WO2021014768A1 - Vehicle - Google Patents

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Publication number
WO2021014768A1
WO2021014768A1 PCT/JP2020/021754 JP2020021754W WO2021014768A1 WO 2021014768 A1 WO2021014768 A1 WO 2021014768A1 JP 2020021754 W JP2020021754 W JP 2020021754W WO 2021014768 A1 WO2021014768 A1 WO 2021014768A1
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WO
WIPO (PCT)
Prior art keywords
power
vehicle
electric power
generation unit
power generation
Prior art date
Application number
PCT/JP2020/021754
Other languages
French (fr)
Japanese (ja)
Inventor
晋平 瀧田
宜久 山口
Original Assignee
株式会社デンソー
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Filing date
Publication date
Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Publication of WO2021014768A1 publication Critical patent/WO2021014768A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/75—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/12—Inductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M7/00—Power lines or rails specially adapted for electrically-propelled vehicles of special types, e.g. suspension tramway, ropeway, underground railway
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/40—Circuit arrangements or systems for wireless supply or distribution of electric power using two or more transmitting or receiving devices
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/80—Circuit arrangements or systems for wireless supply or distribution of electric power involving the exchange of data, concerning supply or distribution of electric power, between transmitting devices and receiving devices
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/90—Circuit arrangements or systems for wireless supply or distribution of electric power involving detection or optimisation of position, e.g. alignment
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • This disclosure relates to vehicles.
  • a power transmission device to a vehicle that charges a vehicle power source by using regenerative energy during deceleration or a power source provided in the vehicle, such as a fuel cell vehicle or a hybrid vehicle, has not been sufficiently studied.
  • a vehicle is provided. This vehicle is charged by a power receiving device that receives electric power from a power transmitting device laid on the runway, electric power supplied from a power generation unit using an internal combustion engine or a fuel cell, and electric power supplied through the power receiving device.
  • a vehicle power source to be used, and a vehicle control device that controls the power generation unit to reduce the power supplied from the power generation unit to the vehicle power source when the power receiving device receives electric power from the power transmission device. Be prepared.
  • the vehicle control device when the vehicle control device receives power from the power transmission device, the power generated by the power generation unit is reduced.
  • the ratio of the amount of power generated by the power generation unit to the amount of power supplied from the power transmission device becomes small.
  • FIG. 1 is an explanatory diagram showing the configuration of the vehicle and the power transmission device of the first embodiment.
  • FIG. 2 is a flowchart showing the charge limit control executed by the vehicle control device.
  • FIG. 3 is an explanatory diagram showing the relationship between the running state of the vehicle and the charge limit control.
  • FIG. 4 is an explanatory diagram showing the configuration of the vehicle and the power transmission device of the second embodiment.
  • the power supply system 300 includes a power transmission device 100 laid on the road RS, which is a runway of the vehicle 200, and a power receiving device 205 mounted on the vehicle 200 traveling on the road RS.
  • the power transmission device 100 supplies electric power to the moving vehicle 200 in a non-contact manner via the power reception device 205.
  • the power transmission device 100 includes a plurality of power transmission resonance circuits 110, a plurality of power transmission circuits 120, a power supply circuit 130, a power receiving coil position detection unit 140, a power transmission control device 150, and a wireless communication device 170.
  • the power transmission resonance circuit 110 is embedded in the road RS along the extending direction of the road RS.
  • the power transmission resonant circuit 110 includes a power transmission coil and a resonant capacitor.
  • the power supply circuit 130 supplies DC power to the power transmission circuit 120.
  • the power transmission circuit 120 converts the DC power supplied from the power supply circuit 130 into AC power and supplies it to the power transmission coil of the power transmission resonance circuit 110.
  • the power receiving coil position detection unit 140 detects the position of the power receiving coil installed at the bottom of the vehicle 200.
  • the plurality of power transmission circuits 120 execute power transmission using one or more power transmission resonance circuits 110 close to the power reception resonance circuit 210 according to the position of the power reception coil detected by the power reception coil position detection unit 140.
  • the power receiving coil position detection unit 140 may detect the position of the power receiving coil from the magnitudes of the transmitted power and the transmitted current in the plurality of power transmission circuits 120, and may provide a position sensor or a distance measuring device for detecting the position of the vehicle 200. It may be used to detect the position of the power receiving coil.
  • the power transmission control device 150 includes a well-known microprocessor and memory, and the microprocessor controls the operation of the power transmission device 100 by executing a program prepared in advance. When transmitting power to the vehicle 200, the power transmission control device 150 controls the power transmission circuit 120 to execute power transmission. The power transmission control device 150 performs road-to-vehicle communication with the vehicle 200 on the road RS via the wireless communication device 170. In the present embodiment, the power transmission control device 150 acquires the identification information of the vehicle 200 on the road RS.
  • the power transmission control device 150 When the power transmission control device 150 is in a state in which the power transmission device 100 is executing power transmission to the power receiving device 205 of the vehicle 200 for which the identification information has been acquired by the power transmission resonance circuit 110 (hereinafter, also referred to as “power transmission state”), the power transmission control device 150 is used. The vehicle 200 is notified of the power transmission state via the wireless communication device 170.
  • the vehicle 200 is a hybrid vehicle in which the prime mover of the internal combustion engine 260 and the drive motor 240 is mounted in the present embodiment.
  • the vehicle 200 further includes a power receiving device 205, a main battery 230, a drive motor 240, a drive shaft 250, an internal combustion engine 260, a wireless communication device 280, and a vehicle control device 290.
  • the power receiving device 205 includes a power receiving resonance circuit 210 and a power receiving circuit 220.
  • the power receiving resonance circuit 210 is a device that includes a power receiving coil and a resonance capacitor and receives AC power induced in the power receiving coil by electromagnetic induction with the power transmission resonance circuit 110.
  • the power receiving circuit 220 is a circuit that converts the AC power output from the power receiving resonance circuit 210 into the DC power E1.
  • the DC power E1 represents the power that can be received from the power transmitting device 100 via the power receiving device 205. More specifically, the DC power E1 is the smaller of the power that can be transmitted by the power transmission device 100 and the power that can be received by the power receiving device 205 of the vehicle 200.
  • the electric power that can be transmitted by the power transmission device 100 represents, for example, a design value of the power transmission power realized by the power transmission circuit 120 or the power transmission resonance circuit 110, and differs for each power transmission device 100.
  • the vehicle 200 acquires electric power that can be transmitted by the power transmission device 100 from the power transmission device 100 by wireless communication described later.
  • the electric power that can be received by the power receiving device 205 of the vehicle 200 represents a design value of the electric power received by the power receiving circuit 220 and the power receiving resonance circuit 210, and is different for each vehicle 200.
  • the electric power that can be received by the power receiving device 205 of the vehicle 200 is stored in advance in the memory of the vehicle control device 290, which will be described later.
  • the DC power E1 output from the power receiving circuit 220 is used to charge the main battery 230.
  • the DC power E1 output from the power receiving circuit 220 may be used for charging an auxiliary battery (not shown), may be used for driving a drive motor 240, or may be used for driving an auxiliary device such as an air conditioner or an electric power steering device. ..
  • the main battery 230 is a secondary battery that outputs DC power for driving the drive motor 240.
  • the main battery 230 is also referred to as a vehicle power source.
  • the drive motor 240 operates as a motor or a generator. When the drive motor 240 operates as a motor, the drive motor 240 generates a driving force P22 for driving the drive shaft 250 by using the DC power E22 supplied as running power from the main battery 230.
  • the DC power E22 may be converted into three-phase AC power by the inverter circuit.
  • the drive motor 240 operates as a generator when the vehicle 200 is decelerated, and uses the braking force P20 during deceleration to supply the regenerative power E20 to the main battery 230.
  • the regenerative power E20 is DC power obtained by converting the three-phase AC power output by the drive motor 240 as a generator by an inverter circuit.
  • the internal combustion engine 260 is a general vehicle engine such as a reciprocating engine or a rotary engine.
  • the internal combustion engine 260 functions as a prime mover that extracts power by burning a liquid fuel such as gasoline or diesel fuel. More specifically, in the present embodiment, the internal combustion engine 260 generates a driving force P3 for driving the drive shaft 250 and a driving force P21 for driving the drive motor 240 as a generator.
  • the three-phase AC power output from the drive motor 240 by the driving force P21 is converted into DC power E21 by an inverter circuit (not shown) and supplied to the main battery 230. That is, in the vehicle 200 of the present embodiment, the internal combustion engine 260 and the drive motor 240 function as a power generation unit that supplies DC power E21 to the main battery 230.
  • the wireless communication device 280 is a device that performs road-to-vehicle communication by wireless communication with the wireless communication device 170 of the power transmission device 100.
  • the wireless communication device 280 receives the notification that the vehicle 200 is in the power transmission state by the power transmission device 100, the wireless communication device 280 outputs the result to the vehicle control device 290.
  • the wireless communication device 280 may transmit information on the driving status of the vehicle 200 such as the vehicle speed and the steering amount and the surrounding conditions of the vehicle 200 to the power transmission device 100, and performs vehicle-to-vehicle communication with another vehicle to perform status information. May be replaced.
  • the vehicle control device 290 includes a well-known microprocessor and memory, and the microprocessor executes a program prepared in advance to control the internal combustion engine 260 and the drive motor 240, and manage the remaining capacity of the main battery 230. Control of each part in 200 is executed. In the present embodiment, the vehicle control device 290 controls the drive motor 240 to limit the DC power E21 supplied to the main battery 230 when the power transmission device 290 receives power from the power transmission device 100. To execute.
  • the details of the charge limit control executed by the vehicle control device 290 will be described with reference to FIG.
  • the charge limit control shown in FIG. 2 is started, for example, by turning on the ignition key of the vehicle 200.
  • the vehicle control device 290 determines whether or not the vehicle 200 is in the power transmission state (step S10). More specifically, the vehicle control device 290 confirms whether or not the wireless communication device 170 of the power transmission device 100 notifies that the power transmission state is being transmitted via the wireless communication device 280 by road-to-vehicle communication. When the notification of the power transmission state is not confirmed, the vehicle control device 290 determines that the vehicle 200 is not in the power transmission state (S10: NO), and the power generation unit generates power, that is, charges the main battery 230 using the internal combustion engine 260. The internal combustion engine 260 and the drive motor 240 are controlled (step S12) without limitation, and the process is exited to NEXT.
