WO2020122017A1 - Dispositif de réception d'alimentation - Google Patents

Dispositif de réception d'alimentation Download PDF

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Publication number
WO2020122017A1
WO2020122017A1 PCT/JP2019/048089 JP2019048089W WO2020122017A1 WO 2020122017 A1 WO2020122017 A1 WO 2020122017A1 JP 2019048089 W JP2019048089 W JP 2019048089W WO 2020122017 A1 WO2020122017 A1 WO 2020122017A1
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WIPO (PCT)
Prior art keywords
power
coil
power transmission
receiving device
filter
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Ceased
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PCT/JP2019/048089
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English (en)
Japanese (ja)
Inventor
真登 向山
宜久 山口
正樹 金▲崎▼
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Denso Corp
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Denso Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • 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
    • 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
    • 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
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; 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—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/90—Circuit arrangements or systems for wireless supply or distribution of electric power involving detection or optimisation of position, e.g. alignment
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from 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
    • Y02T10/70—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
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the present disclosure relates to a power receiving device that receives contactless AC power from a power transmitting device.
  • the non-contact power supply device of Patent Document 1 includes a power transmission device having a primary coil to which AC power is input, and a power reception device mounted to a vehicle and having a secondary coil capable of contactlessly receiving AC power. I have it.
  • the power receiving device is provided with an impedance variable device that can change the impedance based on the distance between the primary coil and the secondary coil. By varying the impedance by the impedance varying device, it is possible to cope with the impedance shift due to the distance shift.
  • the impedance variable device has a problem that the physique is large and the number of parts is large. Further, the variable impedance device causes a cost increase.
  • the present disclosure has been made in view of the above problems, and its main purpose is to provide a power receiving device that can receive power with appropriate power transmission efficiency.
  • the present means is a power receiving device which is capable of receiving the AC power from a power transmitting device having a primary side coil to which the AC power is input, supplies power to a load, and is mounted on a vehicle, wherein the primary side.
  • a secondary coil capable of receiving power from the coil in a contactless manner, a capacitor connected to the secondary coil to form a resonance circuit together with the secondary coil, and one of input and output is connected to the capacitor and the other
  • a filter circuit connected to the load, based on the output voltage and output power of the load at a position where the power receiving device is assumed to be farthest from the power transmitting device in the filter circuit.
  • the filter constants are adjusted so that the power transmission efficiency is higher than a predetermined value.
  • AC power is transmitted from the power transmitting device to the power receiving device by establishing magnetic field resonance between the primary coil and the secondary coil, for example.
  • the capacitor and the secondary coil are adjusted so that magnetic field resonance is established between the primary coil and the secondary coil. Then, the power received by the secondary coil is cut into high-frequency components of a predetermined frequency or higher by the filter circuit, rectified by the rectifier and supplied to the load.
  • Adjusting the filter constant changes the power transmission efficiency, but there is a maximum value in that value.
  • the power transmission efficiency changes depending on the coupling coefficient, and when the distance between the primary side coil and the secondary side coil is large, the coupling coefficient becomes small and the power transmission efficiency decreases. In this case, it has been found that if the power transmission efficiency is set at a position where the secondary coil is assumed to be farthest from the primary coil, the fluctuation in the power transmission efficiency will be small. Therefore, by adjusting the filter constant when the coupling coefficient is the smallest, it is possible to obtain a power transfer efficiency that is equal to or higher than a predetermined value, even if there is no impedance variable device. As a result, desired power transmission can be suitably performed while enabling cost reduction by reducing the number of parts.
  • FIG. 1 is a schematic configuration diagram of a contactless power transmission device according to an embodiment
  • FIG. 2 is a block diagram of the non-contact power transmission device
