WO2011142421A1 - Resonance-type non-contact power supply system for vehicle - Google Patents

Resonance-type non-contact power supply system for vehicle Download PDF

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Publication number
WO2011142421A1
WO2011142421A1 PCT/JP2011/060944 JP2011060944W WO2011142421A1 WO 2011142421 A1 WO2011142421 A1 WO 2011142421A1 JP 2011060944 W JP2011060944 W JP 2011060944W WO 2011142421 A1 WO2011142421 A1 WO 2011142421A1
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WO
WIPO (PCT)
Prior art keywords
power supply
vehicle
lane
power
speed
Prior art date
Application number
PCT/JP2011/060944
Other languages
French (fr)
Japanese (ja)
Inventor
和良 高田
山本　幸宏
古池　剛
石川　哲浩
Original Assignee
株式会社 豊田自動織機
トヨタ自動車 株式会社
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Publication date
Application filed by 株式会社 豊田自動織機, トヨタ自動車 株式会社 filed Critical 株式会社 豊田自動織機
Publication of WO2011142421A1 publication Critical patent/WO2011142421A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/005—Current collectors for power supply lines of electrically-propelled vehicles without mechanical contact between the collector and the power supply line
    • 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
    • B60L53/305—Communication interfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles
    • B60L53/38—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles specially adapted for charging by inductive energy transfer
    • 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
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M7/00—Power lines or rails specially adapted for electrically-propelled vehicles of special types, e.g. suspension tramway, ropeway, underground railway
    • B60M7/003—Power lines or rails specially adapted for electrically-propelled vehicles of special types, e.g. suspension tramway, ropeway, underground railway for vehicles using stored power (e.g. charging stations)
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/005—Mechanical details of housing or structure aiming to accommodate the power transfer means, e.g. mechanical integration of coils, antennas or transducers into emitting or receiving devices
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
    • H02J50/12—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling of the resonant type
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/40—Circuit arrangements or systems for wireless supply or distribution of electric power using two or more transmitting or receiving devices
    • H02J50/402—Circuit arrangements or systems for wireless supply or distribution of electric power using two or more transmitting or receiving devices the two or more transmitting or the two or more receiving devices being integrated in the same unit, e.g. power mats with several coils or antennas with several sub-antennas
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/80—Circuit arrangements or systems for wireless supply or distribution of electric power involving the exchange of data, concerning supply or distribution of electric power, between transmitting devices and receiving devices
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/00032—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries characterised by data exchange
    • H02J7/00034—Charger exchanging data with an electronic device, i.e. telephone, whose internal battery is under charge
    • 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
    • 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

Definitions

  • the present invention relates to a resonance type non-contact power feeding system for vehicles. More specifically, the present invention relates to a resonance type non-contact power feeding system for a vehicle that performs non-contact power feeding to a power storage device mounted on the vehicle while the vehicle is running.
  • a vehicle power supply system that supplies power to a traveling vehicle equipped with a battery in a contactless manner (see, for example, Patent Document 1).
  • the vehicle is equipped with a drive source that generates vehicle drive force when power is supplied from a battery.
  • the road-side power supply device included in the vehicle power supply system described in the above document when receiving a power supply request from the vehicle when the storage amount of the in-vehicle battery is equal to or less than a predetermined amount, supplies power toward the vehicle corresponding to the power supply request. send.
  • Each vehicle is equipped with vehicle information transmitting means for transmitting vehicle information, which is information related to the vehicle, when the amount of storage of the battery is equal to or less than a predetermined amount.
  • the determination unit included in the road-side power supply apparatus receives power supply requests from two or more vehicles, the determination unit determines the degree of each power supply request based on the vehicle information from the vehicle information transmission unit.
  • the road-side power supply device is configured to send electric power toward the vehicle corresponding to the power supply request with the highest degree of determination.
  • the implicit assumption in the document is that a vehicle that requires charging and a vehicle that does not require charging travel on the same road; and each vehicle travels at normal speed during charging. is there.
  • the remaining capacity of each battery is not the same when the vehicle requests charging. That is, the remaining capacity of the battery at the time of charge request differs depending on the judgment of each driver. A battery having a small remaining capacity and a battery having a large remaining capacity differ in charging time required for charging a necessary amount.
  • An object of the present invention is to provide a resonant non-contact power supply system for a vehicle that can efficiently supply power to a vehicle that needs to be charged while the vehicle is traveling without causing traffic congestion on the road. is there.
  • a resonant non-contact power feeding system for a vehicle supplies power to a power storage device mounted on a vehicle equipped with a power receiving facility in a non-contact manner while the vehicle is running.
  • the vehicle resonance type non-contact power supply system includes a plurality of power supply lanes branched from a vehicle travel path; and a power supply facility provided along each of the power supply lanes. Further, the vehicle resonance type non-contact power supply system is provided in the vehicle and outputs a notification signal for notifying the power supply facility of the remaining capacity of the power storage device; and a lane instruction provided in the power supply facility A part.
  • indication part is comprised so that it may instruct
  • the power supply facility is configured such that there are a plurality of power supply lanes with different amounts of power supplied to the vehicle when the vehicle travels in the power supply lane at the same speed and at the same time.
  • the lane instruction unit is configured to instruct a vehicle having a small remaining capacity of the power storage device to travel in a power supply lane in which the amount of power to be supplied is increased.
  • a vehicle that receives power supply from the power supply facility for charging (storage) the power storage device travels in a dedicated power supply lane branched from the travel path.
  • the vehicle notifies the power supply facility of the remaining capacity of the power storage device by a notification unit (notification means).
  • the lane instruction unit (lane instruction means) equipped in the power supply facility instructs the power supply lane on which the vehicle that has output the notification signal should travel.
  • the lane instruction unit instructs a power supply lane in which the amount of power to be supplied is increased for a vehicle having a small remaining capacity of the power storage device. In this way, the vehicle travels in the designated power supply lane.
  • the non-contact power feeding system configured as described above can efficiently supply power to a traveling vehicle while requiring charging without causing congestion of the vehicle on the traveling road.
  • Fig.1 (a) is a top view of the electric power feeding lane of the resonance type non-contact electric power feeding system for vehicles.
  • FIG.1 (b) is a side view of the electric power feeding installation of the low speed electric power feeding lane shown in the upper part of Fig.1 (a).
  • FIG.1 (c) is a side view of the electric power feeding installation of the high-speed electric power feeding lane shown in the lower part of Fig.1 (a).
  • Fig.3 (a) is a schematic top view which shows arrangement
  • FIG. 3B is a side view showing the relationship between the power supply facility and the power receiving facility shown in FIG.
  • FIG 1 and 2 illustrate an embodiment embodying the present invention.
  • a vehicle resonance type non-contact power feeding system (hereinafter sometimes simply referred to as a non-contact power feeding system) includes a first power feeding lane branched from a traveling path 20 of the vehicle 10. And a high-speed power supply lane 22 as a second power supply lane. That is, the non-contact power supply system includes a plurality of power supply lanes branched from the travel path 20 to supply power to the traveling vehicle 10. The traveling speed of the vehicle 10 traveling in these power supply lanes is specified to be lower than the traveling speed on the traveling path 20. Furthermore, the designated speed of the low-speed power supply lane 21 is set to be lower than the designated speed of the high-speed power supply lane 22. In the vicinity of the entrance of each power supply lane, a display device for displaying the designated speed is provided to inform the passenger of the vehicle 10 of the designated speed.
  • a power supply facility 23 is provided along each of the low-speed power supply lane 21 and the high-speed power supply lane 22.
  • Each of the power supply facilities 23 includes a high-frequency power source 24 as an AC power source, a primary coil 25, a primary resonance coil 26 as a resonance coil, and a power supply facility control device 27.
  • one power supply facility control device 27 is provided in common (shared) by the power supply facility 23 of the low-speed power supply lane 21 and the power supply facility 23 of the high-speed power supply lane 22.
  • the high frequency power supply 24, the primary coil 25, and the primary side resonance coil 26 are provided below the low speed power supply lane 21 and the high speed power supply lane 22, respectively.
  • a plurality of high-frequency power supplies 24 are provided along the low-speed power supply lane 21, and a similar high-frequency power supply 24 is provided along the high-speed power supply lane 22 as shown in FIG. A plurality are provided.
  • the number of high-frequency power sources 24 provided in the low-speed power supply lane 21 is larger than the number of high-frequency power sources 24 provided in the high-speed power supply lane 22.
  • the high frequency power supply 24 is arranged at almost equal intervals for each power supply lane.
  • Each high frequency power supply 24 is configured to output an alternating current having a predetermined frequency (resonance frequency).
  • Each primary coil 25 is connected to a high frequency power supply 24.
  • the primary coil 25 and the primary side resonance coil 26 are disposed so as to be coaxially positioned so that the axial centers of these coils extend in a direction perpendicular to the ground surface. Therefore, comparing the case where the same vehicle 10 travels in the low-speed power supply lane 21 at the same speed and the same time (that is, the same travel distance) with the case where the same vehicle 10 travels in the high-speed power supply lane 22, the vehicle 10 traveling in the low-speed power supply lane 21.
  • the amount of electric power to be fed is larger than that of the vehicle 10 traveling on the high-speed power feeding lane 22.
  • a capacitor C is connected to the primary side resonance coil 26.
  • the power supply equipment control device 27 is arranged in the vicinity where both the low-speed power supply lane 21 and the high-speed power supply lane 22 are branched from the travel path 20.
  • the power supply equipment control device 27 controls the high frequency power supply 24.
  • the power supply facility control device 27 includes a power supply communication device 28 for wirelessly communicating with the vehicle 10. Based on the remaining capacity information that is information on the remaining capacity of the power storage device transmitted from the vehicle 10 that requires charging, the power feeding facility control device 27 sets the low-speed power feeding lane 21 and the high-speed power feeding lane 22 to the vehicle 10. Instruct which one to drive. That is, the power supply equipment control device 27 also functions as a lane instruction unit (lane support means).
  • the power supply equipment control device 27 compares the actual remaining capacity, which is the actual remaining capacity of the power storage device, with the reference remaining capacity as the reference remaining capacity. If the power supply equipment control device 27 determines that the actual remaining capacity is smaller than the reference remaining capacity, the low-speed power supply lane 21 in which the amount of power supplied to the vehicle is greater than that of the high-speed power supply lane 22 at the same speed and the same travel distance. The vehicle 10 is instructed to travel. On the other hand, if the power supply equipment control device 27 determines that the actual remaining capacity is larger than the reference remaining capacity, it instructs the vehicle 10 to travel on the high-speed power supply lane 22.