  • the vehicle control device 290 Upon confirming the notification of the power transmission state, the vehicle control device 290 determines that the vehicle 200 is in the power transmission state (S10: YES), and as will be described later, power generation by the power generation unit, that is, the main battery 230 using the internal combustion engine 260. (Step S14). The vehicle control device 290 sequentially confirms the notification of the power transmission state and confirms whether or not the power transmission state continues (step S16). If the notification that the power transmission state is not confirmed is not confirmed, the vehicle control device 290 determines that the power reception from the power transmission device 100 has been completed (S16: YES), and shifts the process to step S12. If the power transmission state continues (S16: NO), the vehicle control device 290 returns the process to step S14.
  • the horizontal axis of FIG. 3 indicates the time axis.
  • the traveling state of the vehicle 200 is different in each period from the time t1 to the time t5 shown in FIG. Specifically, the vehicle 200 is in a stopped state in a period from time t1 to time t2, in an accelerated state in a period from time t2 to time t3, and in a cruising state in a period from time t3 to time t4. , The deceleration state is in the period from the time t4 to the time t5, and the vehicle is in the stopped state after the time t5.
  • the power transmission device 100 is in a power transmission state for executing power transmission to the vehicle 200.
  • the vertical axis in FIG. 3 shows electric power. Above the time axis, a change in the total value of the electric power supplied to the main battery 230 of the vehicle 200 (hereinafter, also referred to as electric power RC) is conceptually shown.
  • the electric power Emax shown on the vertical axis is the maximum value of the electric power that can be charged to the main battery 230.
  • the electric power Emax is appropriately set by the vehicle control device 290 according to the SOC (state of charge) of the main battery 230 and the traveling environment of the vehicle 200.
  • the vehicle control device 290 controls the electric power supplied to the main battery 230 so as to be equal to or less than the electric power Emax.
  • the electric power Emax is set at a lower electric power in order to suppress deterioration of the main battery 230, for example, when the SOC of the main battery 230 is high or when the traveling environment of the vehicle 200 is in a low temperature environment or a high temperature environment.
  • different hatching is applied to each electric power charged to the main battery 230 in order to facilitate understanding of the technology.
  • the power MP consumed by the drive motor 240 when the vehicle 200 is running is conceptually shown.
  • the electric power used for traveling by the drive motor 240 of the vehicle 200 is zero.
  • the main battery 230 can be charged with DC power E1 from the power transmitting device 100 via the power receiving device 205.
  • the electric power E1 is the smaller of the electric power that can be transmitted by the power transmission device 100 and the electric power that can be received by the power receiving device 205 of the vehicle 200.
  • the vehicle control device 290 acquires the electric power that can be transmitted by the power transmission device 100 from the power transmission device 100 by road-to-vehicle communication by the wireless communication device 280, and compares it with the electric power that can be received by the power reception device 205 stored in advance in the memory. , The smaller power is set as the power E1.
  • the vehicle control device 290 drives the drive motor 240 as a generator under the control of the internal combustion engine 260 to generate AC power.
  • the AC power is converted into DC power E21 by an inverter circuit (not shown) and supplied to the main battery 230.
  • the main battery 230 is charged with the electric power ER3 which is the sum of the electric power E1 and the electric power E21.
  • the vehicle control device 290 controls the power generation unit to reduce the DC power E21 supplied to the main battery 230. More specifically, the vehicle control device 290 controls the internal combustion engine 260, which is a power generation unit, and the drive motor 240 to adjust the driving force P21, and the DC power E21 supplied to the main battery 230 is the power generation capacity EC1. Restrict to the following.
  • the power generation capacity EC1 is calculated by the following formula (1).
  • EC1 Emax-E1 ... Equation (1)
  • the power generation capacity EC1 is calculated by subtracting the power E1 from the power Emax, which is the maximum value of the power that can be charged to the main battery 230.
  • the vehicle control device 290 controls the internal combustion engine 260 and the drive motor 240 so as to supply the DC power E21, which is the same power as the power generation capacity EC2 described later, to the main battery 230.
  • the vehicle control device 290 may control the power generation unit so as to generate the same electric power as the power generation capacity EC1.
  • the vehicle control device 290 stops the power generation using the power generation unit.
  • FIG. 3 conceptually shows the electric power E22 consumed during acceleration as the electric power E22A. Due to the consumption of the electric power E22A, the electric power RC supplied to the main battery 230 becomes the electric power ER1. Similarly, from time t3 to time t4, the vehicle control device 290 consumes the electric power E22B of the main battery 230 to drive the drive motor 240 to cruise the vehicle 200.
  • FIG. 3 conceptually shows the electric power E22 consumed during cruising as the electric power E22B. Due to the consumption of the electric power E22B, the electric power RC supplied to the main battery 230 becomes the electric power ER2.
  • the drive motor 240 operates as a generator to supply the regenerative power E20 to the main battery 230.
  • the DC power E21 supplied to the main battery 230 by the power generation of the power generation unit is further described by the following formula.
  • the power generation by the power generation unit is controlled so that the power generation capacity EC2 or less required by (2) is obtained.
  • EC2 EC1-E20 ⁇ ⁇ ⁇ Equation (2)
  • the power generation capacity EC2 is calculated by subtracting the electric power E1 and the regenerative electric power E20 from the electric power Emax which is the maximum value of the electric power that can be charged to the main battery 230.
  • the DC power E21 supplied to the main battery 230 by the power generation of the power generation unit when the vehicle 200 is decelerated has the same power value as the power generation capacity EC2. That is, as shown in FIG. 3, the electric power ER4, which is the total electric power charged in the main battery 230, and the electric power Emax are substantially the same.
  • the DC power E21 may be limited to power smaller than the power generation capacity EC2.
  • the vehicle 200 of the present embodiment when the electric power E1 can be transmitted from the power transmission device 100 by the vehicle control device 290, the electric power E21 supplied to the main battery 230 by the power generation of the power generation unit. Is reduced. In the main battery 230, the ratio of the supply amount of the electric power E21 generated by the power generation unit to the supply amount of the electric power E1 that can be transmitted from the power transmission device 100 becomes small. By reducing the ratio of the consumption of the electric power E21 to the consumption of the electric power E1 when the vehicle 200 is running, the vehicle 200 can be driven in a state where the consumption of the fuel used for power generation by the power generation unit is suppressed. ..
  • the electric power E21 supplied to the main battery 230 by the power generation of the power generation unit can receive electric power from the power transmission device 100 from the electric power Emax which is the maximum value of the electric power that can be charged to the main battery 230. It is limited to the power generation capacity EC1 or less calculated by subtracting the electric power E1.
  • the electric power E21 generated by the power generation unit can be suppressed. Therefore, it is possible to suppress the consumption of fuel used for power generation by the internal combustion engine 260 of the power generation unit.
  • the electric power E21 supplied to the main battery 230 by the power generation of the power generation unit is the power generation capacity obtained by subtracting the regenerative power E20 from the power generation capacity EC1. It is controlled to be EC2 or less. Therefore, the amount of power generated by the power generation unit can be further reduced by maximally charging the main battery 230 with the electric power E1 and the regenerative electric power E20 that can be transmitted from the power transmission device 100. Therefore, the consumption of fuel used for power generation by the internal combustion engine 260 of the power generation unit can be further suppressed.
  • the vehicle control device 290 stops power generation using the power generation unit when the electric power E1 that can be received from the power transmission device 100 is equal to or higher than the electric power Emax. Therefore, the consumption of fuel used for power generation by the internal combustion engine 260 of the power generation unit can be further suppressed.
  • the vehicle control device 290 when the sum of the electric power E1 that can be received from the power transmission device 100 and the regenerative electric power E20 is equal to or greater than the electric power Emax, that is, the regenerative electric power E20 has a power generation capacity EC1 or more. If this is the case, the power generation using the power generation unit is stopped. Therefore, the consumption of fuel used for power generation by the internal combustion engine 260 of the power generation unit can be further suppressed.
  • the vehicle 200b of the second embodiment is different from the vehicle 200 of the first embodiment in that it includes an internal combustion engine 260b instead of the internal combustion engine 260 and further includes a charging motor 270.
  • the configuration is the same as that of the vehicle 200 of the first embodiment.
  • the internal combustion engine 260b is used as a power source for power generation.
  • the internal combustion engine 260b generates a driving force P21b for driving the charging motor 270 as a generator.
  • the AC power output from the charging motor 270 is converted into DC power E21b and supplied to the main battery 230. That is, in the vehicle 200b of the present embodiment, the internal combustion engine 260b and the charging motor 270 function as a power generation unit that supplies DC power E21b to the main battery 230.
  • the vehicle control device 290 controls the internal combustion engine 260b, which is a power generation unit, and the charging motor 270 to adjust the driving force, and supplies the DC power E21b to the main battery 230.
  • the vehicle control device 290 controls the internal combustion engine 260 so that the DC power E21b becomes equal to or less than the above-mentioned power generation capacity EC1 while the vehicle 200b is traveling.
  • the vehicle control device 290 further controls the power generation unit so that the DC power E21b is equal to or less than the power generation capacity EC2 described above.
  • the vehicle 200b of the present embodiment when the electric power E1 can be transmitted from the power transmission device 100 by the vehicle control device 290, the electric power E21b supplied to the main battery 230 by the power generation of the power generation unit is reduced. By reducing the ratio of the consumption of the electric power E21b to the consumption of the electric power E1 when the vehicle 200b is traveling, the vehicle 200b can be traveled in a state where the consumption of the fuel used for power generation by the power generation unit is suppressed. ..
  • the electric power E21b supplied to the main battery 230 by the power generation of the power generation unit can be transmitted from the power transmission device 100 from the electric power Emax which is the maximum value of the electric power that can be charged to the main battery 230. It is limited to the power generation capacity EC1 or less calculated by subtracting the electric power E1.
  • the maximum amount of electric power E1 that can be transmitted from the power transmission device 100 the amount of power generated by the power generation unit can be suppressed. Therefore, the consumption of fuel used for the internal combustion engine 260b of the power generation unit can be suppressed.
  • the electric power E21b supplied to the main battery 230 by the power generation of the power generation unit is further equal to or less than the power generation capacity EC2 obtained by subtracting the regenerative power E20 from the power generation capacity EC1. Is controlled to be. Therefore, by maximally charging the main battery 230 with the electric power E1 and the regenerated electric power E20 that can be transmitted from the power transmission device 100, the electric power E21b supplied to the main battery 230 by the power generation of the power generation unit can be further reduced. .. Therefore, the consumption of fuel used for the internal combustion engine 260b of the power generation unit can be further suppressed.
