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    • 专利摘要:
    non-contact electricity supply device (100) for charging a battery (28) of a vehicle includes a power transmission circuit (101) having a power transmission coil (12) and a charging circuit (201) having an energy receiving coil (22). an electrical energy is transmitted from the energy transmission coil (12) to the energy receiving coil (22) in a non-contact manner. when the vehicle approaches the power supply device (100), an experiment power supply in which a transmission of electrical energy through perfect electrical energy is performed is performed and an energy transmission efficiency from the coil of Energy transmission (12) to the energy receiving coil (22) is estimated based on a current flowing through the energy transmission circuit (101). from this energy transmission efficiency, a determination of whether the energy receiving coil (22) is comprised in a range in which the battery (28) can be charged in relation to the energy transmission coil (12) is made .
    公开号:BR112013029326B1
    申请号:R112013029326-8
    申请日:2012-05-23
    公开日:2020-09-15
    发明作者:Kengo Maikawa；Hiroshi Tanaka；Tomoya Imazu
    申请人:Nissan Motor Co., Ltd；
    IPC主号:
    专利说明:

    Technical field
    [001] The present invention relates to a non-contact power supply device. Fundamentals of technique
    [002] Such a loading system as described below is known. That is, this charging system includes: energy transmission medium; energy receiving means for receiving an electrical energy from the energy transmission means in a non-contact manner; efficiency detection means for detecting a transmission efficiency between the energy transmission means and the energy receiving means; determination means to determine whether the detected transmission efficiency is equal to or greater than a prescribed value; and control means to determine whether a normal power supply is obstructed through an obstacle or so on in a case where the transmission efficiency is below the prescribed value, to temporarily interrupt the power transmission through the means transmission power, and to restart the transmission of energy using a small electrical energy after a prescribed time (Patent Document 1).
    [003] However, as in Patent Document 1 described above the transmission efficiency is calculated from the electrical energy received from the energy receiving device, the transmission efficiency cannot be calculated in a case where an electrical current from the energy reception cannot be measured. Pre-published document
    [004] Patent Document 1: First Publication of Japanese Patent Application No. 2010-119246. Revelation of the invention
    [005] An objective of the present invention is to provide a non-contact power supply device that is capable of estimating an energy transmission efficiency from an energy transmission coil to an energy receiving coil even in a state in which an energy receiving circuit including the energy receiving coil is not in an electrical conduction state.
    [006] According to the present invention, based on a detected value of a sensor measuring a current induced to flow through an energy transmission circuit or a voltage applied to the energy transmission circuit, the energy transmission efficiency from a first coil to a second coil is estimated.
    [007] According to the present invention, the energy transmission efficiency has a correlation with a distance between the first coil and the second coil and the detected value of the sensor is varied according to the distance. Therefore, the energy transmission efficiency can be estimated from a sensor output value on one side of the energy transmission. Brief description of the drawings
    [008] Figure 1 is a block diagram of a contactless charging system related to a preferred embodiment according to the present invention.
    [009] Figure 2 is a block diagram of an alternating current power supply, a power transmission circuit, a control section, an energy receiving circuit, a retransmission section, a charging control section. and a battery included in the contactless charging system shown in Figure 1.
    [010] Figure 3 is a graph representing a correspondence of the energy transmission efficiency for an incoming electrical energy included in the contactless charging system shown in Figure 1.
    [011] Figure 4 is a flow chart representing a control procedure for a non-contact power supply device included in the non-contact charging system shown in Figure 1.
    [012] Figure 5 is a flowchart representing a control procedure for a remote communication control in Figure 4.
    [013] Figure 6 is a flow chart representing a control procedure for a control for determining energy transmission efficiency in Figure 4. Modalities for carrying out the invention
    [014] In the following, preferred embodiments according to the present invention will be described based on the drawings.
    [015] Figure 1 shows a block diagram of a non-contact charging system in which a vehicle 200 and a power supply device 100 including a non-contact power supply device in a preferred embodiment according to the present invention. , are equipped. It should be noted that a unit on the vehicle side of the non-contact power supply device is mounted on an electric automotive vehicle, but can be mounted on another vehicle such as a hybrid vehicle or so on.
    [016] As shown in Figure 1, the contactless charging system in this modality is a system including vehicle 200 having a unit on the side of the vehicle and power supply device 100 which is a unit on the side of the earth and, from the power supply device 100 installed at a power supply service station or so on, electrical power is supplied in a non-contact manner to charge a battery 28 installed in vehicle 200.
    [017] The power supply device 100 includes: an electric power control section 11; a power transmission coil 12; a wireless communication station 14; and a control section 15. The power supply device 100 is arranged in a parking space to park the vehicle 200 and is an earth-side unit for supplying electrical energy through a non-contact power supply between the coils when vehicle 200 is parked in a predetermined parking position.