  • the reference remaining capacity is based on, for example, whether or not the vehicle 10 can travel after charging when the secondary battery 15 is charged from the reference remaining capacity until the next power supply facility 23 is provided. Is set.
  • the vehicle 10 includes a power receiving facility 11 that receives power from the power feeding facility 23 in a contactless manner.
  • the power receiving facility 11 includes a secondary resonance coil 12, a secondary coil 13, a charger 14, a secondary battery 15, and a vehicle control device 16.
  • the secondary battery 15 is a battery as a power storage device.
  • a capacitor C different from the primary side resonance coil 26 is connected to the secondary side resonance coil 12.
  • the secondary coil 13 is connected to the charger 14.
  • the charger 14 includes a rectifier (not shown) and a DC / DC converter (not shown) that converts the direct current rectified by the rectifier into a voltage suitable for charging the secondary battery 15.
  • the vehicle control device 16 as a vehicle side control device controls the switching element of the DC / DC converter of the charger 14 at the time of charging.
  • the vehicle 10 includes a traveling motor (not shown), and the secondary battery 15 serves as a power source for the motor.
  • the vehicle 10 also includes an in-vehicle communication device 17 and a remaining capacity detection unit (remaining capacity detection means, not shown) that detects the remaining capacity of the secondary battery 15.
  • the remaining capacity detection unit detects the remaining capacity of the secondary battery 15 by detecting and integrating the discharge voltage and the discharge current amount when the secondary battery 15 is discharged after the secondary battery 15 is charged.
  • the remaining capacity detection unit displays the detected remaining capacity of the secondary battery 15 on the remaining capacity display device 18 that can be visually recognized by the driver of the vehicle 10.
  • the vehicle control device 16 includes a charging instruction input unit (charging instruction input means, for example, an operation switch) to which a driver inputs a charging instruction.
  • a charging instruction input unit charging instruction input means, for example, an operation switch
  • the vehicle control device 16 confirms the remaining capacity of the secondary battery 15 from the remaining capacity detection unit before the vehicle 10 enters the power supply lane for charging.
  • the in-vehicle communication device 17 notifies the power supply facility control device 27 of the remaining capacity. That is, the vehicle control device 16 constitutes a notification unit (notification unit) that notifies the power supply facility 23 of the remaining capacity of the secondary battery 15 as the remaining capacity of the power storage device.
  • the driver of the vehicle 10 determines that the secondary battery 15 needs to be charged by checking the display of the remaining capacity display device 18, the driver inputs a charging instruction to the charging instruction input unit.
  • the remaining capacity information of the secondary battery 15 is input to the vehicle control device 16 by the remaining capacity detection unit.
  • the vehicle control device 16 communicates (reports) the input remaining capacity information to the power supply equipment control device 27 using the in-vehicle communication device 17.
  • the vehicle 10 transmits either the low speed power supply lane 21 or the high speed power supply lane 22 to the vehicle 10 that has transmitted the remaining capacity information based on the remaining capacity information.
  • An instruction signal indicating whether or not to travel is transmitted (output).
  • the power supply facility control device 27 instructs the vehicle 10 to travel on the low-speed power supply lane 21, or when it is determined that the remaining capacity is large, the power supply facility control device 27 travels on the high-speed power supply lane 22. The vehicle 10 is instructed to do so.
  • the vehicle 10 enters the instructed power supply lane and travels at the specified speed in the power supply lane. Although the designated speed is displayed near and in the middle of the entrance of the power supply lane, the power supply equipment control device 27 instructs the vehicle 10 also about the designated speed when instructing the vehicle 10 of the power supply lane. While the vehicle 10 is traveling on the low-speed power supply lane 21 or the high-speed power supply lane 22, the high-frequency power supply 24 of the power supply facility 23 outputs AC power having a resonance frequency to the primary coil 25. As a result, electric power is supplied from the primary resonance coil 26 to the secondary resonance coil 12 by non-contact resonance. The electric power received by the secondary resonance coil 12 is supplied to the charger 14 via the secondary coil 13 and is rectified by the charger 14. The rectified power is further boosted by the charger 14 to a voltage suitable for charging the secondary battery 15 and supplied to the secondary battery 15. In this way, the secondary battery 15 is charged.
  • the vehicle control device 16 controls the charger 14 so as to end the charging when the secondary battery 15 is fully charged while the vehicle 10 is traveling in the low-speed power supply lane 21 or the high-speed power supply lane 22. Therefore, the vehicle 10 continues traveling in the low-speed power supply lane 21 or the high-speed power supply lane 22 in a state where charging is completed.
  • the secondary battery 15 is not always charged until the vehicle 10 is fully charged while the vehicle 10 is traveling in the low-speed power supply lane 21 or the high-speed power supply lane 22.
  • This embodiment has the following advantages.
  • a resonance type non-contact power feeding system for a vehicle includes a plurality of power feeding lanes (low speed power feeding lane 21 and high speed power feeding lane 22) branched from the traveling path 20 of the vehicle 10, and power feeding equipment provided along each power feeding lane. 23.
  • the vehicular resonance-type non-contact power feeding system further includes a lane instruction unit (power feeding equipment control device 27) that outputs an instruction on which power feeding lane among the plurality of power feeding lanes to travel to the vehicle 10.
  • a notification unit vehicle control device 16 equipped in the vehicle 10 notifies the power supply facility 23 of the remaining capacity of the secondary battery 15.
  • the lane instruction unit outputs to the vehicle 10 an instruction as to which power supply lane should be traveled based on the notification signal from the notification unit.
  • the power supply facility 23 is configured such that there are power supply lanes with different amounts of power supplied to the vehicle 10 when the vehicle 10 travels at the same speed and at the same time.
  • the lane instruction unit instructs the vehicle 10 having a small remaining capacity of the secondary battery 15 to travel in a power supply lane in which the amount of power to be supplied is increased. Therefore, the present embodiment can efficiently supply power to the vehicle 10 that needs to be charged while the vehicle 10 is traveling without causing congestion of the vehicle 10 on the travel path 20.
  • the plurality of power supply lanes are composed of a low-speed power supply lane 21 and a high-speed power supply lane 22.
  • the vehicle 10 traveling on the low-speed power supply lane 21 travels at a lower speed than the vehicle traveling on the high-speed power supply lane 22. Therefore, even if the number of the high-frequency power sources 24 and the primary resonance coils 26 constituting the power supply facility 23 is the same between the power supply facility 23 in the low-speed power supply lane 21 and the power supply facility 23 in the high-speed power supply lane 22, The vehicle 10 traveling in the lane 21 can receive more power than in the case of traveling in the high-speed power supply lane 22.
  • the power supply facility 23 in the low-speed power supply lane 21 is provided with a larger number of primary resonance coils 26 than the power supply facility 23 in the high-speed power supply lane 22. Therefore, in the present embodiment, for example, the number of primary resonance coils 26 of the power supply facility 23 provided along the low-speed power supply lane 21 is the same as the number of primary resonance coils 26 of the power supply facility 23 of the high-speed power supply lane 22. Compared with the case where it is, it can increase the electric energy with which the secondary battery 15 is charged (power storage) while moving the same distance. Therefore, in the present embodiment, even if the traveling speed (pointing speed) of the vehicle 10 is increased, it is possible to ensure a necessary charge amount. That is, the time required for passing through the low-speed power supply lane 21 can be shortened.
  • the remaining capacity detection unit that detects the remaining capacity of the secondary battery 15 detects and integrates the discharge voltage and the amount of discharge current at the time of discharging after the secondary battery 15 is charged. The remaining capacity of the secondary battery 15 is detected. Therefore, the present embodiment can detect the remaining capacity of the secondary battery 15 more accurately than when detecting the remaining capacity of the secondary battery 15 based on the voltage and temperature of the secondary battery 15, for example.
  • the embodiment is not limited to the above, and may be embodied as follows, for example.
  • the vehicle speed of the vehicle 10 traveling in the low-speed power supply lane 21 or the high-speed power supply lane 22 may be changed according to the remaining capacity of the secondary battery 15 (power storage device).
  • the power supply facility control device 27 transmits an instruction command for a power supply lane to travel to the vehicle 10 that has transmitted the remaining capacity information
  • the power transmission facility control apparatus 27 transmits a command signal for the travel speed according to the remaining capacity.
  • the vehicle 10 travels at the commanded speed as long as an appropriate distance from the other vehicle 10 traveling in front of the host vehicle can be secured. In this case, more appropriate charging is possible.
  • the traveling speed of each of the low-speed power supply lane 21 and the high-speed power supply lane 22 is not limited to a constant speed over the entire length of the power supply lanes, but may be limited so as to increase stepwise.
  • the power supply facility control device 27 may change the transmission power of the power supply facility 23 according to the remaining capacity of the power storage device (secondary battery 15). That is, the output of the high frequency power supply 24 may be changed according to the remaining capacity of the power storage device.
  • the power supply facility 23 may be configured such that there are a plurality of power supply lanes with different amounts of power supplied to the vehicle 10 when the vehicle 10 travels at the same speed and at the same time.
  • the number of high-frequency power supplies 24 and primary resonance coils 26 constituting the power supply facility 23 of the low-speed power supply lane 21 is equal to the number of high-frequency power supplies 24 and primary resonance coils 26 constituting the power supply facility 23 of the high-speed power supply lane 22. It may be the same.
  • the traveling speed (restricted speed) of the vehicle 10 is the same in the first power supply lane and the second power supply lane
  • the number of the high-frequency power sources 24 and the primary-side resonance coils 26 constituting the power supply facility 23 in the first power supply lane is set.
  • the number of the high-frequency power sources 24 and the primary-side resonance coils 26 constituting the power supply facility 23 of the second power supply lane may be increased.
  • the power supply equipment control device 27 is not limited to controlling the plurality of high-frequency power sources 24 included in the low-speed power supply lane 21 so as to all have the same output.
  • the plurality of high-frequency power supplies 24 included in the high-speed power supply lane 22 are not limited to being controlled so as to all have the same output.