  • the electric power E21 or the electric power E21b supplied to the main battery 230 by the power generation of the power generation unit is controlled so as to be equal to or less than the power generation capacity EC1 or the power generation capacity EC2.
  • the vehicle control device 290 controls the power generation unit to stop the supply of electric power to the main battery 230, and the electric power E21 or The electric power E21b may not be generated. According to this type of vehicle, the consumption of fuel used in the power generation unit can be further suppressed.
  • the vehicle control device 290 can suppress the consumption of fuel used in the power generation unit by a simpler method without performing calculations for reducing the power generation capacity EC1 and the power generation capacity EC2 or less.
  • the vehicle 200b includes an internal combustion engine 260b, but a fuel cell may be provided instead of the internal combustion engine 260b.
  • the electric power generated by the fuel cell may be used to drive the drive motor 240, and may be directly supplied to the main battery 230 as the electric power E21b.
  • a wireless communication device 280 and a wireless communication device 170 are provided for road-to-vehicle communication between the vehicle 200 or the vehicle 200b and the power transmission device 100.
  • the wireless communication device 280 and the wireless communication device 170 may not be provided.
  • the vehicle control device 290 may determine, for example, whether or not the power transmission state is the power transmission state by the power transmission device 100 from the power reception state of the power reception device 205, and the position information of the vehicle 200 and the position of the road RS. The information may be used to determine that the power transmission state is being transmitted by the power transmission device 100.
  • the power transmission device 100 is provided with a power transmission electrode that contacts and transmits power in place of the power reception resonance circuit 210, for example, and is in contact with a part of the running vehicle 200 to supply power. It may be a type power transmission device.
  • a vehicle 200 is a hybrid vehicle equipped with a prime mover of an internal combustion engine 260 and a drive motor 240, a vehicle including an internal combustion engine 260b used as a power source for power generation, and a charging motor 270.
  • the control for limiting the charging by the power generation unit executed by the vehicle control device 290 has been described.
  • the control executed by the vehicle control device 290 to limit the charging by the power generation unit is performed by the generator that supplies the driving force from the internal combustion engine to the vehicle power source and the drive shaft 250 or the drive motor 240. It may be applied to a vehicle provided with a power split mechanism for distribution, which is also called a series parallel system or a split system. In such a vehicle, the internal combustion engine or the fuel cell and the power split mechanism are used as the power generation unit, and the power generated by the power generation unit is limited to the power generation capacity EC1 and EC2 or less.
  • the power transmission control device 150 when the power transmission control device 150 is in the state of executing power transmission to the vehicle 200, the power transmission control device 150 notifies the vehicle 200 of the power transmission state via the wireless communication device 170.
  • the notification of the power transmission state may be executed, for example, when the power transmission control device 150 detects the approach of the vehicle 200 to the power transmission device 100.
  • the vehicle 200 can start charge limit control such as calculation of the power generation capacities EC1 and EC2 before the execution of power transmission by the power transmission device 100.
  • the controls and methods thereof described in the present disclosure are realized by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. May be done.
  • the controls and methods thereof described in the present disclosure may be implemented by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits.
  • the control unit and method thereof described in the present disclosure may be a combination of a processor and memory programmed to perform one or more functions and a processor composed of one or more hardware logic circuits. It may be realized by one or more dedicated computers configured.
  • the computer program may be stored in a computer-readable non-transitional tangible recording medium as an instruction executed by the computer.
  • the present disclosure is not limited to the above-described embodiment, and can be realized by various configurations within a range not deviating from the purpose.
  • the technical features in the embodiments corresponding to the technical features described in the column of the outline of the invention may be used to solve some or all of the above-mentioned problems, or some or all of the above-mentioned effects. It is possible to replace or combine as appropriate to achieve this. Further, if the technical feature is not described as essential in the present specification, it can be appropriately deleted.

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Abstract

A vehicle (200) is provided with: an electricity receiving device (205) which receives electric power from an electricity transmitting device (100) laid on a roadway (RS); a vehicle power source (230) which is charged by means of electric power (E21, E21b) supplied from an electricity generating unit that employs an internal combustion engine or a fuel cell, and electric power (E1) supplied via the electricity receiving device; and a vehicle control device (290) which, when the electricity receiving device is receiving electric power from the electricity transmitting device, controls the electricity generating unit to reduce the electric power supplied to the vehicle power source from the electricity generating unit.

Description

車両vehicle 関連出願の相互参照Cross-reference of related applications
　本出願は、２０１９年７月２５日に出願された日本出願番号２０１９－１３６６０７号に基づくもので、ここにその記載内容を援用する。 This application is based on Japanese Application No. 2019-136607 filed on July 25, 2019, and the contents of the description are incorporated herein by reference.
　本開示は、車両に関する。 This disclosure relates to vehicles.
　走路に敷設された送電装置から受電装置を介して電力を受電して車両電源に充電を行う車両が知られている（例えば、特開２０１１－２４４５３２号公報）。 There are known vehicles that receive electric power from a power transmission device laid on a runway via a power receiving device to charge a vehicle power source (for example, Japanese Patent Application Laid-Open No. 2011-244532).
　例えば、燃料電池車両やハイブリッド車両のように、減速時の回生エネルギや車両に備えられる動力源を利用して車両電源の充電を行う車両に対する送電装置の適用について充分に検討されていない。 For example, the application of a power transmission device to a vehicle that charges a vehicle power source by using regenerative energy during deceleration or a power source provided in the vehicle, such as a fuel cell vehicle or a hybrid vehicle, has not been sufficiently studied.
　本開示は、上述の課題の少なくとも一部を解決するためになされたものであり、以下の形態又は適用例として実現することが可能である。 This disclosure has been made to solve at least a part of the above-mentioned problems, and can be realized as the following forms or application examples.
　本開示の一形態によれば、車両が提供される。この車両は、走路に敷設される送電装置から電力を受電する受電装置と、内燃機関または燃料電池を用いた発電部から供給される電力と、前記受電装置を介して供給される電力とによって充電される車両電源と、前記受電装置が前記送電装置から電力を受電する場合に、前記発電部を制御して、前記発電部から前記車両電源に供給される電力を低減させる車両制御装置と、を備える。 According to one form of the disclosure, a vehicle is provided. This vehicle is charged by a power receiving device that receives electric power from a power transmitting device laid on the runway, electric power supplied from a power generation unit using an internal combustion engine or a fuel cell, and electric power supplied through the power receiving device. A vehicle power source to be used, and a vehicle control device that controls the power generation unit to reduce the power supplied from the power generation unit to the vehicle power source when the power receiving device receives electric power from the power transmission device. Be prepared.
　この形態の車両によれば、車両制御装置によって、送電装置から電力を受電する場合に、発電部によって発電される電力が低減される。車両電源では、送電装置から送電され得る電力の供給量に対して、発電部によって発電される電力の供給量の比率が小さくなる。車両の走行時において送電装置から送電され得る電力の消費量に対して、発電部によって発電される電力の消費量の比率を小さくすることによって、発電部による発電に用いられる燃料の消費を抑えた状態で車両を走行させることができる。 According to this type of vehicle, when the vehicle control device receives power from the power transmission device, the power generated by the power generation unit is reduced. In the vehicle power supply, the ratio of the amount of power generated by the power generation unit to the amount of power supplied from the power transmission device becomes small. By reducing the ratio of the amount of power generated by the power generation unit to the amount of power that can be transmitted from the power transmission device when the vehicle is running, the consumption of fuel used for power generation by the power generation unit is suppressed. The vehicle can be driven in the state.
　本開示についての上記目的およびその他の目的、特徴や利点は、添付の図面を参照しながら下記の詳細な記述により、より明確になる。その図面は、
図１は、第１実施形態の車両と送電装置との構成を表す説明図であり、 図２は、車両制御装置が実行する充電制限制御を表すフローチャートであり、 図３は、車両の走行状態と充電制限制御との関係を表す説明図であり、 図４は、第２実施形態の車両と送電装置との構成を表す説明図である。 The above objectives and other objectives, features and advantages of the present disclosure will be clarified by the following detailed description with reference to the accompanying drawings. The drawing is
FIG. 1 is an explanatory diagram showing the configuration of the vehicle and the power transmission device of the first embodiment. FIG. 2 is a flowchart showing the charge limit control executed by the vehicle control device. FIG. 3 is an explanatory diagram showing the relationship between the running state of the vehicle and the charge limit control. FIG. 4 is an explanatory diagram showing the configuration of the vehicle and the power transmission device of the second embodiment.
Ａ．第１実施形態：
　図１に示すように、給電システム３００は、車両２００の走路である道路ＲＳに敷設される送電装置１００と、道路ＲＳを走行する車両２００に搭載される受電装置２０５とを含む。給電システム３００において、送電装置１００は、受電装置２０５を介して、走行中の車両２００に非接触で電力を供給する。送電装置１００は、複数の送電共振回路１１０と、複数の送電回路１２０と、電源回路１３０と、受電コイル位置検出部１４０と、送電制御装置１５０と、無線通信装置１７０とを備える。 A. First Embodiment:
As shown in FIG. 1, the power supply system 300 includes a power transmission device 100 laid on the road RS, which is a runway of the vehicle 200, and a power receiving device 205 mounted on the vehicle 200 traveling on the road RS. In the power supply system 300, the power transmission device 100 supplies electric power to the moving vehicle 200 in a non-contact manner via the power reception device 205. The power transmission device 100 includes a plurality of power transmission resonance circuits 110, a plurality of power transmission circuits 120, a power supply circuit 130, a power receiving coil position detection unit 140, a power transmission control device 150, and a wireless communication device 170.
　送電共振回路１１０は、道路ＲＳの延伸方向に沿って道路ＲＳに埋設されている。送電共振回路１１０は、送電コイルおよび共振コンデンサを含む。 The power transmission resonance circuit 110 is embedded in the road RS along the extending direction of the road RS. The power transmission resonant circuit 110 includes a power transmission coil and a resonant capacitor.
　電源回路１３０は、直流電力を送電回路１２０に供給する。送電回路１２０は、電源回路１３０から供給される直流電力を交流電力に変換して、送電共振回路１１０の送電コイルに供給する。 The power supply circuit 130 supplies DC power to the power transmission circuit 120. The power transmission circuit 120 converts the DC power supplied from the power supply circuit 130 into AC power and supplies it to the power transmission coil of the power transmission resonance circuit 110.
