JP2010268664A - Vehicle and non-contact power supply system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a non-contact power supply system capable of increasing the temperature of equipment installed on a vehicle by an electromagnetic field at power supply. <P>SOLUTION: The non-contact power supply system 10 is configured to transmit power between a power transmission unit 225 included in a power supply device 200 provided outside the vehicle and a power reception unit 105 mounted on the vehicle 100 via an electromagnetic field, wherein an apparatus 400 mounted on the vehicle 100 and requiring temperature rise is installed closely to the power reception unit 105 so that the temperature can rise by the magnetic field. A vehicle ECU 180 for controlling the vehicle 100 sets a stop target position depending on a change in temperature outside the vehicle and stops the vehicle in accordance with the set stop target position, thereby controlling the amount of temperature rise and temperature rise speed of the apparatus 400 requiring temperature rise at non-contact power supply. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle and a non-contact power supply system, and more particularly, to a temperature increase of a vehicle-mounted device due to an electromagnetic field during power supply.

  As environmentally friendly vehicles, electric vehicles such as electric vehicles and hybrid vehicles have attracted a great deal of attention. These vehicles are equipped with an electric motor that generates driving force and a rechargeable power storage device that stores electric power supplied to the electric motor. The hybrid vehicle includes a vehicle in which an internal combustion engine is further mounted as a power source together with an electric motor, and a vehicle in which a fuel cell is further mounted as a direct current power source for driving the vehicle together with a power storage device.

  As in the case of an electric vehicle, a hybrid vehicle is known that can charge an in-vehicle power storage device from a power source outside the vehicle. For example, a so-called “plug-in hybrid vehicle” that can charge a power storage device from a general household power supply by connecting a power outlet provided in a house and a charging port provided in the vehicle with a charging cable is known. Yes.

  On the other hand, as a power transmission method, wireless power transmission that does not use a power cord or a power transmission cable has recently attracted attention. As this wireless power transmission technology, three technologies known as power transmission using electromagnetic induction, power transmission using electromagnetic waves, and power transmission using a resonance method are known.

  Among them, the resonance method is a non-contact power transmission technique in which a pair of resonators (for example, a pair of self-resonant coils) are resonated in an electromagnetic field (near field) and transmitted through the electromagnetic field. It is also possible to transmit power over a long distance (for example, several meters) (WO 2007/008646 pamphlet: Patent Document 1).

International Publication No. 2007/008646 Pamphlet

  Among the contactless power feeding systems described above, when power is fed between the power transmitting device and the power receiving device via an electromagnetic field, a leakage electromagnetic field is generated in the surroundings. This leakage electromagnetic field not only lowers the power transmission efficiency of the electric power, but if there is a conductive substance in the electromagnetic field, the substance itself is heated by electromagnetic induction.

  On the other hand, in vehicles, there are devices such as an exhaust system catalyst device that need to be heated to a certain temperature or higher in order to exhibit its performance. Therefore, there has been a problem that the performance of such equipment is not sufficiently exhibited during the cold operation of the vehicle.

  The present invention has been made to solve such a problem, and an object of the present invention is to increase the temperature of a device mounted on a vehicle by an electromagnetic field during power feeding in a non-contact power feeding system.

  The vehicle according to the present invention includes a power receiving unit, an electric drive device, and a device that requires a temperature increase. The power reception unit receives power from a power transmission unit included in a power supply device provided outside the vehicle via an electromagnetic field in a non-contact manner. The electric driving device generates driving force for vehicle propulsion using the electric power received by the power receiving unit. And the apparatus which requires temperature rising is installed in proximity to a power receiving unit so that it may be heated by an electromagnetic field.

  Preferably, the power reception unit receives power by one of electromagnetic resonance and electromagnetic induction with the power transmission unit.

  Preferably, the device that requires a temperature increase includes at least one of an oil pan and a cooling water channel, and is installed at one of the position along the outer periphery of the power receiving unit and the inside of the power receiving unit.

  Alternatively, preferably, the device that requires a temperature increase includes at least one of the power storage device and the catalyst device, and is installed side by side in the power receiving unit along a direction orthogonal to the forward direction of the vehicle.

  Preferably, the vehicle further includes an electromagnetic wave absorber that absorbs electromagnetic waves generated by the electromagnetic field. And an electromagnetic wave absorber is installed so that the outer surface of the apparatus which requires temperature rising may be contact | connected.

  More preferably, the vehicle further includes a device that does not require temperature rise and an electromagnetic wave shielding material that reflects electromagnetic waves. And an electromagnetic wave shielding material is installed so that the apparatus which does not need to heat up may be covered.

  A non-contact power feeding system according to the present invention includes a power feeding device that transmits power from a power source outside the vehicle via an electromagnetic field, and the vehicle.

  Preferably, the vehicle further includes a temperature detector for detecting a temperature related to the temperature outside the vehicle, and a control device for controlling a stop position when the vehicle receives power. In addition, the control device includes a temperature rise determination unit configured to determine whether or not the temperature of the device requiring temperature rise is necessary according to a change in temperature related to the temperature detected by the temperature detector. The stop position setting unit configured to set the stop target position along the direction orthogonal to the forward direction of the vehicle according to the determination result of the temperature increase determination unit, and the stop target position set by the stop position setting unit And a vehicle control unit for controlling the stopping operation of the vehicle.

  Preferably, the control device further includes a distance detection unit configured to detect a power reception distance between the power reception unit and the power transmission unit. The stop position setting unit sets the stop target position such that the higher the temperature related to the air temperature, the longer the power reception distance in the direction orthogonal to the forward direction of the vehicle.

  Alternatively, preferably, the vehicle control unit includes a notification unit configured to notify the driver of information related to stopping for guiding the stop to the stop target position. The electric vehicle further includes a display device configured to display information related to the stop output from the notification unit.

