WO2013098928A1

WO2013098928A1 - Vehicle drive device

Info

Publication number: WO2013098928A1
Application number: PCT/JP2011/080132
Authority: WO
Inventors: 和俊北野; 加藤　正浩
Original assignee: パイオニア株式会社
Priority date: 2011-12-26
Filing date: 2011-12-26
Publication date: 2013-07-04
Also published as: JP5822951B2; JPWO2013098928A1

Abstract

This vehicle drive device is equipped with: a first battery (111) for storing direct-current power; a power transmission means having power transmission antennas for wirelessly transmitting the electric power of the first battery; a power reception means for wirelessly receiving the electric power; motors (M) that are mounted on respective wheel hubs; second batteries (212a) that are provided on the respective wheels and that are for storing the direct-current power received by the power reception means; inverters (203a); a torque control unit (222) for controlling rotational drive of the motors; a remaining amount control unit (221) for controlling the wireless transmission of the electric power from the transmission means to the reception means; a monitoring means for monitoring the amounts of electric power stored in the second batteries; an acquisition means for obtaining route information that indicates a planned traveling route of the vehicle, road alignment information, traveling resistance change information that indicates a change in traveling resistance on the planned traveling route, and an in-wheel motor efficiency map; and a computation means for , on the basis of the obtained information, computing stored power amount change information that indicates a change in the amount of electric power stored in the second batteries. The remaining amount control unit regulates the amount of electric power to be supplied from the transmission means to the reception means such that the stored power amount indicated by the stored power amount change information falls within a predetermined range.

Description

Vehicle drive device

The present invention relates to a vehicle drive device that supplies power to a vehicle motor to drive the vehicle. However, utilization of this invention is not restricted to the vehicle drive device mentioned above.

Conventionally, an electric vehicle (EV) that is a moving body is provided with a motor and a wheel is driven, and an in-wheel motor structure is provided in which the motor is provided on the wheel. Is disclosed.

The first technology has a structure in which a spiral portion is provided in the electrical wiring between the vehicle body and the wheel, and this spiral portion is supported by a link provided between the vehicle body and the accelerator. As a result, the electric wiring is prevented from drooping and can follow the operation such as the vertical stroke of the wheel (for example, see Patent Document 1 below).

The second technology is related to the wiring structure of the in-wheel motor, and the wiring from the stator coil is connected to the wiring connection part of the terminal board and is electrically integrated for each phase. Thereby, cost reduction and assembly work can be facilitated, and reduction of the in-wheel motor in the vehicle width direction is achieved without using a connection unit whose installation position is restricted to the side of the stator (for example, (See Patent Document 2 below.)

The third technology is that the vehicle has an inverter, a motor, and a speed reducer on the side closer to the wheel. Thereby, the size of the loop of the high-frequency current path is reduced to suppress the generation of radiation noise caused by the high-frequency current (see, for example, Patent Document 3 below).

The fourth technology has a configuration in which the electric wire from the vehicle body to the motor is wound in a spiral shape around the kingpin center line Ki of the suspension. As a result, when the wheel is steered, the part wound in a spiral shape is wound or unwound around the center line of the kingpin, preventing the hindrance of the steering by the electric wire, improving the steerability, and the durability of the electric wire (For example, refer to Patent Document 4 below).

The fifth technology is related to the connection of electric wires (power supply cables) that feed power from the vehicle to the wheel motor, and a connection terminal box is provided on the downstream side in the wheel rotation direction when the vehicle moves forward. As a result, when the vehicle moves forward in a state where foreign matter is fixed to the inner peripheral surface of the wheel, the foreign matter collides with the terminal box before the power supply cable and is crushed, thereby suppressing damage to the power supply cable (for example, , See Patent Document 5 below).

The sixth technology is related to the support structure for the electric power supplied from the vehicle to the wheel motor. The electric cable (three-phase high-voltage cable) is encased in a sheath and supported by the cable support member. The support portion is configured to be installed on the vehicle body so as to be movable in any direction such as the front-rear direction, the width direction, and the height direction of the vehicle body. As a result, even if the linear distance between the motor and the power source changes, such as when the wheel rolls on a bumpy road or is steered by the driver, the three-phase high-voltage cable and the support section The three-phase high-voltage cable is moved in the direction and height direction, and the change in the linear distance between the in-wheel motor and the battery is absorbed by the deformed portion of the three-phase high-voltage cable, thereby improving the durability of the three-phase high-voltage cable ( For example, see Patent Document 6 below.)

JP 2001-301472 A JP 2004-120909 A Japanese Patent Laying-Open No. 2005-29086 JP 2006-62388 A JP 2009-96429 A JP 2010-221902 A

However, since the techniques described in Patent Documents 1 to 6 are all separated into a vehicle-side inverter and a wheel-side motor, a power cable that allows a high-voltage large current to flow between the inverter and the wheels. Is required.

This high-voltage, high-current power cable is subjected to a bending load due to wheel rotation by steering, etc., but because of its large diameter, the durability of the cable is reduced and the steering performance cannot be improved. In addition, since there is a thick power cable in the wheel space between the vehicle and the wheel, it is difficult to wire so as not to interfere with the suspension, and mud, dust, rain, snow, etc. are likely to adhere and deteriorate. Because it is easy, maintenance such as replacement takes time.

In order to solve the above-described problems and achieve the object, a vehicle drive device according to the present invention is connected to a first storage battery that stores DC power acquired from an external power source, and the first storage battery, and the DC power is converted to AC power. A first converter that has a first converter that converts the AC power into power, a power transmission antenna that wirelessly transmits the AC power, a power reception antenna that wirelessly receives the AC power transmitted by the power transmission antenna, and the AC power as DC First power receiving means having a second converter for converting to electric power; an in-wheel motor that is mounted on a wheel hub and drives the wheel; and DC power that is provided on the wheel and received by the first power receiving means A second storage battery for storing the battery, an inverter provided on the wheel for converting the DC power of the second storage battery into AC power, and controlling the rotational drive of the in-wheel motor Dynamic control means, power supply control means for controlling wireless power supply from the first power transmission means to the first power reception means, monitoring means for monitoring the amount of charge stored in the second storage battery, and a route indicating a planned travel route of the vehicle Information, road linear information in the traveling direction of the vehicle in the planned travel route, travel resistance change information indicating a change in travel resistance of the planned travel route, and an acquisition means for acquiring an efficiency map of the in-wheel motor; Calculation means for calculating storage amount change information indicating a change in storage amount of the second storage battery based on the route information, the road alignment information, the running resistance change information, and the efficiency map, and The power supply control means adjusts the power supply amount for performing wireless power supply from the first power transmission means to the first power reception means so that the power storage amount of the power storage amount change information is within a predetermined range. To.

FIG. 1 is a schematic diagram illustrating a configuration of a vehicle on which the vehicle drive device according to the embodiment is mounted. FIG. 2 is a block diagram illustrating a configuration of the vehicle drive device according to the embodiment. FIG. 3 is a diagram illustrating a circuit example of the inverter. FIG. 4 is a diagram illustrating a circuit example of the bidirectional chopper. FIG. 5 is a diagram showing an outline of power transmission between batteries. FIG. 6 is a flowchart showing the entire control content related to power transmission. FIG. 7 is a flowchart showing the control content of the power running torque control. FIG. 8 is a flowchart showing the control content of the regenerative torque control. FIG. 9 is a flowchart illustrating an example of a wireless power transmission control procedure according to the embodiment. FIG. 10 is a chart showing torque command values during power running. FIG. 11 is a chart showing torque command values during regeneration. FIG. 12 is a chart showing torque command values when the pedal is released. FIG. 13 is a chart showing a motor efficiency map. FIG. 14 is a diagram illustrating an example of torque redistribution when the remaining battery level is low. FIG. 15A is a diagram illustrating a control characteristic of the cooperative brake used in the embodiment. FIG. 15-2 is a diagram illustrating another control characteristic of the cooperative brake used in the embodiment. FIG. 16 is a diagram showing an outline of another power transmission between batteries. FIG. 17 is a flowchart illustrating another example of a wireless power transmission control procedure. FIG. 18A is a diagram of a structure example of a wheel and a power transmission antenna (part 1). FIG. 18-2 is a diagram of a structure example of a wheel and a power transmission antenna (part 2). FIG. 19A is a diagram of an example of a moving structure of the power transmission antenna (part 1). FIG. 19-2 is a diagram illustrating an example of a moving structure of the power transmission antenna (part 2). FIG. 20 is a block diagram showing a configuration of antenna position control when a position detector is used. FIG. 21 is a block diagram showing a circuit configuration of the antenna position control unit shown in FIG. FIG. 22 is a diagram illustrating a power transmission system between the vehicle and each wheel. FIG. 23 is a chart showing an example of changes in power consumption and regenerative power during vehicle travel. FIG. 24 is a diagram showing an outline of power transmission to a plurality of second batteries and motors. FIG. 25 is a diagram illustrating a change state of transmitted power. FIG. 26 is a diagram illustrating a change state of the power consumption of the motor. FIG. 27 is a diagram illustrating changes in the amount of power consumed by the motor and the amount of remaining power in the second battery. FIG. 28 is a flowchart showing an overall procedure of power transmission prediction. FIG. 29 is a flowchart illustrating a detailed procedure of the prediction process (processing example 1). FIG. 30 is a diagram illustrating an example of a change state of the gradient resistance and the rolling resistance. FIG. 31 is a chart showing changes in transmission efficiency of the power transmission antenna during turning. FIG. 32 is a diagram for explaining the vertical stroke amount of the wheel. FIG. 33 is a chart showing the displacement amount by road condition. FIG. 34 is a chart showing a change state of the remaining amount of the second battery. FIG. 35 is a flowchart showing an outline of the processing contents of the optimum charging plan. FIG. 36 is a chart showing the relationship between the remaining amount and the charge upper limit value. FIG. 37 is a chart for explaining a wireless charging OFF period. FIG. 38 is a flowchart showing the processing content of the wireless charging control. FIG. 39 is a flowchart showing the processing contents of the optimum distribution mode for avoiding overcharge. FIG. 40 is a flowchart showing the processing contents of the optimum distribution mode for avoiding overdischarge. FIG. 41 is a flowchart showing a detailed procedure of prediction processing (processing example 2). FIG. 42 is a flowchart showing an outline of the processing content of the optimum charging / discharging plan. FIG. 43 is a chart showing the relationship between the remaining amount and the charging upper and lower limit values. FIG. 44 is a chart for explaining the wireless charging period and the wireless discharging period. FIG. 45 is a flowchart showing the processing content of wireless charging / discharging control.

