JP7026493B2 - vehicle - Google Patents

Description

The present invention relates to a vehicle having a power receiving coil that receives electric power in a non-contact manner and a traveling motor.

For some time, a power receiving coil has been installed in the vehicle, while a power feeding coil has been installed in the ground equipment, and power is transmitted non-contactly from the power feeding coil to the power receiving coil with the two facing each other to charge the vehicle's high-voltage battery. A charging system is being considered. In the non-contact charging system, before transmitting power, the feeding coil is weakly excited, the coupling strength between the feeding coil and the power receiving coil is measured, and the position of the power receiving coil is adjusted so that the coupling strength is high. It is expected that it will be used. At the time of alignment, the position of the power receiving coil is aligned by moving the vehicle by the driver's driving operation or automatic driving.

As a prior art relating to the present invention, Patent Document 1 discloses a vehicle control technique for aligning a power receiving coil of a vehicle with a feeding coil in a non-contact charging system. Further, Patent Document 2 discloses a technique of controlling another traveling motor when the torque of one traveling motor drops contrary to a command in a vehicle provided with a plurality of traveling motors. ing.

Japanese Unexamined Patent Publication No. 2017-005958 Japanese Unexamined Patent Publication No. 2016-164036

The present inventors use the rotational position sensor of the traveling motor when the magnetic field of the weakly excited feeding coil acts on the traveling motor of the vehicle when the vehicle is moved to align the power receiving coil and the feeding coil. We have found the problem of inducing diagnostic errors. When a diagnostic error occurs in the rotational position sensor, not only is the drive of the traveling motor normally prohibited, but the vehicle cannot be driven, for example, the high-voltage battery is disconnected from the system due to fail-safe. Therefore, it becomes difficult to perform non-contact charging.

Patent Document 1 and Patent Document 2 do not have a description suggesting the above-mentioned problem and a description of a technique for solving this problem.

Further, in order to solve the above problems, it is possible to consider a configuration in which the lower part of the traveling motor is shielded by a shielding plate that shields a magnetic field such as an iron plate. However, in this configuration, there arises a problem that the weight of the vehicle increases due to the shielding plate and the cost of parts increases.

An object of the present invention is to suppress a situation in which a vehicle cannot be driven when the power receiving coil is aligned without causing a large increase in the weight of the vehicle in a vehicle capable of non-contact charging.

The invention according to claim 1 is
A plurality of power sources including a first power source which is a traveling motor and a second power source which is a traveling motor or an internal combustion engine .
A battery that supplies electric power to the traveling motor and
A power receiving coil that receives power to charge the battery from the feeding coil of the ground equipment in a non-contact manner,
A control unit that selects a power source to be driven from the plurality of power sources when aligning the position of the power receiving coil with the power feeding coil.
Equipped with
The control unit drives the first power source and does not drive the second power source according to the shift position of the gear or the relative position between the feeding coil and the power receiving coil. It is a vehicle that switches to a second state in which one power source is not driven and drives the second power source, and switches from the second state to the first state .

The invention according to claim 2 is the vehicle according to claim 1.
The first power source is a front wheel motor that drives the front wheels , and the second power source is a rear wheel motor that drives the rear wheels.

The invention according to claim 3 is the vehicle according to claim 2.
The control unit drives the rear wheel motor when the shift position is drive, while driving the front wheel motor when the shift position is reverse, while driving the front wheel motor. The rear wheel motor is not driven.

According to the present invention, when aligning the power receiving coil, the control unit appropriately selects a power source to be driven from a plurality of power sources according to the shift position or the relative position between the power receiving coil and the power feeding coil. Therefore, even when the traveling motor is exposed to the magnetic field of the feeding coil and the traveling motor becomes difficult to drive, the vehicle can be driven by using another power source and the alignment of the power receiving coil can be performed. .. Therefore, it is possible to suppress a situation in which the vehicle cannot be driven when the power receiving coil is aligned without causing a large increase in the weight of the vehicle.

It is a block diagram which shows the vehicle and the ground equipment of Embodiment 1 of this invention. It is a flowchart which shows the procedure of the non-contact charge transition process. It is explanatory drawing which shows the switching example of the power source to drive, (A)-(C) show the 1st stage to the 3rd stage of the alignment operation of a power receiving coil. It is explanatory drawing which shows the switching example of the power source to drive, (A)-(C) show the 1st stage to the 3rd stage of the alignment operation of a power receiving coil. It is a flowchart which shows the procedure of the non-contact charge transition process which concerns on a modification. It is a block diagram which shows the vehicle and the ground equipment of Embodiment 2 of this invention. It is a flowchart which shows the procedure of the non-contact charge transition process of Embodiment 2.