  Preferably, the vehicle control unit includes an automatic stop control unit configured to perform automatic driving of the stop operation according to the stop target position set by the stop position setting unit.

  According to the present invention, in a non-contact power feeding system, the temperature of equipment mounted on a vehicle can be increased by an electromagnetic field during power feeding.

It is a whole lineblock diagram of the non-contact electric supply system according to an embodiment of the invention. It is a figure for demonstrating the principle of the power transmission by the resonance method. It is the figure which showed the relationship between the distance from an electric current source (magnetic current source), and the intensity | strength of an electromagnetic field. It is a figure which shows the 1st example of the positional relationship of a power receiving unit and the apparatus which requires temperature rising. It is a figure which shows the 2nd example of the positional relationship of an electric power receiving unit and the apparatus which requires temperature rising. It is a figure which shows the 3rd example of the positional relationship of an electric power receiving unit and the apparatus which requires temperature rising. It is a figure which shows the relationship between a vehicle stop position and the temperature rising degree of an apparatus. It is a figure which shows the 1st example of the positional relationship of a vehicle stop position and a power transmission unit. It is a figure which shows the 2nd example of the positional relationship of a vehicle stop position and a power transmission unit. It is a figure which shows the 3rd example of the positional relationship of a vehicle stop position and a power transmission unit. It is a functional block diagram for demonstrating stop position control by this Embodiment. It is the figure which showed the relationship between the distance between a receiving unit and a power transmission unit, and a primary voltage. It is the figure which showed the relationship between the distance between a receiving unit and a power transmission unit, and a secondary voltage. It is a flowchart for demonstrating the detail of the stop position control process performed in power transmission ECU in this Embodiment. It is a flowchart for demonstrating the detail of the automatic stop control process in step S650.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

  FIG. 1 is an overall configuration diagram of a non-contact power feeding system 10 according to an embodiment of the present invention. Referring to FIG. 1, contactless power supply system 10 includes an electric vehicle 100 and a power supply apparatus 200. Electric vehicle 100 includes a power receiving unit 105, a rectifier 130, a DC / DC converter 140, a power storage device 150, a power control unit (hereinafter also referred to as “PCU (Power Control Unit)”) 160, a motor 170, Vehicle ECU (Electronic Control Unit) 180. Electric vehicle 100 further includes a communication device 190, a display device 195, a temperature detector 135, a voltage detector 145, a camera 185, and a device 400. The power receiving unit 105 includes a secondary self-resonant coil 110 and a secondary coil 120.

  The configuration of the electric vehicle 100 is not limited to the configuration shown in FIG. 1 as long as it is a vehicle driven by a motor. For example, a hybrid vehicle including a motor and an internal combustion engine, a fuel cell vehicle including a fuel cell, and the like are included.

  Secondary self-resonant coil 110 is installed, for example, at the bottom of the vehicle body. The secondary self-resonant coil 110 is an LC resonant coil whose both ends are open (not connected), and receives power from the power feeder 200 by resonating with a primary self-resonant coil 240 (described later) of the power feeder 200 via an electromagnetic field. To do. Note that the capacitance component of the secondary self-resonant coil 110 is the stray capacitance of the coil, but a capacitor (not shown) may be separately connected to both ends of the coil in order to obtain a predetermined capacitance.

The secondary self-resonant coil 110 and the secondary self-resonant coil 240 are connected to the primary self-resonant coil 240 and the secondary self-resonant coil 240 based on the distance from the primary self-resonant coil 240 of the power supply apparatus 200 and the resonant frequencies of the primary self-resonant coil 240 and the secondary self-resonant coil 110. The number of turns is appropriately set so that the Q value (for example, Q> 100) indicating the resonance intensity with the self-resonant coil 110 and κ indicating the degree of coupling increase.

  Secondary coil 120 is installed coaxially with secondary self-resonant coil 110 and can be magnetically coupled to secondary self-resonant coil 110 by electromagnetic induction. The secondary coil 120 takes out the electric power received by the secondary self-resonant coil 110 by electromagnetic induction and outputs it to the rectifier 130.

  Rectifier 130 rectifies AC power received from secondary coil 120. DC / DC converter 140 converts the power rectified by rectifier 130 into a voltage level of power storage device 150 according to a control signal from vehicle ECU 180 and outputs the voltage level to power storage device 150. Note that when receiving power from the power supply apparatus 200 while the vehicle is running, the DC / DC converter 140 may convert the power rectified by the rectifier 130 into a system voltage and directly supply it to the PCU 160. DC / DC converter 140 is not necessarily required, and the AC power extracted by secondary coil 120 may be directly rectified by rectifier 130 and then directly supplied to power storage device 150.

  Power storage device 150 is a rechargeable DC power source, and includes, for example, a secondary battery such as lithium ion or nickel metal hydride. The power storage device 150 stores power supplied from the DC / DC converter 140 and also stores regenerative power generated by the motor 170. Then, power storage device 150 supplies the stored power to PCU 160. Note that a large-capacity capacitor can also be used as the power storage device 150, and is a power buffer that can temporarily store the power supplied from the power supply device 200 and the regenerative power from the motor 170 and supply the stored power to the PCU 160. Anything is acceptable.

  PCU 160 drives motor 170 with power output from power storage device 150 or power directly supplied from DC / DC converter 140. PCU 160 also rectifies the regenerative power generated by motor 170 and outputs the rectified power to power storage device 150 to charge power storage device 150. The motor 170 is driven by the PCU 160 to generate a vehicle driving force and output it to driving wheels. Motor 170 generates power using kinetic energy received from an engine (not shown) in the case of drive wheels or a hybrid vehicle, and outputs the generated regenerative power to PCU 160.

  Temperature detector 135 detects a temperature related to the temperature outside the vehicle, and outputs the detected value to vehicle ECU 180.

