WO2024080219A1 - Vehicle control method - Google Patents

Vehicle control method Download PDF

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Publication number
WO2024080219A1
WO2024080219A1 PCT/JP2023/036413 JP2023036413W WO2024080219A1 WO 2024080219 A1 WO2024080219 A1 WO 2024080219A1 JP 2023036413 W JP2023036413 W JP 2023036413W WO 2024080219 A1 WO2024080219 A1 WO 2024080219A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
power supply
control method
power
vehicle control
Prior art date
Application number
PCT/JP2023/036413
Other languages
French (fr)
Japanese (ja)
Inventor
哲弘 西出
宙 兼重
敏郎 見波
有奈 曽我
忍 釜田
Original Assignee
Thk株式会社
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Application filed by Thk株式会社 filed Critical Thk株式会社
Publication of WO2024080219A1 publication Critical patent/WO2024080219A1/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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • 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
    • 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
    • B60L53/30—Constructional details of charging stations
    • B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles
    • B60L53/38—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles specially adapted for charging by 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
    • 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
    • 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
    • H02J50/90—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
    • 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
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • H02J7/04—Regulation of charging current or voltage
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present invention relates to a method for controlling a vehicle, and in particular to a method and system for controlling a vehicle traveling in a power supply lane.
  • Patent Document 1 discloses a control device for an electric vehicle, in which the electric vehicle is configured to store supplied power in a storage battery while traveling along a power supply lane, which is a roadway where contactless power supply is possible, and includes a target setting unit that sets in advance an exit target power storage amount, which is a target value for the amount of power stored in the storage battery at the time when the electric vehicle reaches the exit of the power supply lane, and a vehicle speed control unit that controls the vehicle speed of the electric vehicle, and the vehicle speed control unit controls the vehicle speed so that the amount of power stored at the time when the electric vehicle reaches the exit becomes the exit target power storage amount.
  • a target setting unit that sets in advance an exit target power storage amount, which is a target value for the amount of power stored in the storage battery at the time when the electric vehicle reaches the exit of the power supply lane
  • a vehicle speed control unit that controls the vehicle speed of the electric vehicle, and the vehicle speed control unit controls the vehicle speed so that the amount of power stored at the time when the electric vehicle reaches the
  • the vehicle speed can be controlled to an appropriate speed through autonomous driving, making it possible to appropriately charge electric vehicles traveling in the power supply lane.
  • the amount of stored power at the exit of the power supply lane is set to be the exit target amount of stored power, but the charging status of the storage battery at the entrance of the power supply lane is not taken into consideration, and only the vehicle speed is controlled. Therefore, when the amount of charge is sufficient when traveling in the power supply lane, no consideration is given to driving with good power consumption efficiency.
  • conventional non-contact charging methods do not take into account congestion in the power supply lane, which can result in poor charging efficiency, such as power loss caused by acceleration and deceleration due to congestion.
  • the present invention has been made to solve the above problems, and aims to provide a vehicle control method that can maintain high charging efficiency when the vehicle is traveling in a power supply lane.
  • the vehicle control method which solves the above problems, is a method for controlling a vehicle that travels along a power supply lane in which a power transmission means is embedded in the roadway while traveling and receives a supply of energy from the power supply lane in a non-contact manner, and is characterized by having a power receiving device position setting process that adjusts the position of the power receiving device of the vehicle in the power supply lane so as to increase the power supply efficiency.
  • the vehicle control method includes a power receiving device position setting process for adjusting the position of the vehicle's power receiving device in the power supply lane so as to increase power supply efficiency, making it possible to maintain high charging efficiency at all times.
  • FIG. 1 is a schematic diagram of a vehicle and a power supply lane that perform a vehicle control method according to an embodiment of the present invention
  • 1 is a block diagram of a vehicle in a vehicle control method according to an embodiment of the present invention.
  • FIG. 3 is a flowchart of a vehicle control method according to the embodiment of the present invention.
  • FIG. 2 is a schematic diagram for explaining an overview of a power receiving device position setting process in the vehicle control method according to the embodiment of the present invention.
  • FIG. 4 is a flow diagram of a power transmission means central running control process of the vehicle control method according to the embodiment of the present invention.
  • FIG. 4 is a flow chart for explaining a method for acquiring position information of the power transmitting means position in a power transmitting means central control step of the vehicle control method according to the embodiment of the present invention.
  • FIG. 4 is a flow diagram of a minimum speed control process of the vehicle control method according to the embodiment of the present invention.
  • 5 is a graph showing an example of a vehicle height table in the vehicle control method according to the embodiment of the present invention.
  • FIG. 1 is a schematic diagram of a vehicle and a power supply lane performing a vehicle control method according to an embodiment of the present invention
  • FIG. 2 is a block diagram of a vehicle in the vehicle control method according to an embodiment of the present invention
  • FIG. 3 is a flow diagram of the vehicle control method according to an embodiment of the present invention
  • FIG. 4 is a schematic diagram for explaining an overview of the power receiving device position setting process in the vehicle control method according to an embodiment of the present invention
  • FIG. 5 is a flow diagram of the power transmission means central running control process in the vehicle control method according to an embodiment of the present invention
  • FIG. 1 is a schematic diagram of a vehicle and a power supply lane performing a vehicle control method according to an embodiment of the present invention
  • FIG. 2 is a block diagram of a vehicle in the vehicle control method according to an embodiment of the present invention
  • FIG. 3 is a flow diagram of the vehicle control method according to an embodiment of the present invention
  • FIG. 4 is a schematic diagram for explaining an overview of the power receiving device
  • FIG. 6 is a flow diagram for explaining a method of acquiring position information of the power transmission means position in the power transmission means central control process in the vehicle control method according to an embodiment of the present invention
  • FIG. 7 is a flow diagram of the minimum speed control process in the vehicle control method according to an embodiment of the present invention
  • FIG. 8 is a graph showing an example of a vehicle height table in the vehicle control method according to an embodiment of the present invention.
  • the vehicle control method according to this embodiment is executed by a vehicle control system 1.
  • the vehicle control system 1 is preferably used when performing non-contact charging while the vehicle M is traveling on a non-contact charging driving lane (hereinafter referred to as a "power supply lane L") installed on a highway or the like, and has a power receiving means 10 corresponding to a power transmitting means 20 embedded in the power supply lane L, a vehicle height adjustment means 3 for adjusting the vehicle height from the power supply lane L, a steering means 4 for tilting the front wheels 2a in the steering direction, a driving means 5 for supplying driving force to the rear wheels 2b, and a control means 7 for driving and controlling the steering means 4 and the driving means 5.
  • the vehicle height refers to the minimum ground clearance from the lowest position of the vehicle M to the road surface of the power supply lane L, and in this embodiment, it refers to the distance from the center of the lower surface of the power receiving means 10 to the road surface of the power supply lane L.