Hereinafter, each embodiment of the present invention will be described in detail with reference to the drawings.

(Embodiment 1)
FIG. 1 is a block diagram showing a vehicle and ground equipment according to the first embodiment of the present invention.

The vehicle 1 of the first embodiment is an EV (Electric Vehicle) having a plurality of traveling motors (front wheel motor 10 and rear wheel motor 12) and capable of non-contact charging. As shown in FIG. 1, the vehicle 1 travels with a front wheel motor 10 for driving the front wheels, a rear wheel motor 12 for driving the rear wheels, and inverters 11 and 13 for driving the front wheel motor 10 and the rear wheel motor 12. It is provided with a high voltage battery 14 for storing and supplying electric power for use. Further, the vehicle 1 includes a non-contact charging unit 15, an operation unit 30 into which a driver's driving operation and the like are input, and a vehicle controller 20 that controls the vehicle 1. Further, the vehicle 1 is provided with a radar 21, a camera 22, and a parking support system 23 for confirming the surrounding conditions of the vehicle 1 when parking or the like. The parking support system 23 has an automatic driving function of moving the vehicle 1 to a predetermined parking space based on the output of the radar 21 and the image of the camera 22. Of the above configurations, the front wheel motor 10 and the rear wheel motor 12 correspond to an example of the traveling motor according to the present invention, the vehicle controller 20 corresponds to an example of the control unit according to the present invention, and the high voltage battery 14 corresponds to the present invention. It corresponds to an example of the battery according to the invention.

The non-contact charging unit 15 includes a power receiving coil 16 that receives electric power in a non-contact manner, and a rectifier 17 that rectifies an alternating current flowing through the power receiving coil 16 and supplies a charging current to the high voltage battery 14. Further, the non-contact charging unit 15 includes a communication unit 19 for wireless communication (for example, wi-fi communication) with ground equipment that is a power supply source, and a controller 18 in a rectifier that controls non-contact power transmission. Be prepared. The power receiving coil 16 is arranged below the vehicle 1 and between the front wheels and the rear wheels in the front-rear direction of the vehicle 1.

The operation unit 30 includes a steering (handle) 31, an operation amount sensor 35 thereof, a pedal 32 such as a brake and an accelerator, an operation amount sensor 34 thereof, an SBW (Shift By Wire) 33, and a non-contact charge transition switch 36. The SBW 33 is a system for electronically inputting a shift operation of a driver's gear, and a signal indicating a shift position is sent from the SBW 33 to the vehicle controller 20. The non-contact charge transition switch 36 is a switch that can be operated by the driver, and is a switch for the driver to notify the vehicle 1 that the alignment of the vehicle 1 is started before the non-contact charge.

The front wheel motor 10 and the rear wheel motor 12 are provided with resolvers 10a and 12a for detecting the rotation position, respectively. The resolvers 10a and 12a correspond to an example of the rotation position sensor according to the present invention. The resolvers 10a and 12a use magnetism to detect the rotational positions of the rotors of the front wheel motor 10 and the rear wheel motor 12, respectively. The front wheel motor 10 and the resolver 10a are arranged on the front wheel side of the center of the vehicle body, and the rear wheel motor 12 and the resolver 12a are arranged on the rear wheel side of the center of the vehicle body.

The vehicle controller 20 performs steering control of the vehicle 1 and drive control of the front wheel motor 10 and the rear wheel motor 12 according to the outputs of the SBW 33 and the operation amount sensors 34 and 35. By these controls, the vehicle 1 travels according to the driving operation of the driver.

The vehicle controller 20 calculates the rotor rotation positions θx and θy of the front wheel motor 10 and the rear wheel motor 12 from the output values of the resolvers 10a and 12a. For example, the output value (x, y) of the resolver 10a of the front wheel motor 10 changes in proportion to the sine curve "Sinθx" and the cosine curve "Cosθx" according to the rotor rotation position θx. Therefore, the vehicle controller 20 can obtain the rotor rotation position θx by performing a predetermined calculation using the output values (x, y). The rotor rotation position θy of the rear wheel motor 12 is also obtained in the same manner. The vehicle controller 20 drives the inverters 11 and 13 according to the rotor rotation positions θx and θy to generate required torques from the front wheel motor 10 and the rear wheel motor 12, respectively.