　受電コイル位置検出部１４０は、車両２００の底部に設置された受電コイルの位置を検出する。複数の送電回路１２０は、受電コイル位置検出部１４０で検出された受電コイルの位置に応じて、受電共振回路２１０に近い１つ以上の送電共振回路１１０を用いて送電を実行する。受電コイル位置検出部１４０は、例えば、複数の送電回路１２０における送電電力や送電電流の大きさから受電コイルの位置を検出してもよく、車両２００の位置を検出する位置センサや測距装置を利用して受電コイルの位置を検出してもよい。 The power receiving coil position detection unit 140 detects the position of the power receiving coil installed at the bottom of the vehicle 200. The plurality of power transmission circuits 120 execute power transmission using one or more power transmission resonance circuits 110 close to the power reception resonance circuit 210 according to the position of the power reception coil detected by the power reception coil position detection unit 140. The power receiving coil position detection unit 140 may detect the position of the power receiving coil from the magnitudes of the transmitted power and the transmitted current in the plurality of power transmission circuits 120, and may provide a position sensor or a distance measuring device for detecting the position of the vehicle 200. It may be used to detect the position of the power receiving coil.
　送電制御装置１５０は、周知のマイクロプロセッサやメモリを備え、マイクロプロセッサが予め用意されたプログラムを実行することで送電装置１００の動作を制御する。送電制御装置１５０は、車両２００に送電を行う際には、送電回路１２０を制御して送電を実行する。送電制御装置１５０は、無線通信装置１７０を介して、道路ＲＳ上の車両２００との路車間通信を行う。本実施形態において、送電制御装置１５０は、道路ＲＳ上の車両２００の識別情報を取得する。送電制御装置１５０は、送電装置１００が識別情報を取得した車両２００の受電装置２０５に送電共振回路１１０による送電を実行している状態（以下、「送電状態」とも呼ぶ）である場合には、無線通信装置１７０を介して、送電状態であることを車両２００に通知する。 The power transmission control device 150 includes a well-known microprocessor and memory, and the microprocessor controls the operation of the power transmission device 100 by executing a program prepared in advance. When transmitting power to the vehicle 200, the power transmission control device 150 controls the power transmission circuit 120 to execute power transmission. The power transmission control device 150 performs road-to-vehicle communication with the vehicle 200 on the road RS via the wireless communication device 170. In the present embodiment, the power transmission control device 150 acquires the identification information of the vehicle 200 on the road RS. When the power transmission control device 150 is in a state in which the power transmission device 100 is executing power transmission to the power receiving device 205 of the vehicle 200 for which the identification information has been acquired by the power transmission resonance circuit 110 (hereinafter, also referred to as “power transmission state”), the power transmission control device 150 is used. The vehicle 200 is notified of the power transmission state via the wireless communication device 170.
　車両２００は、本実施形態において、内燃機関２６０と駆動モータ２４０との原動機を搭載するハイブリッド車両である。車両２００は、更に、受電装置２０５と、メインバッテリ２３０と、駆動モータ２４０と、駆動軸２５０と、内燃機関２６０と、無線通信装置２８０と、車両制御装置２９０とを備える。受電装置２０５は、受電共振回路２１０と受電回路２２０とを含んでいる。 The vehicle 200 is a hybrid vehicle in which the prime mover of the internal combustion engine 260 and the drive motor 240 is mounted in the present embodiment. The vehicle 200 further includes a power receiving device 205, a main battery 230, a drive motor 240, a drive shaft 250, an internal combustion engine 260, a wireless communication device 280, and a vehicle control device 290. The power receiving device 205 includes a power receiving resonance circuit 210 and a power receiving circuit 220.
　受電共振回路２１０は、受電コイルおよび共振コンデンサを含み、送電共振回路１１０との間の電磁誘導によって受電コイルに誘導された交流電力を受電する装置である。受電回路２２０は、受電共振回路２１０から出力される交流電力を直流電力Ｅ１に変換する回路である。直流電力Ｅ１は、送電装置１００から受電装置２０５を介して受電し得る電力を表す。より具体的には、直流電力Ｅ１は、送電装置１００によって送電し得る電力と、車両２００の受電装置２０５によって受電可能な電力とのうち小さい方の電力である。送電装置１００によって送電し得る電力とは、例えば、送電回路１２０や送電共振回路１１０によって実現される送電電力の設計値を表し、送電装置１００ごとに異なる。車両２００は、送電装置１００によって送電し得る電力を、後述する無線通信によって送電装置１００から取得する。車両２００の受電装置２０５によって受電可能な電力とは、受電回路２２０や受電共振回路２１０によって実現される受電電力の設計値を表し、車両２００ごとに異なる。車両２００の受電装置２０５によって受電可能な電力は、後述する車両制御装置２９０のメモリに予め記憶されている。受電回路２２０から出力される直流電力Ｅ１は、メインバッテリ２３０の充電に利用される。受電回路２２０から出力される直流電力Ｅ１は、図示しない補機バッテリの充電に利用されてもよく、駆動モータ２４０の駆動、空調装置や電動パワーステアリング装置といった補機の駆動に利用されてもよい。 The power receiving resonance circuit 210 is a device that includes a power receiving coil and a resonance capacitor and receives AC power induced in the power receiving coil by electromagnetic induction with the power transmission resonance circuit 110. The power receiving circuit 220 is a circuit that converts the AC power output from the power receiving resonance circuit 210 into the DC power E1. The DC power E1 represents the power that can be received from the power transmitting device 100 via the power receiving device 205. More specifically, the DC power E1 is the smaller of the power that can be transmitted by the power transmission device 100 and the power that can be received by the power receiving device 205 of the vehicle 200. The electric power that can be transmitted by the power transmission device 100 represents, for example, a design value of the power transmission power realized by the power transmission circuit 120 or the power transmission resonance circuit 110, and differs for each power transmission device 100. The vehicle 200 acquires electric power that can be transmitted by the power transmission device 100 from the power transmission device 100 by wireless communication described later. The electric power that can be received by the power receiving device 205 of the vehicle 200 represents a design value of the electric power received by the power receiving circuit 220 and the power receiving resonance circuit 210, and is different for each vehicle 200. The electric power that can be received by the power receiving device 205 of the vehicle 200 is stored in advance in the memory of the vehicle control device 290, which will be described later. The DC power E1 output from the power receiving circuit 220 is used to charge the main battery 230. The DC power E1 output from the power receiving circuit 220 may be used for charging an auxiliary battery (not shown), may be used for driving a drive motor 240, or may be used for driving an auxiliary device such as an air conditioner or an electric power steering device. ..
　メインバッテリ２３０は、駆動モータ２４０を駆動するための直流電力を出力する２次電池である。メインバッテリ２３０を、車両電源とも呼ぶ。駆動モータ２４０は、モータまたはジェネレータとして動作する。駆動モータ２４０は、モータとして動作する場合には、メインバッテリ２３０から走行用電力として供給される直流電力Ｅ２２を用いて駆動軸２５０を駆動するための駆動力Ｐ２２を発生させる。直流電力Ｅ２２は、インバータ回路によって３相交流電力に変換されてよい。駆動モータ２４０は、車両２００の減速時にジェネレータとして動作し、減速時の制動力Ｐ２０を利用して、メインバッテリ２３０に回生電力Ｅ２０を供給する。回生電力Ｅ２０は、ジェネレータとしての駆動モータ２４０が出力する３相交流電力をインバータ回路によって変換される直流電力である。 The main battery 230 is a secondary battery that outputs DC power for driving the drive motor 240. The main battery 230 is also referred to as a vehicle power source. The drive motor 240 operates as a motor or a generator. When the drive motor 240 operates as a motor, the drive motor 240 generates a driving force P22 for driving the drive shaft 250 by using the DC power E22 supplied as running power from the main battery 230. The DC power E22 may be converted into three-phase AC power by the inverter circuit. The drive motor 240 operates as a generator when the vehicle 200 is decelerated, and uses the braking force P20 during deceleration to supply the regenerative power E20 to the main battery 230. The regenerative power E20 is DC power obtained by converting the three-phase AC power output by the drive motor 240 as a generator by an inverter circuit.
　内燃機関２６０は、レシプロエンジンやロータリエンジンといった一般的な車両用エンジンである。内燃機関２６０は、ガソリンやディーゼル燃料といった液体燃料の燃焼により動力を取り出す原動機として機能する。より具体的には、内燃機関２６０は、本実施形態において、駆動軸２５０を駆動するための駆動力Ｐ３と、駆動モータ２４０を発電機として駆動するための駆動力Ｐ２１とを発生させる。駆動力Ｐ２１により駆動モータ２４０から出力された３相交流電力は、図示しないインバータ回路によって直流電力Ｅ２１に変換されてメインバッテリ２３０に供給される。すなわち、本実施形態の車両２００では、内燃機関２６０と駆動モータ２４０とが、メインバッテリ２３０に直流電力Ｅ２１を供給する発電部として機能する。 The internal combustion engine 260 is a general vehicle engine such as a reciprocating engine or a rotary engine. The internal combustion engine 260 functions as a prime mover that extracts power by burning a liquid fuel such as gasoline or diesel fuel. More specifically, in the present embodiment, the internal combustion engine 260 generates a driving force P3 for driving the drive shaft 250 and a driving force P21 for driving the drive motor 240 as a generator. The three-phase AC power output from the drive motor 240 by the driving force P21 is converted into DC power E21 by an inverter circuit (not shown) and supplied to the main battery 230. That is, in the vehicle 200 of the present embodiment, the internal combustion engine 260 and the drive motor 240 function as a power generation unit that supplies DC power E21 to the main battery 230.
　無線通信装置２８０は、送電装置１００の無線通信装置１７０との無線通信により路車間通信を行う装置である。無線通信装置２８０は、車両２００が送電装置１００による送電状態であることの通知を受信した場合には、その結果を車両制御装置２９０に出力する。無線通信装置２８０は、車速や操舵量などの車両２００の運転状況や、車両２００の周囲の状況に関する情報を送電装置１００に送信してもよく、他車両との車車間通信を行って状況情報を交換してもよい。 The wireless communication device 280 is a device that performs road-to-vehicle communication by wireless communication with the wireless communication device 170 of the power transmission device 100. When the wireless communication device 280 receives the notification that the vehicle 200 is in the power transmission state by the power transmission device 100, the wireless communication device 280 outputs the result to the vehicle control device 290. The wireless communication device 280 may transmit information on the driving status of the vehicle 200 such as the vehicle speed and the steering amount and the surrounding conditions of the vehicle 200 to the power transmission device 100, and performs vehicle-to-vehicle communication with another vehicle to perform status information. May be replaced.