  • the vehicle control system 1 will be described in the case where the control means 7 controls the vehicle M during automatic driving, but the present invention may be applied not only during automatic driving but also as auxiliary control during driving by the driver.
  • the power transmission means 20 is buried at a predetermined depth in the power supply lane L, and is arranged at predetermined intervals in the section on the road that is set as the power supply lane L.
  • the power transmission means 20 can be a conventionally known power transmission means, and includes, for example, a coil having a winding axis in a direction approximately perpendicular to the surface of the power supply lane L, and a power transmission side inverter means (not shown) that supplies power to the coil.
  • the power transmission means 20 is configured to be able to communicate various information to the vehicle M via a power transmission side communication means (not shown).
  • the communication method between the vehicle M and the power transmission side communication means can use various conventionally known communication means, for example, vehicle-to-vehicle communication standards and 5G standards are preferably used. In this way, by using wireless communication means, there is no need to install additional wires, etc., and the cost of infrastructure development can be reduced.
  • the power receiving means 10 is attached to the vehicle M in correspondence with the power transmitting means 20 embedded in the power supply lane L, and is preferably attached between the front wheels 2a at the front of the vehicle M, on a surface of the vehicle M body facing the power supply lane L.
  • the power receiving means 10 is also composed of a coil having a winding axis that is approximately parallel to the winding axis of the power transmitting means 20, and the induced electromotive force generated by mutual induction between the power transmitting means 20 and the power receiving means 10 charges the storage battery of the vehicle M.
  • the power receiving means 10 also has a power receiving side communication means that corresponds to the power transmitting side communication means, and acquires various information transmitted by the power transmitting means 20 via the power receiving side communication means.
  • An on-board camera 6 is provided in front of the vehicle M, and is configured to be able to acquire the driving line of the preceding vehicle traveling ahead of the power supply lane L.
  • the on-board camera 6 can be any of a variety of conventionally known cameras.
  • the image captured by the on-board camera 6 is processed by the control means 7, as described below, to calculate the driving line of the preceding vehicle.
  • the vehicle height adjustment means 3 is provided for each of the front wheels 2a and rear wheels 2b of the vehicle M, and is capable of adjusting the posture of the vehicle M to a predetermined state.
  • the vehicle height adjustment means 3 preferably includes a spring, a shock absorber, and a vehicle height adjustment actuator.
  • the steering means 4 is wired so that it can receive signals from the control means 7, which performs predetermined processing so that the vehicle can travel along a predetermined driving line during automatic driving, and controls the front wheels 2a to have an appropriate steering angle for traveling along the predetermined driving line.
  • the drive means 5 can be any of a variety of conventionally known rotating electric machines, and is not limited to a system that drives the rear wheels 2b. It is also possible to drive the front wheels 2a, or to drive both the front wheels 2a and the rear wheels 2b.
  • the control means 7 has a microprocessor and operates by power supply from the storage battery 8 as shown in FIG. 2. To ensure that the vehicle M travels safely during automatic driving, the control means 7 has a speed control unit 7a that sets the vehicle speed, a steering control unit 7b that adjusts the steering angle of the front wheels 2a, and a vehicle height control unit 7c that adjusts the vehicle height.
  • the speed control unit 7a sends a signal to drive the drive means 5 at a predetermined rotation speed
  • the steering control unit 7b sends a signal to the steering means 4 to set the steering angle
  • the vehicle height control unit 7c sends a signal to the vehicle height adjustment means 3 to set the vehicle height.
  • the vehicle control method according to this embodiment will be described with reference to FIG. 3.
  • the lane in which the vehicle M is traveling during autonomous driving is detected (S101).
  • the vehicle control method according to this embodiment ends.
  • power transmission means center driving control is performed as a power receiving device position setting process (S102).
  • a speed control step (S103) is performed to determine whether the charge state of the storage battery 8 is good. If the charge state of the storage battery 8 is not good, minimum speed control (S104) is performed to reduce the speed, and if the charge state is good, minimum acceleration/deceleration control (S105) is performed to control the speed so that acceleration/deceleration is minimized.
  • the power transmission means center running control (S102) improves the charging efficiency of contactless charging by running along the running line CL of the vehicle M so that, when the power transmission means 20 is embedded in a position offset in the vehicle width direction of the power supply lane L as shown in FIG. 4, the position of the power receiving means 10 is adjusted in accordance with this offset.
  • the central driving control of the power transmission means (S102) includes a buried position acquisition process (S201) for acquiring the buried position of the power transmission means 20, which is buried in the power supply lane L, and a driving line setting process (S202) for setting the driving line of the vehicle M so that the driving line corresponds to the buried position.
  • the driving line AL of the preceding vehicle photographed by the vehicle-mounted camera 6 of the vehicle M is detected.
  • information on the power supply efficiency of the preceding vehicle is acquired by a power supply efficiency information acquisition means such as vehicle-to-vehicle communication provided in the vehicle M (S301).
  • information on the power supply efficiency for example, it is preferable to acquire the coupling coefficient between the preceding vehicle and the power transmission means 20, but the coupling coefficient may be estimated by the vehicle control controller based on the power supply power and vehicle height of the preceding vehicle.
  • information on the power supply efficiency of the preceding vehicle is not limited to being acquired by vehicle-to-vehicle communication with the preceding vehicle, and may be acquired by acquiring the power supplied by the power transmission means 20 to the preceding vehicle by communication between the power transmission means 20 and the vehicle M. Furthermore, if there is a history of traveling through the power supply lane L in the past, or if buried location information of the power transmission means 20 in the power supply lane L can be obtained in advance, this buried location information may be used.
  • a driving line is determined so as to pass through the center of the buried position of the power transmission means 20 (S302), and the driving line is set in the control means 7 so as to travel along the determined driving line (S202).
  • the speed control step (S103) determines whether the storage battery 8 has a good charge state.
  • the storage battery 8 has a good charge state, for example, by calculating the distance from the current location to the destination. If the destination can be reached with the current charge state, no further charging is necessary and the storage state is determined to be good.
  • power supply in the power supply lane L is generally a high-output rapid charge, and this charging method places a load on the storage battery 8. For this reason, in order to avoid such rapid charging as much as possible and reduce the load on the storage battery 8, power is supplied in the power supply lane L taking into account the storage state of the storage battery 8, making it possible to reduce the load on the storage battery 8.
  • minimum acceleration/deceleration control (S105) is performed.
  • the vehicle In minimum acceleration/deceleration control (S105), the vehicle automatically drives in accordance with the traffic flow as much as possible, with minimal acceleration/deceleration, while checking whether there is congestion with other vehicles traveling in the power supply lane L.
  • minimum speed control (S104) performs control so that the vehicle M travels as slowly as possible in the power supply lane L for as long as possible so that power can be supplied as efficiently as possible in the power supply lane L, thereby supplying as much power as possible to the storage battery 8.
  • the length Ydst of the power supply lane L is acquired (S401).