  Voltage detector 145 detects a DC voltage (that is, a received voltage) on the secondary side of rectifier 130 and outputs the detected value to vehicle ECU 180.

  When the electric vehicle 100 is stopped on the power transmission unit 225, the camera 185 captures an image behind the vehicle 100 and outputs the image signal to the vehicle ECU 180.

Vehicle ECU 180 controls DC / DC converter 140 when power is supplied from power supply apparatus 200 to electric vehicle 100. The vehicle ECU 180 controls the voltage between the rectifier 130 and the DC / DC converter 140 to a predetermined target voltage by controlling the DC / DC converter 140, for example. In addition, vehicle ECU 180 controls PCU 160 based on the traveling state of the vehicle and the state of charge of power storage device 150 (also referred to as “SOC (State Of Charge)”) when the vehicle is traveling.

  Further, as will be described later with reference to FIGS. 12 and 13, vehicle ECU 180 detects the power reception distance between power transmission unit 225 and power reception unit 105 based on the primary voltage on the power transmission side and the secondary voltage on the power reception side. . Then, vehicle ECU 180 performs stop control of electrically powered vehicle 100 according to the detected power reception distance and an image signal behind the vehicle received from camera 185.

  Vehicle ECU 180 and power transmission ECU 260 (described later) include a CPU (Central Processing Unit), a storage device, and an input / output buffer, though not shown. Then, vehicle ECU 180 and power transmission ECU 260 perform input of each sensor and output of a control command to each device, and control electric vehicle 100 and power feeding device 200, respectively. Note that these controls are not limited to software processing, and a part of them can be constructed and processed by dedicated hardware (electronic circuit).

  The communication device 190 is a communication interface for performing wireless communication with the power supply device 200. Communication device 190 receives information about power supply device 200 from power supply device 200 by wireless communication, and outputs the information to vehicle ECU 180.

  Display device 195 displays information related to stopping, an image behind the vehicle, and the like transmitted from vehicle ECU 180 to the driver. As the display device 195, for example, a liquid crystal display panel or a television monitor can be applied.

  The device 400 generally indicates devices that are mounted on a vehicle and need to be heated. Examples of equipment that needs to be raised include an oil pan, a cooling water channel, a power storage device, and a catalyst device. In this embodiment, these devices that need to be heated are installed in the vicinity of the power receiving unit 105. And the apparatus 400 is warmed by the electromagnetic field which generate | occur | produces between the power transmission unit 225 and the power receiving unit 105 at the time of electric power feeding. Note that the device 400 is provided with an electromagnetic wave absorber 405 that absorbs electromagnetic waves so as to be in contact with the outer surface of the device body so that the temperature is efficiently increased.

  Further, the vehicle ECU 180 is provided with an electromagnetic wave shielding material 181 that reflects electromagnetic waves so as to cover the outer surface of the vehicle ECU 180 main body so that the temperature is not increased by an electromagnetic field. In the present embodiment, as will be described later with reference to FIG. 7, the stop target position is changed in order to adjust the temperature rise degree of the device 400. There is also a possibility that a device such as a vehicle ECU 180 that is mounted with electronic components that are relatively weak against heat and does not want to be heated will be located inside the electromagnetic field. For this reason, a device that does not require such a temperature rise can be prevented from being heated even when it is located in an electromagnetic field by being installed so as to be covered with an electromagnetic wave shielding material 181 that reflects electromagnetic waves.

  On the other hand, power supply device 200 includes an AC power supply 210, a high-frequency power driver 220, a power transmission unit 225, a communication device 250, a power transmission ECU 260, and a voltage detector 235. The power transmission unit 225 includes a primary coil 230 and a primary self-resonant coil 240.

  AC power supply 210 is a power supply external to the vehicle, for example, a commercial power supply. The high frequency power driver 220 converts power received from the AC power source 210 into high frequency power, and supplies the converted high frequency power to the primary coil 230. Note that the frequency of the high-frequency power generated by the high-frequency power driver 220 is, for example, 1 M to several tens of MHz.

  Primary coil 230 is installed coaxially with primary self-resonant coil 240 and can be magnetically coupled to primary self-resonant coil 240 by electromagnetic induction.

  The primary coil 230 supplies high-frequency power supplied from the high-frequency power driver 220 to the primary self-resonant coil 240 by electromagnetic induction.

  Primary self-resonant coil 240 is installed near the ground, for example. Primary self-resonant coil 240 is an LC resonant coil whose ends are open (not connected), and transmits electric power to electric vehicle 100 by resonating with secondary self-resonant coil 110 of electric vehicle 100 via an electromagnetic field. The capacitance component of the primary self-resonant coil 240 is also a stray capacitance of the coil, but a capacitor (not shown) may be separately connected to both ends of the coil as in the secondary self-resonant coil 110.

  The primary self-resonant coil 240 also has a Q value (for example, Q> based on the distance from the secondary self-resonant coil 110 of the electric vehicle 100, the resonance frequency of the primary self-resonant coil 240 and the secondary self-resonant coil 110, etc. 100), and the number of turns is appropriately set so that the degree of coupling κ and the like are increased.

  Communication device 250 is a communication interface for performing wireless communication with electric vehicle 100.

  Voltage detector 235 detects the primary voltage output from high-frequency power driver 220 and outputs the detected value to power transmission ECU 260.

  The power transmission ECU 260 controls the high-frequency power driver 220 when power is supplied to the electric vehicle 100 and when a power reception distance between the power reception unit 105 and the power transmission unit 225 is detected.

  In the above description, the configuration when power is supplied by electromagnetic resonance has been described. However, when power is supplied by electromagnetic induction, primary self-resonant coil 240 and secondary self-resonant coil 110 may not be installed. . In the case of power feeding by electromagnetic induction, electric power is transmitted by the magnetic coupling between the primary coil 230 and the secondary coil 120.

