U.S. patent application number 14/683668 was filed with the patent office on 2015-07-30 for electrical powered vehicle and power feeding device for vehicle.
This patent application is currently assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA. The applicant listed for this patent is TOYOTA JIDOSHA KABUSHIKI KAISHA. Invention is credited to Tetsuhiro ISHIKAWA, Hichirosai OYOBE.
Application Number | 20150210170 14/683668 |
Document ID | / |
Family ID | 40579328 |
Filed Date | 2015-07-30 |
United States Patent
Application |
20150210170 |
Kind Code |
A1 |
OYOBE; Hichirosai ; et
al. |
July 30, 2015 |
ELECTRICAL POWERED VEHICLE AND POWER FEEDING DEVICE FOR VEHICLE
Abstract
A power receiving device mounted on an electrical powered
vehicle includes a receiving coil and a reflective wall. The
receiving coil is configured to be magnetically coupled with a
transmitting coil external to the vehicle by a magnetic field, and
to receive electric power from the transmitting coil. The
reflective wall is formed at a rear side of the receiving coil with
respect to a power receiving direction from the transmitting coil,
to allow reflection of a magnetic flux output from the transmitting
coil to the receiving coil. The receiving coil and the reflective
wall are arranged spaced apart from each other.
Inventors: |
OYOBE; Hichirosai;
(Toyota-shi, JP) ; ISHIKAWA; Tetsuhiro;
(Nishikamo-gun, JP) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
TOYOTA JIDOSHA KABUSHIKI KAISHA |
Toyota-shi |
|
JP |
|
|
Assignee: |
TOYOTA JIDOSHA KABUSHIKI
KAISHA
Toyota
JP
|
Family ID: |
40579328 |
Appl. No.: |
14/683668 |
Filed: |
April 10, 2015 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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13275925 |
Oct 18, 2011 |
9024575 |
|
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14683668 |
|
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12929445 |
Jan 25, 2011 |
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13275925 |
|
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12681332 |
Apr 1, 2010 |
8008888 |
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PCT/JP2008/067269 |
Sep 25, 2008 |
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12929445 |
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Current U.S.
Class: |
320/108 ;
307/10.1 |
Current CPC
Class: |
H01F 27/38 20130101;
B60L 2210/30 20130101; B60L 2210/40 20130101; B60L 2240/12
20130101; Y02T 10/72 20130101; B60M 7/003 20130101; Y02T 90/12
20130101; B60L 50/61 20190201; B60L 2270/147 20130101; Y02T 10/62
20130101; H01F 27/006 20130101; H02J 50/12 20160201; Y02T 10/7072
20130101; B60L 53/122 20190201; B60L 2220/14 20130101; Y02T 90/14
20130101; Y02T 10/70 20130101; B60M 1/36 20130101; Y02T 90/16
20130101; B60L 2210/14 20130101; H01F 38/14 20130101; B60L 50/16
20190201 |
International
Class: |
B60L 11/18 20060101
B60L011/18 |
Foreign Application Data
Date |
Code |
Application Number |
Oct 25, 2007 |
JP |
2007-277973 |
Claims
1. A power receiving device mounted on an electrical powered
vehicle, the power receiving device comprising: a receiving coil
configured to be magnetically coupled with a transmitting coil
external to the vehicle by a magnetic field, and to receive
electric power from the transmitting coil; and a reflective wall
formed at a rear side of the receiving coil with respect to a power
receiving direction from the transmitting coil, to allow reflection
of a magnetic flux output from the transmitting coil to the
receiving coil, the receiving coil and the reflective wall being
arranged spaced apart from each other.
2. The power receiving device according to claim 1, wherein at
least a portion of the reflective wall is disposed at a side
farther away from a body face of the vehicle located closest to the
receiving coil, than the receiving coil.
3. The power receiving device according to claim 1, wherein the
receiving coil is disposed at a lower portion of a body of the
vehicle, and at least a portion of the reflective wall is disposed
at an upper side of the body of the vehicle relative to the
receiving coil.
4. The power receiving device according to claim 1, wherein the
vehicle includes: a rectifier configured to rectify electric power
received by the receiving coil; and a power storage device
configured to store electric power rectified by the rectifier,
wherein the number of windings of the receiving coil is set based
on a voltage of the power storage device, a distance between the
transmitting coil and the receiving coil, and a resonant frequency
of the transmitting coil and the receiving coil.
5. The power receiving device according to claim 1, further
comprising an adjustment device configured to allow adjustment of a
resonant frequency of the receiving coil by modifying at least one
of a capacitance and an inductance of the receiving coil.
6. The power receiving device according to claim 5, further
comprising: an electric power detection device configured to detect
electric power received by the receiving coil; and a control device
configured to control the adjustment device such that electric
power detected by the electric power detection device is at a
maximum.
7. The power receiving device according to claim 1, further
comprising: an electric power detection device configured to detect
electric power received by the receiving coil; and a communication
device configured to allow transmission of a detection value of
electric power detected by the electric power detection device to a
power feeding device external to the vehicle and including the
transmitting coil.
8. The power receiving device according to claim 1, wherein the
receiving coil is disposed at a lower portion of a body of the
vehicle.
9. The power receiving device according to claim 1, wherein the
vehicle includes a rectifier configured to rectify electric power
received by the receiving coil, a plurality of the receiving coils
are provided, and the plurality of receiving coils are connected to
the rectifier parallel with each other.
10. The power receiving device according to claim 1, wherein the
vehicle includes: a rectifier configured to rectify electric power
received by the receiving coil; and a power storage device
configured to store electric power rectified by the rectifier, the
power receiving device further comprising a voltage converter
arranged between the receiving coil and the power storage device to
carry out a boosting operation or a down-converting operation based
on a voltage of the power storage device.
11. The power receiving device according to claim 1, wherein the
vehicle includes: a rectifier configured to rectify electric power
received by the receiving coil; a power storage device configured
to store electric power rectified by the rectifier; and an electric
motor configured to receive supply of electric power from the power
storage device to generate a driving force of the vehicle, the
power receiving device further comprising: a first relay disposed
between the power storage device and the electric motor; and a
second relay disposed between the power storage device and the
receiving coil, wherein, when the first relay is turned on and the
electric motor is driven by electric power of the power storage
device, the second relay is turned on together with the first
relay.
Description
[0001] This is a Continuation of application Ser. No. 13/275,925
filed Oct. 18, 2011, which in turn is a Continuation of application
Ser. No. 12/929,445 filed Jan. 25, 2011, which is a Continuation of
application Ser. No. 12/681,332 filed Apr. 1, 2010 (now U.S. Pat.
No. 8,008,888), which is the U.S. National Stage of
PCT/JP2008/067269 filed Sep. 25, 2008, which claims the benefit of
Japanese Application No. 2007.277973 filed in Japan on Oct. 25,
2007. The disclosure of each of the prior applications is hereby
incorporated by reference herein in its entirety.
TECHNICAL FIELD
[0002] The present invention relates to an electrical powered
vehicle and a power feeding device for a vehicle. Particularly, the
present invention relates to the technique of charging a power
storage device mounted on an electrical powered vehicle wirelessly
from a power source external to the vehicle.
BACKGROUND ART
[0003] Great attention is focused on electrical powered vehicles
such as an electric vehicle and hybrid vehicle as
environment-friendly vehicles. These vehicles incorporate an
electric motor for generating a driving force for running, and a
rechargeable power storage device for storing electric power to be
supplied to the electric motor. A hybrid vehicle refers to a
vehicle incorporating an internal combustion engine as a power
source, in addition to an electric motor, or a vehicle further
incorporating a fuel cell in addition to a power storage device as
the direct current power source for driving the vehicle. A hybrid
vehicle incorporating an internal combustion engine and an electric
motor as the power source is already put into practice.
[0004] Among the hybrid vehicles there is known a vehicle that
allows charging of the vehicle-mounted power storage device from a
power source external to the vehicle, likewise with an electric
vehicle. The so-called "plug-in hybrid vehicle" that allows the
power storage device to be charged from a general household power
supply by connecting the plug socket located at an establishment
with the charging inlet provided at the vehicle is known.
[0005] As a method for power transfer, attention is recently
focused on wireless electrical power transmission not using power
supply cords and/or cables for electrical transmission. Three
promising approaches of this wireless power transfer technique are
known, i.e. power transfer using electromagnetic induction, power
transfer using radio waves, and power transfer through the
resonance method.