Hereinafter, preferred embodiments of a vehicle drive apparatus according to the present invention will be described in detail with reference to the accompanying drawings. In the following description, an in-wheel type configuration in which a motor is provided for each wheel will be described as an example. In this embodiment, the motor-driven power is transmitted from the vehicle to the wheels in a non-contact manner by radio.

(Vehicle configuration)
FIG. 1 is a schematic diagram illustrating a configuration of a vehicle on which the vehicle drive device according to the embodiment is mounted. The vehicle 100 is a four-wheel drive vehicle having left and right front wheels FL and FR and left and right rear wheels RL and RR. The hubs of these four wheels FL, FR, RL, RR are provided with in-wheel type motor units M1 to M4, respectively, and are driven independently.

Each of the motor units M1 to M4 is provided with an inverter circuit (described later) for driving the motor, a second battery, and the like. Each inverter circuit is provided with motor units M1 to M4 based on the control of the controller (ECU) 101. To drive. Various information is input to this controller 101, and as a result of torque distribution, motors (in-wheel motors) provided in the motor units M1 to M4 are driven.

Input to the controller 101 includes the following. A steering angle is input from the handle 102. From the accelerator pedal 103, the total torque command value is input. A brake amount is input from the brake pedal 104. A shift brake amount is input from the shift brake 105. Select positions such as R, N, and D are input from the selector 106.

The motor units M1 to M4 of the wheels FL, FR, RL, and RR are provided with sensors that detect the rotational speed V, and the rotational speeds Vfl, Vfr, and RR of the wheels FL, FR, RL, and RR are provided. Vrl and Vrr are input to the controller 101.

In addition, the vehicle 100 is provided with an acceleration sensor and a yaw rate sensor (not shown), and the detected acceleration and yaw rate are input to the controller 101.

The controller 101 drives each wheel FL, FR, RL, RR based on the above input. The control signals S1 to S4 for driving are appropriately torque-distributed for each wheel FL, FR, RL, and RR, and supplied to the motor units M1 to M4.

In addition, the vehicle 100 is equipped with a battery and supplies power to the entire vehicle 100. The battery is provided on the vehicle side, and is provided between the first storage battery (first battery) 111 that stores DC power acquired from an external power source outside the vehicle, and the motor units M1 to M4. It consists of the 2nd storage battery (2nd battery) to which electric power is transmitted. Motor units M1 to M4 of each wheel FL, FR, RL, RR are driven by the electric power stored in the second battery. As these batteries, secondary batteries such as nickel metal hydride and lithium ion, fuel cells, and the like are applied. An electric double layer capacitor may be used instead of the battery. In the figure, L1 to L4 are power supply lines.

In addition, at the time of regeneration, the power generated by the motor units M1 to M4 is supplied to the battery side, contrary to the power supply (power running) to the motor. This regeneration refers to power generation using the back electromotive force generated in the motor by relaxing the operation of the brake pedal 104 by the driver who drives the vehicle 100 and the depression of the accelerator pedal 103 during traveling.

On the vehicle side and the wheel side (motor units M1 to M4), voltage converters are provided on the power supply lines L1 to L4, respectively. The voltage converter includes a first converter (DC-AC converter) 121 (121a to 121d) provided on the vehicle side and an AC-DC converter (described later) provided in each of the wheel side motor units M1 to M4. ). Power transmission antennas 122 (122a to 122d) and 123 (123a to 123d) for wirelessly transmitting power are provided on the vehicle side and the wheel side.

Then, the controller 101 controls the supply of the power sources L1 to L4 that can be supplied from the first battery 111 on the vehicle side to the motor units M1 to M4 for each wheel by the control signals S11 to S14. At this time, as for the power sources of the power supply lines L1 to L4, DC power is converted into AC power by the DC-AC converter 121 (121a to 121d) on the vehicle side. Then, power is wirelessly transmitted to the motor units M1 to M4 on the wheel side by the pair of power transmission antennas 122 (122a to 122d) and 123 (123a to 123d).

Then, AC power is converted into DC power by an AC-DC converter provided in the wheel side motor units M1 to M4, and then supplied to the second battery. Inverters 203 (203a to 203d) to be described later drive the motors of the motor units M1 to M4 using the electric power stored in the second battery.

Note that, during regeneration of the motors of the motor units M1 to M4, electric power can be wirelessly transmitted from the wheel side motor units M1 to M4 toward the vehicle side (first battery 111).

(Configuration of vehicle drive device)
FIG. 2 is a block diagram showing the configuration of the vehicle drive device. The vehicle drive device 200 supplies power to the motor to drive the motor. Further, power transmission between the first battery 111 and the second battery 212a is controlled according to the traveling state of the vehicle 100 and the like.

Hereinafter, the configuration on the power supply line L1 between the vehicle 100 and the motor unit M1 will be described, and the subscript “a” in the drawing indicates that it corresponds to the power supply line L1 and the motor unit M1. The other power supply lines L2 to L4 have the same configuration and will not be described.

First, each configuration for supplying power from the vehicle 100 to the motor unit M1 on the wheel side of the power supply line L1 will be described. A first battery 111 is provided on the vehicle 100 side, and is connected to the DC-AC converter 121a via the power line L1. The DC-AC converter 121a converts DC power into AC power and outputs the AC power to the power transmission antenna (power transmission antenna) 122a.

The wheel side motor unit M1 is provided with a power transmission antenna (power receiving antenna) 123a paired with the power transmission antenna 122a. The power transmission antenna 123a receives the power transmitted from the vehicle-side power transmission antenna 122a. For example, a wound coil can be used for these

power transmission antennas

122a and 123a, and power can be transmitted between the vehicle 100 and the wheel motor unit M1 in a non-contact manner.

The power received by the power transmission antenna 123a is converted into DC power by the second converter (AC-DC converter) 201a and output to the bidirectional chopper 202a. The bidirectional chopper 202a is a circuit for performing power transmission in both directions (forward direction or reverse direction).

The output of the bidirectional chopper 202a is output to the second battery 212a. As a result, the power of the first battery 111 on the vehicle side is supplied to the second battery 212a on the wheel side (in the positive direction) and stored in the second battery 212a, and the motor M in the motor unit M1 is connected via the inverter 203a. To drive the motor M.

During regeneration of the motor M, electric power generated by the motor M is supplied to the second battery 212a via the inverter 203a, and the bidirectional chopper 202a to AC-DC converter 201a to power transmission antenna 123a to power transmission antenna 122a to Power can be transmitted via the path (power supply line L1) from the DC-AC converter 121a to the first battery 111 (reverse direction). As a result, power can be stored in the first battery 111 via the second battery 212a. The AC-DC converter 201a and the DC-AC converter 121a are both bidirectional. In this case, the AC-DC converter 201a performs DC-AC conversion, and the DC-AC converter 121a is AC-DC. Perform DC conversion. Further, 123a is a power transmission antenna, and 122a is a power reception antenna.

The controller 101 provided in the vehicle 100 includes a power supply control unit (remaining amount control unit) 221 that controls power supply to the power receiving unit, and a drive control unit (torque control unit) 222 that controls rotational driving of the wheels. Yes. The remaining amount control unit 221 controls power supply to the second battery 212a. The remaining amount control unit 221 detects the battery amounts (remaining battery amounts) of the first battery 111 and the second battery 212a. For example, when the remaining battery amount of the second battery 212a decreases, DC-AC conversion is performed. Power is transmitted from the vehicle 100 to the wheel motor unit M1 to the unit 121a and the AC-DC converter 201a via the control signal S11. At this time, the bidirectional chopper 202a performs power transmission in the positive direction from the vehicle 100 to the motor unit M1 by the control signal S11.

On the other hand, the remaining amount control unit 221 also uses the control signal S11 when performing power transmission in the reverse direction from the motor unit M1 to the vehicle side during regeneration of the motor M. In this case, the presence / absence of transmission is controlled for the bidirectional chopper 202a. During control without transmission, power transmission from the second battery 212a toward the first battery is not performed. At the time of control for transmission, the direction of power transmission is switched from the second battery 212a to the first battery 111.

The torque control unit 222 distributes the torque of all torque command values for each wheel FL, FR, RL, RR according to the running state. For the motor unit M1 of the right front wheel FR shown in the figure, the torque distribution value for the inverter 203a is output by the control signal S1a.

The motor unit M1 outputs the current value and voltage value of the second battery 212a to the controller 101 as a signal S1b, and outputs the rotation speed of the motor M to the controller 101 as a signal S1c.

These control signals S1a to S1c and S11 are transmitted via a control line wired between the vehicle 100 and the motor unit M1 on the wheel side. Since these control signals S1a to S1c and S11 only need to be able to transmit data, a thin line can be used as a control line, and it is not necessary to use a thick line that performs large-capacity power transmission. There is no reduction.

FIG. 3 is a diagram illustrating an example of an inverter circuit. The inverter 203a converts the DC power supplied from the second battery 212a into the three-phase AC power of the motor M. A diode 301 and a driving transistor 302 are provided in each of the U, V, and W phases ±, and a sine wave whose voltage and frequency are controlled by PWM modulation is generated and supplied to each phase of the motor M. Rotating drive.

FIG. 4 is a diagram illustrating a circuit example of a bidirectional chopper. The bidirectional chopper 202 a includes a primary side half bridge circuit 401, a secondary side half bridge circuit 402, and a reactor 403. The primary half bridge circuit 401 includes a switching element 404 connected to the AC-DC converter 201a and a diode 405. The secondary half bridge circuit 402 includes a switching element 406 connected to the second battery 212a and a diode 407. The reactor 403 is connected between the primary side and the secondary side. Under the control of the switching

elements

404 and 406, forward power transmission from the primary side to the secondary side or reverse power transmission from the secondary side to the primary side can be performed via the reactor 403.

With the above configuration, since the first battery 111 is provided on the vehicle 100 side and the inverter 203a and the second battery 212a are provided in the motor unit M1, the motor M is supplied by supplying DC power from the vehicle 100 side. Can be driven. At this time, the supply of DC power between the vehicle 100 and the wheel motor unit M1 does not require a large current. This is because the electric power stored in the second battery 212a is used for driving the motor, and the amount of electric power necessary for outputting a large torque is stored in the second battery 212a with some margin. Just keep it. Therefore, if electric power transmission between the first battery 111 and the second battery 212a is continuously performed, it is not necessary to pass a large current. For this reason, the

power transmission antennas

122a and 123a are provided in the vehicle 100 and the motor unit M1 of the wheel, respectively, so that non-contact wireless power transmission can be performed.

(Outline of power transfer between batteries)
FIG. 5 is a diagram showing an outline of power transmission between batteries. In the case of four-wheel drive, four motor units M1 to M4 are provided, and the first battery 111 having a relatively large capacity for driving the motors M of the four motor units M1 to M4 is used. On the other hand, the second battery 212a provided in each of the motor units M1 (and M2 to M4) only needs to drive a single motor M, can be used with a relatively small capacity, and can reduce the weight.

