INDUCTIVE POWER SUPPLY APPARATUS

BACKGROUND OF THE INVENTION

1. Field of the Invention

[0001] The present invention relates to an inductive power supply apparatus for a parking vehicle or a running vehicle.

2. Description of the Related Art

[0002] A plurality of inductive power supply apparatuses for the parking vehicle was proposed. The inductive power supply apparatus (IPSA) has at least one transmission equipment (called as transmitter) , and at least one receiving equipment (called receiver) . The transmitter on the ground including a running course has a primary coil wound around a primary core. The receiver supported to the vehicle has a secondary coil wound around a secondary core .

[0003] A base type IPSAs are proposed. The receiver of the base type IPSA is placed at an outer base surface of the vehicle. The base type receiver keeps quality of vehicle style. However, the base of the vehicle has higher position than the ground level. The air gap between the two cores greatly reduces an efficiency of the power transmission. For example, 10 cm of air gap between two cores losses about βO-80 % of the transmission power. [0004] The base type IPSA needs of rise of the transmitter or descent of the receiver for decreasing of the air gap between the two cores. A driving motor with a control system is adopted for rising up or falling down of either of two cores of the base-type IPSA. [0005] Japanese Unexampled Patent No .1998-028332 proposes the primary core fixed on a rotating arm driven by a motor. The arm swings in a perpendicular plane by means of controlling the motor. The primary core attaches to the secondary core fixed on the base of the vehicle after rising up from the ground. However, the motor-driven arm has the complicated constitution and controlling.

[0006] Such complication requires the high cost on construction and reduces the reliability. For example, if the vehicle moves before finishing of the decent of the motor-driven arm, the primary core is broken easily. The front type transmitter or the side type transmitter driven by the motor also has the above-mentioned problem.

[0007] Furthermore, a relative position difference being in parallel to magnet pole surfaces (contact surfaces) of the two cores (called the position difference simply) must be reduced for reducing the power transmission loss. The position difference constitutes a traverse position difference and a longitudinal position difference. The traverse position difference is formed in the left/right direction of the vehicle. Namely, the traverse position difference means the position difference in a traverse direction. The base type IPSA needs to reduce the position difference between the two cores.

[0008] The air gap and the position difference between two contact surfaces of cores increase a leakage inductance and reduce a mutual inductance. The transmission power is decreased by increase of the leakage inductances and the reducing of the mutual inductance. [0009] USP No.5431264 discloses the IPSA for a running vehicle. This apparatus has a large number of primary coils (called as a road coils) located to one line on a road. An alternating current power (called the AC power) can be supplied to the road coil located just under the secondary coil (called as the vehicle coil) of the vehicle .

[0010] Japanese unexamined patent No. Heisei 07-22961 is proposed the IPSA having the vertically movable vehicle coil supported by the wheel. However, the IPSA requires a just fitting of the two cores. The side length of the location shift (called as the side gap or the traverse position difference) between the two cores in the side direction (called as lateral direction or the traverse direction) must be decreased for the electromagnetic coupling efficiency.

[0011] If a length of the side gap between the two cores in the side direction becomes large, the transmission efficiency between the two coils decreases. However, steering control of the vehicle for decreasing the side gap is very difficult because the road is not straight.

[0012] Japanese unexamined patent No. Heisei 07-22961 does not describe about decrease of the side gap between the road core and the vehicle core. It is enable to employ an idea about the increase of a horizontal area of a road core for improvement of the transmission efficiency. However, the increase of the horizontal area of the road core and the vehicle core requires a huge construction expense.

SUMMARY OF THE INVENTION [0013] (The object of the invention)

The present invention has an object to realize an inductive power-supplying apparatus for a parking vehicle or a running vehicle with excellent transmission efficiency and a simple structure .

[0014] (The features of the invention)

The features of the invention are explained as bellow. The bellow explanation includes three independent features. The first independent feature discloses an improvement of a parallel resonance condition of the IPSM having the two cores moving relatively each other. The second independent feature discloses an improvement of the IPSM supplying the inductive power to a parking vehicle. The third independent feature discloses an improvement of the IPSM supplying the inductive power to a running vehicle. The ideal IPSM system consists of these three independent features are second independent feature. However, each of these three independent features is adopted alone. [0015] (Common feature of the invention)

Common constitution elements of the above three independent features are explained hereinafter.

The IPSM has a transmitter, a receiver, an oscillation circuit and a receiving circuit. The transmitter has a primary coil wound around a primary core and disposes at a running course including a parking course. The receiver has a secondary coil wound around a secondary core and supported to a vehicle. The oscillation circuit supplies an oscillation current to the secondary coil through a transformer. The receiving circuit rectifiers the oscillation current received from the receiver. The above principle is essentially same as the known prior IPSM. [0016] (The first independent feature)

As for the first feature of the present invention, a capacitor connected to the primary coil in parallel constitutes a parallel resonance circuit. However, a parallel resonance frequency is varying in accordance with change of the leakage inductance and the mutual inductance of the primary coil, which change in accordance with the position difference between the two cores moves relatively each other. The oscillation frequency of the oscillation circuit is changed in accordance with a detected resonance condition. As the result, The parallel resonance circuit always keeps good resonance state and always keeps transmission efficiency excellent.

[0017] As for the preferred embodiment, change of oscillation frequency is stopped when the oscillation frequency is corresponding to a resonance frequency of the parallel resonance circuit .

As for the preferred embodiment, the oscillation frequency is changed in accordance with capacitor current or an imaginary current .

[0018] As for the preferred embodiment, the oscillation frequency is changed from a predetermined low frequency value to a predetermined high frequency value. The oscillation frequency is fixed to the resonance frequency. The oscillation current includes a real axis current component and an imaginary axis current component. The imaginary axis current component of the oscillation current becomes the minimum when the oscillation frequency is equal to the parallel resonance frequency. Accordingly, the transmission efficiency reaches high level if the oscillation frequency is changed to keep the imaginary axis current component small. The detected imaginary axis current component can includes a small volume of the real axis current component. For example, the real axis current component is small if the transformer does not transmit the AC power to the receiver.

[0019] As for the preferred embodiment, a capacitor current flowing through the capacitor is detected. The capacitor current becomes the maximum when the oscillation frequency is equal to the parallel resonance frequency. Accordingly, the transmission efficiency reaches high level if the oscillation frequency is changed to keep the capacitor current component small.

As for the preferred embodiment, the oscillation frequency is changed gradually until the capacitor current enters in the top range or the imaginary current enters in the base range.

[0020] (The second independent feature)

The IPSM of the present invention has a transmitter on a running course and a receiver jointed to the vehicle. The transmitter has a soft magnetic road core located on the course (for example road) . A road coil is wound around the road core. The receiver has a soft magnetic vehicle core coupling magnetically to the road core. A vehicle coil is wound around _, the vehicle core. The transmitter includes at least one pair of the vehicle wheels supporting the vehicle core and a joint member jointing the vehicle core to the bottom of the vehicle.

[0021] The joint member jointing to the vehicle is moveable in the height direction and the width direction of the vehicle. The pair of the vehicle wheels supporting the vehicle core is guided toward the direction in proximity to the road core by the magnetic pull force between the two cores. As a result, even though the vehicle moves to the side direction (the right/left direction) by the steering, the wheels can be running just upon the road core or the course.

[0022] Therefore, the transmission efficiency can become excellent even if the both of the road core and the vehicle core have a small width. The road coil and the vehicle coil can be downsized and the leakage inductance of the magnetic circuit can be lowered. The construction expense of the road core and the road coil can decrease by the above downsizing. The magnetic vehicle core may be apart with a small vertical gap from the magnetic road core. The vehicle core may be contacted on the road core. [0023] In the suitable embodiment, the transmitter has the road cores located along the road. The transmitter has the road core located at the parking place.

In the suitable embodiment, the receiver has the vehicle wheels having an adequate radius for keeping the small vertical gap between the cores.

In a suitable embodiment, the receiver is lifted up from the road when the power supply is unnecessary.

In the suitable embodiment, the receiver has a supporting frame for supporting the vehicle wheels and the vehicle core. The frame should be jointed to the vehicle with the jointed member. [0024] In the suitable embodiment, the vehicle core comprises the plurality of the lined small cores j ointed moveably in the vertical direction each other. Each vehicle coil is wound around each small core .

In the suitable embodiment, the small cores have the pair of the vehicle wheels each other.

In the suitable embodiment, the joint member is extended slantingly in the longitudinal direction of the vehicle. In the suitable embodiment, The vehicle core is jointed to the vehicle movably in the vertical direction and the horizontal direction with the joint member. [0025] In the suitable embodiment, the base portion of the joint member is jointed to the bottom of the vehicle. The base portion of the joint member can be rotated in the horizontal plane. In a suitable embodiment, the receiver has a motor for moving the vehicle core in the side direction (left/right direction) . The motor can place at the bottom of the vehicle or the frame.

In a suitable embodiment, the receiver has the side gap cancellation circuit for canceling the side gap between the two cores in the side direction. The side gap cancellation circuit drives the vehicle core toward the right direction or the left direction by driving a motor.

[0026] In a suitable embodiment, the side gap cancellation circuit has the side gap detection sensor for detecting or calculating the length of the side gap.

In a suitable embodiment, the side gap detection sensor is consisted of the magnetic sensor for detecting the strength of the magnetic field near the road core.