  • the power supply equipment control device 27 may control the output of the high frequency power supply 24 provided on the entrance side of the power supply lane to be higher than the output of the high frequency power supply 24 provided on the exit side. That is, the power supply equipment control device 27 may perform control so that the output of the high frequency power supply 24 changes stepwise depending on the position where the high frequency power supply 24 is disposed.
  • the power supply facility control device 27 stops the output of the high frequency power supply 24.
  • the power supply facility control device 27 outputs the output of the high frequency power supply 24 of the power supply lane in which the vehicle 10 travels.
  • the high frequency power supply 24 may be controlled to start the operation. In this case, for example, power consumption can be reduced compared to a case where the high frequency power supply 24 is in a normal output state.
  • the power supply facility control device 27 is a high-frequency power source that exists in a predetermined range across the point where the vehicle 10 is traveling. It is also possible to control so that only 24 is in the output state and the high-frequency power supply 24 at other points is stopped.
  • the power feeding equipment control device 27 estimates the point where the vehicle 10 is traveling from, for example, the vehicle speed of the vehicle 10 and the elapsed time from the time when the vehicle 10 starts traveling on the power feeding lane. Also in this case, for example, power consumption can be reduced as compared with a case where the high frequency power supply 24 is in a normal output state.
  • the low-speed power supply lane 21 and the high-speed power supply lane 22 are not limited to being arranged on both sides of the travel path 20.
  • both the low-speed power supply lane 21 and the high-speed power supply lane 22 may be provided in parallel on one side of the traveling path 20.
  • the power supply equipment 23 provided along each power supply lane is configured so that the amount of power supplied to the vehicle 10 when the vehicle 10 travels at the same speed and at the same time is different in all the power supply lanes. Not limited.
  • the power supply facility 23 may be configured so that two of the three power supply lanes are the low-speed power supply lanes 21 and the remaining one lane is the high-speed power supply lane 22.
  • the time required for the vehicle 10 to pass through the high-speed power supply lane 22 is shorter than the time required to pass through the low-speed power supply lane 21. Therefore, more vehicles 10 need to be charged when the low-speed power supply lanes 21 are provided more than the high-speed power supply lanes 22 as compared with the case where the high-speed power supply lanes 22 are provided more than the low-speed power supply lanes 21, for example. It is easy to supply power correspondingly.
  • the power supply facility 23 is not limited to being provided below the ground surface of the low-speed power supply lane 21 or the high-speed power supply lane 22.
  • the power supply facility 23 may be provided on the side of the low-speed power supply lane 21 or the high-speed power supply lane 22.
  • the low-speed power supply lane 21 and the high-speed power supply lane 22 are provided outdoors. For this reason, compared with the case where the power supply facility 23 is provided below the low-speed power supply lane 21 and the high-speed power supply lane 22, the configuration in which rainwater does not adversely affect the power supply facility 23 is facilitated. At the same time, maintenance becomes easy.
  • 3A and 3B show a case where the power supply facility 23 is provided on the side of the low-speed power supply lane 21 or the high-speed power supply lane 22.
  • the axial centers of the primary coil 25 and the primary resonance coil 26 are arranged so as to extend in a horizontal direction with respect to the ground surface and in a direction orthogonal to the low-speed power supply lane 21.
  • the primary coil 25 and the primary side resonance coil 26 are arrange
  • the secondary resonance coil 12 and the secondary coil 13 of the power receiving equipment 11 are provided so that the axial centers of these coils extend in the horizontal direction and in parallel with the axle of the wheel 19 of the vehicle 10.
  • the secondary resonance coil 12 and the secondary coil 13 are connected to the vehicle 10 as compared with a case where the axial centers of the secondary resonance coil 12 and the secondary coil 13 extend obliquely with respect to the horizontal direction. It becomes easy to secure the space provided in the.
  • the lane instruction unit may be provided independently of the power supply equipment control device 27. That is, it is not essential for the lane instruction unit to control the high-frequency power supply 24, and the remaining capacity information of the power storage device is received from the vehicle 10, and power supply that should enter (run) the vehicle 10 based on the information. It may be configured to indicate a lane.
  • the resonance type non-contact power feeding system includes a primary coil 25, a primary side resonance coil 26, a secondary side resonance coil 12, and a secondary coil. Not all 13 are required. That is, the resonance-type non-contact power feeding system only needs to include at least the primary side resonance coil 26 and the secondary side resonance coil 12. However, the resonance type non-contact power feeding system including all of the primary coil 25, the primary side resonance coil 26, the secondary side resonance coil 12, and the secondary coil 13 is, for example, the primary coil 25 or 2. Compared to the case where the next coil 13 is deleted, it is easier to adjust the resonance state. Furthermore, even when the distance between the primary side resonance coil 26 and the secondary side resonance coil 12 is increased, the resonance state is easily maintained.
  • the secondary resonance coil 12 and the primary resonance coil 26 wound in a spiral are respectively extended in parallel to the feeding lane. You may arrange as follows.
  • the vehicle to which the present invention is applied is not limited to a vehicle that requires a driver, and may be an automatic guided vehicle.
  • the charger 14 may not be provided with a booster circuit.
  • the charger 14 may charge the secondary battery 15 simply by rectifying the alternating current output from the secondary resonance coil 12 with a rectifier.
  • the power storage device may be a DC power source that stores the supplied DC power and can be charged and discharged. That is, the power storage device is not limited to the secondary battery (battery) 15 but may be a large-capacity capacitor.
  • the primary-side resonance coil 26 and the secondary-side resonance coil 12 are not limited to the shape in which the electric wire is wound spirally, but may have a shape wound spirally on a single plane.
  • the capacitors C connected to the primary resonance coil 26 and the secondary resonance coil 12 may be omitted.
  • the configuration in which the capacitor C is connected to the primary resonance coil 26 and the secondary resonance coil 12 can lower the resonance frequency, for example, compared to the case where the capacitor C is omitted. If the resonance frequency is the same, the primary side resonance coil 26 and the secondary side resonance coil 12 to which the capacitor C is connected can be reduced in size compared to the case where the capacitor C is omitted.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Transportation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)
  • Traffic Control Systems (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

Disclosed is a resonance-type non-contact power supply system for vehicles which is provided with: a plurality of power supply lanes (21, 22) branching off from a road in which a vehicle (10) travels; and power supply equipment (23) arranged separately along the power supply lanes. A notification unit (16) equipped to the vehicle outputs a notification signal which notifies the power supply equipment of the remaining capacity of a power storage device (15). A lane direction unit (27) equipped to the power supply equipment directs the vehicle having the notification unit (16) that output the notification signal which power supply lane among the plurality of power lanes (21, 22) the vehicle should travel on. The power supply equipment (23) is configured so that a plurality of power supply lanes exist in which the amount of power supplied to a vehicle is different when a vehicle travels on each power supply lane at the same speed and for the same duration. The lane direction unit (27) directs vehicles in which the remaining capacity of the power storage device is low to travel on the power supply lane (21) in which the amount of power supplied is larger.

Description

車両用共鳴型非接触給電システムResonant contactless power supply system for vehicles
　本発明は、車両用共鳴型非接触給電システムに係る。詳しくは本発明は、車両に搭載された蓄電装置に、車両走行中に非接触給電する車両用共鳴型非接触給電システムに関する。 The present invention relates to a resonance type non-contact power feeding system for vehicles. More specifically, the present invention relates to a resonance type non-contact power feeding system for a vehicle that performs non-contact power feeding to a power storage device mounted on the vehicle while the vehicle is running.
　従来、バッテリを搭載した走行中の車両に、非接触で電力を供給する車両用電力供給システムが提案されている（たとえば特許文献１参照。）。車両は、バッテリから電力供給されることによって車両駆動力を発生する駆動源を搭載している。前記文献に記載された車両用電力供給システムが備える路側給電装置は、車載バッテリの蓄電量が所定量以下であるときに車両から給電要求を受けると、給電要求に対応する車両に向かって電力を送る。それぞれ車両は、バッテリの蓄電量が所定量以下であるときに、車両に関する情報である車両情報を送信する車両情報送信手段を搭載している。路側給電装置が有する判定手段は、２つ以上の車両から給電要求を受けたときには、前記車両情報送信手段からの車両情報に基づきそれぞれの給電要求の度合を判定する。そして路側給電装置は、判定された度合が最も高い給電要求に対応する車両に向かって、電力を送るように構成されている。 Conventionally, there has been proposed a vehicle power supply system that supplies power to a traveling vehicle equipped with a battery in a contactless manner (see, for example, Patent Document 1). The vehicle is equipped with a drive source that generates vehicle drive force when power is supplied from a battery. The road-side power supply device included in the vehicle power supply system described in the above document, when receiving a power supply request from the vehicle when the storage amount of the in-vehicle battery is equal to or less than a predetermined amount, supplies power toward the vehicle corresponding to the power supply request. send. Each vehicle is equipped with vehicle information transmitting means for transmitting vehicle information, which is information related to the vehicle, when the amount of storage of the battery is equal to or less than a predetermined amount. When the determination unit included in the road-side power supply apparatus receives power supply requests from two or more vehicles, the determination unit determines the degree of each power supply request based on the vehicle information from the vehicle information transmission unit. The road-side power supply device is configured to send electric power toward the vehicle corresponding to the power supply request with the highest degree of determination.
特開２００８－１１６８１号公報JP 2008-11681 A
　前記文献が暗黙の前提としていることは、充電を必要とする車両と、充電を必要としない車両とは同じ走行路を走行すること；そしてそれぞれ車両は充電中も通常の速度で走行することである。しかし、現状の共鳴型非接触給電システムは、通常の速度で走行している状態の車両に、効率良く充電することは難しい。そのため現状では、効率良く充電される条件で充電中の車両と、充電を必要としない車両とが同じ走行路を走行すると、車両の渋滞が生じる。すなわち、充電を必要としない車両の走行に支障を来す。またそれぞれ車両が充電を要求する場合の、それぞれのバッテリの残存容量は同じではない。つまり運転者それぞれの判断によって、充電要求時におけるバッテリの残存容量が異なる。そして残存容量が少ない状態のバッテリと、残存容量が多い状態のバッテリとでは、必要量を充電するために必要な充電時間が異なる。 The implicit assumption in the document is that a vehicle that requires charging and a vehicle that does not require charging travel on the same road; and each vehicle travels at normal speed during charging. is there. However, it is difficult for the current resonance-type non-contact power feeding system to efficiently charge a vehicle running at a normal speed. Therefore, at present, when a vehicle that is being charged under the condition of being charged efficiently and a vehicle that does not require charging travel on the same travel path, a traffic jam of the vehicle occurs. That is, it hinders the running of a vehicle that does not require charging. In addition, the remaining capacity of each battery is not the same when the vehicle requests charging. That is, the remaining capacity of the battery at the time of charge request differs depending on the judgment of each driver. A battery having a small remaining capacity and a battery having a large remaining capacity differ in charging time required for charging a necessary amount.
