vehicle

Abstract

The present invention provides a vehicle that can suppress the reduction of convenience in using electrical equipment even when the electrical equipment is used and the battery is charged contactlessly after the system is started and before driving. The vehicle includes a battery that stores power for driving; a power acquisition unit that acquires power in a contactless manner via a power receiving coil; a power supply function unit that can supply power from the battery to equipment other than a driving motor; a first relay that connects or disconnects the battery to a power line; a second relay that connects or disconnects the power acquisition unit to the power line; a control unit that performs switching control between the first relay and the second relay; a vehicle control unit that performs driving control of the vehicle; and a first determination unit that determines whether the power receiving coil is in a position where it can receive power from a power transmission coil of a ground device when the system is started (S1). When the system is started, the control unit changes the switching order of the first relay and the second relay based on the determination result of the first determination unit (S2, S3, S4).

Description

Technical Field

[0001] The present invention relates to a vehicle including a battery for storing electric power for traveling and a power acquisition unit for acquiring electric power for charging the battery from the outside. Background Art

[0002] Vehicles such as EV (Electric Vehicle) and PHEV (Plug-in Hybrid Electric Vehicle) are equipped with large-capacity high-voltage batteries that store power for driving. High-voltage batteries are sometimes used as power sources for vehicle-mounted equipment such as air conditioners and navigation systems. In addition, in recent years, the convenience function of supplying AC power from sockets installed inside and outside the vehicle body has become practical, and high-voltage batteries can also be used as power sources for convenience functions.

[0003] Such vehicles can charge their high-voltage batteries by drawing power from an external power source. There are two types of charging: non-contact charging, which draws power from a power transmission coil on the ground, and wired charging, which draws power from a charging port.

[0004] Generally, in a vehicle equipped with a high voltage battery, in order to prevent the voltage of the high voltage battery from being excessively output to the power line of the system, the power line can be disconnected from the high voltage battery via a system main relay. In addition, in a vehicle capable of charging the high voltage battery from an external power source, in order to prevent the voltage of the high voltage battery from being unnecessarily output to the power acquisition unit, the voltage acquisition unit can be disconnected from the power line via a charging relay. Patent document 1 discloses a vehicle having a system main relay (28) connecting a power storage device (26) to a power line and a relay (RY1) connecting a power receiving coil (38) for contactless charging to a charger (32).

[0005] Prior art literature

[0006] Patent Literature

[0007] Patent Document 1: International Publication No. 2010-131348 Summary of the invention

[0008] Technical issues

[0009] In a vehicle with a high-voltage battery, the switching control of the relay is performed in a manner that prevents excessive current such as inrush current from flowing to the relay. For example, when the charging relay is switched to the connected state to start charging, the system main relay is temporarily switched to the disconnected state to disconnect the high-voltage battery from the power line, and then the charging relay is switched to the connected state. Then, the system main relay is switched to the connected state again. Since a protection mechanism is attached to the system main relay to slowly change the voltage between its two ends, according to the above sequence, the high-voltage battery can be connected to the power acquisition unit via the power line without a large current flowing through both the charging relay and the system main relay.

[0010] However, when charging the high voltage battery while operating an in-vehicle device or an electrical device connected to a socket for a convenience function, if the switching control of the relay is performed as described above, there is a problem that the power supply of the device is temporarily cut off.

[0011] An object of the present invention is to provide a vehicle capable of suppressing a reduction in convenience in using electrical equipment even when the electrical equipment is used and the battery is non-contact charged after the system is activated and before traveling.

[0012] Technical Solution

[0013] The invention described in a first aspect provides a vehicle, characterized by comprising:

[0014] A battery that stores electricity for driving;

[0015] A power acquisition unit that acquires power in a contactless manner via a power receiving coil;

[0016] A power supply function unit capable of supplying power from the battery to devices other than the driving motor;

[0017] a first relay for connecting or disconnecting the battery from a power line;

[0018] a second relay for connecting or disconnecting the power acquisition unit and the power line;

[0019] a control unit that performs switching control of the first relay and the second relay;

[0020] a vehicle control unit that controls the travel of the vehicle; and

[0021] The first determination unit determines whether the power receiving coil is in a position where it can receive power from the power transmission coil of the ground equipment when the system is started.

[0022] The control unit changes a switching order of the first relay and the second relay based on a determination result of the first determination unit at the time of system startup.

