JP6578898B2 - Electronic control unit - Google Patents

Description

  The present invention relates to an electronic control device that controls driving of a rotating electrical machine connected to an output shaft of a vehicle so that a power receiving unit provided in the vehicle can receive power without contact from a power feeding unit provided in a parking lot.

  Conventionally, as described in Patent Document 1, a control device (electronic control device) that guides a vehicle is known so that a power receiving unit provided in the vehicle can receive power from a power feeding unit in a non-contact manner. The electronic control device includes a resonance ECU, an MG-ECU and an HV-ECU (rotation control unit), and an ECB.

  The resonance ECU detects the distance of the power reception unit with respect to the power transmission unit. The rotation control unit drives the motor generator (rotating electric machine) based on the distance detected by the resonance ECU to move the vehicle. The ECB controls braking of the vehicle based on a command from the rotation control unit. More specifically, the ECB performs coordinated control of a hydraulic brake and a regenerative brake by a rotating electrical machine. The vehicle stops by this cooperative control.

JP2011-188679A

  As described above, conventionally, in the process of guiding the vehicle to the power feeding unit, the vehicle is not stopped only by the regenerative brake without using the hydraulic brake. This is because the vehicle speed is low immediately before the vehicle is completely stopped, and therefore it is difficult to generate regenerative braking by the rotating electrical machine.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide an electronic control device that completely stops a vehicle by using only a torque generated by a rotating electric machine without using a hydraulic brake.

  The present invention employs the following technical means to achieve the above object. In addition, the code | symbol in a parenthesis shows the corresponding relationship with the specific means in the following embodiment as one aspect | mode, and does not limit a technical range.

One aspect of the present invention is that the output shaft (242) of the vehicle allows the power reception unit (210) provided in the vehicle (10) to receive power in a non-contact manner from the power supply unit (22) provided in the parking lot (P). An electronic control device for controlling driving of a rotating electrical machine (240) connected to
A position output unit (110, 160) for outputting a separation signal corresponding to the separation distance between the power feeding unit and the vehicle;
A rotation control unit (140) for driving the rotating electrical machine according to the separation signal;
With
If the points away from the power feeding part in order are the first point and the second point,
The rotation control unit
When it is determined that the vehicle has stopped at a point farther from the power supply unit than the second point, the vehicle is driven, and based on the separation signal, it is determined that the vehicle is moving from the second point toward the first point . If, supplies power to the rotary electric machine from the battery (220) provided in the vehicle speed control to cause torque, and, in the regenerative control to cause torque rotary electric machine by the rotation of the driving wheels of the vehicle (244) Do at least one, decelerate the vehicle only by the torque generated by the rotating electrical machine,
When it is determined that the vehicle is traveling from the first point toward the power supply unit based on the separation signal , rotation control is performed, the vehicle is decelerated only by the torque generated by the rotating electrical machine, and the power supply unit is provided. Stop the vehicle at the position.

  In the above configuration, when the vehicle travels from the second point toward the power feeding unit, the vehicle is decelerated only by the torque generated by the rotating electrical machine, and the hydraulic brake is not used. In addition, when the vehicle travels from the first point toward the power feeding unit, the rotation control unit performs rotation control based on electric power from the battery, not regenerative control based on rotation of the drive wheels. According to this, even before the vehicle is completely stopped, torque can be generated by the rotating electric machine even if the vehicle speed is low. Therefore, the vehicle can be completely stopped only by the torque generated by the rotating electrical machine without using the hydraulic brake.

It is a block diagram which shows schematic structure of the vehicle and communication apparatus which concern on 1st Embodiment. It is a flowchart which shows the process sequence of a guidance process. It is a top view for demonstrating the alignment of the horizontal position of the vehicle in a guidance process. It is a top view for demonstrating the alignment of the horizontal position of the vehicle in a guidance process. It is a top view for demonstrating the alignment of the horizontal position of the vehicle in a guidance process. It is a top view for demonstrating the alignment of the horizontal position of the vehicle in a guidance process. It is a schematic diagram for demonstrating the vehicle speed and torque in a guidance process. It is a flowchart which shows the process sequence of the front-back assist process. It is a flowchart which shows the process sequence of a 1st motor process. It is a flowchart which shows the process sequence of a 2nd motor process. It is a schematic diagram which shows the acceleration of the vehicle in a guidance process. It is a schematic diagram which shows the acceleration of the vehicle in a guidance process in the electronic control apparatus which concerns on a 1st modification. It is a block diagram which shows schematic structure of the vehicle and communication apparatus which concern on 2nd Embodiment.

  This will be described with reference to the drawings. In a plurality of embodiments, common or related elements are given the same reference numerals. A direction orthogonal to the plane on which the vehicle is disposed is referred to as a Z direction, a specific direction orthogonal to the Z direction is referred to as an X direction, and a direction orthogonal to the Z direction and the X direction is referred to as a Y direction. A plane defined by the X direction and the Y direction is referred to as an XY plane.

(First embodiment)
The electronic control device 100 is mounted on the vehicle 10. The electronic control device 100 functions to guide the vehicle 10 to the power supply device 20 provided in the parking lot P. When the vehicle 10 is guided to the power feeding device 20, the power receiving unit 210 of the vehicle 10 can receive power from the power feeding unit 22 of the power feeding device 20 in a non-contact manner.

  As shown in FIG. 1, in addition to the electronic control device 100, the vehicle 10 includes a vehicle-side communication unit 200, a power receiving unit 210, a battery 220, a PCU 230, an MG 240, a vehicle speed sensor 250, a first switch 260, a second switch 270, A notification unit 280 is provided. The power supply device 20 includes a power supply unit 22 and a power supply side communication unit 24. PCU is an abbreviation for Power Control Unit. MG is an abbreviation for Motor Generator. In the present embodiment, the vehicle 10 is a hybrid vehicle.

  The electronic control device 100 is electrically connected to the vehicle side communication unit 200. The vehicle side communication unit 200 communicates with the power supply side communication unit 24.

  The electronic control device 100 is electrically connected to each of the power receiving unit 210, the battery 220, and the PCU 230. The power receiving unit 210 supplies the power received from the power feeding unit 22 to the battery 220. In addition, the power receiving unit 210 outputs an intensity signal to the electronic control device 100. The strength signal is a signal indicating the strength of power received from the power feeding unit 22 in the power receiving unit 210.

  The electronic control device 100 is electrically connected to the vehicle speed sensor 250. A vehicle speed signal is input from the vehicle speed sensor 250 to the electronic control device 100. The vehicle speed signal is a signal indicating the vehicle speed V.

