JP2016226291A - Power transmission system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle comprising a power reception device capable of preventing power reception's suspension against a user's intention when the power reception has been started.SOLUTION: A vehicle ECU 500, when a shift range detection unit 412 has been incapable of detecting a shift range during a power reception unit 100 receiving power from a power transmission device 20, transmits a power transmission suspension instruction to the power transmission device 20. The vehicle ECU 500, when having detected the current shift range being a parking range in a predetermined period after having transmitted the power transmission suspension instruction, transmits a power transmission resumption instruction to the power transmission device 20. The vehicle ECU 500, when the shift range detection unit 412 has been incapable of detecting a shift range or a shift range having been detected by the shift range detection unit 412 is not the parking range in a predetermined period after having transmitted the power transmission suspension instruction, transmits a power transmission end instruction to the power transmission device 20.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle including a power reception unit.

  As disclosed in Patent Documents 1 to 6, a power receiving device and a power transmitting device that transmit and receive power in a contactless manner are known. When such a non-contact power transmission device is installed in a vehicle, it is assumed that the shift range is in the parking range as a condition for the vehicle to receive power in earnest. Generally, changing the range from the parking range to another range is prohibited.

JP 2013-169132 A JP2013-154815A JP2013-146154A JP2013-146148A JP 2013-110822 A JP 2013-126327 A JP 2010-048297 A

  In recent years, shift-by-wire (SBW) type shift switching devices have been mounted on vehicles. In the SBW type shift switching device, the vehicle control unit detects the driver's shift lever operation and transmits it to the actuator of the transmission by an electronic signal, and the actuator changes the state of the transmission. As a result, the shift operation can be performed with a small force, and the degree of freedom of the arrangement of the shift lever is increased. For example, the shift lever can be easily operated.

  In general, as described in Japanese Patent Application Laid-Open No. 2010-048297, an SBW shift switching device includes a parking gear in which a plurality of grooves are formed on a peripheral surface, a parking pole that fits into these grooves, and a parking pole. A detent lever for moving the motor, a motor for rotating the detent lever, and a rotary encoder for detecting a shift range from the rotation angle of the motor.

  In the SBW shift switching device, the shift range detected by the rotary encoder is transmitted to the vehicle control unit by a signal. However, the vehicle control unit may temporarily not receive a correct signal from the rotary encoder due to malfunction of the rotary encoder. In such a case, the vehicle control unit cannot determine the current shift range.

  For example, when the SBW type shift switching device is mounted on a vehicle including the power receiving device disclosed in Patent Documents 1 to 6, when the vehicle control unit cannot determine that the current shift range is the parking range, It may be determined that the condition for charging is not satisfied and charging is stopped. As a result, the charging is stopped when the user returns to the vehicle even though sufficient time has passed since the charging is started, and the necessary charging is not performed. Arise.

  Further, for example, a case where the vehicle receives power from outside and drives an electric load in the vehicle is also conceivable. Even when the air conditioner is operated when the temperature is high or low, if the power reception is stopped, the air conditioner is stopped despite the user operating the air conditioner, or contrary to the user's intention. In order to operate the air conditioner, the remaining capacity of the power storage device of the vehicle may decrease.

  The objective of this invention is providing the vehicle provided with the power receiving apparatus which can suppress the cancellation of power reception contrary to a user's intention when power reception is started.

  In summary, the present invention is a vehicle including a power reception unit, a shift lever, a drive unit that switches a shift range based on an operation of the shift lever, a detection unit that detects a current shift range, and a power reception unit And a control unit for controlling the power transmission device that transmits power from outside the vehicle. When the detection unit cannot detect the shift range while the power reception unit is receiving power from the power transmission device, the control unit transmits a power transmission interruption command to the power transmission device. When the control unit detects that the current shift range is the parking range within a predetermined period after transmitting the power transmission interruption command, the control unit transmits a power transmission restart command to the power transmission device. If the detection unit cannot detect the shift range or the shift range detected by the detection unit is not the parking range within a predetermined period after transmitting the power transmission interruption command, the control unit transmits the power transmission end command. Send to device.

  When the detection unit detects that the shift range is the parking range within a predetermined period even when the power transmission device interrupts power transmission because the detection unit cannot temporarily recognize the current shift range. Since the power transmission device is requested again to resume power reception at the power reception unit, for example, charging of the power storage device of the vehicle and driving of the electric load in the vehicle remain interrupted. Can be prevented.

  ADVANTAGE OF THE INVENTION According to this invention, cancellation of the power reception of the power receiving apparatus contrary to a user's intention can be suppressed.

1 is an overall configuration diagram of a power transmission system according to an embodiment of the invention. It is an example of arrangement | positioning of a power transmission apparatus and a power receiving part. It is a flowchart for demonstrating a process when the recognition of a shift range becomes impossible during charge.