In a suitable embodiment, the magnetic sensor has the sensing coil. In a suitable embodiment, the sensing coil is wound around the vehicle core.

In a suitable embodiment, the vehicle coil combines the sensing coil.

[0027] In a suitable embodiment, the road core has a pair of linear cores and at least one lateral core. The pair of the linear cores extends parallel in the longitudinal direction of the road or the parking space. The lateral core extends in the width direction of the course and connects a pair of the linear cores magnetically. The width direction means the side direction or the left-right direction. The road coil is wound around the lateral core of the road core. Accordingly, the road core of the present invention has the H-shape or the ladder-shape. The road core of the present invention does not need a large volume of the magnetic core material . The cross sectional area of the lateral core can be small. The output power of a transformer is proportional to cross sectional area of the core and the number of turns of the coil. Accordingly, the transmitting power can be increased by increase of the number of turns of the coil.

[0028] In a suitable embodiment, the linear core consists of the laminated steel sheets in the width direction of the linear core.

In the suitable embodiment, the road core has the ladder-shape with the pair of the linear cores and the plurality of the lateral cores .

In the suitable embodiment, each road coil wound around each lateral core excites the magnetic field in the same direction. As the result, the magnetic saturation of the core by the concentration of the magnetic flux is suppressed. [0029] In the suitable embodiment, the upper (top) surface of the lateral core comes in contacts with the lower surface of the linear core. The linear core can be produced economically. Furthermore, the rough upper surface of the linear core can decrease the slip of the vehicle.

In a suitable embodiment, the top surface of the linear core has the gross surface for decreasing the slip of the vehicle.

In a suitable embodiment, the vehicle core can also be consisted of the H-shape or the ladder-shape cores made with the pair of the linear cores and the lateral core.

[0030] In the suitable embodiment, the lower surface of the lateral core comes in contact with the upper surface of the linear core. The pair of the linear cores of the vehicle core meets the pair of the linear core of the road core. The benefit of the H-shape or the ladder-shape of the road core and the vehicle core is the increase of the area of the air gap between the road core and the vehicle core because the linear cores have the long length. Accordingly, the invalid current loss for exciting the magnetic field in the air gap can decrease in spite of the decrease of the volume of the steel or the magnetic material.

[0031] In the suitable embodiment, the vehicle core has the ladder-shape with the pair of the linear cores and the plurality of the lateral core.

In the suitable embodiment, each vehicle coil wound around each lateral core excites the magnetic field in the same direction. As the result, the magnetic saturation of the core by the concentration of the magnetic flux is suppressed.

In the other suitable embodiment, the vehicle core has a pair of the wheel-shaped cores and the axis-shaped core. The pair of the magnetic wheel-shaped cores can contact on the pair of the magnetic linear cores of the road core.

[0032] In the other suitable embodiment, the immovable vehicle coil is wound around the axis-shaped core. The magnetic flux flows from one of the pair of the wheel-shaped cores to the other one of the pair of the wheel-shaped cores through the magnetic axis-shaped core. In the suitable embodiment, the wheel-shaped cores can combine the vehicle wheels.

In the suitable embodiment, the wheel-shaped cores have the elasticity in the vertical direction. Therefore, the exciting loss is reduced by the increase of the contacting area between the wheel-shaped core and the linear core. [0033] In the suitable embodiment, the wheel-shaped core has the magnetic powder and the elastic material such as the rubber filled in the wheel-shaped shell.

In the suitable embodiment, the wheel-shaped core has the magnetic powder and the compressed air filled in the wheel-shaped shell.

In the suitable embodiment, a pair of two side walls of the wheel-shaped shell has the corrugated-shape section. [0034] In the suitable embodiment, the vehicle core has at least one pair of the wheel-shaped cores.

In the suitable embodiment, the plurality of the wheel-shaped cores is movable independently in the vertical direction.

In the suitable embodiment, the IPSM has the road-side communication circuit and the vehicle-side communication circuit communicating each other.

[0035] In the suitable embodiment, the vehicle-side communication circuit has the calculating circuit for calculating the quantity of the electric power consumption and the address transmitting circuit for transmitting the address code to the road-side communication circuit. For example, the address code includes a vehicle number.

In the suitable embodiment, the road-side communication circuit judging the address and transmits the signal for permission of the power use to the vehicle-side communication circuit. [0036] In the suitable embodiment, the receiver has the rectifier for rectifying the power and the plug for receiving the commercial AC power.

In the suitable embodiment, the receiver has the cleaning member for cleaning the upper (top) surface of the linear core. In the suitable embodiment, the receiver has the vertical gap sensor and the vertical gap controller. The vertical gap sensor detects the vertical gap between the vehicle core and the linear core. The vertical gap controller moves the vehicle core vertically and keeps the vertical gap to the favorable length. [0037] In the suitable embodiment, the pair of the linear cores of the road core and the vehicle core constitutes the linear reluctance motor.

In the suitable embodiment, the transmitter has a freeze-detecting circuit and the road core-heating control circuit. The freeze-detecting circuit detects a frozen state of the top surface of the road core. The road core-heating control circuit heats the road core by supplying the alternating current to the road coil in accordance with the detected frozen state. [0038] (The third independent feature)

As for the third feature of the present invention, the primary core rises up from the ground by means of use kinetic energy or gravity energy of the vehicle and reaches to the height of the receiver fixed at base of the vehicle. The primary core constitutes a transformer after coming in contact with the secondary core. The structure and the mechanism of the driving equipment can be simplified with excellent reliability because the driving equipment does not needs the motor and the motor control system. [0039] As for the preferable embodiment, the transmitter and the driving equipment are essentially accommodated under the ground surface. The IPSM can be placed on a simple parking place.

As for the preferable embodiment, the driving equipment is supported to a stopping base for stopping a tire of the vehicle, the IPSM can be accommodated simply. [0040] As for the preferable embodiment, the driving equipment has an arm swinging the transmitter around an axis extending horizontally. The transmitter can carried to the height of the base of the vehicle by means of employing the driving equipment with a simple structure.

As for the preferable embodiment, the secondary core returns the original position by means of the own gravity after transmission of the power. Magnetic pulling force between the cores is available to keep the contact of them in a power transmission period. [0041] As for the preferable embodiment, an arm and a lever plate are connected with an axis extending to the traverse direction (means the left/right direction and the lateral direction) of the vehicle. The arm swings the lever plate through an axis pushed by a tire of the vehicle. The primary core fixed on the top portion of the lever plate swings up from the ground without the motor force .

As for the preferable embodiment, a stopper of a support block prohibits the over-swinging of the lever plate across the predetermined angle in the perpendicular plane. The damage to the arm and the lever plate by over-swinging can be hereby prevented. Furthermore, the support block as the tire stopper can decide the position in the longitudinal direction by means of stopping of the tire of the vehicle.

[0042] As for the preferable embodiment, the arm is fixed to a central portion of the axis between a pair of the lever plates.

As for the preferable embodiment, the elasticity of the arm in the perpendicular plane is bigger than the elasticity of the arm in the horizontal plane. The position difference between the primary core and the secondary core can be hereby permitted with the elastic deformation of the arm in the perpendicular plane. [0043] As for the preferable embodiment, the arm has a buffering member fixed to the arm for absorbing the shock of the arm colliding to the ground.

As for the preferable embodiment, the support block installs a coil spring for forcing the arm upward. The coil spring reduces the shock of the arm colliding to the ground.

[0044] As for the preferable embodiment, the support block can be rotate around a vertical axis fixed to a stopping base fixed to the ground. The arm and lever plate can extend to the longitudinal direction of the vehicle because the support block rotates in the horizontal plane around the vertical axis when the tire of the vehicle pushes the support block to diagonal direction.

As for the preferable embodiment, the stopping base fixed to the ground has the stopper to stop the horizontal over-rotation of the support block across the predetermined angle in the horizontal direction .

[0045] As for the preferable embodiment, a buffering member is placed between the support block and the stopper of the stopping base. For example, the buffering member consists of a rubber member . The buffering member absorbs a torque of the support block. The buffering member reduces a shock of the support block and the stopper of the stopping base.

[0046] As for the preferable embodiment, a contact surface of the primary core is longer than a contact surface of the secondary core in the horizontal direction or the vertical direction. The longer contact surface of the primary core permits the large position difference between two cores in the horizontal direction or the vertical direction and improves the transmission efficiency, As the result, a volume of the magnetic flux can be kept even if the position difference between two cores is not small. [0047] As for the preferable embodiment, a top portion of the primary core has a brim extending toward the traverse direction or the longitudinal direction. The weight of the primary core is reduced.

As for the preferable embodiment, the secondary core is supported to the base of the vehicle through an elastic member. The shock is reduced.

[0048] As for the preferable embodiment, the primary core is supported to the arm through an elastic member. Damage of the core is hereby prevented.

As for the preferable embodiment, the secondary core is placed at both of the front area and the rear area of the base of the vehicle each. Both of the vehicle going forward and the vehicle going backward can receive the inductive power after stopping. [0049] As for the preferable embodiment, both of the secondary coil of the front receiver and the secondary coil of the rear receiver are connected in parallel. As the result, the vehicle can employ only one rectifier instead of two rectifiers for rectifying the AC power from the two secondary coils. [0050] As for the preferable embodiment, the driving equipment has a lighting guide pole standing in front of the support block. A driver can look the lighting beam radiated from a LED apparatus fixed at an upper portion of the lighting guide pole if the vehicle position and the vehicle direction are reasonable. Therefore, posture control of the vehicle becomes hereby easy. [0051] As for the second feature of the present invention, a capacitor is connected to the primary coil in parallel. The capacitor and the primary coil constitute an electric load of the oscillation circuit. The electric load as a parallel resonance circuit has a parallel resonance frequency.

