３と車両側コイル１５は、車両側コイル１５巻数が多くなるように巻回されているため、車両側コイル１５のインダクタンスが大きくなっている。つまり、地上側コイル１３のインダクタンスに対して車両側コイル１５のインダクタンスが大きく、地上側共振コンデンサ１４の容量に対して車両側共振コンデンサ１６の容量を小さく設定しており、それぞれの積（地上側コイル１３のインダクタンスと地上側共振コンデンサ１４の容量の積と車両側コイル１５のインダクタンスと車両側共振コンデンサ１６の容量の積）は略同一となっている。具体的には、本実施の形態では、地上側コイル１３の巻数を３０ターンとし、車両側コイル１５の巻数を４０ターンとしている。（図４では省略して記載している。）
上記構成において、給電装置側制御部６は、受電装置側制御部１２と無線通信を行い、受電装置側制御部１２は、検知したバッテリー１１の残電圧に応じて電力指令値を決定し、決定した電力指令値を給電装置側制御部６に送信する。また同時に、バッテリー１１の電圧及び電流と、それらから演算される受電電力を給電装置側制御部６に送信する。給電装置側制御部６は、受信した電力指令値と実際の受電電力とを比較し、給電装置１の定格入力電力を超えない範囲で、電力指令値通りの受電電力が得られるようにインバータ部４を駆動する。
Since the ground side coil 13 and the vehicle side coil 15 are wound so that the number of turns of the vehicle side coil 15 increases, the inductance of the vehicle side coil 15 is increased. That is, the inductance of the vehicle-side coil 15 is larger than the inductance of the ground-side coil 13, and the capacitance of the vehicle-side resonance capacitor 16 is set smaller than the capacitance of the ground-side resonance capacitor 14. The product of the inductance of the coil 13 and the capacity of the ground side resonance capacitor 14 and the product of the inductance of the vehicle side coil 15 and the capacity of the vehicle side resonance capacitor 16) are substantially the same. Specifically, in the present embodiment, the number of turns of the ground side coil 13 is 30 turns, and the number of turns of the vehicle side coil 15 is 40 turns. (It is omitted in FIG. 4)
In the above configuration, the power feeding device side control unit 6 performs wireless communication with the power receiving device side control unit 12, and the power receiving device side control unit 12 determines a power command value according to the detected remaining voltage of the battery 11, and determines The transmitted power command value is transmitted to the power supply apparatus side control unit 6. At the same time, the voltage and current of the battery 11 and the received power calculated from them are transmitted to the power feeding device side control unit 6. The power supply device side control unit 6 compares the received power command value with the actual received power, and the inverter unit so that the received power according to the power command value is obtained within a range not exceeding the rated input power of the power supply device 1. 4 is driven.
具体的には、給電装置側制御部６は、地上側コイル１３と地上側共振コンデンサ１４の共振周波数、車両側コイル１５と車両側共振コンデンサ１６の共振周波数から所定の幅離れた高い周波数でインバータ部４の駆動を開始する。共振周波数から離れた高い周波数で駆動を開始するのは、共振周波数から外れているために、インバータ部４から見たインピーダンスが高くなり、出力電力を低く抑えて、駆動開始直後の過渡的な過負荷動作状態（過電圧や過電流）を回避することができるためである。 Specifically, the power feeding device side control unit 6 performs inverters at a high frequency that is a predetermined frequency away from the resonance frequency of the ground side coil 13 and the ground side resonance capacitor 14 and the resonance frequency of the vehicle side coil 15 and the vehicle side resonance capacitor 16. The drive of the part 4 is started. The reason why driving is started at a high frequency away from the resonant frequency is that it is out of the resonant frequency, the impedance viewed from the inverter unit 4 becomes high, the output power is kept low, and the transient excess immediately after the driving is started. This is because the load operating state (overvoltage or overcurrent) can be avoided.