  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 power transmission system according to an embodiment of the present invention.
Referring to FIG. 1, vehicle 10 includes a shift lever 414, a shift lever position sensor 415 that detects the position of the shift lever, a shift range driving unit 410 that switches a shift range based on an operation of shift lever 414, A shift range detection unit 412 that detects the current shift range, a power reception unit 100, and a vehicle ECU (Electronic Control Unit) 500 that controls the power transmission unit 20 that transmits power to the power reception unit 100 from the outside of the vehicle are included.

  When the power receiving unit 100 is receiving power from the power transmission device 20 and the shift range detection unit 412 cannot detect the shift range, the vehicle ECU 500 transmits a power transmission interruption command to the power transmission device 20. When the vehicle ECU 500 detects that the current shift range is the parking range within a predetermined period after transmitting the power transmission interruption command, the vehicle ECU 500 transmits a power transmission restart command to the power transmission device 20. When the shift range detection unit 412 cannot detect the shift range or the shift range detected by the shift range detection unit 412 is not the parking range within a predetermined period after transmitting the power transmission interruption command, the vehicle ECU 500 Then, a power transmission end command is transmitted to the power transmission device 20.

  The vehicle 10 in FIG. 1 is equipped with a shift-by-wire shift switching device. The position (shift position) of the shift lever 414 is detected by the shift lever position sensor 415 and transmitted to the vehicle ECU 500. Vehicle ECU 500 drives shift range drive unit 410 based on the detected shift position, and sets the state (shift range) of power generation device 400 to the corresponding shift range. The state of the actuator of shift range drive unit 410 is detected by shift range detection unit 412 and transmitted to vehicle ECU 500.

  In the present embodiment, when the shift range detection unit 412 cannot detect the shift range, power transmission / reception is temporarily suspended, but the shift range can be detected within a predetermined period. When the vehicle recovers and is confirmed to be in the parking range, power transmission / reception is resumed. Thereby, the power transmission / reception stop which a user does not intend can be reduced.

  Hereinafter, details of specific configurations of the vehicle 10 and the power transmission device 20 will be further described. The power transmission system according to the embodiment includes a vehicle 10 and a power transmission device 20. Vehicle 10 further includes a filter circuit 150, a rectifying unit 200, a power storage device 300, and a power generation device 400.

  The power receiving unit 100 includes a coil for receiving power (alternating current) output from the power transmitting unit 700 of the power transmitting device 20 in a contactless manner. The power receiving unit 100 outputs the received power to the rectifying unit 200. For example, as illustrated in FIG. 2, the power transmission device 20 is provided on the ground surface or in the ground, and the power receiving unit 100 is disposed in the lower part of the vehicle body near the front of the vehicle body.

  In addition, the arrangement | positioning location of the power receiving part 100 is not limited to this. For example, the power receiving unit 100 may be provided in the lower part of the vehicle body closer to the rear of the vehicle body. If the power transmission device 20 is provided in the upper part of the vehicle, the power receiving unit 100 may be provided in the upper part of the vehicle body.

  The rectifying unit 200 rectifies the AC power received by the power receiving unit 100 and outputs the rectified power to the power storage device 300. The filter circuit 150 is provided between the power reception unit 100 and the rectification unit 200, and suppresses harmonic noise generated when receiving power from the power transmission device 20. The filter circuit 150 is configured by an LC filter including an inductor and a capacitor, for example.

  The power storage device 300 is a rechargeable DC power supply, and is configured by a secondary battery such as a lithium ion battery or a nickel metal hydride battery. The voltage of power storage device 300 is, for example, about 200V. The power storage device 300 stores power output from the rectifying unit 200 and also stores power generated by the power generation device 400. Then, power storage device 300 supplies the stored power to power generation device 400. Note that a large-capacity capacitor can also be used as the power storage device 300. Although not particularly illustrated, a DC-DC converter that adjusts the output voltage of the rectifying unit 200 may be provided between the rectifying unit 200 and the power storage device 300.

  Power generation device 400 generates a driving force for driving vehicle 10 using electric power stored in power storage device 300. Although not particularly illustrated, power generation device 400 includes, for example, an inverter that receives electric power from power storage device 300, a motor driven by the inverter, a drive wheel driven by the motor, and the like. Power generation device 400 may include a generator for charging power storage device 300 and an engine capable of driving the generator.

  The vehicle ECU 500 includes a CPU (Central Processing Unit), a storage device, an input / output buffer, and the like (all not shown), and inputs signals from various sensors and outputs control signals to each device. Control each device in. As an example, vehicle ECU 500 executes traveling control of vehicle 10 and charging control of power storage device 300. Note that these controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).