  The electronic control device 100 is electrically connected to the first switch 260 and the second switch 270. A first switching signal is input from the first switch 260 to the electronic control device 100. The first switching signal is a signal indicating the on / off state of the first switch 260. Further, a second switching signal is input from the second switch 270 to the electronic control device 100. The second switching signal is a signal indicating the on / off state of the second switch 270.

  The electronic control device 100 is electrically connected to the notification unit 280. The electronic control device 100 outputs a notification signal to the notification unit 280. The notification signal is a signal indicating notification content that the electronic control device 100 instructs the driver.

  Hereinafter, before describing the electronic control apparatus 100, each component provided in the vehicle 10 will be briefly described.

  The vehicle side communication unit 200 is configured to be able to communicate with the power supply side communication unit 24. The vehicle side communication unit 200 detects a communication signal output from the power supply side communication unit 24. And the vehicle side communication part 200 will start communication with the electric power feeding side communication part 24, for example, when the intensity | strength of a communication signal becomes more than a threshold value. The vehicle side communication unit 200 outputs a communication execution signal to the electronic control device 100 while performing communication with the power feeding side communication unit 24. The communication execution signal is a signal indicating that the vehicle side communication unit 200 is communicating with the power supply side communication unit 24.

  The power receiving unit 210 receives power from the power supply unit 22 in a non-contact manner. The power feeding unit 22 and the power receiving unit 210 have a coil. The power receiving unit 210 further includes a switch. The switch of the power receiving unit 210 is ON / OFF controlled by the electronic control device 100. The coil of the power receiving unit 210 is magnetically coupled to the coil of the power feeding unit 22 by magnetic field resonance. When the switch of the power receiving unit 210 is turned on, the coil of the power receiving unit 210 starts receiving power from the coil of the power feeding unit 22. The intensity of power received by the power reception unit 210 from the power supply unit 22 (power reception intensity I) varies depending on the separation distance L of the vehicle 10 from the power supply unit 22. Strictly speaking, the separation distance L is a separation distance of the power reception unit 210 from the power supply unit 22.

  The battery 220 is supplied with power from the power receiving unit 210 and stores the supplied power. Battery 220 supplies the stored power to MG 240. Further, battery 220 stores the electric power generated by MG 240. As the battery 220, for example, a storage battery such as a lithium battery or a nickel metal hydride battery can be employed.

  The PCU 230 receives an MG control signal from the electronic control device 100. The MG control signal is a signal for controlling the MG 240. The PCU 230 controls the MG 240 according to the MG control signal from the electronic control device 100. The PCU 230 has a converter and an inverter. The inverter is electrically connected to battery 220 via a converter. The converter converts the voltage level of the power supply voltage of battery 220 based on the MG control signal. The inverter controls MG 240 using the voltage converted by the converter based on the MG control signal. The inverter also generates MG 240 based on the MG control signal.

  The MG 240 has a shaft, a rotor, and a stator. The shaft is connected to the output shaft 242. The output shaft 242 transmits the rotation of the MG 240 to the drive wheel 244. The drive wheels 244 make the vehicle 10 run by rotation.

  The shaft rotates integrally with the rotor. The rotor has a permanent magnet. A stator is provided around the rotor. The stator has a three-phase stator coil. The three-phase stator coil is electrically connected to the inverter. Therefore, the three-phase stator coil is electrically connected to battery 220 via the inverter and converter. The operation of MG 240 will be described in detail later. The MG 240 corresponds to the rotating electrical machine described in the claims. Of course, the vehicle 10 is provided with an engine (not shown). The driving wheel 244 rotates by the driving force of at least one of the MG 240 and the engine.

  The vehicle speed sensor 250 detects the vehicle speed V. The first switch 260 is operated by the driver in order to switch notification contents of instruction processing described later. The second switch 270 is operated by the driver in order to switch from the instruction processing to the motor processing described later. When the driver may switch to the next process, the first switch 260 and the second switch 270 are individually turned on by the driver. The process switching using the first switch 260 and the second switch 270 will be described in detail later. The first switch 260 and the second switch 270 are provided on, for example, a handle or a display of a car navigation device.

  The notification unit 280 notifies the driver of the instruction of the electronic control device 100 based on the notification signal of the electronic control device 100. As the alerting | reporting part 280, the display of a speaker and a car navigation apparatus is employable, for example. That is, the notification unit 280 notifies the driver of the instruction of the electronic control device 100 by displaying sound and images. The notification unit 280 can also be referred to as a notification device.

  Hereinafter, the electronic control device 100 will be described. In the present embodiment, the electronic control device 100 includes a power reception control unit 110, a capacity detection unit 120, a rotation control unit 140, an assist control unit 130, and a notification control unit 150.

  The power reception control unit 110 is electrically connected to the vehicle side communication unit 200. A communication execution signal indicating execution of communication is input from the vehicle-side communication unit 200 to the power reception control unit 110. The power reception control unit 110 is also electrically connected to the power reception unit 210. The power reception control unit 110 outputs a power reception control signal to the power reception unit 210. The power reception control signal is a signal for controlling the power reception unit 210. When a communication execution signal is input from the vehicle-side communication unit 200, the power reception control unit 110 outputs a power reception control signal to the power reception unit 210. Thereby, the switch of the power receiving unit 210 is turned on, and the coil of the power receiving unit 210 starts to receive power. When the power receiving unit 210 starts receiving power, the power receiving control unit 110 acquires an intensity signal from the power receiving unit 210.

  The power reception control unit 110 is electrically connected to the assist control unit 130 and the rotation control unit 140. The power reception control unit 110 outputs the efficiency signal E to the assist control unit 130 and the rotation control unit 140. The efficiency signal E will be described in detail later. Furthermore, the power reception control unit 110 is electrically connected to the capacity detection unit 120.

  The capacity detection unit 120 is electrically connected to the assist control unit 130 and the rotation control unit 140 in addition to the power reception control unit 110. The capacity detection unit 120 outputs a capacity signal to the power reception control unit 110, the assist control unit 130, and the rotation control unit 140. The capacity signal is a signal indicating the remaining capacity of the battery 220.

  The assist control unit 130 is electrically connected to the vehicle side communication unit 200. A communication execution signal is input to the assist control unit 130 from the vehicle-side communication unit 200. When the communication execution signal is input, the assist control unit 130 starts an instruction process for instructing the driver to align the vehicle 10 with the power feeding device 20.