The power transmission between the first battery 111 and the second battery 212a is such that the remaining amount (current value B1) of the second battery 212a in the motor unit M1 always approaches the target remaining amount value BS (Set). Control. This control is performed by the remaining amount control unit 221 of the controller 101. The target remaining amount value BS is set to a predetermined value between the charging upper limit value BU (Upper) and the charging lower limit value BL (Lower). In the figure, RL (Lower) is a difference between the current value B1 and the charging lower limit value BL, and is a capacity that can be used by the second battery 212a.

As described above, the power transmission direction is bidirectional, that is, the forward direction and the reverse direction. The positive direction is the direction from the first battery 111 to the second battery 212a. The reverse direction is the direction from the second battery 212 a to the first battery 111.

The controller 101 basically has
1. Power transmission in the positive direction is performed during power running control. Power running control is performed, for example, when the depression of the accelerator pedal 103 is detected.
2. Power transmission in the reverse direction is performed during regenerative control. The regeneration control is performed, for example, when the depression of the brake pedal 104 is detected.

The controller 101 (the remaining amount control unit 221 and the torque control unit 222) controls the regenerative power at the time of regeneration so that the current charging value B1 does not exceed the charging upper limit value BU of the second battery 212a. Further, the power running power during power running is controlled so that the current charge value B1 does not fall below the charge lower limit value BL of the second battery 212a.

(Contents of power transmission control)
FIG. 6 is a flowchart showing the entire control content related to power transmission. The process of power transmission and torque control performed by the controller 101 is shown. First, the controller 101 detects the current traveling speed with the sensors of the motor units M1 to M4. Further, depression of the accelerator pedal 103 and the brake pedal 104 is detected (step S701).

Then, the combination of the current traveling state and the control mode is specified (step S702). as mentioned above,
1. When depression of the accelerator pedal 103 is detected, power running control is specified.
2. When depression of the brake pedal 104 is detected, regeneration control is specified. other than this,
3. When the depression of the accelerator pedal 103 and the brake pedal 104 is not detected and the speed of the vehicle 100 is low, the power running control is specified. In this case, the pseudo creep torque described later is controlled.
4). When depression of the accelerator pedal 103 and the brake pedal 104 is not detected and the speed of the vehicle 100 is high, regeneration control is specified. In this case, a pseudo engine brake, which will be described later, is controlled.
5. When depression of the accelerator pedal 103 and the brake pedal 104 is not detected and the speed of the vehicle 100 is medium (not fast and not slow), it is specified that there is no control (coasting operation).

Next, it is determined which control mode is used (step S703). When the control mode is power running control (step S703: power running), power running torque control is performed (step S704), and the process proceeds to step S706. When the control mode is regenerative control (step S703: regenerative), regenerative torque control is performed (step S705), and the process proceeds to step S706. If the control mode is coasting (step S703: coasting), no control is performed and the process proceeds to step S706.

Next, in step S706, the above-described wireless power transmission control is performed (step S706), and the process ends. The controller 101 performs the above processes continuously over time.

(About power running torque control)
FIG. 7 is a flowchart showing the control content of the power running torque control. The detailed control content of power running torque control shown to step S704 of FIG. 6 is shown. First, the controller 101 detects each value of the second battery 212 (212a to 212d, where 212b to 212d indicate the second batteries of the motor units M2 to M4, respectively) provided in the motor units M1 to M4 ( Step S801).

The charging lower limit value of the second battery 212 (212a to 212d) is BL, the current value (remaining amount) is B1 to B4, and the current voltage is V1 to V4. The current values B1 to B4 of the second batteries 212a to 212d of the motor units M1 to M4 are always different depending on the driving state of the motor M.

Next, torque distribution values T1 to T4 to each wheel (each motor unit M1 to M4) are determined based on the depression amount of the accelerator pedal 103 and a predetermined torque distribution value, and power estimation using a motor efficiency map described later is performed. The necessary powering powers W1 to W4 are calculated by the method (step S802).

Next, the capacity | capacitance RL which can use the electric power of the 2nd battery 212 is calculated (step S803). Specifically, the second batteries 212 (212a to 212d) provided in the motor units M1 to M4, respectively,
Usable capacities RL1 to RL4 = current values B1 to B4—charge lower limit BL
Calculated by

Next, the power running powers W1 to W4 required by the motor units M1 to M4 are compared with the capacities RL1 to RL4 usable in the second battery 212 (212a to 212d) calculated in step S803 (step S804). As a result, when the power running power W1 to W4 required for each motor unit M1 to M4 exceeds the capacity RL1 to RL4 usable by the corresponding second battery 212 (212a to 212d) (step S804: Yes), The torque distribution value of each wheel is recalculated so that the power running power is less than the usable capacities RL1 to RL4 (step S805). That is, when torque distribution is performed on all torque command values, the torque distribution value to the motor unit of the second battery 212 having a small remaining amount is decreased, and the torque distribution values of other motor units are also decreased at that ratio.

On the other hand, if the power running power W1 to W4 necessary for each of the motor units M1 to M4 is within the capacity RL1 to RL4 that can be used by the corresponding second battery 212 (212a to 212d) in step S804 (No in step S804). The process of step S805 is not performed, and the process proceeds to step S806.

In step S806, power running torque control is performed using the torque distribution values for the motor units M1 to M4 (step S806), and the process ends.

(Regenerative torque control)
FIG. 8 is a flowchart showing the control content of the regenerative torque control. The detailed control content of regenerative torque control shown to step S705 of FIG. 6 is shown. During regeneration, the motor M generates electric power. First, the controller 101 detects each value of the second battery 212 (212a to 212d) provided in each of the motor units M1 to M4 (step S901). The upper limit of charge of the second battery 212 is BU, the current value (remaining amount) is B1 to B4, and the current voltage is V1 to V4.

Next, torque distribution values T1 to T4 for each wheel (each motor unit M1 to M4) are determined based on the depression amount of the brake pedal 104 and a predetermined torque distribution value, and power estimation using a motor efficiency map described later is performed. The regenerative power W1 to W4 is calculated by the method (step S902).

Next, the capacity | capacitance RU in which electric power regeneration of the 2nd battery 212 is possible is calculated (step S903). Specifically, the second batteries 212 (212a to 212d) provided in the motor units M1 to M4, respectively,
Regenerative capacities RU1 to RU4 = charge upper limit value BU−current values B1 to B4
Calculated by

Next, the regenerative power W1 to W4 in each of the motor units M1 to M4 is compared with the capacity RU that can be regenerated by the second battery 212 (212a to 212d) calculated in step S903 (step S904). As a result, when the regenerative power W1 to W4 of each motor unit M1 to M4 exceeds the capacity RU1 to RU4 that can be regenerated by the corresponding second battery 212 (212a to 212d) (step S904: Yes), the regenerative power The torque distribution value of each wheel is recalculated so that becomes less than the capacity RU1 to RU4 that can be regenerated (step S905). That is, when all torque command values are torque-distributed, the torque distribution value to the motor unit of the second battery 212 having a large remaining amount is decreased, and the torque distribution values of the other motor units are also decreased at that ratio.

On the other hand, if the regenerative power W1 to W4 of each motor unit M1 to M4 is within the capacity RU1 to RU4 that can be regenerated by the corresponding second battery 212 (212a to 212d) in step S904 (step S904: No), step S904 is performed. The process proceeds to step S906 without performing the process of S905.

In step S906, regenerative torque control is performed using the torque distribution values for the motor units M1 to M4 (step S906), and the process ends.

(Power transmission control procedure)
Next, the above-described wireless power transmission control procedure will be described. FIG. 9 is a flowchart illustrating an example of a wireless power transmission control procedure according to the embodiment. In the description of FIG. 9, power transmission to the second battery 212a provided in the motor unit M1 will be described as an example. However, if similar processing is performed for the second batteries 212b to 212d provided in the other motor units M2 to M4. Good.

First, the controller 101 detects each value of the second battery 212a (step S1001). The target remaining amount of the second battery 212a is BS, the current value (remaining amount) is B1, and the current voltage is V1. Further, the maximum current of the wireless power supply line L1 for the motor unit M is Amax. This maximum current Amax has different allowable values (current allowable values) depending on the coils of the

power transmission antennas

122a and 123a for wireless transmission provided on the power supply line L1, the driver IC, and the like.

Next, an upper limit value Cmax at which electric power can be transmitted and electric power D to be transmitted are calculated by the following formula (step S1002).
Upper limit Cmax at which power can be transmitted = maximum current Amax of power supply line L1 × current voltage V1
Power to be transmitted D = BS-B1

The electric power D to be transmitted is electric power to be transmitted between the first battery 111 and the second battery 212a on the power supply line L1. For example, during power running, the electric power is required to drive the motor M in the positive direction from the first battery 111 to the second battery 212a corresponding to the assigned torque distribution value. At the time of regeneration, this corresponds to the power to transmit the line power to the first battery 111.

Next, the power value of power transmission is determined (step S1003). The power value of power transmission is performed by using the smaller one of the absolute value | D | of the power D desired to be transmitted and the upper limit Cmax capable of power transmission. For this reason, if the absolute value of the power D to be transmitted exceeds the upper limit value Cmax capable of power transmission (step S1003: Yes), the power for transmitting the upper limit value Cmax capable of power transmission when the power D to be transmitted is positive. Determine as D. When the power D to be transmitted is negative, an upper limit value −Cmax that allows power transmission is determined as the power D to be transmitted (step S1004).

On the other hand, in step S1004, if the absolute value of power D to be transmitted does not exceed the upper limit Cmax at which power can be transmitted (step S1003: No), the processing of step S1004 is not performed and the power D to be transmitted is used as it is. The process proceeds to S1005.

In step S1005, the differential capacity D is transmitted from the first battery 111 to the second battery 212a via the wireless power line L1. If the value of D is negative, it is during regeneration, and power is transmitted from the second battery 212a to the first battery 111 via the wireless power line L1 (step S1005).

(About power running torque command value)
FIG. 10 is a chart showing torque command values during power running. The relationship between the power running torque command value (vertical axis) and the depression amount (horizontal axis) of the accelerator pedal 103 is shown. As shown in the figure, the torque control unit 222 of the controller 101 does not control the amount of depression of the accelerator pedal 103 and the total torque command value at the time of power running in a proportional linear relationship, but the amount of depression of the accelerator pedal 103. On the other hand, a power running torque command value is output with a curve that gradually changes. Further, the power running torque command value at the time of backward movement is set to be gentler than that at the time of forward movement of the vehicle 100.