　車両制御装置２９０は、周知のマイクロプロセッサやメモリを備え、マイクロプロセッサが予め用意されたプログラムを実行することで、内燃機関２６０や駆動モータ２４０の制御、メインバッテリ２３０の残容量の管理を含む車両２００内の各部の制御を実行する。本実施形態において、車両制御装置２９０は、送電装置１００からの送電を受ける送電状態である場合には、駆動モータ２４０を制御してメインバッテリ２３０に供給される直流電力Ｅ２１を制限する充電制限制御を実行する。 The vehicle control device 290 includes a well-known microprocessor and memory, and the microprocessor executes a program prepared in advance to control the internal combustion engine 260 and the drive motor 240, and manage the remaining capacity of the main battery 230. Control of each part in 200 is executed. In the present embodiment, the vehicle control device 290 controls the drive motor 240 to limit the DC power E21 supplied to the main battery 230 when the power transmission device 290 receives power from the power transmission device 100. To execute.
　図２を用いて、車両制御装置２９０が実行する充電制限制御の詳細について説明する。図２に示す充電制限制御は、例えば車両２００のイグニションキーをオンにすることにより開始する。 The details of the charge limit control executed by the vehicle control device 290 will be described with reference to FIG. The charge limit control shown in FIG. 2 is started, for example, by turning on the ignition key of the vehicle 200.
　車両制御装置２９０は、車両２００が送電状態であるか否かを判定する（ステップＳ１０）。より具体的には、車両制御装置２９０は、路車間通信によって送電装置１００の無線通信装置１７０から無線通信装置２８０を介して送電状態であることが通知されているか否かを確認する。車両制御装置２９０は、送電状態の通知が確認されない場合に、車両２００が送電状態でないと判定し（Ｓ１０：ＮＯ）、発電部による発電、すなわち内燃機関２６０を利用したメインバッテリ２３０への充電を制限することなく、内燃機関２６０と駆動モータ２４０とを制御して（ステップＳ１２）、処理をＮＥＸＴに抜ける。 The vehicle control device 290 determines whether or not the vehicle 200 is in the power transmission state (step S10). More specifically, the vehicle control device 290 confirms whether or not the wireless communication device 170 of the power transmission device 100 notifies that the power transmission state is being transmitted via the wireless communication device 280 by road-to-vehicle communication. When the notification of the power transmission state is not confirmed, the vehicle control device 290 determines that the vehicle 200 is not in the power transmission state (S10: NO), and the power generation unit generates power, that is, charges the main battery 230 using the internal combustion engine 260. The internal combustion engine 260 and the drive motor 240 are controlled (step S12) without limitation, and the process is exited to NEXT.
　車両制御装置２９０は、送電状態の通知を確認すると、車両２００が送電状態であると判定し（Ｓ１０：ＹＥＳ）、後述するように、発電部による発電、すなわち内燃機関２６０を利用したメインバッテリ２３０への充電を制限する（ステップＳ１４）。車両制御装置２９０は、逐次に送電状態の通知を確認して送電状態が継続しているか否かを確認する（ステップＳ１６）。車両制御装置２９０は、送電状態であることの通知が確認されない場合、送電装置１００からの受電が終了したと判定し（Ｓ１６：ＹＥＳ）、処理をステップＳ１２に移行する。送電状態が継続している場合（Ｓ１６：ＮＯ）、車両制御装置２９０は、処理をステップＳ１４に戻す。 Upon confirming the notification of the power transmission state, the vehicle control device 290 determines that the vehicle 200 is in the power transmission state (S10: YES), and as will be described later, power generation by the power generation unit, that is, the main battery 230 using the internal combustion engine 260. (Step S14). The vehicle control device 290 sequentially confirms the notification of the power transmission state and confirms whether or not the power transmission state continues (step S16). If the notification that the power transmission state is not confirmed is not confirmed, the vehicle control device 290 determines that the power reception from the power transmission device 100 has been completed (S16: YES), and shifts the process to step S12. If the power transmission state continues (S16: NO), the vehicle control device 290 returns the process to step S14.
　図３を用いて、ステップＳ１４で車両制御装置２９０が実行する発電部による充電を制限する制御について説明する。図３の横軸は時間軸を示している。図３に示した時間ｔ１から時間ｔ５までの各期間では、車両２００の走行状態が異なる。具体的には、車両２００は、時間ｔ１から時間ｔ２までの期間において停車状態であり、時間ｔ２から時間ｔ３までの期間において加速状態であり、時間ｔ３から時間ｔ４までの期間において巡航状態であり、時間ｔ４から時間ｔ５までの期間において減速状態であり、時間ｔ５以降において停車状態である。図３に示す各期間において、送電装置１００は、車両２００に送電を実行する送電状態である。 With reference to FIG. 3, the control for limiting the charging by the power generation unit executed by the vehicle control device 290 in step S14 will be described. The horizontal axis of FIG. 3 indicates the time axis. The traveling state of the vehicle 200 is different in each period from the time t1 to the time t5 shown in FIG. Specifically, the vehicle 200 is in a stopped state in a period from time t1 to time t2, in an accelerated state in a period from time t2 to time t3, and in a cruising state in a period from time t3 to time t4. , The deceleration state is in the period from the time t4 to the time t5, and the vehicle is in the stopped state after the time t5. In each period shown in FIG. 3, the power transmission device 100 is in a power transmission state for executing power transmission to the vehicle 200.
　図３の縦軸は電力を示している。時間軸よりも上側には、車両２００のメインバッテリ２３０に供給される電力の合計値（以下、電力ＲＣとも呼ぶ）の変化が概念的に示されている。縦軸に示される電力Ｅｍａｘは、メインバッテリ２３０に充電し得る電力の最大値である。電力Ｅｍａｘは、車両制御装置２９０によって、メインバッテリ２３０のＳＯＣ（state of charge）や車両２００の走行環境に応じて適宜に設定される。車両制御装置２９０は、メインバッテリ２３０に供給する電力を電力Ｅｍａｘ以下となるように制御する。電力Ｅｍａｘは、例えば、メインバッテリ２３０のＳＯＣが高い場合や、車両２００の走行環境が低温環境または高温環境にある場合には、メインバッテリ２３０の劣化を抑制するために、より低い電力で設定される。図３には、技術の理解を容易にするため、メインバッテリ２３０へ充電される電力ごとに異なるハッチングが施されている。図３の時間軸よりも下側には、車両２００の走行時に駆動モータ２４０によって消費される電力ＭＰを概念的に示している。 The vertical axis in FIG. 3 shows electric power. Above the time axis, a change in the total value of the electric power supplied to the main battery 230 of the vehicle 200 (hereinafter, also referred to as electric power RC) is conceptually shown. The electric power Emax shown on the vertical axis is the maximum value of the electric power that can be charged to the main battery 230. The electric power Emax is appropriately set by the vehicle control device 290 according to the SOC (state of charge) of the main battery 230 and the traveling environment of the vehicle 200. The vehicle control device 290 controls the electric power supplied to the main battery 230 so as to be equal to or less than the electric power Emax. The electric power Emax is set at a lower electric power in order to suppress deterioration of the main battery 230, for example, when the SOC of the main battery 230 is high or when the traveling environment of the vehicle 200 is in a low temperature environment or a high temperature environment. To. In FIG. 3, different hatching is applied to each electric power charged to the main battery 230 in order to facilitate understanding of the technology. Below the time axis of FIG. 3, the power MP consumed by the drive motor 240 when the vehicle 200 is running is conceptually shown.
　時間ｔ１から時間ｔ２において、車両２００は、駆動モータ２４０によって走行に利用される電力はゼロである。メインバッテリ２３０には送電装置１００から受電装置２０５を介して直流電力Ｅ１が充電され得る。上述したように、電力Ｅ１は、送電装置１００によって送電し得る電力と、車両２００の受電装置２０５によって受電可能な電力とのうち小さい方の電力である。車両制御装置２９０は、送電装置１００によって送電し得る電力を無線通信装置２８０による路車間通信により送電装置１００から取得し、メモリ内に予め記憶された受電装置２０５によって受電可能な電力と比較して、小さい方の電力を電力Ｅ１として設定する。 From time t1 to time t2, the electric power used for traveling by the drive motor 240 of the vehicle 200 is zero. The main battery 230 can be charged with DC power E1 from the power transmitting device 100 via the power receiving device 205. As described above, the electric power E1 is the smaller of the electric power that can be transmitted by the power transmission device 100 and the electric power that can be received by the power receiving device 205 of the vehicle 200. The vehicle control device 290 acquires the electric power that can be transmitted by the power transmission device 100 from the power transmission device 100 by road-to-vehicle communication by the wireless communication device 280, and compares it with the electric power that can be received by the power reception device 205 stored in advance in the memory. , The smaller power is set as the power E1.
　車両制御装置２９０は、内燃機関２６０の制御により駆動モータ２４０を発電機として駆動させて交流電力を発生させる。交流電力は、図示しないインバータ回路によって直流電力Ｅ２１に変換されてメインバッテリ２３０に供給される。これにより、メインバッテリ２３０には、電力Ｅ１と、電力Ｅ２１とを足し合わせた電力ＥＲ３が充電される。本実施形態において、車両制御装置２９０は、発電部を制御して、メインバッテリ２３０に供給される直流電力Ｅ２１を低減させる。より具体的には、車両制御装置２９０は、発電部である内燃機関２６０と駆動モータ２４０とを制御して駆動力Ｐ２１を調整し、メインバッテリ２３０に供給される直流電力Ｅ２１が発電用容量ＥＣ１以下になるように制限する。発電用容量ＥＣ１は、下記式（１）によって求められる。
ＥＣ１＝Ｅｍａｘ－Ｅ１　・・・式（１） The vehicle control device 290 drives the drive motor 240 as a generator under the control of the internal combustion engine 260 to generate AC power. The AC power is converted into DC power E21 by an inverter circuit (not shown) and supplied to the main battery 230. As a result, the main battery 230 is charged with the electric power ER3 which is the sum of the electric power E1 and the electric power E21. In the present embodiment, the vehicle control device 290 controls the power generation unit to reduce the DC power E21 supplied to the main battery 230. More specifically, the vehicle control device 290 controls the internal combustion engine 260, which is a power generation unit, and the drive motor 240 to adjust the driving force P21, and the DC power E21 supplied to the main battery 230 is the power generation capacity EC1. Restrict to the following. The power generation capacity EC1 is calculated by the following formula (1).