  The assist control unit 130 is electrically connected to the vehicle speed sensor 250. A vehicle speed signal is input from the vehicle speed sensor 250 to the assist control unit 130. The assist control unit 130 determines notification contents to instruct the driver in the instruction processing based on the vehicle speed signal.

  The assist control unit 130 is electrically connected to the first switch 260 and the second switch 270. The assist control unit 130 receives the first switching signal and the second switching signal from the first switch 260 and the second switch 270. The first switching signal is a signal for switching the notification content of the instruction process. The second switching signal is a signal for switching from instruction processing to motor processing described later. Based on the first switching signal, the assist control unit 130 switches notification contents instructed to the driver in the instruction processing.

  The assist control unit 130 is electrically connected to the notification control unit 150. The assist control unit 130 outputs a first instruction signal to the notification control unit 150. The first instruction signal is a signal indicating a lateral position alignment of the vehicle 10 and an instruction in the front-rear direction.

  The assist control unit 130 is electrically connected to the rotation control unit 140. The assist control unit 130 outputs a parking direction signal to the rotation control unit 140. The parking direction signal is a signal indicating whether the vehicle 10 is back parked or forward parked. The assist control unit 130 generates a parking direction signal according to the vehicle speed V.

  When the parking direction signal is input, rotation control unit 140 starts motor processing for controlling MG 240. The rotation control unit 140 is electrically connected to the vehicle speed sensor 250. Therefore, a vehicle speed signal is input to the rotation control unit 140. Further, as described above, the rotation control unit 140 is electrically connected to the power reception control unit 110. Therefore, the efficiency signal E is input to the rotation control unit 140. The rotation control unit 140 determines the control content of the MG 240 in the motor processing based on the parking direction signal, the vehicle speed signal, and the efficiency signal E.

  The rotation control unit 140 is electrically connected to the PCU 230. The rotation control unit 140 outputs an MG control signal to the PCU 230. The MG control signal is a PWM signal that controls on / off of a plurality of switching elements constituting the converter and inverter of the PCU 230. When the vehicle 10 performs normal travel, the rotation control unit 140 calculates a target torque based on various sensor signals such as the rotation angle and the rotation speed of the rotor of the MG 240 and other vehicle speed V and accelerator opening. The rotation control unit 140 determines the duty ratio of the PWM signal based on the target torque. In addition, the calculation method of the target torque by the rotation control unit 140 in the process in which the electronic control device 100 guides the vehicle 10 to the parking lot P will be described in detail later.

  The rotation control unit 140 is electrically connected to the notification control unit 150. The rotation control unit 140 outputs a second instruction signal to the notification control unit 150. The second instruction signal is a signal indicating a parking brake instruction.

  The notification control unit 150 is electrically connected to the notification unit 280. The notification control unit 150 notifies the driver of the lateral position alignment and the front-rear direction instruction based on the first instruction signal. Further, the notification control unit 150 notifies the driver of the parking brake instruction based on the second instruction signal.

  Hereinafter, the power reception control unit 110 and the rotation control unit 140 will be described in detail.

  As described above, the power reception control unit 110 acquires an intensity signal. A maximum intensity Imax is stored in a memory (not shown). The maximum strength Imax is a value of the power receiving strength I when the vehicle 10 stops at a position where the power feeding unit 22 is provided. The power reception control unit 110 generates the efficiency signal E based on the comparison between the power reception intensity I and the maximum intensity Imax. The efficiency signal E indicates the efficiency of power received by the power receiving unit 210 from the power feeding unit 22 (power receiving efficiency). More specifically, the power receiving efficiency is (I / Imax) × 100. In this embodiment, the unit of power reception efficiency is percent. An example in which a signal indicating the maximum intensity Imax is input from the power supply side communication unit 24 to the vehicle side communication unit 200 may be employed.

  The value of the received power intensity I increases as the separation distance L decreases. Therefore, the value of the efficiency signal E increases as the separation distance L decreases. The power reception control unit 110 corresponds to the position output unit described in the claims. The efficiency signal E corresponds to the separation signal described in the claims.

  The rotation control unit 140 and the PCU 230 perform rotation control and regeneration control for the MG 240. Rotation control unit 140 and PCU 230 cause MG 240 to generate torque through rotation control and regenerative control. The rotation control unit 140 and the PCU 230 correspond to the rotation control unit described in the claims. The rotation control unit 140 includes, for example, an HV-ECU and a motor ECU. The rotation control unit 140 includes, for example, a circuit that controls rotation and a circuit that performs regeneration control that is configured separately from the circuit that controls rotation. The assist control unit 130 is configured by, for example, an HV-ECU.

  Hereinafter, control of the MG 240 by the rotation control unit 140 and the inverter will be described. Whether or not the converter performs a boost operation is appropriately determined by rotation control unit 140 based on vehicle speed V or the like. Therefore, the description is omitted.

  In the rotation control, the switching element of the inverter is turned on based on the MG control signal, so that the three-phase stator coil of MG 240 is electrically connected to battery 220. The inverter passes a three-phase alternating current that is shifted by 120 ° in electrical angle through the three-phase stator coil. By doing so, a three-phase rotating magnetic field is generated in the stator. The inverter generates a three-phase rotating magnetic field from the stator so as to promote the rotation of the drive wheels 244, and generates torque in the rotor along the rotation direction of the rotor. In the rotation control, the inverter can also generate torque in the rotor so as to prevent the drive wheels 244 from rotating.

  As described above, in the rotation control, the electric power of the battery 220 is converted into the rotational energy of the drive wheels 244. That is, in the rotation control, torque is generated in the rotor based on the electric power of the battery 220. As described above, the output shaft 242 and the drive wheels 244 rotate and the vehicle 10 travels.

  In the regenerative control, when the output shaft 242 is rotated by the rotational energy of the drive wheel 244, the magnetic field generated from the rotor intersects with the three-phase stator coil and an induced voltage is generated in the three-phase stator coil. The three-phase stator coil of MG 240 is electrically connected to battery 220 by turning on the switching element of the inverter based on the MG control signal. As a result, a current corresponding to the induced voltage of the three-phase stator coil flows through the three-phase stator coil. This current is supplied to the battery 220. This will generate electricity. This power generation generates torque in the rotor that hinders rotation of the drive wheels 244. Thus, in regenerative control, the rotational energy of the drive wheel 244 is converted into the electric power of the battery 220, and torque is generated in the rotor.

  Next, a guidance process in which the electronic control device 100 guides the vehicle 10 will be described with reference to FIGS.