[0006] The resonance method thereof is directed to power transfer
taking advantage of the resonance of the electromagnetic field,
allowing electric power as high as several kW to be transferred
over a relatively long distance (for example, several meters)
(refer to Non-Patent Document 1). [0007] Patent Document 1:
Japanese Patent Laying-Open No. 2001-8380 [0008] Patent Document 2:
Japanese Patent Laying-Open No. 8-126106 [0009] Non-Patent Document
1: Andre Kurs et al., "Wireless Power Transfer via Strongly Coupled
Magnetic Resonances" [online], Jul. 6, 2007, Science, vol. 317, pp.
83-86, [retrieved on Sep. 12, 2007], Internet
<URL:http://www.sciencemag.org/cgi/reprint/317/5834/83.pdf
DISCLOSURE OF THE INVENTION
Problems to be Solved by the Invention
[0010] The aforementioned "Wireless Power Transfer via Strongly
Coupled Magnetic Resonances" is silent about specific measures in
the case where the wireless power transfer approach by the
resonance method is applied to the charging of a vehicle-mounted
power storage device from a power source external to the
vehicle.
[0011] Therefore, an object of the present invention is to provide
an electrical powered vehicle receiving charging power wirelessly
from a power source external to the vehicle by the resonance
method, and allowing charging of a vehicle-mounted power storage
device.
[0012] Another object of the present invention is to provide a
power feeding device for a vehicle for wireless power transfer of
charging power to an electrical powered vehicle by the resonance
method.
Means for Solving the Problems
[0013] An electrical powered vehicle of the present invention
includes a secondary self-resonant coil, a secondary coil, a
rectifier, a power storage device, and an electric motor. The
secondary self-resonant coil is configured to be magnetically
coupled with a primary self-resonant coil located outside the
vehicle by magnetic field resonance, allowing reception of electric
power from the primary self-resonant coil. The secondary coil is
configured to allow reception of electric power from the secondary
self-resonant coil by electromagnetic induction. The rectifier
rectifies the electric power received at the secondary coil. The
power storage device stores the electric power rectified by the
rectifier. The electric motor receives supply of electric power
from the power storage device to generate a driving force for the
vehicle.
[0014] Preferably, the number of windings of the secondary
self-resonant coil is set based on the voltage of the power storage
device, the distance between the primary self-resonant coil and
secondary self-resonant coil, and the resonant frequency of the
primary and secondary self-resonant coils.
[0015] Preferably, the electrical powered vehicle further includes
reflective means. The reflective means is formed at the rear side
of the secondary self-resonant coil and secondary coil with respect
to the power receiving direction from the primary self-resonant
coil, and reflects the magnetic flux output from the primary
self-resonant coil towards the secondary self-resonant coil.
[0016] Preferably, the electrical powered vehicle further includes
an adjustment device. The adjustment device is configured to allow
adjustment of the resonant frequency of the secondary self-resonant
coil by modifying at least one of the capacitance and inductance of
the secondary self-resonant coil.
[0017] More preferably, the electrical powered vehicle further
includes an electric power detection device, and a control device.
The electric power detection device detects the electric power
received by the secondary self-resonant coil and the secondary
coil. The control device controls the adjustment device such that
the electric power detected by the electric power detection device
is at a maximum.
[0018] Preferably, the electrical powered vehicle further includes
an electric power detection device, and a communication device. The
electric power detection device detects electric power received by
the secondary self-resonant coil and the secondary coil. The
communication device is configured to allow transmission of the
detection value of electric power detected by the electric power
detection device to a power feeding device external to the vehicle,
including a primary self-resonant coil.
[0019] The secondary self-resonant coil is preferably arranged at a
lower portion of the vehicle body.
[0020] Furthermore, the secondary self-resonant coil is preferably
disposed within a hollow tire of the wheel.
[0021] Preferably, a plurality of sets of the secondary
self-resonant coil and secondary coil are provided. The plurality
of secondary coils are connected to the rectifier, parallel with
each other.
[0022] Preferably, the electrical powered vehicle further includes
a voltage converter. The voltage converter is disposed between the
secondary coil and the power storage device to carry out a boosting
operation or a down-converting operation based on the voltage of
the power storage device.
[0023] Preferably, the electrical powered vehicle further includes
first and second relays. The first relay is arranged between the
power storage device and the electric motor. The second relay is
arranged between the power storage device and the secondary coil.
When the first relay is turned ON and the electric motor is driven
by the electric power of the power storage device, the second relay
is also turned ON together with the first relay.
[0024] According to the present invention, a power feeding device
for a vehicle includes a high frequency power driver, a primary
coil, and a primary self-resonant coil. The high frequency power
driver is configured to allow conversion of the electric power
received from a power source into high frequency power that can
achieve magnetic field resonance for transmission to the vehicle.
The primary coil receives high frequency power from the high
frequency power driver. The primary self-resonant coil is
configured to be magnetically coupled with the secondary
self-resonant coil mounted on the vehicle by magnetic field
resonance, and allow transfer of the high frequency power received
from the primary coil by electromagnetic induction to the secondary
self-resonant coil.
[0025] Preferably, the power feeding device for a vehicle further
includes reflective means. The reflective means is formed at the
rear side of the primary self-resonant coil and primary coil with
respect to the power transferring direction from the primary
self-resonant coil for reflecting the magnetic flux output from the
primary self-resonant coil in the power transferring direction.
[0026] Preferably, the power feeding device for a vehicle further
includes a communication device and a control device. The
communication device is configured to allow reception of a
detection value of reception power transmitted from the vehicle
receiving supply of power from the power feeding device for a
vehicle. The control device adjusts the frequency of the high
frequency power by controlling the high frequency power driver such
that the reception power is at a maximum based on the detection
value of the reception power received by the communication
device.
[0027] Preferably, the power feeding device for a vehicle further
includes a communication device and a control device. The
communication device is configured to allow reception of
information transmitted from the vehicle to which power from the
power feeding device for a vehicle is supplied. The control device
controls the high frequency power driver such that high frequency
power is generated according to the number of vehicles receiving
supply of electric power from the power feeding device for a
vehicle based on the information received by the communication
device.
[0028] Further preferably, the control device stops the high
frequency power driver upon determination that there is no vehicle
receiving supply of electric power from the power feeding device
for a vehicle.
[0029] Preferably, the power feeding device for a vehicle further
includes an adjustment device. The adjustment device is configured
to allow adjustment of the resonant frequency of the primary
self-resonant coil by modifying at least one of the capacitance and
inductance of the primary self-resonant coil.
[0030] Further preferably, the power feeding device for a vehicle
further includes a communication device and a control device. The
communication device is configured to allow reception of a
detection value of reception power transmitted from the vehicle to
which power from the power feeding device for a vehicle is
supplied. The control device controls the adjustment device such
that the reception power is at a maximum based on the detection
value of the reception power received by the communication
device.
[0031] Preferably, the power feeding device for a vehicle further
includes a communication device and a selection device. The
communication device is configured to allow reception of a
detection value of the reception power received from the vehicle to
which power from the power feeding device for a vehicle is
supplied. A plurality of sets of the primary self-resonant coil and
primary coil are provided. The selection device selects from the
plurality of primary coils a primary coil receiving high frequency
power from the high frequency power driver and connects the
selected primary coil with the high frequency power driver such
that the reception power is at a maximum based on the detection
value of the reception power received by the communication
device.
[0032] Preferably, a plurality of sets of the primary self-resonant
coil and primary coil are provided. The plurality of primary coils
are connected parallel with each other with respect to the high
frequency power driver.
Effects of the Invention
[0033] In the present invention, the electric power from a power
source is converted into high frequency power by the high frequency
power driver of the power feeding device for a vehicle, and applied
to the primary self-resonant coil by the primary coil. Accordingly,
the primary self-resonant coil and the secondary self-resonant coil
of the electrical powered vehicle are magnetically coupled by the
magnetic field resonance, and electric power is transferred from
the primary self-resonant coil to the secondary self-resonant coil.
Then, the electric power received by the secondary self-resonant
coil is rectified by the rectifier to be stored in the power
storage device of the electrical powered vehicle.