  • FIG. 3 is a diagram showing the relationship between the filter constant and the power transmission efficiency
  • FIG. 4 is a diagram showing the relationship between the filter constant and the power transmission efficiency when the distances are different.
  • FIG. 1 is a schematic configuration diagram of a contactless power transmission device 10 according to this embodiment.
  • the vehicle 15 is a vehicle that is driven by an electric vehicle drive device (drive motor or the like) such as an EV (electric vehicle) or a PEV (plug-in hybrid vehicle).
  • an electric vehicle drive device drive motor or the like
  • EV electric vehicle
  • PEV plug-in hybrid vehicle
  • the power transmitting device 20 performs power transmission (power feeding) in a non-contact state with the power receiving device 30 mounted on the vehicle 15.
  • the power transmission device 20 is installed on or embedded in the ground G so as to be exposed from the ground G.
  • the power transmission device 20 is provided, for example, in a parking space or a road on which the vehicle 15 travels, and transmits power while the vehicle 15 is parked or traveling.
  • the power transmission device 20 is provided with a primary coil 21.
  • the primary coil 21 is formed by winding a winding (for example, a litz wire) in a flat shape on a core material such as a ferrite core.
  • the primary side coil 21 is arranged so that its axis is orthogonal to the ground G, that is, the plane wound in a plane is parallel to the ground G.
  • the power receiving device 30 is provided on the floor portion 15 a of the vehicle 15.
  • the power receiving device 30 is provided with a secondary coil 31, and the secondary coil 31 is formed by winding a winding (for example, a Litz wire) around a core material such as a ferrite core in a planar shape, for example. ..
  • the secondary coil 31 is arranged such that its axis is orthogonal to the ground G, that is, the plane wound in a plane is parallel to the ground G and is opposed to the primary coil 21 in parallel.
  • the distance between the ground G and the floor portion 15a is the floor distance h.
  • the floor distance h changes depending on the vehicle height of the vehicle 15, and the floor distance h increases as the vehicle height increases.
  • FIG. 2 is a block diagram of the contactless power transmission device 10.
  • the contactless power transmission device 10 includes a power transmitting device 20 and a power receiving device 30.
  • the power transmission device 20 includes a primary side resonance unit 23, an inverter 24, a converter 25, and a power supply device 26.
  • the power supply device 26 supplies AC power having a predetermined voltage and current to the converter 25 from a commercial power supply or the like.
  • the converter 25 is an AC/DC converter, and converts the AC power supplied from the power supply device 26 into DC power having a predetermined voltage.
  • the inverter 24 converts the DC power supplied from the converter 25 into AC power having a predetermined frequency.
  • a filter circuit, particularly an immittance filter, that cuts high-frequency components of a predetermined frequency or higher may be provided between the inverter 24 and the primary side resonance unit 23.
  • the primary side resonance unit 23 is a resonance circuit in which the primary side coil 21 and the primary side capacitor 22 are connected in series.
  • the primary side resonance unit 23 resonates when AC power having a predetermined frequency is input, and transmits power to the secondary side resonance unit 33.
  • the secondary side resonance unit 33 is a resonance circuit in which the secondary side coil 31 and the secondary side capacitor 32 are connected in series. It is desirable that the primary side resonance section 23 and the secondary side resonance section 33 are configured by the SS system. The secondary side resonance part 33 is adjusted so that magnetic field resonance is established between the secondary side resonance part 33 and the primary side resonance part 23. Specifically, it is desirable that the resonance frequency of the secondary side resonance section 33 matches the resonance frequency of the primary side resonance section 23.
  • the primary side resonance unit 23 (primary side).
  • the side coil 21) and the secondary side resonance part 33 (secondary side coil 31) resonate with a magnetic field.
  • the secondary side resonance unit 33 receives AC power from the primary side resonance unit 23.
  • the predetermined frequency of the AC power input from the inverter 24 may be a frequency at which power can be transmitted between the primary side resonance section 23 and the secondary side resonance section 33. Specifically, it is desirable that the resonance frequencies of the primary side resonance part 23 and the secondary side resonance part 33 are set.
  • the power receiving device 30 includes the above-described secondary side resonance unit 33, the filter circuit 40, and the rectifier 34.
  • a variable impedance element is not provided between the secondary coil 31 and the storage battery 16.
  • desired power transmission can be suitably performed while enabling cost reduction by reducing the number of parts.
  • a specific configuration of the power receiving device 30 will be described.
  • the rectifier 34 has a known configuration for converting AC power into DC power.