(Regenerative torque command value)
FIG. 11 is a chart showing torque command values during regeneration. The relationship of the regenerative torque command value (vertical axis) with respect to the depression amount (horizontal axis) of the brake pedal 104 is shown. As shown in the figure, the controller 101 controls the regenerative torque command value to have a substantially linear relationship with respect to the depression amount of the brake pedal 104. Further, the regenerative torque command value at the time of reverse movement is set so as to change more gently than at the time of forward movement of the vehicle.

(About pseudo creep torque and pseudo engine brake)
FIG. 12 is a chart showing torque command values when the pedal is released. When neither the accelerator pedal 103 nor the brake pedal 104 is depressed, the controller 101 changes the torque command value according to the vehicle speed as shown in the figure.

And when the vehicle speed is slow, pseudo creep torque is generated as positive (+) torque. When the vehicle speed is high, a pseudo engine brake is generated as a negative (−) torque. In the illustrated example, the pseudo engine brake is applied when the vehicle speed is about 40 km / h or higher, and the largest torque value is applied when the vehicle speed is about 60 km / h. At a speed of about 60 km / h or more, a small torque value is gradually applied. When the vehicle speed is medium (N speed range in the figure), the coasting operation is performed with the torque command value set to zero.

Further, when the normal mode and the eco mode are switched, the characteristics of the torque command value with respect to the vehicle speed may be changed for each switched mode. In the illustrated example, the pseudo creep torque value is reduced in the eco mode compared to the normal mode, and the pseudo engine brake has a large negative torque value.

(Motor power estimation using motor efficiency map)
Next, power consumption (regenerative power) estimation of the motor M using the motor efficiency map will be described. FIG. 13 is a chart showing a motor efficiency map. The efficiency map 1400 shows the rotational speed-torque characteristics of the motor M, with the horizontal axis representing the rotational speed and the vertical axis representing the torque. In the storage unit of the controller 101, an efficiency map 1400 of the illustrated four quadrant is stored in advance.

The first to fourth quadrants of the efficiency map 1400 are respectively
1. Forward running: A state where the accelerator pedal is being depressed while moving forward. 2. Reverse power running: A state where the accelerator pedal is depressed during reverse. Reverse regeneration: State where the brake pedal is depressed during reverse. Normal regenerative regeneration: A state in which the brake pedal is depressed during forward travel.

The torque control unit 222 of the controller 101 calculates the total torque command amount from the depression amount of the accelerator pedal 103 and the brake pedal 104. The total torque value is distributed to a torque distribution value T for each motor M of each wheel by a predetermined torque distribution.

Further, the controller 101 detects the rotational speeds Vfl, Vfr, Vrl, Vrr by the sensors of the motor units M1 to M4 while the vehicle 100 is traveling. Here, the rotation speed is described as ω. Then, the controller 101 refers to the efficiency map 1400 for the motor M, and obtains the efficiency η from the torque T and the rotational speed ω.

And the controller 101 estimates the power consumption at the time of power running, and the regenerative power at the time of regeneration from the following formula | equation, respectively.
・ Power efficiency η = (T ・ ω) / (V ・ I)
・ Regeneration efficiency η = (V ・ I) / (T ・ ω)
(V and I are the voltage and current of the motor M or the voltage and current of the inverter 203)

The above (V · I) corresponds to the power consumption of the motor M during power running and the regenerative power W during regeneration. As described above, the controller 101 obtains the current value and the usable or regenerative power for the second battery 212 (212a to 212d). Then, the available or regenerative power is compared with the calculated power consumption (regenerative power), and the torque distribution value for the motor M is corrected so as to be within the range.

And by using the efficiency map 1400, the power consumption (regenerative power) of the motor M can be determined more accurately. As a result, it is possible to accurately estimate the amount of power required during power transmission (power D to be transmitted), accurately calculate the amount of power during power transmission, and perform efficient power transmission. Become.

The efficiency map 1400 is not limited to acquiring in advance. For example, the efficiency map 1400 may be created while the vehicle 100 is traveling. The controller 101 includes an efficiency map generation unit, acquires the power consumption and the rotation speed of the motor M during traveling, and generates the efficiency map 1400 described above.

In addition, the configuration may be such that the efficiency map 1400 acquired in advance is updated. On this occasion,
・ Detects the torque value from the current I flowing through the motor M ・ Detects the rotational speed of the wheel by a rotational position sensor such as a resolver ・ Detects the current and voltage by a current sensor and a voltage sensor provided between the second battery 212a and the inverter 203a Calculation of Electric Power The controller 101 can update the efficiency map 1400 stored in the storage unit at any time during traveling of the vehicle 100 by the above detection and calculation.

(Example of torque distribution)
Next, an example of redistribution of the torque distribution value for the motor M of each wheel will be described. FIG. 14 is a diagram illustrating an example of torque redistribution when the remaining battery level is low. An example will be described in which the total torque command value is input as 100 [Nm] to the controller 101 by, for example, depressing the accelerator pedal 103.

As shown in (a) of FIG. 14, suppose that the torque control unit 222 of the controller 101 assigns torque distribution values to 20 [Nm] for the left and right front wheels and 30 [Nm] for the left and right rear wheels. Suppose that

Here, as shown in FIG. 14B, the remaining amount of the battery of the second battery 212 (corresponding to 212b) provided in the motor unit M2 of the left front wheel FL is reduced, and the motor M of the left front wheel FL becomes 16%. Assume that only [Nm] can be output. Correspondingly, if the torque of the left front wheel FL is simply lowered, the driving force of the left and right front wheels becomes unbalanced, which causes an effect that the direction of travel of the vehicle 100 changes.

For this reason, the torque controller 222 of the controller 101 redistributes the torque as shown in FIG. That is, the torque is distributed to the left and right front wheels so that the same torque 16 [Nm] is obtained. Further, in order to make the left and right rear wheels the same ratio corresponding to the ratio (4/5) in which the torque of the front wheels is changed from 20 [Nm] to 16 [Nm]], 30 [Nm] to 24 [Nm] Change the torque to]. In this case, the total torque value is changed from 100 [Nm] to 80 [Nm].

In the above description, the torque redistribution based on the fact that the remaining amount of the second battery 212 is reduced has been described. However, when the battery 212 is nearly fully charged, the same applies to the braking of the vehicle 100 (during braking). Do. However, in this case, only the regenerative brake of the motor M is not sufficient as the braking force, so this insufficient braking force needs to be used in combination with a mechanical brake.

(About cooperative brake)
The cooperative brake is a brake that generates a necessary braking force by combining a regenerative brake by the motor M and a mechanical brake by hydraulic control. There are various methods for combining a regenerative brake and a mechanical brake.

For example, a method of always using a regenerative brake and a mechanical brake at a predetermined ratio, a method of using a regenerative brake up to a predetermined braking amount, and using a mechanical brake when a predetermined braking amount is exceeded, There is a method of using a mechanical brake up to a predetermined braking amount and using a regenerative brake when the braking amount exceeds a predetermined braking amount.

FIG. 15-1 is a diagram illustrating the control characteristics of the cooperative brake used in the embodiment. The horizontal axis is speed, and the vertical axis is braking torque. The motor M has a low rotation speed when the speed is low. Accordingly, as shown in the figure, when such a speed is low, the back electromotive force is also small, and thus a large regenerative brake cannot be obtained.

Therefore, in the controller 101 of the embodiment, not only the regenerative brake of the motor M but also the coordinated brake control for obtaining the insufficient braking torque that cannot be obtained by the regenerative brake by the mechanical brake is performed. In the example shown in the figure, the braking torque of the mechanical brake has a characteristic opposite to that of the regenerative brake, and increases as the speed decreases and decreases as the speed increases. Thereby, the braking torque value corresponding to the depression amount of the brake pedal 104 is obtained by the braking force of both the regenerative brake and the mechanical brake.

Further, when the current value of the second battery 212 is close to full charge and a large regenerative brake cannot be applied, the controller 101 reduces the ratio of the regenerative brake braking torque in the same manner as at the low speed, thereby reducing the mechanical type. Cooperative brake control is performed so as to obtain a required braking torque by increasing the ratio of the braking torque by the brake.

FIG. 15-2 is a diagram illustrating another control characteristic of the cooperative brake used in the embodiment. In the illustrated example, when the electric power generated by the regenerative brake can no longer be charged, the ratio of the braking torque by the regenerative brake is gradually reduced, and conversely, the ratio by the mechanical brake is increased.

As described above, the braking torque is generated not only by the regenerative braking by the motor M but also by the cooperative braking control using the mechanical brake together, the necessary braking torque can be generated over a wide range of speeds, and the vehicle 100 can be safely driven. To be able to do that. Even when the second battery 212 cannot be charged due to a change in the charge capacity of the second battery 212, the necessary braking torque can be obtained.

(Other control procedures for power transmission)
FIG. 16 is a diagram showing an outline of another power transmission between batteries. In this example, two items are added to each item regarding the battery amount of the second battery 212a. These are the wireless discharge execution determination value BJ + (plus) and the wireless charge execution determination value BJ- (minus).

The wireless discharge execution determination value BJ + is set between the target remaining amount value BS of the second battery 212a and the charge upper limit value BU. The wireless charging execution determination value BJ- is set between the target remaining amount value BS and the charging lower limit value BL.

FIG. 17 is a flowchart showing another example of a wireless power transmission control procedure. First, the controller 101 detects each value of the second battery 212a (step S1701). As shown in FIG. 16, the target remaining amount of the second battery 212a is BS, the current value (remaining amount) is B1, and the current voltage is V1. Further, the maximum current of the wireless power supply line L1 for the motor unit M is Amax. This maximum current Amax has different allowable values (current allowable values) depending on the coils of the

power transmission antennas

122a and 123a for wireless transmission provided on the power supply line L1, the driver IC, and the like. The upper limit side wireless discharge execution judgment value BJ + and the lower limit side wireless charging execution judgment value BJ- are used.

Next, it is determined whether the current value B1 of the second battery 212a is less than the lower limit wireless charging execution determination value BJ− (step S1702). If the current value B1 of the second battery 212a is less than the lower limit side wireless charging execution determination value BJ− (step S1702: Yes), a value obtained by subtracting the current value B1 from the lower limit side wireless charging execution determination value BJ− is transmitted. It is assumed that the power D is desired (step S1703).

On the other hand, if the current value B1 of the second battery 212a exceeds the lower limit side wireless charge execution determination value BJ- (step S1702: No), the current value B1 of the second battery 212a is the upper limit side wireless discharge execution determination value. It is determined whether or not BJ + is exceeded (step S1704). If the current value B1 of the second battery 212a exceeds the upper limit side wireless discharge execution determination value BJ + (step S1704: Yes), it is desired to transmit a value obtained by subtracting the current value B1 from the upper limit side wireless discharge execution determination value BJ +. The power is D (step S1705). If the current value B1 of the second battery 212a is less than the upper limit wireless discharge execution determination value BJ + (step S1704: No), the process ends.