EC1 = Emax-E1 ... Equation (1)
　発電用容量ＥＣ１は、メインバッテリ２３０に充電し得る電力の最大値である電力Ｅｍａｘから電力Ｅ１を差し引いて算出される。本実施形態において、車両制御装置２９０は、後述する発電用容量ＥＣ２と同一の電力である直流電力Ｅ２１をメインバッテリ２３０に供給するように、内燃機関２６０と駆動モータ２４０とを制御する。車両制御装置２９０は、発電用容量ＥＣ１と同一の電力を発電するように、発電部を制御してもよい。車両制御装置２９０は、送電装置１００から受電し得る電力Ｅ１が電力Ｅｍａｘ以上である場合には、発電部を利用した発電を停止させる。 The power generation capacity EC1 is calculated by subtracting the power E1 from the power Emax, which is the maximum value of the power that can be charged to the main battery 230. In the present embodiment, the vehicle control device 290 controls the internal combustion engine 260 and the drive motor 240 so as to supply the DC power E21, which is the same power as the power generation capacity EC2 described later, to the main battery 230. The vehicle control device 290 may control the power generation unit so as to generate the same electric power as the power generation capacity EC1. When the electric power E1 that can be received from the power transmission device 100 is equal to or higher than the electric power Emax, the vehicle control device 290 stops the power generation using the power generation unit.
　時間ｔ２から時間ｔ３において、車両制御装置２９０は、車両２００の加速のために、メインバッテリ２３０の電力Ｅ２２分を消費して駆動モータ２４０を駆動させる。図３に、加速時に消費される電力Ｅ２２を電力Ｅ２２Ａとして概念的に示す。電力Ｅ２２Ａの消費により、メインバッテリ２３０に供給される電力ＲＣは、電力ＥＲ１となる。同様に、時間ｔ３から時間ｔ４において、車両制御装置２９０は、メインバッテリ２３０の電力Ｅ２２Ｂを消費して駆動モータ２４０を駆動させて車両２００を巡航させる。図３に、巡航時に消費される電力Ｅ２２を電力Ｅ２２Ｂとして概念的に示す。電力Ｅ２２Ｂの消費により、メインバッテリ２３０に供給される電力ＲＣは、電力ＥＲ２となる。 From time t2 to time t3, the vehicle control device 290 consumes the electric power E22 minutes of the main battery 230 to drive the drive motor 240 for accelerating the vehicle 200. FIG. 3 conceptually shows the electric power E22 consumed during acceleration as the electric power E22A. Due to the consumption of the electric power E22A, the electric power RC supplied to the main battery 230 becomes the electric power ER1. Similarly, from time t3 to time t4, the vehicle control device 290 consumes the electric power E22B of the main battery 230 to drive the drive motor 240 to cruise the vehicle 200. FIG. 3 conceptually shows the electric power E22 consumed during cruising as the electric power E22B. Due to the consumption of the electric power E22B, the electric power RC supplied to the main battery 230 becomes the electric power ER2.
　時間ｔ４から時間ｔ５までの車両２００の減速時において、駆動モータ２４０は、ジェネレータとして動作してメインバッテリ２３０に回生電力Ｅ２０を供給する。本実施形態において、車両制御装置２９０は、車両２００の減速時に駆動モータ２４０が回生電力Ｅ２０を発生させる場合には、さらに、発電部の発電によってメインバッテリ２３０に供給される直流電力Ｅ２１が下記式（２）によって求められる発電用容量ＥＣ２以下となるように発電部による発電を制御する。
ＥＣ２＝ＥＣ１－Ｅ２０　・・・式（２） During deceleration of the vehicle 200 from time t4 to time t5, the drive motor 240 operates as a generator to supply the regenerative power E20 to the main battery 230. In the present embodiment, in the vehicle control device 290, when the drive motor 240 generates the regenerative power E20 when the vehicle 200 is decelerated, the DC power E21 supplied to the main battery 230 by the power generation of the power generation unit is further described by the following formula. The power generation by the power generation unit is controlled so that the power generation capacity EC2 or less required by (2) is obtained.
EC2 = EC1-E20 ・ ・ ・ Equation (2)
　発電用容量ＥＣ２は、メインバッテリ２３０に充電し得る電力の最大値である電力Ｅｍａｘから、電力Ｅ１および回生電力Ｅ２０を差し引いて算出される。本実施形態において、車両２００の減速時に発電部の発電によってメインバッテリ２３０に供給される直流電力Ｅ２１は、発電用容量ＥＣ２と同一の電力値である。すなわち、図３に示すように、メインバッテリ２３０に充電される電力の総和である電力ＥＲ４と、電力Ｅｍａｘとが略同一である。直流電力Ｅ２１は、発電用容量ＥＣ２よりも小さい電力に制限されてもよい。車両制御装置２９０は、送電装置１００から受電し得る電力Ｅ１と回生電力Ｅ２０との総和が電力Ｅｍａｘ以上である場合には、発電部を利用した発電を停止させる。 The power generation capacity EC2 is calculated by subtracting the electric power E1 and the regenerative electric power E20 from the electric power Emax which is the maximum value of the electric power that can be charged to the main battery 230. In the present embodiment, the DC power E21 supplied to the main battery 230 by the power generation of the power generation unit when the vehicle 200 is decelerated has the same power value as the power generation capacity EC2. That is, as shown in FIG. 3, the electric power ER4, which is the total electric power charged in the main battery 230, and the electric power Emax are substantially the same. The DC power E21 may be limited to power smaller than the power generation capacity EC2. When the sum of the electric power E1 and the regenerative electric power E20 that can be received from the power transmission device 100 is equal to or greater than the electric power Emax, the vehicle control device 290 stops the power generation using the power generation unit.
　以上、説明したように、本実施形態の車両２００によれば、車両制御装置２９０によって、送電装置１００から電力Ｅ１を送電され得る場合に、発電部の発電によってメインバッテリ２３０に供給される電力Ｅ２１が低減される。メインバッテリ２３０では、送電装置１００から送電され得る電力Ｅ１の供給量に対して、発電部によって発電される電力Ｅ２１の供給量の比率が小さくなる。車両２００の走行時において電力Ｅ１の消費量に対して電力Ｅ２１の消費量の比率を小さくすることによって、発電部による発電に用いられる燃料の消費を抑えた状態で車両２００を走行させることができる。 As described above, according to the vehicle 200 of the present embodiment, when the electric power E1 can be transmitted from the power transmission device 100 by the vehicle control device 290, the electric power E21 supplied to the main battery 230 by the power generation of the power generation unit. Is reduced. In the main battery 230, the ratio of the supply amount of the electric power E21 generated by the power generation unit to the supply amount of the electric power E1 that can be transmitted from the power transmission device 100 becomes small. By reducing the ratio of the consumption of the electric power E21 to the consumption of the electric power E1 when the vehicle 200 is running, the vehicle 200 can be driven in a state where the consumption of the fuel used for power generation by the power generation unit is suppressed. ..
　本実施形態の車両２００によれば、発電部の発電によってメインバッテリ２３０に供給される電力Ｅ２１が、メインバッテリ２３０に充電し得る電力の最大値である電力Ｅｍａｘから、送電装置１００から受電し得る電力Ｅ１を差し引いて算出される発電用容量ＥＣ１以下となるように制限される。送電装置１００から送電され得る電力Ｅ１を最大限に受電することにより、発電部によって発電される電力Ｅ２１を抑えることができる。したがって、発電部の内燃機関２６０による発電に用いられる燃料の消費を抑えることができる。 According to the vehicle 200 of the present embodiment, the electric power E21 supplied to the main battery 230 by the power generation of the power generation unit can receive electric power from the power transmission device 100 from the electric power Emax which is the maximum value of the electric power that can be charged to the main battery 230. It is limited to the power generation capacity EC1 or less calculated by subtracting the electric power E1. By receiving the electric power E1 that can be transmitted from the power transmission device 100 to the maximum, the electric power E21 generated by the power generation unit can be suppressed. Therefore, it is possible to suppress the consumption of fuel used for power generation by the internal combustion engine 260 of the power generation unit.
　本実施形態の車両２００によれば、車両２００の減速時には、発電部発電部の発電によってメインバッテリ２３０に供給される電力Ｅ２１が、さらに、発電用容量ＥＣ１から回生電力Ｅ２０を差し引いた発電用容量ＥＣ２以下になるように制御される。したがって、送電装置１００から送電され得る電力Ｅ１と回生電力Ｅ２０とをメインバッテリ２３０に最大限に充電することにより、発電部による発電量をより減少させることができる。したがって、発電部の内燃機関２６０による発電に用いられる燃料の消費をより抑えることができる。 According to the vehicle 200 of the present embodiment, when the vehicle 200 is decelerated, the electric power E21 supplied to the main battery 230 by the power generation of the power generation unit is the power generation capacity obtained by subtracting the regenerative power E20 from the power generation capacity EC1. It is controlled to be EC2 or less. Therefore, the amount of power generated by the power generation unit can be further reduced by maximally charging the main battery 230 with the electric power E1 and the regenerative electric power E20 that can be transmitted from the power transmission device 100. Therefore, the consumption of fuel used for power generation by the internal combustion engine 260 of the power generation unit can be further suppressed.
　本実施形態の車両２００によれば、車両制御装置２９０は、送電装置１００から受電し得る電力Ｅ１が電力Ｅｍａｘ以上である場合には、発電部を利用した発電を停止させる。したがって、発電部の内燃機関２６０による発電に用いられる燃料の消費をより抑えることができる。 According to the vehicle 200 of the present embodiment, the vehicle control device 290 stops power generation using the power generation unit when the electric power E1 that can be received from the power transmission device 100 is equal to or higher than the electric power Emax. Therefore, the consumption of fuel used for power generation by the internal combustion engine 260 of the power generation unit can be further suppressed.
　本実施形態の車両２００によれば、車両制御装置２９０は、送電装置１００から受電し得る電力Ｅ１と回生電力Ｅ２０との総和が電力Ｅｍａｘ以上である場合、すなわち回生電力Ｅ２０が発電用容量ＥＣ１以上である場合には、発電部を利用した発電を停止させる。したがって、発電部の内燃機関２６０による発電に用いられる燃料の消費をより抑えることができる。 According to the vehicle 200 of the present embodiment, in the vehicle control device 290, when the sum of the electric power E1 that can be received from the power transmission device 100 and the regenerative electric power E20 is equal to or greater than the electric power Emax, that is, the regenerative electric power E20 has a power generation capacity EC1 or more. If this is the case, the power generation using the power generation unit is stopped. Therefore, the consumption of fuel used for power generation by the internal combustion engine 260 of the power generation unit can be further suppressed.