  • the rectifier 34 is composed of, for example, a diode bridge circuit including four diodes.
  • the power converted into DC power by the rectifier 34 is supplied to the storage battery 16.
  • the storage battery 16 is configured to include, for example, a secondary battery (lithium ion battery, nickel hydrogen battery, or the like).
  • the storage battery 16 stores the electric power supplied from the power receiving device 30 and supplies the electric power to the vehicle drive device.
  • the storage battery 16 corresponds to the “load”.
  • the filter circuit 40 is a kind of low-pass filter that cuts high-frequency components of a predetermined frequency or higher.
  • the filter circuit 40 is an immittance filter in which a filter coil 41 that is an inductor, a filter capacitor 42 that is a capacitor, and a filter coil 41 that is an inductor are connected in a T shape.
  • the immittance filter (filter circuit 40) is an impedance-admittance converter, and is a filter configured such that the impedance viewed from the input end of the immittance filter is proportional to the admittance of the load connected to the output end.
  • the filter constant xc is the impedance of the filter coil 41 and the filter capacitor 42.
  • the impedance of the filter coil 41 can be represented by jxc, and the impedance of the filter capacitor 42 can be represented by -jxc.
  • L1 is the inductance of the primary coil 21
  • L2 is the inductance of the secondary coil 31.
  • the coupling coefficient k is the smallest when the vehicle height (floor surface distance h) is the maximum.
  • the power transmission efficiency at the position where the secondary coil 31 is assumed to be farthest from the primary coil 21 is set to a power transmission efficiency ⁇ that is equal to or higher than a predetermined power transmission efficiency ⁇ .
  • the power transmission efficiency ⁇ is calculated assuming that the vehicle height (floor distance h) is the maximum.
  • the case where the vehicle height (floor surface distance h) is maximum refers to the case where the load is minimum on the flat ground G or the vehicle height is set to the maximum by the vehicle height adjustment function or the like.
  • the positional deviation in the horizontal direction is the maximum within the allowable range in which the magnetic field resonance is established.
  • FIG. 3 is a diagram showing the relationship between the filter constant xc and the power transmission efficiency ⁇ .
  • the power transfer efficiency ⁇ changes, and the power transfer efficiency ⁇ has a maximum value (a value that maximizes the power transfer efficiency ⁇ within the range where the filter constant xc is adjusted). Therefore, the power transmission efficiency ⁇ when the coupling coefficient k is the smallest is derived algebraically and then differentiated by the filter constant xc. Then, the formula (1) was derived by obtaining the filter constant xc (calculated value x) at which the power transmission efficiency ⁇ has a maximum value.
  • Vb is the output voltage of the storage battery 16
  • Pout is the output power of the storage battery 16.
  • ⁇ 0 is a predetermined frequency of the AC power output by the inverter 24, and k is a coupling coefficient between the primary coil 21 and the secondary coil 31 as described above.
  • L1 is the inductance of the primary coil 21
  • L2 is the inductance of the secondary coil 31
  • r1 is the internal resistance of the primary coil 21
  • r2 is the internal resistance of the secondary coil 31.
  • k ⁇ L1L2 is the mutual inductance M of the primary coil 21 and the secondary coil 31 as described above.
  • Vb and Pout may be values calculated in advance by experiments or the like, or may be fixed values.
  • the filter constant xc is adjusted within the predetermined range including the calculated value x and/or the calculated value x. Specifically, it is desirable that the filter constant xc be adjusted to fall within the range of 60% to 160% of the calculated value x. In such a range, the power transmission efficiency ⁇ falls within the maximum value or within a range of 5% from the maximum value, and thus desired power transmission can be suitably performed.
  • the difference between the calculated value x on the lower limit side and the calculated value x on the lower limit side in the predetermined range of the calculated value x is smaller than that on the upper limit side because of the difference in the sensitivity of the power transmission efficiency ⁇ . Since the power transmission efficiency ⁇ has high sensitivity in the lower limit range of the calculated value x, if the filter constant xc of the filter circuit 40 is too small, the power transmission efficiency ⁇ will be too low. Therefore, by making the difference between the calculated value x and the lower limit side smaller than that of the upper limit side, the decrease width of the power transmission efficiency ⁇ is made equal on the upper limit side and the lower limit side, and the filter constant xc has a width. ..
  • FIG. 4 shows filter constants when the distance between the primary coil 21 and the secondary coil 31 is different, that is, when the coupling coefficient k between the primary coil 21 and the secondary coil 31 is different. It is a figure which shows the relationship between xc and electric power transmission efficiency (eta).