When the current value of the second battery 212a is larger than the upper limit side wireless discharge execution determination value or smaller than the lower limit wireless charge execution determination value by the above processing, only the power difference from the current value is obtained. Power is transmitted wirelessly.

After the processing of step S1703 and step S1705, the upper limit Cmax that allows power transmission is calculated by the following equation (step S1706).
Upper limit value Cmax at which power can be transmitted = maximum current Amax at which power can be transmitted wirelessly × current voltage V1

Next, the power value of power transmission is determined (step S1707). The power value of power transmission is performed by using the smaller one of the absolute value | D | of the power D desired to be transmitted and the upper limit Cmax capable of power transmission. For this reason, if the absolute value of the power D to be transmitted exceeds the upper limit value Cmax capable of power transmission (step S1707: Yes), the power for transmitting the upper limit value Cmax capable of power transmission when the power D to be transmitted is positive. Determine as D. If the power D to be transmitted is negative, an upper limit value −Cmax that allows power transmission is determined as the power D to be transmitted (step S1708).

On the other hand, in step S1707, if the absolute value of power D to be transmitted does not exceed the upper limit Cmax at which power can be transmitted (step S1707: No), the processing of step S1708 is not performed and the power D to be transmitted is used as it is. The process moves to S1709.

In step S1709, the differential capacity D is wirelessly transmitted from the first battery 111 to the second battery 212a. If the value of D is negative, power is transmitted wirelessly from the second battery 212a to the first battery 111 (step S1709).

According to the above power transmission control process, when wireless power loss cannot be ignored, power transmission by non-contact charging is performed only when the current value exceeds the wireless charging execution determination value. As a result, the wireless power transmission amount is set such that the current value approaches the wireless charging execution determination value or the wireless discharge execution determination value. This makes it difficult to approach the charge upper limit value and the charge lower limit value, thereby reducing the need for power running torque and regenerative torque limitation to prevent overcharge and overdischarge.

(Example of wheel and power transmission antenna structure)
18A and 18B are diagrams illustrating structural examples of the wheel and the power transmission antenna, respectively. FIG. 18A is a structural example in which the power transmission antenna is provided perpendicular to the ground. A wheel 1800 of the vehicle 100 is formed by attaching a tire 1802 to a wheel 1801. A motor (inner motor) M is provided inside the wheel 1801.

Suspension 1803 is provided between the wheel 1801 and the vehicle 100, and the suspension 1803 absorbs the vertical stroke of the wheel 1800 (tire 1802) due to road surface unevenness.

Further, on the wheel 1800 side, the inverter 203, the second battery 212, the power transmission antenna 123, and the receiving circuit (including the AC-DC converter 201 and the bidirectional chopper 202) 1810 are provided. On the vehicle 100 side, a power transmission antenna 122 and a transmission circuit (including a DC-AC conversion unit 121) 1811 are provided so as to face the power transmission antenna 123. The surfaces of the pair of

power transmission antennas

122 and 123 are provided perpendicular to the ground.

In the above configuration, when the vertical stroke of the wheel 1800 due to road surface unevenness is large, the center of the pair of

power transmission antennas

122 and 123 is shifted, and the efficiency of wireless power transmission is reduced. For this reason, the vertical stroke amount of the wheel 1800 is detected, and the power transmission antenna 122 is moved in the vertical direction according to the vertical stroke amount of the wheel 1800, as will be described later, to eliminate the center deviation.

Fig. 18-2 shows a structural example in which the power transmission antenna is provided horizontally with respect to the ground. In the example shown in the figure, a pair of

power transmission antennas

122 and 123 are provided horizontally above the ground at the upper position of the wheel 1800. In the example shown in this figure, even if the wheel 1800 is moved up and down, the center does not shift between the pair of

power transmission antennas

122 and 123, but the distance between the power transmission antenna 122 and the rod 123 changes. The wireless power transmission efficiency changes.

For this reason, in this embodiment, one of the pair of power transmission antennas 122 and 123 (for example, the power transmission antenna 122 on the vehicle 100 side) is moved in the same direction (up and down) corresponding to the vertical stroke amount of the wheel 1800. By doing so, power transmission is performed while maintaining a state of good transmission efficiency.

FIGS. 19A and 19B are diagrams illustrating examples of the moving structure of the power transmission antenna. FIG. 19A illustrates a structure in which the power transmission antenna 122 is movable in the vertical direction in the structural example in which the power transmission antenna illustrated in FIG. 18A is provided perpendicular to the ground. As shown in this figure, the power transmission antenna 122 can be moved up and down by an actuator (or a motor such as a servo motor or a stepping motor) 1901. The pair of

power transmission antennas

122 and 123 is provided with a position detector 1902 for detecting the position of mutual displacement.

The position detector 1902 includes, for example, a light emitting unit 1902a such as an LED or a laser on the wheel 1800 side, and a light receiving unit 1902b that receives light from the light emitting unit 1902a on the vehicle 100 side. Thereby, the mutual shift | offset | difference state of a pair of electric

power transmission antennas

122 and 122 can be detected. Or it is set as the structure which measures the distance to the ground by providing a distance sensor, and detects the mutual shift | offset | difference state of a pair of electric

power transmission antennas

122 and 123.

FIG. 19-2 shows a structure in which the power transmission antenna 122 is movable in the vertical direction in the structural example in which the power transmission antenna shown in FIG. 18-2 is provided horizontally with respect to the ground. In this structural example, the power transmission antenna 122 can be moved up and down by an actuator 1901. The pair of

power transmission antennas

The position detector 1902 is configured to detect a vertical shift between the pair of

power transmission antennas

122 and 123 using a distance sensor, for example.

The position detector 1902 is configured by providing a light emitting unit 1902a such as an LED or a laser on the wheel 1800 side and a light receiving unit 1902b for receiving the light of the light emitting unit 1902a on the vehicle 100 side, for example. Thereby, the mutual shift | offset | difference state of a pair of electric

power transmission antennas

122 and 123 is detectable.

(Configuration example of antenna position control)
FIG. 20 is a block diagram showing a configuration of antenna position control when a position detector is used. The configuration relating to the antenna position control is provided as one function of the remaining amount control unit 221 of the controller 101. And in this structural example 1, a distance sensor is used as the position detector 1902, this distance sensor is arrange | positioned at the vehicle 100 side, and the distance between the electric power transmission antenna 123 by the wheel 1800 side is measured.

The antenna position control unit 2001 has a position detector (distance caused by unevenness of the road surface when the vehicle 100 is running with respect to a position command corresponding to the initial position (for example, a reference vertical stroke position) such as when stopping on a flat ground. Sensor) 1902. The control calculation unit 2002 detects this deviation and operates an actuator (or servo motor or the like) 1901 via the drive circuit 2003. At this time, the operation direction of the actuator 1901 is a direction in which the deviation of the center between the pair of

power transmission antennas

122 and 123 is eliminated. For example, when the wheel 1800 performs a stroke operation in the upward direction, the actuator 1901 moves in the same upward direction. Let

As a result, the position detector 1902 can detect that the deviation (center deviation) has been reduced, and the actuator 1901 can be held at a position where the deviation is always zero. In this way, the feedback loop can always control the pair of

power transmission antennas

122 and 123 to be at the same center position, and the power transmission efficiency can always be kept in a good state.

FIG. 21 is a block diagram showing a circuit configuration of the antenna position control unit shown in FIG. The control calculation unit 2002 of the antenna position control unit 2001 illustrated in FIG. 20 can use one function of the controller 101. The output of the position detector (distance sensor) 1902 is captured by the controller (CPU) 101, a drive signal is generated by a drive circuit 2003 provided near the actuator 1901, the actuator (M) 1901 is driven, and the power transmission antenna 122 is connected. Move.

As the position detector 1902, another light detection sensor may be used, and a position shift between the pair of

power transmission antennas

122 and 123 may be detected by the light detection sensor. In addition, when the active suspension system is mounted on the vehicle 100, road surface unevenness and vehicle body movement are detected by sensors, and the controller 101 can control the vibration of the road surface of the vehicle 100 by controlling the damper of each wheel, The cornering stability can be obtained. The position detector described above can also use a sensor used in an active suspension system.

(About power transmission control prediction)
Next, a configuration for predicting power transmission control based on a travel plan of the vehicle 100 using the above-described configuration of wireless power transmission will be described. By predicting the transition of the power consumed when the vehicle 100 moves to the destination in a state before the vehicle 100 travels, the power transmission control can be performed systematically and efficiently.

FIG. 22 is a diagram showing a power transmission system between the vehicle and each wheel. The controller 101 includes a power transmission antenna 122 (122a) between a first battery 111 provided in the vehicle 100 and a second battery 212 (212a to 212d) provided in each wheel 1800 (FR, FL, RR, RL). To 122d) and 123 (123a to 123d) are controlled. A navigation device 2300 mounted on the vehicle 100 is connected to the controller 101.

Thus, since the vehicle 100 is provided with not only the first battery 111 but also the plurality of second batteries 212 (212a to 212d) for each wheel 1800, a plurality of electric power supplies to one vehicle 100 is not possible. There will be a buffer. Thereby, the plurality of second batteries 212 can increase the degree of freedom of power transmission, such as supplying power to each other via the first battery 111.

The navigation device 2300 collects a travel history and map information (road information) based on a travel plan when the vehicle 100 travels to a destination, and outputs information such as a travel route with a short time and distance. Based on the road information on the travel route, the controller 101 predicts the transition of power consumed when the vehicle 100 moves to the destination.

FIG. 23 is a chart showing an example of changes in power consumption and regenerative power during vehicle travel. As shown in the figure, when the vehicle 100 travels, the motor M (M1 to M4) consumes power (powering power) according to the road conditions (curve, slope, stop / start, etc.) on the travel route. Further, at times T1 and T2, the motor M (M1 to M4) generates electric power (regenerative power) by the brake operation at the time of stop (regenerative power). Further, as shown in the figure, on the downhill for a long time indicated at time T3, the regenerative power is generated continuously for a long time as well.

FIG. 24 is a diagram showing an outline of power transmission to a plurality of second batteries and motors. The power PA between the first battery 111 and the second battery 212a, the power PB between the second battery 212a and the motor M1, and the capacity of the second battery 212a are 40 Wh. It is assumed that the remaining amount B1 of the second battery 212a is 12 Wh.