[0034] According to the present invention, charging power is
transferred wirelessly to an electrical powered vehicle from a
power source external to the vehicle, allowing charging of a power
storage device mounted on the vehicle.
BRIEF DESCRIPTION OF THE DRAWINGS
[0035] FIG. 1 represents an entire configuration of a charging
system to which is applied an electrical powered vehicle according
to a first embodiment of the present invention.
[0036] FIG. 2 is a diagram to describe the mechanism of power
transfer by the resonance method.
[0037] FIG. 3 is a functional block diagram representing an entire
configuration of a powertrain of the electrical powered vehicle of
FIG. 1.
[0038] FIG. 4 represents an exemplified arrangement of a reflective
wall.
[0039] FIG. 5 is a functional block diagram representing an entire
configuration of a powertrain of an electrical powered vehicle
according to a second embodiment.
[0040] FIG. 6 represents an exemplified configuration of the
secondary self-resonant coil of FIG. 5.
[0041] FIG. 7 represents an exemplified configuration of a
secondary self-resonant coil according to a first modification of
the second embodiment.
[0042] FIG. 8 represents an exemplified configuration of a
secondary self-resonant coil according to a second modification of
the second embodiment.
[0043] FIG. 9 is a vertical cross sectional view of the wheel and
its neighborhood of an electrical powered vehicle according to a
third embodiment.
[0044] FIG. 10 represents a configuration around a power receiving
region of an electrical powered vehicle according to a fourth
embodiment.
[0045] FIG. 11 represents a configuration around a power receiving
region of an electrical powered vehicle according to a first
modification of the fourth embodiment.
[0046] FIG. 12 represents a configuration around a power receiving
region of an electrical powered vehicle according to a second
modification of the fourth embodiment.
[0047] FIG. 13 represents an entire configuration of a charging
system to which is applied an electrical powered vehicle according
to a fifth embodiment.
[0048] FIG. 14 is a functional block diagram representing an entire
configuration of a powertrain of the electrical powered vehicle of
FIG. 13.
[0049] FIG. 15 is a functional block diagram representing a
configuration of a power feeding device of FIG. 13.
[0050] FIG. 16 represents the relationship between the frequency of
the high frequency power and charging power.
[0051] FIG. 17 represents an entire configuration of a charging
system according to a sixth embodiment.
[0052] FIG. 18 is a functional block diagram representing a
configuration of the power feeding device of FIG. 17.
[0053] FIG. 19 is functional block diagram representing a
configuration of a power feeding device according to a seventh
embodiment.
[0054] FIG. 20 represents a configuration of a power feeding device
according to an eighth embodiment.
[0055] FIG. 21 represents a configuration of a power feeding device
according to a ninth embodiment.
[0056] FIG. 22 represents a configuration of a power feeding device
according to a tenth embodiment.
[0057] FIG. 23 represents a configuration of a power feeding device
according to an eleventh embodiment.
DESCRIPTION OF THE REFERENCE CHARACTERS
[0058] 100, 100A, 100B, 100B-1, 100B-2 electrical powered vehicle,
110, 110A to 110C, 110-1, 110-2, 110-3, 340 secondary self-resonant
coil, 112 variable capacitor, 114 variable capacitive diode, 116-1,
116-2 self-resonant coil, 118 switch, 120, 120-1, 120-2, 120-3, 350
secondary coil, 130 rectifier, 140 power storage device, 150 PCU,
152 boost converter, 154, 156 inverter, 160 motor, 162, 164 motor
generator, 170 engine, 172 power split device, 174 driving wheel,
180, 180A, 180B vehicle ECU, 182 voltage sensor, 184 current
sensor, 190, 250 communication device, 200, 200A to 200G power
feeding device, 210 AC power source, 220, 220A, 220B, 220-1, 220-2,
220-3 high frequency power driver, 230, 230-1, 230-2, 230-3, 320
primary coil, 240, 240A to 240C, 240-1, 240-2, 240-3, 330 primary
self-resonant coil; 260, 260A, 260B ECU, 270 selection device, 310
high frequency power source, 360 load, 410, 420 reflective wall,
510 hollow tire, 520 vehicle body, SMR1, SMR2 system main relay,
C1, C2 smoothing capacitor, PL1, PL2 positive line, NL negative
line.
BEST MODES FOR CARRYING OUT THE INVENTION
[0059] Embodiments of the present invention will be described
hereinafter in detail with reference to the drawings. The same or
corresponding elements in the drawings have the same reference
characters allotted, and description thereof will not be
repeated.
First Embodiment
[0060] FIG. 1 represents an entire configuration of a charging
system to which is applied an electrical powered vehicle according
to a first embodiment of the present invention. Referring to FIG.
1, the charging system includes an electrical powered vehicle 100,
and a power feeding device 200.
[0061] Electrical powered vehicle 100 includes a secondary
self-resonant coil 110, a secondary coil 120, a rectifier 130, and
a power storage device 140. Electrical powered vehicle 100 further
includes a power control unit (hereinafter, also referred to as
"PCU") 150, and a motor 160.
[0062] Secondary self-resonant coil 110 is arranged at a lower
portion of the vehicle body. This secondary self-resonant coil 110
is an LC resonant coil having both ends open (non-connected).
Secondary self-resonant coil 110 is configured to be magnetically
coupled with primary self-resonant coil 240 (described afterwards)
of power feeding device 200 by the magnetic field resonance to
allow reception of the electric power from primary self-resonant
coil 240. Specifically, secondary self-resonant coil 110 has its
number of windings set appropriately such that the Q value
representing the intensity of resonance between primary
self-resonant coil 240 and secondary self-resonant coil 110, the
.kappa. value representing the degree of coupling thereof and the
like become higher based on the voltage of power storage device
140, the distance between primary self-resonant coil 240 and
secondary self-resonant coil 110, the resonant frequency of primary
self-resonant coil 240 and secondary self-resonant coil 110, and
the like.
[0063] Secondary coil 120 is configured to allow reception of
electric power from secondary self-resonant coil 110 by
electromagnetic induction, and is preferably aligned coaxial with
secondary self-resonant coil 110. Secondary coil 120 outputs the
electric power received from secondary self-resonant coil 110
towards rectifier 130. Rectifier 130 rectifies AC power of high
frequency received from secondary coil 120 for output to power
storage device 140. Alternative to rectifier 130, an AC/DC
converter converting the AC power of high frequency from secondary
coil 120 into the voltage level of power storage device 140 may be
employed.
[0064] Power storage device 140 is a DC power source that can be
charged and recharged, formed of a secondary battery such as
lithium ion or nickel hydride. The voltage of power storage device
140 is approximately 200V, for example. Power storage device 140
stores the electric power supplied from rectifier 130, as well as
electric power generated by motor 160, as will be described
afterwards. Power storage device 140 supplies the stored electric
power to PCU 150.
[0065] A capacitor of large capacitance may be employed as power
storage device 140. Any power buffer is applicable as long as it
can temporarily store electric power from rectifier 130 and/or
motor 160 and supply the stored electric power to PCU 150.
[0066] PCU 150 converts the electric power supplied from power
storage device 140 into AC voltage for output to motor 160 to drive
motor 160. Further, PCU 150 rectifies the electric power generated
by motor 160 for output to power storage device 140, which is
charged.
[0067] Motor 160 receives the electric power supplied from power
storage device 140 via PCU 150 to generate the vehicle driving
force, which is provided to the wheel. Motor 160 receives kinetic
energy from the wheel or engine not shown to generate electric
power. The generated electric power is provided to PCU 150.
[0068] Power feeding device 200 includes an AC power source 210, a
high frequency power driver 220, a primary coil 230, and a primary
self-resonant coil 240.
[0069] AC power source 210 is a power source external to the
vehicle; for example, a system power source. High frequency power
driver 220 converts the electric power received from AC power
source 210 into high frequency power that can achieve magnetic
field resonance for transmission from primary self-resonant coil
240 to secondary self-resonant coil 110 of the vehicle side, and
supplies the converted high frequency power to primary coil
230.
[0070] Primary coil 230 is configured to allow power transfer to
primary self-resonant coil 240 by electromagnetic induction, and is
preferably aligned coaxial with primary self-resonant coil 240.
Primary coil 230 outputs the electric power received from high
frequency power driver 220 to primary self-resonant coil 240.