  • the length Ydst of the power supply lane L may be acquired by wireless communication with the power supply lane L, or may be acquired from data such as map data.
  • the charge amount Qen that needs to be supplied is calculated based on the charge state of the storage battery 8 and the distance to the destination (S402). After that, the supplyable power amount Zchg is obtained as the power supply capacity of the power supply lane L (S403).
  • the target vehicle speed Xspd is calculated from these numerical values (S404).
  • the target vehicle speed Xspd is calculated according to the following formula.
  • the vehicle height is adjusted so that it is appropriate for the target vehicle speed Xspd.
  • the charging efficiency improves, but since this charging efficiency is calculated as resistance times the square of the current, as the efficiency improves the current value becomes smaller and the voltage required for the power transmitting means 20 to maintain the supply of power increases, but in order to prevent this increase in voltage, it is necessary to perform an appropriate vehicle height adjustment.
  • a vehicle height table showing the relationship between vehicle height RH and target vehicle speed Xspd is searched (S405), and the target vehicle height is determined from the target vehicle speed Xspd so that the vehicle height is appropriate for the available power supply amount Zchg.
  • a target vehicle speed Xspd is set (S406)
  • automatic driving is performed so that the vehicle travels at the target vehicle speed Xspd
  • a target vehicle height is set (S407)
  • the vehicle height adjustment means 3 is driven so that the target vehicle height is achieved.
  • the charging power to the storage battery 8 can be adjusted, making it possible to reduce power supply losses.
  • the driving line can be set to pass through the center of the power transmission means 20, which is the position in the power supply lane L where power supply efficiency is highest, so that driving can be performed while maintaining high power supply efficiency. Furthermore, minimum acceleration/deceleration control or minimum speed control is performed according to the charge state of the storage battery 8, so that minimum acceleration/deceleration control allows driving at a constant speed with reduced acceleration/deceleration, making it possible to reduce energy loss associated with acceleration/deceleration during charging, and minimum speed control enables low-loss and sufficient power supply while ensuring sufficient power supply time to the storage battery 8.
  • the driving line is set according to the position of the power transmission means 20, but the vehicle M may be provided with a position change means capable of changing the position of the power receiving means 10, and the position of the power receiving means 10 may be adjusted by the position change means according to the embedded position of the power transmission means 20.
  • the control of the vehicle M traveling on a highway has been described, but the controlled object is not limited to an automobile, and the invention may be applied to an electric vehicle such as a small mobility vehicle or a delivery robot. It is clear from the claims that such modified or improved forms may also be included in the technical scope of the present invention.
  • L power supply lane
  • M vehicle
  • S102 power receiving device position setting step
  • S103 speed control step
  • S104 minimum speed control
  • S105 minimum acceleration/deceleration control.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)

Abstract

Provided is a vehicle control method that can maintain high charging efficiency when a vehicle travels on a power supply lane.　The present invention is a method for controlling a vehicle that receives energy in a non-contact manner from a power supply lane by traveling on the power supply lane during traveling, the power supply lane having a power transmission means buried in a traveling road, and the method includes a power receiving device position setting step for adjusting a position of a power receiving device of the vehicle so as to increase power supply efficiency, on the power supply lane.

Description

車両の制御方法Vehicle Control Method
　本発明は、車両の制御方法に関し、特に、給電レーンを走行する車両の制御方法及び制御システムに関する。 The present invention relates to a method for controlling a vehicle, and in particular to a method and system for controlling a vehicle traveling in a power supply lane.
　従来、電動車両などの蓄電池に蓄えられた電力によってモータを駆動する車両では、蓄電池の充電は、充電器を用いて有線で接続することで行っている。しかし、近年では、道路に送電手段などを埋設した給電レーンを設け、送電手段と対応する受電手段を備えた車両が当該給電レーンを走行することで、非接触で充電を行うことが検討されている。 Traditionally, in vehicles such as electric vehicles that use electricity stored in a storage battery to drive the motor, the storage battery has been charged by connecting it to a charger via a wire. However, in recent years, there has been consideration of establishing power supply lanes in which power transmission means and other equipment are buried in the road, and having vehicles equipped with power transmission means and corresponding power receiving means travel along these power supply lanes to charge the battery contactlessly.
　このような非接触での充電方法は、種々の方法が知られており、例えば、特許文献１に示すように、電動車両の制御装置であって、電動車両は、非接触給電が可能な走路である給電レーンを走行しながら、供給された電力を蓄電池に蓄えるように構成されており、電動車両が給電レーンの出口に到達した時点における、蓄電池の蓄電量についての目標値、である出口目標蓄電量を予め設定する目標設定部と、電動車両の車速を制御する車速制御部とを備え、車速制御部は、電動車両が出口に到達した時点における蓄電量が出口目標蓄電量となるように、車速を制御している。 Various methods for such contactless charging are known. For example, Patent Document 1 discloses a control device for an electric vehicle, in which the electric vehicle is configured to store supplied power in a storage battery while traveling along a power supply lane, which is a roadway where contactless power supply is possible, and includes a target setting unit that sets in advance an exit target power storage amount, which is a target value for the amount of power stored in the storage battery at the time when the electric vehicle reaches the exit of the power supply lane, and a vehicle speed control unit that controls the vehicle speed of the electric vehicle, and the vehicle speed control unit controls the vehicle speed so that the amount of power stored at the time when the electric vehicle reaches the exit becomes the exit target power storage amount.
　このような充電方法によれば、自動運転によって車両の車速を適切な速度に制御することができるので、給電レーンを走行する電動車両への充電を適切に行うことが可能となる。 With this charging method, the vehicle speed can be controlled to an appropriate speed through autonomous driving, making it possible to appropriately charge electric vehicles traveling in the power supply lane.
特開２０１９－６８５００号公報JP 2019-68500 A
　しかし、従来の非接触充電方法によると、送電手段の中心部分を受電装置が通るように走行すると充電効率が最も良くなるところ、道路や地面に埋設された送電手段の埋没位置が一直線上に精密に配置されておらず、即ち、道路等に埋設された複数の送電手段の埋設位置が車線に対して車幅方向にずれて配置され、精密な位置関係では配置されていないという実際の状況を考慮しておらず、このような状況において、充電に最適な走行制御を行うことができていないという課題が存在した。 However, with conventional non-contact charging methods, charging efficiency is maximized when the power receiving device passes through the center of the power transmission means. However, this method does not take into account the actual situation in which the power transmission means buried in the road or ground are not precisely arranged in a straight line; in other words, the buried positions of multiple power transmission means buried in the road, etc. are shifted in the vehicle width direction relative to the lane and are not precisely positioned. In such situations, there is an issue that optimal driving control for charging cannot be performed.