Further, the vehicle controller 20 always performs a diagnostic process to check whether the output values of the resolvers 10a and 12a are abnormal. If the sum of squares of the output values (x, y) of the resolver 10a is normal, the rotor rotation position θx is constant regardless of the angle position. However, for example, when the resolver 10a is exposed to an external magnetic field, the sum of squares of the output values (x, y) may deviate significantly from a certain value. As a diagnostic process, the vehicle controller 20 calculates, for example, the sum of squares of the output values (x, y) and the amount of deviation from the ideal value of the sum of squares, and determines whether or not the amount of deviation is equal to or greater than the threshold value. Then, the vehicle controller 20 determines that the output of the resolver 10a is abnormal if it is equal to or higher than the threshold value. The vehicle controller 20 performs the same diagnostic processing on the resolver 12a of the rear wheel motor 12. The diagnostic processing of the output values of the resolvers 10a and 12a is called "resolver diagnosis", and the case where the diagnosis result is abnormal is called "resolver error".

In addition, the vehicle controller 20 has a function of inputting arbitrary error information of the vehicle 1 and shifting the vehicle 1 to the fail-safe mode when a predetermined error occurs. The fail-safe mode includes a travel prohibition mode in which the vehicle 1 is prohibited from traveling, a high-speed travel prohibition mode in which the vehicle 1 can be traveled only at a low speed, and the like. The vehicle controller 20 shifts the vehicle 1 to the traveling prohibition mode based on the occurrence of a resolver error during normal times except in special cases.

The ground equipment includes a power feeding coil 103 that sends power in a non-contact manner, a PFC (Power Factor Correction) 101 that inputs power from the power system and causes a current to flow through the power feeding coil 103, an inverter 102, and the like. Further, the ground equipment is provided with a communication unit 106 that wirelessly communicates with the vehicle 1 during non-contact charging, and a ground equipment controller 105 that drives the inverter 102 and excites the feeding coil 103 in cooperation with the vehicle 1. Has been done.

<Non-contact charge transition processing>
FIG. 2 is a flowchart showing a procedure of the non-contact charge transition process executed by the vehicle controller 20.

The non-contact charge transition process is started by the vehicle controller 20 when the driver turns on the non-contact charge transition switch 36. The driver normally turns on the non-contact charge transition switch 36 near the ground equipment to charge the high voltage battery 14, and adjusts the position of the power receiving coil 16 to the power supply coil 103 when the non-contact charge transition process is started. The vehicle 1 is driven as follows.

When the non-contact charge transition process is started, the vehicle controller 20 commands the controller 18 in the rectifier to start communication, whereby the communication unit 19 starts communication (step S1). The communication unit 19 first establishes communication with the communication unit 106 of the ground equipment and starts communication. The vehicle controller 20 determines whether or not the communication unit 19 has established communication within a predetermined time (step S2), and if communication is established, proceeds to the next step, but if a timeout occurs, it does not contact as an error. End the charge transition process. Normally, if the vehicle 1 is near the ground equipment, communication is established within a predetermined time, but if the vehicle 1 is far from the ground equipment, communication is not established and a timeout occurs.

After establishing the communication, the vehicle controller 20 makes a weak excitation request to the ground equipment by wireless communication (step S3). Specifically, the vehicle controller 20 outputs a weak excitation request command to the rectifier inner controller 18, and the rectifier inner controller 18 issues a weak excitation request to the ground equipment controller 105 by wireless communication of the communication unit 19.

The weak excitation request is a request for causing the feeding coil 103 of the ground equipment to perform weak excitation for alignment. Due to this weak excitation, the controller 18 in the rectifier detects the coupling strength between the feeding coil 103 and the power receiving coil 16, and when the coupling strength exceeds a predetermined threshold value, the coupling is completed with the power receiving coil 16 and the feeding coil 103. Can be determined to have been accurately aligned.