[0071] Primary self-resonant coil 240 is arranged in the proximity
of the ground. This primary self-resonant coil 240 is an LC
resonant coil having both ends open, and is configured to be
magnetically coupled with secondary self-resonant coil 110 of
electrical powered vehicle 100 by magnetic field resonance, and
allow power transfer to secondary self-resonant coil 110.
Specifically, primary self-resonant coil 240 has its windings set
appropriately such that the Q value, the degree of coupling .kappa.
and the like become higher based on the voltage of power storage
device 140 charged by the electric power supplied from primary
self-resonant coil 240, the distance between primary self-resonant
coil 240 and secondary self-resonant coil 110, the resonant
frequency between primary self-resonant coil 240 and secondary
self-resonant coil 110, and the like.
[0072] FIG. 2 is a diagram to describe the mechanism of power
transfer by the resonance method. Referring to FIG. 2, this
resonance method is similar to the resonance of two tuning forks.
By the resonance of two LC resonant coils having the same natural
frequency via the magnetic field, electric power is transferred
wirelessly from one coil to the other coil.
[0073] In response to a flow of high frequency power towards
primary coil 320 by high frequency power source 310, a magnetic
field is built up at primary coil 320 to generate high frequency
power at primary self-resonant coil 330 by electromagnetic
induction. Primary self-resonant coil 330 functions as an LC
resonator based on the coil's inductance and the floating
capacitance between the conductor lines. Primary self-resonant coil
330 is magnetically coupled by magnetic field resonance with
secondary self-resonant coil 340 similarly functioning as an LC
resonator, and having a resonant frequency identical to that of
primary self-resonant coil 330 to transfer electric power towards
secondary self-resonant coil 340.
[0074] The magnetic field built up at secondary self-resonant coil
340 by the electric power received from primary self-resonant coil
330 causes generation of high frequency power by electromagnetic
induction at secondary coil 350, which is supplied to load 360.
[0075] The corresponding relationship with the elements in FIG. 1
will be described hereinafter. AC power source 210 and high
frequency power driver 220 of FIG. 1 correspond to high frequency
power source 310 of FIG. 2. Primary coil 230 and primary
self-resonant coil 240 of FIG. 1 correspond to primary coil 320 and
primary self-resonant coil 330, respectively, of FIG. 2. Secondary
self-resonant coil 110 and secondary coil 120 of FIG. 1 correspond
to secondary self-resonant coil 340 and secondary coil 350,
respectively, of FIG. 2. Rectifier 130 and power storage device 140
of FIG. 1 correspond to load 360 of FIG. 2.
[0076] FIG. 3 is a functional block diagram representing an entire
configuration of a powertrain of electrical powered vehicle 100 of
FIG. 1. Referring to FIG. 3, electrical powered vehicle 100
includes a power storage device 140, a system main relay SMR1, a
boost converter 152, inverters 154 and 156, smoothing capacitors
C1, C2, motor generators 162 and 164, an engine 170, a power split
device 172, a driving wheel 174, and a vehicle ECU (Electronic
Control Unit) 180. Electrical powered vehicle 100 also includes
secondary self-resonant coil 110, secondary coil 120, rectifier
130, and system main relay SMR2.
[0077] This electrical powered vehicle 100 is a hybrid vehicle
incorporating an engine 170 and motor generator 164 as the driving
source. Engine 170 and motor generators 162 and 164 are coupled
with power split device 172. Electrical powered vehicle 100 runs by
the driving force generated by at least one of engine 170 and motor
generator 164. The motive power generated by engine 170 is divided
into two paths by power split device 172. One path is directed to
driving wheel 174 and the other path is directed to motor generator
162.
[0078] Motor generator 162 is an AC rotating electric machine
formed of, for example, a 3-phase AC synchronous electric motor
having a permanent magnet embedded in a rotor. Motor generator 162
generates electric power using the kinetic energy of engine 170
that is divided by power split device 172. For example, when the
state of charge (hereinafter, also referred to as SOC) of power
storage device 140 becomes lower than a predetermined value, engine
170 is started to cause power generation by motor generator 162 for
charging power storage device 140.
[0079] Motor generator 164 also is an AC rotating electric machine
formed of, for example, a 3-phase AC synchronous electric motor
having a permanent magnet embedded in a rotor, similar to motor
generator 162. Motor generator 164 generates a driving force using
at least one of the electric power stored in power storage device
140 and the electric power generated by motor generator 162. The
driving force of motor generator 164 is transmitted to driving
wheel 174.
[0080] In a braking mode of the vehicle or in an acceleration
reducing mode at a downward slope, the mechanical energy stored at
the vehicle as a kinetic energy or position energy is used for the
rotational drive of motor generator 164 through driving wheel 174,
whereby motor generator 164 operates as a power generator.
Accordingly, motor generator 164 operates as a regenerative brake
converting the running energy into electric power to generate the
braking force. The electric power generated by motor generator 164
is stored in power storage device 140.
[0081] Motor generators 162 and 164 correspond to motor 160 shown
in FIG. 1.
[0082] Power split device 172 is formed of a planetary gear set
including a sun gear, a pinion gear, a carrier, and a ring gear.
The pinion gear engages with the sun gear and ring gear. The
carrier supports the pinion gear to allow rotation on its axis, and
is coupled to the crankshaft of engine 170. The sun gear is coupled
to the rotational shaft of motor generator 162. The ring gear is
coupled to the rotational shaft of motor generator 164 and to
driving wheel 174.
[0083] System main relay SMR1 is disposed between power storage
device 140 and boost converter 152. System main relay SMR1
electrically connects power storage device 140 with boost converter
152 when a signal SE1 from vehicle ECU 180 is rendered active, and
disconnects the path between power storage device 140 and boost
converter 152 when signal SE1 is rendered inactive.
[0084] Boost converter 152 responds to a signal PWC from vehicle
ECU 180 to boost the voltage output from power storage device 140
for output onto positive line PL2. For example, a DC chopper
circuit constitutes this boost converter 152.
[0085] Inverters 154 and 156 are provided corresponding to motor
generators 162 and 164, respectively. Inverter 154 drives motor
generator 162 based on a signal PWI1 from vehicle ECU 180. Inverter
156 drives motor generator 164 based on a signal PWI2 from vehicle
ECU 180. A 3-phase bridge circuit, for example, constitutes
inverters 154 and 156.
[0086] Boost converter 152 and inverters 154 and 156 correspond to
PCU 150 of FIG. 1.
[0087] Secondary self-resonant coil 110, secondary coil 120, and
rectifier 130 are as described with reference to FIG. 1. System
main relay SMR2 is disposed between rectifier 130 and power storage
device 140. System main relay SMR2 electrically connects power
storage device 140 with rectifier 130 when a signal SE2 from
vehicle ECU 180 is rendered active, and disconnects the path
between power storage device 140 and rectifier 130 when signal SE2
is rendered inactive.
[0088] Vehicle ECU 180 generates signals PWC, PWI1 and PWI2 to
drive boost converter 152, motor generator 162, and motor generator
164, respectively, based on the accelerator pedal position, vehicle
speed, and signals from various sensors. The generated signals PWC,
PWI1 and PWI2 are output to boost converter 152, inverter 154, and
inverter 156, respectively.
[0089] In a vehicle running mode, vehicle ECU 180 renders signal
SE1 active to turn on system main relay SMR1, and renders signal
SE2 inactive to turn off system main relay SMR2.
[0090] In a charging mode of power storage device 140 from AC power
source 210 external to the vehicle (FIG. 1) by means of secondary
self-resonant coil 110, secondary coil 120 and rectifier 130,
vehicle ECU 180 renders signal SE1 inactive to turn off system main
relay SMR1, and renders signal SE2 active to turn on system main
relay SMR2.
[0091] In electrical powered vehicle 100, system main relays SMR1
and SMR2 are turned off and on, respectively, in a charging mode of
power storage device 140 from external AC power source 210 (FIG.
1). The charging power of high frequency received by secondary
self-resonant coil 110 magnetically coupled with primary
self-resonant coil 240 (FIG. 1) of power feeding device 200 by
magnetic field resonance is transferred to secondary coil 120 by
electromagnetic induction, rectified by rectifier 130, and then
supplied to power storage device 140.