    [018] The electrical power control system 11 is a circuit for converting an alternating current electrical energy supplied from an alternating current electrical energy supply 300 to another high frequency alternating current electrical energy and for supplying the alternating current electrical energy converted to an energy transmission coil 12 and to control an electrical energy so that the electrical energy established by a control section 15 is emitted to the energy transmission coil 12. A specific structure of the energy control section electrical energy 11 will be described later.
    [019] The power transmission coil 12 is a coil for supplying electrical energy in non-contact form to the energy receiving coil 22 installed on the vehicle side 200 and the power transmission coil 12 is connected to the control section of electrical energy 11 and is installed in the parking space in which the non-contact power supply device in this mode is arranged.
    [020] When vehicle 200 is parked in the predetermined parking position, the energy transmission coil 12 is positioned at the bottom of the energy receiving coil 22 with a distance to the energy receiving coil 22 being maintained. The energy transmission coil 12 is a circular shaped coil parallel to a surface of the parking space.
    [021] The wireless communication section 14 is installed on the power supply device 100 which is on the earth side to carry out bidirectional communication with a wireless communication section 24 arranged on the vehicle side 200. A higher communication frequency at a frequency used in vehicle peripheral equipment such as a smart key is established for communication between wireless communication section 14 and wireless communication section 24. Therefore, even if communications between wireless communication section 14 and the wireless communication section 24 is performed, the vehicle peripheral equipment is difficult to receive interference due to communications. For communications between wireless communication section 14 and wireless communication section 24, for example, various types of wireless LAN systems have been used and a communication method has been used suitable for a remote distance.
    [022] Control section 15 is a part controlling an integral power supply device 100, including: a power transmission efficiency estimation section 151; a position determination section 152; and a sequence control section 153, and controls the power control section 11, power transmission coil 12, and wireless communication section 14.
    [023] Control section 15 transmits a control signal with the purpose that an electrical power source from the power supply device 100 must be initiated to the vehicle side 200 and receives the control signal for the purpose that electricity is requested to be received from the power supply device 100 from the vehicle side 200.
    [024] Vehicle 200 includes: energy receiving coil 22; wireless communication section 24; loading control section 25; rectification section 26; retransmission section 27; battery 28; an inverter 29; an engine 30; and an information section 31. The energy receiving coil 22 is interposed between the rear wheels by means of a lower surface (chassis) of the vehicle 200. Then, when the vehicle 200 is parked in the predetermined parking position, the coil of energy receiving coil 22 is positioned on top of the energy transmitting coil 12 and maintains a distance to the energy transmitting coil 12. energy receiving coil 22 is a circular shaped coil that is parallel to the surface of the space of parking.
    [025] The rectifying section 26 is connected to the energy receiving coil 22 and consists of a rectifying circuit that rectifies the alternating current electrical energy received by the energy receiving coil 22 for a direct current energy supply. The relay section 27 includes a relay switch that turns on or off according to a control of the charge control section 25. The relay section 27 is electrically connected separately between a drive assembly circuit (in series or system) formed battery 28, inverter 29 and motor 30 and a charging system circuit formed by the coil and energy receiving 22 and rectifying section 26. As the drive assembly circuit is a high energy system circuit, high security is demanded when it is installed in the vehicle 200. On the other hand, the energy receiving coil 26 included in the charging system circuit is installed on an external side of the vehicle 200 to maintain the contactless state for the earth side. Therefore, the relay section 27 is installed between a high energy system circuit and a low energy system circuit and, when the vehicle is traveling, the relay section 27 is turned off so that the safety of an electrical system on vehicle 200 is increased.
    [026] The battery 28 consists of a plurality of secondary cells to provide a source of electrical energy for the vehicle 200. The inverter 29 is a control circuit such as a PWM control circuit or so on having switching elements such as IGBTs or so on and inverts a direct current electrical energy emitted from the battery 28 to an alternating current electrical energy on a basis of switching control signals to supply the motor 30.
    [027] Motor 30 is constituted, for example, by a three-phase alternating current motor and provides a driving source for the driving vehicle 200.
    [028] The information section 31 is a device for informing the information through a sound, a light, a video image, or so on to a user and consists of a speaker, LED light, a system display navigation and so on.
    [029] Charge control section 25 is a controller for controlling battery charging 28 and controls wireless communication section 24, relay section 27 and information section 31. Charge control section 25 transmits a signal with the purpose that charging should be initiated for control section 15 through communication between wireless communication section 24 and wireless communication section 14. In addition, charging control section 25 is connected to a controller that controls a totality of the vehicle 200 through a CAN communication network (not shown). This controller manages a switching control of the inverter 28 and a charge state (SOC) of the battery 22. The charge control section 15 transmits a signal with the purpose that charging is complete for control section 15 in a case where the controller determined that battery 28 has reached a fully charged state based on the SOC of battery 28.