[0023] It should be noted that, in this specification, the change of the switching order is a concept including a change of the switching object, a change of the switching content, a change of the switching order, and a combination of these changes.

[0024] The invention described in the second aspect is characterized in that, according to the vehicle described in the first aspect,

[0025] When the system is started, if the first determination unit determines that the system is in the position where power can be received, the control unit switches the first relay to the connected state after placing the second relay in the connected state. If the first determination unit determines that the system is not in the position where power can be received, the control unit switches the first relay to the connected state without switching the disconnected state of the second relay.

[0026] The invention described in the third aspect is characterized in that, according to the vehicle described in the first or second aspect,

[0027] When non-contact charging is started, the control unit determines a state of the second relay, and starts non-contact charging without switching the second relay when the second relay is in a connected state.

[0028] The invention described in a fourth aspect is characterized in that, according to the vehicle described in any one of the first to third aspects,

[0029] The vehicle further comprises a second determination unit for determining that the possibility of starting non-contact charging is reduced after the system is activated.

[0030] When the second determination unit determines that the possibility is reduced, the control unit switches the second relay to an off state.

[0031] The invention according to the fifth aspect is characterized in that, according to the vehicle according to the fourth aspect,

[0032] When the second relay is switched to the connected state at system startup and then switched to the disconnected state based on a command to switch to the running mode, the vehicle control unit delays the switching to the running mode.

[0033] The invention according to the sixth aspect is characterized in that, according to the vehicle described in the fourth or fifth aspect,

[0034] When the second relay is switched to the connected state at system startup and then switched to the disconnected state based on a shift command to the travel mode, the vehicle control unit limits the driving force for travel during a period after the second relay is switched to the disconnected state.

[0035] The invention according to a seventh aspect is characterized in that, according to the vehicle according to any one of the first to sixth aspects,

[0036] The vehicle further includes a charge transfer processing unit for aligning the position of the power receiving coil so that the power can be received from the power transmitting coil.

[0037] The control unit includes an alignment completion storage unit for storing completion of alignment of the power receiving coil by the charge transfer processing unit.

[0038] The first determination unit determines whether the power receiving coil is located at a position where power can be received at the time of system activation based on the storage information of the alignment completion storage unit and the travel history information.

[0039] Effects of the Invention

[0040] If the power receiving coil is located at a position where it can receive power when the system is started, it is assumed that charging is performed before driving. In addition, it is assumed that power is supplied from the power supply function unit to the electrical device when charging starts. On the other hand, if the power receiving coil is not located at a position where it can receive power, charging is not performed before driving. According to the present invention, since the switching order of the first relay and the second relay is changed when the power receiving coil is located at a position where it can receive power from the power transmission coil of the ground device and when it is not located at a position where it can receive power from the power transmission coil of the ground device when the system is started, it is possible to achieve switching of the first relay and the second relay that are respectively suitable for the above two conditions. As a result, for example, even when charging of the battery is started while using the power supply function unit after the system is started and before driving, it is possible to suppress a reduction in convenience such as interruption of the power supply to the power supply function unit. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 This is a block diagram showing a vehicle according to an embodiment of the present invention.

[0042] Figure 2 This is a flowchart showing the procedure of a system startup process executed by the charging control unit in cooperation with the vehicle control unit.

[0043] Explanation of symbols

[0044] 1: Vehicle

[0045] 11: Battery

[0046] 12: Inverter

[0047] 13: Travel motor

[0048] 15: Vehicle control unit (second determination unit)

[0049] 21: Inverter for air conditioner

[0050] 23: Car inverter

[0051] 24: In-car socket

[0052] 25: Power supply function unit

[0053] 31: Power receiving coil (power acquisition unit)

[0054] 32: Rectifier (power acquisition unit)

[0055] 34: Charging control unit (control unit, first determination unit)

[0056] 34a: Alignment completion storage unit

[0057] 36: Contactless charging transfer switch

[0058] Lb: Power line

[0059] Lc: Communication line

[0060] R1: System main relay (1st relay)

[0061] R2: Charging relay (second relay)

[0062] PC: Pre-charge unit

[0063] 100: Ground equipment

[0064] 103: Power transmission coil DETAILED DESCRIPTION

[0065] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. Figure 1 This is a block diagram showing a vehicle according to an embodiment of the present invention.