[0092] In order to improve the efficiency of power transfer by
magnetic field resonance, at least one of power feeding device 200
and electrical powered vehicle 100 may have a reflective wall
provided to reflect the magnetic flux.
[0093] FIG. 4 represents an exemplified arrangement of such a
reflective wall. FIG. 4 is an enlarged view around secondary
self-resonant coil 110 and secondary coil 120 of electrical powered
vehicle 100, and primary coil 230 and primary self-resonant coil
240 of power feeding device 200.
[0094] Referring to FIG. 4, electrical powered vehicle 100 has a
reflective wall 410 of low magnetic permeability provided at the
rear side of secondary self-resonant coil 110 and secondary coil
120 with respect to the electric power receiving direction from
primary self-resonant coil 240, so as to surround secondary
self-resonant coil 110 and secondary coil 120, allowing the
magnetic flux output from primary self-resonant coil 240 to be
reflected towards secondary self-resonant coil 110.
[0095] Power feeding device 200 has a reflective wall 420 of low
magnetic permeability provided at the rear side of primary
self-resonant coil 240 and primary coil 230 with respect to the
power transferring direction from primary self-resonant coil 240 so
as to surround primary self-resonant coil 240 and primary coil 230,
allowing the magnetic flux output from primary self-resonant coil
240 to be reflected towards the power transferring direction.
[0096] Reflective wall 410 of the vehicle side also serves to block
magnetic leakage into the compartment and towards the
vehicle-mounted electrical equipment.
[0097] In the first embodiment, the electric power from AC power
source 210 is converted into high frequency power by high frequency
power driver 220 of power feeding device 200, and applied to
primary self-resonant coil 240 by primary coil 230. Accordingly,
primary self-resonant coil 240 is magnetically coupled with
secondary self-resonant coil 110 of electrical powered vehicle 100
by magnetic field resonance, whereby electric power is transferred
from primary self-resonant coil 240 to secondary self-resonant coil
110. The electric power received by secondary self-resonant coil
110 is rectified by rectifier 130 to be supplied to power storage
device 140 of electrical powered vehicle 100. According to the
present first embodiment, the charging power from AC power source
210 external to the vehicle is transferred wirelessly to electrical
powered vehicle 100 to allow charging of power storage device 140
mounted thereon.
[0098] By providing reflective walls 410 and 420 formed of members
of low magnetic permeability, the efficiency of power transfer by
magnetic field resonance can be improved in the first embodiment.
Moreover, magnetic leakage into the compartment and towards the
vehicle-mounted equipment can be blocked by reflective wall
410.
Second Embodiment
[0099] It is to be noted that the distance between the power
feeding device and vehicle may vary depending upon the state of the
vehicle (loading state, air pressure of tire, and the like). The
change in the distance between the primary self-resonant coil of
the power feeding device and the secondary self-resonant coil of
the vehicle causes a change in the resonant frequency of the
primary self-resonant coil and secondary self-resonant coil. In
this context, the second embodiment has the resonant frequency of
the secondary self-resonant coil on part of the vehicle
variable.
[0100] FIG. 5 is a functional block diagram representing an entire
configuration of a powertrain of an electrical powered vehicle 100A
of the second embodiment. Referring to FIG. 5, electrical powered
vehicle 100A is based on the configuration of electrical powered
vehicle 100 shown in FIG. 3, additionally including a voltage
sensor 182 and a current sensor 184, and also including a secondary
self-resonant coil 110A and vehicle ECU 180A instead of secondary
self-resonant coil 110 and vehicle ECU 180, respectively.
[0101] Secondary self-resonant coil 110A is configured to allow the
capacitance of the coil to be modified based on a control signal
from vehicle ECU 180A. Secondary self-resonant coil 110A can change
the LC resonant frequency by modifying the capacitance.
[0102] FIG. 6 represents an exemplified configuration of secondary
self-resonant coil 110A of FIG. 5. Referring to FIG. 6, secondary
self-resonant coil 110A includes a variable capacitor connected
between conductor lines. Variable capacitor 112 has a variable
capacitance based on a control signal from vehicle ECU 180A (FIG.
5). By altering the capacitance thereof, the capacitance of
secondary self-resonant coil 110A is rendered variable. As compared
to the case where a variable capacitor 112 is not provided so that
the capacitance of the secondary self-resonant coil will be
determined by the floating capacitance between the conductor lines,
the capacitance of secondary self-resonant coil 110A can be
modified by altering the capacitance of variable capacitor 112
connected between the conductor lines. Therefore, the LC resonant
frequency of secondary self-resonant coil 110A can be modified by
altering the capacitance of variable capacitor 112.
[0103] Referring to FIG. 5 again, voltage sensor 182 detects a
voltage Vs of power storage device 140 to provide the detection
value to vehicle ECU 180A. Current sensor 184 detects a current Is
flowing from rectifier 130 to power storage device 140 to output
the detection value to vehicle ECU 180A.
[0104] In a charging mode of power storage device 140 from power
feeding device 200 (FIG. 1) external to the vehicle, vehicle ECU
180A calculates the charging power of power storage device 140
based on each detection value from voltage sensor 182 and current
sensor 184. Vehicle ECU 180A adjusts the LC resonant frequency of
secondary self-resonant coil 110A by adjusting the capacitance of
variable capacitor 112 (FIG. 6) of secondary self-resonant coil
110A such that the charging power is at a maximum.
[0105] Thus, in the present second embodiment, the LC resonant
frequency of secondary self-resonant coil 110A can be adjusted by
variable capacitor 112. The LC resonant frequency of secondary
self-resonant coil 110A is adjusted by vehicle ECU 180A such that
the charging power of power storage device 140 is at a maximum.
According to the present second embodiment, the efficiency of power
transfer from power feeding device 200 to electrical powered
vehicle 100A can be maintained even if the state of the vehicle
(loading state, air pressure of tire, and the like) changes.
First Modification of Second Embodiment
[0106] A variable capacitive diode may be employed instead of
variable capacitor 112 in order to adjust the LC resonant frequency
of the secondary self-resonant coil.
[0107] FIG. 7 represents an example of a configuration of a
secondary self-resonant coil according to a first modification of
the second embodiment. Referring to FIG. 7, a secondary
self-resonant coil 110B includes a variable capacitive diode 114
connected between conductor lines. Variable capacitive diode 114
has a capacitance that is variable based on a control signal from
vehicle ECU 180A (FIG. 5) to render the capacitance of secondary
self-resonant coil 110E variable by modifying the capacitance
thereof, likewise with variable capacitor 112.
[0108] Vehicle ECU 180A adjusts the capacitance of variable
capacitive diode 114 of secondary self-resonant coil 110B to adjust
the LC resonant frequency of secondary self-resonant coil 110B such
that the charging power supplied from power feeding device 200
external to the device (FIG. 1) towards power storage device 140 is
at a maximum.
[0109] An advantage similar to that of the second embodiment
described above can be achieved by the present first
modification.
Second Modification of Second Embodiment
[0110] The second embodiment and first modification thereof were
described based on a secondary self-resonant coil having a variable
capacitance to allow adjustment of the resonant frequency of the
secondary self-resonant coil. Alternatively, the inductance of the
secondary self-resonant coil may be rendered variable.
[0111] FIG. 8 represents an example of a configuration of a
secondary self-resonant coil according to a second modification of
the second embodiment. Referring to FIG. 8, a secondary
self-resonant coil 110C includes self-resonant coils 116-1 and
116-2, and a switch 118 connected between self-resonant coils 116-1
and 116-2. Switch 118 is turned on/off based on a control signal
from vehicle ECU 180A (FIG. 5).
[0112] When switch 118 is turned on, self-resonant coils 116-1 and
116-2 are coupled, so that the inductance of overall secondary
self-resonant coil 110C becomes greater. Therefore, the LC resonant
frequency of secondary self-resonant coil 110C can be modified by
turning switch 118 on/off.
[0113] Vehicle ECU 180A turns switch 118 of secondary self-resonant
coil 110C on or off to adjust the LC resonant frequency of
secondary self-resonant coil 110C based on the charging power
supplied from power feeding device 200 (FIG. 1) external to the
vehicle to power storage device 140.
[0114] Although the above description is based on a secondary
self-resonant coil 110C including two self-resonant coils 116-1 and
116-2 and one switch 118, the LC resonant frequency of secondary
self-resonant coil 110C can be adjusted more finely by providing
more self-resonant coils and a corresponding switch for
connection/disconnection thereof.