　また、従来の非接触充電方法によると、給電レーンの出口における蓄電量が出口目標蓄電量となるように設定するものの、給電レーンの入り口における蓄電池の充電状況を考慮しておらず、車速の制御のみを行っているため、給電レーンの走行時に十分な充電量である場合には、電力消費効率の良い走行を行うことについて考慮されていなかった。 In addition, with conventional non-contact charging methods, the amount of stored power at the exit of the power supply lane is set to be the exit target amount of stored power, but the charging status of the storage battery at the entrance of the power supply lane is not taken into consideration, and only the vehicle speed is controlled. Therefore, when the amount of charge is sufficient when traveling in the power supply lane, no consideration is given to driving with good power consumption efficiency.
　また、従来の非接触充電方法は、給電レーンの渋滞などを考慮していないため、渋滞に起因する加減速による電力ロスが生じるなど、充電効率が良くない場合があった。 In addition, conventional non-contact charging methods do not take into account congestion in the power supply lane, which can result in poor charging efficiency, such as power loss caused by acceleration and deceleration due to congestion.
　本発明は、上記課題を解決するために成されたものであって、給電レーンを車両が走行する場合に、高い充電効率を維持することができる車両の制御方法を提供することを目的とする。 The present invention has been made to solve the above problems, and aims to provide a vehicle control method that can maintain high charging efficiency when the vehicle is traveling in a power supply lane.
　上記課題を解決する本発明に係る車両の制御方法は、走行中に走行路に送電手段が埋設された給電レーンを走行することにより、当該給電レーンから非接触でエネルギーの供給を受ける車両の制御方法であって、前記給電レーンにおいて、給電効率が高くなるように前記車両の受電装置の位置を調整する受電装置位置設定工程を有することを特徴とする。 The vehicle control method according to the present invention, which solves the above problems, is a method for controlling a vehicle that travels along a power supply lane in which a power transmission means is embedded in the roadway while traveling and receives a supply of energy from the power supply lane in a non-contact manner, and is characterized by having a power receiving device position setting process that adjusts the position of the power receiving device of the vehicle in the power supply lane so as to increase the power supply efficiency.
　本発明に係る車両の制御方法によれば、給電レーンにおいて、給電効率が高くなるように車両の受電装置の位置を調整する受電装置位置設定工程を有しているので、常に高い充電効率を維持することが可能となる。 The vehicle control method according to the present invention includes a power receiving device position setting process for adjusting the position of the vehicle's power receiving device in the power supply lane so as to increase power supply efficiency, making it possible to maintain high charging efficiency at all times.
本発明の実施形態に係る車両の制御方法を行う車両および給電レーンの概要図。1 is a schematic diagram of a vehicle and a power supply lane that perform a vehicle control method according to an embodiment of the present invention; 本発明の実施形態に係る車両の制御方法における車両のブロック図。1 is a block diagram of a vehicle in a vehicle control method according to an embodiment of the present invention. 本発明の実施形態に係る車両の制御方法のフロー図。FIG. 3 is a flowchart of a vehicle control method according to the embodiment of the present invention. 本発明の実施形態に係る車両の制御方法における受電装置位置設定工程の概要を説明するための概要図。FIG. 2 is a schematic diagram for explaining an overview of a power receiving device position setting process in the vehicle control method according to the embodiment of the present invention. 本発明の実施形態に係る車両の制御方法の送電手段中央走行制御工程のフロー図。FIG. 4 is a flow diagram of a power transmission means central running control process of the vehicle control method according to the embodiment of the present invention. 本発明の実施形態に係る車両の制御方法の送電手段中央制御工程における送電手段位置の位置情報を取得する方法を説明するためのフロー図。FIG. 4 is a flow chart for explaining a method for acquiring position information of the power transmitting means position in a power transmitting means central control step of the vehicle control method according to the embodiment of the present invention. 本発明の実施形態に係る車両の制御方法の最低速度制御工程のフロー図。FIG. 4 is a flow diagram of a minimum speed control process of the vehicle control method according to the embodiment of the present invention. 本発明の実施形態に係る車両の制御方法における車高テーブルの一例を示すグラフ。5 is a graph showing an example of a vehicle height table in the vehicle control method according to the embodiment of the present invention.
　以下、本発明に係る車両の制御方法の実施形態について図面を参照しつつ説明する。なお、以下の実施形態は、各請求項に係る発明を限定するものではなく、また、実施形態の中で説明されている特徴の組み合わせの全てが発明の解決手段に必須であるとは限らない。 Below, an embodiment of the vehicle control method according to the present invention will be described with reference to the drawings. Note that the following embodiment does not limit the invention according to each claim, and not all of the combinations of features described in the embodiment are necessarily essential to the solution of the invention.
　図１は、本発明の実施形態に係る車両の制御方法を行う車両および給電レーンの概要図であり、図２は、本発明の実施形態に係る車両の制御方法における車両のブロック図であり、図３は、本発明の実施形態に係る車両の制御方法のフロー図であり、図４は、本発明の実施形態に係る車両の制御方法における受電装置位置設定工程の概要を説明するための概要図であり、図５は、本発明の実施形態に係る車両の制御方法の送電手段中央走行制御工程のフロー図であり、図６は、本発明の実施形態に係る車両の制御方法の送電手段中央制御工程における送電手段位置の位置情報を取得する方法を説明するためのフロー図であり、図７は、本発明の実施形態に係る車両の制御方法の最低速度制御工程のフロー図であり、図８は、本発明の実施形態に係る車両の制御方法における車高テーブルの一例を示すグラフである。 FIG. 1 is a schematic diagram of a vehicle and a power supply lane performing a vehicle control method according to an embodiment of the present invention, FIG. 2 is a block diagram of a vehicle in the vehicle control method according to an embodiment of the present invention, FIG. 3 is a flow diagram of the vehicle control method according to an embodiment of the present invention, FIG. 4 is a schematic diagram for explaining an overview of the power receiving device position setting process in the vehicle control method according to an embodiment of the present invention, FIG. 5 is a flow diagram of the power transmission means central running control process in the vehicle control method according to an embodiment of the present invention, FIG. 6 is a flow diagram for explaining a method of acquiring position information of the power transmission means position in the power transmission means central control process in the vehicle control method according to an embodiment of the present invention, FIG. 7 is a flow diagram of the minimum speed control process in the vehicle control method according to an embodiment of the present invention, and FIG. 8 is a graph showing an example of a vehicle height table in the vehicle control method according to an embodiment of the present invention.