    [030] In the non-contact power supply device in this mode, the transmission and reception of energy from a high frequency wave electrical energy in the non-contact form are carried out through an electromagnetic induction action. In other words, when a voltage is applied to the energy transmission coil 12, a magnetic coupling is generated between the energy transmission coil 12 and the energy receiving coil 22 and an electrical energy is supplied from the transmission coil of energy 12 for energy receiving coil 22.
    [031] Next, a specific structure related to the non-contact power supply device will be described using Figure 2.
    [032] The power transmission circuit 101 includes: electric power control section 11; and power transmission coil 12 and is connected to the AC power supply 300. Charging circuit 201 includes: power receiving coil 22 and rectifying section 26 and is connected to battery 28 via the retransmission section 27. It should be noted that no connection is made between the energy transmission circuit 101 and the charging circuit 201 to supply electrical energy in the non-contact form between the energy transmission coil 12 and the energy receiving coil 22.
    [033] Electricity control section 11 includes: a rectification section on primary side 111; a PFC circuit (Power Factor Correction) 112; a smoothing section 113; an inverter 114; current sensors 115a to 115c; voltage sensors 116a, 116b; a PFC 117 drive section; and an inverter drive section 118.
    [034] The rectification section on the primary side 111 is a circuit for rectifying alternating current electrical energy introduced from the alternating current power supply 300 and is formed, for example, by a diode bridge circuit.
    [035] The PFC circuit 112 is a circuit for perfecting a power factor by rectifying an output waveform from the rectification section on the primary side 111, it is connected between the rectification section 111 and the smoothing section 113 , and is triggered based on a trigger signal from the PFC 117 drive section.
    [036] The smoothing section 113, for example, consists of a smoothing capacitor and is connected between the PFC circuit 112 and the inverter 114.
    [037] Inverter 114 is an electrical energy conversion circuit including a PWM control circuit or so on having switching elements such as IGBTs or so on and converts a high frequency alternating current electrical energy by switching on and switching off the switching elements based on the drive signal of the drive drive section 118 and supplies the alternating current electrical energy to the power transmission coil 12.
    [038] Current sensor 115a and voltage sensor 116a are connected between the AC power supply 300 and the rectification section on the primary side 111 to detect a current and voltage introduced from the power supply of alternating current 300.
    [039] Current sensor 115b and voltage sensor 116b are connected between PFC circuit 112 and smoothing circuit 113 to detect an electric current flowing between PFC circuit 112 and smoothing circuit 113 and a voltage between circuit PFC 112 and smoothing section 113, respectively. The current sensor 115c is connected to an output side of the inverter 114 to detect an alternating current (AC) electric current supplied from the inverter 115 to the transmission coil 12.
    [040] Thus, current sensors 115a to 115c detect current flowing to the power transmission circuit 110 and voltage sensors 116a, 116b detect the voltage applied to the power transmission circuit 110.
    [041] Control section 15 controls drive section PFC 117 and performs switching control for drive drive section 118 based on the detected currents from current sensors 115a, 115c and voltage detected from voltage sensor 116a.
    [042] In addition, drive section PFC 117 controls PFC circuit 112 based on the detected current from the current sensor 115b and the detected voltage from the voltage sensor 116b.
    [043] The rectification circuit 26 includes: a rectification section on the secondary side 261; a smoothing section 262; a current sensor 263; and a voltage sensor 264 and is a circuit for rectifying an alternating current electrical energy received by the energy receiving coil 22 for direct current electrical energy. The secondary side rectifying section 261 is a circuit for rectifying the alternating current electrical energy emitted from the receiving coil 22 and the smoothing circuit 262 is a circuit for additionally eliminating the alternating current components included in the output of the secondary side rectification 261. Current sensor 263 detects an electrical current emitted from the smoothing section 262 to retransmission section 27. Voltage sensor 264 detects the output voltage of the smoothing section 26.
    [044] Thus, the current sensor 263 detects the current flowing through the charging circuit 201 and voltage sensor 264 detects a voltage applied to the charging circuit 201.
    [045] In the following, the control content through control section 15 and loading control section 25 will be described using Figures 1 and 2.
    [046] Control section 15 performs a system check to diagnose whether each system in the power supply device 100 is normally operated as a boot control. The loading control section 25 performs a system check to diagnose whether the vehicle loading system 200 normally operates as the boot control in the same manner as described above. As a result of system checks, if vehicle 200 is determined to have a system normality, abnormality is reported to a user of vehicle 200, and if loading device 100 is determined to have a system abnormality occurred, abnormality is informed to a center or so that manages the charging device 100.
    [047] On the other hand, in a case where the result of the system checks is determined to be normal, the control section 15 activates the wireless communication section 14 to be ready to receive the signals. It should be noted that system checks on the side of the power supply device 100 are carried out, for example, periodically over a predetermined frequency period and the system checks on the vehicle side 200 are performed when, for example, a switch main to drive the vehicle 200 is turned on.