その後、給電装置側制御部６は、インバータ部４の駆動周波数を徐々に低下させ、共振周波数へ近づける。インバータ部４から見たインピーダンスが低下し、徐々に受電電力が上昇する。 Thereafter, the power feeding device side control unit 6 gradually decreases the drive frequency of the inverter unit 4 to bring it closer to the resonance frequency. The impedance viewed from the inverter unit 4 decreases, and the received power gradually increases.
給電中、受電装置側制御部１２は受電電力を検知し、バッテリー１１に過電流や過電圧がかからないように、給電装置側制御部６への電力指令値を変更する。 During power feeding, the power receiving device side control unit 12 detects the received power and changes the power command value to the power feeding device side control unit 6 so that the battery 11 is not overcurrent or overvoltage.
図２および図３に示されるように、給電装置１から受電装置８に給電するに際し、車両側コイルユニット９は、車体（車両）を適宜移動させることで、地上側コイルユニット５に対向して配置され、給電装置側制御部６がインバータ部４を駆動制御することで、地上側コイル１３から高周波磁界が発生する。車両側コイル１５には、対向して配置される地上側コイル１３の磁界によって誘導起電力が発生し、車両側コイル１５に高周波電流を誘起される。受電装置８は、この高周波電流を利用して電力を取り出し、取り出した電力でバッテリー１１を充電する。 As shown in FIG. 2 and FIG. 3, when power is supplied from the power supply device 1 to the power reception device 8, the vehicle side coil unit 9 faces the ground side coil unit 5 by appropriately moving the vehicle body (vehicle). The high-frequency magnetic field is generated from the ground-side coil 13 by the power feeding device side control unit 6 being driven and controlled to drive the inverter unit 4. In the vehicle side coil 15, an induced electromotive force is generated by the magnetic field of the ground side coil 13 disposed to face the vehicle side coil 15, and a high frequency current is induced in the vehicle side coil 15. The power receiving device 8 takes out power using the high-frequency current, and charges the battery 11 with the taken out power.
このとき、例えばバッテリー１１が３００Ｖである場合、３ｋＷを供給するためには、出力１０Ａが必要である。この出力電流の供給源は、車両側コイル１５で誘起された高周波電流であるため、出力電流と車両側コイル１５に流れる電流には一定の相関がある。つまり、受電装置側制御部１２が電力指令値を決定すると、おおよそ車両側コイル１５に流さなければならない電流値も決定されることになる。 At this time, for example, when the battery 11 is 300 V, an output 10A is necessary to supply 3 kW. Since the supply source of the output current is a high frequency current induced in the vehicle side coil 15, there is a certain correlation between the output current and the current flowing in the vehicle side coil 15. That is, when the power receiving device side control unit 12 determines the power command value, the current value that must be passed through the vehicle side coil 15 is also determined.
また、このとき、車両側コイル１５に誘起される高周波電流は、電磁誘導の原理に基づいて、地上側コイル１３からの磁界を打ち消すように働く磁界を発生させるために誘起されるものである。 At this time, the high-frequency current induced in the vehicle-side coil 15 is induced to generate a magnetic field that works to cancel the magnetic field from the ground-side coil 13 based on the principle of electromagnetic induction.
また、一般に、コイルから発生する磁界の大きさ、強度は、コイルの巻数と流れる電流の積（アンペアターン）と相関があり、コイルの巻数が多く、流れる電流が多い方がコイルから発生する磁界が大きくなることが知られている。 In general, the magnitude and strength of the magnetic field generated from the coil is correlated with the product of the number of turns of the coil and the flowing current (ampere turn), and the magnetic field generated from the coil is more when the number of turns of the coil is larger and the flowing current is larger. Is known to grow.