[0115] An advantage similar to that of the second embodiment set
forth above can be achieved by the second modification.
Third Embodiment
[0116] Secondary self-resonant coil 110 has both ends open
(non-connected), and the influence of an obstacle on the magnetic
field resonance is low. In this context, the secondary
self-resonant coil is provided inside a hollow tire of the wheel in
the third embodiment.
[0117] An entire configuration of the powertrain of an electrical
powered vehicle according to the third embodiment is similar to
that of electrical powered vehicle 100 shown in FIG. 3.
[0118] FIG. 9 is a vertical sectional view of the wheel of the
electrical powered vehicle and the neighborhood thereof according
to the third embodiment. Referring to FIG. 9, the wheel is formed
of a hollow tire 510. Inside hollow tire 510, a secondary
self-resonant coil 110 coaxial with the wheel is provided.
Secondary self-resonant coil. 110 is fixedly attached to the wheel.
In the proximity of the wheel in a vehicle body 520, a secondary
coil 120 is disposed, allowing power reception by electromagnetic
induction from secondary self-resonant coil 110 provided in hollow
tire 510.
[0119] When the vehicle is brought to a halt such that the wheel
having secondary self-resonant coil 110 incorporated in hollow tire
510 is located above primary self-resonant coil 240 of the power
feeding device, secondary self-resonant coil 110 in hollow tire 510
is magnetically coupled with primary self-resonant coil 240 by the
magnetic field resonance. Electric power is transferred from
primary self-resonant coil 240 towards secondary self-resonant coil
110 in hollow tire 510. The electric power received by secondary
self-resonant coil 110 is transferred by electromagnetic induction
to secondary coil 120 disposed in the proximity of the wheel, and
then supplied to power storage device 140 not shown.
[0120] In the third embodiment, the axes of secondary self-resonant
coil 110 and primary self-resonant coil 240 do not match and are
not parallel with each other. However, the axes of secondary
self-resonant coil 110 and primary self-resonant coil 240 do not
necessarily have to match or be parallel in power transfer by
magnetic filed resonance.
[0121] The third embodiment is advantageous in that the interior of
a hollow tire can be utilized efficiently as the space for
arrangement of secondary self-resonant coil 110.
Fourth Embodiment
[0122] In the fourth embodiment, a plurality of sets of the
secondary self-resonant coil and secondary coil are provided on
part of the vehicle. Accordingly, the electric power transferred
from the power feeding device can be received reliably and
sufficiently even if the halting position of the vehicle is
deviated from a defined position.
[0123] FIG. 10 represents a configuration in the proximity of the
power receiving region of the electrical powered vehicle in the
fourth embodiment. FIG. 10 is based on an example in which there
are, but not limited to, three sets of secondary self-resonant
coils and secondary coils.
[0124] Referring to FIG. 10, the electrical powered vehicle
includes secondary self-resonant coils 110-1, 110-2, and 110-3,
secondary coils 120-1, 120-2, and 120-3, and a rectifier 130.
Secondary self-resonant coils 110-1, 110-2, and 110-3 are disposed
parallel to the bottom face of the vehicle at the lower portion of
the vehicle body. Secondary coils 120-1, 120-2, and 120-3 are
provided corresponding to secondary self-resonant coils 110-1,
110-2, and 110-3, respectively, and connected parallel to each
other with respect to rectifier 130.
[0125] The remaining configuration of the electrical powered
vehicle in the fourth embodiment is identical to that of the first
or second embodiment.
[0126] Since a plurality of sets of secondary self-resonant coils
and secondary coils are provided in the fourth embodiment, the
electric power transferred from the power feeding device can be
received reliably and sufficiently even if the halting position of
the vehicle is deviated from a defined position.
[0127] According to the fourth embodiment, any leaking power not
received at secondary self-resonant coil 110-2 identified as the
main power receiving coil can be received by another secondary
self-resonant coil in the case where the vehicle is brought to a
halt at a defined position with respect to secondary self-resonant
coil 110-2.
[0128] Therefore, the power transfer efficiency can be
improved.
First Modification of Fourth Embodiment
[0129] The above description is based on the case where a set of a
secondary self-resonant coil and secondary coil is provided in
plurality. Leakage of the power transmission can be reduced by just
providing a plurality of secondary self-resonant coils.
[0130] FIG. 11 represents a configuration in the proximity of the
power receiving region of the electrical powered vehicle according
to a first modification of the fourth embodiment. FIG. 11 is based
on an example in which there are, but not limited to, three
secondary self-resonant coils.
[0131] Referring to FIG. 11, the electrical powered vehicle
includes secondary self-resonant coils 110-1, 110-2, and 110-3, a
secondary coil 120, and a rectifier 130. Secondary self-resonant
coils 110-1, 110-2, and 110-3 are arranged parallel to the bottom
face of the vehicle at the lower portion of the body. Secondary
coil 120 is provided corresponding to secondary self-resonant coil
110-2, and is connected to rectifier 130.
[0132] The remaining configuration of the electrical powered
vehicle according to the first modification of the fourth
embodiment is similar to that of the first or second
embodiment.
[0133] In the first modification of the fourth embodiment, the
power transmission efficiency can be improved since any leaking
power not received at secondary self-resonant coil 110-2 can be
received at another secondary self-resonant coil.
Second Modification of Fourth Embodiment
[0134] Although only a plurality of secondary self-resonant coils
are provided in the above-described first modification, leakage of
the transferred power can also be reduced by providing a plurality
of secondary coils instead.
[0135] FIG. 12 represents a configuration in the proximity of the
power receiving region of the electrical powered vehicle according
to a second modification of the fourth embodiment. FIG. 12 is based
on an example in which there are, but not limited to, three
secondary coils.
[0136] Referring to FIG. 12, the electrical powered vehicle
includes a secondary self-resonant coil 110, secondary coils 120-1,
120-2, and 120-3, and a rectifier 130. Secondary coil 120-2 is
provided corresponding to secondary self-resonant coil 110.
Secondary coils 120-1, 120-2, and 120-3 are arranged parallel to
the bottom face of the vehicle at the lower portion of the body,
and parallel to each other with respect to rectifier 130.
[0137] The remaining configuration of the electrical powered
vehicle according to the second modification of the fourth
embodiment is similar to that of the first or second
embodiment.
[0138] In the second modification of the fourth embodiment, the
power transmission efficiency can be improved since any leaking
power not received at secondary coil 120-2 can be received at
another secondary coil.
Fifth Embodiment
[0139] As mentioned above, variation in the distance between the
primary self-resonant coil of the power feeding device and the
secondary self-resonant coil of the vehicle will cause change in
the resonant frequency of the primary self-resonant coil and
secondary self-resonant coil. In the fifth embodiment, the power
receiving state of the electrical powered vehicle is transmitted to
the power feeding device, and the frequency of the high frequency
power, i.e. resonant frequency, is adjusted at the power feeding
device such that the receiving electric power of the electrical
powered vehicle is at a maximum.
[0140] FIG. 13 represents an entire configuration of a charging
system to which the electrical powered vehicle of the fifth
embodiment is applied. Referring to FIG. 13, the charging system
includes an electrical powered vehicle 100B, and a power feeding
device 200A.
[0141] Electrical powered vehicle 100B is based on the
configuration of electrical powered vehicle 100 shown in FIG. 1,
and additional includes a communication device 190. Communication
device 190 is a communication interface for wireless communication
with a communication device 250 provided at power feeding device
200.
[0142] Power feeding device 200A is based on the configuration of
power feeding device 200 shown in FIG. 1, and additionally includes
a communication device 250 and an ECU 260, as well as a high
frequency power driver 220A instead of high frequency power driver
220. Communication device 250 is a communication interface for
wireless communication with communication device 190 provided at
electrical powered vehicle 100B. ECU 260 controls high frequency
power driver 220A based on the info, illation from electrical
powered vehicle 100B received by communication device 250.
[0143] FIG. 14 is a functional block diagram representing an entire
configuration of a powertrain of electrical powered vehicle 100B
shown in FIG. 13. Referring to FIG. 14, electrical powered vehicle
100B is based on the configuration of electrical powered vehicle
100 shown in FIG. 3, and additionally includes a voltage sensor
182, a current sensor 184, and communication device 190, as well as
a vehicle ECU 180B instead of vehicle ECU 180.