    [048] Control section 15 and charge control section 25 control wireless communication section 14 and wireless communication section 24, respectively, and perform the following remote communication control.
    [049] Firstly, the load control section 25 obtains the information on the current position of the vehicle 200 from a GPS function installed on the vehicle 200 to determine whether the current position of the vehicle is comprised in a point region pre-established loading. It should be noted that the charging point region is a range established according to each of the power supply devices 100 and, for example, it is a band represented by a circle with the position of the power supply device 100 as a center on a map. The fact that the vehicle 200 is within the charging point region indicates that when charging is carried out for battery 28, charging is carried out in one of the charging devices 100 corresponding to the charging point region.
    [050] In a case where the present position of vehicle 200 is within the charge point region, the charge control section activates wireless communication section 24 so that wireless communication section 14 is in a state communicable to wireless communication section 24. If wireless communication sections 14 and 24 are mutually communicable, charge control section 25 transmits a signal to establish a link from wireless communication section 24 to section wireless communication 14. In response to this, control section 15 returns the signal for the purpose of receiving this signal from wireless communication section 14 to wireless communication section 24. Thus, the link is established between the wireless communication section 14 and the wireless communication section 24.
    [051] In addition, charging control section 25 transmits a vehicle ID 200 to control section 15 via communication between wireless communication section 14 and wireless communication section 24. The control section 15 performs an ID authentication by determining whether an ID transmitted from the vehicle side 200 matches the ID previously registered in the control section 15. In this contactless charging system, the vehicle 200 which is an acceptable power supply it is registered by the ID for each of the power supply devices 100. Therefore, the power supply for one of the vehicles 200 that matches the registered ID can be done through the ID authentication described above.
    [052] After the ID connection and authentication is complete, the charging control section 25 transmits the signal from wireless communication section 24 to wireless communication section 14 at the predetermined frequency period, while the vehicle 200 approaches power supply device 100 corresponding to the charging point region and control section 15 measures a distance between vehicle 200 and power supply device 100. Wireless communication section 14 receives the signal transmitted periodically from wireless communication section 24. Distance measurement section 151 measures the distance between the vehicle 200 and the power supply device 100 from an electrical signal field strength of the received signal.
    [053] Control section 15 pre-establishes a threshold value to indicate that the distance between the vehicle 200 and the power supply device 100 is approaching and the distance between the coils in a flat direction of the power transmission coil 12 and the energy receiving coil 22 becomes shorter as the vehicle approaches a threshold value. As the intensity of the received signal has a correlation with the distance between the vehicle 200 and the power supply device 100, in this embodiment, the vehicle approach threshold value is prescribed from the signal strength.
    [054] Control section 15 compares the electric field strength of the received signal with the vehicle approach threshold value to determine whether the distance between vehicle 200 and power supply device 100 is shorter than a distance predetermined. So, if the distance between the vehicle 200 and the power supply device 100 becomes shorter than the predetermined distance, the control section 15 estimates the energy transmission efficiency on one energy transmission side during the displacement of the vehicle in the following procedure.
    [055] Next, using Figures 1, 3 and 4, a control for determining the energy transmission efficiency through the control section 15 will be described below.
    [056] It should be noted that, since the control section 15 carries out the control for determining the energy transmission efficiency during the movement of the vehicle, the control is advanced with the retransmission section 27 off.
    [057] First, the control section 15 controls the electrical control section 101 to transmit electrical energy through a small electrical energy to perform an experiment power supply. Small electrical energy is an electrical energy inferior to the transmission of energy in a time of a normal (regular) energy supply and inferior to the electrical energy required to charge the battery 28.
    [058] At the time of starting the experiment power supply, the distance between the vehicle 200 and the power supply device 100 is shorter than the predetermined distance as described above. However, the distance between the energy transmission coil 12 and the energy receiving coil 22 becomes long compared to the distance for the energy transmission coil 12 to be able to transmit electrical energy to the energy receiving coil. energy 22 and the energy transmission coil 12 is not in a position opposite to the energy receiving coil 22.
    [059] Therefore, an impedance between the energy transmission coil 12 and the energy receiving coil 22 indicates as high so that an electrical energy input from the energy transmission circuit 101 to an electrical energy established in the energy supply of experiment through control section 15 becomes inferior. At this moment, as in the charging circuit 262 which is the energy receiving side, the retransmission section 27 is switched off so that the current is not detected through the current sensor 263, the electrical energy received cannot be measured .
    [060] So, when the distance between the energy transmission coil 12 and the energy receiving coil 22 is short due to movement of the vehicle 200, the impedance between the energy transmission coil 12 and the energy receiving coil energy 22 is decreased. Therefore, the electrical energy entering the energy transmission coil 101 becomes high.