  In FIG. 7, the figure in case the vehicle 10 carries out back parking in the guidance process is shown. As shown in FIG. 7, points that are sequentially separated from the power feeding unit 22 are defined as a first point, a second point, and a third point. The first point is a point away from the power feeding unit 22 by a distance C. The second point is a point that is farther from the power supply unit 22 than the first point and is a distance B away from the power supply unit 22. The third point is a point that is farther from the power feeding unit 22 than the second point and is a distance A away from the power feeding unit 22.

  In the guidance process, first, the assist control unit 130 performs steps S10 to S16 shown in FIG. Steps S10 to S16 correspond to the instruction process.

  In step S <b> 10, the assist control unit 130 determines whether the vehicle side communication unit 200 is communicating with the power supply side communication unit 24. The assist control unit 130 determines that the vehicle-side communication unit 200 is communicating with the power-feeding-side communication unit 24 when a communication execution signal is input.

  When it is determined in step S10 that the vehicle-side communication unit 200 is performing communication, the assist control unit 130 instructs the driver to match the lateral position of the vehicle 10 with the lateral position of the parking lot P (step S12). ). Specifically, as described above, the assist control unit 130 outputs the first instruction signal to the notification control unit 150. Thereby, the notification unit 280 notifies the driver so that the lateral position of the vehicle 10 matches the lateral position of the parking lot P. If it is determined in step S10 that the vehicle side communication unit 200 is not communicating, the assist control unit 130 ends the guidance process and starts the guidance process again.

  As shown in FIGS. 3 to 6, in the present embodiment, the parking lot P is an area where one vehicle 10 can be parked. The parking lot P has a substantially rectangular shape with a long side in the X direction on the XY plane. The parking lot P can also be called a parking area or a parking space.

  As shown in FIGS. 3 and 4, by aligning the lateral position of the vehicle 10 with the lateral position of the parking lot P, the vehicle 10 can reach the position where the power feeding unit 22 is provided only by moving forward or backward. At the position of the vehicle 10 shown in FIGS. 5 and 6, the vehicle 10 cannot reach the position where the power feeding unit 22 is provided only by moving forward or backward. 3 to 6 is a locus of the vehicle 10 when the vehicle 10 moves toward the power supply unit 22 by moving forward or backward.

  Next, the assist control unit 130 acquires the first switching signal and determines whether the first switch 260 is on or off (step S14). If the first switch 260 is off in step S14, the assist control unit 130 ends the guidance process and starts the guidance process again.

  When the first switch 260 is on in step S14, the assist control unit 130 performs the front-rear assist process (step S16). The front-rear assist process is a process for instructing the driver to advance or reverse the vehicle 10 so that the vehicle 10 approaches the power supply unit 22. The front / rear assist process will be described in detail later. As shown in FIG. 7, the vehicle 10 travels from the point where the guidance process is started to the third point by the front-rear assist process. When the front / rear assist process is completed, the assist control unit 130 outputs a parking direction signal to the rotation control unit 140.

  When the parking direction signal is input, rotation control unit 140 starts motor processing shown in steps S18 and S20. It should be noted that not the assist control unit 130 but the rotation control unit 140 performs the processing after step S18. While the motor processing is being performed, the vehicle 10 travels automatically and no driver operation is required. In the motor process, the rotation control unit 140 first performs a first motor process (step S18). By the first motor processing, the vehicle 10 travels from the third point to the second point, and further travels from the second point to the first point.

  When the rotation control unit 140 ends the first motor process, the rotation control unit 140 performs the second motor process (step S20). By the second motor process, the vehicle 10 travels from the first point to the position where the power feeding unit 22 is provided.

  When the second motor process ends, rotation control unit 140 acquires efficiency signal E from power reception control unit 110 and determines whether or not separation distance L is longer than distance α (step S22). The distance α is a threshold value for determining the length of the separation distance L. The distance α is shorter than the distance C, for example. The assist control unit 130 makes a determination by comparing the value of the efficiency signal E with a value corresponding to the distance α. The value corresponding to the distance α is the value of the efficiency signal E when the separation distance L is the distance α. A value corresponding to the distance α is stored in advance in the memory.

  When the separation distance L is longer than the distance α in step S22, the rotation control unit 140 performs the first motor process again (step S18). If the separation distance L is longer than the distance α in step S22, the rotation control unit 140 may perform the front / rear assist process again (step S16).

  When the separation distance L is equal to or less than the distance α in step S22, the rotation control unit 140 instructs the driver to perform the parking brake (step S24). The rotation control unit 140 outputs a notification signal to the notification control unit 150, so that the notification unit 280 notifies the driver of an instruction for parking brake. Thereby, the vehicle 10 stops near the position where the power feeding unit 22 is provided.

  Note that when the remaining capacity of the battery 220 exceeds a predetermined amount, the electronic control apparatus 100 may end the guidance process. Whether the remaining capacity of the battery 220 is equal to or greater than a predetermined amount is determined by any one of the power reception control unit 110, the rotation control unit 140, and the assist control unit 130 based on the capacity signal from the capacity detection unit 120.

  Next, the front-rear assist process in the assist control unit 130 will be described with reference to FIG. Note that the vehicle speed V is set to a positive value when the vehicle 10 is moving forward regardless of whether or not the vehicle 10 is moving toward the power feeding unit 22. On the other hand, when the vehicle 10 is moving backward, the vehicle speed V is set to a negative value. Regardless of whether or not the vehicle 10 is moving toward the power supply unit 22, a torque that prompts the vehicle 10 to move forward and a torque that prevents the vehicle from moving backward are set to positive values. On the other hand, the torque that promotes the backward movement of the vehicle 10 and the torque that prevents the forward movement are negative values. An increase in the absolute value of the vehicle speed V indicates acceleration and a decrease indicates deceleration.

  In the front-rear assist process, first, the assist control unit 130 acquires the efficiency signal E from the power reception control unit 110, and determines whether or not the separation distance L is longer than the distance A (step S30). The assist control unit 130 makes a determination by comparing the value of the efficiency signal E with a value corresponding to the distance A. The value corresponding to the distance A is the value of the efficiency signal E when the vehicle 10 is located at the third point. A value corresponding to the distance A is stored in advance in the memory.

  When the separation distance L is longer than the distance A in step S30, the assist control unit 130 instructs the driver in the traveling direction (step S32). The advancing direction instructed here is a direction in which the vehicle 10 approaches the power feeding unit 22 among forward and reverse. In the case of back parking, the assist control unit 130 instructs the driver to move backward. On the other hand, in the case of forward parking, the assist control unit 130 instructs the driver to move forward. After instructing the driver of the traveling direction, the assist control unit 130 determines again whether or not the separation distance L is longer than the distance A (step S30). As the assist control unit 130 repeats step S30 and step S32, the notification unit 280 notifies the driver so that the vehicle 10 approaches the power feeding unit 22.