　本発明の目的は、走行路における車両の渋滞を招くことなく、充電を必要とする車両に当該車両の走行中に効率良く給電することができる車両用共鳴型非接触給電システムを提供することにある。 An object of the present invention is to provide a resonant non-contact power supply system for a vehicle that can efficiently supply power to a vehicle that needs to be charged while the vehicle is traveling without causing traffic congestion on the road. is there.
　前記の目的を達成するために、本発明が提供する車両用共鳴型非接触給電システムは、受電設備を備えた車両に搭載された蓄電装置に対して、前記車両の走行中に非接触で給電するように構成される。前記車両用共鳴型非接触給電システムは、車両用の走行路から分岐した複数の給電レーンと；それぞれ前記給電レーンに沿って設けられた給電設備とを備える。さらに前記車両用共鳴型非接触給電システムは、前記車両に装備されるとともに前記蓄電装置の残存容量を前記給電設備に報知する報知信号を出力する報知部と；前記給電設備に装備されるレーン指示部とを備える。前記レーン指示部は、前記報知信号を出力した報知部を備えた車両に、前記報知信号に基づき前記複数の給電レーンのうちのどの給電レーンを走行すべきか指示するように構成される。前記給電設備は、車両がそれぞれ前記給電レーンを同じ速度かつ同じ時間で走行した場合に前記車両に給電される電力量が、互いに異なる給電レーンが複数存在するように構成される。前記レーン指示部は、前記蓄電装置の残存容量が少ない車両には、給電される電力量が多くなる給電レーンを走行するように指示するように構成されている。 In order to achieve the above object, a resonant non-contact power feeding system for a vehicle provided by the present invention supplies power to a power storage device mounted on a vehicle equipped with a power receiving facility in a non-contact manner while the vehicle is running. Configured to do. The vehicle resonance type non-contact power supply system includes a plurality of power supply lanes branched from a vehicle travel path; and a power supply facility provided along each of the power supply lanes. Further, the vehicle resonance type non-contact power supply system is provided in the vehicle and outputs a notification signal for notifying the power supply facility of the remaining capacity of the power storage device; and a lane instruction provided in the power supply facility A part. The said lane instruction | indication part is comprised so that it may instruct | indicate which electric power feeding lane of these electric power feeding lanes should drive | work to the vehicle provided with the alerting | reporting part which output the said alerting | reporting signal based on the said alerting | reporting signal. The power supply facility is configured such that there are a plurality of power supply lanes with different amounts of power supplied to the vehicle when the vehicle travels in the power supply lane at the same speed and at the same time. The lane instruction unit is configured to instruct a vehicle having a small remaining capacity of the power storage device to travel in a power supply lane in which the amount of power to be supplied is increased.
　この構成によれば、蓄電装置を充電（蓄電）するために給電設備から給電を受ける車両は、走行路から分岐した専用の給電レーンを走行する。車両は、蓄電装置の残存容量を、報知部（報知手段）によって給電設備に報知する。給電設備に装備されたレーン指示部（レーン指示手段）は、報知部からの報知信号に基づき、その報知信号を出力した車両が走行すべき給電レーンを指示する。レーン指示部は、蓄電装置の残存容量が少ない車両には、給電される電力量が多くなる給電レーンを指示する。このようにして車両が、指示された給電レーンを走行する。よって車両が給電レーンを走行中に、必要な電力が当該車両の蓄電装置に充電される。したがってこの構成の非接触給電システムは、走行路における車両の渋滞を招くことなく、充電を必要としつつ走行中の車両に効率良く給電することができる。 According to this configuration, a vehicle that receives power supply from the power supply facility for charging (storage) the power storage device travels in a dedicated power supply lane branched from the travel path. The vehicle notifies the power supply facility of the remaining capacity of the power storage device by a notification unit (notification means). Based on the notification signal from the notification unit, the lane instruction unit (lane instruction means) equipped in the power supply facility instructs the power supply lane on which the vehicle that has output the notification signal should travel. The lane instruction unit instructs a power supply lane in which the amount of power to be supplied is increased for a vehicle having a small remaining capacity of the power storage device. In this way, the vehicle travels in the designated power supply lane. Therefore, necessary electric power is charged in the power storage device of the vehicle while the vehicle is traveling on the power supply lane. Therefore, the non-contact power feeding system configured as described above can efficiently supply power to a traveling vehicle while requiring charging without causing congestion of the vehicle on the traveling road.
図１（ａ）は、車両用共鳴型非接触給電システムの給電レーンの平面図。図１（ｂ）は、図１（ａ）の上部に示す低速給電レーンの給電設備の側面図。図１（ｃ）は、図１（ａ）の下部に示す高速給電レーンの給電設備の側面図。Fig.1 (a) is a top view of the electric power feeding lane of the resonance type non-contact electric power feeding system for vehicles. FIG.1 (b) is a side view of the electric power feeding installation of the low speed electric power feeding lane shown in the upper part of Fig.1 (a). FIG.1 (c) is a side view of the electric power feeding installation of the high-speed electric power feeding lane shown in the lower part of Fig.1 (a). 図１（ａ）に示す給電設備と、車両に装備された受電設備とを示す側面図。The side view which shows the electric power feeding installation shown to Fig.1 (a), and the power receiving installation with which the vehicle was equipped. 図３（ａ）は、別の実施形態の給電設備の配置を示す模式平面図。図３（ｂ）は、図３（ａ）に示す給電設備と受電設備との関係を示す側面図。Fig.3 (a) is a schematic top view which shows arrangement | positioning of the electric power feeding installation of another embodiment. FIG. 3B is a side view showing the relationship between the power supply facility and the power receiving facility shown in FIG.
　図１と図２は、本発明を具体化した一実施形態を説明する。 1 and 2 illustrate an embodiment embodying the present invention.
　図１（ａ）に示すように、車両用共鳴型非接触給電システム（以下、単に非接触給電システムと記載する場合もある。）は、車両１０の走行路２０からそれぞれ分岐した第1給電レーンとしての低速給電レーン２１と、第２給電レーンとしての高速給電レーン２２とを備えている。すなわち非接触給電システムは、走行中の車両１０に給電するために走行路２０から分岐した複数の給電用レーンを備えている。これら給電レーンを走行する車両１０の走行速度は、走行路２０における走行速度よりも低速に指定されている。さらに低速給電レーン２１の指定速度は、高速給電レーン２２の指定速度よりも低速に設定されている。各給電レーンの入口付近には、車両１０の乗員に指定速度を知らせるために指定速度を表示する表示装置が設けられている。 As shown in FIG. 1A, a vehicle resonance type non-contact power feeding system (hereinafter sometimes simply referred to as a non-contact power feeding system) includes a first power feeding lane branched from a traveling path 20 of the vehicle 10. And a high-speed power supply lane 22 as a second power supply lane. That is, the non-contact power supply system includes a plurality of power supply lanes branched from the travel path 20 to supply power to the traveling vehicle 10. The traveling speed of the vehicle 10 traveling in these power supply lanes is specified to be lower than the traveling speed on the traveling path 20. Furthermore, the designated speed of the low-speed power supply lane 21 is set to be lower than the designated speed of the high-speed power supply lane 22. In the vicinity of the entrance of each power supply lane, a display device for displaying the designated speed is provided to inform the passenger of the vehicle 10 of the designated speed.
　図１（ｂ）と図１（ｃ）に示すように、低速給電レーン２１及び高速給電レーン２２それぞれに沿って給電設備２３が設けられている。それぞれ給電設備２３は、交流電源としての高周波電源２４と、１次コイル２５と、共鳴コイルとしての１次側共鳴コイル２６と、給電設備制御装置２７とを備えている。本実施形態では１個の給電設備制御装置２７が、低速給電レーン２１の給電設備２３と高速給電レーン２２の給電設備２３とで共通に設けられている（共用されている）。それぞれ高周波電源２４、１次コイル２５、及び１次側共鳴コイル２６は、低速給電レーン２１及び高速給電レーン２２の下方に設けられている。 As shown in FIG. 1B and FIG. 1C, a power supply facility 23 is provided along each of the low-speed power supply lane 21 and the high-speed power supply lane 22. Each of the power supply facilities 23 includes a high-frequency power source 24 as an AC power source, a primary coil 25, a primary resonance coil 26 as a resonance coil, and a power supply facility control device 27. In the present embodiment, one power supply facility control device 27 is provided in common (shared) by the power supply facility 23 of the low-speed power supply lane 21 and the power supply facility 23 of the high-speed power supply lane 22. The high frequency power supply 24, the primary coil 25, and the primary side resonance coil 26 are provided below the low speed power supply lane 21 and the high speed power supply lane 22, respectively.