  FIG. 2 is a diagram for explaining the principle of power transmission by the resonance method. Referring to FIG. 2, in this resonance method, in the same way as two tuning forks resonate, two LC resonance coils having the same natural frequency resonate in an electromagnetic field (near field), and thereby, from one coil. Electric power is transmitted to the other coil via an electromagnetic field.

  Specifically, the primary coil 320 is connected to the high-frequency power source 310, and high-frequency power of 1 M to several tens of MHz is supplied to the primary self-resonant coil 330 that is magnetically coupled to the primary coil 320 by electromagnetic induction. The primary self-resonant coil 330 is an LC resonator based on the inductance of the coil itself and stray capacitance (including the capacitance of the capacitor when a capacitor is connected to the coil), and has the same resonance frequency as that of the primary self-resonant coil 330. Resonates with the secondary self-resonant coil 340 having an electromagnetic field (near field). Then, energy (electric power) moves from the primary self-resonant coil 330 to the secondary self-resonant coil 340 via the electromagnetic field. The energy (electric power) transferred to the secondary self-resonant coil 340 is taken out by the secondary coil 350 that is magnetically coupled to the secondary self-resonant coil 340 by electromagnetic induction and supplied to the load 360. Note that power transmission by the resonance method is realized when the Q value indicating the resonance intensity between the primary self-resonant coil 330 and the secondary self-resonant coil 340 is greater than 100, for example.

  1 will be described. The AC power supply 210 and the high-frequency power driver 220 in FIG. 1 correspond to the high-frequency power supply 310 in FIG. Further, the primary coil 230 and the primary self-resonant coil 240 in FIG. 1 correspond to the primary coil 320 and the primary self-resonant coil 330 in FIG. 2, respectively, and the secondary self-resonant coil 110 and the secondary coil 120 in FIG. This corresponds to the secondary self-resonant coil 340 and the secondary coil 350 in FIG. In addition, the rectifier 130 and the subsequent parts in FIG.

  FIG. 3 is a diagram showing the relationship between the distance from the current source (magnetic current source) and the intensity of the electromagnetic field. Referring to FIG. 3, the electromagnetic field is composed of three components. The curve k1 is a component that is inversely proportional to the distance from the wave source, and is referred to as a “radiated electromagnetic field”. A curve k2 is a component inversely proportional to the square of the distance from the wave source, and is referred to as an “induction electromagnetic field”. The curve k3 is a component inversely proportional to the cube of the distance from the wave source, and is referred to as an “electrostatic magnetic field”.

  The “electrostatic magnetic field” is a region where the intensity of the electromagnetic wave suddenly decreases with the distance from the wave source. In the resonance method, the energy ( Power) is transmitted. That is, by resonating a pair of resonators having the same natural frequency (for example, a pair of LC resonance coils) in a near field where the “electrostatic magnetic field” is dominant, from one resonator (primary self-resonance coil) Energy (electric power) is transmitted to the other resonator (secondary self-resonant coil). Since this "electrostatic magnetic field" does not propagate energy far away, the resonance method transmits power with less energy loss than electromagnetic waves that transmit energy (electric power) by "radiant electromagnetic field" that propagates energy far away. be able to.

  FIG. 4 shows a first example of the positional relationship between the power receiving unit 105 and the device 400 that needs to be heated. FIG. 4 shows a case where the electric vehicle 100 is a hybrid vehicle having an engine 410 (described later), and the device 400 is an exhaust system catalyst device 400A. FIG. 4 is a view from the top of the vehicle when the electric vehicle 100 is stopped on the power transmission unit 225, and shows a case where there is no positional deviation between the power reception unit 105 and the power transmission unit 225. .

  Referring to FIG. 4, electrically powered vehicle 100 includes an engine 410, a catalyst device 400 </ b> A, an exhaust pipe 420, and a muffler 430.

  Engine 410 applies driving force to electric vehicle 100 and also generates electric power by driving motor 170.

  The exhaust pipe 420 is connected to the engine 410. Then, exhaust gas discharged from engine 410 is released to the outside of the vehicle.

  The catalyst device 400 </ b> A is installed at an intermediate portion of the exhaust pipe 420. The catalyst device 400A is a so-called three-way catalyst unit, and removes harmful substances such as nitrogen oxides in the exhaust gas.

  The muffler 430 is installed behind the catalyst device 400 </ b> A of the exhaust pipe 420. The muffler 430 silences the exhaust sound of the engine 410.

  Here, the three-way catalyst in the catalyst device 400A cannot fully function as a catalyst unless the activation temperature is higher than the activation temperature. That is, it is a device that needs to be heated. Then, catalyst device 400A is installed close to the power receiving unit 105 along a direction orthogonal to the forward direction of vehicle 100 (for example, the right direction in FIG. 4).

  A region R <b> 1 indicated by hatching in FIG. 4 is a region where an electromagnetic field is generated when power is supplied from the power transmission unit 225. In the state shown in FIG. 4, the catalyst device 400A is in the region R1 where the electromagnetic field is generated. Therefore, when the case or the like of the catalyst device 400A is conductive, the conductive case or the like is warmed by electromagnetic induction by this electromagnetic field. Thereby, for example, in the case where charging to power storage device 150 is set to be completed immediately before starting the operation of vehicle, catalyst device 400A is already warmed at the start of operation. 400A can rapidly exhibit a function as a catalyst.

  In addition, in this way, an apparatus that needs to be heated is installed close to the power receiving unit 105 along a direction (left-right direction) orthogonal to the forward direction of the electric vehicle 100, which will be described later with reference to FIG. Thus, the degree of temperature increase and the temperature increase rate can be changed by shifting the stop position of the electric vehicle 100 in the left-right direction.