  In step S30, when the separation distance L is equal to or less than the distance A, the assist control unit 130 instructs the driver to stop (step S34). And the assist control part 130 determines whether the vehicle speed V is 0 km / h based on a vehicle speed signal (step S36). That is, the assist control unit 130 determines whether or not the vehicle 10 is stopped.

  At this time, the assist control unit 130 determines whether the parking of the vehicle 10 is back parking or forward parking based on the vehicle speed V. The assist control unit 130 determines that the vehicle 10 is back parked when the vehicle speed V is a negative value. The assist control unit 130 determines that the vehicle 10 is parked forward when the vehicle speed V is a positive value. The assist control unit 130 generates a parking direction signal based on these determinations. The assist control unit 130 may generate a parking direction signal in accordance with the instruction content in step S32.

  If it is determined in step S36 that the vehicle speed V is not 0 km / h, the assist control unit 130 instructs the driver to stop again (step S34). When it is determined in step S36 that the vehicle speed V is 0 km / h, the assist control unit 130 determines whether the second switch 270 is on or off (step S38). If the second switch 270 is off in step S38, the assist control unit 130 determines again whether the second switch 270 is on or off (step S38). Therefore, the assist control unit 130 repeats the determination in step S38 until the driver turns on the second switch 270.

  If the second switch 270 is on in step S38, the assist control unit 130 ends the front-rear assist process. As described above, when the front-rear assist process is completed, the assist control unit 130 outputs a parking direction signal to the rotation control unit 140.

  Next, based on FIG.7 and FIG.9, the 1st motor process in the rotation control part 140 is demonstrated.

  As described above, the rotation control unit 140 starts the first motor process when the parking direction signal is input. First, the rotation control unit 140 determines whether the parking of the vehicle 10 in the guidance process is back parking or forward parking based on the parking direction signal (step S40). When the vehicle speed V immediately before stopping in the front-rear assist process is a negative value, the rotation control unit 140 determines that parking of the vehicle 10 in the guidance process is back parking. On the other hand, when the vehicle speed V immediately before stopping is a positive value, the rotation control unit 140 determines that the parking of the vehicle 10 is forward parking.

  When it determines with it being back parking in step S40, the rotation control part 140 performs rotation control and reverses the vehicle 10 (step S42). Hereinafter, the rotation control for moving the vehicle 10 backward toward the power feeding unit 22 is referred to as reverse rotation control. In the reverse rotation control, the rotation control unit 140 causes the rotor to generate a negative torque that promotes the rotation of the drive wheels 244. Thereby, the stopped vehicle 10 is moved backward toward the power feeding unit 22. The rotation control unit 140 performing reverse rotation control can be rephrased as turning on reverse rotation control.

At this time, the rotation control unit 140 calculates a target torque X to be generated in the rotor. The rotation control unit 140 outputs an MG control signal to the inverter so that the torque generated in the rotor matches the target torque X. Unlike the case where the vehicle 10 travels normally, the rotation control unit 140 calculates the target torque X using the first approach degree D1 in step S42. The first approach degree D1 indicates the degree to which the vehicle 10 approaches the second point. Assuming that the power receiving efficiency when the vehicle 10 is traveling from the third point toward the second point is En and the power receiving efficiency at the third point is E3, the first approach degree D1 is expressed by Equation 1. The units of En and E3 are percentages.
(Equation 1) 1st approach degree D1 = (En-E3) / (100-E3)

  The power receiving efficiency En increases as the vehicle 10 approaches the second point from the third point. Therefore, the first approach degree D1 increases as the vehicle 10 approaches the second point. The first approach degree D1 is a value that is greater than or equal to 0 and less than 1.

When β is a fixed value, the rotation control unit 140 sets the absolute value of the target torque X to a value expressed by Equation 2.
(Expression 2) Absolute value of target torque X = β × (1−D1)

  According to this, the absolute value of the target torque X decreases as the vehicle 10 approaches the second point. Note that the value of β is a positive value. Since the target torque X is a negative value in step S42, the target torque X = −β × (1−D1). Therefore, the target torque X, which is a negative value, increases as the vehicle 10 approaches the second point.

  Next, rotation control unit 140 acquires efficiency signal E from power reception control unit 110, and determines whether or not separation distance L is longer than distance B (step S44). The rotation control unit 140 makes a determination by comparing the value of the efficiency signal E with a value corresponding to the distance B. The value corresponding to the distance B is the value of the efficiency signal E when the vehicle 10 is located at the second point. A value corresponding to the distance B is stored in advance in the memory.

  In step S44, when the separation distance L is longer than the distance B, the rotation control unit 140 determines whether or not the vehicle speed V is higher than −5 km / h (step S46). When it is determined that the vehicle speed V is greater than −5 km / h, the absolute value of the vehicle speed V is greater than 0 km and less than 5 km / h. At this time, the speed toward the power feeding unit 22 in the vehicle 10 is slow. On the other hand, when it is determined that the vehicle speed V is −5 km / h or less, the speed of the vehicle 10 toward the power feeding unit 22 is high.

  When it is determined in step S46 that the vehicle speed V is greater than −5 km / h, the rotation control unit 140 turns on the reverse rotation control again (step S42). Thereby, the speed which goes to the electric power feeding part 22 in the vehicle 10 can be made quick.

  When it is determined in step S46 that the vehicle speed V is -5 km / h or less, the rotation control unit 140 does not perform reverse rotation control (step S48). Thereby, no torque is generated in the rotor. In other words, the target torque value is set to zero. By step S48, it can suppress that the vehicle speed V becomes smaller than -5km / h. That is, it can suppress that the speed which goes to the electric power feeding part 22 in the vehicle 10 becomes faster than necessary. In other words, the fact that the rotation control unit 140 does not perform the reverse rotation control can be paraphrased as turning off the reverse rotation control.

  After turning off the reverse rotation control, the rotation control unit 140 determines again whether or not the separation distance L is longer than the distance B (step S44). According to step S42 to step S48, the rotation control unit 140 moves the vehicle 10 backward so as to go from the third point to the second point. When the vehicle speed V becomes −5 km / h, the rotation control unit 140 maintains the vehicle speed V at −5 km / h.