したがって、受電装置側制御部１２の電力指令値とバッテリー１１の電圧によって、車両側コイル１５に流れる電流が決定されるため、車両側コイル１５の巻数が多いほど、地上側コイル１３からの磁界を打ち消すように働く磁界が大きくなる。つまり、地上側コイル１３からの磁界に対して、打ち消すように作用する車両側コイル１５の磁界の比率を高めて、漏洩する磁界を低減し、放射ノイズの発生を抑制することができる。 Therefore, since the current flowing through the vehicle side coil 15 is determined by the power command value of the power receiving device side control unit 12 and the voltage of the battery 11, the magnetic field from the ground side coil 13 is increased as the number of turns of the vehicle side coil 15 increases. The magnetic field that acts to cancel out increases. That is, it is possible to increase the ratio of the magnetic field of the vehicle-side coil 15 that acts to cancel the magnetic field from the ground-side coil 13, reduce the leaking magnetic field, and suppress the generation of radiation noise.
図６は、受電電力、地上側コイル１３の巻数を一定として車両側コイル１５巻数を変更した場合の車両側コイル１５から発生する磁界（車両側コイル１５の電流と車両側コイル１５の巻数の積）と、車両側コイル１５の電流の変化を示しており、横軸は車両側コイル１５の巻数、縦軸の実線は車両側コイル１５から発生する磁界、縦軸の破線は車両側コイル１５の電流を示している。共振周波数（コイル及び共振コンデンサの組み合わせ）は、条件を統一するために、車両側コイル１５のインダクタンスと車両側共振コンデンサ２１の容量の積が、地上側と同じになるよう調整している。 FIG. 6 shows the magnetic field generated by the vehicle-side coil 15 (the product of the current of the vehicle-side coil 15 and the number of turns of the vehicle-side coil 15 when the number of turns of the vehicle-side coil 15 is changed with the received power and the number of turns of the ground-side coil 13 being constant. ) And the change in current of the vehicle side coil 15, the horizontal axis is the number of turns of the vehicle side coil 15, the vertical line is the magnetic field generated from the vehicle side coil 15, and the broken line is the vertical axis of the vehicle side coil 15. Current is shown. The resonance frequency (combination of the coil and the resonance capacitor) is adjusted so that the product of the inductance of the vehicle side coil 15 and the capacity of the vehicle side resonance capacitor 21 is the same as that on the ground side in order to unify the conditions.
この図を見ても明らかなように、車両側コイル１５の巻数に対する車両側コイル１５の電流の変化はほとんどないが、車両側コイル１５の巻数が多いほど車両側コイル１５からの磁界が大きくなる。 As is apparent from this figure, there is almost no change in the current of the vehicle side coil 15 with respect to the number of turns of the vehicle side coil 15, but the magnetic field from the vehicle side coil 15 increases as the number of turns of the vehicle side coil 15 increases. .
また、図７は、受電電力、地上側コイル１３の巻数を一定として車両側コイル１５の巻数を変更した場合の車両側コイル１５から発生する磁界（車両側コイル１５の電流と車両側コイル１５の巻数の積）と、地上側コイル１３から発生する磁界（地上側コイル１３の電流と車両側コイル１３の巻数の積）の変化を示している。なお、この時の地上側コイル１３の巻数は３０ターンに設定している。 Further, FIG. 7 shows a magnetic field (current of the vehicle side coil 15 and current of the vehicle side coil 15 when the number of turns of the vehicle side coil 15 is changed with the received power and the number of turns of the ground side coil 13 being constant. The product of the number of turns) and the change in the magnetic field generated from the ground side coil 13 (product of the current of the ground side coil 13 and the number of turns of the vehicle side coil 13) are shown. At this time, the number of turns of the ground side coil 13 is set to 30 turns.
図７において、横軸は車両側コイル１５の巻数、縦軸の実線は車両側コイル１５から発生する磁界、縦軸の破線は地上側コイル１３から発生する磁界を示している。図６で説明したのと同様に、共振周波数（コイル及び共振コンデンサの組み合わせ）は、条件を統一するために、車両側コイル１５のインダクタンスと車両側共振コンデンサ２１の容量の積が、地上側と同じになるよう調整している。 In FIG. 7, the horizontal axis indicates the number of turns of the vehicle side coil 15, the solid line on the vertical axis indicates the magnetic field generated from the vehicle side coil 15, and the broken line on the vertical axis indicates the magnetic field generated from the ground side coil 13. In the same manner as described with reference to FIG. 6, the resonance frequency (combination of the coil and the resonance capacitor) is set so that the product of the inductance of the vehicle-side coil 15 and the capacitance of the vehicle-side resonance capacitor 21 is It is adjusted to be the same.