    [061] Figure 3 shows a graph representing a characteristic of the energy transmission efficiency for the input energy of the energy transmission circuit 101. In Figure 3, K denotes a coupling coefficient between the energy transmission coil 12 and the energy receiving coil 22. The energy transmission efficiency indicates an electrical energy efficiency for transmitting electrical energy from the energy transmitting coil 12 to the energy receiving coil 22.
    [062] As shown in Figure 3, a correlation between the incoming electrical energy and the energy transmission efficiency is provided so that in a case where the electrical energy entering the energy transmission circuit 101 is high, the efficiency transmission power can be estimated to be high. In addition, if the distance between the energy transmission coil 12 and the energy receiving coil 22 becomes shorter, the coupling coefficient (K) becomes high and the energy transmission efficiency becomes high.
    [063] Therefore, the distance between the energy transmission coil 12 and the energy receiving coil 22 can be estimated from the incoming electrical energy and, in other words, a relative position of the energy receiving coil 22 for the position of the power transmission coil 12 can be estimated.
    [064] In this modality, during a time when an experiment power supply is performed, the alternating current power supply 300 introduces the electric energy into the energy transmission circuit 101 at a constant frequency and at a constant voltage. Therefore, control section 15 measures the input electrical energy of the energy transmission circuit 101 from the detected electrical current of the current sensor 115a and estimates the efficiency of energy transmission from the input electrical energy measured through the section power transmission efficiency estimation 151.
    [065] The current sensor 115a detects the electric current in a predetermined sampling period at the time of the experiment power supply and during the displacement of the vehicle 200 and issues the detection result to the control section 15.
    [066] The power transmission electrical energy of the power transmission circuit 101 can be measured using the current sensing current 115b although not necessarily using the current sensing current 115a. However, as the frequency of the current introduced into the rectification section by the primary side 111 is the lowest in the power transmission circuit 101.
    [067] Therefore, in this mode, the input electrical energy is measured using the current detection of the current sensor 115b.
    [068] Then, the energy transmission efficiency estimation section 151 estimates the energy transmission efficiency higher as the measured input electrical energy becomes greater.
    [069] In addition, control section 15 determines whether the position deviation between the energy transmission coil 12 and the energy receiving coil 22 is within the range in which the battery 28 can be charged based on the current current sensor detection 115a.
    [070] The position determination section 152 establishes a limit current that can be charged on battery 28 and corresponding to a permissible range of the position deviation between the coils. As described above, as during the supply of experiment energy, the voltage introduced into the energy transmission circuit 101 is constant, a magnitude of the detected current corresponds to the magnitude of the measured input electrical energy. Then, as the magnitude of the incoming electrical energy is correlated to the magnitude of the position deviation between the coils, as the sensing current becomes greater, the position deviation between the power transmission coil 12 and the receiving coil of energy 22 becomes smaller.
    [071] In a case where the position deviation between the energy transmission coil 12 and the energy receiving coil 22 is large, the coupling coefficient between the coils is low and the energy transmission efficiency is accordingly low. Therefore, from the energy receiving side, the electrical energy that can be charged to battery 28 cannot be received. Therefore, in this mode, the position deviation between the coils on which the battery 28 can be charged is pre-established and the current value corresponding to the pre-established position deviation is adjusted as the threshold current.
    [072] The position determination section 152 determines that in a case where the detected current is greater than the threshold current based on the detected current of the current sensor 115a emitted in the predetermined sampling period during vehicle displacement 200 , the position deviation between the energy transmission coil 12 and the energy receiving coil 22 is determined to be within the range in which the battery 28 can be charged and is determined to be outside the range in which the battery 28 can be charged. charged in a case where the detected current is less than the threshold current.
    [073] If the position determination section 152 determines that the position deviation between the energy transmission coil 12 and the energy receiving coil 22 is within the range in which the battery 28 can be charged, the control section 15 transmits the signal indicating that the position deviation between the coils is within the range in which the battery can be charged via wireless communication section 14 to terminate the experiment power supply. Then, the position determination section 152 compares the detected current from the current sensor 115a and the threshold current value to determine whether the energy transmission efficiency estimated by the energy transmission efficiency estimation section 151 is greater than an allowable electrical threshold value corresponding to the threshold current. Then, if the estimated energy transmission efficiency is determined to be greater than the allowable electrical threshold value and the position deviation between the coils is determined to be within the range in which the battery can be charged, the control section 15 reports the effect that a charging is allowed via wireless communication to the vehicle side 200.
    [074] Next, the following charge control is performed by the control section 15 and the charge control section 25 after the control for determining the energy transmission efficiency described above.
    [075] When the charge control section 25 receives the signal indicating that the position deviation between the coils is within the range in which the battery can be charged via wireless communication section 24, the charge control section 25 informs the effect that loading is allowed for the user through information section 31.