[0052] The parallel resonance frequency is varying in accordance with change of the leakage inductance and the mutual inductance of the primary coil, which change in accordance with the position difference between two cores. An oscillation frequency of the oscillation circuit is adjusted to the equal value of the parallel resonance frequency of the electric road. Accordingly, the oscillation circuit can always supply the AC power with excellent transmission efficiency.

[0053] The resonance frequency of the electric load is detected after the secondary core adhered to the primary core. The oscillation frequency of the oscillation circuit is changed from a predetermined low frequency value to a predetermined high frequency value. The oscillation frequency of the oscillation circuit is fixed to the resonance frequency. The oscillation current of the oscillation circuit becomes the minimum and the resonance current of the parallel resonance circuit becomes the maximum. The transmission efficiency can become highest by means of the above frequency control.

[0054] As for the preferable embodiment, it is judged whether or not the position difference is allowable by means of the oscillation current. For example, if the oscillation current is larger than the predetermined threshold value, it is judged that the position difference is bigger when the power transmission does not start. If the oscillation current is smaller than the predetermined threshold value, it is judged that the position difference is bigger when the power transmission does not start. An alarming signal about the bigger position difference is transmitted to a vehicle driver. The vehicle driver can recognize that he or she needs to repeat parking motion again.

BRIEF DESCRIPTION OF THE DRAWING

[0055] Figure 1 is a schematic plan view showing the road core and the road coil of the embodiment 1.

Figure 2 is a schematic vertical section view showing the inductive power supply system of the embodiment 1.

Figure 3 is a schematic side view showing the inductive power supply system of the embodiment 1.

Figure 4 is an axial cross section showing the vehicle core of the embodiment 1.

Figure 5 is a block circuit diagram showing the inductive power supply system of the embodiment 1.

Figure 6 is a block circuit diagram showing a side gap correction circuit of the embodiment 1.

Figure 7 is a schematic block diagram showing the power supply apparatus of the embodiment 1.

Figure 8 is a schematic plan view showing the ladder-shaped road cores and road coils arranged in order of the embodiment 1.

Figure 9 is a schematic side view showing the inductive power supply system of the embodiment 2.

Figure 10 is an axial schematic cross section view showing the vehicle core of the embodiment 2.

Figure 11 is a schematic side view showing the inductive power supply system of the embodiment 3.

Figure 12 is a schematic side view showing the inductive power supply system of the embodiment 3. Figure 13 is a schematic plan view showing the inductive power supply system of the embodiment 3.

Figure 14 is a schematic cross section showing the inductive power supply system of the embodiment 4.

Figure 15 is a schematic cross section view showing the inductive power supply system of the embodiment 4.

Figure 16 is a block diagram showing the power receiving circuit of embodiment 5.

Figure 17 is a block diagram showing the power receiving circuit of the embodiment 6.

Figure 18 is a circuit diagram showing the inductive power supply system of the embodiment 7.

Figure 19 is a flow chart showing the communication of the inductive power supply system of embodiment 7.

Figure 20 is a flow chart showing the communication of the inductive power supply system of embodiment 7.

Figure 21 is a circuit diagram showing the power supplying circuit of the embodiment 8.

Figure 22 is a circuit diagram showing the power receiving circuit of the embodiment 9.

Figure 23 is a schematic side view showing the linear motor type IPSS of the embodiment 10.

Figure 24 is a block circuit diagram showing the power receiving circuit of the embodiment 10.

Figure 25 is a schematic vertical section view showing the inductive power supply system of the embodiment 11.

Figure 26 schematically shows a plane view of the inductive power supplying apparatus (IPSA) of the embodiment 12.

Figure 27 schematically shows a side view of the IPSA shown in Figure 26.

Figure 28 schematically shows an enlarged side view of an important portion of the IPSA shown in Figure 27.

Figure 29 schematically shows the plane view of the IPSA shown in Figure 28.

Figure 30 schematically shows a front elevation of the transmission equipment and the receiving equipment shown in Figure 26.

Figure 31 schematically shows a side view of the transmission equipment and the receiving equipment shown in Figure 30.

Figure 32 schematically shows a plane view of the transmission equipment and the receiving equipment shown in Figure 30.

Figure 33 schematically shows a plane view of an arranged pair of the transmission equipment and the receiving equipment.

Figure 34 schematically shows a plane view of a lighting guide pole shown in Figure 27.

Figure 35 schematically shows a central portion of an arranged driving equipment of the embodiment 12.

Figure 36 schematically shows the plane view of the driving equipment shown in Figure 35.

Figure 37 schematically shows the sectional side view of the embodiment 13.

Figure 38 schematically shows the plane view of the embodiment 13 shown in Figure 37.

Figure 39 shows the connection diagram showing an oscillation circuit of the embodiment 14.

Figure 40 shows a flow chart showing the control operation of the oscillation circuit shown in Figure 39.

Figure 41 shows a flow chart showing the embodiment 15. Figure 42 shows a flow chart showing the embodiment 16. Figure 43 shows a connection diagram showing a receiver of the embodiment 17.

THE PREFERRED EMBODIMENT OF THE INVENTION

[0056] The second feature of the inductive power supply apparatus (IPSA) is mainly explained hereinafter. [0057] (Embodiment 1)

Embodiment 1 is explained with reference to Figure 1. Figure 1 shows a schematic partial plan view of road R. Road R extends to the longitudinal direction L. Road R has a width in the width direction (called as lateral direction, side direction and traverse direction, too) W. [0058] (Road core)

H-shaped road core 1 made of soft magnetic material is arranged on road R. Plurality of the road cores 1 is lined. Road core 1 has a pair of linear cores 11-12 and lateral core 13. The pair of linear cores 11-12 extends in parallel each other toward direction L. Direction L is the longitudinal direction of road R. Linear cores 11 and 12 are slim and long members. [0059] Lateral core 13 extends toward the side direction W and connects the linear cores 11-12 magnetically. Side direction W is the width direction of road R. Lateral core 13 is a slim and long member to connect longitudinal centers of linear cores 11-12. The width of gap WO is formed between linear cores 11-12. Linear cores 11-12 have width Wl. Road coil 14 is wound around lateral core 13.

[0060] A transmitter has the road core 1 as the primary core, the road coil 14 as the primary coil . The power supply circuit including the oscillation circuit feeds an AC power with a predetermined frequency to road coil 14.

[0061] Figure 2 shows a perpendicular section of road core 1. The flat top surfaces (called as the upper surfaces) 111-112 of linear cores 11-12 constitute a part of the road surface of road R. The section of lateral core 13 has C-shape essentially. The top surface of both end portions of lateral core 13 adheres to lower surface of linear cores 11-12. [0062] (Vehicle core)

In Figure 2, ¹ H' is a height direction. Vehicle core 2 made of soft magnetic material has an axle-shaped (shaft-shaped) lateral core 23 and a pair of wheel-shaped side cores 21-22. Side cores 21-22 are called as the wheel cores 21-22, too. [0063] Lateral core 23 penetrates vehicle coil 24. Side cores 21-22 has a width of gap W2. Width W2 is smaller than width WO and greater than width Wl. The both ends of lateral core 23 are fixed to the center portion of the side cores 21-22 as a wheel axis (as a shaft) . [0064] An outer peripheral surface of side core 21 comes in contact with the top surface of linear core 11. The outer peripheral surface of the side core 22 comes in contact with the top surface of linear core 12. Linear cores 11-12, lateral core 23, side cores 21-22 and lateral core 23 constitute a magnetic circuit of a transformer. Road coil 14 transmits AC power to vehicle coil 24 through this above magnetic circuit.

[0065] A vehicle-type receiver has vehicle coil 24 wound around lateral core 23. Vehicle core 2 of the vehicle-type receiver can move relatively in the horizontal side direction and the vertical direction. Wheel-shaped side cores 21-22 combine the vehicle wheels for supporting the vehicle core. [0066] Bearings 31-32 support the both ends of lateral core 23. Bearings 31-32 are fixed to lower end portion 34 of the two ways-shaped of bar (called joint member) 33. Bar 33 extends slantingly from a front portion of the vehicle to the back portion of the vehicle as shown Figure 3.

[0067] A base portion of bar 33 is supported by the rotating portion 35. Bar 33 can rotate on the vertical plane. Rotating portion 35 can rotate in the horizontal direction. Preferably, rotating portion 35 is a universal joint and can rotate in the vertical plane and the horizontal plane. Rotating portion 35 is fixed to base 101 of vehicle body 100. The motor fixed to vehicle body 100 rotates bar 33 on the horizontal plane through the rotating portion 35.

[0068] The motor rotates the rotating portion 35 around central axis M in the horizontal plane. As a result, vehicle core 2 can move to the width direction of the vehicle and vehicle core 2 can move to the vertical direction. Instead of rotating of the rotating portion 35, it is enable to move rotating portion 35 in the width direction of the vehicle body.