  • kmax indicated by a broken line indicates the relationship between the filter constant xc and the power transmission efficiency ⁇ when the coupling coefficient k is the maximum, that is, the vehicle height (floor distance h) is the minimum, and is indicated by the solid line.
  • the calculated kmin represents the relationship between the filter constant xc and the power transmission efficiency ⁇ when the coupling coefficient k is the minimum, that is, when the vehicle height (floor surface distance h) is the maximum.
  • the filter constant xc is adjusted based on the maximum value of the power transmission efficiency ⁇ when the coupling coefficient k is the minimum.
  • the minimum line of power transmission efficiency ⁇ can be raised.
  • the fluctuation of the power transmission efficiency ⁇ due to the fluctuation of the coupling coefficient k (with the change of the vehicle height) can be reduced.
  • the smaller the coupling coefficient k is, that is, the closer it is to kmin the larger the fluctuation range of the power transmission efficiency ⁇ when the filter constant xc is changed. That is, the smaller the coupling coefficient k, the larger the slope of the power transmission efficiency ⁇ with respect to the filter constant xc.
  • the difference in the power transmission efficiency ⁇ due to the difference in the coupling coefficient k with the same filter constant xc will be examined. Specifically, in the filter constant x1 (calculated value x) at the point where the power transfer efficiency ⁇ has the maximum value at kmin and the filter constant x2 at the point where the power transfer efficiency ⁇ has the maximum value at kmax, the coupling coefficient k The differences d1 and d2 of the power transmission efficiency ⁇ due to the difference of are compared. The difference d1 in the filter constant x1 is smaller than the difference d2 in the filter constant x2. That is, when the filter constant x1 is used, the fluctuation in the power transmission efficiency ⁇ can be made smaller than when the filter constant x2 is used.
  • the filter constant xc is adjusted based on the calculated value x in the equation (1) to suppress the fluctuation of the power transmission efficiency ⁇ due to the fluctuation of the coupling coefficient k.
  • the filter constant xc By using a value within a predetermined range including the calculated value x as the filter constant xc, it is possible to realize the power transmission efficiency ⁇ that is equal to or higher than a predetermined value.
  • the fluctuation range of the power transmission efficiency ⁇ due to the change of the coupling coefficient k when the filter constant xc is larger than the calculated value x is larger than the fluctuation range when the filter constant xc is smaller than the calculated value x.
  • the filter constant xc within a range smaller than the calculated value x, specifically, within a range of 60 to 100% of the calculated value x, the power transmission efficiency ⁇ equal to or higher than a predetermined value can be obtained. It is possible to further suppress the fluctuation of the power transmission efficiency ⁇ that accompanies the fluctuation of the coupling coefficient k, while satisfying
  • AC power is transmitted from the power transmitting device 20 to the power receiving device 30 by establishing, for example, magnetic field resonance between the primary coil 21 and the secondary coil 31.
  • the secondary side capacitor 32 and the secondary side coil 31 are adjusted so that magnetic field resonance is established between the primary side coil 21 and the secondary side coil 31. Then, the power received by the secondary coil 31 is cut into high-frequency components of a predetermined frequency or higher by the filter circuit 40, rectified by the rectifier 34, and supplied to the load.
  • the efficiency of transmitting power from the power transmitting device 20 to the power receiving device 30 decreases. Therefore, when the filter constant xc is adjusted, the power transmission efficiency ⁇ changes, and the power transmission efficiency ⁇ has a maximum value. Further, the power transmission efficiency ⁇ changes depending on the coupling coefficient k, and when the distance between the primary coil 21 and the secondary coil 31 is large, for example, when the vehicle height (floor distance h) is large, the coupling coefficient is large. k becomes smaller and the power transmission efficiency ⁇ lowers.
  • the power transmission efficiency ⁇ is set at a position where the secondary coil 31 is assumed to be farthest from the primary coil 21, the fluctuation of the power transmission efficiency ⁇ becomes small.
  • the filter constant xc By adjusting the filter constant xc, it is possible to obtain a power transmission efficiency ⁇ that is equal to or higher than a predetermined value, even if there is no impedance variable device. As a result, desired power transmission can be suitably performed while enabling cost reduction by reducing the number of parts.
  • the secondary coil 31 and the secondary capacitor 32 are connected in series, and as the filter circuit 40, a T coil-shaped filter coil 41, filter capacitor 42, and filter coil 41 are connected. -The LCT type immittance filter is used.
  • the calculated value x that maximizes the power transmission efficiency ⁇ is obtained by the equation (1). Then, by setting the calculated value x and a value within a predetermined range including the calculated value x as the filter constant xc, it is possible to satisfy the power transmission efficiency ⁇ of a predetermined value or more.