　図１に示すように、本実施形態に係る車両の制御方法は、車両の制御システム１によって実行される。車両の制御システム１は、高速道路などに設置された非接触充電走行車線（以下、「給電レーンＬ」という）を車両Ｍが走行中に非接触充電を行う際に好適に用いられ、給電レーンＬに埋設された送電手段２０に対応する受電手段１０と、給電レーンＬからの車高を調整する車高調整手段３と、前輪２ａを操舵する方向に向けて傾斜させる操舵手段４と、後輪２ｂに駆動力を供給する駆動手段５と、操舵手段４や駆動手段５を駆動制御する制御手段７と、を有している。ここで、車高とは、車両Ｍの最も低い位置から給電レーンＬの路面までの最低地上高をいい、本実施形態では、受電手段１０の下面の中心から給電レーンＬの路面までをいう。また、車両の制御システム１は、制御手段７による自動運転中における車両Ｍの制御を行う場合について説明を行うが、自動運転中に限らず、運転手の運転による走行中の補助制御として本発明を適用しても構わない。 As shown in FIG. 1, the vehicle control method according to this embodiment is executed by a vehicle control system 1. The vehicle control system 1 is preferably used when performing non-contact charging while the vehicle M is traveling on a non-contact charging driving lane (hereinafter referred to as a "power supply lane L") installed on a highway or the like, and has a power receiving means 10 corresponding to a power transmitting means 20 embedded in the power supply lane L, a vehicle height adjustment means 3 for adjusting the vehicle height from the power supply lane L, a steering means 4 for tilting the front wheels 2a in the steering direction, a driving means 5 for supplying driving force to the rear wheels 2b, and a control means 7 for driving and controlling the steering means 4 and the driving means 5. Here, the vehicle height refers to the minimum ground clearance from the lowest position of the vehicle M to the road surface of the power supply lane L, and in this embodiment, it refers to the distance from the center of the lower surface of the power receiving means 10 to the road surface of the power supply lane L. In addition, the vehicle control system 1 will be described in the case where the control means 7 controls the vehicle M during automatic driving, but the present invention may be applied not only during automatic driving but also as auxiliary control during driving by the driver.
　送電手段２０は、給電レーンＬに所定の深さで埋設されており、道路上の給電レーンＬとして設定される区間に所定の間隔で配設されている。送電手段２０は、従来周知の送電手段を用いることができ、例えば、給電レーンＬの表面と略直交する方向に巻き線軸を有するコイルと、該コイルに電力を供給する図示しない送電側インバータ手段とを備えている。送電手段２０は、図示しない送電側通信手段を介して車両Ｍに種々の情報を通信可能に構成されている。 The power transmission means 20 is buried at a predetermined depth in the power supply lane L, and is arranged at predetermined intervals in the section on the road that is set as the power supply lane L. The power transmission means 20 can be a conventionally known power transmission means, and includes, for example, a coil having a winding axis in a direction approximately perpendicular to the surface of the power supply lane L, and a power transmission side inverter means (not shown) that supplies power to the coil. The power transmission means 20 is configured to be able to communicate various information to the vehicle M via a power transmission side communication means (not shown).
　車両Ｍと送電側通信手段の通信方法は、従来周知の種々の通信手段を用いることができ、例えば、車車間通信規格や５Ｇ規格などが好適に用いられる。このように、通信手段を無線により行うことで、有線等の追加設置を行う必要がなく、インフラ整備の低コスト化を図ることができる。 The communication method between the vehicle M and the power transmission side communication means can use various conventionally known communication means, for example, vehicle-to-vehicle communication standards and 5G standards are preferably used. In this way, by using wireless communication means, there is no need to install additional wires, etc., and the cost of infrastructure development can be reduced.
　受電手段１０は、給電レーンＬに埋設された送電手段２０に対応して車両Ｍに取り付けられており、好適には、車両Ｍの前方の前輪２ａ間であって、車両Ｍ本体の給電レーンＬと対向する面に取り付けられている。また、受電手段１０は、送電手段２０の巻き線軸と略平行な巻き線軸を有するコイルで構成されており、送電手段２０と受電手段１０との間の相互誘導によって生じた誘導起電力を車両Ｍの蓄電池へ充電する。 The power receiving means 10 is attached to the vehicle M in correspondence with the power transmitting means 20 embedded in the power supply lane L, and is preferably attached between the front wheels 2a at the front of the vehicle M, on a surface of the vehicle M body facing the power supply lane L. The power receiving means 10 is also composed of a coil having a winding axis that is approximately parallel to the winding axis of the power transmitting means 20, and the induced electromotive force generated by mutual induction between the power transmitting means 20 and the power receiving means 10 charges the storage battery of the vehicle M.
　また、受電手段１０は、送電側通信手段と対応する受電側通信手段を有しており、該受電側通信手段によって送電手段２０が送信する種々の情報を取得している。 The power receiving means 10 also has a power receiving side communication means that corresponds to the power transmitting side communication means, and acquires various information transmitted by the power transmitting means 20 via the power receiving side communication means.
　車両Ｍの前方には、車載カメラ６が設けられており、給電レーンＬの前方を走行する先行車の走行ラインを取得可能に構成されている。車載カメラ６は、従来周知の種々のカメラを用いることができる。なお、車載カメラ６で撮影された画像は、後述するように制御手段７で処理されて先行車の走行ラインを算出する。 An on-board camera 6 is provided in front of the vehicle M, and is configured to be able to acquire the driving line of the preceding vehicle traveling ahead of the power supply lane L. The on-board camera 6 can be any of a variety of conventionally known cameras. The image captured by the on-board camera 6 is processed by the control means 7, as described below, to calculate the driving line of the preceding vehicle.
　車高調整手段３は、車両Ｍの前輪２ａ及び後輪２ｂ毎にそれぞれ設けられており、車両Ｍの姿勢を所定の状態に調整することが可能である。車高調整手段３は、スプリングと、ショックアブソーバと、車高調整アクチュエータとを有していると好適である。 The vehicle height adjustment means 3 is provided for each of the front wheels 2a and rear wheels 2b of the vehicle M, and is capable of adjusting the posture of the vehicle M to a predetermined state. The vehicle height adjustment means 3 preferably includes a spring, a shock absorber, and a vehicle height adjustment actuator.
　操舵手段４は、自動運転中に所定の走行ラインを走行することができるように所定の処理を行う制御手段７からの信号を受けることができるように配線されており、前輪２ａを所定の走行ラインを走行するために適切な舵角となるように制御する。 The steering means 4 is wired so that it can receive signals from the control means 7, which performs predetermined processing so that the vehicle can travel along a predetermined driving line during automatic driving, and controls the front wheels 2a to have an appropriate steering angle for traveling along the predetermined driving line.
　駆動手段５は、従来周知の種々の回転電機を採用することが可能であり、後輪２ｂを駆動する方式に限らず、前輪２ａを駆動させても構わないし、前輪２ａ及び後輪２ｂを共に駆動させても構わない。 The drive means 5 can be any of a variety of conventionally known rotating electric machines, and is not limited to a system that drives the rear wheels 2b. It is also possible to drive the front wheels 2a, or to drive both the front wheels 2a and the rear wheels 2b.