  Here, the device 400 that needs to be heated is installed so that the electromagnetic wave absorbing material 405 (FIG. 1) that absorbs the electromagnetic wave radiated by the electromagnetic field is in contact with the outer surface of the device 400 as described above. The The electromagnetic wave absorber 405 is, for example, a dielectric material, and the electromagnetic wave is converted into Joule heat by the dielectric loss and magnetic loss of the dielectric material. Therefore, by attaching the electromagnetic wave absorbing material 405 to the outer surface of the device 400, the temperature of the device 400 can be increased efficiently. The electromagnetic wave absorbing material 405 includes a soft magnetic material in addition to the dielectric material. Note that even when the device 400 is not a conductive substance, the temperature can be increased by attaching the electromagnetic wave absorbing material 405.

  On the other hand, devices that do not need to be heated or devices that should not be heated, such as a control device on which electronic components are mounted, are covered with an electromagnetic wave shielding material 181 (FIG. 1) that reflects radiated electromagnetic waves. Thereby, it can prevent that these apparatuses are warmed by an electromagnetic field. The electromagnetic shielding material 181 is a low impedance substance, and for example, copper foil or the like is used.

  In the above description, the case where the temperature of the device 400 is raised by the leakage electromagnetic field when charging the power storage device 150 is described, but it is not essential to charge the power storage device 150. That is, it is good also as a structure which generates an electromagnetic field from the electric power feeder 200 only for the purpose of raising the temperature of the apparatus 400, that is, to serve as a heater. For example, after the operation of the DC / DC converter 140 is stopped, charging of the power storage device 150 is stopped, or the inductance of the secondary self-resonant coil 110 can be changed so as not to cause electromagnetic resonance. Thus, the above configuration can be realized by supplying power from the power supply apparatus 200.

  FIG. 5 shows a second example of the positional relationship with the power receiving unit 105 when the device 400 is a cooling water channel 400B.

  Referring to FIG. 5, cooling water channel 400 </ b> B is installed along the periphery of power reception unit 105. By installing in this way, the cooling water channel 400B is always warmed while power is supplied from the power transmission unit 225.

  The temperature of the cooling water channel 400B may be raised in a cold district or the like in order to prevent the cooling water in the engine from freezing due to a low temperature while the vehicle is stopped. As a similar example, a lubricating oil pipe (not shown) may be installed around the power receiving unit 105. In this case, it can be prevented that the viscosity of the lubricating oil increases due to the low temperature while the vehicle is stopped, and sufficient lubricating performance is not exhibited during cold operation of the vehicle.

  FIG. 6 shows a third example of the positional relationship with the power receiving unit 105 when the device 400 is an oil pan 400C. In this case, the purpose of preventing the viscosity of the lubricating oil from increasing due to a low temperature while the vehicle is stopped is the same as the example of the lubricating oil piping in the description of FIG.

  In FIG. 6, the oil pan 400 </ b> C is installed at a position inside the secondary self-resonant coil 110 of the power receiving unit 105. As a result, the oil pan 400C is always warmed while being fed from the power transmission unit 225.

  As described with reference to FIGS. 5 and 6, for a device that is preferably heated during power feeding from the power transmission unit 225, the device is placed along the periphery of the power receiving unit 105 or inside the power receiving unit 105. By installing, even if the stop position of the vehicle is slightly deviated, it can be always included in the region where the electromagnetic field is generated during power feeding. Thus, the temperature of such a device can always be raised during power feeding.

  In the example of FIGS. 5 and 6, similarly to the description in FIG. 4, an electromagnetic wave absorber is installed in the cooling water channel 400 </ b> B and the oil pan 400 </ b> C as necessary.

  Next, FIG. 7 shows a diagram for explaining the relationship between the vehicle stop position and the temperature rise degree of the device. In FIG. 7, the horizontal axis indicates the positional shift of the secondary self-resonant coil 110 of the power receiving unit 105 with respect to the primary self-resonant coil 240 of the power transmission unit 225. The vertical axis indicates the transmission efficiency η and the temperature rise of the device 400.

  In the following description, a case where the device 400 is installed on the right side of the secondary self-resonant coil 110 in the forward direction of the vehicle will be described. Then, as shown in the upper part of FIG. 7, the secondary self-resonant coil 110 is not displaced from the primary self-resonant coil 240 (A), is displaced to the left (B), and is moved to the right. The case where it has shifted | deviated is set to (C).

  The transmission efficiency η is maximum in the case of (A) where there is no position shift (A10 in FIG. 7), and decreases as the position shift to the left and right increases.

  As for the temperature rise of the device 400, the secondary self-resonant coil 110 shifts to the left with respect to the primary self-resonant coil 240 from the case (A) in which there is no position shift (A1 in FIG. 7) ( That is, it increases (for example, B1 in FIG. 7) as the device 400 approaches the center of the primary self-resonant coil 240). When the device 400 further shifts to the left from the center of the primary self-resonant coil 240, the temperature rise gradually decreases.

  On the other hand, from the case of (A) where there is no position shift, as the secondary self-resonant coil 110 shifts to the right with respect to the primary self-resonant coil 240 (that is, as the device 400 moves away from the center of the primary self-resonant coil 240). ) The temperature rise decreases (for example, C1 in FIG. 7).

  As described above, since the temperature rise of the device 400 can be made variable depending on the magnitude of the positional deviation between the power transmission unit 225 and the power reception unit 105, the device 400 can be set by appropriately setting the vehicle stop position during power feeding. The degree of temperature rise can be controlled.

  8 to 10 show examples of the positional relationship between the vehicle stop position and the power transmission unit 225 when the device 400 is the catalyst device 400A as in FIG. As in FIG. 7, the catalyst device 400 </ b> A is installed close to the right side of the power receiving unit 105 in the vehicle forward direction.