[0144] In a charging mode of power storage device 140 from power
feeding device 200A (FIG. 13) external to the vehicle, vehicle ECU
180B calculates a charging power PWR of power storage device 140
based on respective detection values from voltage sensor 182 and
current sensor 184, and provides the calculated charging power PWR
to communication device 190. Communication device 190 transmits
charging power PWR received from vehicle ECU 180B by radio towards
power feeding device 200A external to the vehicle.
[0145] The remaining configuration of electrical powered vehicle
100B is similar to that of electrical powered vehicle 100 shown in
FIG. 3.
[0146] FIG. 15 is a functional block diagram representing a
configuration of power feeding device 200A shown in FIG. 13.
Referring to FIG. 15, in a power feeding mode from power feeding
device 200A to electrical powered vehicle 100B (FIG. 13),
communication device 250 receives charging power PWR of electrical
powered vehicle 100B transmitted from communication device 190
(FIG. 13) of electrical powered vehicle 100B, and provides the
received charging power PWR to ECU 260.
[0147] ECU 260 can set a frequency f1 of the high frequency power
generated by high frequency power driver 220A, and provides the set
frequency f1 to high frequency power driver 220A to adjust the
frequency of the high frequency power, i.e. resonant frequency. ECU
260 adjusts the frequency of the high frequency power generated by
high frequency power driver 220A to the level of fs such that
charging power PWR is at a maximum as shown in FIG. 16, based on
charging power PWR of electrical powered vehicle 100B received from
communication device 250.
[0148] High frequency power driver 220A responds to a command from
ECU 260 to convert the power received from AC power source 210 into
a high frequency power at frequency fs, and provides the high
frequency power having the frequency of fs to primary coil 230.
[0149] In the fifth embodiment, the power receiving state of
electrical powered vehicle 100B is transmitted to power feeding
device 200A by communication device 190, and received at
communication device 250 of power feeding device 200A. The
frequency of the high frequency power generated by high frequency
power driver 220A is adjusted by ECU 260 such that charging power
PWR of the electrical powered vehicle is at a maximum. According to
the fifth embodiment, power can be transferred at high efficiency
from power feeding device 200A to electrical powered vehicle 100B
even when the vehicle state (loading state, air pressure of tire,
and the like) changes.
Sixth Embodiment
[0150] The sixth embodiment is based on a configuration in which
the electric power supplied from the power feeding device can be
adjusted according to the number of electrical powered vehicles
receiving power supply from the power feeding device.
[0151] FIG. 17 represents an entire configuration of a charging
system according to the sixth embodiment. FIG. 17 corresponds to
the case where two electrical powered vehicles receive electric
power from the power feeding device. However, the number of
electrical powered vehicle is not limited thereto.
[0152] Referring to FIG. 17, the charging system includes
electrical powered vehicles 100B-1 and 100B-2, and a power feeding
device 200B. Each of electrical powered vehicles 100B-1 and 100B-2
is based on a configuration similar to that of electrical powered
vehicle 100B shown in FIG. 14, and is configured to allow
communication with power feeding device 200B by communication
device 190 (FIG. 14). Each of electrical powered vehicles 100B-1
and 100B-2 transmits to power feeding device 200B notification of
requesting power feeding from power feeding device 200B.
[0153] Upon receiving a power feed request from electrical powered
vehicles 100B-1 and 100B-2, power feeding device 200B supplies
charging power simultaneously to electrical powered vehicles 100B-1
and 100B-2.
[0154] FIG. 18 is a functional block diagram representing a
configuration of power feeding device 200B of FIG. 17. Referring to
FIG. 18, power feeding device 200B includes an AC power source 210,
a high frequency power driver 220B, a primary coil 230, a primary
self-resonant coil 240, a communication device 250, and an ECU
260A.
[0155] Communication device 250 receives a power feeding request
from electrical powered vehicles 100B-1 and 100B-2. ECU 260A
identifies an electrical powered vehicle that is to receive power
supply from power feeding device 200B based on the information
received by communication device 250. ECU 260A outputs a power
command PR to high frequency power driver 220B such that high
frequency power is generated according to the number of electrical
powered vehicles receiving power supply from power feeding device
200B.
[0156] When ECU 260A determines that there is no electrical powered
vehicle receiving power supply from power feeding device 200B based
on the information received by communication device 250, a shut
down command SDWN to stop high frequency power driver 220B is
generated and provided to high frequency power driver 220B.
[0157] High frequency power driver 220B responds to power command
PR from ECU 260A to generate high frequency power according to the
number of electrical powered vehicles receiving power supply from
power feeding device 200B, and provides the generated high
frequency power to primary coil 230.
[0158] High frequency power driver 220B stops its operation upon
receiving a shut down command SDWN from ECU 260A.
[0159] According to the sixth embodiment, an electrical powered
vehicle receiving power supply from power feeding device 200B is
identified by communication between the power feeding device and an
electrical powered vehicle, and high frequency power according to
the number of electrical powered vehicles receiving power supply is
generated from high frequency power driver 220B. Therefore, the
power feeding capability will not be degraded even if there are a
plurality of electrical powered vehicle receiving feeding
power.
[0160] Since high frequency power driver 220B is stopped when
determination is made that there is no electrical powered vehicle
receiving power supply from power feeding device 200B based on the
information received at communication device 250, unnecessary
output of power from the power feeding device can be prevented.
Seventh Embodiment
[0161] The resonant frequency of the secondary self-resonant coil
at the vehicle side is made variable in the second embodiment,
whereas the frequency of the high frequency power generated by the
high frequency power driver of the power feeding device is made
variable in the fifth embodiment. In the seventh embodiment, the
resonant frequency of the primary self-resonant coil at the power
feeding device side is made variable.
[0162] FIG. 19 is a functional block diagram representing a
configuration of a power feeding device according to the seventh
embodiment. Referring to FIG. 19, power feeding device 200C
includes an AC power source 210, a high frequency power driver 220,
a primary coil 230, a primary self-resonant coil 240A, a
communication device 250, and an ECU 260B.
[0163] Primary self-resonant coil 240A is configured to allow
modification of its capacitance based on a control signal from ECU
260B. Primary self-resonant coil 240A allows the LC resonant
frequency to be modified by altering the capacitance. The
configuration of this primary self-resonant coil 240A is similar to
that of secondary self-resonant coil 110A shown in FIG. 6.
[0164] In a power feeding mode from power feeding device 200C to
electrical powered vehicle 100B (FIG. 14), communication device 250
receives charging power PWR of electrical powered vehicle 100B
transmitted from communication device 190 (FIG. 14) of electrical
powered vehicle 100B, and outputs the received charging power PWR
to ECU 260B.
[0165] ECU 260B adjusts the LC resonant frequency of primary
self-resonant coil 240A by adjusting the capacitance of variable
capacitor 112 (FIG. 6) of primary self-resonant coil 240A such that
charging power PWR of electrical powered vehicle 100B is at a
maximum.
[0166] Likewise with the first and second modifications of the
second embodiment, a primary self-resonant coil 240B having a
configuration similar to that of secondary self-resonant coil 110B
shown in FIG. 7, or a primary self-resonant coil 240C having a
configuration similar to that of secondary self-resonant coil 110C
shown in FIG. 8 may be employed, instead of primary self-resonant
coil 240A.
[0167] According to the seventh embodiment, the LC resonant
frequency of primary self-resonant coil 240A (240B, 240C) may be
adjusted. The LC resonant frequency of primary self-resonant coil
240A (240B, 240C) is adjusted by ECU 260B such that the charging
power of the electrical powered vehicle receiving power supply from
power feeding device 200C is at a maximum. Therefore, according to
the seventh embodiment, the efficiency of power transfer from power
feeding device 200C to an electrical powered vehicle can be
maintained even if the state of the vehicle (loading state, air
pressure of tire, and the like) changes.
Eighth Embodiment
[0168] In the eighth embodiment, a plurality of sets of primary
self-resonant coils and primary coils are provided on the power
feeding device side.
[0169] FIG. 20 represents a configuration of a power feeding device
according to the eighth embodiment. FIG. 20 is based on an example
in which there are, but not limited to, three sets of primary
self-resonant coils and primary coils.