[0069] Rod member 36 of an air cylinder or an oil pressure cylinder drives bar 33. Rod member 36 lifts up and down bar 33 with elasticity through a spring (not shown) . As the result, vehicle core 2 can absorb the irregularity of the road surface. Bar 33 and vehicle core 2 can be lift up and down. If there is not the necessity of the power supply, bar 33 is lift up. Vehicle core 2 is accommodated in the lower portion of vehicle body 100. [0070] (Side cores 21 and 22)

Wheel-shaped side cores 21-22 are explained with reference to Figure 4. Side core 22 has the shape being as same as side core 21. Side core 21 has tire-shaped member 211 and magnetic column member 213. Tire-shaped member 211 consists of the rubber materials which a lot of soft magnetism powder was filled with. Tire-shaped member 211 covers column member 213. [0071] Tire-shaped member 211 is transformed with a magnetic force. Tire-shaped member 211 adheres to the top surface of linear core 11 widely. The reluctance between linear core 11 and the road core 1 is reduced.

[0072] Tire-shaped member 211 can adopt resin-coated iron powder, ferrite powder, iron wires, iron plates and amorphous iron powder. Tire-shaped member 211 transmits the magnetic flux from linear core 11 to the column member 213. Lateral core 23 as the axle is pushed into the through-hole formed at the center of wheel-shaped column member 213. Column member 213 can consists of laminated ring plates made of iron for iron loss reduction. [0073] Lateral core 23 can be formed with the molding magnetic powder such as ferrite powder for iron loss reduction. Lateral core 23 can consists of the cylinder and the magnetic powder filled in the cylinder. Lateral core 23 can consists of bundled magnetic fibers . Column member 213 and lateral core 23 can be formed together . Lateral core 23 shunts magnetically the one pair of column members 213. A magnetic ring can be covered on the outer peripheral surface of side cores 21-22. [0074] (Power supply circuit and receiving circuit)

Power supply circuit 15 and receiving circuit 25 are explained with reference to Figure 5. Power supply circuit 15 has a rectifying circuit and an inverter as an oscillation circuit. The rectifying circuit converts the commercial electric power into the direct current (DC) power. [0075] The inverter converts this direct current power into the alternative current (AC) power with a high frequency and supplies it to road coil 14. In substitution for the inverter, the sine wave oscillation circuit of the resonance type can be adopted. Receiving circuit 25 rectifies the electric power supplied from vehicle coil 24 and supplies the power to the battery. [0076] (Position gap-sensing device)

A circuit detecting the side gap in the width direction W between side cores 21-22 and linear cores 11 is explained with reference to Figure 6. The circuit has coupling capacitors 102-103, oscillation circuit 104, resistance element 105 and controller 106. Controller 106 has a microcomputer. Oscillation circuit 104 energizes the alternative current with the high frequency to vehicle coil 24 through coupling capacitor 102-103. Resistance element 105 detects the signal voltage in proportion to the value of this alternative current.

[0077] The analog-digital converter in controller 106 detects the side gap in the width direction between side cores 21-22 and linear cores 11 in accordance with the signal voltage. When contact areas between side cores 21-22 and linear cores 11-12 decreases. The inductance of vehicle coil 24 decreases. When the contact areas between side cores 21-22 and linear cores 11-12 are increased, the inductance of vehicle coil 24 increases.

[0078] impedance or a resistance of the vehicle coil is adopted instead of the inductance. Therefore, a quantity of the side gap can be detected by a volume of the signal voltage of the side gap detecting circuit shown in Figure 6. Depending on the quantity of the side gap, rotating portion 35 shown in Figure 3 is rotated around central axis M. For example, Rotating portion 35 is rotated to the opposite direction if the signal voltage increases in the rotating.

[0079] When the signal voltage is a minimum value, the rotating of rotating portion 35 is stopped. The side gap between side cores 21-22 and linear cores 11 can be reduced by above mentioned controlling or the similar known detection technology. Fortunately, side cores 21-22 are strongly absorbed by the magnetic absorption force to linear cores 11-12. The side gaps between the side cores 21-22 and linear cores 11 are reduced by this magnetic force.

[0080] It is enable to employ the other well-known circuits to detect impedance of vehicle coil 24. Furthermore, a value of the voltage or a current of vehicle coil 24 can employ to detect the length of the side gap. In addition, the steering angle of the vehicle can be controlled by a quantity of the detected side gap. [0081] (Transmission control)

Controller 200 for controlling the power supply is explained with reference to Figure 7. Figure 7 shows a block circuit of the power supply apparatus. Four power supply apparatuses 300 are buried in turn by the road. However, power supply apparatus 300 is shown with the double line very briefly. The length of the linear bars 11-12 of each power supply apparatuses 300 is 2-20 meters. [0082] Power-supplying operations of power supply circuits 15 of four power supply apparatuses 300 are controlled by controller 200 buried by the road. Controller 200 detects the impedance of road coil 14 of each power supply apparatuses 300. When vehicle core 2 is on one linear core, the inductance of one of road coils 14 is increased. Accordingly, controller 200 can be detected location of power supply apparatus 300 under the vehicle. The power supplying control of controller 200 is more explained hereinafter. A vehicle exists on power supplying apparatus 300 of No. N. [0083] At first, the vehicle address code including the vehicle number of power supply apparatus 300 under the vehicle is detected. At next, the power supply is dictated to power supply apparatus 300 of the No. N and power supply apparatuses 300 forward from the No. N. At next, the stop of the power supply is dictated to power supply apparatuses 300 existing backward than detected power supply apparatus 300 of the No. N.

[0084] The useless power supply is hereby reduced. At next, among each power supply circuit 300, it is judged whether or not the time of fall of the impedance of road coil 14 is more than the predetermined time ΔTth (e.g., one hour) . If it is YES, it is judged to be an abnormal state.

[0085] At next, when this abnormality is detected, the power supply to power supply circuit 300 is prohibited, and it is ordered the outbreak of the warning. The falls such as the steel materials from a vehicle are considered, for example, as this abnormality state. [0086] (Ladder-shaped road core)

Figure 8 shows the ladder-shaped road core 1. Road core 1 has the pair of linear cores 11-12 and two lateral cores 13 connecting linear cores 11-12. Each road coil 13 is wound around each lateral core 13 individually. Each road coil 13 excites the magnetic flux in the same direction in each lateral core 13. [0087] (Embodiment 2)

The embodiment 2 is explained with reference to Figure 9. Figure 9 is a side view of the inductive power supply system. Vehicle core 2 has eight pairs of wheel-shaped side cores 21-22. Each pair of side cores 21-22 is placed in longitudinal direction L in turn. In Figure 11, side core 21 is covered in the backside of side core 22. Side cores 21-22 are connected by lateral core 230 penetrating a vehicle coil (not shown) each other.

[0088] Lateral core 230 constitutes the axle of the wheel-shaped side cores 21-22. The placement of the lateral core and the vehicle coil is the same as them of the embodiment 1. Both of the end portions of lateral core 230 are supported by a pair of support plates 501 extending to direction L. Both of the end portions of lateral core 230 can be turn. The pair of support plates 501 is fixed to support frame 502.

[0089] Connection member 503 is established at the upper end of support frame 502. Connection member 503 is coupled to the back end portion of bar (as the joint member) 33. Connection member 503 can be moved in the horizontal direction and the vertical direction. Front end portion of the bar 33 is jointed to rotating portion 35.

[0090] Rotating portion 35 is fixed to the bottom of the vehicle body. Rotating portion 35 rotates bar 33 in the horizontal plane around central axis M by a motor (not illustrated) installed in vehicle body 100. Vehicle-type receiver 500 is lifted up and down through wire 504 by a motor (not shown) fixed to the vehicle body. [0091] Each pair of side cores 21-22 of the vehicle core combines each pair of the vehicle wheels of receiver 500. The reluctance of the air gaps between linear cores 11-12 and side cores 21-22 is decreased because eight pairs of side cores 21-22 are employed. [0092] An axial half section of vehicle core 2 is explained with reference to Figure 10. Figure 10 shows an arranged embodiment shown in Figure 4. Wheel-shaped side cores 21-22 of vehicle core 2 are fixed to the both ends of axle-shaped lateral core 23. Side core 21 is not illustrated. Side core 22 includes ring 505 or soft magnetism powder 506 filled in doughnut-shaped rings 505. [0093] The outer peripheral surface of ring 505 made of iron comes in contacts with the top surface of linear core 12. Lateral core 23 making an axle is fitted in the axial bore of iron ring 505. Both of the side surfaces of iron ring 505 have the wave pattern in the section as shown in Figure 10.