[0066] The vehicle 1 according to the embodiment of the present invention is an EV or HEV (Hybrid Electric Vehicle), etc., and includes a battery 11 for storing power for traveling, a travel motor 13 for driving drive wheels, an inverter 12 for converting power between the battery 11 and the travel motor 13, and a BCU (Battery Control Unit) 14 for managing the state of the battery 11. The battery 11 outputs a high voltage for driving the travel motor 13, and may also be called a high-voltage battery. The battery 11 is, for example, a secondary battery such as a lithium-ion battery or a nickel-metal hydride battery.

[0067] The vehicle 1 also includes a system main relay R1, a pre-charging unit PC and a power line Lb. The battery 11 is connected to the power line Lb via the system main relay R1 and the pre-charging unit PC. The pre-charging unit PC has a function of slowly approaching the voltage between the two ends of the system main relay R1 when the system main relay R1 is in a disconnected state. In order to connect the battery 11 to the power line Lb, first, the pre-charging unit PC is switched to a connected state, thereby reducing the potential difference between the two ends of the system main relay R1. Thereafter, the system main relay R1 is switched to a connected state, and the pre-charging unit PC is switched to a disconnected state, thereby enabling the system main relay R1 to be switched from a disconnected state to a connected state without causing a large current to flow through the system main relay R1. Below, when explaining switching the system main relay R1 to a connected state, the above-mentioned switching action of the pre-charging unit PC is included. The system main relay R1 is equivalent to an example of the first relay of the present invention.

[0068] The vehicle 1 also includes a vehicle control unit 15 for controlling driving and various parts. The vehicle control unit 15 can be composed of one ECU (Electronic Control Unit) or a plurality of ECUs that operate in cooperation with each other. The vehicle control unit 15 drives the inverter 12, for example, according to the operation of the driving operation unit (pedals, shift lever 41, etc. not shown in the figure), so that the driving motor 13 performs power operation or regeneration operation. In this way, the vehicle 1 is driven in accordance with the driving operation. In addition, the vehicle control unit 15 performs startup control of the power supply function unit 25 and switching control of the system main relay R1 and the pre-charging unit PC. The vehicle control unit 15 is equivalent to an example of the second determination unit of the present invention.

[0069] The vehicle 1 also includes a power supply function unit 25 that uses the power of the battery 11 to supply power supply voltage to electrical equipment other than the travel motor 13. The power supply function unit 25 includes an air conditioning inverter 21, a vehicle-mounted inverter 23, and a heater switch (not shown). The air conditioning inverter 21 converts the power of the battery 11 and transmits a driving current to the air conditioner 22 (compressor, etc.). The vehicle-mounted inverter 23 converts the power of the battery 11 into an AC power supply voltage and outputs it to the in-vehicle socket 24. Passengers of the vehicle 1 can drive the in-vehicle inverter 23 to connect household appliances, such as household appliances, to the in-vehicle socket 24 for use. A PTC (Positive Temperature Coefficient) heater that heats the refrigerant for the air conditioner or the battery 11 is connected to the heater switch as a load, and power is supplied to the PCT heater by turning it on.

[0070] It should be noted that, in place of the in-vehicle socket 24 or in addition to the in-vehicle socket 24, an in-vehicle socket or an indoor socket that can use electrical appliances near the vehicle 1 (outside the vehicle compartment) can be connected to the in-vehicle inverter 23. Alternatively, the power supply function unit 25 can include an interface and a relay that can connect an external inverter instead of the in-vehicle inverter 23. In addition, it can also be configured such that: by connecting an external inverter to the interface, the relay is turned on, and thus, under the control of the vehicle control unit 15, power is supplied from the power line Lb to the inverter, and the AC power supply voltage is output from the external inverter to the in-vehicle socket. In addition, it can be configured such that the AC power supply voltage is output from the external inverter to the socket at home. The configuration of supplying the AC power supply voltage from the vehicle 1 to the outside of the vehicle is V2L (Vehicle to Load), and the configuration of supplying the AC power supply voltage from the vehicle 1 to the indoor is V2H (Vehicle to Home). With such a configuration, the user of the vehicle 1 can use electrical appliances near the vehicle 1 or at home using the power supplied from the vehicle 1.