Next, the vehicle controller 20 determines the current gear shift position based on the output of the SBW 33 (step S4). At this timing, the driver operates the vehicle 1 to align the power receiving coil 16 and the power feeding coil 103, and if the power receiving coil 16 is in front, the shift position is set to "D: drive". Further, if there is a power receiving coil 16 in the rear, the shift position is set to "R: reverse".

As a result of the determination in step S4, if the shift position is "D: drive", the vehicle controller 20 turns off the resolver diagnosis (output diagnosis of the resolver 10a) of the front wheel motor 10 and turns off the servo control of the front wheel motor 10. (Step S5). However, if these are originally OFF, they are left as they are. OFF of the resolver diagnosis means to stop the output diagnosis operation of the resolver 10a or to mask the result of the output diagnosis of the resolver 10a (disable it in terms of control). Servo control OFF of the front wheel motor 10 means that the input / output from the inverter 11 to the front wheel motor 10 is stopped so that the front wheel motor 10 is not driven even if the driver operates, that is, the drive control is stopped or the drive control is stopped. It means to put it in the non-driven state. Further, the vehicle controller 20 turns on the resolver diagnosis (output diagnosis of the resolver 12a) of the rear wheel motor 12 and turns on the servo control of the rear wheel motor 12 (step S6). However, if these are originally ON, they are left as they are. Resolver diagnosis ON means that a resolver diagnosis is performed and the diagnosis result is valid, and servo control ON of the rear wheel motor enables drive control of the inverter 13 so that torque is generated according to the operation operation. Means that.

On the other hand, if the shift position is "R: reverse" as a result of the determination in step S4, the vehicle controller 20 turns off the resolver diagnosis (output diagnosis of the resolver 12a) of the rear wheel motor 12, and the servo control of the rear wheel motor 12. Is turned off (step S7). However, if these are originally OFF, they are left as they are. Further, the vehicle controller 20 turns on the resolver diagnosis (output diagnosis of the resolver 10a) of the front wheel motor 10 and turns on the servo control of the front wheel motor 10 (step S8). However, if these are originally ON, they are left as they are. The ON / OFF switching process of the servo control in steps S5 to S8 described above corresponds to an example of the control operation by the control unit according to the present invention.

3A and 3B are explanatory views showing an example of switching of a power source to be driven, and FIGS. 3A to 3C show the first to third stages of the alignment operation of the power receiving coil.

As described above, when the shift position is the drive when the power receiving coil 16 is aligned, it is assumed that the power feeding coil 103 is located in front of the power receiving coil 16 as shown in FIG. 3A. To. In this case, the front wheel motor 10 and the resolver 10a pass through the magnetic field of the weakly excited power feeding coil 103 during the alignment of the power receiving coil 16, while the rear wheel motor 12 and the resolver 12a are separated from the magnetic field. Therefore, in the processes of steps S5 and S6 described above, the resolver diagnosis of the front wheel motor 10 and the rear wheel motor 12 and the servo control can be switched on and off. As a result, as shown in FIGS. 3B and 3C, the movement of the vehicle 1 is realized by driving the front wheel motor 10, and the rear wheel motor 12 moves in the magnetic field when the power receiving coil 16 is aligned. Even if the vehicle passes through, it is possible to prevent the vehicle 1 from being hindered in running.

4A and 4B are explanatory views showing an example of switching of a power source to be driven, and FIGS. 4A to 4C show the first to third stages of the alignment operation of the power receiving coil.

As described above, when the shift position is reversed at the time of alignment, it is assumed that the feeding coil 103 is located behind the power receiving coil 16 as shown in FIG. 4 (A). In this case, the rear wheel motor 12 and the resolver 12a pass through the magnetic field of the weakly excited power feeding coil 103 during the alignment of the power receiving coil 16, while the front wheel motor 10 and the resolver 10a are separated from the magnetic field. Therefore, in the processes of steps S7 and S8 described above, the resolver diagnosis of the front wheel motor 10 and the rear wheel motor 12 and the servo control can be switched on and off. As a result, as shown in FIGS. 4B and 4C, the movement of the vehicle 1 is realized by driving the rear wheel motor 12, and the front wheel motor 10 moves in the magnetic field when the power receiving coil 16 is aligned. Even if the vehicle passes through, it is possible to prevent the vehicle 1 from being hindered in running.

The loop process (steps S4 to S13) including the above switching control is repeated during the period in which the position of the power receiving coil 16 is aligned by the operation of the driver.