図７から明らかなように、車両側コイル１５の巻数が増加するにつれて、地上側コイル１３からの磁界が減少する。これは、車両側コイル１５の巻数の増加により地上側コイル１３から見た負荷全体のインピーダンスが増加するために発生する現象である。地上側コイル１３からの磁界は、車両側コイル１５の巻数が地上側コイル１３の巻数の約１．２倍を超えた領域でほぼ飽和し、変化が非常に小さくなる。 As apparent from FIG. 7, the magnetic field from the ground side coil 13 decreases as the number of turns of the vehicle side coil 15 increases. This is a phenomenon that occurs because the impedance of the entire load viewed from the ground side coil 13 increases due to an increase in the number of turns of the vehicle side coil 15. The magnetic field from the ground side coil 13 is almost saturated in a region where the number of turns of the vehicle side coil 15 exceeds about 1.2 times the number of turns of the ground side coil 13, and the change becomes very small.
一方で、図６の説明でも述べたように、車両側コイル１５の巻数が多いほど車両側コイル１５からの磁界が大きくなる。すなわち、特に地上側コイル１３の巻数に対して車両側コイル１５の巻数が１．２倍を超えた領域で、漏洩磁界を低減する効果が大きくなり、放射ノイズを抑制することが可能となる。 On the other hand, as described in FIG. 6, the magnetic field from the vehicle side coil 15 increases as the number of turns of the vehicle side coil 15 increases. That is, particularly in a region where the number of turns of the vehicle-side coil 15 exceeds 1.2 times the number of turns of the ground-side coil 13, the effect of reducing the leakage magnetic field is increased, and radiation noise can be suppressed.
本実施の形態では、地上側コイル１３の巻数を３０ターン、車両側コイル１５の巻数を４０ターンに設定しており、おおよそ１．３倍としており、放射ノイズ抑制の効果が十分得られている。また一方、車両側コイル１５の巻数を過剰に大きくしすぎると、電流が変化しないにもかかわらず、インダクタンスが増加するため、車両側コイル１５の端子間電圧が上昇し、巻き（ターン）間のリッツワイヤ２２の絶縁や、周辺部材との絶縁距離確保が難しくなる。したがって、車両側コイル１５で求められる電気的要件（絶縁等）と、放射ノイズから求められる要件から適切な車両側コイル１５のターン数を選択すればよい。 In the present embodiment, the number of turns of the ground side coil 13 is set to 30 turns, and the number of turns of the vehicle side coil 15 is set to 40 turns, which is approximately 1.3 times, and the effect of suppressing radiation noise is sufficiently obtained. . On the other hand, if the number of turns of the vehicle-side coil 15 is excessively increased, the inductance increases despite the fact that the current does not change, so that the voltage between the terminals of the vehicle-side coil 15 increases, and between turns (turns). It becomes difficult to ensure the insulation of the litz wire 22 and the insulation distance from the peripheral members. Therefore, an appropriate number of turns of the vehicle-side coil 15 may be selected from the electrical requirements (insulation etc.) required for the vehicle-side coil 15 and the requirements determined from the radiation noise.
インバータ部４の駆動周波数、地上側コイル１３と車両側コイル１５の形状や位置関係等によって決まる磁気結合状態、バッテリー１１の電圧等によって、周波数に対する受電電力特性が、通常は１つのピークを持つ単峰特性であるものが、２つのピークを持つ双峰特性になる場合がある。 Depending on the drive frequency of the inverter unit 4, the magnetic coupling state determined by the shape and positional relationship of the ground side coil 13 and the vehicle side coil 15, the voltage of the battery 11, etc., the received power characteristic with respect to the frequency usually has a single peak. What is a peak characteristic may be a dual peak characteristic having two peaks.