When the power PA between the first battery 111 and the second battery 212a is 0 kW to 1 kW, the controller 101 performs control not to return the power regenerated by the motor M1 to the main (first battery 111) side. In the case of −1 kW to 1 kW, control is performed to return the electric power regenerated by the motor M1 to the main (first battery 111) side. On the other hand, the electric power PB between the second battery 212a and the motor M1 has a range of −4 kW to 4 kW.

FIG. 25 is a diagram showing a change state of transmitted power. The electric power PA and PB corresponding to the change for every time shown in FIG. 23 is shown. As shown to (a), the range of electric power PA transmitted between the 1st battery 111 and the 2nd battery 212a is small, and the range of electric power PB transmitted between the 2nd battery 212a and the motor M1 is set large. As a result, the power transmitted between the vehicle 100 and the wheels 1800 can be reduced, so that relatively low-power wireless power transmission using the power transmission antennas 122 (122a to 122d) and 123 (123a to 123d) can be performed.

(B) shows the change in power PC as the difference between power PB and power PA. This power PC corresponds to the power charged in the second battery 212a of FIG. (C) shows a change in the remaining amount of the second battery 212a. Since the second battery 212a plays a buffering role with respect to the power change, the maximum power supply power (1 kW) supplied to the second battery 212a is greater than the maximum instantaneous power (4 kW) that needs to be supplied to the motor M1. Can be small.

FIG. 26 is a diagram showing a change state of the power consumption of the motor. The negative side is regenerative power generated by the motor M1. As illustrated, the motor M1 consumes and regenerates 4 kW as the maximum instantaneous power. On the other hand, the maximum supply power of the power PB supplied from the second battery 212a to the motor M1 can be set to about 0.8 to 1 kW.

FIG. 27 is a diagram showing changes in the power consumption of the motor and the remaining amount of power stored in the second battery. By supplying power to the motor M1 with the maximum supply power (0.8 to 1 kW), it is possible to supply power corresponding to the change in the power consumption of the motor M1.

In the lower part of the figure, the remaining amount change of the second battery 212a at the maximum supply power (0.8 to 1 kW) is shown. In this figure, it is assumed that the capacity of the second battery 212a (EC) is 40 Wh, and the initial power amount (current value B1) is 20 Wh.

The figure shows that the charging of the second battery 212a proceeds when the integrated power consumption does not increase at time T1 and T2 due to signal stoppage or the like. Further, as shown in the figure, it is shown that when the maximum supply power is set to 0.8 to 1 kW, it can be accommodated within the capacity range of the second battery 212a. Note that transmission control is performed so that the remaining amount (current value B1) of the second battery 212a falls within the range between the charging upper limit value BU and the charging lower limit value BL based on power transmission prediction described later.

(Processing procedure for power transmission prediction: Processing example 1)
Next, a processing procedure for power transmission prediction will be described. FIG. 28 is a flowchart showing an overall procedure of power transmission prediction. The illustrated process is executed by the power supply control unit (remaining amount control unit) 221 of the controller 101.

First, road information and the like of the planned route of the vehicle 100 is acquired from the navigation device 2300, and the power consumption (see FIG. 27) and power consumption of the motor M (M1 to M4) over time when the vehicle 100 travels to the destination. The transmission efficiency of the

transmission antennas

122 and 123 and the power supplied (regenerated) to the second battery 212 are predicted (step S2801).

Then, an optimal charging plan for necessary power transmission (charging power, see FIG. 27) is created for the second battery 212 (212a to 212d) (step S2802). Here, for example, the maximum supply power (0.8 to 1 kW) corresponding to the power consumption of the motor M is set. The maximum power supply is not limited to any one, but can be varied according to the power consumption of the motor M1.

Then, as shown in FIG. 27 and the like, the remaining battery power (current value B1) is within the range between the charging upper limit value BU and the charging lower limit value BL to prevent overcharging and the like and to charge without excess or deficiency. Control transmission. In the simplest example, as described later, power supply to the second battery 212 is switched ON / OFF. When power supply is necessary, the power is turned on. When power supply is not necessary, the power is switched off. Thereafter, normal traveling of the vehicle 100 is started (step S2803).

FIG. 29 is a flowchart showing a detailed procedure of the prediction process. This process is power transmission prediction at the time of power running, and shows details of the process in step S2801 of FIG. First, the planned route of the vehicle 100 is acquired from the navigation device 2300, and a section up to a certain distance on the planned route is set (step S2901). Thereafter, the planned route is divided into a plurality of sections, and the following processing is performed for each section.

First, the road alignment (curve / gradient, etc.), travel speed (statutory speed), and traffic jam situation of the section are acquired from the navigation device 2300, and the time-series speed profile of the vehicle 100 (change in speed over time) is obtained from these. (State) is predicted (created) (step S2902). Next, a power consumption profile of the motor M is predicted (created) from the speed profile by power consumption prediction (step S2903). The power consumption prediction is obtained by calculation using a travel resistance, an efficiency map, and the like of the vehicle 100 described later.

Next, the positional deviation between the

power transmission antennas

122 and 123 is estimated from the road alignment (curve / gradient etc.) of the section, and a transmission efficiency profile is predicted (created) (step S2904). As described above, when vehicle 100 passes a curve, wheel 1800 turns, the center between

power transmission antennas

122 and 123 shifts, and the transmission efficiency changes. The processing in step S2904 is not executed when the power transmission antenna 122 is moved by the actuator 1901 as described above with reference to FIGS. 19A, 19B, and the like to eliminate the deviation of the center position. You can also

When the remaining amount (current value B1) of the second battery 212 is outside the reference range (charging upper limit value BU and charging lower limit value BL), it is assumed that transmission is performed to automatically stop / restart power feeding, and A remaining power profile is predicted (created) from the power consumption profile and the transmission efficiency profile (step S2905).

(About running resistance and speed profile)
The running resistance is represented by the following formula.
Travel resistance Fdr (t) [N] = air resistance + rolling resistance + gradient resistance + acceleration resistance + internal resistance = 1/2 · ρC _D Av (t) ² + μr (x) mg + mgsinθ (x) + m (dv (t) / Dt) + Ri
(Fd: driving force, [rho: air density, C _{_D:} C _D value, A: front projected area, .mu.r: rolling resistance coefficient, m: vehicle weight, g: gravitational acceleration, Ri: Internal resistance)
The internal resistance is a resistance component other than air resistance, rolling resistance, gradient resistance, and acceleration resistance, including mechanical loss of the drive system, and is assumed to be a known one here.

FIG. 30 is a diagram illustrating an example of a change state of the gradient angle and the rolling resistance coefficient. (A) shows the change of the gradient angle for every time, and gradient resistance changes when the vehicle 100 is climbing up and down. (B) shows the change of the rolling resistance coefficient, and the resistance that the tire of the wheel 1800 receives during running changes. It occurs due to changes in tire air pressure or road surface conditions.

The travel distance x (t) [m] of the planned route is calculated from the above speed profile v (t) [m / s]

Indicated by

The above power consumption profile [W] is represented by Pc (t) = (Fdr (t) · v (t)) / (ηm (T (t), ω (t)).

ω (t) is the angular velocity [rad / s] of the wheel 1800,
ω (t) = v (t) / r
Indicated by
Torque T [N] is
T (t) = J · ((dω (t)) / dt) + r · Fdr (t)
Indicated by
(J: Wheel inertia, r: Tire radius)

Ηm (T, ω) is an efficiency η corresponding to the torque T in the efficiency map 1400 described above.

(About changes in transmission efficiency)
As described above with reference to FIGS. 18A and 18B, when the vehicle 100 is traveling on a curve, the wheel 1800 is turned by a steering wheel operation, and the center of the pair of

power transmission antennas

122 and 123 is displaced, resulting in transmission efficiency Changes. In the following description, the antenna position deviation in the configuration in which the positions of the

power transmission antennas

122 and 123 are fixed will be described (note that the power transmission antenna 122 is movable as shown in FIG. Even in the configuration to be reduced, since the positional deviation cannot be completely eliminated, it can be similarly applied).

FIG. 31 is a chart showing a change in transmission efficiency of the power transmission antenna during turning. As shown in the figure, the transmission efficiency ηt between the pair of

power transmission antennas

122 and 123 becomes maximum when the center is 0 (the direction of the vehicle 100 coincides with the direction of the wheels 1800). When the vehicle 100 passes a curve with a radius of curvature R and turns with a steering wheel (steering) angle δ, the transmission efficiency ηt decreases as the steering angle δ increases. This occurs in both the vertical type and the horizontal type shown in FIGS. 18-1 and 18-2.

FIG. 32 is a diagram for explaining the vertical stroke amount of the wheel. When the vehicle 100 ascends at a gradient angle θ as shown in (a), the wheels 1800 move up and down with respect to the vehicle 100, and the front wheel suspension is extended and the rear wheel suspension is contracted compared to traveling on flat ground. The vertical stroke amount ξ varies. Further, as shown in (b), the vertical stroke amount effective value ξrms is also generated when passing through the road unevenness. As the vertical stroke amount ξ and the vertical stroke amount effective value ξrms increase, the transmission efficiency ηt decreases with substantially the same characteristics as in FIG.

FIG. 33 is a chart showing the amount of displacement by road condition. As shown in (a), the steering angle δ becomes 0 during traveling on a straight road, but the steering angle δ increases according to the curvature radius R during traveling on a curve. As shown in (b), during uphill or downhill, the vertical stroke amount ξ increases according to the gradient θ. As shown in (c), the vertical stroke amount effective value ξrms is small in a place where there is little unevenness on the road, and the vertical stroke amount ξ corresponding to the unevenness occurs when passing through a place where there are many unevennesses.

(About transmission efficiency profile)
The transmission efficiency profile η (t) is represented by the steering angle and the vertical stroke amount as in the following equation.

(About the remaining charge profile)
The remaining power storage profile is obtained by subtracting the cumulative amount of power PB consumed by the motor M or the like from the cumulative amount of power supplied to the second battery 212 as time passes, as in the following equation. PA is the supplied power [W], and is a constant here.

FIG. 34 is a chart showing a change state of the remaining amount of the second battery. The transition of the predicted value of the capacity of the second battery 212 (EC) with the passage of time indicated by the above-described remaining power storage profile is shown.

FIG. 35 is a flowchart showing an outline of the processing contents of the optimum charging plan. The processing content of step S2802 is described. As described above, this process is performed by the controller 101 (power supply control means (remaining amount control unit) 221). In this process, an optimal charging plan is created so that the remaining power storage amount (current value B1) of the second battery 212 is within the reference range (step S3501), and based on this optimal charging plan when the vehicle 100 starts to travel. Wireless charging is started (step S3502). For this reference range, for example, the above-described charge upper limit BU and charge lower limit BL (see FIGS. 5 and 16) can be set.