During the loop processing in steps S4 to S13, the vehicle controller 20 determines whether a resolver error has occurred (step S9). When aligning the power receiving coil 16, the driver may advance or back the vehicle 1 too much, and the resolver 10a or the resolver 12a with the resolver diagnosis turned on may be exposed to the magnetic field of the feeding coil 103. In such a case, a resolver error occurs, and the determination result in step S9 is YES.

When a resolver error occurs, the vehicle controller 20 normally internally requests a travel prohibition mode to stop driving the front wheel motor 10 and the rear wheel motor 12. However, here, first, the vehicle controller 20 masks the request for the traveling prohibition mode (disables it in terms of control) (step S10). Further, the vehicle controller 20 turns off the servo control of the front wheel motor 10 or the rear wheel motor 12 on which the error occurs (step S11), and returns the process to step S4. The process of step S10 can prevent the vehicle 1 from becoming unable to drive due to a resolver error, and the process of step S11 causes the servo control to continue in the state of a resolver error. Can be suppressed. By switching the gear shift position here, the driver can move the vehicle 1 by using the front wheel motor 10 or the rear wheel motor 12 farther from the feeding coil 103 by the processing of steps S4 to S8.

Further, during the loop processing in steps S4 to S13, the vehicle controller 20 determines whether the coupling between the power receiving coil 16 and the feeding coil 103 is completed (step S12), and if the coupling is not completed, a predetermined time has elapsed. It is determined whether the time-out has occurred (step S13). Specifically, the determination of the completion of coupling is performed when the controller 18 in the rectifier detects the current of the rectifier 17 based on the weak excitation of the feeding coil 103, and this current value exceeds the threshold value indicating the completion of coupling. This is achieved by notifying the vehicle controller 20. The state in which the coupling is completed corresponds to the state in which the power receiving coil 16 and the feeding coil 103 are aligned with each other.

As a result of the determination in steps S12 and S13, if the coupling is not completed and there is no time-out, the vehicle controller 20 returns the process to step S4. Further, when the time-out occurs, the vehicle controller 20 requests the ground equipment to stop the weak excitation by wireless communication via the controller 18 in the rectifier (step S14). As a result, the weak excitation of the power feeding coil 103 is completed, and the non-contact charge transition process is completed.

Further, as a result of the determination in step S12, when the coupling is completed, the vehicle controller 20 stops the vehicle 1 by notifying the driver that the alignment of the power receiving coil 16 is completed by a display output or a voice output. (Step S15). Next, the vehicle controller 20 starts charging the high voltage battery 14 via the non-contact charging unit 15 (step S16). Specifically, the vehicle controller 20 outputs a charge start command to the controller 18 in the rectifier. Based on this command, the controller 18 in the rectifier makes a power transmission request to the ground equipment controller 105 by wireless communication, and the ground equipment controller 105 normally drives the inverter 102 to transmit power from the power feeding coil 103. By this power transmission, a current is sent from the power receiving coil 16 to the rectifier 17, thereby charging the high voltage battery 14. When charging starts, the non-contact charge transition process ends.

As described above, according to the vehicle 1 of the first embodiment, when the power receiving coil 16 is aligned with the power feeding coil 103 in the non-contact charge transition process, the vehicle controller 20 determines the front wheel motor 10 based on the gear shift position. And the rear wheel motor 12 that the servo control is turned on is selected. That is, the vehicle controller 20 turns on one of the front wheel motor 10 and the rear wheel motor 12 for servo control ON and the other for servo control OFF. As a result, it is highly possible that the servo control is turned off in advance for the front wheel motor 10 and the rear wheel motor 12, which may be exposed to the magnetic field of the feeding coil 103 and the drive control becomes difficult, and the drive control can be continued. The vehicle 1 can be driven by the side. Therefore, it is not necessary to shield the magnetic field between the front wheel motor 10 and the rear wheel motor 12 with a heavy shielding plate, and the weight of the vehicle 1 can be reduced. Then, while reducing the weight of the vehicle 1, it is possible to prevent the vehicle 1 from becoming undriveable during the alignment of the power receiving coil 16 in the non-contact charge transition process.