  FIG. 8 is a diagram when the power transmission unit 225 and the power receiving unit 105 are not misaligned. The center line CL20 of the power transmission unit 225 in the vehicle front-rear direction and the center line CL10 of the power reception unit 105 in the vehicle front-rear direction coincide with each other. A hatched region R10 indicates an electromagnetic field generated by the power transmission unit 225 during power feeding. Moreover, P1 shown with the broken line has shown the vehicle stop position when there is no position shift.

  In the case of the state of FIG. 8, since the catalyst device 400A is located near the outer periphery in the electromagnetic field region R10, the catalyst device 400A is warmed by this electromagnetic field. This state corresponds to (A) in FIG.

  FIG. 9 shows an example in which the stop position of electric vehicle 100 is shifted to the left (corresponding to (B) in FIG. 7) in the forward direction of the vehicle. In this state, the catalyst device 400A is located closer to the center of the electromagnetic field region R10 as compared to the state of FIG. Therefore, as described with reference to FIG. 7, the temperature rise of the catalyst device 400A is larger than that in the case of FIG. 8, so that the temperature increase amount of the catalyst device 400A can be increased or the temperature increase rate can be increased. it can.

  FIG. 10 shows an example where the stop position of electrically powered vehicle 100 is shifted to the right side (corresponding to (C) in FIG. 7) in the forward direction of the vehicle. In this state, the catalyst device 400A is located outside the electromagnetic field region R10. Therefore, as described in FIG. 7, the temperature of the catalyst device 400A is not increased. in this way. By increasing the distance between the power transmission unit 225 and the power reception unit 105, the temperature increase amount of the catalyst device 400A can be reduced or the temperature increase rate can be decreased.

  As described above, when the electric vehicle 100 is stopped on the power transmission unit 225, the stop position of the electric vehicle 100 is set to the power transmission unit 225 based on, for example, the predicted temperature at the time of stopping or the next operation start. By shifting in the left-right direction toward the forward direction, it is possible to perform stop position control in which the temperature increase amount and the temperature increase rate of the device 400 installed in the left-right direction of the power receiving unit 105 are variable.

  FIG. 11 is a functional block diagram for explaining the stop position control. Each functional block described in FIG. 11 is realized by hardware or software processing by vehicle ECU 180.

  Referring to FIGS. 1 and 11, vehicle ECU 180 includes temperature detection unit 500, temperature rise determination unit 510, stop position setting unit 520, vehicle control unit 530, distance detection unit 560, and storage unit 570. including. Vehicle control unit 530 includes a notification unit 540 and an automatic stop control unit 550.

  Temperature detector 500 receives an input of temperature T detected by temperature detector 135 and related to the temperature outside the vehicle. Then, temperature detection unit 500 outputs temperature T related to the temperature outside the vehicle that has received the input to temperature increase determination unit 510.

  Temperature rise determination unit 510 determines whether or not the temperature of device 400 needs to be raised based on temperature T related to the temperature outside the vehicle received from temperature detection unit 500.

  Specifically, temperature increase determination unit 510 determines whether or not temperature T related to the received temperature is lower than reference value t1. When the temperature T related to the temperature outside the vehicle is lower than the reference value t1, it is determined that the temperature needs to be raised, the temperature raising flag HUP is turned on and output to the stop position setting unit 520. On the other hand, if the temperature T related to the temperature outside the vehicle is equal to or higher than the reference value t1, it is determined that the temperature increase is unnecessary, the temperature increase flag HUP is turned off, and the vehicle is output to the stop position setting unit 520.

  In the above description, the temperature increase determination unit 510 determines whether or not the temperature increase is necessary depending on whether or not the temperature T related to the temperature is lower than the reference value t1, but the determination method is not limited to this. For example, a plurality of temperature rise levels may be set according to the difference between the temperature T related to the temperature and the reference value t1 (that is, the temperature rise amount). Further, instead of the temperature T related to the temperature at the time of stopping, it is necessary to raise the temperature by comparing the average value of the temperature in the last few days at the scheduled operation start time or the average temperature of the season with the reference value t1. You may determine no. Furthermore, it may be determined whether or not rapid temperature rise is necessary according to the time until the scheduled operation start time.

  Stop position setting unit 520 receives an input of temperature increase flag HUP, which is a determination result of whether or not temperature increase is required, from temperature increase determination unit 510. When the temperature increase is unnecessary, the stop position setting unit 520 sets the stop target position so that the device 400 is located outside the electromagnetic field generated by the power transmission unit 225. On the other hand, when the temperature needs to be raised, the stop position setting unit 520 sets the stop target position so that the device 400 is located in the electromagnetic field. At this time, the stop target position may be set in more detail in accordance with the temperature increase degree (temperature increase amount, temperature increase speed).

  Then, the stop position setting unit 520 outputs the set stop target position POS to the vehicle control unit 530.

  The distance detection unit 560 receives the primary side voltage VS of the power supplied from the power supply apparatus 200 via the communication apparatus 190. The distance detector 560 also receives an input of the received voltage (secondary voltage) VH detected by the voltage detector 145. Then, the distance detection unit 560 detects the power reception distance L between the power transmission unit 225 and the power reception unit 105 based on the primary side voltage VS and the secondary side voltage VH. Then, distance detection unit 560 outputs detected power reception distance L to vehicle control unit 530.

  Here, an outline of distance detection by the distance detection unit 560 will be described with reference to FIGS. 12 and 13.

  FIG. 12 is a diagram illustrating the relationship between the distance between the power reception unit 105 and the power transmission unit 225 and the primary voltage.

  FIG. 13 is a diagram illustrating the relationship between the distance between the power reception unit 105 and the power transmission unit 225 and the secondary voltage.