[0094] As a result, iron ring 505 can transform the elasticity easily to the diameter direction. Compressed air is injected with soft magnetism powder 506 in iron ring 505. This compressed air gives the good elasticity in iron ring 505. Vehicle coil 24 is wound round coil bobbin 507. [0095] (Embodiment 3)

The embodiment 3 is explained with reference to Figure 11. Figure 11 is a side view of the inductive power supply system. Like embodiment 1-2, the front end portion of the bar (joint portion) 33 can be moved in the vertical plane and the horizontal plane. [0096] The receiver in this embodiment comprises a plurality of small vehicle-type receivers 510 coupled in turn to the L direction. Each small vehicle-type receiver 510 has bar-shaped side core 511, the two pairs of wheels 512, lateral core 514 and vehicle coil 24. Bar-shaped side cores 511 extend in the direction L. [0097] One of bar-shaped side cores 511 is placed upon the linear core 11. Other one of bar-shaped side cores 511 is placed upon linear core 12. The magnetic flux flows in the pair of side cores 511 through lateral core 514. Vehicle coil 24 is wound up to lateral core 514. The two pairs of vehicle wheels 512 of each small vehicle-type receivers 510 are supported to bar-shaped side cores 511. The two pairs of vehicle wheels 512 can turn. [0098] Two pairs of vehicle wheels 512 secure a small air gap 'g' between the top surface of linear cores 11-12 and the lower surfaces of bar-shaped side cores 511. Bar-shaped side cores 511 comprise the magnetic long plates made extending to the run direction L of the vehicle. Lateral core 514 comprises the plates made of magnetic material extending to the width direction of bar-shaped side cores 511. Universal joint 503 joints the top of small vehicle-type receivers 510 to the end portion of bar (joint member) 33.

[0099] Connection joint member 515 joints moveably two small vehicle-type receivers 510 adjacent each other. A wire can be employ as connection joint member 515. The vehicle core comprises bar-shaped side cores 511 and lateral core 514 after all. [0100] Bar-shaped side cores 511 meet the top surfaces of the linear cores 11-12 of road core 1 individually across a small electromagnetic gap 'g'. Road coil 14 and vehicle coil 24 hereby constitutes the primary coil and a secondary coil of the transformer.

[0101] Figure 12-13 show the other type of bar (joint member) 33 shown in Figures 11. Brush 330 fixed on the lower surface of bar 33 adheres to the top surface of linear cores 11-12 of road cores 1, Brush 330 removes garbage on the top surfaces of linear cores 11-12 to the width direction outside. Furthermore, end portion 331 of bar 33 spreads through right and left with going backward (cf . Figure 15) . As a result, the garbage on the top surfaces of linear cores 11-12 is removed by the wind to the width direction outside. [0102] (Embodiment 4) The core structure of the embodiment 4 is explained with reference to the Figure 14-15. Figure 14 shows a cross section of the cores in the width direction W. Figure 15 shows a cross section of the cores in the long distance direction L. The illustration such as wheels is omitted.

[0103] Long bar-shaped linear cores 11-12 are formed with electromagnetic steel sheets laminated to the width direction (side direction) of linear cores 11-12. Lateral core 514 is formed with electromagnetic steel sheets laminated to the long distance direction of linear cores 11-12. The top surface of lateral core 13 adheres to the lower surface of linear cores 11-12. [0104] Side cores 511 of vehicle core 2 are formed with electromagnetic steel sheets laminated to the width direction of side cores 511. Lateral core 514 of vehicle core 2 is formed with electromagnetic steel sheets laminated to longitudinal direction L of side cores 511. The lower surface of lateral core 514 adheres to the top surface of side cores 511. The core structure mentioned above can be economically constructed with low iron loss. [0105] (Embodiment 5)

The inductive power supply system of the embodiment 5 is explained with reference to Figure 16. Figure 16 shows a receiving circuit. Receiving circuit 520 has vehicle coil 24, rectifier 521, switching element 522 and battery 523. Receiving circuit 520 also has side gap detection coil 524, rectifier 525 and controller 526. Motor drive circuit 527 drives a motor for rotating bar (joint member) 33 in the horizontal plane.

[0106] The induced voltage of vehicle coil 24 is applied to battery 523 through rectifier 521. Controller 526 intermits switching element 522 so that the voltage of battery 523 keeps the predetermined voltage value. Switching element 522 controls a current from rectifier 521 to battery 523. Side gap detection coil 524 is wound up on vehicle coil 24.

[0107] Rectifier 525 rectifies the induced voltage of vehicle coil 524. Rectified DC voltage Vs is input to controller 526. Controller 526 controls the motor through motor drive circuit 527. The rotation of bar 33 is keeping until the DC voltage Vs becomes the maximum. If the fall of DC voltage Vs is detected, the rotation of bar 33 is stopped. As the result, the position of the vehicle core in side direction can be always holding a best position just upon the linear cores of the road coils. [0108] (Embodiment 6)

The IPSA of the embodiment 6 is explained with reference to Figure 17. Figure 17 shows a part of the receiving circuit. The side gap is detected by detection of the magnetic flux of the linear cores of the road cores. Side gap detection coils 528, 529 are called pickup coil generally. Coils 528-529 are wound at the positions where are different from vehicle coil 24. Coils 528-529 are wound individually to two magnetic cores (not shown) fixed downward from the bottom of the vehicle.

[0109] The width of the two magnetic cores is larger than the width of linear cores 11 and 12 in the width direction (side direction) of the vehicle. Coils 528-529 have a predetermined distance apart in the width direction each other. The alternative voltage is induced to the coils 528-529 by the alternative magnetic flux flowing from linear cores 11-12 to the two magnetic cores. [0110] The induced voltages of the coils 528-529 are input into the signal-processing circuit 532 after it was rectified by the diodes 530-531. The signal-processing circuit 532 outputs it in signal-processing circuit 533 after having converted the input rectification voltage into direct current signal voltages Vr and Vl. When the vehicle slips to the right side, the direct current signal voltages Vr or Vl is increased. The other is decreased. [0111] When the vehicle slips off from road core 1 to the left side, the other of direct current signal voltages Vr and Vl increases, and one decreases. The signal-processing circuit 533 is a microcomputer calculating the quantity of the side gaps between coils 528-529 and either of the linear cores 11-12 of the road core 1 in accordance with the voltages Vr and Vl. [0112] Calculation circuit 533 outputs the calculated quantity of side gaps to controller 534. Using quantity of the side gaps, the vehicle coil and the vehicle core can be moved to the side direction (the width direction) of the vehicle. [0113] (Embodiment 7)

The IPSA of the embodiment 7 is explained with reference to Figure 18. Figure 18 shows a circuit diagram. The amount of the electric power consumption is calculated in the vehicle side. The calculated amount of the electric power consumption is transmitted to the power supply circuit side through road core 1 from vehicle core 2.

[0114] In Figure 18, two pairs of linear cores 11-12 are placed to the course in order along the course. Capacitor Cl is connected in parallel to road coil 14. Capacitor Cl and road coil 14 constitute the parallel resonance circuit.

[0115] The vehicle-type receiver has receiving circuit 520. Receiving circuit 520 has two vehicle cores 2 having vehicle coils 24 each. Two vehicle coils 24 are connected to series and output the induced voltage to rectifier 521. Capacitor C2 is connected to vehicle coil 24 in parallel. Capacitor C2 and vehicle coil 24 constitute the parallel resonance circuit at the frequency of the induced voltage.

[0116] In Figure 18, one of two vehicle coils 24 inductively is coupled with one of two road coils 14 through the one of the pair of linear cores 11-12. The other one of two vehicle coils 24 is inductively coupled with the other of two road coils 14 through the other of the pair of linear cores 11-12.

[0117] The current rectified by rectifier 521 charges the battery (not shown) through smoothing capacitor C3. Switching element 522 controls the output current of rectifier 521. Current sensor 540 detects the output current of rectifier 521. The current sensor 540 outputs the output current to controller 541. [0118] Controller 541 calculates the amount of the power consumption in accordance with the output voltage and the output current of rectifying circuit 521. Furthermore, controller 541 transmits the amount of the power consumption from communication coil 542 to the vehicle coil through receiving circuit 520. [0119] Communication coil 542 and vehicle coil 24 can be wound up to lateral core 514 of vehicle core 2 together. Capacitor C4 and communication coil 542 constitute a parallel resonance circuit. Communication coil 543 of the power supply circuit is wound up to the lateral core of the road core 1. Communication coil 543 and road coil 14 are wound up to the lateral core of road core 1 together. Communication coil 543 receives the signal voltage with high frequency through cores 1-2. Capacitor C5 and communication coil 543 constitute a parallel resonance circuit. [0120] The above two parallel resonance circuits have the same resonance frequency being higher than the frequency for the power transmission. The receiving voltage of communication coil 543 is input into controller 544 fixed at the road. Controller 544 extracts an amount of the power consumption of the vehicle in accordance with the received signal. The arranged embodiment is explained with reference to Figure 19-20.

[0121] Controller 541 transmits the address code including the vehicle number to controller 544 with the amount of the power consumption through cores 1-2. Controller 544 permits the power supply to road coil 15 received the address code. If the address code is not available, the power supply is not permitted. 400-600 Hz can be selected as the power supply frequency for the steel core. More than 5000 Hz can be selected as the communication frequency for the steel core.

[0122] The change of the static magnetic field can be employed for detecting the power receiving apparatus or detecting the side gap. For example, the permanent magnet or the magnetic core with the coil exciting the direct magnetic field is placed at the vehicle or the vehicle-type receiver. For example, the strength of the direct magnetic field is changed in accordance with the length of the side gap between the permanent magnet and the magnetic core with the coil. Accordingly, the detection of the side gap length or the position of the vehicle or the vehicle-type receiver can be detected by the detected strength of the direct magnetic field. [0123] (Embodiment 8)

Power supply circuit 15 of power supply apparatus 1 is explained with reference to Figure 21. Figure 21 is a circuit diagram showing an example of power supply circuit 15. Power supply circuit 15 has rectifier 551, inverter 554 and controller 559. [0124] Rectifier 551 rectifies the commercial AC power from the commercial AC power supply 550 and outputs it between the high bus 552 and the low bus 553. Controller 559 controls inverter 554. Inverter 554 is consisted of power switching element 555-558. [0125] Half bridge 561 comprises power switching elements 555 and 557. Half bridge 562 comprises power switching elements 556 and 558. One capacitor C6 and three road coils 14 constitutes a parallel resonance circuit. Three road coils 14 are wound up to three different lateral bar cores 514 of same vehicle core 1 individually.