  When the separation distance L becomes less than or equal to the distance B in step S44, the rotation control unit 140 performs regenerative control to generate torque that prevents rotation of the drive wheels 244 in the rotor. The vehicle 10 is braked by this regenerative control (step S50). Thereby, the absolute value of the vehicle speed V is reduced and the vehicle 10 is decelerated. It can be paraphrased that turning on regeneration control that rotation control part 140 performs regeneration control is turned on. At this time, the rotation control unit 140 calculates a target torque Y generated in the rotor. For example, the rotation control unit 140 controls the MG 240 so that the absolute value of the torque generated in the rotor does not exceed the absolute value of the target torque Y. That is, the target torque Y is an upper limit value of torque generated in the rotor. For example, the rotation control unit 140 increases the absolute value of the target torque Y as the absolute value of the vehicle speed V increases.

  In the example shown in FIG. 7, when the vehicle 10 reaches the second point, the torque generated in the rotor is almost zero. When the vehicle 10 moves backward from the second point, the torque generated in the rotor gradually increases. When the vehicle 10 reaches a predetermined point, the torque generated in the rotor reaches a peak. As the vehicle 10 moves from this point toward the first point, the torque generated in the rotor decreases. The above is the torque behavior in step S50 of the rotation control unit 140.

  In step S50, the rotation control unit 140 may brake the vehicle 10 by performing rotation control instead of regenerative control. Moreover, when the vehicle 10 goes from the second point to the first point, the rotation control unit 140 may perform the other after performing one of the regeneration control and the rotation control. Furthermore, when the vehicle 10 goes from the second point to the first point, the rotation control unit 140 may switch between regenerative control and rotation control a plurality of times. Thus, when the vehicle 10 heads from the second point to the first point, the rotation control unit 140 performs at least one of regenerative control and rotation control to brake the vehicle 10.

  For example, when the vehicle 10 climbs a hill and parks in the parking lot P, the rotation control unit 140 determines that the separation distance L is equal to or less than the distance B in step S44, and then the vehicle 10 proceeds in a direction away from the power supply unit 22. Can be considered. For example, the rotation control unit 140 determines that the vehicle 10 is moving in a direction away from the power feeding unit 22 when the sign of the vehicle speed V is reversed. When the vehicle 10 is traveling in a direction away from the power supply unit 22, the rotation control unit 140 performs rotation control so that the vehicle 10 is directed toward the power supply unit 22.

  After turning on the regeneration control, the rotation control unit 140 acquires the efficiency signal E from the power reception control unit 110 and determines whether or not the separation distance L is longer than the distance C (step S52). The rotation control unit 140 makes a determination by comparing the value of the efficiency signal E with the value corresponding to the distance C. The value corresponding to the distance C is the value of the efficiency signal E when the vehicle 10 is located at the first point. A value corresponding to the distance C is stored in the memory in advance.

  When the rotation control unit 140 determines in step S52 that the separation distance L is longer than the distance C, the rotation control unit 140 turns on the regeneration control again (step S50). Thereby, the rotation control unit 140 repeatedly performs the regeneration control until the vehicle 10 reaches the first point. If the separation distance L is equal to or less than the distance C in step S54, the rotation control unit 140 ends the first motor process.

  When it is determined in step S40 that the vehicle 10 is parked forward, the rotation control unit 140 performs the processes of steps S54 to S60. The process of step S54 to step S60 is a process in which the direction of the vehicle 10 is reversed with respect to the process of step S42 to step S48. In other words, the processing of step S54 to step S60 is processing in which the vehicle speed V and the sign of torque are reversed with respect to the processing of step S42 to step S48.

  When it determines with forward parking in step S40, the rotation control part 140 performs rotation control and advances the vehicle 10 (step S54). Hereinafter, the rotation control for moving the vehicle 10 forward toward the power feeding unit 22 is referred to as forward rotation control. In step S54, performing the forward rotation control by the rotation control unit 140 can be rephrased as turning on the forward rotation control. At this time, the rotation control unit 140 calculates a target torque X generated in the rotor. In step S54, the target torque X = β × (1-D1). That is, the target torque X is a positive value.

  Next, the rotation control unit 140 determines whether or not the separation distance L is longer than the distance B (step S56). When the separation distance L is longer than the distance B in step S56, the rotation control unit 140 determines whether or not the vehicle speed V is less than 5 km / h (step S58). When it is determined in step S58 that the vehicle speed V is less than 5 km / h, the rotation control unit 140 turns on the forward rotation control again (step S54).

  When it is determined in step S58 that the vehicle speed V is 5 km / h or higher, the rotation control unit 140 does not perform forward rotation control (step S60). In other words, the fact that the rotation control unit 140 does not perform the forward rotation control can be paraphrased as turning off the forward rotation control. After turning off the forward rotation control, the rotation control unit 140 determines again whether or not the separation distance L is longer than the distance B (step S56). According to step S54 to step S60, the rotation control unit 140 moves the vehicle 10 forward from the third point toward the second point. When the vehicle speed V reaches 5 km / h, the rotation control unit 140 maintains the vehicle speed V at 5 km / h.

  When the separation distance L is equal to or less than the distance B in step S56, the rotation control unit 140 turns on the regeneration control (step S50). For example, the target torques Y and β are set so that the absolute value of the vehicle speed V is about 1 km / h when the vehicle 10 reaches the first point.

  Next, the second motor process in the rotation control unit 140 will be described based on FIGS. 7 and 10.

  The rotation control unit 140 starts the second motor process when the first motor process ends. In the second motor process, the rotation control unit 140 performs rotation control, and generates torque that prevents rotation of the drive wheels 244 in the rotor (step S60). Thereby, the rotation control unit 140 brakes the vehicle 10. Hereinafter, the rotation control for braking the vehicle 10 is referred to as braking rotation control. Thereby, the absolute value of the vehicle speed V is reduced and the vehicle 10 is decelerated. In other words, the rotation control unit 140 performing the braking rotation control can be paraphrased as turning on the braking rotation control.

  At this time, the rotation control unit 140 calculates a target torque Z to be generated in the rotor. The rotation control unit 140 controls the MG 240 so that the calculated target torque Z matches the torque generated in the rotor.

  When the vehicle 10 is parked back, the target torque Z is a positive value. On the other hand, when the vehicle 10 is parked forward, the target torque Z is a negative value. For example, the rotation control unit 140 determines whether the vehicle 10 is back parked or forward parked based on the vehicle speed V.