[0071] The vehicle 1 also includes a non-contact charging mechanism 30 that obtains power from the ground equipment 100 in a non-contact manner. The non-contact charging mechanism 30 includes: a power receiving coil 31, a rectifier 32, a communication unit 33 that performs wireless communication, a charging control unit 34, and a charging relay R2. The power receiving coil 31 can receive power from the power transmitting coil 103 of the ground equipment 100 through electromagnetic coupling or electromagnetic resonance when facing the power transmitting coil 103. The rectifier 32 rectifies the AC current output from the power receiving coil 31 and transmits it to the power line Lb side. The charging relay R2 switches the rectifier 32 and the power line Lb between a connected state and a disconnected state. The charging relay R2 is equivalent to an example of the second relay of the present invention. The power receiving coil 31 and the rectifier 32 represent an example of the power acquisition unit of the present invention. The charging control unit 34 is equivalent to an example of the first determination unit and the control unit of the present invention.

[0072] The charging control unit 34 communicates with the ground equipment 100 via the communication unit 33, and receives voltage information from the rectifier 32 to control contactless charging. The control of contactless charging includes switching control of the charging relay R2. The charging control unit 34 communicates via the communication line Lc and cooperates with the vehicle control unit 15 and the BCU 14. That is, the charging control unit 34 can switch the system main relay R1 via the vehicle control unit 15, and can also obtain information on various driving operations of the passengers and status information of the battery 11 via the vehicle control unit 15 or the BCU 14. The information on various driving operations includes position information of the shift lever 41 (parking mode, driving mode, reverse mode, etc.). The status information of the battery 11 includes the charging rate (SOC: State of Charge).

[0073] The charging control unit 34 is an ECU having a CPU (Central Processing Unit), a storage unit storing a control program and control data executed by the CPU, and a RAM (Random Access Memory) for CPU expansion data. The storage unit includes an alignment completion storage unit 34a that stores the alignment completion status of the power receiving coil 31 in the non-contact charging transfer process.

[0074] The vehicle 1 further includes a non-contact charging transfer switch 36 provided on a dashboard or the like. The passenger of the vehicle 1 can send a command to the charging control unit 34 to transfer to non-contact charging by operating the non-contact charging transfer switch 36 .

[0075] It should be noted that since the vehicle control unit 15 and the charging control unit 34 cooperate with each other through communication via the communication line Lc, Figure 1 A part of the processing of the vehicle control unit 15 shown in the example (for example, the switching control of the system main relay R1) can be performed by the charging control unit 34. Figure 1 A part of the processing of the charging control unit 34 shown in the example (for example, the signal input from the contactless charging transfer switch 36, the switching control of the charging relay R2) can also be performed by the vehicle control unit 15. In addition, the vehicle control unit 15 and the charging control unit 34 can also be integrated into a set of control units without having to be configured separately.

[0076] The ground equipment 100 includes a power transmission coil 103 for contactlessly transmitting electric power, an inverter 102 for converting electric power from an external power source and outputting the electric power to the power transmission coil 103, a communication unit 106 capable of communicating with the charging control unit 34 of the vehicle 1, and a ground equipment control unit 105 for driving and controlling the inverter 102. The charging control unit 34 of the vehicle 1 can send an excitation request for the power transmission coil 103 to the ground equipment control unit 105 via wireless communication performed by the communication units 33 and 106.

[0077] <Non-contact charging process>

[0078] Next, the non-contact charging process for charging the battery 11 using the non-contact charging mechanism 30 will be described. The non-contact charging process is started by operating the non-contact charging transfer switch 36 when the vehicle 1 is located near the ground equipment 100. When the non-contact charging process is started, first, the charging control unit 34 performs the non-contact charging transfer process including the alignment process of the power receiving coil 31 and the relay switching control of the charging relay R2 and the system main relay R1.

[0079] In the alignment process of the power receiving coil 31, the charging control unit 34 requests the ground equipment 100 to perform weak excitation for alignment, and excites the power transmission coil 103. Then, the charging control unit 34 confirms the induced electromotive force generated in the power receiving coil 31 based on the excitation, and guides the driver to move the vehicle 1. Through such control, the power receiving coil 31 is aligned to a position opposite to the power transmission coil 103, and the vehicle 1 is stopped. In the alignment process, the system main relay R1 is in the connected state, and the charging relay R2 is in the disconnected state.