　制御手段７は、マイクロプロセッサを有し、図２に示すように蓄電池８からの給電によって作動する。制御手段７は、自動運転中に車両Ｍが安全に走行するために、車速を設定する速度制御部７ａ，前輪２ａの舵角を調整する操舵制御部７ｂ及び車高を調整する車高制御部７ｃを有している。 The control means 7 has a microprocessor and operates by power supply from the storage battery 8 as shown in FIG. 2. To ensure that the vehicle M travels safely during automatic driving, the control means 7 has a speed control unit 7a that sets the vehicle speed, a steering control unit 7b that adjusts the steering angle of the front wheels 2a, and a vehicle height control unit 7c that adjusts the vehicle height.
　速度制御部７ａは、駆動手段５を所定の回転数で駆動するように信号を送信し、操舵制御部７ｂは、操舵手段４に設定した舵角となるように信号を送信し、車高制御部７ｃは、車高調整手段３に設定した車高となるように信号を送信する。 The speed control unit 7a sends a signal to drive the drive means 5 at a predetermined rotation speed, the steering control unit 7b sends a signal to the steering means 4 to set the steering angle, and the vehicle height control unit 7c sends a signal to the vehicle height adjustment means 3 to set the vehicle height.
　次に、図３を参照して本実施形態に係る車両の制御方法について説明を行う。まず、自動運転中に車両Ｍが走行するレーンの走行レーン検出を行う（Ｓ１０１）。このとき、車両Ｍが走行するレーンが給電レーンを走行していない場合には、通常の自動運転を行い、本実施形態に係る車両の制御方法は終了する。また、車両Ｍが走行するレーンが給電レーンである場合には、受電装置位置設定工程としての送電手段中央走行制御を行う（Ｓ１０２）。 Next, the vehicle control method according to this embodiment will be described with reference to FIG. 3. First, the lane in which the vehicle M is traveling during autonomous driving is detected (S101). At this time, if the lane in which the vehicle M is traveling is not a power supply lane, normal autonomous driving is performed and the vehicle control method according to this embodiment ends. Furthermore, if the lane in which the vehicle M is traveling is a power supply lane, power transmission means center driving control is performed as a power receiving device position setting process (S102).
　その後、速度制御工程（Ｓ１０３）によって蓄電池８の蓄電状態が良好か否かを判定する。蓄電池８の充電状態が良好でない場合には、速度を落とした最低速度制御（Ｓ１０４）を行い、充電状態が良好な場合には、加減速が最小となるように速度制御を行う最小加減速制御（Ｓ１０５）を行う。 Then, a speed control step (S103) is performed to determine whether the charge state of the storage battery 8 is good. If the charge state of the storage battery 8 is not good, minimum speed control (S104) is performed to reduce the speed, and if the charge state is good, minimum acceleration/deceleration control (S105) is performed to control the speed so that acceleration/deceleration is minimized.
　送電手段中央走行制御（Ｓ１０２）は、図４に示すように、給電レーンＬの車幅方向にずれて送電手段２０が埋設されていた場合に、このずれに応じて受電手段１０の位置を調整するように車両Ｍの走行ラインＣＬを走行することで、非接触充電の充電効率を向上させている。 The power transmission means center running control (S102) improves the charging efficiency of contactless charging by running along the running line CL of the vehicle M so that, when the power transmission means 20 is embedded in a position offset in the vehicle width direction of the power supply lane L as shown in FIG. 4, the position of the power receiving means 10 is adjusted in accordance with this offset.
　具体的には、図５に示すように、送電手段中央走行制御（Ｓ１０２）は、送電手段２０の埋設位置を取得する埋設位置取得工程（Ｓ２０１）によって給電レーンＬに埋設された送電手段２０の位置を取得し、当該埋設位置に応じた走行ラインとなるように車両Ｍの走行ラインを設定する走行ライン設定工程（Ｓ２０２）とを有している。 Specifically, as shown in FIG. 5, the central driving control of the power transmission means (S102) includes a buried position acquisition process (S201) for acquiring the buried position of the power transmission means 20, which is buried in the power supply lane L, and a driving line setting process (S202) for setting the driving line of the vehicle M so that the driving line corresponds to the buried position.
　埋設位置取得工程（Ｓ２０１）では、図４に示すように、車両Ｍの車載カメラ６によって撮影した先行車の走行ラインＡＬを検出する。次に、図６に示すように、車両Ｍに備える車車間通信などの給電効率情報取得手段によって、先行車の給電効率に関する情報を取得する（Ｓ３０１）。給電効率に関する情報としては、例えば、先行車と送電手段２０との結合係数を取得すると好適であるが、先行車の給電電力や車高を基に結合係数を自車制御コントローラで推定しても構わない。このように先行車の結合係数を取得することで、先行車の走行ラインＡＬが送電手段２０からどの程度ずれているのかを算出することができ、その結果、給電レーンＬにおける送電手段２０の埋設位置を取得することが可能となる。なお、先行車の給電効率に関する情報は、先行車との車車間通信によって取得することに限らず、送電手段２０と車両Ｍとが通信することで、送電手段２０が先行車に対して給電した電力を取得しても構わない。さらに、当該給電レーンＬを過去に走行した履歴がある場合や、事前に当該給電レーンＬにおける送電手段２０の埋設位置情報を取得できる場合には、これらの埋設位置情報を活用しても構わない。 In the buried position acquisition step (S201), as shown in FIG. 4, the driving line AL of the preceding vehicle photographed by the vehicle-mounted camera 6 of the vehicle M is detected. Next, as shown in FIG. 6, information on the power supply efficiency of the preceding vehicle is acquired by a power supply efficiency information acquisition means such as vehicle-to-vehicle communication provided in the vehicle M (S301). As information on the power supply efficiency, for example, it is preferable to acquire the coupling coefficient between the preceding vehicle and the power transmission means 20, but the coupling coefficient may be estimated by the vehicle control controller based on the power supply power and vehicle height of the preceding vehicle. By acquiring the coupling coefficient of the preceding vehicle in this way, it is possible to calculate the degree to which the driving line AL of the preceding vehicle is deviated from the power transmission means 20, and as a result, it is possible to acquire the buried position of the power transmission means 20 in the power supply lane L. Note that information on the power supply efficiency of the preceding vehicle is not limited to being acquired by vehicle-to-vehicle communication with the preceding vehicle, and may be acquired by acquiring the power supplied by the power transmission means 20 to the preceding vehicle by communication between the power transmission means 20 and the vehicle M. Furthermore, if there is a history of traveling through the power supply lane L in the past, or if buried location information of the power transmission means 20 in the power supply lane L can be obtained in advance, this buried location information may be used.
　このように、送電手段２０の埋設位置を取得した後、送電手段２０の埋設位置の中心を通過することができるように走行ラインを決定し（Ｓ３０２）、当該走行ラインを走行するように制御手段７に走行ラインの設定を行う（Ｓ２０２）。 In this way, after obtaining the buried position of the power transmission means 20, a driving line is determined so as to pass through the center of the buried position of the power transmission means 20 (S302), and the driving line is set in the control means 7 so as to travel along the determined driving line (S202).