[0126] Controller 559 controls the power supply from inverter 554 to a parallel resonance circuit by controlling of the switching of power switching elements 555-558. Controller 559 controls of the switching of the power switching element 555-558 based on the detected voltage between a pair of two half bridges 561 and 562. If the vehicle core is upon the coil 14, the phase of the detected voltage is changed. Accordingly, the controller can order the power supply to inverter 554. [0127] (Embodiment 9)

The embodiment 9 is explained with reference to Figure 22. Figure 22 shows receiving circuit 520 of the embodiment 9. Receiving circuit 520 has parallel resonance circuit 570,. switches 522 and 571, rectifier 521 and controller 541 and outlet plug 573. [0128] The vehicle has battery 572. Parallel resonance circuit 570 is consisted of vehicle coil 24 and capacitor C2. Vehicle coil 24 outputs the electric power received from the road coil to rectifier 521. Rectifier 521 can be received the commercial AC power from the outer AC power supply through outlet plug 573. [0129] Switch 571 is turned off automatically or manually before the receiving the commercial AC power through outlet plug 573. The DC voltage output from rectifier 521 is applied to battery 572. Controller 541 compares the aim voltage set beforehand with the voltage of battery 572. When the voltage of battery 572 exceeds the aim voltage, controller 541 turns off switch 522. [0130] (Embodiment 10)

The embodiment 10 is explained with reference to Figure 23. Figure 23 shows the side view of the IPSA combining the linear reluctance motor. A pair of the rail-shaped linear cores of the road core is extended along the load. The pair of linear cores 581 is essentially same as the pair of the linear cores 11 explained above. Road core 1 has lateral bar core 13. Road coil 14 is wound around lateral core 13.

[0131] A pair of side core 584 of the vehicle core is placed upon the pair of linear cores 581 of the road core. The character of ^λ g' shows a small air gap. Vehicle coil 24 is wound up to the lateral bar core 514. In Figure 23, one of the side cores 584 is hidden. [0132] AC power is supplied from road coil 14 to vehicle coil 24. The top surfaces of linear cores 581 have salient portion 581 and trench portion 582 in turn to the longitudinal direction. The top surfaces of the side cores (the linear cores) 584 have salient portion 585 and trench portion 586 in turn to the long length direction.

[0133] The three-phase armature coil of the reluctance linear motor is accommodated in trench portions 586. Trench portions 582 are buried with non-magnetic ceramic material. The above reluctance linear motor can be operated as the switched reluctance motor.

[0134] Figure 24 shows the power supply circuit for supplying the power to the three-phase armature coil shown in Figure 23. Road coil 14 of power supply circuit 15 is coupled with vehicle coil

24 of receiving circuit 520 magnetically.

[0135] The alternative current (AC) power is outputted from vehicle coil 24 to rectifier 551. Rectifier 551 supplies the DC power to three-phase inverter 588 for driving the switched reluctance motor explained above.

[0136] (Embodiment 11)

The embodiment 11 of the IPSA is explained with reference to Figure 25. Vehicle-type receiver 510 has the wheels. However, the pair of the wheels is not illustrated. Receiver 510 is jointed to the bottom of the battery vehicle (not shown) relative movably in the vertical direction and the horizontal side direction. Receiver 510 has a pair of the side cores 511 and lateral core 514 as the vehicle core with the wheels (not shown) . [0137] Lateral core 13 connects linear core 11-12 of the road core. Vehicle coil 14 is wound up to lateral core 514. Receiver 510 has support frame 600. The vehicle wheels (not shown) supports support frame 600. Support bar 601 supports the front end portions of side cores 511. Support bar 602 supports the end portions of side cores 511.

[0138] Four pins 603 support moveably support bars 601-602 in the perpendicular plane. Frame 600 and side cores 511 support the four pins 603. In other words, side cores 511 are supported by the support bar 601-602 moveably in the height (H) direction and in the long length direction of linear cores 12.

[0139] Electric linear motor 604 moves support bar 601 forward or backward. Electric linear motor 604 has rod 605. Front end portion 606 of rod 605 is not combined to support bar 601. [0140] Height sensor 607 is fixed to the lower surface of frame 600. Height sensor 607 detects an altitude to the top surface of linear core 12. Distance 'D' detected by height sensor 607 is transmitted to controller 608.

[0141] Controller 608 controls a pushing distance of the rod 605 of the electric linear motor 604 in accordance with detected distance 'D' in order to keep the predetermined distance of air gap 'g', As the result, air gap 'g' is kept in spite of the changing of distance 'D' which is the vertical distance between height sensor 607 and the top surface of the top surface of linear core 12.

[0142] When side cores 511 collides to a forward obstacle, the pair of side cores 511 retreat and move to the upper direction. The upper end portion of support bar 601 leaves the front end portion 606 of rod 605. Side cores 511 return to the original position by a spring or the gravity after the obstacle disappeared. [0143] Controller 604 estimates the thickness of the layer of the frost which accumulated on the top surface of linear cores 11-12 in accordance with the signal from frost sensor 609 detecting the fresh air temperature and the fresh air humidity. [0144] Controller 604 changes the targeted value of gap g based on an estimate of this frost layer. In other words, the targeted value of gap ' g ' is increased when the thickness of the layer of frost increases.

The first feature and the third feature are explained hereinafter. [0145] (Embodiment 12)

The embodiment 12 of the IPSA for a parking vehicle is explained with reference to Figure 26-29. The IPSA shown in Figure 26 has transmitter 1, receiver 2 and driving equipment 3. [0146] The driving equipment 3 has support block 31, arm 32, axis 33, lever plate 34, rubber member 8, stopping base 9 and lighting guide pole 10. Stopping base 9 is fixed at the ground GL and extends to the traverse direction.

[0147] The traverse direction means the direction extending toward left direction L and right direction R. Support block 31 also extends toward left direction L and right direction R along stopping base 9. Support block 31 is supported to stopping base 9 and can rotate horizontally around axis M.

[0148] Rubber member 8 with the predetermined constant thickness is disposed in the gap 'g' between both ends of support block 31 and both ends of stopping base 9. When support block 31 rotates horizontally, rubber member 8 absorbs a shock between stopping base 9 and support block 31. Support block 31 returns at the original position after battery vehicle 100 removed by means of the compressed force of rubber member 8.

[0149] The central portion of the rear end surface of stopping base 9 has concave portion 91 with semicircle shape as shown in Figure 26. The front end surface of the central portion of support block 31 has salient portion 315 with semicircle shape as shown in Figure 26.

[0150] When tire W of battery vehicle 100 pushes support block 31 through lever plate 34 diagonally, support block 31 moves horizontally to the rotating direction around the vertical axis M. When support block 31 moves horizontally to the rotating direction, semicircle-shaped salient portion 315 of support block 31 moves to the rotating direction along semicircle-shaped concave portion 91 of base 9. [0151] The rotating motion of support block 31 is finished when the end portion of support block 31 mostly touches the end portion of stopping base 9 through rubber member 8. Arm 32 and lever plate 34 are fixed to axis 33 extending to the traverse direction (left/right direction) along support block 31.

[0152] As shown in Figure 29, axis 33 is supported by central portion 311 of support block 31 and can rotate. A pair of lever plates 34 is adjacent separately to a left portion and a right portion of support block 31. A base portion of arm 32 is fixed to a central portion of axis 33. Arm 32 extends in the longitudinaldirection (front/rear direction) along the ground surface GL. [0153] Transmitter 1 is fixed to the top portion of arm 32. A pair of lever plates 34 and arm 32 moves with support block 31 to the rotating direction in the horizontal plane.

[0154] A detailed structure of driving equipment 3 is explained hereinafter. As shown in Figure 28, rear end surface 351 of support block 31 extends diagonally in a perpendicular plane. Axis 33 extends along rear end surface 351 of support block 31 to the traverse direction (left/right direction) . The central portion of axis 33 is supported to central portion 311 of support block 31 and can rotate.

[0155] As shown in Figure 28, arm 32 illustrated with a solid lines extends diagonally when lever 34 touches rear end surface 351 of support block 31. Arm 32 illustrated in a dashed line extends horizontally toward the longitudinal direction (the front/rear direction) when lever 34 stands up toward the vertical plane. [0156] A pair of lever plates 34 is fixed at the left portion and the right portion of axis 33 separately. When tire W of battery vehicle 100 does not touch lever plates 34, lever plates 34 are standing by the weight of arm 32. When tire W comes in contact with lever plate 34, lever plate 34 is swung by tire W. [0157] As a result, lever plate 34 swings to a counterclockwise direction in a perpendicular plane as shown in Figure 28 with the solid line. The swinging motion of lever plate 34 is stopped when lever plate 34 comes in contact with the diagonal rear end surface 351 of support block 31. The diagonal angle θ of rear end surface 351 is about 45 degrees.