  Note that a relay 210 is provided between the rectifying unit 200 and the power storage device 300. Relay 210 is turned on by vehicle ECU 500 when power storage device 300 is charged by power transmission device 20. A system main relay (SMR) 310 is provided between the power storage device 300 and the power generation device 400. SMR 310 is turned on by vehicle ECU 500 when activation of power generation device 400 is requested.

  Vehicle ECU 500 communicates with power transmission device 20 using communication device 510 when power storage device 300 is charged by power transmission device 20, and transmits information such as charging start / stop and power reception status of vehicle 10 with power transmission device 20. Interact.

  Power transmission device 20 includes a power supply unit 600, a filter circuit 610, a power transmission unit 700, and a power supply ECU 800. The power supply unit 600 receives power from an external power supply 900 such as a commercial power supply and generates AC power having a predetermined transmission frequency.

  Power transmission unit 700 includes a coil for transmitting power to power reception unit 100 of vehicle 10 in a contactless manner. The power transmission unit 700 receives AC power having a transmission frequency from the power supply unit 600 and transmits the AC power to the power reception unit 100 of the vehicle 10 in a non-contact manner via an electromagnetic field generated around the power transmission unit 700.

  Filter circuit 610 is provided between power supply unit 600 and power transmission unit 700, and suppresses harmonic noise generated from power supply unit 600. The filter circuit 610 is configured by an LC filter including an inductor and a capacitor.

  The power supply ECU 800 includes a CPU, a storage device, an input / output buffer, and the like (all not shown), and inputs signals from various sensors and outputs control signals to each device. Take control. As an example, power supply ECU 800 performs switching control of power supply unit 600 such that power supply unit 600 generates AC power having a transmission frequency. Note that these controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).

  The power supply ECU 800 communicates with the vehicle 10 using the communication device 810 during power transmission to the vehicle 10, and exchanges information such as charging start / stop and the power reception status of the vehicle 10 with the vehicle 10.

  In the power transmission device 20, AC power having a predetermined transmission frequency is supplied from the power supply unit 600 to the power transmission unit 700 via the filter circuit 610. Each of power transmission unit 700 and power reception unit 100 of vehicle 10 includes a coil and a capacitor, and is designed to resonate at a transmission frequency. The Q value indicating the resonance intensity of the power transmission unit 700 and the power reception unit 100 is preferably 100 or more.

  When AC power is supplied from the power supply unit 600 to the power transmission unit 700 via the filter circuit 610, power is received from the power transmission unit 700 through an electromagnetic field formed between the coil of the power transmission unit 700 and the coil of the power reception unit 100. Energy (electric power) moves to the unit 100. Then, the energy (electric power) that has moved to power reception unit 100 is supplied to power storage device 300 via filter circuit 150 and rectification unit 200.

  Although not particularly illustrated, in power transmission device 20, an insulating transformer may be provided between power transmission unit 700 and power supply unit 600 (for example, between power transmission unit 700 and filter circuit 610). Also in vehicle 10, an insulating transformer may be provided between power reception unit 100 and rectification unit 200 (for example, between power reception unit 100 and filter circuit 150).

  FIG. 3 is a flowchart for explaining processing when the shift range cannot be recognized during charging. Referring to FIGS. 1 and 3, the processing of this flowchart starts when a power reception start command is given from an input device such as a switch or a remote controller (not shown) from a user.

  First, in step S1, vehicle ECU 500 determines whether or not parking lock (P lock) is detected. The P lock is detected when the actuator position of the shift range driving unit 410 is a position corresponding to the parking range. Specifically, the actuator position is read by a shift range detector 412 (for example, a rotary encoder) and transmitted to the vehicle ECU 500. Vehicle ECU 500 detects P lock based on the output of shift range detector 412. If P-lock is not detected in step S1, a time is waited in step S1 until P-lock is detected. If P lock is not detected even after a predetermined time has elapsed, a timeout process may be performed.

  If P lock is detected in step S1, the process proceeds to step S2. In step S2, non-contact charging is started. More specifically, vehicle ECU 500 transmits a power transmission start command to power transmission device via communication device 510 after relay 210 is turned on. The power transmission start command is received by power supply ECU 800 via communication device 810 of power transmission device 20, and power supply ECU 800 causes power supply unit 600 to start power transmission in response to this.

  As a result, power is transmitted from the power transmission unit 700 to the power reception unit 100 in a non-contact manner, and the power received by the power reception unit 100 is converted into direct current by the rectification unit 200 and then charged to the power storage device 300.

  Subsequently, in step S3, vehicle ECU 500 determines whether or not a charging completion condition is satisfied. Note that the charging completion condition being ON means that the charging completion condition is satisfied. The charging completion condition includes, for example, a condition indicating normal termination such as a state of charge (SOC) of the power storage device 300 increasing to a target value, a charging time reaching a target time, and a failure detection during charging. And a condition indicating abnormal termination such as being performed.