  The secondary side voltage VH received by the electric vehicle 100 is received by the power transmission unit 225 and the power reception unit as shown in FIG. 13 with respect to a constant primary side voltage (output voltage from the power feeding device 200) as shown in FIG. It changes according to the power receiving distance L with the unit 105. Therefore, the relationship between the primary side voltage and the secondary side voltage corresponding to the primary self-resonant coil 240 on the power transmission unit 225 side as shown in FIGS. Remember as. Then, based on the secondary voltage VH detected by the voltage detector 145, the power receiving distance L between the power transmitting unit and the power receiving unit can be detected by referring to this map. Information about primary self-resonant coil 240 is included in information transmitted from electric power transmission ECU 260 to electric vehicle 100 via communication device 190.

  Further, the distance can be similarly detected by detecting the primary current on the power feeding apparatus 200 side instead of the secondary side voltage VH.

  Referring to FIG. 11 again, the notification unit 540 included in the vehicle control unit 530 includes a stop target position POS from the stop position setting unit 520, and a power reception distance L between the power transmission unit 225 and the power reception unit 105 from the distance detection unit. Receive input. Further, the notification unit 540 receives an input of an image signal CAM behind the vehicle 100 from the camera 185.

  Then, the notification unit 540 generates a display command DSP for displaying the received information and outputs it to the display device 195.

  The automatic stop control unit 550 included in the vehicle control unit 530 receives an input of the stop target position POS from the stop position setting unit 520 and the power reception distance L between the power transmission unit 225 and the power reception unit 105 from the distance detection unit. Further, the notification unit 540 receives an input of an image signal CAM behind the vehicle 100 from the camera 185. Furthermore, the notification unit 540 receives an input of a signal MOD indicating that the vehicle is in the automatic stop mode by a switch operation or the like by the driving vehicle.

  When the automatic stop mode is selected by the signal MOD, the automatic stop control unit 550 advances the vehicle between the power transmission unit 225 and the power reception unit 105 according to the image signal CAM of the camera 185 and the detected power reception distance L. The stop operation is automatically performed by controlling the steering, motor, and brake of the vehicle so that the position along the direction orthogonal to the direction becomes the stop target position POS. On the other hand, when the automatic stop mode is not selected, the automatic stop operation is not performed, and the driver's stop operation is guided by the display device 195.

  FIG. 14 shows a flowchart for explaining details of the stop position control process performed by vehicle ECU 180. In the flowchart shown in FIG. 14 and FIG. 15 described later, the processing is realized by a program stored in advance in the vehicle ECU 180 being called from the main routine and executed in a predetermined cycle. Alternatively, for some steps, it is also possible to construct dedicated hardware (electronic circuit) and realize processing.

  Referring to FIGS. 1, 11, and 14, vehicle ECU 180 determines the temperature based on the temperature related to the temperature detected by temperature detector 135 in step (hereinafter, step is abbreviated as S) 600. The detection unit 500 detects the current temperature T.

  Then, vehicle ECU 180 determines in S610 whether temperature T is smaller than a predetermined reference value t1 or not by temperature increase determination unit 510.

  If temperature T is lower than reference value t1 (YES in S610), vehicle ECU 180 determines that the temperature of device 400 needs to be increased, and advances the process to S620. In S620, vehicle ECU 180 sets the target distance between power transmission unit 225 and power reception unit 105 to X such that device 400 is located in the electromagnetic field by stop position setting unit 520. Then, the process proceeds to S630.

  The target distance X may be set more finely based on the temperature increase amount and the temperature increase rate as described above.

  On the other hand, when temperature T is equal to or higher than reference value t1 (NO in S610), vehicle ECU 180 determines that the temperature rise is unnecessary, and proceeds to S625. In step S625, the vehicle ECU 180 causes the stop position setting unit 520 to move between the power transmission unit 225 and the power reception unit 105 so that the device 400 to be heated is outside the region of the electromagnetic field generated by the power transmission unit 225. Is set to Y (Y> X). Then, the process proceeds to S630.

  In S630, the vehicle ECU 180 displays information related to the stop target position set in S620 or S621 on the display device 195 and notifies the driver.

  Next, in S640, the vehicle ECU 180 determines whether or not to automatically stop the vehicle at the set stop target position, that is, whether or not it is in the automatic stop mode, by the automatic stop control unit 550 according to the signal MOD. .

  If it is the automatic mode (YES in S640), vehicle ECU 180 advances the process to S650. Then, vehicle ECU 180 performs automatic stop control (S650), and advances the process to S660. Details of the automatic stop control process will be described later with reference to FIG.

  On the other hand, when not in the automatic stop mode (NO in S640), automatic driving control is not performed, and the driver stops at the target stop position. Therefore, S650 is skipped and the process proceeds to S660. When the driver stops, the driver can stop the vehicle while referring to the guidance information related to the stop position notified by the display device 195.

  In S660, vehicle ECU 180 determines whether or not electric vehicle 100 has stopped at a target stop position.

  If the vehicle has not stopped at the target stop position (NO in S660), the process returns to S640, and vehicle ECU 180 waits for electric vehicle 100 to stop at the target stop position.

  On the other hand, when the vehicle is stopped at the stop target position (YES in S660), vehicle ECU 180 advances the process to S670. And vehicle ECU180 outputs electric power feeding start with respect to the electric power feeder 200, and electric power feeding is started.

  FIG. 15 shows a flowchart for explaining the details of the automatic stop control process in step S650.

  Referring to FIGS. 1, 11, and 15, when it is recognized that the vehicle is in the automatic stop mode, vehicle ECU 180 approaches the target stop position in S <b> 651 according to image signal CAM from camera 185. In addition, the steering, motor 170 and brake are controlled.

  Then, in step S652, the vehicle ECU 180 determines whether or not the power transmission unit 225 cannot be recognized by the camera 185, that is, whether or not the power transmission unit 225 has entered the lower part of the vehicle.

  If power transmission unit 225 can be recognized (NO in S652), the process returns to S651 and the stop control according to the image signal CAM is continued.