　速度制御工程（Ｓ１０３）は、蓄電池８の蓄電状態が良好か否か判定する。蓄電池８の蓄電状態が良好とは、例えば現在地点から目的地までの距離を算出することで、当該目的地まで現状の蓄電状態で到着できる場合には、これ以上の充電は不要であるから蓄電状態は良好であると判断する。また、給電レーンＬでの給電は、一般的に出力の高い急速充電となるため、このような充電方法は蓄電池８に負荷をかけることとなる。このため、このような急速充電はできるだけ行わずに蓄電池８への負荷を低減するために、蓄電池８の蓄電状態を考慮して給電レーンＬでの給電を行うことで、蓄電池８への負荷を少なくすることが可能となる。 The speed control step (S103) determines whether the storage battery 8 has a good charge state. The storage battery 8 has a good charge state, for example, by calculating the distance from the current location to the destination. If the destination can be reached with the current charge state, no further charging is necessary and the storage state is determined to be good. Furthermore, power supply in the power supply lane L is generally a high-output rapid charge, and this charging method places a load on the storage battery 8. For this reason, in order to avoid such rapid charging as much as possible and reduce the load on the storage battery 8, power is supplied in the power supply lane L taking into account the storage state of the storage battery 8, making it possible to reduce the load on the storage battery 8.
　速度制御工程（Ｓ１０３）で蓄電状態が良好であると判定された場合には、最小加減速制御（Ｓ１０５）を行う。最小加減速制御（Ｓ１０５）では、給電レーンＬを走行する他車の渋滞の有無などを参照して、できるだけ交通の流れに則して、加減速が少なく一定の速度で走行することができるように自動運転を行う。 If the speed control step (S103) determines that the battery storage state is good, minimum acceleration/deceleration control (S105) is performed. In minimum acceleration/deceleration control (S105), the vehicle automatically drives in accordance with the traffic flow as much as possible, with minimal acceleration/deceleration, while checking whether there is congestion with other vehicles traveling in the power supply lane L.
　速度制御工程（Ｓ１０３）で蓄電状態が良好でないと判定された場合には、最低速度制御（Ｓ１０４）を行う。最低速度制御（Ｓ１０４）は、給電レーンＬにおいてより効率的に給電が行われるように車両Ｍが給電レーンＬをできるだけゆっくり走行して給電レーンＬをできるだけ長く走行して蓄電池８へできるだけ多くの電力を給電することができるように制御を行う。 If it is determined in the speed control step (S103) that the power storage state is not good, minimum speed control (S104) is performed. The minimum speed control (S104) performs control so that the vehicle M travels as slowly as possible in the power supply lane L for as long as possible so that power can be supplied as efficiently as possible in the power supply lane L, thereby supplying as much power as possible to the storage battery 8.
　具体的には、図７に示すように、給電レーンＬの長さＹｄｓｔを取得する（Ｓ４０１）。給電レーンＬの長さＹｄｓｔは、給電レーンＬとの無線通信によって取得しても構わないし、地図データなどのデータから取得しても構わない。 Specifically, as shown in FIG. 7, the length Ydst of the power supply lane L is acquired (S401). The length Ydst of the power supply lane L may be acquired by wireless communication with the power supply lane L, or may be acquired from data such as map data.
　次に、蓄電池８の蓄電状態及び目的地までの距離から給電が必要な充電量Ｑｅｎを演算する（Ｓ４０２）。その後、給電レーンＬの給電能力としての給電可能電力量Ｚｃｈｇを取得する（Ｓ４０３）。 Next, the charge amount Qen that needs to be supplied is calculated based on the charge state of the storage battery 8 and the distance to the destination (S402). After that, the supplyable power amount Zchg is obtained as the power supply capacity of the power supply lane L (S403).
　次に、これらの数値から目標車速Ｘｓｐｄを演算する（Ｓ４０４）。目標車速Ｘｓｐｄの演算方法は、以下の数式による。
Figure JPOXMLDOC01-appb-M000001
 Next, the target vehicle speed Xspd is calculated from these numerical values (S404). The target vehicle speed Xspd is calculated according to the following formula.
Figure JPOXMLDOC01-appb-M000001
　次に、目標車速Ｘｓｐｄに応じた適切な車高となるように車高調整を行う。送電手段２０と受電手段１０とのコイル間距離が近づくと充電効率は良くなるが、当該充電効率が抵抗×電流の２乗で求められることから、効率が良くなると電流値が小さくなり、送電手段２０が供給電力を維持するために必要な電圧が高くなるが、このような電圧の上昇を抑えるために、適切な車高調整を行うことが必要となる。 Next, the vehicle height is adjusted so that it is appropriate for the target vehicle speed Xspd. As the distance between the coils of the power transmitting means 20 and the power receiving means 10 becomes shorter, the charging efficiency improves, but since this charging efficiency is calculated as resistance times the square of the current, as the efficiency improves the current value becomes smaller and the voltage required for the power transmitting means 20 to maintain the supply of power increases, but in order to prevent this increase in voltage, it is necessary to perform an appropriate vehicle height adjustment.
　具体的には、図８に示すように、車高ＲＨと目標車速Ｘｓｐｄの関係を表す車高テーブルを検索し（Ｓ４０５）、給電可能電力量Ｚｃｈｇに応じた適切な車高となるように目標車速Ｘｓｐｄから目標車高を決定する。 Specifically, as shown in FIG. 8, a vehicle height table showing the relationship between vehicle height RH and target vehicle speed Xspd is searched (S405), and the target vehicle height is determined from the target vehicle speed Xspd so that the vehicle height is appropriate for the available power supply amount Zchg.
　その後、目標車速Ｘｓｐｄを設定し（Ｓ４０６）、当該目標車速Ｘｓｐｄで走行するように自動運転を行い、目標車高を設定し（Ｓ４０７）、当該目標車高となるように車高調整手段３を駆動する。 Then, a target vehicle speed Xspd is set (S406), automatic driving is performed so that the vehicle travels at the target vehicle speed Xspd, a target vehicle height is set (S407), and the vehicle height adjustment means 3 is driven so that the target vehicle height is achieved.
　このように、車高調整手段３によって車高を調整することで、蓄電池８への充電電力を調整することができ、給電損失を低減することが可能となる。 In this way, by adjusting the vehicle height using the vehicle height adjustment means 3, the charging power to the storage battery 8 can be adjusted, making it possible to reduce power supply losses.