    [076] Then, the user from the confirmation of the information from the information section 31, recognizes that the energy receiving coil 22 is positioned in an appropriate position with respect to the position of the energy transmission coil 12 and for the vehicle 200.
    [077] When the user performs an operation to initiate charging, the charge control section 25 turns on the relay section 27 and transmits the signal with the result that charging is initiated to the power supply device 100.
    [078] Control section 15 adjusts the power charging battery 28, controls the power control section 11, and starts supplying power from the power transmission coil 12 to the power receiving coil 22 when the signal described above is received.
    [079] The charge control section 25 manages the charged state of battery 28 (SOC) and transmits the signal with the result that battery 28 has been fully charged to power supply device 100 when battery 28 has reached the fully charged state. Then, the load control section 25 turns off the relay section 27 to complete the load control.
    [080] Control section 15 ends the power supply based on the signal indicating the end of the transmitted load to the charge control section 25.
    [081] Next, a control procedure for the contactless charging system in this mode will be described using Figures 4 to 6. Figure 4 shows a flowchart representing the control procedure for the contactless charging system in this mode, Figure 5 shows a flowchart representing the control procedure representing a remote communication control in Figure 4, and Figure 6 shows a flowchart representing the control procedure for a control for determining energy transmission efficiency. It should be noted that among the control flows, the controls performed by the control section 15 side are performed under a control of a sequence control section 153. It should be noted that the controls in steps S1 to S3 are performed during the movement of the vehicle 200, and therefore during this control, the retransmission section 27 is in the off state.
    [082] In step S1, the control section 15 and the load control section 25 perform system checks such as the boot control. In step S2, the control section 15 and the load control section 25 perform remote communication control.
    [083] The remote communication control in step S2 will be described below. As shown in Figure 7, in a step S21, the load control section 25 obtains a position present in the vehicle 200 through a GPS function of the controller not shown. In a step S22, the charge control section 25 determines whether the present position obtained is within the charge point region of any of the power supply devices 100.
    [084] If the present position obtained is not within the load point region, the routine returns to step S21. If the present position is within the load point region, the routine proceeds to step S23. In step S23, the charging control section 25 activates the wireless communication section 24.
    [085] In a step S24, control section 15 and charge control section 25 transmit and receive the signal to establish the link between wireless communication section 14 and wireless communication section 24 to determine whether the link is established.
    [086] In a case where the link is not established, the routine returns to step S24 and the signal is transmitted and received between wireless communication section 14 and wireless communication section 24.
    [087] If the link is established, the routine proceeds to a step S25 in which loading control section 25 transmits vehicle ID 200 to the corresponding power supply device 100. Control section 15 performs authentication of ID by comparing the ID included in the vehicle 200 for the power supply device 100 with the ID registered on the corresponding power supply device 100.
    [088] If the ID is not authenticated, the control in this mode is terminated. On the other hand, in a case where the ID is authenticated, in a step S26, the charging control section 25 transmits the signal over a predetermined frequency period from the wireless communication section 24. The control section 15 measures an electric field strength of the signal received in the wireless communication section 14 to measure the distance between the vehicle 200 and the corresponding power supply device 100.
    [089] In a step S27, the control section 15 determines whether the electric field strength of the received signal is greater than the vehicle approach threshold value. In a case where the electric field strength of the received signal is equal to or less than the vehicle approach threshold value, control section 15 determines that vehicle 200 does not approach power supply device 100 and the routine returns to step S26. On the other hand, in a case where the intensity of the electric field of the received signal is greater than the vehicle approach threshold value, the control section 15 determines that the vehicle 200 approaches the power supply device 100 and the routine returns to step S3 to end remote communication control from step S2.
    [090] The control for determining energy transmission efficiency in step S3 will be described below. As shown in Figure 6, in a step S31, the experiment energy supply is initiated by the control section 15 during movement of the vehicle 200.
    [091] In a step S32, the energy transmission efficiency estimation section 151 measures the incoming electrical energy and estimates the energy transmission efficiency based on the detected current of the current sensor 115a.
    [092] In a step S33, the position determination section 152 compares the detected voltage of the current sensor 115a with the threshold value to determine whether the estimated energy transmission efficiency is greater than an electrical threshold value. allowed.
    [093] In a case where the estimated energy transmission efficiency is equal to or less than the permitted electrical energy threshold value, the routine returns to step S32 and the energy transmission efficiency is again estimated.
    [094] On the other hand, in a case where the estimated energy transmission efficiency is greater than the permitted electrical energy threshold value, the routine proceeds to a step S34. Thus, in a case where the position deviation between the energy transmission coil 12 and the energy receiving coil 22 is outside the range in which the battery can be charged, the controls in steps S32 and S33 are repeated. When the vehicle 200 is further moved, the distance between the energy transmission coil 12 and the energy receiving coil 22 becomes shorter. If the position deviation is within a permitted range, the control loop for steps S32 and S33 is left out.