Unlike the case where the vehicle 10 travels normally, the rotation control unit 140 calculates the target torque Z using the second approach degree D2 in step S60. The second approach degree D <b> 2 indicates the degree to which the vehicle 10 approaches the power feeding unit 22. Assuming that the power reception efficiency when the vehicle 10 is traveling from the first point toward the power supply unit 22 is En, and the power reception efficiency at the first point is E1, the second approach degree D2 is expressed by Equation 3. The units of En and E1 are percentages.
(Equation 3) Second approach degree D2 = (En−E1) / (100−E1)

  The power reception efficiency En increases as the vehicle 10 approaches the power feeding unit 22 from the first point. Therefore, the second approach degree D2 increases as the vehicle 10 approaches the power feeding unit 22. The second approach degree D2 is a value of 0 or more and 1 or less.

When γ is a fixed value, the rotation control unit 140 sets the target torque Z to a value represented by Equation 4.
(Expression 4) Target torque Z = γ × (1−D2)

  According to this, the absolute value of the target torque Z decreases as the vehicle 10 approaches the power supply unit 22. As shown in FIG. 7, the absolute value of the torque generated by the rotor decreases as the vehicle 10 approaches the power feeding unit 22. In the present embodiment, the value of γ is the value of the target torque Y when the vehicle 10 is located at the first point. Therefore, the value of γ including positive and negative is determined according to the value of the target torque Y. In the case of back parking, the target torque Z and γ are positive values. On the other hand, in the case of forward parking, the target torque Z and γ are negative values.

  After turning on the rotation control, the rotation control unit 140 determines whether or not the vehicle speed V is 0 km / h (step S62). When the vehicle speed V is not 0 km / h, the rotation control unit 140 turns on the braking rotation control again. According to step S60 and step S62, the vehicle 10 is decelerated until the vehicle 10 stops completely. When it is determined in step S62 that the vehicle speed V is 0 km / h, the rotation control unit 140 ends the second motor process.

  Next, based on FIG. 11, the acceleration of the vehicle 10 when the vehicle 10 heads for the electric power feeding part 22 from a 2nd point is demonstrated. The acceleration of the vehicle 10 heading from the second point to the first point is referred to as a first acceleration, and the acceleration of the vehicle 10 heading from the first point to the power feeding unit 22 is referred to as a second acceleration.

  The acceleration of the vehicle 10 exhibits almost the same behavior as the torque generated in the rotor. That is, as the torque generated in the rotor increases, the acceleration of the vehicle 10 also increases. On the other hand, when the torque generated in the rotor is reduced, the acceleration of the vehicle 10 is also reduced. The rotation control unit 140 adjusts the value of the first acceleration by setting the target torque Y in step S50. The rotation control unit 140 adjusts the value of the second acceleration by setting the target torque Z in step S60.

  The absolute value of the vehicle speed V decreases as the vehicle 10 moves from the second point toward the power feeding unit 22. Hereinafter, the vehicle speed V when the vehicle 10 is located at the second point is referred to as a second speed V2, and the vehicle speed V when the vehicle 10 is located at the first point is referred to as a first speed V1.

  When the time T0 when the vehicle 10 is located at the second point is reached, the absolute value of the first acceleration increases from approximately 0 to a predetermined value. Then, as time elapses from time T0, the absolute value of the first acceleration decreases.

  At time T1 after a predetermined time has elapsed from time T0, the vehicle 10 reaches the first point. As time elapses from time T1, the absolute value of the second acceleration decreases. Then, at time T2 after a predetermined time has elapsed from time T1, the vehicle 10 reaches a position where the power feeding unit 22 is provided. At time T2, the absolute value of the second acceleration is zero.

  In the present embodiment, the absolute value of the first acceleration changes more per unit time than the absolute value of the second acceleration. That is, the absolute value of the first acceleration becomes smaller rapidly than the absolute value of the second acceleration. In the present embodiment, the average absolute value of the second acceleration is smaller than the average absolute value of the first acceleration. That is, the absolute value of the second acceleration is smaller than the absolute value of the first acceleration. Specifically, the average absolute value of the first acceleration is V2-V1 / (T1-T0). On the other hand, the average absolute value of the second acceleration is V1 / (T2-T1). The distance B, the distance C, the target torque Y, and the target torque Z are set so that the average value of the absolute value of the second acceleration is smaller than the average value of the absolute value of the first acceleration.

  Next, effects of the electronic control device 100 described above will be described.

  In the present embodiment, when the vehicle 10 travels from the second point toward the power feeding unit 22, the vehicle 10 is decelerated only by the torque generated by the rotor, and the hydraulic brake is not used. Further, when the vehicle 10 travels from the first point toward the power feeding unit 22, the rotation control unit 140 performs rotation control based on the electric power from the battery 220 instead of the regenerative control based on the rotation of the drive wheels 244. According to this, even before the vehicle 10 is completely stopped, even if the vehicle speed V is low, torque can be generated by the rotor. Therefore, the vehicle 10 can be completely stopped only by the torque generated by the rotor without using a hydraulic brake.

  In the present embodiment, the power reception control unit 110 generates the efficiency signal E based on the power reception efficiency that changes according to the separation distance L. Then, using this efficiency signal E, the rotation control unit 140 makes a determination based on the separation distance L. According to this, determination based on the separation distance L can be performed without providing a camera in the vehicle 10, for example.

  In the present embodiment, the absolute value of the second acceleration is smaller than the absolute value of the first acceleration. According to this, the absolute value of the acceleration of the vehicle 10 is smaller at a position where the vehicle 10 is close to the power feeding unit 22 than at a far position. Therefore, it is possible to suppress the ride comfort of the driver from being deteriorated as compared with the configuration in which the absolute value of the acceleration increases at a position close to the power supply unit 22.

  In the present embodiment, the absolute value of the second acceleration decreases as the vehicle 10 moves from the first point to the power feeding unit 22. According to this, when the vehicle 10 heads from the 1st point to the electric power feeding part 22, it can suppress that a driver | operator's riding comfort deteriorates.

  In the present embodiment, an example in which the first acceleration and the second acceleration change with time is shown, but the present invention is not limited to this. As shown in the first modified example of FIG. 12, an example in which the first acceleration and the second acceleration are substantially constant regardless of time may be employed. Further, an example in which the first acceleration is substantially constant regardless of time and the absolute value of the second acceleration decreases as the vehicle 10 moves from the first point toward the power feeding unit 22 can be adopted.