[0080] Next, in the relay switching control, the charging control unit 34 temporarily switches the system main relay R1 to the disconnected state, switches the charging relay R2 to the connected state, and then switches the system main relay R1 to the connected state again. By such relay switching control, excessive current such as inrush current is suppressed from flowing into the charging relay R2, and the rectifier 32 is connected to the battery 11 via the power line Lb.

[0081] If the non-contact charging transfer process (alignment process of the power receiving coil 31 and relay switching control) is completed, then the charging control unit 34 requests the ground equipment 100 to transmit power for charging. Therefore, the power transmission coil 103 is excited by the power transmission ground, and power is transmitted from the power transmission coil 103 to the power receiving coil 31. The power received by the power receiving coil 31 is rectified by the rectifier 32 and transmitted to the battery 11 via the power line Lb. During the power transmission, the charging control unit 34 monitors the charging time, the charging rate of the battery 11, the presence or absence of power transmission, etc. For example, if the predetermined charging time has passed or the battery 11 has become fully charged, the charging control unit 34 requests the ground equipment 100 to stop the excitation of the power transmission coil 103, thereby terminating the charging of the battery 100. If the charging is terminated, the charging control unit 34 switches the charging relay R2 to the disconnected state, thereby enabling the vehicle 1 to travel.

[0082] <System startup processing>

[0083] When the system of the vehicle 1 is in a dormant state, if a passenger of the vehicle 1 or the like performs a start-up operation (e.g., turning on the power button), the system of the vehicle 1 is started. The dormant state of the system refers to a state in which the system main relay R1 is disconnected and the vehicle control unit 15 is in a standby operation. The start-up of the system refers to a state in which the vehicle 1 is transitioned to a state in which the vehicle 1 can travel by switching the system main relay R1 to a connected state and starting the vehicle control unit 15.

[0084] After the system of the vehicle 1 is started, the driver drives the vehicle 1 or charges the battery 11 before driving. However, charging the battery 11 before driving is limited to the case where the vehicle 1 is located on the ground equipment 100 and the power receiving coil 31 is aligned. In addition, when the system of the vehicle 1 is started, the passengers of the vehicle 1 sometimes use the power supply function unit 25 to drive an electrical device. In the use of the power supply function unit 25, if the system main relay R1 is temporarily switched to the cut-off state in order to start charging the battery 11, the power supply from the power supply function unit 25 is interrupted, which reduces the convenience of the power supply function unit 25.

[0085] Figure 2 This is a flowchart showing a system startup process executed by the charging control unit in cooperation with the vehicle control unit.

[0086] When the system startup process is started by the operation of system startup, first, the charging control unit 34 determines whether the power receiving coil 31 is in a position where power can be transmitted from the power transmission coil 103 (step S1). The charging control unit 34 determines that the power receiving coil 31 is in a position where power can be transmitted from the power transmission coil 103 when the vehicle 1 has not been traveling since the end of the previous alignment process, based on, for example, the history information of the past alignment process stored in the alignment completion storage unit 34a and the history information of the travel stored in the vehicle control unit 15.

[0087] If the result of determination in step S1 is "YES", the charging control unit 34 switches the system main relay R1 to the connected state via the vehicle control unit 15 (step S4). Then, the charging control unit 34 advances the process to step S5.

[0088] On the other hand, if the result of the determination in step S1 is "No", the charging control unit 34 first switches the charging relay R2 to the connected state (step S2), and then switches the system main relay R1 to the connected state via the vehicle control unit 15 (step S3). At the switching time of the charging relay R2 in step S2, since the power line Lb is disconnected from the battery 11, an excessive current such as an inrush current does not flow to the charging relay R2. Then, the charging control unit 34 advances the process to step S5.

[0089] In step S3 or step S4 , by switching the system main relay R1 to the connected state, the passenger of the vehicle 1 can activate the power supply function unit 25 to drive the electrical equipment.

[0090] If the process is advanced, the charging control unit 34 and the vehicle control unit 15 repeatedly perform the judgment of whether there is a transfer request to non-contact charging (step S5) and the judgment of whether there is a servo ON instruction (step S6) until either judgment is "yes". And during this loop process, if the non-contact charging transfer switch 36 is operated and there is a transfer request to non-contact charging, the charging control unit 34 causes the process to enter step S7. In addition, if a servo ON instruction is issued from the passenger of the vehicle 1, the vehicle control unit 15 causes the process to enter step S10. Servo ON means that the gear is switched to the driving mode or the reverse mode by operating the shift lever 41, for example, and the power supply of the inverter 12 becomes ON, so that the vehicle 1 is in the driving mode.