図８は、受電電力の周波数特性が双峰特性となる場合の地上側コイル１３及び車両側コイル１５の周辺磁界分布の模式図である。受電電力が双峰となる２つの周波数において、図８（ａ）に示すように高い側の周波数では、地上側コイル１３の磁界に対して、車両側コイル１５の磁界は打ち消すような位相で発生される。つまり、車両側コイル１５に流れる電流は、地上側コイル１３の磁界を打ち消すような位相で流れることになる。 FIG. 8 is a schematic diagram of the peripheral magnetic field distribution of the ground-side coil 13 and the vehicle-side coil 15 when the frequency characteristic of the received power is a bimodal characteristic. As shown in FIG. 8A, at the two frequencies where the received power is bimodal, the magnetic field of the vehicle side coil 15 is generated with a phase that cancels the magnetic field of the ground side coil 13 at the higher frequency. Is done. That is, the current flowing through the vehicle-side coil 15 flows with a phase that cancels the magnetic field of the ground-side coil 13.
一方、図８（ｂ）に示すように低い側の周波数では、地上側コイル１３からの磁界が対向する車両側コイル１５を貫通するように分布し、車両側コイル１５の磁界は、地上側コイル１３の磁界を強めるような位相で発生される。つまり、車両側コイル１５に流れる電流は、地上側コイル１３の磁界を強めるような位相で流れることになる。 On the other hand, as shown in FIG. 8B, at a low frequency, the magnetic field from the ground side coil 13 is distributed so as to penetrate the opposing vehicle side coil 15, and the magnetic field of the vehicle side coil 15 is the ground side coil. 13 is generated at a phase that strengthens the magnetic field. That is, the current flowing through the vehicle side coil 15 flows in a phase that strengthens the magnetic field of the ground side coil 13.
漏洩磁界を低減し、放射ノイズを抑制するためには、地上側コイル１３の磁界と車両側コイル１５の磁界が打ち消しあう方が望ましい。そのため、受電電力の周波数特性が双峰特性となる場合、高い側の周波数でインバータ部４を動作させた方が放射ノイズ抑制に効果的である。また一方で、双峰特性になるかどうかは、コイルインダクタンスや共振コンデンサ容量だけでは決定されないため、１つの非接触電力伝送装置の動作においても負荷等の条件によっては単峰特性になる場合と、双峰特性になる場合がある。本実施の形態では、給電装置側制御部６は、インバータ部４を共振周波数よりも高い周波数で駆動開始し、徐々に駆動周波数を下げることにより受電電力の調整を行っている。そのため、受電電力の周波数特性が単峰特性、双峰特性の如何に関わらず、放射ノイズを抑制しやすい周波数領域での動作が可能である。 In order to reduce the leakage magnetic field and suppress radiation noise, it is desirable that the magnetic field of the ground side coil 13 and the magnetic field of the vehicle side coil 15 cancel each other. Therefore, when the frequency characteristic of the received power is a bimodal characteristic, operating the inverter unit 4 at a higher frequency is more effective in suppressing radiation noise. On the other hand, whether or not to become a bimodal characteristic is not determined only by the coil inductance or the resonant capacitor capacity, so even in the operation of one non-contact power transmission device, depending on the conditions such as the load, it becomes a single peak characteristic, There may be a bimodal characteristic. In the present embodiment, the power feeding device side control unit 6 starts driving the inverter unit 4 at a frequency higher than the resonance frequency, and adjusts the received power by gradually lowering the driving frequency. Therefore, regardless of whether the frequency characteristics of the received power are unimodal or bimodal, it is possible to operate in a frequency region where radiation noise can be easily suppressed.