　図１（ｂ）に示すように、低速給電レーン２１に沿って複数の高周波電源２４が設けられ、また図１（ｃ）に示すように、高速給電レーン２２に沿って同様の高周波電源２４が複数設けられている。低速給電レーン２１に設けられている高周波電源２４の数は、高速給電レーン２２に設けられている高周波電源２４の数よりも多数である。高周波電源２４は、給電レーン毎にほぼ等間隔で配置されている。各高周波電源２４は、所定周波数（共鳴周波数）の交流を出力するように構成されている。それぞれ１次コイル２５は、高周波電源２４に接続されている。１次コイル２５と１次側共鳴コイル２６とは、同軸上に位置するように、かつこれらコイルの軸心が地上面に対して直交する方向に延びるように配設されている。したがって、同じ車両１０が同じ速度かつ同じ時間（すなわち同じ走行距離）で低速給電レーン２１を走行した場合と、高速給電レーン２２を走行した場合とを比べると、低速給電レーン２１を走行する車両１０の方が、高速給電レーン２２を走行する車両１０よりも給電される電力量が多くなる。なお図２に示すように、１次側共鳴コイル２６にはコンデンサＣが接続されている。 As shown in FIG. 1B, a plurality of high-frequency power supplies 24 are provided along the low-speed power supply lane 21, and a similar high-frequency power supply 24 is provided along the high-speed power supply lane 22 as shown in FIG. A plurality are provided. The number of high-frequency power sources 24 provided in the low-speed power supply lane 21 is larger than the number of high-frequency power sources 24 provided in the high-speed power supply lane 22. The high frequency power supply 24 is arranged at almost equal intervals for each power supply lane. Each high frequency power supply 24 is configured to output an alternating current having a predetermined frequency (resonance frequency). Each primary coil 25 is connected to a high frequency power supply 24. The primary coil 25 and the primary side resonance coil 26 are disposed so as to be coaxially positioned so that the axial centers of these coils extend in a direction perpendicular to the ground surface. Therefore, comparing the case where the same vehicle 10 travels in the low-speed power supply lane 21 at the same speed and the same time (that is, the same travel distance) with the case where the same vehicle 10 travels in the high-speed power supply lane 22, the vehicle 10 traveling in the low-speed power supply lane 21. The amount of electric power to be fed is larger than that of the vehicle 10 traveling on the high-speed power feeding lane 22. As shown in FIG. 2, a capacitor C is connected to the primary side resonance coil 26.
　図１（ａ）に示すように、給電設備制御装置２７は、低速給電レーン２１と高速給電レーン２２とがともに走行路２０から分岐する付近に配置されている。給電設備制御装置２７は、高周波電源２４を制御する。給電設備制御装置２７は、車両１０に無線通信するための給電通信装置２８を備えている。給電設備制御装置２７は、充電を必要とする車両１０から送信された蓄電装置の残存容量に関する情報である残存容量情報に基づき、その車両１０に対して低速給電レーン２１と高速給電レーン２２とのいずれを走行すべきか指示する。すなわち給電設備制御装置２７は、レーン指示部（レーン支持手段）としても機能する。具体的には給電設備制御装置２７は、蓄電装置の現実の残存容量である現実残存容量を、基準となる残存容量としての基準残存容量と比較する。そして給電設備制御装置２７は、現実残存容量が基準残存容量よりも少ないと判断すれば、同じ速度かつ同じ走行距離では車両に給電される電力量が高速給電レーン２２よりも多くなる低速給電レーン２１を走行すべき、と車両１０に指示する。一方、給電設備制御装置２７は、現実残存容量が基準残存容量よりも多いと判断すれば、高速給電レーン２２を走行するように車両１０に指示する。ここで基準残存容量は、たとえば基準残存容量から２次電池１５を充電した場合の充電後に、次の給電設備２３が設けられた地点に到達するまで車両１０が走行可能か否かを基準にして設定される。 As shown in FIG. 1A, the power supply equipment control device 27 is arranged in the vicinity where both the low-speed power supply lane 21 and the high-speed power supply lane 22 are branched from the travel path 20. The power supply equipment control device 27 controls the high frequency power supply 24. The power supply facility control device 27 includes a power supply communication device 28 for wirelessly communicating with the vehicle 10. Based on the remaining capacity information that is information on the remaining capacity of the power storage device transmitted from the vehicle 10 that requires charging, the power feeding facility control device 27 sets the low-speed power feeding lane 21 and the high-speed power feeding lane 22 to the vehicle 10. Instruct which one to drive. That is, the power supply equipment control device 27 also functions as a lane instruction unit (lane support means). Specifically, the power supply equipment control device 27 compares the actual remaining capacity, which is the actual remaining capacity of the power storage device, with the reference remaining capacity as the reference remaining capacity. If the power supply equipment control device 27 determines that the actual remaining capacity is smaller than the reference remaining capacity, the low-speed power supply lane 21 in which the amount of power supplied to the vehicle is greater than that of the high-speed power supply lane 22 at the same speed and the same travel distance. The vehicle 10 is instructed to travel. On the other hand, if the power supply equipment control device 27 determines that the actual remaining capacity is larger than the reference remaining capacity, it instructs the vehicle 10 to travel on the high-speed power supply lane 22. Here, the reference remaining capacity is based on, for example, whether or not the vehicle 10 can travel after charging when the secondary battery 15 is charged from the reference remaining capacity until the next power supply facility 23 is provided. Is set.
　図２に示すように、車両１０は、給電設備２３から電力を非接触で受電する受電設備１１を備えている。受電設備１１は、２次側共鳴コイル１２、２次コイル１３、充電器１４、２次電池１５、及び車両制御装置１６を備えている。２次電池１５は、蓄電装置としてのバッテリである。２次側共鳴コイル１２には、１次側共鳴コイル２６とは別のコンデンサＣが接続されている。２次コイル１３は充電器１４に接続されている。充電器１４は、図示しない整流器と、整流器で整流された直流を、２次電池１５に充電するのに適した電圧に変換するＤＣ／ＤＣコンバータ（図示せず）とを備えている。車両側制御装置としての車両制御装置１６は、充電時に、充電器１４のＤＣ／ＤＣコンバータのスイッチング素子を制御する。 As shown in FIG. 2, the vehicle 10 includes a power receiving facility 11 that receives power from the power feeding facility 23 in a contactless manner. The power receiving facility 11 includes a secondary resonance coil 12, a secondary coil 13, a charger 14, a secondary battery 15, and a vehicle control device 16. The secondary battery 15 is a battery as a power storage device. A capacitor C different from the primary side resonance coil 26 is connected to the secondary side resonance coil 12. The secondary coil 13 is connected to the charger 14. The charger 14 includes a rectifier (not shown) and a DC / DC converter (not shown) that converts the direct current rectified by the rectifier into a voltage suitable for charging the secondary battery 15. The vehicle control device 16 as a vehicle side control device controls the switching element of the DC / DC converter of the charger 14 at the time of charging.
　車両１０は、走行用のモータ（図示せず）を備えており、２次電池１５はモータの電源となる。また車両１０は、車載通信装置１７と、２次電池１５の残存容量を検知する残存容量検知部（残存容量検知手段。図示せず）とを備えている。残存容量検知部は、２次電池１５の充電後、２次電池１５の放電時の放電電圧及び放電電流量を検出し且つ積算することで、２次電池１５の残存容量を検知する。残存容量検知部は、検知した２次電池１５の残存容量を、車両１０の運転者が目視で視認可能な残存容量表示装置１８に表示する。 The vehicle 10 includes a traveling motor (not shown), and the secondary battery 15 serves as a power source for the motor. The vehicle 10 also includes an in-vehicle communication device 17 and a remaining capacity detection unit (remaining capacity detection means, not shown) that detects the remaining capacity of the secondary battery 15. The remaining capacity detection unit detects the remaining capacity of the secondary battery 15 by detecting and integrating the discharge voltage and the discharge current amount when the secondary battery 15 is discharged after the secondary battery 15 is charged. The remaining capacity detection unit displays the detected remaining capacity of the secondary battery 15 on the remaining capacity display device 18 that can be visually recognized by the driver of the vehicle 10.
　車両制御装置１６は、運転者によって充電指示が入力される充電指示入力部（充電指示入力手段。たとえば操作スイッチ）を備えている。車両制御装置１６は、充電指示入力部に充電指示が入力されると、充電のため給電レーンに車両１０が進入する前に、残存容量検知部から２次電池１５の残存容量を確認し、確認した残存容量を車載通信装置１７によって給電設備制御装置２７に報知する。すなわち車両制御装置１６は、蓄電装置の残存容量としての２次電池１５の残存容量を、給電設備２３に報知する報知部（報知手段）を構成する。 The vehicle control device 16 includes a charging instruction input unit (charging instruction input means, for example, an operation switch) to which a driver inputs a charging instruction. When the charging instruction is input to the charging instruction input unit, the vehicle control device 16 confirms the remaining capacity of the secondary battery 15 from the remaining capacity detection unit before the vehicle 10 enters the power supply lane for charging. The in-vehicle communication device 17 notifies the power supply facility control device 27 of the remaining capacity. That is, the vehicle control device 16 constitutes a notification unit (notification unit) that notifies the power supply facility 23 of the remaining capacity of the secondary battery 15 as the remaining capacity of the power storage device.
　次に、前記のように構成された共鳴型非接触給電システムの作用を説明する。 Next, the operation of the resonance type non-contact power feeding system configured as described above will be described.
　車両１０の運転者は、残存容量表示装置１８の表示を確認することによって、２次電池１５の充電が必要と判断すると、充電指示入力部に充電指示を入力する。充電指示が入力された状態で、走行路２０を走行中の車両１０が給電設備２３に近づくと、車両制御装置１６は、２次電池１５の残存容量情報が残存容量検知部によって入力される。そして車両制御装置１６は、入力された残存容量情報を、車載通信装置１７を用いて給電設備制御装置２７に通信（報知）する。 If the driver of the vehicle 10 determines that the secondary battery 15 needs to be charged by checking the display of the remaining capacity display device 18, the driver inputs a charging instruction to the charging instruction input unit. When the vehicle 10 traveling on the traveling path 20 approaches the power supply facility 23 with the charging instruction input, the remaining capacity information of the secondary battery 15 is input to the vehicle control device 16 by the remaining capacity detection unit. The vehicle control device 16 communicates (reports) the input remaining capacity information to the power supply equipment control device 27 using the in-vehicle communication device 17.
　給電設備制御装置２７は、車両１０から残存容量情報を入手すると、その残存容量情報を送信した車両１０に、その残存容量情報に基づき、車両１０が低速給電レーン２１と高速給電レーン２２とのどちらを走行すべきかの指示信号を送信（出力）する。給電設備制御装置２７は、２次電池１５の残存容量が少ないと判断すれば低速給電レーン２１を走行するよう車両１０に指示するし、あるいは残存容量が多いと判断すれば高速給電レーン２２を走行するよう車両１０に指示する。 When the power supply facility control device 27 obtains the remaining capacity information from the vehicle 10, the vehicle 10 transmits either the low speed power supply lane 21 or the high speed power supply lane 22 to the vehicle 10 that has transmitted the remaining capacity information based on the remaining capacity information. An instruction signal indicating whether or not to travel is transmitted (output). When it is determined that the remaining capacity of the secondary battery 15 is low, the power supply facility control device 27 instructs the vehicle 10 to travel on the low-speed power supply lane 21, or when it is determined that the remaining capacity is large, the power supply facility control device 27 travels on the high-speed power supply lane 22. The vehicle 10 is instructed to do so.