[0091] In the loop processing of steps S5 and S6, if there is a request to transfer to non-contact charging, the charging control unit 34 first determines whether the charging relay R2 is in a connected state (step S7). Then, if the judgment result is "yes", the power receiving coil 31 is aligned, so the charging control unit 34 requests the ground equipment 100 to start power transmission for charging without re-aligning the power receiving coil 31 and switching control of the relay (step S9). On the other hand, if the judgment result of step S7 is "no", since the power receiving coil 31 is not aligned, the normal non-contact charging transfer processing is performed (step S8). The processing of step S8 is the non-contact charging transfer processing including the alignment processing of the power receiving coil 31 and the relay switching control mentioned above. And, if the non-contact charging transfer processing is completed, the charging control unit 34 requests the ground equipment 100 to start power transmission for charging (step S9). If power transmission starts from the power transmission coil 103 according to the request of step S9, the charging control unit 34 transfers the processing to the charging processing.

[0092] Here, even if the driver stops the vehicle 1 after aligning the power receiving coil 31, and then starts the vehicle 1 and uses the power supply function unit 25, the charging rate of the battery 11 is slightly reduced, and the situation in which the charging rate of the battery 11 is restored by non-contact charging is studied. When there is a request for non-contact charging, if the charging relay R2 is cut off, it is necessary to temporarily cut off the system main relay R1 in order to switch the charging relay R2 to the connected state. At this time, since the power supply from the power supply function unit 25 is interrupted, the convenience of the power supply function unit 25 is reduced in the case of electrical equipment that is hindered by the interruption of power supply. On the other hand, in the present embodiment, in the above-mentioned situation, the non-contact charging is started while the charging relay R2 is maintained in the connected state and the system main relay R1 is not temporarily cut off. Therefore, the power supply from the power supply function unit 25 is not interrupted, and the reduction in the convenience of the power supply function unit 25 can be suppressed.

[0093] In the loop processing of steps S5 and S6, if the servo ON command is issued, the vehicle control unit 15 accesses the charging control unit 34 to determine whether the charging relay R2 is in the connected state (step S10). If it is "yes", the charging relay R2 is switched to the disconnected state via the charging control unit 34 (step S11). In addition, the vehicle control unit 15 delays the discharge of the power receiving coil 31 and the rectifier 32 for a time (for example, 5 seconds) (step S12), and then starts the inverter 12 (step S13). In this way, the vehicle 1 can be driven.

[0094] In addition, the vehicle control unit 15 performs a process of limiting the driving force of the vehicle 1 until a predetermined period has passed in which the discharge of the power receiving coil 31 and the rectifier 32 is completely completed (steps S14 to S16). The limitation of the driving force is achieved by setting an upper limit of the driving force, and the vehicle control unit 15 does not output a torque command exceeding the upper limit of the driving force to the inverter 12 regardless of the driving operation. And, if the driving force limitation is released after the predetermined period has passed (step S16), the system startup process ends.

[0095] On the other hand, if the result of the determination process in step S10 is "NO", the vehicle control unit 15 starts the inverter 12 (step S17) and ends the system startup process.

[0096] By such a system startup process, it is possible to perform switching control of the relays in accordance with the situation at the time of system startup, and thereafter, based on a request from the driver or the passenger, a process of running the vehicle 1 or a process of charging the battery 11 is performed.

[0097] Thus, according to the vehicle 1 of this embodiment, when the system is started, the charging control unit 34 determines whether the power receiving coil 31 is in a position where it can receive power from the ground equipment 100 ( Figure 2 Step S1). In addition, based on the judgment result, the charging control unit 34 changes the switching order of the system main relay R1 and the charging relay R2 (step S2, S3 or step S4). Depending on whether the power receiving coil 31 is aligned when the system is started, the utilization conditions of the power supply function unit 25 and the non-contact charging mechanism 30 assumed thereafter are different. Therefore, by changing the switching order of the relays based on the above judgment result, it is possible to switch the system main relay R1 and the charging relay R2 that are respectively adapted to different utilization conditions. Moreover, by such switching, the power supply function unit 25 is used after the system is started and before driving, and even if non-contact charging is started during its use, it is possible to reduce the situation of reduced convenience such as interruption of power supply to the power supply function unit 25.