  In step S3, the process remains in step S3 and charging is continued until the charging completion condition is satisfied. If the charging completion condition is satisfied in step S3, the process proceeds to step S4.

  In step S4, vehicle ECU 500 determines whether or not the shift state is unknown. That the shift state is unknown includes the case where the vehicle ECU 500 cannot correctly receive the signal from the shift range detection unit 412 due to noise or the like. In such a case, even if the shift range is temporarily undetectable, it may be normally detected again after a lapse of time.

  If it is determined in step S4 that the shift state is not unknown, the process proceeds to step S8. Here, the case where the shift state is not unknown is a case where the charging end condition other than the abnormality detection that the shift state is unknown is satisfied. For example, there may be a case where the SOC of the power storage device 300 has reached a target value or a charging end command is given by the user.

  The vehicle control ECU 500 ends the charging in step S8, notifies the user of the end of charging in step S9, and then turns off the power of the vehicle ECU in step S10. In step S11, the process ends.

  On the other hand, if it is determined in step S4 that the shift state is unknown, the process proceeds to step S5.

  In step S5, charging is interrupted. Specifically, vehicle ECU 500 transmits a power transmission interruption command to power supply ECU 800 via communication device 510 and communication device 810. In response to this, power supply ECU 800 stops power transmission from power supply unit 600. Thereafter, after waiting for a predetermined time (for example, 1 to 2 minutes) in step S6, it is determined again whether or not the signal from the shift range detection unit 412 has returned to normal. Here, “the signal from the shift range detection unit 412 returns to normal” means that the noise disappears and the signal can be received normally, and the shift range is a parking range depending on the received signal. It means that it can be confirmed.

  If it is confirmed in step S6 that the power generation device is set to the parking range based on the signal that has returned to normal, the process proceeds to step S7, and charging is resumed. Specifically, vehicle ECU 500 transmits a power transmission restart command to power supply ECU 800 via communication device 510 and communication device 810. In response, power supply ECU 800 resumes power transmission from power supply unit 600. Subsequent to the process of step S7, the processes after step S3 are performed again.

  On the other hand, if the signal from the shift range detector 412 does not return to normal even after a predetermined time has elapsed in step S6, the process proceeds to step S12. Here, “the signal from the shift range detection unit 412 does not return to normal” means that the signal cannot be normally received due to noise, or the shift range detected by the received signal is not in the parking range. Is applicable.

  The vehicle control ECU 500 terminates the charging in step S12, notifies the user of the end of charging in step S13, and then turns off the vehicle ECU in step S14. In step S15, the process ends.

  When charging is terminated in step S8 or step S12, the power source of vehicle ECU 500 itself is then turned off, so that charging is not resumed unless a vehicle activation operation is performed by the user.

  In the present embodiment, as shown in steps S3 to S7, when the charging end condition is established when the shift range is unknown for a certain time, the charging is temporarily stopped in a state where the charging can be resumed without immediately terminating the charging. To do. When the signal returns to normal within a certain time, charging is resumed.

  That is, it is convenient for the user because it is avoided that the charging is completely stopped due to the vehicle failure detection temporarily.

  In this embodiment, the vehicle that performs non-contact power transmission / reception is described as an example, but the present invention can be applied even to contact charging using a charging cable or the like.

  The embodiments disclosed this time are also scheduled to be implemented in appropriate combinations. 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 Vehicle, 20 Power transmission apparatus, 100 Power reception part, 150,610 Filter circuit, 200 Rectification part, 210 Relay, 300 Power storage apparatus, 400 Power generation apparatus, 410 Shift range drive part, 412 Shift range detection part, 414 Shift lever, 500 Vehicle control ECU, 510, 810 communication device, 600 power supply unit, 700 power transmission unit, 800 power supply ECU, 900 external power supply.

The present invention relates to a power transmission system .

Claims (1)

A shift lever,
A drive unit that switches a shift range based on an operation of the shift lever;
A detection unit for detecting the current shift range;
A power receiving unit;
A control unit that controls a power transmission device that transmits power from outside the vehicle to the power reception unit;
The control unit transmits a power transmission interruption command to the power transmission device when the detection unit cannot detect a shift range while the power reception unit is receiving power from the power transmission device,
When the control unit detects that the current shift range is a parking range within a predetermined period after transmitting the power transmission interruption command, the control unit transmits a power transmission restart command to the power transmission device,
The control unit, in the predetermined period after transmitting the power transmission interruption command, the detection unit can not detect the shift range, or when the shift range detected by the detection unit is not a parking range, A vehicle including a power receiving unit that transmits a power transmission end command to the power transmission device.

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