Next, details of the optimum charging plan shown in step S3502 will be described. Here, it is assumed that the margin of the second battery 212 is 5%, the charging upper limit value BU is set to 95% of the maximum capacity ECmax, and the charging lower limit value BL is set to 5%. Then, a plan for turning off wireless charging at a time when the remaining amount of the second battery 212 is predicted to exceed the wireless discharge execution determination value BJ + (for example, 90%) set in correspondence with the charging upper limit value BU is created. To do. A wireless charging execution determination value BJ− (for example, 10%) is also set corresponding to the charging lower limit value BL.

For example, it is assumed that the remaining amount EC (t) (the above current value B1) reaches 90% at a certain time t0. EC (t0) = 0.9ECmax
At this time, assuming that the remaining amount of the second battery 212 is planned to be lower by, for example, 20% than the predicted value, the controller 101 (power supply control means 221) has an amount corresponding to the capacity of 20%. The suspension period T during which wireless charging is turned off is obtained based on the following equation.

FIG. 36 is a chart showing the relationship between the remaining amount and the charging upper limit value, and FIG. 37 is a chart explaining the wireless charging OFF period. As shown in (a) of FIG. 36, it is assumed that a time t0 when the remaining amount of the second battery 212 is predicted to exceed the charging upper limit value BU has occurred. In this case, as shown in (a) of FIG. 37, the rest period T is set retroactively based on the time t0. Then, as shown in (b) of FIG. 37, the wireless charging for the second battery is turned off only during the suspension period T. As a result, as shown in FIG. 36B, it is possible to prevent an overcharge state exceeding at least the charge upper limit value BU at the time t0. In the example of this figure, the remaining amount at time t0 can be 70%.

(Power supply control processing according to the optimal charging plan)
In the following description, the processing content of the power supply control process according to the optimum charging plan created by the processing example 1 will be described. FIG. 38 is a flowchart showing the processing content of power supply control. The controller 101 (power supply control means 221) first starts in the normal travel mode, and executes the following processing when it is in a state where it can travel with the power ON (step S3801: No). If the power is off (step S3801: YES), the process is terminated.

Next, the remaining amount (current value B1) of each of the second batteries 212 (212a to 212d) is detected (step S3802). For example, the remaining amount can be detected based on the current voltage V (V1 to V4). Next, it is determined whether the remaining amount of the second battery 212 (any one of 212a to 212d) of a certain motor M (any one of M1 to M4) is equal to or greater than the wireless discharge execution judgment value BJ + (see FIG. 16) (step). S3803). If the remaining amount of any of the second batteries 212 (212a to 212d) is equal to or greater than the wireless discharge execution determination value BJ + (step S3803: Yes), it is determined whether wireless charging is in progress (step S3804).

If wireless charging is in progress (step S3804: YES), the normal mode is switched to the optimal distribution mode that avoids overcharging of the second battery 212 (212a to 212d), and processing in this optimal distribution mode is executed (step S3805). . If wireless charging is not in progress (step S3804: NO), wireless charging is stopped (step S3806), and the process returns to step S3802.

In step S3803, if the remaining amount of any of the second batteries 212 (212a to 212d) is less than the wireless discharge execution determination value BJ + (step S3803: No), the second battery 212 (212a) To 212d) is determined whether it is less than or equal to the wireless charging execution determination value BJ− (step S3807). If the remaining amount of any of the second batteries 212 (212a to 212d) is not less than or equal to the wireless charging execution determination value BJ− (step S3807: No), the wireless charging is continued (step S3808), and the process returns to step S3802.

On the other hand, if the remaining amount of any of the second batteries 212 (212a to 212d) is equal to or less than the wireless charging execution determination value BJ− (step S3807: Yes), it is determined whether wireless charging is being performed (step S3809).

If wireless charging is in progress (step S3809: YES), the normal mode is switched to the optimal distribution mode that avoids overdischarge to the second battery 212 (212a to 212d), and processing in this optimal distribution mode is executed (step S3810). . If wireless charging is not in progress (step S3809: NO), wireless charging is resumed (step S3811), and the process returns to step S3802.

FIG. 39 is a flowchart showing the processing contents of the optimum distribution mode for avoiding overcharge. The detailed processing content of step S3805 of FIG. 38 is shown. First, a command for driving force or braking force is received from the vehicle 100 (step S3901). For example, the driving force command is the total torque command value input to the controller 101 by operating the accelerator pedal 103, and the braking force command is the brake amount input by operating the brake pedal 104.

When a driving force command is received from the vehicle 100 (step S3902: driving force), the driving force distribution to the front and rear wheels 1800 of the vehicle 100 is optimized while the total driving force (total torque value) remains fixed (step S3903). ). The torque distribution value of the wheel 1800 that is overcharged is made higher than the distribution values of the other wheels 1800. On the other hand, when a braking force command is received from the vehicle 100 (step S3902: braking force), the braking force distribution to the front and rear wheels 1800 of the vehicle 100 is optimized while the total driving force (total torque value) remains fixed ( Step S3904). The torque distribution value of the wheel 1800 that is overcharged is made lower than the distribution values of the other wheels 1800. The distribution of the driving force and the braking force corresponds to the torque redistribution performed by the drive control means (torque control unit) 222 of the controller 101 (see FIG. 14 and the like).

After step S3903 or step S3904 is executed, the power supply control unit 221 of the controller 101 detects the remaining amount of the second battery 212 (212a to 212d) again (step S3905). Then, it is determined whether the remaining amount of the second battery 212 (212a to 212d) of each motor M (M1 to M4) is equal to or greater than the wireless discharge execution determination value BJ + (step S3906). When the remaining amount of all the second batteries 212 (212a to 212d) is equal to or less than the wireless discharge execution determination value BJ + (step S3906: Yes), the normal driving mode (FIG. 38) is returned, but any of the second batteries If the remaining amount 212 (212a to 212d) exceeds the wireless discharge execution determination value BJ + (step S3906: NO), the process returns to step S3902.

FIG. 40 is a flowchart showing the processing contents of the optimal distribution mode for avoiding overdischarge. The detailed processing content of step S3810 of FIG. 38 is shown. First, a command for driving force or braking force is received from the vehicle 100 (step S4001).

When a driving force command is received from the vehicle 100 (step S4002: driving force), the driving force distribution to the front and rear wheels 1800 of the vehicle 100 is optimized while the total driving force (total torque value) remains fixed (step S4003). ). The torque distribution value of the wheel 1800 that causes overdischarge is set lower than the distribution values of the other wheels 1800. On the other hand, when a braking force command is received from the vehicle 100 (step S4002: braking force), the braking force distribution to the front and rear wheels 1800 of the vehicle 100 is optimized while the total driving force (total torque value) remains fixed (step S4002: braking force). Step S4004). The torque distribution value of the wheel 1800 that causes overdischarge is set higher than the distribution values of the other wheels 1800.

After step S4003 or step S4004 is executed, the power supply control means 221 of the controller 101 detects the remaining amount of the second battery 212 (212a to 212d) again (step S4005). Then, it is determined whether the remaining amount of the second battery 212 (212a to 212d) of each motor M (M1 to M4) is equal to or greater than the wireless charging execution determination value BJ− (step S4006). When the remaining amount of all the second batteries 212 (212a to 212d) is equal to or higher than the wireless charging execution determination value BJ- (step S4006: Yes), the process returns to the normal travel mode (FIG. 38). If the remaining amount of the battery 212 (212a to 212d) is less than the wireless charging execution determination value BJ− (step S4006: No), the process returns to step S4002.

According to the above processing, by collecting information on the planned route of the vehicle and predicting power consumption, the power transmission plan capable of efficiently performing wireless charging of the second battery up to the destination is optimized. Will be able to. In addition, any of the plurality of second batteries can prevent overcharge and overdischarge.

(Processing procedure for power transmission prediction: Processing example 2)
Next, the power transmission prediction processing procedure during power running and regeneration will be described. In this power transmission prediction process, the basic process is the same as that shown in FIG. FIG. 41 is a flowchart showing a detailed procedure of the prediction process. This process is power transmission prediction during power running and regeneration, and shows details of the process in step S2801 of FIG.

The power transmission system in this case has the same configuration as that in FIG. 2, and wireless charging is performed from the vehicle 100 (first battery 111) to the wheel 1800 (second battery 212) side, and the wheel 1800 (second battery 212). ) To the vehicle 100 (first battery 111) side, the case where wireless discharge is performed can be switched and transmitted.

The power transmission system is not limited to this, and for the

power transmission antennas

122 and 123 provided in each system of the power supply lines L1 to L4, a system dedicated to the wireless charging side and a system dedicated to the wireless discharging side are connected to the power supply lines L1 to L4. Each can be provided independently.

First, the planned route of the vehicle 100 is acquired from the navigation device 2300, and a section up to a certain distance on the planned route is set (step S4101). Thereafter, the planned route is divided into a plurality of sections, and the following processing is performed for each section.

First, from the navigation device 2300, the road alignment (curve / gradient, etc.), travel speed (statutory speed), and traffic congestion status of the section are acquired, and the speed profile of the vehicle 100 (change in speed over time) is thereby obtained. Predict (create) (step S4102). Next, a consumption / regenerative power profile of the motor M is predicted (created) from the speed profile by power consumption prediction (step S4103). Consumption / regenerative power prediction is obtained by calculation using the running resistance, efficiency map, and the like of the vehicle 100 as described in the first processing example.

Next, the positional deviation between the

power transmission antennas

122 and 123 is estimated from the road alignment (curve / gradient etc.) of the section, and a transmission efficiency profile is predicted (created) (step S4104).

When the remaining amount (current value B1) of the second battery 212 is out of the reference range (charging upper limit value BU and charging lower limit value BL), transmission that automatically stops / restarts wireless charging and discharging is performed. Assume that a remaining power storage profile is predicted (created) from the consumption / regenerative power profile and the transmission efficiency profile (step S4105).

FIG. 42 is a flowchart showing an outline of the processing contents of the optimum charge / discharge plan. The processing content of step S2802 is described. In this process, an optimal charging plan and an optimal discharging plan are created so that the remaining amount of electricity stored in the second battery 212 (current value B1) is within the reference range (step S4201), and this optimal charging is performed when the vehicle 100 starts to travel. Wireless charging / discharging is started based on the plan and the optimum discharge plan (step S4202).

Details of the optimum charging plan shown in step S4202 will be described. Similarly to the description in the processing example 1, it is assumed that the remaining amount EC (t) (the current value B1) reaches 90% at a certain time t0. At this time, assuming that the remaining amount of the second battery 212 is planned to be lower by, for example, 20% than the predicted value, the controller 101 (power supply control means 221) has an amount corresponding to the capacity of 20%. Then, the suspension period T in which the wireless charging is turned off is obtained in the same manner as in the first processing example.