  • the power transmission efficiency ⁇ can be kept within a predetermined range. Note that the difference from the calculated value x on the lower limit side is set smaller than that on the upper limit side because the sensitivity is high on the lower limit side of the calculated value x calculated by the power transmission efficiency ⁇ and the power transmission efficiency ⁇ decreases. This is because it is easy.
  • the filter constant xc within the predetermined range as described above, it is possible to allow the filter constant xc to have a range while suppressing a decrease in the power transmission efficiency ⁇ .
  • the coupling coefficient k can be calculated based on the distance between the primary coil 21 and the secondary coil 31. Therefore, the coupling coefficient k changes depending on the state of the vehicle 15, specifically, the vehicle height of the vehicle 15. Therefore, when the vehicle height (floor surface distance h) of the vehicle 15 is the maximum value, the distance between the primary side coil 21 and the secondary side coil 31 is the longest, and thus the coupling coefficient k becomes the minimum.
  • the power transfer efficiency ⁇ is minimized. Therefore, the minimum value of the power transmission efficiency ⁇ can be increased by adjusting the filter constant xc based on the value of the maximum power transmission efficiency ⁇ when the coupling coefficient k is the minimum, and the predetermined value can be set. The above power transmission efficiency ⁇ can be satisfied.
  • the difference d1 between the maximum and minimum coupling coefficient k in the filter constant x1 at kmin is the maximum value at kmax. It is smaller than the difference d2 between the case where the coupling coefficient k in the filter constant x2 is the minimum and the case where the coupling coefficient k is the maximum. Therefore, by adjusting the filter constant xc based on the calculated value x in the equation (1) when the coupling coefficient k becomes the minimum, it is possible to suppress the variation in the power transmission efficiency ⁇ due to the variation in the coupling coefficient k. it can. As a result, it is possible to reduce the breakdown voltage, the capacitance, and the like of the element used in the non-contact power transmission device 10.
  • the fluctuation range of the power transmission efficiency ⁇ due to the change of the coupling coefficient k when the filter constant xc is larger than the calculated value x is larger than the fluctuation range when the filter constant xc is smaller than the calculated value x. Therefore, by setting the filter constant xc in a range smaller than the calculated value x, the fluctuation of the power transmission efficiency ⁇ accompanying the fluctuation of the coupling coefficient k is further suppressed while satisfying the power transmission efficiency ⁇ of a predetermined value or more. be able to.
  • the power transmission efficiency ⁇ is set in a predetermined range or more. Therefore, the power transmission efficiency ⁇ is set in a predetermined range or more without providing an impedance variable device. You can Therefore, the required space and the number of parts can be reduced.
  • the primary side resonance unit 23 may be a resonance circuit in which the primary side coil 21 and the primary side capacitor 22 are connected in parallel.
  • the secondary side resonance unit 33 may be a resonance circuit in which the secondary side coil 31 and the secondary side capacitor 32 are connected in parallel.
  • the equation for obtaining the filter constant is different from the equation (1). Specifically, similar to the equation (1), the power transmission efficiency ⁇ when the coupling coefficient k is the smallest is derived algebraically, and then differentiated by the filter constant to obtain the maximum power transmission efficiency ⁇ . (Calculated value) should be calculated.
  • the filter circuit 40 may be another low pass filter circuit.
  • the formula for obtaining the filter constant needs to be calculated based on the low-pass filter circuit, which is different from the formula (1).
  • the power transmission efficiency ⁇ when the coupling coefficient k is the smallest is derived algebraically, and then differentiated by the filter constant to obtain the maximum power transmission efficiency ⁇ . (Calculated value) should be calculated.
  • a variable impedance device may be provided between the secondary coil 31 and the storage battery 16. Specifically, a variable impedance device may be provided between the secondary side resonance unit 33 and the filter circuit 40, and the impedance may be variable so that magnetic field resonance is reliably established. Also in this case, it is advisable to calculate the maximum value when the coupling coefficient k is the smallest and use it as the filter constant of the filter circuit 40.
  • the load connected to the power receiving device 30 may be a drive device (for example, a drive motor) instead of the storage battery 16.
  • the power receiving device may be provided on the side of the vehicle.
  • the power transmission device may be embedded in a guardrail or the like arranged on the side of the road.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)