Ｂ．第２実施形態：
　図４に示すように、第２実施形態の車両２００ｂは、内燃機関２６０に代えて内燃機関２６０ｂを備える点と、更に充電モータ２７０を備える点とで、第１実施形態の車両２００と相違し、それ以外の構成は第１実施形態の車両２００と同様である。 B. Second embodiment:
As shown in FIG. 4, the vehicle 200b of the second embodiment is different from the vehicle 200 of the first embodiment in that it includes an internal combustion engine 260b instead of the internal combustion engine 260 and further includes a charging motor 270. Other than that, the configuration is the same as that of the vehicle 200 of the first embodiment.
　本実施形態において、内燃機関２６０ｂは、発電用の動力源として用いられる。内燃機関２６０ｂは、充電モータ２７０を発電機として駆動するための駆動力Ｐ２１ｂを発生させる。充電モータ２７０から出力される交流電力は、直流電力Ｅ２１ｂに変換されてメインバッテリ２３０に供給される。すなわち、本実施形態の車両２００ｂでは、内燃機関２６０ｂと充電モータ２７０とが、メインバッテリ２３０に直流電力Ｅ２１ｂを供給する発電部として機能する。 In the present embodiment, the internal combustion engine 260b is used as a power source for power generation. The internal combustion engine 260b generates a driving force P21b for driving the charging motor 270 as a generator. The AC power output from the charging motor 270 is converted into DC power E21b and supplied to the main battery 230. That is, in the vehicle 200b of the present embodiment, the internal combustion engine 260b and the charging motor 270 function as a power generation unit that supplies DC power E21b to the main battery 230.
　本実施形態の車両２００ｂでは、車両制御装置２９０は、発電部である内燃機関２６０ｂと充電モータ２７０とを制御して駆動力を調整し、直流電力Ｅ２１ｂをメインバッテリ２３０に供給する。車両制御装置２９０は、車両２００ｂの走行中には直流電力Ｅ２１ｂが上述した発電用容量ＥＣ１以下になるように、内燃機関２６０を制御する。車両制御装置２９０は、車両２００ｂの減速時に駆動モータ２４０が回生電力Ｅ２０を発生させる場合には、さらに、直流電力Ｅ２１ｂが上述した発電用容量ＥＣ２以下となるように発電部を制御する。 In the vehicle 200b of the present embodiment, the vehicle control device 290 controls the internal combustion engine 260b, which is a power generation unit, and the charging motor 270 to adjust the driving force, and supplies the DC power E21b to the main battery 230. The vehicle control device 290 controls the internal combustion engine 260 so that the DC power E21b becomes equal to or less than the above-mentioned power generation capacity EC1 while the vehicle 200b is traveling. When the drive motor 240 generates the regenerative power E20 when the vehicle 200b is decelerated, the vehicle control device 290 further controls the power generation unit so that the DC power E21b is equal to or less than the power generation capacity EC2 described above.
　本実施形態の車両２００ｂによれば、車両制御装置２９０によって、送電装置１００から電力Ｅ１を送電され得る場合に、発電部の発電によってメインバッテリ２３０に供給される電力Ｅ２１ｂが低減される。車両２００ｂの走行時において電力Ｅ１の消費量に対して電力Ｅ２１ｂの消費量の比率を小さくすることによって、発電部による発電に用いられる燃料の消費を抑えた状態で車両２００ｂを走行させることができる。 According to the vehicle 200b of the present embodiment, when the electric power E1 can be transmitted from the power transmission device 100 by the vehicle control device 290, the electric power E21b supplied to the main battery 230 by the power generation of the power generation unit is reduced. By reducing the ratio of the consumption of the electric power E21b to the consumption of the electric power E1 when the vehicle 200b is traveling, the vehicle 200b can be traveled in a state where the consumption of the fuel used for power generation by the power generation unit is suppressed. ..
　本実施形態の車両２００ｂによれば、発電部の発電によってメインバッテリ２３０に供給される電力Ｅ２１ｂが、メインバッテリ２３０に充電し得る電力の最大値である電力Ｅｍａｘから、送電装置１００から送電され得る電力Ｅ１を差し引いて算出される発電用容量ＥＣ１以下となるように制限される。送電装置１００から送電され得る電力Ｅ１を最大限に受電することにより、発電部による発電量を抑えることができる。したがって、発電部の内燃機関２６０ｂに用いられる燃料の消費を抑えることができる。 According to the vehicle 200b of the present embodiment, the electric power E21b supplied to the main battery 230 by the power generation of the power generation unit can be transmitted from the power transmission device 100 from the electric power Emax which is the maximum value of the electric power that can be charged to the main battery 230. It is limited to the power generation capacity EC1 or less calculated by subtracting the electric power E1. By receiving the maximum amount of electric power E1 that can be transmitted from the power transmission device 100, the amount of power generated by the power generation unit can be suppressed. Therefore, the consumption of fuel used for the internal combustion engine 260b of the power generation unit can be suppressed.
　本実施形態の車両２００ｂによれば、車両２００ｂの減速時には、発電部の発電によってメインバッテリ２３０に供給される電力Ｅ２１ｂが、さらに、発電用容量ＥＣ１から回生電力Ｅ２０を差し引いた発電用容量ＥＣ２以下になるように制御される。したがって、送電装置１００から送電され得る電力Ｅ１と回生電力Ｅ２０とをメインバッテリ２３０に最大限に充電することにより、発電部の発電によってメインバッテリ２３０に供給される電力Ｅ２１ｂをより減少させることができる。したがって、発電部の内燃機関２６０ｂに用いられる燃料の消費をより抑えることができる。 According to the vehicle 200b of the present embodiment, when the vehicle 200b is decelerated, the electric power E21b supplied to the main battery 230 by the power generation of the power generation unit is further equal to or less than the power generation capacity EC2 obtained by subtracting the regenerative power E20 from the power generation capacity EC1. Is controlled to be. Therefore, by maximally charging the main battery 230 with the electric power E1 and the regenerated electric power E20 that can be transmitted from the power transmission device 100, the electric power E21b supplied to the main battery 230 by the power generation of the power generation unit can be further reduced. .. Therefore, the consumption of fuel used for the internal combustion engine 260b of the power generation unit can be further suppressed.
Ｃ．他の実施形態：
（Ｃ１）上記各実施形態では、発電部の発電によってメインバッテリ２３０に供給される電力Ｅ２１または電力Ｅ２１ｂが、発電用容量ＥＣ１または発電用容量ＥＣ２以下になるように制御される。これに対して、車両２００または車両２００ｂが送電装置１００による送電状態である場合に、車両制御装置２９０は、発電部を制御して、メインバッテリ２３０への電力の供給を停止し、電力Ｅ２１または電力Ｅ２１ｂを発生しないようにしてもよい。この形態の車両によれば、発電部に用いられる燃料の消費をより抑えることができる。車両制御装置２９０は、発電用容量ＥＣ１や発電用容量ＥＣ２以下とするための演算をすることなく、より簡易な方法によって発電部に用いられる燃料の消費を抑えることができる。 C. Other embodiments:
(C1) In each of the above embodiments, the electric power E21 or the electric power E21b supplied to the main battery 230 by the power generation of the power generation unit is controlled so as to be equal to or less than the power generation capacity EC1 or the power generation capacity EC2. On the other hand, when the vehicle 200 or the vehicle 200b is in the power transmission state by the power transmission device 100, the vehicle control device 290 controls the power generation unit to stop the supply of electric power to the main battery 230, and the electric power E21 or The electric power E21b may not be generated. According to this type of vehicle, the consumption of fuel used in the power generation unit can be further suppressed. The vehicle control device 290 can suppress the consumption of fuel used in the power generation unit by a simpler method without performing calculations for reducing the power generation capacity EC1 and the power generation capacity EC2 or less.
（Ｃ２）上記第２実施形態において、車両２００ｂは、内燃機関２６０ｂを備えるが、内燃機関２６０ｂに代えて燃料電池を備えてもよい。この形態の車両２００ｂにおいて、燃料電池で発電した電力は、駆動モータ２４０の駆動に用いられてよく、電力Ｅ２１ｂとして直接的にメインバッテリ２３０に供給されてよい。 (C2) In the second embodiment, the vehicle 200b includes an internal combustion engine 260b, but a fuel cell may be provided instead of the internal combustion engine 260b. In the vehicle 200b of this form, the electric power generated by the fuel cell may be used to drive the drive motor 240, and may be directly supplied to the main battery 230 as the electric power E21b.
（Ｃ３）上記各実施形態において、車両２００または車両２００ｂと送電装置１００との路車間通信のために、無線通信装置２８０、無線通信装置１７０が備えられる。これに対して、無線通信装置２８０、無線通信装置１７０が備えられなくともよい。このような態様において、車両制御装置２９０は、例えば、受電装置２０５の受電状態から送電装置１００による送電状態であるか否かを判断してもよく、車両２００の位置情報と道路ＲＳとの位置情報とを利用して、送電装置１００による送電状態であると判断してもよい。 (C3) In each of the above embodiments, a wireless communication device 280 and a wireless communication device 170 are provided for road-to-vehicle communication between the vehicle 200 or the vehicle 200b and the power transmission device 100. On the other hand, the wireless communication device 280 and the wireless communication device 170 may not be provided. In such an embodiment, the vehicle control device 290 may determine, for example, whether or not the power transmission state is the power transmission state by the power transmission device 100 from the power reception state of the power reception device 205, and the position information of the vehicle 200 and the position of the road RS. The information may be used to determine that the power transmission state is being transmitted by the power transmission device 100.
（Ｃ４）上記各実施形態において、走行中の車両２００、車両２００ｂに非接触で電力を供給する非接触式の送電装置１００の例を示した。これに対して、送電装置１００は、例えば、受電共振回路２１０に代替する受電電極に接触して送電する送電電極を備える等、走行中の車両２００の一部と接触して電力を供給する接触式の送電装置であってもよい。 (C4) In each of the above embodiments, an example of a non-contact power transmission device 100 that supplies electric power to a moving vehicle 200 and a vehicle 200b in a non-contact manner is shown. On the other hand, the power transmission device 100 is provided with a power transmission electrode that contacts and transmits power in place of the power reception resonance circuit 210, for example, and is in contact with a part of the running vehicle 200 to supply power. It may be a type power transmission device.