However, since the remaining amount of the second battery 212 sets the wireless charging suspension period T, the capacity may become 5% or less of the charging lower limit value BL during the suspension period T. In this processing example 2, a wireless discharge period T2 corresponding to a capacity of 20% where the remaining amount is equal to or less than the charging lower limit BL is obtained by the following formula.

FIG. 43 is a chart showing the relationship between the remaining amount and the charging upper and lower limit values, and FIG. 44 is a chart explaining the wireless charging period and the wireless discharging period. As shown in (a) of FIG. 43, it is assumed that a time t0 when the remaining amount of the second battery 212 is predicted to exceed the charging upper limit value BU has occurred. In this case, as shown in FIG. 44 (a), the rest period T is set retroactively based on the time t0. Then, as shown in (b) of FIG. 44, the wireless charging for the second battery is turned off only during the suspension period T. As a result, as shown in FIG. 43 (b), it is possible to prevent an overcharge state exceeding at least the charge upper limit value BU at the time t0. In the example of this figure, the remaining amount at time t0 can be 70%.

However, as shown in FIG. 43 (b), since the remaining amount of the second battery 212 sets the wireless charging suspension period T, the capacity during the suspension period T is 5% of the charging lower limit BL. Assume that a time tL occurs as follows. In this case, in order to prevent overdischarge, as shown in FIG. 44C, the radio discharge time T2 is set based on the timing t0 based on the above formula. As a result, as shown in FIG. 43 (c), it is possible to prevent an overdischarge state at least below the charging lower limit value BL at the time tL.

(Power supply control processing according to the optimal charge / discharge plan)
In the following description, processing contents of the wireless charging / wireless discharging control process according to the optimum charging / discharging plan created by the processing example 2 will be described. FIG. 45 is a flowchart showing the processing content of wireless charging / discharging control. The controller 101 (power supply control means 221) first starts in the normal travel mode, and executes the following processing when it is in a state where it can travel with the power on (step S4501: No). If the power is off (step S4501: Yes), the process ends.

Next, the remaining amount (current value B1) of each of the second batteries 212 (212a to 212d) is monitored (step S4502). Next, it is determined whether the remaining amount of the second battery 212 (any one of 212a to 212d) of a certain motor M (any one of M1 to M4) is equal to or greater than the wireless discharge execution judgment value BJ + (see FIG. 16) (step). S4503). If the remaining amount of any of the second batteries 212 (212a to 212d) is equal to or greater than the wireless discharge execution determination value BJ + (step S4503: Yes), it is determined whether wireless charging is in progress (step S4504).

If wireless charging is in progress (step S4504: YES), wireless charging is stopped (step S4505), and the process returns to step S4502. If wireless charging is not in progress (step S4504: No), it is determined whether wireless discharge is in progress (step S4506). If wireless discharge is in progress (step S4506: Yes), the normal mode is switched to the optimal distribution mode that avoids overcharging of the second battery 212 (212a to 212d), and processing in this optimal distribution mode is executed (step S4507). . If the wireless discharge is not in progress (step S4506: No), the wireless discharge is resumed (step S4508), and the process returns to step S4502.

In step S4503, when the remaining amount of any of the second batteries 212 (212a to 212d) is less than the wireless discharge execution determination value BJ + (step S4503: No), the second battery 212 (212a) To 212d) is determined whether or not the remaining amount is less than or equal to the wireless charging execution determination value BJ− (step S4509). If the remaining amount of any of the second batteries 212 (212a to 212d) is not less than or equal to the wireless charging execution determination value BJ− (step S4509: No), the wireless charging is continued (step S4510), and the process returns to step S4502.

On the other hand, if the remaining amount of any of the second batteries 212 (212a to 212d) is less than or equal to the wireless charging execution determination value BJ− (step S4509: Yes), it is determined whether wireless discharge is in progress (step S4511).

If wireless discharge is in progress (step S4511: YES), wireless charging is stopped (step S4512), and the process returns to step S4502. If wireless discharge is not in progress (step S4511: No), it is determined whether wireless charging is in progress (step S4513). If wireless charging is in progress (step S4513: Yes), the normal mode is switched to the optimal distribution mode that avoids overdischarge to the second battery 212 (212a to 212d), and processing in this optimal distribution mode is executed (step S4514). . If wireless charging is not in progress (step S4513: No), wireless charging is resumed (step S4515), and the process returns to step S4502.

The processing contents of the optimal distribution mode for avoiding overcharge and the optimal distribution mode for avoiding overdischarge are the same as those shown in FIGS.

According to the above processing, by collecting information on the planned travel route of the vehicle and predicting power consumption, the power transmission plan can efficiently perform wireless charging and wireless discharging of the second battery up to the destination. Can be optimized. In addition, any of the plurality of second batteries can prevent overcharge and overdischarge.

According to the embodiment described above, a battery is provided for each of the vehicle and the wheel, and power is transmitted between the vehicle and the wheel by non-contact radio. Thereby, it is not necessary to provide a large-capacity power transmission cable between the vehicle and the wheel, and it is possible to eliminate damage and replacement of the cable. In addition, the power transmission between the batteries is controlled so that the capacity of the second battery on the wheel side always approaches the target remaining amount value. As a result, stable power can be supplied to the motor at all times.

In addition, since power transmission is controlled according to the running state of the vehicle, in response to power running and regeneration, torque distribution to each motor, and changes in braking torque, it is possible to ensure driving safety and power transmission Can be performed efficiently.

Since power transmission using the power transmission antenna is controlled according to the vertical stroke of the wheel, power transmission can be performed with good transmission efficiency, and power transmission can be made more efficient.

In addition, by acquiring information related to the planned route of the vehicle in advance and making a power transmission plan, the power consumed or regenerated by road gradients and curves, etc. and the transmission efficiency of the power transmission antenna are estimated in advance. Will be able to. This makes it possible to predict the power consumed or regenerated on the planned route before the vehicle travels, and correspondingly wireless charging so as to prevent the second battery from being overcharged and overdischarged. And you will be able to plan wireless discharge.

And when it is predicted that the second battery will be overcharged, the torque distribution for the motor of the corresponding wheel is increased and the torque distribution of the other wheel is lowered, while when the second battery is predicted to be overdischarged, By controlling the torque distribution of the corresponding wheel motor to be low and the torque distribution of the other wheels to be high, the torque distribution of the plurality of wheels is changed to control the power consumption of the second battery. This prevents overcharge and overdischarge of all the second batteries provided in the vehicle, and enables stable running.

Note that the method described in this embodiment can be realized by executing a program prepared in advance on a computer such as a personal computer or a workstation. This program is recorded on a computer-readable recording medium such as a hard disk, a flexible disk, a CD-ROM, an MO, and a DVD, and is executed by being read from the recording medium by the computer. The program may be a transmission medium that can be distributed via a network such as the Internet.

DESCRIPTION OF SYMBOLS 100 Vehicle 101 Controller 102 Handle 103 Accelerator pedal 104 Brake pedal 105 Shift brake 106 Selector 111 First battery 121 (121a) First converter (DC-AC converter)
122 (122a), 123 (123a) Power transmission antenna 201 (201a) Second converter (AC-DC converter)
202a Bidirectional chopper 203a Inverter 212 (212a) Second battery 221 Remaining amount control unit 222 Torque control unit 1800 Wheel 1803 Suspension 1901 Position detector 2300 Navigation device M1 to M4 Motor unit M motor (in-wheel motor)
L1 to L4 Power line

Claims

A first storage battery for storing DC power acquired from an external power source;
A first power transmission means connected to the first storage battery and having a first converter that converts the DC power into AC power; and a power transmission antenna that wirelessly transmits the AC power;
A first power receiving means having a power receiving antenna for wirelessly receiving the AC power transmitted by the power transmission antenna, and a second converter for converting the AC power to DC power;
An in-wheel motor mounted on a wheel hub and driving the wheel;
A second storage battery that is provided on the wheel and stores DC power received by the first power receiving means;
An inverter provided on the wheel for converting the DC power of the second storage battery into AC power;
Drive control means for controlling the rotational drive of the in-wheel motor;
Power supply control means for controlling wireless power supply from the first power transmission means to the first power reception means;
Monitoring means for monitoring the amount of electricity stored in the second storage battery;
Obtaining route information indicating the planned travel route of the vehicle, road alignment information of the vehicle traveling direction in the planned travel route, travel resistance change information indicating a change in travel resistance of the planned travel route, and an efficiency map of the in-wheel motor Acquisition means to
Calculating means for calculating storage amount change information indicating a change in storage amount of the second storage battery based on the storage amount, the route information, the road alignment information, the travel resistance change information, and the efficiency map; Prepared,
The power supply control unit adjusts a power supply amount for performing wireless power supply from the first power transmission unit to the first power reception unit so that a power storage amount of the power storage amount change information is within a predetermined range. Drive device.
The calculating means includes
First calculation means for calculating speed change information indicating a planned traveling speed of the vehicle based on the route information;
Second calculation means for calculating power consumption change information indicating a predicted power consumption amount of the in-wheel motor based on the speed change information, the running resistance change information, and the efficiency map;
Third calculation means for calculating transmission efficiency change information indicating a change in transmission efficiency of the wireless power supply based on the road alignment information;
The vehicle drive device according to claim 1, further comprising: a fourth calculation unit that calculates the storage amount change information based on the power consumption change information and the transmission efficiency change information.
Regenerative control means for storing DC power generated by regeneration in the second storage battery;
A third converter connected to the second storage battery and converting the DC power into AC power; and a second power transmission means having a power transmission antenna that wirelessly transmits the AC power;
A power receiving antenna connected to the first storage battery and wirelessly receiving the AC power; and a second power receiving means having a fourth converter for converting the AC power into DC power,
The power supply control unit adjusts a power supply amount for performing wireless discharge from the second power transmission unit to the second power reception unit so that a power storage amount of the power storage amount change information is within a predetermined range. Item 3. The vehicle drive device according to Item 1 or 2.
The power supply control means includes
If the stored amount is less than the first predetermined amount, control to perform the wireless charging,
3. The vehicle drive device according to claim 1, wherein when the amount of stored electricity is equal to or greater than the first predetermined amount, the wireless charging is controlled to stop. 4.
The power supply control means includes
If the stored amount is less than the first predetermined amount, control to perform the wireless charging,
4. The vehicle drive device according to claim 3, wherein when the charged amount is equal to or more than the first predetermined amount, the wireless charging is controlled to be stopped or the wireless discharging is performed. 5.