　車両１０は、指示された給電レーンに進入し、そして給電レーンを指定速度で走行する。指定速度は、給電レーンの入口付近及び途中に表示されているが、給電設備制御装置２７は、給電レーンを車両１０に指示するときに、指定速度も車両１０に指示する。そして車両１０が低速給電レーン２１あるいは高速給電レーン２２を走行中に、給電設備２３の高周波電源２４は、１次コイル２５に共鳴周波数の交流電力を出力する。その結果、電力が１次側共鳴コイル２６から、非接触共鳴で２次側共鳴コイル１２へ供給される。２次側共鳴コイル１２が受電した電力は、２次コイル１３を介して充電器１４に供給され、充電器１４で整流される。整流された電力はさらに、２次電池１５の充電に適した電圧にまで充電器１４によって昇圧され、そして２次電池１５に供給される。このようにして２次電池１５は充電される。 The vehicle 10 enters the instructed power supply lane and travels at the specified speed in the power supply lane. Although the designated speed is displayed near and in the middle of the entrance of the power supply lane, the power supply equipment control device 27 instructs the vehicle 10 also about the designated speed when instructing the vehicle 10 of the power supply lane. While the vehicle 10 is traveling on the low-speed power supply lane 21 or the high-speed power supply lane 22, the high-frequency power supply 24 of the power supply facility 23 outputs AC power having a resonance frequency to the primary coil 25. As a result, electric power is supplied from the primary resonance coil 26 to the secondary resonance coil 12 by non-contact resonance. The electric power received by the secondary resonance coil 12 is supplied to the charger 14 via the secondary coil 13 and is rectified by the charger 14. The rectified power is further boosted by the charger 14 to a voltage suitable for charging the secondary battery 15 and supplied to the secondary battery 15. In this way, the secondary battery 15 is charged.
　車両制御装置１６は、車両１０が低速給電レーン２１あるいは高速給電レーン２２を走行中に２次電池１５が満充電になると、充電を終了するように充電器１４を制御する。よって車両１０は、充電が終了した状態で低速給電レーン２１あるいは高速給電レーン２２の走行を継続する。なお２次電池１５は、低速給電レーン２１あるいは高速給電レーン２２を車両１０が走行中に、満充電になるまで充電されるとは限らない。 The vehicle control device 16 controls the charger 14 so as to end the charging when the secondary battery 15 is fully charged while the vehicle 10 is traveling in the low-speed power supply lane 21 or the high-speed power supply lane 22. Therefore, the vehicle 10 continues traveling in the low-speed power supply lane 21 or the high-speed power supply lane 22 in a state where charging is completed. The secondary battery 15 is not always charged until the vehicle 10 is fully charged while the vehicle 10 is traveling in the low-speed power supply lane 21 or the high-speed power supply lane 22.
　この実施形態は、以下に示す利点を有する。 This embodiment has the following advantages.
　（１）車両用共鳴型非接触給電システムは、車両１０の走行路２０から分岐した複数の給電レーン（低速給電レーン２１と高速給電レーン２２）と、各給電レーンに沿って設けられた給電設備２３とを備える。さらに車両用共鳴型非接触給電システムは、車両１０に対して複数の給電レーンのうちのどの給電レーンを走行すべきかの指示を出力するレーン指示部（給電設備制御装置２７）を備える。車両１０に装備される報知部（車両制御装置１６）は、２次電池１５の残存容量を、給電設備２３に報知する。レーン指示部は、報知部からの報知信号に基づき、どの給電レーンを走行すべきかの指示を車両１０に出力する。給電設備２３は、車両１０が同じ速度かつ同じ時間で走行した場合に車両１０に対して給電される電力量が異なる給電レーンが存在するように構成される。レーン指示部は、２次電池１５の残存容量が少ない車両１０には、給電される電力量が多くなる給電レーンを走行するよう指示する。したがって本実施形態は、走行路２０における車両１０の渋滞を招くことなく、充電を必要とする車両１０に対して当該車両１０の走行中に効率良く給電することができる。 (1) A resonance type non-contact power feeding system for a vehicle includes a plurality of power feeding lanes (low speed power feeding lane 21 and high speed power feeding lane 22) branched from the traveling path 20 of the vehicle 10, and power feeding equipment provided along each power feeding lane. 23. The vehicular resonance-type non-contact power feeding system further includes a lane instruction unit (power feeding equipment control device 27) that outputs an instruction on which power feeding lane among the plurality of power feeding lanes to travel to the vehicle 10. A notification unit (vehicle control device 16) equipped in the vehicle 10 notifies the power supply facility 23 of the remaining capacity of the secondary battery 15. The lane instruction unit outputs to the vehicle 10 an instruction as to which power supply lane should be traveled based on the notification signal from the notification unit. The power supply facility 23 is configured such that there are power supply lanes with different amounts of power supplied to the vehicle 10 when the vehicle 10 travels at the same speed and at the same time. The lane instruction unit instructs the vehicle 10 having a small remaining capacity of the secondary battery 15 to travel in a power supply lane in which the amount of power to be supplied is increased. Therefore, the present embodiment can efficiently supply power to the vehicle 10 that needs to be charged while the vehicle 10 is traveling without causing congestion of the vehicle 10 on the travel path 20.
　（２）複数の給電レーンは、低速給電レーン２１と高速給電レーン２２とで構成される。低速給電レーン２１を走行する車両１０は、高速給電レーン２２を走行する車両よりも低速で走行する。したがって、給電設備２３を構成する高周波電源２４や１次側共鳴コイル２６の数が、仮に低速給電レーン２１の給電設備２３と高速給電レーン２２の給電設備２３とで同じであっても、低速給電レーン２１を走行する場合の車両１０は、高速給電レーン２２を走行する場合よりも多くの電力の給電を受けることができる。 (2) The plurality of power supply lanes are composed of a low-speed power supply lane 21 and a high-speed power supply lane 22. The vehicle 10 traveling on the low-speed power supply lane 21 travels at a lower speed than the vehicle traveling on the high-speed power supply lane 22. Therefore, even if the number of the high-frequency power sources 24 and the primary resonance coils 26 constituting the power supply facility 23 is the same between the power supply facility 23 in the low-speed power supply lane 21 and the power supply facility 23 in the high-speed power supply lane 22, The vehicle 10 traveling in the lane 21 can receive more power than in the case of traveling in the high-speed power supply lane 22.
　（３）低速給電レーン２１の給電設備２３は、高速給電レーン２２の給電設備２３よりも、より多くの数の１次側共鳴コイル２６が設けられている。したがって本実施形態は、たとえば低速給電レーン２１に沿って設けられた給電設備２３の１次側共鳴コイル２６の数が、高速給電レーン２２の給電設備２３の１次側共鳴コイル２６の数と同じであるような場合に比べて、同じ距離を移動する間に２次電池１５に充電（蓄電）される電力量を多くすることができる。そのため本実施形態は、車両１０の走行速度（指摘速度）を速めても、必要な充電量を確保することが可能になる。つまり低速給電レーン２１の通過に必要な時間を短縮することができる。 (3) The power supply facility 23 in the low-speed power supply lane 21 is provided with a larger number of primary resonance coils 26 than the power supply facility 23 in the high-speed power supply lane 22. Therefore, in the present embodiment, for example, the number of primary resonance coils 26 of the power supply facility 23 provided along the low-speed power supply lane 21 is the same as the number of primary resonance coils 26 of the power supply facility 23 of the high-speed power supply lane 22. Compared with the case where it is, it can increase the electric energy with which the secondary battery 15 is charged (power storage) while moving the same distance. Therefore, in the present embodiment, even if the traveling speed (pointing speed) of the vehicle 10 is increased, it is possible to ensure a necessary charge amount. That is, the time required for passing through the low-speed power supply lane 21 can be shortened.
　（４）２次電池１５（蓄電装置）の残存容量を検知する残存容量検知部は、２次電池１５の充電後、放電時の放電電圧及び放電電流量を検出し且つ積算することで、２次電池１５の残存容量を検知する。したがって本実施形態は、２次電池１５の残存容量を、たとえば２次電池１５の電圧と温度に基づき検知するような場合よりも、正確に検知することができる。 (4) The remaining capacity detection unit that detects the remaining capacity of the secondary battery 15 (power storage device) detects and integrates the discharge voltage and the amount of discharge current at the time of discharging after the secondary battery 15 is charged. The remaining capacity of the secondary battery 15 is detected. Therefore, the present embodiment can detect the remaining capacity of the secondary battery 15 more accurately than when detecting the remaining capacity of the secondary battery 15 based on the voltage and temperature of the secondary battery 15, for example.
　実施形態は、前記に限定されるものではなく、たとえば次のように具体化してもよい。 The embodiment is not limited to the above, and may be embodied as follows, for example.
　低速給電レーン２１や高速給電レーン２２を走行する車両１０の車速を、２次電池１５（蓄電装置）の残存容量に応じて変更するようにしてもよい。この場合、給電設備制御装置２７は、残存容量情報を送信した車両１０に、走行すべき給電レーンの指示指令を送信するときに、残存容量に応じた走行速度の指令信号を送信する。そして車両１０は、自車の前を走行する他の車両１０との間の適正な距離を確保できる限り、指令された速度で走行する。この場合、より適切な充電が可能になる。 The vehicle speed of the vehicle 10 traveling in the low-speed power supply lane 21 or the high-speed power supply lane 22 may be changed according to the remaining capacity of the secondary battery 15 (power storage device). In this case, when the power supply facility control device 27 transmits an instruction command for a power supply lane to travel to the vehicle 10 that has transmitted the remaining capacity information, the power transmission facility control apparatus 27 transmits a command signal for the travel speed according to the remaining capacity. The vehicle 10 travels at the commanded speed as long as an appropriate distance from the other vehicle 10 traveling in front of the host vehicle can be secured. In this case, more appropriate charging is possible.