本実施の形態では、車両側コイル１５を構成するリッツワイヤ２２を扁平状の楕円形状断面に形成した。これにより、同じコイル外径形状での巻数を増加させて、リッツワイヤ２２の断面積を確保して抵抗増加を抑制することができる。車両側コイル１５に流れる電流は、バッテリー１１の電圧や要求される充電電力によってほぼ決定されるため、車両側コイル１５の巻数を増加させると、リッツワイヤ２２が長くなり、損失が増加し、発熱が大きくなる。しかしながら、本実施の形態では、リッツワイヤ２２の断面積を確保できるように構成しているため、車両側コイル１５の発熱増加を抑制することが可能となる。 In the present embodiment, the litz wire 22 constituting the vehicle side coil 15 is formed in a flat oval cross section. Thereby, the number of turns with the same coil outer diameter shape can be increased, the cross-sectional area of the litz wire 22 can be secured, and the increase in resistance can be suppressed. Since the current flowing through the vehicle-side coil 15 is substantially determined by the voltage of the battery 11 and the required charging power, increasing the number of turns of the vehicle-side coil 15 increases the length of the litz wire 22, increasing the loss and generating heat. Becomes larger. However, in the present embodiment, since the cross-sectional area of the litz wire 22 can be ensured, an increase in heat generation of the vehicle side coil 15 can be suppressed.
また、例えば、車両側コイルユニット９の軽量化が必要な場合には、図９に示すように、車両側コイル１５のリッツワイヤ２２の素線２３の数を減らして、リッツワイヤ２２の断面積を減少させ、車両側コイル１５の巻数を増加させてもよい。この場合、リッツワイヤ２２の断面積が減少した分、抵抗が増加するために、車両側コイル１５の発熱が増加するが、車両側コイル１５の重量増加を抑制することができる。 Further, for example, when it is necessary to reduce the weight of the vehicle side coil unit 9, as shown in FIG. 9, the number of the strands 23 of the litz wire 22 of the vehicle side coil 15 is reduced to reduce the cross-sectional area of the litz wire 22. May be decreased, and the number of turns of the vehicle-side coil 15 may be increased. In this case, since the resistance increases as the cross-sectional area of the litz wire 22 decreases, the heat generation of the vehicle-side coil 15 increases, but the weight increase of the vehicle-side coil 15 can be suppressed.
また、本実施の形態では、車両側コイル１５を構成するリッツワイヤ２２を平板円形状に１層で巻回する構成例を挙げたが、これに限定するものではない。例えば、車両側コイルユニット９を小型化する場合には、車両側コイル１５の巻数を増加させるために、図１０に示すように、車両側コイル１５のリッツワイヤ２２を複数段に積層して巻回してもよい。この構成とすることにより、車両側コイル１５の外径の大きさを抑えつつ、巻数を増加することが可能となる。この構成では、車両側コイル１５の隣り合う巻き（ターン）間の電圧は単層巻きよりも増加するため、絶縁性を向上させるために、リッツワイヤ２２のさらに外層にテフロン（登録商標）等の絶縁層２４を設けたり（図１１に示す）、車両側コイル１５の隣り合う巻き（ターン）間に樹脂等の絶縁壁を設けるなどの構成をとることが好ましい。 Further, in the present embodiment, a configuration example in which the litz wire 22 constituting the vehicle side coil 15 is wound in a flat plate shape with one layer is given, but the present invention is not limited to this. For example, when the vehicle side coil unit 9 is downsized, in order to increase the number of turns of the vehicle side coil 15, the litz wire 22 of the vehicle side coil 15 is laminated and wound in a plurality of stages as shown in FIG. You may turn. With this configuration, the number of turns can be increased while suppressing the outer diameter of the vehicle-side coil 15. In this configuration, the voltage between adjacent turns (turns) of the vehicle-side coil 15 is increased as compared with the single-layer winding. Therefore, in order to improve insulation, the outer layer of the litz wire 22 is made of Teflon (registered trademark) or the like. It is preferable to adopt a configuration in which an insulating layer 24 is provided (shown in FIG. 11) or an insulating wall such as a resin is provided between adjacent turns (turns) of the vehicle-side coil 15.