Abstract

L'invention concerne un dispositif de réception d'alimentation (30) apte à recevoir une puissance en courant alternatif d'un dispositif de transmission de puissance (20) comportant une bobine côté primaire (21) dans laquelle est entrée l'alimentation en CA, à fournir une alimentation à une charge (16), et qui est monté sur un véhicule (15). Le dispositif de réception d'alimentation selon l'invention comprend : une bobine côté secondaire (31) apte à recevoir une alimentation provenant de la bobine côté primaire (21) d'une façon sans contact ; un condensateur (32) raccordé à la bobine côté secondaire (31) et constituant un circuit résonnant (33) conjointement avec la bobine secondaire (31) ; et un circuit filtrant (40) pourvu de bornes d'entrée et de sortie, l'une des bornes étant raccordée au condensateur (32) et l'autre à la charge (16). La constante de filtrage du circuit filtrant (40) est réglée de sorte à obtenir une efficacité de transmission de puissance prédéterminée ou supérieure, en fonction de la tension de sortie et de la puissance de la charge (16), à l'emplacement où le dispositif de réception d'alimentation (30) est supposé être le plus éloigné du dispositif de transmission de puissance (20).
PCT/JP2019/048089 2018-12-14 2019-12-09 Dispositif de réception d'alimentation Ceased WO2020122017A1 (fr)

Applications Claiming Priority (2)

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JP2018234872A JP7061058B2 (ja) 2018-12-14 2018-12-14 受電機器
JP2018-234872 2018-12-14

Publications (1)

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WO2020122017A1 true WO2020122017A1 (fr) 2020-06-18

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WO (1) WO2020122017A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4297240A4 (fr) * 2021-02-19 2024-11-20 Denso Corporation Système d'alimentation en énergie sans contact et dispositif de réception de d'énergie

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014124026A (ja) * 2012-12-20 2014-07-03 Toyota Industries Corp 受電機器、非接触電力伝送装置及び送電機器
WO2015122292A1 (fr) * 2014-02-13 2015-08-20 株式会社 豊田自動織機 Équipement de transmission d'énergie et dispositif de transmission d'énergie sans contact
JP2016220316A (ja) * 2015-05-15 2016-12-22 株式会社豊田自動織機 非接触電力伝送装置及び受電機器
JP2017070062A (ja) * 2015-09-29 2017-04-06 トヨタ自動車株式会社 送電回路および受電回路
JP2018186603A (ja) * 2017-04-25 2018-11-22 株式会社ダイヘン 無線給電システム

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014124026A (ja) * 2012-12-20 2014-07-03 Toyota Industries Corp 受電機器、非接触電力伝送装置及び送電機器
WO2015122292A1 (fr) * 2014-02-13 2015-08-20 株式会社 豊田自動織機 Équipement de transmission d'énergie et dispositif de transmission d'énergie sans contact
JP2016220316A (ja) * 2015-05-15 2016-12-22 株式会社豊田自動織機 非接触電力伝送装置及び受電機器
JP2017070062A (ja) * 2015-09-29 2017-04-06 トヨタ自動車株式会社 送電回路および受電回路
JP2018186603A (ja) * 2017-04-25 2018-11-22 株式会社ダイヘン 無線給電システム

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4297240A4 (fr) * 2021-02-19 2024-11-20 Denso Corporation Système d'alimentation en énergie sans contact et dispositif de réception de d'énergie

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