　以上説明した本実施形態に係る車両の制御方法によれば、給電レーンＬの最も給電効率の高い位置である送電手段２０の中心を通るように走行ラインを設定することができるので、高い給電効率を維持した走行を行うことができる。また、蓄電池８の蓄電状態に応じて最小加減速制御又は最低速度制御を行うので、最小加減速制御を行うことで、加減速を低減した一定速度での走行を行い、充電中の加減速に伴うエネルギー損失を低減することができ、最低速度制御を行なうことで、蓄電池８への給電時間を十分に確保しつつ、低損失かつ十分な給電が可能となる。 According to the vehicle control method according to the present embodiment described above, the driving line can be set to pass through the center of the power transmission means 20, which is the position in the power supply lane L where power supply efficiency is highest, so that driving can be performed while maintaining high power supply efficiency. Furthermore, minimum acceleration/deceleration control or minimum speed control is performed according to the charge state of the storage battery 8, so that minimum acceleration/deceleration control allows driving at a constant speed with reduced acceleration/deceleration, making it possible to reduce energy loss associated with acceleration/deceleration during charging, and minimum speed control enables low-loss and sufficient power supply while ensuring sufficient power supply time to the storage battery 8.
　なお、上述した実施形態においては、送電手段２０の位置に応じて走行ラインを設定した場合について説明を行ったが、車両Ｍに受電手段１０の位置を変更が可能な位置変更手段を備えて当該位置変更手段によって受電手段１０が送電手段２０の埋設位置に応じて位置調整されても構わない。また、上述した実施形態においては、高速道路を走行する車両Ｍの制御について説明を行ったが、制御する対象は自動車に限らず、小型モビリティや配送ロボットなど、電動移動体に適用しても構わない。その様な変更又は改良を加えた形態も本発明の技術的範囲に含まれうることが、特許請求の範囲の記載から明らかである。 In the above embodiment, a case has been described in which the driving line is set according to the position of the power transmission means 20, but the vehicle M may be provided with a position change means capable of changing the position of the power receiving means 10, and the position of the power receiving means 10 may be adjusted by the position change means according to the embedded position of the power transmission means 20. In addition, in the above embodiment, the control of the vehicle M traveling on a highway has been described, but the controlled object is not limited to an automobile, and the invention may be applied to an electric vehicle such as a small mobility vehicle or a delivery robot. It is clear from the claims that such modified or improved forms may also be included in the technical scope of the present invention.
　Ｌ　給電レーン，　　Ｍ　車両，　　Ｓ１０２　受電装置位置設定工程，　　Ｓ１０３　速度制御工程，　　Ｓ１０４　最低速度制御，　　Ｓ１０５　最小加減速制御。
  L: power supply lane; M: vehicle; S102: power receiving device position setting step; S103: speed control step; S104: minimum speed control; S105: minimum acceleration/deceleration control.

Claims (7)

  1. 　走行中に走行路に送電手段が埋設された給電レーンを走行することにより、当該給電レーンから非接触でエネルギーの供給を受ける車両の制御方法であって、
    　前記給電レーンにおいて、給電効率が高くなるように前記車両の受電装置の位置を調整する受電装置位置設定工程を有することを特徴とする車両の制御方法。     A method for controlling a vehicle that travels through a power supply lane in which a power transmission means is buried in a roadway and receives a supply of energy from the power supply lane in a non-contact manner, comprising the steps of:
    A vehicle control method comprising: a power receiving device position setting step of adjusting a position of a power receiving device of the vehicle in the power supply lane so as to increase power supply efficiency.
  2. 　請求項１に記載の車両の制御方法において、
    　前記受電装置位置設定工程は、前記送電手段の埋設位置を取得する埋設位置取得工程を有し、
    　前記埋設位置に沿って自車の走行ラインを設定することを特徴とする車両の制御方法。     2. The vehicle control method according to claim 1,
    The power receiving device position setting step includes a buried position acquisition step of acquiring a buried position of the power transmitting means,
    A vehicle control method comprising: setting a driving line for the vehicle along the buried position.
  3. 　請求項１に記載の車両の制御方法において、
    　前記受電装置位置設定工程は、先行して走行する先行車から給電効率に関する情報を取得する給電効率情報取得手段を有し、
    　当該先行車の給電効率情報に沿って自車の走行ラインを設定することを特徴とする車両の制御方法。     2. The vehicle control method according to claim 1,
    The power receiving device position setting step includes a power supply efficiency information acquisition means for acquiring information regarding power supply efficiency from a preceding vehicle traveling ahead,
    A vehicle control method comprising: setting a driving line for a vehicle in accordance with power supply efficiency information of a preceding vehicle.
  4. 　請求項１から３の何れか１項に記載の車両の制御方法において、
    　蓄電池の充電状態に応じて車両の速度制御を行う速度制御工程を更に有することを特徴とする車両の制御方法。     The vehicle control method according to any one of claims 1 to 3,
    A vehicle control method, further comprising a speed control step of controlling the speed of the vehicle in accordance with a state of charge of the storage battery.
  5. 　請求項４に記載の車両の制御方法において、
    　前記速度制御工程は、前記蓄電池の充電状態が良好の場合には、加減速が最小となるように速度制御を行う最小加減速制御を行うことを特徴とする車両の制御方法。     5. The vehicle control method according to claim 4,
    The vehicle control method according to the present invention, wherein the speed control step performs minimum acceleration/deceleration control in which speed control is performed so as to minimize acceleration/deceleration when the storage battery is in a good state of charge.
  6. 　請求項４に記載の車両の制御方法において、
    　前記速度制御工程は、前記蓄電池の充電状態が良好でない場合には、速度を落とした最低速度制御を行うことを特徴とする車両の制御方法。     5. The vehicle control method according to claim 4,
    A vehicle control method, wherein the speed control step performs a minimum speed control by reducing the speed when the charge state of the storage battery is not good.
  7. 　請求項６に記載の車両の制御方法において、
    　前記最低速度制御は、前記給電レーンの長さ、前記蓄電池の必要充電量及び前記給電レーンからの給電可能な電力から目標車速を演算し、当該目標車速に応じた車高調整を行うことを特徴とする車両の制御方法。
    　     7. The vehicle control method according to claim 6,
    The minimum speed control is a vehicle control method characterized in that a target vehicle speed is calculated from the length of the power supply lane, the required charge amount of the storage battery, and the power that can be supplied from the power supply lane, and the vehicle height is adjusted according to the target vehicle speed.
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010288394A (en) * 2009-06-12 2010-12-24 Toyota Industries Corp Vehicle charging system and vehicle
JP2019122089A (en) * 2017-12-28 2019-07-22 株式会社Ｓｕｂａｒｕ Non-contact charging device
JP2021079716A (en) * 2019-11-14 2021-05-27 本田技研工業株式会社 Sign control device, vehicle, and program

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010288394A (en) * 2009-06-12 2010-12-24 Toyota Industries Corp Vehicle charging system and vehicle
JP2019122089A (en) * 2017-12-28 2019-07-22 株式会社Ｓｕｂａｒｕ Non-contact charging device
JP2021079716A (en) * 2019-11-14 2021-05-27 本田技研工業株式会社 Sign control device, vehicle, and program

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