[0170] Referring to FIG. 20, power feeding device 200D includes an
AC power source 210, a high frequency power driver 220, primary
coils 230-1, 230-2, and 230-3, and primary self-resonant coils
primary coils 240-1, 240-2, and 240-3.
[0171] Primary self-resonant coils primary coils 240-1, 240-2, and
240-3 are disposed parallel to the ground. Primary coils 230-1,
230-2, and 230-3 are provided corresponding to primary
self-resonant coils 240-1, 240-2, and 240-3, respectively, and
connected parallel to each other with respect to high frequency
power driver 220.
[0172] In the eighth embodiment, the current from high frequency
power driver 220 flows in a concentrated manner to a primary coil
corresponding to the primary self-resonant coil having the lowest
magnetic resistance with the secondary self-resonant coil of the
electrical powered vehicle receiving power supply from power
feeding device 200D. Therefore, electric power can be supplied from
the power supply device to the electrical powered vehicle reliably
and sufficiently even if the halting position of the vehicle is
deviated from a defined position.
Ninth Embodiment
[0173] Likewise with the eighth embodiment, the ninth embodiment
has a plurality of sets of primary self-resonant coils and primary
coils provided at the power feeding device. In contrast to the
eighth embodiment having a primary self-resonant coil and primary
coil selected passively, the ninth embodiment has a primary
self-resonant coil and primary coil selected positively such that
the charging power is at a maximum at the electrical powered
vehicle receiving power supply from the power feeding device.
[0174] FIG. 21 represents a configuration of a power feeding device
according to the ninth embodiment. Referring to FIG. 21, a power
feeding device 200E is based on the configuration of power feeding
device 200D of the eighth embodiment shown in FIG. 20, and
additionally includes a communication device 250 and a selection
device 270.
[0175] In a power feeding mode from power feeding device 200E to
electrical powered vehicle 100B (FIG. 14), communication device 250
receives charging power PWR of electrical powered vehicle 100B
transmitted from communication device 190 (FIG. 14) of electrical
powered vehicle 100B.
[0176] Selection device 270 is connected between primary coils
230-1, 230-2, and 230-3 and high frequency power driver 220 to
select and electrically connect with high frequency power driver
220 any one of primary coils 230-1, 230-2, and 230-3. Selection
device 270 selects a set of the primary self-resonant coil and
primary coil that provides the maximum charging power PWR based on
charging power PWR of electrical powered vehicle 100B received from
communication device 250, and connects the selected primary coil
with high frequency power driver 220.
[0177] In the ninth embodiment, power can be transmitted reliably
and sufficiently from the power feeding device to the electrical
powered vehicle even if the halting position of the vehicle is
deviated from the defined position, likewise with the eighth
embodiment.
Tenth Embodiment
[0178] The eighth embodiment set forth above is based on the case
where a set of a primary self-resonant coil and primary coil is
provided in plurality. Only the primary self-resonant coil may be
provided in plurality.
[0179] FIG. 22 represents a configuration of the power feeding
device according to the tenth embodiment. FIG. 22 is based on an
example in which there are, but not limited to, three primary
self-resonant coils.
[0180] Referring to FIG. 22, a power feeding device 200F includes
an AC power source 210, a high frequency power driver 220, a
primary coil 230, and primary self-resonant coils 240-1, 240-2, and
240-3.
[0181] Primary self-resonant coils 230-1, 230-2, and 230-3 are
disposed parallel to the ground. Primary coil 230 is provided
corresponding to primary self-resonant coil 240-2, and connected to
high frequency power driver 220.
[0182] Since the leakage of electric power not transmitted by
primary self-resonant coil 240-2 can be transferred to another
primary self-resonant coil in the tenth embodiment, the
transmission efficiency can be improved.
Eleventh Embodiment
[0183] In the eleventh embodiment, only the primary coils are
provided in plurality.
[0184] FIG. 23 represents a configuration of a power feeding device
of the eleventh embodiment. FIG. 23 is based on an example in which
there are, but not limited to, three sets of primary coils and high
frequency power drivers.
[0185] Referring to FIG. 23, a power feeding device 200G includes
an AC power source 210, high frequency power drivers 220-1, 220-2,
and 220-3, primary coils 230-1, 230-2, and 230-3, and a primary
self-resonant coil 240.
[0186] Primary coils 230-1, 230-2, and 230-3 are arranged coaxial
with primary self-resonant coil 240, and connected to high
frequency power drivers 220-1, 220-2, and 220-3, respectively. High
frequency power drivers 220-1, 220-2, and 220-3 are connected
parallel to AC power source 210, and output the high frequency
power to primary coils 230-1, 230-2, and 230-3, respectively.
[0187] In the eleventh embodiment, high power is provided to
primary self-resonant coil 240 by a plurality of high frequency
power drivers 220-1, 220-2, and 220-3, and primary coils 230-1,
230-2, and 230-3. Therefore, high power can be transferred from
power feeding device 200G to an electrical powered vehicle in the
eleventh embodiment.
[0188] In each of the embodiments set forth above, a converter for
boosting or down-converting voltage based on the voltage of power
storage device 140 may be provided between rectifier 130 and power
storage device 140. Alternatively, a transformer for voltage
conversion based on the voltage of power storage device 140 may be
provided between secondary coil 120 and rectifier 130.
Alternatively, an AC/DC converter for alternating current/direct
current conversion based on the voltage of power storage device 140
may be provided instead of rectifier 130.
[0189] In a vehicle running mode in each of the embodiments set
forth above, system main relay SMR1 is turned on and system main
relay SMR2 is turned off by rendering signal SE1 active and
rendering signal SE2 inactive, respectively. In a charging mode of
power storage device 140 from AC power source 210 external to the
vehicle, system main relay SMR1 is turned off by rendering signal
SE1 inactive and system main relay SMR2 is turned on by rendering
signal SE2 active. However, signals SE1 and SE2 may be rendered
active at the same time to simultaneously turn on system main
relays SMR1 and SMR2. Accordingly, it is possible to charge power
storage device 140 from an AC power source 210 external to the
vehicle even during driving.
[0190] Each of the embodiments set forth above is based on a
series/parallel type hybrid vehicle having the power of engine 170
split by power split device 172 for transmission to driving wheel
174 and motor generator 162. The present invention is also
applicable to other types of hybrid vehicles. For example, the
present invention is also applicable to the so-called series type
hybrid vehicle using engine 170 only to drive motor generator 162
and generating the driving force of the vehicle by means of motor
generator 164 alone, to a hybrid vehicle having only the
regenerative energy among the kinetic energy generated by engine
170 to be collected as electric energy, as well as to a motor
assist type hybrid vehicle with the engine as the main driving
source and assisted by a motor, as necessary.
[0191] Further, the present invention is also applicable to a
hybrid vehicle absent of a boost converter 152.
[0192] Moreover, the present invention is applicable to an electric
car that runs only with an electric power, absent of an engine 170,
and also to a fuel cell vehicle further including a fuel cell in
addition to a power storage device as the DC power source.
[0193] In the above description, motor generator 164 corresponds to
an example of "electric motor" of the present invention. Reflective
walls 410 and 420 correspond to an example of "reflective means" of
the present invention. Variable capacitor 112, variable capacitive
diode 114, and switch 118 correspond to an example of "adjustment
device" of the present invention. Voltage sensor 182, current
sensor 184, and vehicle ECU 180A correspond to an example of
"electric power detection device" of the present invention.
[0194] Further, vehicle ECU 180A corresponds to an example of
"control device for controlling an adjustment device" of the
present invention. System main relays SMR1 and SMR2 correspond to
an example of "first relay" and "second relay", respectively, of
the present invention. ECU 260A correspond to an example of
"control device for controlling a high frequency power driver" of
the present invention. ECU 260B corresponds to an example of "a
control device for controlling an adjustment device" of the present
invention.
[0195] The embodiments disclosed herein may be implemented based on
an appropriate combination thereof. It should be understood that
each of the embodiments disclosed herein are illustrative and
non-restrictive in every respect. The scope of the present
invention is defined by the appended claims, rather than the
description set forth above, and all changes that fall within
limits and bounds of the claims, or equivalence thereof are
intended to be embraced by the claims.
* * * * *
References