　低速給電レーン２１と高速給電レーン２２それぞれの走行速度を、それら給電レーンの全長にわたって一定速度に制限することに限らず、段階的に速くなるように制限してもよい。　 The traveling speed of each of the low-speed power supply lane 21 and the high-speed power supply lane 22 is not limited to a constant speed over the entire length of the power supply lanes, but may be limited so as to increase stepwise. *
　給電設備制御装置２７は、蓄電装置（２次電池１５）の残存容量に応じて、給電設備２３の伝送電力を変更してもよい。つまり、蓄電装置の残存容量に応じて、高周波電源２４の出力を変更するようにしてもよい。 The power supply facility control device 27 may change the transmission power of the power supply facility 23 according to the remaining capacity of the power storage device (secondary battery 15). That is, the output of the high frequency power supply 24 may be changed according to the remaining capacity of the power storage device.
　給電設備２３は、車両１０が同じ速度かつ同じ時間で走行した場合に車両１０に給電される電力量が互いに異なる複数の給電レーンが存在するように構成されていればよい。たとえば低速給電レーン２１の給電設備２３を構成する高周波電源２４及び１次側共鳴コイル２６の数を、高速給電レーン２２の給電設備２３を構成する高周波電源２４及び１次側共鳴コイル２６の数と同じにしてもよい。また車両１０の走行速度（制限速度）を第１給電レーンと第２給電レーンとで同じにしつつ、第１給電レーンの給電設備２３を構成する高周波電源２４及び１次側共鳴コイル２６の数を、第２給電レーンの給電設備２３を構成する高周波電源２４及び１次側共鳴コイル２６の数よりも多くしてもよい。 The power supply facility 23 may be configured such that there are a plurality of power supply lanes with different amounts of power supplied to the vehicle 10 when the vehicle 10 travels at the same speed and at the same time. For example, the number of high-frequency power supplies 24 and primary resonance coils 26 constituting the power supply facility 23 of the low-speed power supply lane 21 is equal to the number of high-frequency power supplies 24 and primary resonance coils 26 constituting the power supply facility 23 of the high-speed power supply lane 22. It may be the same. In addition, while the traveling speed (restricted speed) of the vehicle 10 is the same in the first power supply lane and the second power supply lane, the number of the high-frequency power sources 24 and the primary-side resonance coils 26 constituting the power supply facility 23 in the first power supply lane is set. The number of the high-frequency power sources 24 and the primary-side resonance coils 26 constituting the power supply facility 23 of the second power supply lane may be increased.
　給電設備制御装置２７は、低速給電レーン２１が有する複数の高周波電源２４を、全て同じ出力となるように制御することに限らない。同様に、高速給電レーン２２が有する複数の高周波電源２４を、全て同じ出力となるように制御することに限らない。たとえば給電設備制御装置２７は、給電レーンの入口側に設けられた高周波電源２４の出力を、出口側に設けられた高周波電源２４の出力よりも高くなるように制御してもよい。つまり給電設備制御装置２７は、高周波電源２４の配設位置によって段階的に、高周波電源２４の出力が変化するように制御してもよい。 The power supply equipment control device 27 is not limited to controlling the plurality of high-frequency power sources 24 included in the low-speed power supply lane 21 so as to all have the same output. Similarly, the plurality of high-frequency power supplies 24 included in the high-speed power supply lane 22 are not limited to being controlled so as to all have the same output. For example, the power supply equipment control device 27 may control the output of the high frequency power supply 24 provided on the entrance side of the power supply lane to be higher than the output of the high frequency power supply 24 provided on the exit side. That is, the power supply equipment control device 27 may perform control so that the output of the high frequency power supply 24 changes stepwise depending on the position where the high frequency power supply 24 is disposed.
　給電設備制御装置２７は、給電レーンに車両１０が存在しない状態では高周波電源２４の出力を停止し、車両１０から残存容量情報を受信すると、その車両１０が走行する給電レーンの高周波電源２４の出力を開始するように高周波電源２４を制御してもよい。この場合、たとえば高周波電源２４が常時の出力状態にあるような場合に比べて、消費電力を低減することができる。 When the vehicle 10 does not exist in the power supply lane, the power supply facility control device 27 stops the output of the high frequency power supply 24. When the remaining capacity information is received from the vehicle 10, the power supply facility control device 27 outputs the output of the high frequency power supply 24 of the power supply lane in which the vehicle 10 travels. The high frequency power supply 24 may be controlled to start the operation. In this case, for example, power consumption can be reduced compared to a case where the high frequency power supply 24 is in a normal output state.
　給電設備制御装置２７は、給電レーンを走行する車両１０が少ない場合、たとえば１台の車両１０が給電レーンを走行する場合、車両１０が走行している地点を挟んで所定範囲に存在する高周波電源２４のみを出力状態とし、他の地点の高周波電源２４を停止するように制御してもよい。給電設備制御装置２７は、車両１０が走行している地点を、たとえば車両１０の車速と、車両１０が給電レーンの走行を開始した時点からの経過時間とから推定する。この場合も、たとえば高周波電源２４が常時の出力状態にあるような場合に比べて、消費電力を低減することができる。 When the number of vehicles 10 that travel in the power supply lane is small, for example, when one vehicle 10 travels in the power supply lane, the power supply facility control device 27 is a high-frequency power source that exists in a predetermined range across the point where the vehicle 10 is traveling. It is also possible to control so that only 24 is in the output state and the high-frequency power supply 24 at other points is stopped. The power feeding equipment control device 27 estimates the point where the vehicle 10 is traveling from, for example, the vehicle speed of the vehicle 10 and the elapsed time from the time when the vehicle 10 starts traveling on the power feeding lane. Also in this case, for example, power consumption can be reduced as compared with a case where the high frequency power supply 24 is in a normal output state.
　低速給電レーン２１及び高速給電レーン２２を、走行路２０を挟んで両側に位置する配置に限らない。たとえば低速給電レーン２１及び高速給電レーン２２の両方を、走行路２０の片側に平行に設けてもよい。 The low-speed power supply lane 21 and the high-speed power supply lane 22 are not limited to being arranged on both sides of the travel path 20. For example, both the low-speed power supply lane 21 and the high-speed power supply lane 22 may be provided in parallel on one side of the traveling path 20.
　給電レーンは、複数あればよい。つまり走行路２０に対して低速給電レーン２１が１個かつ高速給電レーン２２が１個の計２レーンが設けられることに限らず、３レーン以上の給電レーンを設けてもよい。その場合、それぞれ給電レーンに沿って設けられる給電設備２３は、車両１０が同じ速度かつ同じ時間で走行した場合に車両１０に給電する電力量が、すべての給電レーンで互いに異なるように構成されることに限らない。車両１０に給電される電力量が同じになる給電レーンが複数存在してもよい。たとえば計３つの給電レーンのうち、そのうちの２レーンを低速給電レーン２１にするとともに、残りの１レーンを高速給電レーン２２にするように給電設備２３を構成してもよい。ところで、車両１０が高速給電レーン２２を通過するのに要する時間は、低速給電レーン２１を通過するのに要する時間よりも短い。したがって低速給電レーン２１を、高速給電レーン２２よりも数多く設ける方が、たとえば高速給電レーン２２を低速給電レーン２１よりも多く設けるような場合に比べて、充電を必要とする車両１０が多くなったときに対応して給電し易い。 There may be multiple power supply lanes. That is, a total of two lanes including one low-speed power supply lane 21 and one high-speed power supply lane 22 for the traveling path 20 are not provided, and three or more power supply lanes may be provided. In that case, the power supply equipment 23 provided along each power supply lane is configured so that the amount of power supplied to the vehicle 10 when the vehicle 10 travels at the same speed and at the same time is different in all the power supply lanes. Not limited. There may be a plurality of power supply lanes with the same amount of power supplied to the vehicle 10. For example, the power supply facility 23 may be configured so that two of the three power supply lanes are the low-speed power supply lanes 21 and the remaining one lane is the high-speed power supply lane 22. By the way, the time required for the vehicle 10 to pass through the high-speed power supply lane 22 is shorter than the time required to pass through the low-speed power supply lane 21. Therefore, more vehicles 10 need to be charged when the low-speed power supply lanes 21 are provided more than the high-speed power supply lanes 22 as compared with the case where the high-speed power supply lanes 22 are provided more than the low-speed power supply lanes 21, for example. It is easy to supply power correspondingly.
　給電設備２３は、低速給電レーン２１や高速給電レーン２２の地上面の下方に設けられることに限らない。たとえば給電設備２３は、低速給電レーン２１や高速給電レーン２２の側方に設けてもよい。一般に低速給電レーン２１や高速給電レーン２２は、屋外に設けられる。このため、給電設備２３を低速給電レーン２１及び高速給電レーン２２の下方に設ける場合に比べて、側方に設ける方が、雨水が給電設備２３に悪影響を与えないようにする構成が容易になるとともにメンテナンスも容易になる。 The power supply facility 23 is not limited to being provided below the ground surface of the low-speed power supply lane 21 or the high-speed power supply lane 22. For example, the power supply facility 23 may be provided on the side of the low-speed power supply lane 21 or the high-speed power supply lane 22. In general, the low-speed power supply lane 21 and the high-speed power supply lane 22 are provided outdoors. For this reason, compared with the case where the power supply facility 23 is provided below the low-speed power supply lane 21 and the high-speed power supply lane 22, the configuration in which rainwater does not adversely affect the power supply facility 23 is facilitated. At the same time, maintenance becomes easy.
　図３Ａと図３Ｂは、給電設備２３を低速給電レーン２１や高速給電レーン２２の側方に設ける場合を示す。たとえば１次コイル２５と１次側共鳴コイル２６それぞれのコイルの軸心は、地上面に対して水平方向に延びるように、かつ低速給電レーン２１に対して直交する方向に延びるように配置される。さらに１次コイル２５と１次側共鳴コイル２６は、たとえば地上面に設けられた収容ハウジング２９内に配置される。受電設備１１の２次側共鳴コイル１２と２次コイル１３とは、これらコイルの軸心が水平方向に延びるように、かつ車両１０の車輪１９の車軸に平行に延びるように設ける。この場合、たとえば２次側共鳴コイル１２及び２次コイル１３のコイルの軸心が水平方向に対して斜めに延びるような場合に比べて、２次側共鳴コイル１２及び２次コイル１３を車両１０に設けるスペースの確保が容易になる。 3A and 3B show a case where the power supply facility 23 is provided on the side of the low-speed power supply lane 21 or the high-speed power supply lane 22. For example, the axial centers of the primary coil 25 and the primary resonance coil 26 are arranged so as to extend in a horizontal direction with respect to the ground surface and in a direction orthogonal to the low-speed power supply lane 21. . Furthermore, the primary coil 25 and the primary side resonance coil 26 are arrange | positioned, for example in the accommodation housing 29 provided in the ground surface. The secondary resonance coil 12 and the secondary coil 13 of the power receiving equipment 11 are provided so that the axial centers of these coils extend in the horizontal direction and in parallel with the axle of the wheel 19 of the vehicle 10. In this case, for example, the secondary resonance coil 12 and the secondary coil 13 are connected to the vehicle 10 as compared with a case where the axial centers of the secondary resonance coil 12 and the secondary coil 13 extend obliquely with respect to the horizontal direction. It becomes easy to secure the space provided in the.