[0158] Lever plate 34 rotates arm 32 fixed to axis 33. Tire W lets arm 32 swings through lever plate 34 and axis 33 when tire W moves forward. As a result, arm 32 extends diagonally after swinging. Transmitter 1 fixed on the top portion of arm 32 has primary coil

11 wound around primary core 12.

[0159] As shown in Figure 30-32, C-shaped primary core 12 is made from soft ferrite material. Receiving equipment 2 is fixed diagonally to concave portion 41 formed at base 40 of battery vehicle 100. Receiving equipment 2 consists of secondary coil 21 wound around second core 22.

[0160] C-shaped secondary core 22 is made from soft ferrite material. Primary core 12 and secondary core 22 is touching each other. Primary core 12 has two magnetic pole surfaces called as contact surfaces 121, which are apart each other in the mostly height direction. Secondary core 22 has two magnetic pole surfaces called as contact surfaces 220, which are apart each other in the mostly height direction.

[0161] As shown in Figure 31, coil spring 23 supported to concave portion 41 of battery vehicle 100 supports secondary core 22. The shock of secondary core 22 is hereby reduced when primary core

12 collides to secondary core 22. Furthermore, primary core 12 adheres to secondary core 22 strongly. [0162] As shown in Figure 30, contact surface 121 of primary core 12 has five times of the width of the contact surface 220 of secondary core 22. As shown in Figure 31, contact surface 121 of primary core 12 has two times of the length of contact surface 220 of secondary core 22.

[0163] Therefore, contact surfaces (magnetic pole surfaces) 121 and contact surface (magnetic pole surfaces) 220 can keep the contact each other even if the position difference between secondary core 22 and primary core 12 remains in the horizontal direction or the vertical direction.

[0164] The weight of the electric vehicle is reduced because secondary core 22 is smaller than primary core 12. As shown Figure 31-32, both ends of primary core 12 have brim part 127 and 128 to reduce the weight of primary core 12.

[0165] An arranged cores are explained with reference to Figure 33. Figure 33 shows the horizontal section view of cores. A pair of contact surfaces (magnetic pole surfaces) 121 of primary core 12 has width Wp' in traverse direction (left/right direction) . Contact surfaces (magnetic pole surfaces) 220 of secondary core 22 has width Wp in the traverse direction (left/right direction) . [0166] C-shaped primary core 12 has a magnetic pole gap between a pair of magnetic pole surfaces 121. The magnetic pole gap of primary core 12 has width Wg' in the traverse direction. C-shaped secondary core 22 has a magnetic pole gap between a pair of magnetic pole surfaces 220. The magnetic pole gap of secondary core 22 has the width Wg in the traverse direction.

[0167] The magnetic pole gap and a pair of magnetic pole surfaces 121 are placed to the traverse direction (left/right direction) in order. A pair of magnetic pole surfaces 220 is arranged to the horizontal traverse direction (left/right direction) in order. The sum with magnetic pole width Wp and magnetic pole gap width Wg is equal to sum with magnetic pole width Wp' and magnetic pole gap width Wg ¹ .

[0168] The cores permit a large position difference between two cores in the horizontal traverse direction. When arm 32 extends diagonally, contact surface 121 of primary core 12 touches contact surface 220 of secondary core 22. As the result, primary core 12 and secondary core 22 constitutes a transformer with a small magneto-resistance .

[0169] Arm 32 with the elasticity in a perpendicular plane is deformed elastically in the perpendicular plane because primary core 12 is pulled to secondary core 22 by the magnetic force. As the result, magnetic pole surface 121 of primary core 12 adheres to magnetic pole surface 220 of secondary core 22. [0170] Tire W stops after swinging lever plate 34. The primary core 12 adheres to secondary core 22 when lever plate 34 swings up arm 32. When tire W of battery vehicle 100 is separated from lever plate 34, arm 32 swings down with own weight. Coil spring 38 wound around axis 33 is installed in central portion 311 of support block 31.

[0171] When arm 32 descends, coil spring 38 is compressed. When arm 32 with primary core 12 collides on the ground surface GL, coil spring 38 relaxes the shock. Coil spring 38 assists for swinging up of arm 32. Arm 32 has rubber member 320. Rubber member 320 relaxes the shock when arm 32 collides on ground surface GL. The shock when arm 32 collides on an earth surface is relaxed with elastic arm 32. [0172] The details of lighting guide pole 10 shown in Figure 27 are explained referring to Figure 34. Figure 34 shows a schematic plane view of lighting guide pole 10. Lighting guide pole 10 stands in front of stopping base 9. Lighting guide pole 10 just stands in front of driver's seat of battery vehicle 100 in the traverse direction (left/right direction) . The top portion of lighting guide pole 10 has cover board 13 and a pair of light emitting diodes (LEDs) 11-12.

[0173] A predetermined distance is established between LED 11-12 in the horizontal traverse direction. Cover board 13 is located along the center line between LEDs 11-12. Cover board 13 extends to horizontal longitudinal direction (front/rear direction) . [0174] The vehicle driver sitting down on the line extended from cover board 13 can watch both of lights from LEDs 11-12. The vehicle driver who does not sit down on the line extended from cover board 13 can not watch either of lights of LEDs 11-12. The light of LED 11 has the different color from the light of LED 12. For example, the light of LED 11 is green and the light of LED 12 is red. The driver can judge that the vehicle has a good position or the left position or the right position by judging of the color of the light. [0175] One of two lighting guide poles 10 stands on the ideal position of the driver's seat of the vehicle going forward. The other of two lighting guide poles 10 stands on the ideal position of the driver's seat of the vehicle going backward. LEDs 11-12 are flashed on and off when the above-described position difference between two cores is large. [0176] (Arranged embodiments)

Battery vehicle 100 can have a pair of the receivers disposed at a front portion and a rear portion of the vehicle body separately. One of two receivers 2 is placed near a front tire. The other is placed near a rear tire. Battery vehicle 100 can hereby reaches and stops at the charge position by going forward and going back for charging the battery.

[0177] An arranged embodiment about driving equipment 3 shown in Figure 28-29 is explained with reference to Figure 35-36. Figure

35 shows a vertical section view showing a central portion of driving equipment 3. Driving equipment 3 is cut off perpendicularly by cutting line A-A shown in Figure 36. Figure

36 is a plane view showing driving equipment 3 shown in Figure 35. Driving equipment 3 has support block 31, arm 32, axis 33, a pair of lever plates 34 and rubber member 8. The stopping base has column 91 projects upward from the ground surface GL. [0178] The stopping base also has two stoppers (not illustrated) near the left portion and the right portion of support block 31 to stop over-rotating support block 31 in the horizontal plane. The stoppers are adjacent to support block 31 through the rubber member. The stoppers prohibit the rotation of support block 31 across the predetermined angle. The both ends of support block 31 extend to the traverse direction (left/right direction) . The central portion of support block 31 has hole 316 opening downward. [0179] Column portion 91 of the stopping base is inserted in the concave 316. Support block 31 is supported to outer peripheral surface 910 of the column portion 91. Support block 31 can rotates in the horizontal plane. Axis 33 is supported to the central portion of support block 31. Axis 33 extends to the traverse direction and can rotate.

[0180] Support block 31 has trench 38 accommodating the base portion of arm 32. The base portion of arm 32 is fixed to the central portion of axis 33. Two lever plates 34 are fixed to the right portion and left portion of axis 33 separately. The front end surface of lever plate 34 has semicircle-shaped salient 315. [0181] Arc-shaped concave portion 319 is formed on the right portion and left portion of support block 31. Each salient 315 of lever plates 34 comes in contact with each concave portion 319 of support block 31. Each salient can rotate.

[0182] Support block 31 horizontally rotates around the central axis MC when tire W of battery vehicle 100 pushes lever plate 34. Support block 31 rotates with arm 32, axis 33 and lever plates 34 horizontally. The transmitter fixed to the top portion of arm 32 is swung upward by swinging lever plate 34. [0183] (Embodiment 13)

The embodiment 13 is explained with reference to Figure 37 schematically showing a vertical section view. When tire W of the vehicle swings arm 401 in the vertical plane, transmitter 1 fixed to arm 401 rises from ground surface GL to the receiver fixed on the base of the vehicle. This mechanism is essentially same as the above-described embodiment 1.

[0184] Embodiment 13 has the driving equipment with a different structure from the driving equipment of the embodiment 12. The driving equipment of this embodiment is explained referring to Figure 37. The driving equipment has arm 401 with flat-plate shape. Arm 401 is accommodating in trench 400 formed on the ground surface GL.

[0185] Trench 400 is opening upward. Trench 400 has deep concave portion 403 at the front portion of trench 400. A bottom surface of deep concave portion 403 is slanted diagonally and deeper than the other portion of trench 400. [0186] Arm 401 is accommodating in trench 400. A top surface 401B of arm 401 has same height as the ground surface GL when tire W of the vehicle does not push arm 401. The transmitter 1 is supported to a rear end portion of arm 401 through rubber member 402. The ground surface GL has a diagonal concave portion 409 at adjacent position to the front end of arm 401.

[0187] Arm 401 shown with a dotted line in Figure 37 extends to the horizontal longitudinal direction if the vehicle is not there. When tire W drops in diagonal concave portion 409, the front end portion of arm 401 swings downward around axis M. When the front end portion of arm 401 descends and touches slanted bottom surface 404 of deep concave portion 403, arm 401 is slanted diagonally. The driver stops the vehicle if he or she feels the dropping of tire W in deep concave portion 403.