  On the other hand, when power transmission unit 225 enters the lower part of the vehicle and cannot be recognized (YES in S652), vehicle ECU 180 stops the stop control according to image signal CAM and advances the process to S653.

  In S653, the vehicle ECU 180 controls the steering, the motor 170, and the brake according to the power reception distance L between the power transmission unit 225 and the power reception unit 105 detected by the distance detection unit 560.

  In step S654, the vehicle ECU 180 determines whether the power reception distance L is equal to or less than the stop target position set in step S620 or S625.

  If power reception distance L is greater than the target stop position (NO in S654), the process returns to S653, and stop control according to power reception distance L is continued.

  If power reception distance L is equal to or less than the stop target position (YES in S654), the process proceeds to S655. Then, vehicle ECU 180 stops electric vehicle 100 and operates an electric parking brake (not shown) to complete the stop control.

  As described above, in the present embodiment, power is transmitted between the power transmission unit 225 included in the power supply device 200 provided outside the vehicle and the power reception unit 105 mounted on the vehicle 100 via an electromagnetic field. In the non-contact power feeding system 10 that performs the above, the device 400 that is mounted on the vehicle 100 and needs to be heated is installed close to the power receiving unit 105 so as to be heated by the electromagnetic field. Then, the vehicle ECU 180 that controls the vehicle 100 sets the stop target position in accordance with the change in the temperature outside the vehicle and performs the stop operation according to the set stop target position by the above-described processing, thereby making contactless. It is possible to control the temperature increase amount and the temperature increase rate of the device 400 that requires a temperature increase during power feeding.

  The PCU 160 and the motor 170 in the present embodiment are an example of the “electric drive device” in the present invention. Vehicle ECU 180 and power transmission ECU 260 are examples of the “control device” of the present invention.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

  DESCRIPTION OF SYMBOLS 10 Non-contact electric power feeding system, 100 Electric vehicle, 105 Power receiving unit, 110,340 Secondary self-resonant coil, 120,350 Secondary coil, 130 Rectifier, 135 Temperature detector, 140 Converter, 145,235 Voltage detector, 150 Power storage Device, 160 PCU, 170 Motor, 180 Vehicle ECU, 181 Electromagnetic wave shielding material, 185 Camera, 190, 250 Communication device, 195 Display device, 200 Power supply device, 210 AC power source, 220 High frequency power driver, 225 Power transmission unit, 230, 320 Primary coil, 240, 330 Primary self-resonant coil, 260 Power transmission ECU, 310 High frequency power supply, 360 load, 400 equipment, 400A catalyst device, 400B cooling water channel, 400C oil pan, 405 electromagnetic wave absorbing material, 410 engine, 4 20 exhaust pipe, 430 muffler, 500 temperature detection unit, 510 temperature rise determination unit, 520 stop position setting unit, 530 vehicle control unit, 540 notification unit, 550 automatic stop control unit, 560 distance detection unit, 570 storage unit.

Claims (11)

A power receiving unit that receives power in a non-contact manner via an electromagnetic field from a power transmitting unit included in a power feeding device provided outside the vehicle;
An electric drive device that generates driving force for vehicle propulsion using the electric power received by the power receiving unit;
Equipped with equipment that requires temperature rise,
The vehicle that requires the temperature increase is installed in the vicinity of the power receiving unit so that the temperature is increased by the electromagnetic field. The power receiving unit is:
The vehicle according to claim 1, wherein the vehicle receives power by one of electromagnetic resonance and electromagnetic induction with the power transmission unit.   The device that requires a temperature increase includes at least one of an oil pan and a cooling water channel, and is installed at any one of a position along an outer periphery of the power receiving unit and an inner side of the power receiving unit. The vehicle according to 1 or 2.   The device that needs to be heated includes at least one of a power storage device and a catalyst device, and is installed side by side in the power receiving unit along a direction orthogonal to the forward direction of the vehicle. Vehicle described in. An electromagnetic wave absorbing material that absorbs electromagnetic waves generated by the electromagnetic field,
The vehicle according to any one of claims 1 to 4, wherein the electromagnetic wave absorbing material is installed so as to be in contact with an outer surface of a device that requires the temperature increase. Equipment that does not require temperature rise,
An electromagnetic wave shielding material that reflects the electromagnetic wave,
The vehicle according to any one of claims 1 to 5, wherein the electromagnetic shielding material is installed so as to cover a device that does not require the temperature increase. A power feeding device that transmits electric power from a power source outside the vehicle via the electromagnetic field;
A non-contact power feeding system comprising the vehicle according to claim 1. The vehicle is
A temperature detector for detecting a temperature related to the temperature outside the vehicle;
And a control device for controlling a stop position when the vehicle receives power,
The control device includes:
A temperature rise determination unit configured to determine whether or not a device requiring temperature increase needs to be heated according to a change in temperature related to the air temperature detected by the temperature detector;
According to the determination result of the temperature increase determination unit, a stop position setting unit configured to set a stop target position along a direction orthogonal to the forward direction of the vehicle;
The non-contact electric power feeding system of Claim 7 including the vehicle control part for controlling the stop operation | movement of the said vehicle according to the said stop target position. The control device includes:
A distance detection unit configured to detect a power reception distance between the power reception unit and the power transmission unit;
The said stop position setting part sets the said stop target position so that the said receiving distance along the direction orthogonal to the advancing direction of the said vehicle becomes so long that the temperature relevant to the said air temperature is high. Contactless power supply system. The vehicle control unit
A notification unit configured to notify the driver of information related to stopping for inducing a stop to the stop target position;
The vehicle is
The contactless power feeding system according to claim 8, further comprising a display device configured to display information related to the stop output from the notification unit. The vehicle control unit
The non-contact electric power feeding system according to any one of claims 8 to 10, further comprising an automatic stop control unit configured to perform the automatic operation of the stop operation according to the stop target position.

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