  Further, although the power supply unit 22 is not described in detail, an example in which the power supply unit 22 includes a switch electrically connected to its own coil may be employed. In this example, when the power supply side communication unit 24 starts communication with the vehicle side communication unit 200, the power supply unit 22 is switched on. Further, as described above, when the vehicle side communication unit 200 starts communication with the power supply side communication unit 24, the power reception control unit 110 turns on the switch of the power reception unit 210. When both the power supply unit 22 and the power reception unit 210 are switched on, the power reception unit 210 receives power from the power supply unit 22.

(Second Embodiment)
In the present embodiment, description of parts common to the electronic control device 100 shown in the second embodiment is omitted.

  As shown in FIG. 13, the vehicle 10 is further provided with a camera 310. The camera 310 captures the surroundings of the vehicle 10. For example, the camera 310 is attached to the vehicle body so that at least one of the front and rear of the vehicle 10 can be photographed.

  The electronic control device 100 further includes a position output unit 160. The position output unit 160 generates and outputs a separation signal G corresponding to the separation distance L based on the captured image of the camera 310. The position output unit 160 outputs a separation signal G to the assist control unit 130 and the rotation control unit 140.

  In the front-rear assist process, the assist control unit 130 determines the separation distance L according to the separation signal G. In the first motor process and the second motor process, the rotation control unit 140 determines the separation distance L according to the separation signal G. Further, the rotation control unit 140 performs the determination in step S22 according to the separation signal G.

  In the present embodiment, an example in which the rotation control unit 140 and the assist control unit 130 determine the separation distance L in the guidance process according to only the separation signal G based on the captured image of the camera 310 has been described. However, the present invention is not limited to this. It is also possible to employ an example in which the rotation control unit 140 and the assist control unit 130 use both the efficiency signal E based on the power reception efficiency and the separation signal G based on the captured image of the camera 310 for determining the guidance process. For example, the rotation control unit 140 and the assist control unit 130 select a signal used for determining the separation distance L for each process of determining from the efficiency signal E and the separation signal G.

  The preferred embodiments of the present invention have been described above, but the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.

  In the said embodiment, although the rotation control part 140 showed the example which calculates target torque, it is not limited to this. In the electronic control device 100, an example in which the assist control unit 130 calculates the target torque may be employed. In this example, the assist control unit 130 outputs a signal based on the calculated target torque to the rotation control unit 140.

  In the said embodiment, although the electronic control apparatus 100 showed the example provided with the power reception control part 110, the capacity | capacitance detection part 120, the assist control part 130, the rotation control part 140, and the alerting | reporting control part 150, it does not limit to this. . The electronic control device 100 only needs to include at least a portion that outputs a signal corresponding to the separation distance L and the rotation control unit 140. The parts that output signals according to the separation distance L are the power reception control unit 110 and the position output unit 160.

  In the above embodiment, the electronic control device 100, the vehicle-side communication unit 200, the power receiving unit 210, the battery 220, the PCU 230, the MG 240, the vehicle speed sensor 250, the first switch 260, the second switch 270, and the notification unit 280 are provided in the vehicle 10. An example was given. However, the present invention is not limited to this. When the vehicle 10 goes from the second point to the power supply unit 22, at least the electronic control device 100, the power reception unit 210, the battery 220, and the MG 240 may be provided in the vehicle 10. The power receiving unit 210 receives power from the power supply unit 22 and charges the battery 220. And MG240 should just be the structure which drive | works a vehicle.

  In the said embodiment, although the vehicle 10 showed the example which is a hybrid vehicle, it is not limited to this. An example in which the vehicle 10 is an electric vehicle can also be adopted.

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 20 ... Power feeding apparatus, 22 ... Power feeding part, 24 ... Power feeding side communication part, 100 ... Electronic control apparatus, 110 ... Power reception control part, 120 ... Capacity detection part, 130 ... Assist control part, 140 ... Rotation control part , 150 ... Notification control section, 160 ... Position output section, 200 ... Vehicle side communication section, 210 ... Power receiving section, 220 ... Battery, 230 ... PCU, 240 ... MG, 242 ... Output shaft, 244 ... Drive wheel, 250 ... Vehicle speed Sensor: 260 ... first switch, 270 ... second switch, 280 ... notification unit, 310 ... camera

Claims (6)

Rotation connected to the output shaft (242) of the vehicle so that the power receiving unit (210) provided in the vehicle (10) can receive power without contact from the power supply unit (22) provided in the parking lot (P). An electronic control device for controlling driving of the electric machine (240),
A position output unit (110, 160) for outputting a separation signal according to a separation distance between the power feeding unit and the vehicle;
A rotation control unit (140) for driving the rotating electrical machine according to the separation signal;
With
If the points away from the power feeding part in order are the first point and the second point,
The rotation control unit
When it is determined that the vehicle has stopped at a point farther from the power feeding unit than the second point, the vehicle is caused to travel, and the vehicle moves from the second point to the first point based on the separation signal. If it is determined that the vehicle is running Te, rotation control to cause torque by supplying power to the rotating electrical machine from the battery (220) provided in the vehicle, and the rotation of the drive wheels of the vehicle (244) To perform at least one of regenerative control for generating torque in the rotating electrical machine, decelerating the vehicle only by the torque generated in the rotating electrical machine,
When the vehicle based on the separation signal is determined to be traveling toward from said first point to said feeding unit performs the rotation control, by decelerating the vehicle only by torque generated by the rotary electric machine An electronic control device that stops the vehicle at a position where the power feeding unit is provided.   2. The electronic control device according to claim 1, wherein the position output unit generates the separation signal based on an efficiency of electric power received by the power receiving unit from the power feeding unit, which changes according to the separation distance.   The electronic control device according to claim 1, wherein the position output unit generates the separation signal based on a captured image of a camera (310) that captures the periphery of the vehicle. The rotation control unit
When the vehicle based on the separation signal is determined to be traveling toward the first point from the second point, by performing at least one of the rotation control and the regeneration control, the first acceleration Decelerate the vehicle,
A second absolute value smaller than the first acceleration is obtained by performing the rotation control when it is determined that the vehicle is traveling from the first point toward the power feeding unit based on the separation signal . The electronic control device according to claim 1, wherein the vehicle is decelerated by acceleration. The rotation control unit, when the vehicle based on the separation signal is determined to be traveling toward the power source from the first point, by performing the rotation control, the vehicle is the feeding portion The electronic control device according to claim 4, wherein the absolute value of the second acceleration is reduced as the value approaches. The rotation control unit performs at least one of the rotation control and the regenerative control when it is determined that the vehicle is traveling from the second point toward the first point based on the separation signal. The electronic control device according to claim 4, wherein the absolute value of the first acceleration is decreased as the vehicle approaches the first point.

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