    [095] In step S34, the control system 15 transmits the signal that loading is allowed to vehicle 200 and the loading control section 25 informs that loading is allowed through information section 31 based on the signal. In a step S35, the control section 15 ends the supply of experiment energy and the routine returns to step S4.
    [096] When the energy transmission efficiency control is finished, the user stops the vehicle 200 and the loading control section 25 turns on the relay section 27 based on an operation to initiate charging through the user.
    [097] Control section 15 adjusts the electrical energy for normal charging and supplies power from the energy transmission coil 12 to the energy receiving coil 22. Battery 28 is charged using the received electrical energy of the energy receiving coil 22 and, when the battery 28 is in the fully charged state, the charge control section 25 ends the charging based on the signal with the result that the battery 28 is in the full charge state.
    [098] As described above, in this embodiment, the energy transmission efficiency from the energy transmission coil 12 to the energy receiving coil 22 is estimated based on a detected value of the current flowing into the energy transmission circuit. energy 101 through current sensor 115a. Thus, even if the circuit on the energy receiving side is in the state in which no conduction occurs, the energy transmission efficiency can be detected on the energy transmitting side.
    [099] In addition, in this mode, the retransmission section 27 is provided and the retransmission section 27 is switched off while the vehicle is moving. Thus, when moving the vehicle, even if the battery 28 and the charging circuit 201 are interrupted (not being in a mutually connected state), the energy transmission efficiency can be detected by the energy transmission side.
    [0100] In addition, in this modality, the energy transmission efficiency is estimated during the displacement of the vehicle. Thus, even if the circuits on the energy receiving side are not in the state of electrical conduction during the movement of the vehicle, the energy transmission efficiency is detected during the movement of the vehicle. Therefore, the coefficient of coupling between the coils and the distance between the coils can be obtained during the displacement of the vehicle which has a correlation with the energy transmission efficiency.
    [0101] Furthermore, in this modality, in a case where the energy transmission efficiency estimated by the energy transmission efficiency estimation section 151 is greater than the allowable electrical threshold value, the charging control section 25 determines that the position deviation between the energy transmission coil 12 and the energy receiving coil 22 is within the range in which the battery 28 can be charged. Thus, even if the circuit on the energy receiving side is in the state of non-electrical conduction, the transmission side can detect the position deviation between the energy transmission coil 12 and the energy receiving coil 22. In addition, during the movement of the vehicle, the position deviation can be detected between the energy transmission coil 12 and the energy receiving coil 22. In addition, another sensor to detect the position deviation between the energy transmission coil 12 and the energy receiving coil 22 can be omitted.
    [0102] In addition, in this modality, a determination result by means of the position detection section 152 is informed through the information section 31. Thus, if the position deviation between the energy transmission coil 12 and the energy receiving coil energy 22 is within the range in which the battery 28 can be charged can be confirmed through information via information section 31. Thus, for example, when vehicle 200 is parked in the predetermined parking space, the information is confirmed so that confirmation that the positioning between the energy transmission coil 12 and the energy receiving coil 22 is carried out in the proper position for charging the battery 28 can be made.
    [0103] It should be noted that, in this mode, with the voltage introduced in the energy transmission circuit 101 made constant, the energy transmission efficiency is estimated from the current sensor 115a. However, with the electrical energy introduced measured from the detected voltages of the voltage sensors 116a, 116b, the energy transmission efficiency can be estimated. In addition, the electrical energy introduced can be measured from the detected currents of the current sensors 115a to 115c and the detected voltages of the voltage sensors 116a, 116b, with the input current and the input voltage of the power transmission circuit. 101 not made constant, to estimate the efficiency of energy transmission.
    [0104] In addition, in this mode, the position deviation between the energy transmission coil 12 and the energy receiving coil 22 is detected from the energy transmission efficiency estimated by the energy transmission efficiency estimation section 151. However, another sensor to detect the position deviation between the energy transmission coil 12 and the energy receiving coil 22 is additionally installed so that the position of each coil can be detected from the output of that sensor . Then, the position determination section 152 can detect the position deviation between the coils from the energy transmission efficiency estimated by the energy transmission efficiency estimation section 151, in a case where the other sensor described above it cannot normally detect the position for some reason.
    [0105] When the position deviation between the coils is detected, the position deviation in the direction of the plane of the coil surface of the energy transmission coil 12 or energy receiving coil 22 can be detected by the position determination section 152 based on the estimated energy transmission efficiency and the position deviation in a vertical direction towards the coil surface can be detected by yet another position deviation detection sensor. Thus, the structure of the position sensors to detect the position deviation between the coils can be simplified.
    [0106] It should be noted that, in this modality, the information section 31 is installed on the vehicle side 200, but can be installed on the power supply device side 100 which is on the earth side.