（Ｃ５）上記各実施形態において、内燃機関２６０と駆動モータ２４０との原動機を搭載するハイブリッド車である車両２００と、発電用の動力源として用いられる内燃機関２６０ｂと、充電モータ２７０とを備える車両２００ｂとを例に、車両制御装置２９０が実行する発電部による充電を制限する制御について説明した。これに対して、車両制御装置２９０が実行する発電部による充電を制限する制御は、内燃機関からの駆動力を、車両電源に電力を供給する発電機と、駆動軸２５０または駆動モータ２４０とに振り分ける動力分割機構を備える、いわゆるシリーズパラレル方式やスプリット方式とも呼ばれる車両に適用してもよい。このような形態の車両では、内燃機関または燃料電池と、動力分割機構とを発電部として、発電部により発電される電力が発電用容量ＥＣ１，ＥＣ２以下となるように制限される。 (C5) In each of the above embodiments, a vehicle 200 is a hybrid vehicle equipped with a prime mover of an internal combustion engine 260 and a drive motor 240, a vehicle including an internal combustion engine 260b used as a power source for power generation, and a charging motor 270. Taking 200b as an example, the control for limiting the charging by the power generation unit executed by the vehicle control device 290 has been described. On the other hand, the control executed by the vehicle control device 290 to limit the charging by the power generation unit is performed by the generator that supplies the driving force from the internal combustion engine to the vehicle power source and the drive shaft 250 or the drive motor 240. It may be applied to a vehicle provided with a power split mechanism for distribution, which is also called a series parallel system or a split system. In such a vehicle, the internal combustion engine or the fuel cell and the power split mechanism are used as the power generation unit, and the power generated by the power generation unit is limited to the power generation capacity EC1 and EC2 or less.
（Ｃ６）上記各実施形態において、送電制御装置１５０は、車両２００に送電を実行している状態である場合に、無線通信装置１７０を介して、送電状態であることを車両２００に通知する。これに対して、送電状態の通知は、例えば、送電制御装置１５０が送電装置１００への車両２００の接近を検知した際に実行されてもよい。この場合において、車両２００は、発電用容量ＥＣ１，ＥＣ２の算出等の充電制限制御を、送電装置１００による送電の実行前に開始することができる。 (C6) In each of the above embodiments, when the power transmission control device 150 is in the state of executing power transmission to the vehicle 200, the power transmission control device 150 notifies the vehicle 200 of the power transmission state via the wireless communication device 170. On the other hand, the notification of the power transmission state may be executed, for example, when the power transmission control device 150 detects the approach of the vehicle 200 to the power transmission device 100. In this case, the vehicle 200 can start charge limit control such as calculation of the power generation capacities EC1 and EC2 before the execution of power transmission by the power transmission device 100.
　本開示に記載の制御部及びその手法は、コンピュータプログラムにより具体化された一つ乃至は複数の機能を実行するようにプログラムされたプロセッサ及びメモリを構成することによって提供された専用コンピュータにより、実現されてもよい。あるいは、本開示に記載の制御部及びその手法は、一つ以上の専用ハードウェア論理回路によってプロセッサを構成することによって提供された専用コンピュータにより、実現されてもよい。もしくは、本開示に記載の制御部及びその手法は、一つ乃至は複数の機能を実行するようにプログラムされたプロセッサ及びメモリと一つ以上のハードウェア論理回路によって構成されたプロセッサとの組み合わせにより構成された一つ以上の専用コンピュータにより、実現されてもよい。また、コンピュータプログラムは、コンピュータにより実行されるインストラクションとして、コンピュータ読み取り可能な非遷移有形記録媒体に記憶されていてもよい。 The controls and methods thereof described in the present disclosure are realized by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. May be done. Alternatively, the controls and methods thereof described in the present disclosure may be implemented by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits. Alternatively, the control unit and method thereof described in the present disclosure may be a combination of a processor and memory programmed to perform one or more functions and a processor composed of one or more hardware logic circuits. It may be realized by one or more dedicated computers configured. Further, the computer program may be stored in a computer-readable non-transitional tangible recording medium as an instruction executed by the computer.
　本開示は、上述の実施形態に限られるものではなく、その趣旨を逸脱しない範囲において種々の構成で実現することができる。例えば、発明の概要の欄に記載した技術的特徴に対応する実施形態中の技術的特徴は、上述の課題の一部又は全部を解決するために、あるいは、上述の効果の一部又は全部を達成するために、適宜、差し替えや、組み合わせを行うことが可能である。また、その技術的特徴が本明細書中に必須なものとして説明されていなければ、適宜、削除することが可能である。 The present disclosure is not limited to the above-described embodiment, and can be realized by various configurations within a range not deviating from the purpose. For example, the technical features in the embodiments corresponding to the technical features described in the column of the outline of the invention may be used to solve some or all of the above-mentioned problems, or some or all of the above-mentioned effects. It is possible to replace or combine as appropriate to achieve this. Further, if the technical feature is not described as essential in the present specification, it can be appropriately deleted.

Claims (6)

  1. 　車両（２００，２００ｂ）であって、
    　走路（ＲＳ）に敷設される送電装置（１００）から電力を受電する受電装置（２０５）と、
    　内燃機関または燃料電池を用いた発電部から供給される電力（Ｅ２１，Ｅ２１ｂ）と、前記受電装置を介して供給される電力（Ｅ１）とによって充電される車両電源（２３０）と、
    　前記受電装置が前記送電装置から電力を受電する場合に、前記発電部を制御して、前記発電部から前記車両電源に供給される電力を低減させる車両制御装置（２９０）と、を備える、
    車両。     It is a vehicle (200, 200b)
    A power receiving device (205) that receives power from a power transmitting device (100) laid on the track (RS), and
    A vehicle power source (230) charged by electric power (E21, E21b) supplied from a power generation unit using an internal combustion engine or a fuel cell and electric power (E1) supplied via the power receiving device.
    The vehicle control device (290) is provided with a vehicle control device (290) that controls the power generation unit to reduce the power supplied from the power generation unit to the vehicle power source when the power receiving device receives electric power from the power transmission device.
    vehicle.
  2. 　請求項１に記載の車両であって、
    　前記車両制御装置は、前記受電装置が前記送電装置から電力を受電する場合に、前記発電部から前記車両電源に供給される電力が、下記式（１）によって求められる発電用容量ＥＣ１以下になるように前記発電部を制御する、
    車両。
    ＥＣ１＝Ｅｍａｘ－Ｅ１　・・・式（１）
    Ｅｍａｘ：車両制御装置によって設定される車両電源に充電し得る電力の最大値
    Ｅ１：送電装置から受電装置を介して受電し得る電力     The vehicle according to claim 1.
    In the vehicle control device, when the power receiving device receives power from the power transmission device, the power supplied from the power generation unit to the vehicle power source becomes the power generation capacity EC1 or less calculated by the following formula (1). To control the power generation unit,
    vehicle.
    EC1 = Emax-E1 ... Equation (1)
    Emax: Maximum value of electric power that can be charged to the vehicle power supply set by the vehicle control device E1: Electric power that can be received from the power transmission device via the power receiving device.
  3. 　請求項２に記載の車両であって、
    　前記Ｅ１の値が前記Ｅｍａｘ以上である場合、前記車両制御装置は、前記発電部を制御して、前記車両電源への電力の供給を停止させる、
    車両。     The vehicle according to claim 2.
    When the value of E1 is equal to or greater than Emax, the vehicle control device controls the power generation unit to stop the supply of electric power to the vehicle power source.
    vehicle.
  4. 　請求項２または請求項３に記載の車両であって、
    　更に、前記車両電源から走行用電力（Ｅ２２）を供給される駆動モータ（２４０）を備え、
    　前記受電装置が前記送電装置から電力を受電する場合であって、さらに、前記駆動モータが前記車両の減速時に前記車両電源を充電する回生電力（Ｅ２０）を発生させる場合には、前記車両制御装置は、前記発電部から前記車両電源に供給される電力が下記式（２）によって求められる発電用容量ＥＣ２以下になるように前記発電部を制御する、
    車両。
    ＥＣ２＝ＥＣ１－Ｅ２０　・・・式（２）     The vehicle according to claim 2 or 3.
    Further, it is provided with a drive motor (240) to which running electric power (E22) is supplied from the vehicle power source.
    When the power receiving device receives electric power from the power transmitting device and the drive motor generates regenerative power (E20) for charging the vehicle power source when the vehicle decelerates, the vehicle control device Controls the power generation unit so that the electric power supplied from the power generation unit to the vehicle power source is equal to or less than the power generation capacity EC2 calculated by the following formula (2).
    vehicle.
    EC2 = EC1-E20 ・ ・ ・ Equation (2)
  5. 　請求項４に記載の車両であって、
    　前記Ｅ２０の値が前記ＥＣ１以上である場合、前記車両制御装置は、前記発電部を制御して、前記車両電源への電力の供給を停止させる、
    車両。     The vehicle according to claim 4.
    When the value of E20 is EC1 or more, the vehicle control device controls the power generation unit to stop the supply of electric power to the vehicle power source.
    vehicle.
  6. 　請求項１に記載の車両であって、
    　前記受電装置が前記送電装置から電力を受電する場合に、
    　前記車両制御装置は、前記発電部を制御して、前記車両電源への電力の供給を停止させる、
    車両。     The vehicle according to claim 1.
    When the power receiving device receives electric power from the power transmitting device,
    The vehicle control device controls the power generation unit to stop the supply of electric power to the vehicle power source.
    vehicle.
PCT/JP2020/021754 2019-07-25 2020-06-02 Vehicle WO2021014768A1 (en)

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Citations (3)

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JP2006280113A (en) * 2005-03-29 2006-10-12 Toshiba Corp Control unit for railway vehicle
WO2010041320A1 (en) * 2008-10-09 2010-04-15 トヨタ自動車株式会社 Electric vehicle
JP2010167898A (en) * 2009-01-22 2010-08-05 Toyota Motor Corp Hybrid vehicle

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5211103B2 (en) 2010-05-14 2013-06-12 株式会社豊田自動織機 Resonant contactless power supply system for vehicles

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006280113A (en) * 2005-03-29 2006-10-12 Toshiba Corp Control unit for railway vehicle
WO2010041320A1 (en) * 2008-10-09 2010-04-15 トヨタ自動車株式会社 Electric vehicle
JP2010167898A (en) * 2009-01-22 2010-08-05 Toyota Motor Corp Hybrid vehicle

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