　レーン指示部を、給電設備制御装置２７とは独立して設けてもよい。すなわちレーン指示部は、高周波電源２４を制御することが必須ではなく、車両１０から蓄電装置の残存容量情報を受信し、その情報に基づき車両１０に対して、進入すべき（走行すべき）給電レーンを指示するように構成されればよい。 The lane instruction unit may be provided independently of the power supply equipment control device 27. That is, it is not essential for the lane instruction unit to control the high-frequency power supply 24, and the remaining capacity information of the power storage device is received from the vehicle 10, and power supply that should enter (run) the vehicle 10 based on the information. It may be configured to indicate a lane.
　共鳴型非接触給電システムは、給電設備２３と受電設備１１との間で非接触給電するためには、１次コイル２５、１次側共鳴コイル２６、２次側共鳴コイル１２、および２次コイル１３の全てを必須とはしない。すなわち共鳴型非接触給電システムは、少なくとも１次側共鳴コイル２６及び２次側共鳴コイル１２を備えていればよい。しかし、１次コイル２５、１次側共鳴コイル２６、２次側共鳴コイル１２、および２次コイル１３の全てを備えた構成の共鳴型非接触給電システムの方が、たとえば１次コイル２５や２次コイル１３を削除したような場合に比べ、共鳴状態に調整するのが容易である。さらに１次側共鳴コイル２６と２次側共鳴コイル１２との距離が大きくなった場合でも、共鳴状態を維持し易い。 In order to perform non-contact power feeding between the power feeding facility 23 and the power receiving facility 11, the resonance type non-contact power feeding system includes a primary coil 25, a primary side resonance coil 26, a secondary side resonance coil 12, and a secondary coil. Not all 13 are required. That is, the resonance-type non-contact power feeding system only needs to include at least the primary side resonance coil 26 and the secondary side resonance coil 12. However, the resonance type non-contact power feeding system including all of the primary coil 25, the primary side resonance coil 26, the secondary side resonance coil 12, and the secondary coil 13 is, for example, the primary coil 25 or 2. Compared to the case where the next coil 13 is deleted, it is easier to adjust the resonance state. Furthermore, even when the distance between the primary side resonance coil 26 and the secondary side resonance coil 12 is increased, the resonance state is easily maintained.
　２次コイル１３及び１次コイル２５を削除した場合、たとえば螺旋状にそれぞれ巻回された２次側共鳴コイル１２及び１次側共鳴コイル２６を、それぞれコイルの軸心が給電レーンに平行に延びるように配置してもよい。 When the secondary coil 13 and the primary coil 25 are deleted, for example, the secondary resonance coil 12 and the primary resonance coil 26 wound in a spiral are respectively extended in parallel to the feeding lane. You may arrange as follows.
　本発明が適用される車両は、運転者を必要とする車両に限らず、無人搬送車でもよい。 The vehicle to which the present invention is applied is not limited to a vehicle that requires a driver, and may be an automatic guided vehicle.
　充電器１４は、昇圧回路を設けなくてもよい。たとえば充電器１４は、２次側共鳴コイル１２から出力される交流電流を、整流器で整流しただけで２次電池１５に充電するようにしてもよい。 The charger 14 may not be provided with a booster circuit. For example, the charger 14 may charge the secondary battery 15 simply by rectifying the alternating current output from the secondary resonance coil 12 with a rectifier.
　蓄電装置は、供給される直流電力を蓄えるとともに充放電可能な直流電源であればよい。つまり蓄電装置は、２次電池（バッテリ）１５であることに限らず、大容量のキャパシタであってもよい。 The power storage device may be a DC power source that stores the supplied DC power and can be charged and discharged. That is, the power storage device is not limited to the secondary battery (battery) 15 but may be a large-capacity capacitor.
　１次側共鳴コイル２６及び２次側共鳴コイル１２は、それぞれ電線が螺旋状に巻回された形状に限らず、一平面上で渦巻き状に巻回された形状としてもよい。 The primary-side resonance coil 26 and the secondary-side resonance coil 12 are not limited to the shape in which the electric wire is wound spirally, but may have a shape wound spirally on a single plane.
　１次側共鳴コイル２６及び２次側共鳴コイル１２にそれぞれ接続されたコンデンサＣを、省略してもよい。しかし、１次側共鳴コイル２６及び２次側共鳴コイル１２にそれぞれコンデンサＣを接続した構成の方が、たとえばコンデンサＣを省略した場合に比べて、共鳴周波数を下げることができる。また共鳴周波数が同じであれば、コンデンサＣを省略した場合に比べて、それぞれコンデンサＣを接続した１次側共鳴コイル２６及び２次側共鳴コイル１２は、小型化が可能になる。 The capacitors C connected to the primary resonance coil 26 and the secondary resonance coil 12 may be omitted. However, the configuration in which the capacitor C is connected to the primary resonance coil 26 and the secondary resonance coil 12 can lower the resonance frequency, for example, compared to the case where the capacitor C is omitted. If the resonance frequency is the same, the primary side resonance coil 26 and the secondary side resonance coil 12 to which the capacitor C is connected can be reduced in size compared to the case where the capacitor C is omitted.

Claims (5)

  1. 　受電設備を備えた車両に搭載された蓄電装置に対して、前記車両の走行中に非接触で給電するための車両用共鳴型非接触給電システムであって、前記車両用共鳴型非接触給電システムは、
    　車両用の走行路から分岐した複数の給電レーンと；
    　それぞれ前記給電レーンに沿って設けられた給電設備と；
    　前記車両に装備されるとともに、前記蓄電装置の残存容量を前記給電設備に報知する報知信号を出力する報知部と；
    　前記給電設備に装備されるレーン指示部と
    を備え、
    　前記レーン指示部は、前記報知信号を出力した報知部を備えた車両に、前記報知信号に基づき前記複数の給電レーンのうちのどの給電レーンを走行すべきか指示するように構成され、
    　前記給電設備は、車両がそれぞれ前記給電レーンを同じ速度かつ同じ時間で走行した場合に前記車両に給電される電力量が、互いに異なる給電レーンが複数存在するように構成され、
    　前記レーン指示部は、前記蓄電装置の残存容量が少ない車両には、給電される電力量が多くなる給電レーンを走行するように指示するように構成されている、
    　車両用共鳴型非接触給電システム。     A resonance-type non-contact power supply system for a vehicle for supplying power to a power storage device mounted on a vehicle having a power receiving facility in a non-contact manner while the vehicle is running, the resonance-type non-contact power supply system for a vehicle Is
    A plurality of power supply lanes branched off from the road for the vehicle;
    A power supply facility provided along the power supply lane;
    A notification unit that is mounted on the vehicle and outputs a notification signal that notifies the power supply facility of the remaining capacity of the power storage device;
    A lane instruction unit equipped in the power supply facility,
    The lane instruction unit is configured to instruct a vehicle including a notification unit that outputs the notification signal, which power supply lane of the plurality of power supply lanes to travel based on the notification signal,
    The power supply facility is configured such that there are a plurality of power supply lanes that have different amounts of power supplied to the vehicle when the vehicle travels in the power supply lane at the same speed and at the same time,
    The lane instruction unit is configured to instruct a vehicle having a small remaining capacity of the power storage device to travel in a power supply lane in which a large amount of power is supplied.
    Resonant contactless power supply system for vehicles.
  2. 　前記給電レーンは、低速給電レーンと高速給電レーンとで構成され、
    　前記低速給電レーンを走行する車両は、前記高速給電レーンを走行する車両よりも低速で走行するように設定され、
    　前記低速給電レーンの給電設備が有する共鳴コイルの数は、前記高速給電レーンの給電設備が有する共鳴コイルの数よりも多く設けられている、
    　請求項１記載の車両用共鳴型非接触給電システム。     The power supply lane includes a low-speed power supply lane and a high-speed power supply lane.
    The vehicle traveling in the low-speed power supply lane is set to travel at a lower speed than the vehicle traveling in the high-speed power supply lane,
    The number of resonance coils that the power supply facility of the low-speed power supply lane has is provided more than the number of resonance coils that the power supply facility of the high-speed power supply lane has,
    The resonance type non-contact electric power feeding system for vehicles according to claim 1.
  3. 　前記給電設備は、前記蓄電装置の残存容量に応じて、前記車両に向けて伝送する伝送電力を変更するように構成されている、
    　請求項１または２記載の車両用共鳴型非接触給電システム。     The power supply facility is configured to change transmission power transmitted to the vehicle according to a remaining capacity of the power storage device.
    The resonance type non-contact electric power feeding system for vehicles according to claim 1 or 2.
  4. 　前記給電レーンの制限速度は、前記給電レーンの入口側の方が出口側よりも遅くなるように、かつ前記給電レーンに沿って複数段階で制限されるように設定されている、
    　請求項１～３何れか一項記載の車両用共鳴型非接触給電システム。     The speed limit of the power supply lane is set so that the entrance side of the power supply lane is slower than the exit side and is limited in a plurality of stages along the power supply lane.
    The vehicle resonance type non-contact power feeding system according to any one of claims 1 to 3.
  5. 　前記給電設備は、前記給電レーンの側方に設けられている、
    　請求項１～４何れか一項記載の車両用共鳴型非接触給電システム。     The power supply facility is provided on the side of the power supply lane,
    The resonant non-contact power feeding system for a vehicle according to any one of claims 1 to 4.
PCT/JP2011/060944 2010-05-14 2011-05-12 Resonance-type non-contact power supply system for vehicle WO2011142421A1 (en)

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