Further, according to the vehicle 1 of the first embodiment, the vehicle has a front wheel motor 10 and a rear wheel motor 12 as power sources. In addition, when aligning the power receiving coil 16 in the non-contact charge transition process, the vehicle controller 20 turns off the servo control of the front wheel motor 10 and servos the rear wheel motor 12 if the gear shift position is the drive "D". Switch to control ON. If the gear shift position is reverse "R", the rear wheel motor 12 is switched to the servo control OFF and the front wheel motor 10 is switched to the servo control OFF. Therefore, it is possible to prevent the vehicle 1 from being unable to be driven during the alignment of the power receiving coil 16 by simple control with a small load.

(Modification 1)
FIG. 5 is a flowchart showing a modified example of the non-contact charge transition process.

In the first modification, the branching process based on the shift position of the gear in step S4 of FIG. 2 is changed to the branching process based on other conditions, and the other processes and configurations are the same as those of the first embodiment. Only the differences will be explained in detail.

In the first modification, in the loop process (steps S4a to S13) executed in parallel with the driver's driving operation in the non-contact charge transition process, the vehicle controller 20 first detects the position of the power feeding coil 103 (step S4a). ). The position detection is not particularly limited, but may be performed, for example, by analyzing the image of the camera 22. Since the ground equipment has a sign for alignment, the position of the feed coil 103 can be detected by detecting the sign even if the feed coil 103 cannot be detected directly from the image. Next, the vehicle controller 20 determines whether the power feeding coil 103 is in front of or behind the power receiving coil 16, that is, the relative position between the power receiving coil 16 and the power receiving coil 103 (step S4b). As a result, if the feeding coil 103 is in the front, the process is branched to steps S5 and S6, and if it is in the rear, the process is branched to steps S7 and S8.

As described above, according to the vehicle of the modification 1, when the power receiving coil 16 is aligned during the non-contact charge transition process, the vehicle controller 20 responds to the relative position between the power receiving coil 16 and the power feeding coil 103. Select the front wheel motor 10 or the rear wheel motor 12 for which the servo control is turned ON. Therefore, even in the vehicle of the first modification, the vehicle can be moved by driving the front wheel motor 10 or the rear wheel motor 12 which is not affected by the magnetic field of the feeding coil 103, and the alignment of the power receiving coil 16 can be performed. The same effect as that of the first embodiment is achieved.

(Embodiment 2)
FIG. 6 is a block diagram showing a vehicle and ground equipment according to the second embodiment of the present invention.

The vehicle 1A of the second embodiment is an HEV (Plug-in Hybrid Electric Vehicle), and is different from the first embodiment in that it has, for example, an engine 10A instead of the front wheel motor 10. Detailed description of the same configuration and processing as in the first embodiment will be omitted.

The engine 10A is an internal combustion engine, and the drive torque is controlled by the vehicle controller 20 controlling fuel and the like. The engine 10A is arranged on the front wheel side of the center of the vehicle body and drives the front wheels. In the second embodiment, the engine 10A may be arranged anywhere, and the engine 10A may be configured to drive the rear wheels like the rear wheel motor 12. The engine 10A corresponds to an example of the power source according to the present invention.

<Non-contact charge transition processing>
FIG. 8 is a flowchart showing the procedure of the non-contact charge transition process of the second embodiment. In the non-contact charge transition process of the second embodiment, steps S5A, S8A, and S11A are different from the process of the first embodiment shown in FIG.

In the non-contact charge transition process of the second embodiment, if the result of the determination of the gear shift position in step S4 is "D: drive", the vehicle controller 20 turns off the engine 10A (step S5A). Further, the vehicle controller 20 turns on the resolver diagnosis of the rear wheel motor 12 and turns on the servo control (step S6). On the other hand, if the shift position is "R: reverse", the vehicle controller 20 turns off the resolver diagnosis of the rear wheel motor 12, turns off the servo control (step S7), and turns on the engine (step S8A). The processing of steps S5A, S6, S7, and S8A corresponds to an example of the control operation by the control unit according to the present invention.

Further, in the non-contact charge transition process of the second embodiment, if a resolver error is determined in step S9, it is determined to be a resolver error of the rear wheel motor 12, so that the servo control of the rear wheel motor 12 is performed after step S10. Turn off (step S11A).

Even with such a configuration and control, when the magnetic field of the feeding coil 103 is exposed to the rear wheel motor 12 when the power receiving coil 16 is aligned, a power source (engine 10A) different from that of the rear wheel motor 12 is used. ) Is selected to drive. Therefore, it is possible to prevent the rear wheel motor 12 from becoming difficult to drive and hindering the running of the vehicle 1.