また、本実施の形態では、車両側コイル１５と地上側コイル１３が略同一の外径と内径に形成したが、例えば、車両側コイル１５の面積（平板円形状に構成されている円の部分の面積）＞地上側コイル１３の面積としてもよい。この構成では、車両側コイル１５と地上側コイル１３がずれて対向された時でも地上側コイル１３の磁界が車両側コイル１５に到達しやすくなり、漏洩磁界が低減されることに加えて、電力伝送効率の低下を抑制することが可能となる。 In the present embodiment, the vehicle-side coil 15 and the ground-side coil 13 are formed to have substantially the same outer diameter and inner diameter. For example, the area of the vehicle-side coil 15 (a circular portion configured in a flat plate shape) The area of the ground side coil 13 may be set. In this configuration, even when the vehicle-side coil 15 and the ground-side coil 13 are opposed to each other, the magnetic field of the ground-side coil 13 can easily reach the vehicle-side coil 15 and the leakage magnetic field is reduced. It is possible to suppress a decrease in transmission efficiency.
なお、上述の説明では、リッツワイヤ２２が扁平されて楕円形状断面を有する構成を例として説明したが、リッツワイヤ２２を長方形状断面に形成してもよい。 In the above description, the configuration in which the litz wire 22 is flattened and has an elliptical cross section has been described as an example, but the litz wire 22 may be formed in a rectangular cross section.
また、地上側コイル１３および車両側コイル１５の外形形状を円形状に形成した例により説明したが、多角形状の外形形状に形成してもよい。 Moreover, although the external shape of the ground side coil 13 and the vehicle side coil 15 was demonstrated by the example formed in circular shape, you may form in a polygonal external shape.
上述の説明では、給電装置１が地上側に配置され、受電装置８が車両に搭載されるような場合を例として説明したが、受電装置が地上側に配置され、給電装置が車両側に配置されるような構成に対しても、本発明を適用できる。 In the above description, the case where the power feeding device 1 is disposed on the ground side and the power receiving device 8 is mounted on the vehicle has been described as an example. However, the power receiving device is disposed on the ground side and the power feeding device is disposed on the vehicle side. The present invention can be applied to such a configuration.
なお、上記様々な実施の形態のうちの任意の実施の形態を適宜組み合わせることにより、それぞれの有する効果を奏するようにすることができる。 It is to be noted that, by appropriately combining any of the above-described various embodiments, the effects possessed by them can be produced.
本発明によれば、給電装置と受電装置との間の位置ずれの影響を低減して、非接触電力電送における給電効率（送電効率）の低減を抑制できるため、例えば電気自動車やプラグインハイブリッド車のような電気推進車両の充電等に用いられる非接触電力伝送装置の給電装置および受電装置に適用できる。 According to the present invention, it is possible to reduce the influence of the positional deviation between the power feeding device and the power receiving device, and to suppress the reduction in power feeding efficiency (power transmission efficiency) in non-contact power transmission. For example, an electric vehicle or a plug-in hybrid vehicle The present invention can be applied to a power feeding device and a power receiving device of a non-contact power transmission device used for charging such an electric propulsion vehicle.
２ 交流電源
７ 高周波電源（電力制御装置）
１０ 整流部
１１ 負荷（バッテリー）
１３ １次コイル（地上側コイル）
１５ ２次コイル（車両側コイル）
2 AC power supply 7 High frequency power supply (power control device)
10 Rectifier 11 Load (battery)
13 Primary coil (ground side coil)
15 Secondary coil (vehicle side coil)
Claims (4)
前記１次コイルおよび前記２次コイルは、コイル線を巻回して形成され、
前記２次コイルの巻数を前記１次コイルの巻数より大きく設定する構成とした非接触電力伝送装置。 A power feeding device having a primary coil that generates a magnetic field by a supply current from a power source, and a power receiving device having a secondary coil that receives power by the magnetic field from the primary coil,
The primary coil and the secondary coil are formed by winding a coil wire,
A non-contact power transmission apparatus configured to set the number of turns of the secondary coil to be larger than the number of turns of the primary coil.
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