    [0107] The power transmission coil described above 12 corresponds to a first coil according to the present invention, the energy receiving coil 22 corresponds to a second coil, current sensors 115a, 115b and voltage sensors 116a , 116b correspond to a sensor according to the present invention, the energy transmission efficiency estimation section 151 corresponds to the energy transmission efficiency estimation section according to the present invention, the retransmission section 27 corresponds to the medium switching device according to the present invention, the position determining section 152 corresponds to the determining means according to the present invention, and the information section 31 corresponds to the information means according to the present invention.
    权利要求:
    Claims (6)
    [0001]
    1. Non-contact power supply system for transmitting electrical energy from a first coil (12) to a second coil (22) in a non-contact way via at least one magnetic coupling, comprising: a transmission circuit power (11) including the first coil; a sensor (115a, 115b, 116a, 116b) configured to measure a current flowing through the energy transmission circuit (11) or to measure a voltage applied to the energy transmission circuit (11); a battery (28) providing a power source for a vehicle (200); a charging circuit (25) including the second coil (22) and charging the battery (28); means of estimating energy transmission efficiency (151) to estimate energy transmission efficiency from the first coil (12) to the second coil (22) and; determination means (152) to determine that a position deviation between the first coil (12) and the second coil (22) is comprised in a range in which the battery (28) is chargeable, in a case where the transmission efficiency of energy estimated by the energy transmission efficiency estimation means (151) is greater than a predetermined value. CHARACTERIZED by the fact that: the means of estimating energy transmission efficiency (151) are for measuring the input power of the energy transmission circuit (11) through at least one of the values of a detected current or a voltage detected by a sensor (115a, 115b, 116a, 116b) and to estimate the energy transmission efficiency from the first coil (12) to the second coil (22) based on a correlation between the estimated energy efficiency of the transmission and the input of electrical energy measured in such a way that as the incoming electrical energy becomes greater, the estimated energy efficiency of transmission becomes higher.
    [0002]
    2. Non-contact power supply system, according to claim 1, CHARACTERIZED by the fact that it also comprises a switching means (27) connected between the battery (28) and the charging circuit (25) and the switching (27) is in an off state when the vehicle is moving (200).
    [0003]
    3. Non-contact power supply system, according to claim 1, CHARACTERIZED by the fact that the energy transmission efficiency estimation means (151) estimates the energy transmission efficiency during vehicle displacement (200) .
    [0004]
    4. Non-contact power supply system, according to claim 1, CHARACTERIZED by the fact that it also comprises an information medium (31) mounted on the vehicle (200) to inform a result of the determination by means of determination (152) .
    [0005]
    5. Non-contact power supply system, according to claim 1, CHARACTERIZED by the fact that an experiment power supply to supply the electric power through a small electric power is performed and, while the experiment power supply is performed, the estimation of energy transmission efficiency is performed.
    [0006]
    6. Non-contact power supply system according to claim 1, CHARACTERIZED by the fact that when a distance between the vehicle (200) and the first coil (12) becomes shorter than a predetermined distance, a supply of experiment energy to supply electricity through a small electrical energy is performed and, while the experiment energy supply is performed, estimation of energy transmission efficiency is performed
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    同族专利:
    公开号 | 公开日
    US20140103871A1|2014-04-17|
    CN103563216A|2014-02-05|
    KR101560964B1|2015-10-15|
    JP5810632B2|2015-11-11|
    BR112013029326A2|2017-02-14|
    KR20140025529A|2014-03-04|
    US9969280B2|2018-05-15|
    MX2013011710A|2014-01-08|
    RU2013156867A|2015-07-10|
    CN103563216B|2016-10-19|
    RU2557785C1|2015-07-27|
    EP2717429A1|2014-04-09|
    MY173253A|2020-01-09|
    EP2717429A4|2015-03-18|
    JP2012249407A|2012-12-13|
    WO2012165242A1|2012-12-06|
    EP2717429B1|2019-07-24|
    BR112013029326A8|2019-12-24|
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    法律状态:
    2018-03-27| B15K| Others concerning applications: alteration of classification|Ipc: B60L 11/18 (2006.01), H02J 7/02 (2016.01), H02J 50 |
    2018-12-11| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-06-16| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-06-23| B15K| Others concerning applications: alteration of classification|Free format text: AS CLASSIFICACOES ANTERIORES ERAM: B60L 11/18 , H02J 7/02 , H02J 50/10 Ipc: B60L 53/12 (2019.01), H02J 50/10 (2016.01), H02J 5 |
    2020-09-15| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 23/05/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2011-118678|2011-05-27|
    JP2011118678A|JP5810632B2|2011-05-27|2011-05-27|Non-contact power feeding device|
    PCT/JP2012/063142|WO2012165242A1|2011-05-27|2012-05-23|Contactless electricity supply device|
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