Further, the rear wheel motor 12 of the second embodiment may be changed to a front wheel motor, and in that case, the condition for switching the servo control ON and OFF may be reversed in response to the change. Further, the engine 10A may be changed to a traveling motor having a structure that sufficiently shields the magnetic field.

The embodiments of the present invention have been described above. However, the present invention is not limited to the above embodiment. For example, in the above embodiment, when the servo control of the traveling motor (front wheel motor 10 or rear wheel motor 12) is turned off, the resolver diagnosis of the traveling motor is turned off. However, instead of turning off the resolver diagnosis, it may be configured to mask the diagnosis result of the resolver diagnosis or mask the request to put the vehicle in the traveling prohibition mode based on the resolver error.

Further, in the above embodiment, a front wheel motor arranged in front of the center of the vehicle and a rear wheel motor arranged behind the center of the vehicle are shown as traveling motors. However, the vehicle may be provided with, for example, two front wheel motors for driving the two front wheels, or two rear wheel motors for driving the two rear wheels, respectively. Further, the rear wheel motor for driving the rear wheels may be provided in front of the center of the vehicle. In this case, the condition for switching the servo control of the rear wheel motor between ON and OFF may be the reverse of the condition of the first embodiment in accordance with the change in the arrangement of the rear wheel motor.

Further, in the above embodiment, the configuration in which the driver performs a driving operation to move the vehicle when aligning the power receiving coil with the feeding coil has been described as an example. For example, the parking support system 23 automatically operates the position. You may try to make a match. Further, in the above embodiment, the operation of the non-contact charge transition switch 36 by the driver is shown as one condition of the start trigger of the alignment process of the power receiving coil 16. However, for example, the fact that the vehicle controller 20 detects that the vehicle is approaching the ground equipment may be one of the conditions for starting the alignment process of the power receiving coil. Further, in addition to this detection, the fact that the vehicle has reached a low speed indicating a primary stop or parking may be a condition for starting the alignment process of the power receiving coil. The fact that the vehicle is located near the ground equipment can be achieved by, for example, the vehicle controller 20 measuring the position of the vehicle 1 by GPS (Global Positioning System) or the like and collating it with the position data of the ground equipment registered in advance. Just do it. Alternatively, it may be determined that the vehicle controller 20 has entered the vicinity of the ground equipment by photographing the surroundings of the vehicle 1 with a camera and recognizing the ground equipment by image recognition.

Further, in the above embodiment, the vehicle controller 20 shows a configuration in which the drive control of the power source, the selection process of the power source to be driven, and the process associated with the drive control of other power sources (resolver diagnosis, etc.) are performed. .. However, these processes may be performed separately by two or more ECUs (Electronic Control Units), or may be performed by two or more ECUs in cooperation with each other. In addition, the details shown in the embodiment can be appropriately changed without departing from the spirit of the invention.

1, 1A Vehicle 10 Front wheel motor 10A Engine 12 Rear wheel motor 10a, 12a Resolver 11, 13 Inverter 14 High voltage battery 16 Power receiving coil 18 Rectifier controller 19, 106 Communication unit 20 Vehicle controller (control unit)
22 Camera 23 Parking support system 36 Non-contact charge transition switch 103 Power supply coil 105 Ground equipment controller

Claims (3)

A plurality of power sources including a first power source which is a traveling motor and a second power source which is a traveling motor or an internal combustion engine .
A battery that supplies electric power to the traveling motor and
A power receiving coil that receives power to charge the battery from the feeding coil of the ground equipment in a non-contact manner,
A control unit that selects a power source to be driven from the plurality of power sources when aligning the position of the power receiving coil with the power feeding coil.
Equipped with
The control unit drives the first power source and does not drive the second power source according to the shift position of the gear or the relative position between the feeding coil and the power receiving coil. (1) A vehicle characterized by switching to a second state in which a power source is not driven and driving the second power source, and switching from the second state to the first state . The vehicle according to claim 1, wherein the first power source is a front wheel motor for driving the front wheels , and the second power source is a rear wheel motor for driving the rear wheels. The control unit drives the rear wheel motor when the shift position is drive, while driving the front wheel motor when the shift position is reverse, while driving the front wheel motor. The vehicle according to claim 2, wherein the rear wheel motor is not driven.

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