[0188] As the result, the rising transmitter 1 touches receiver 2 (not shown) . When the driver moves the vehicle after the power transmission, arm 401 returns to the original horizontal position after having descended with own weight . Arm 401 can have a buffering member relaxing the collision shock.

[0189] Arranged embodiment is explained shown in Figure 38. Arm 32, axis 33 and lever plate 34 are employed instead of arm 401 shown in Figure 37. Arm 32, axis 33 and lever plate 34 are accommodated in trench 400 formed on the ground surface GL like arm 401 shown in Figure 37.

[0190] The driving equipment shown in Figure 38 has essentially same driving mechanism as the driving equipment 3 shown in Figure 3. The lever plate 34 descends by weight of tire W from ground surface GL. Axis 33 is arranged below than ground surface GL. [0191] A relative position between tire W and transmitter 1 in Figure 38 can have same as a relative position between tire W and transmitter 1 in Figure 28. The battery vehicle can receive the power from both of transmitter 1 of embodiment 12 and embodiment

13.

[0192] (Embodiment 14)

Figure 39 shows a connection diagram showing oscillation circuit 4. Figure 40 shows a flow chart showing the control operation of oscillation circuit 4. Oscillation circuit 4 has rectifying circuit (not illustrated) , inverter 41, capacitor 42 and controller 43. Inverter 41 consists of a well-known one-phase full bridge circuit. Inverter 41 has free wheeling diodes D connected to MOS transistors 411-414 in parallel. Inverter 41 supplies AC voltage to primary coil 11.

[0193] Primary coil 11 has an inductance L and a resistance R connected to series each other. Capacitor 42 is connected to primary coil 11 in parallel. Capacitor 42 and primary coil 11 constitutes a parallel resonance circuit having the resonance frequency fr. Controller 43 with a microcomputer controls the oscillation frequency fo of inverter 41 by means of controlling MOS transistors 411-414.

[0194] Primary core 12 adhered to secondary core 22 constitutes a transformer. The inductance L of primary coil 11 consists of the excitation inductance and the leakage inductance. The inductance L changes greatly in accordance with the relative position difference between primary core 12 and secondary core 22.

[0195] Therefore, The relative position difference between primary core 12 and secondary core 22 can be judged with a value of detected inductance L. Furthermore, the resonance frequency fr of the resonance circuit consisting of capacitor 42 and primary coils 11 changes in accordance with changing of the inductance L of primary coil 11. If the difference between the resonance frequency fr and the oscillation frequency fo becomes big, the transmission power and the transmission efficiency of the transformer largely reduces.

[0196] Control operation of controller 43 is explained with reference to a flow chart showing in Figure 40. At the step 100, oscillation current Io of inverter 41 is detected. Furthermore capacitor current Ir of capacitor 42 is detected. At next step 102, oscillation current Io is compared with the predetermined threshold value Ith.

[0197] If oscillation current Io is equal or more than predetermined value Ith, The step 104 is done because the position difference between two cores is big. When primary core 12 attaches to secondary core 22 with a small position difference, oscillation current Io of inverter 41 becomes small because inductance L of the primary coil increase. Accordingly, if oscillation current Io of inverter 41 is less than the predetermined threshold value Ith, it is judged that the relative position difference between primary core 12 and secondary core 22 is small. [0198] A real axis current component of oscillation current Io is little because the transmitting is not started. Accordingly, oscillation current is almost an excitation current of the transformer, which is an imaginary axis current component mostly. If oscillation current Io of inverter 41 is equal or more than the predetermined threshold value Ith, it is judged that the relative position difference between primary core 12 and secondary core 22 is big. [0199] At the step 104, the LEDs shown in Figure 34 is flashed for alarming that the position difference is big because inductance L of primary coil 11 is small. The vehicle driver hereby can recognize necessity of the next parking motion in order to reduce the relative position difference.

[0200] After judging of the condition of the position difference at the step 102, oscillation frequency fo is changed continually from a predetermined low frequency value to a predetermined high frequency value at the step 106. At the next step 108, the resonance current Ir of capacitor 42 is detected in a period when oscillation frequency fo is changed continually.

[0201] In the above frequency-changing period, resonance current Ir of capacitor 42 becomes the maximum when oscillation frequency fo is equal to resonance frequency fr. Accordingly, value of resonance frequency fr is decided the value of oscillation frequency fo when resonance current fr of capacitor 42 becomes the maximum at the step 110.

[0202] After oscillation frequency fo is set to the resonance frequency fr at the step 110, inverter 41 is driven at decided oscillation frequency fo (= fr) and transmits a permission instruction for receiving the AC power to the receiver on the vehicle at the step S112. At the next step 114, an average value of the output AC voltage of oscillation circuit 4 is controlled at a predetermined value or an instruction value from the receiver on the vehicle. [0203] (Embodiment 15)

Figure 41 shows a flow chart showing the parallel resonance-keeping control operation of the oscillation circuit. The oscillation current is supplied by inverter 4 shown in Figure 39 to road coil 14 as primary coil shown in Figure 1. Namely, primary coil 11 shown in Figure 39 is converted to road coil 14 shown in Figure 1.

[0204] At the step 208, capacitor current Ic of capacitor 42 is detected. At next step 210, a predetermined value 'delta f is added to the present value of oscillation frequency fo. At next step 212, it is judged whether or not capacitor current Ic decreases . If capacitor current Ic does not decrease, the predetermined value 'delta f ' is added to the present value of oscillation frequency fo at the step 210.

[0205] If capacitor current Ic decreases at step 212, the predetermined value 'delta f ' is subtracted from the present value of oscillation frequency fo at next step 214. At next step 216, it is judged whether or not capacitor current Ic of the current of capacitor 42 decreases.

[0206] If capacitor current Ic does not decrease, the predetermined value 'delta f ' is subtracted from the present value of oscillation frequency fo at the step 214. If capacitor current Ic decreases, the predetermined value 'delta f ' is added to the present value of oscillation frequency fo at the step 210. [0207] The capacitor current becomes the maximum when the oscillation frequency fo is equal to parallel resonance frequency fr of the parallel resonance circuit consisting of parallel capacitor 42 and road coil 14 or primary coil 11. Accordingly, oscillation frequency fo is controlled to keep capacitor current Ic the maximum.

[0208] Therefore, the oscillation circuit including inverter 41 can always keeps the parallel resonance condition even though the side gap (namely the traverse position difference) between the primary core including road core and the secondary core including vehicle core simply. [0209] (Embodiment 16)

Figure 42 shows a flow chart showing the control of the side gap which is a traverse position difference between the road core and the vehicle core described in embodiment 1 shown in Figure 3. The oscillation current is supplied to road coil 14 as primary coil shown in Figure 1 by inverter 4 shown in Figure 39. Namely, primary coil 11 shown in Figure 39 is converted to road coil 14 shown in Figure 1.

[0210] At the step 400, induced voltage V2 of vehicle coil 24 shown in Figure 2 is detected. At next step 402, vehicle core 21-22 shown in Figure 2 is moved to the left direction by driving the driving motor driving j oint member 33 shown in Figure 3. The moving distance is a predetermined length 'delta L' .

[0211] At next step 404, it is judged whether or not induced voltage V2 decreases. If induced voltage V2 does not decrease, the vehicle core is furthermore moved to the left direction at step 402. If induced voltage V2 decreases at step 404, vehicle core 21-22 are moved to the right direction at step 406. The moving distance is the predetermined length 'delta L'.

[0212] At next step 408, it is judged whether or not induced voltage V2 decreases. If induced voltage V2 does not decrease, the vehicle core is furthermore moved to the right direction at step 406. If induced voltage V2 decreases at step 408, the vehicle core is moved to the left direction at the step 402.

[0213] Induced voltage V2 of the secondary coil including the vehicle coil 24 becomes the maximum when the side gap (the traverse position difference) is the minimum. Therefore, the side gap can always keep the minimum even though the vehicle moves in the lateral direction (the traverse direction) . [0214] (Embodiment 17)

Embodiment 17 is explained referring to Figure 43. Figure 43 is a connection diagram showing receiver 2 in the battery vehicle 100 shown in Figure 28. Battery 104 supplies the power to three-phase motor 101 through DCDC converter 103 and three-phase inverter 102. Receiving equipment 2 charges battery 104 through DCDC converter 103, relay 21F and rectifying circuit 21E. [0215] Receiver 2 has consists of secondary coil 21A, connector 21C and capacitor 21D. Secondary coil 21A receives AC power from transmitter 1. Connector 21C receives the commercial AC power when connector 21C is connected to an outlet (it is not illustrated) . Capacitor 21D constitutes the parallel resonance circuit with secondary coil 21A.

[0216] Rectifier 21E rectifies electric power from connector 21C and secondary coil 21A. Namely, the vehicle can receives both of the commercial AC power through a pair of conductor lines and the magnetic-induced AC power through a pair of the transmitter and the receiver.

[0217] Rectifier circuit 21E rectifies both of the commercial AC power and the magnetic-induced AC power. The rectified DC voltage is supplied to battery 104 through DCDC converter 103. DCDC converter 103 consists of a step-up/step-down chopper circuit having reactive coil 106 and a half inverter. DCDC converter 103 controls DC voltages from secondary coil 2 IA and connector 21C. Furthermore, DCDC converter 103 controls DC voltages from battery 104 to inverter 103.