[0098] Specifically, if the charging control unit 34 determines that the alignment of the power receiving coil 31 is completed at the time of system startup, the charging relay R2 is switched to the connected state, and then the system main relay R1 is switched to the connected state. On the other hand, if it is determined that the alignment of the power receiving coil 31 is not completed, the charging control unit 34 maintains the disconnected state of the charging relay R2 and switches the system main relay R1 to the connected state. By such switching, when the power supply function unit 25 is used and the charging rate of the battery is restored by non-contact charging after the system is started and before driving, the interruption of the power supply of the power supply function unit 25 can be avoided.

[0099] In addition, when the non-contact charging transfer switch 36 is operated to start the non-contact charging process, the charging control unit 34 determines the state of the charging relay R2, and if it is in the connected state, the non-contact charging is directly started. Through such control, when the charging relay R2 is switched to the connected state at the time of system startup, the switching can be effectively applied to avoid the temporary stop of the power supply function unit 25, and the non-contact charging can be started.

[0100] In addition, according to the vehicle 1 of the present embodiment, when the charging relay R2 is switched to the connected state during the system startup process, the vehicle control unit 15 determines the servo ON instruction that reduces the possibility of starting non-contact charging (step S6). And, when there is such an instruction, the vehicle control unit 15 switches the charging relay R2 to the disconnected state via the charging control unit 34 (step S11). By such control, it is possible to avoid the high voltage of the battery 11 being output to the rectifier 32 and the power receiving coil 31 during driving when the vehicle 1 is driven without non-contact charging.

[0101] In addition, according to the vehicle 1 of the present embodiment, when the charging relay R2 is switched to the connected state (step S2) at the time of system startup, and then switched to the disconnected state (step S11), the vehicle control unit 15 performs a delay process (step S12) and then starts the inverter 12 (step S13). This can prevent the vehicle 1 from running in a state where the high voltage of the battery 11 remains in the rectifier 32 and the power receiving coil 31.

[0102] In addition, according to the vehicle 1 of the present embodiment, when the charging relay R2 is switched to the connected state (step S2) at the time of system startup, and then switched to the disconnected state (step S11), the vehicle control unit 15 limits the driving force of the vehicle 1 for a predetermined period (steps S14 to S16). Thus, it is possible to avoid outputting a large torque to the driving wheels of the vehicle 1 until the rectifier 32 and the power receiving coil 31 are fully discharged.

[0103] The above is a description of the embodiment of the present invention. However, the present invention is not limited to the above embodiment. For example, in the above embodiment, the charging control unit 34 and the vehicle control unit 15 are cooperatively executed to perform the system startup process, but the system startup process may also be performed by the vehicle control unit 15, the charging control unit 34, or another control unit. That is, in the above embodiment, the charging control unit is shown as the control unit of the present invention, and the vehicle control unit is shown as the vehicle control unit of the present invention. Figure 1 The vehicle control unit 15 is a control unit of the present invention, but as the control unit and the vehicle control unit of the present invention, other multiple control units can be used respectively, or one integrated control unit can be used. In addition, the details shown in the embodiment can be appropriately changed within the scope of the invention.

Claims

1. A vehicle, characterized in that: have: A battery that stores electricity for driving; A power acquisition unit that acquires power in a contactless manner via a power receiving coil; a power supply function unit capable of supplying power from the battery to devices other than the travel motor; a first relay, which connects or disconnects the battery to a power line; a second relay that connects or disconnects the power acquisition unit and the power line; a control unit that performs switching control of the first relay and the second relay; A vehicle control unit that controls the travel of the vehicle; as well as a first determination unit for determining, when the system is started, whether the power receiving coil is in a position where it can receive power from the power transmitting coil of the ground equipment; When the system is started, the control unit changes the switching order of the first relay and the second relay based on the determination result of the first determination unit. When the system is started, when the first determination unit determines that the device is in the position where power can be received, the control unit switches the first relay to the connected state after placing the second relay in the connected state, and when the first determination unit determines that the device is not in the position where power can be received, the control unit switches the first relay to the connected state without switching the disconnected state of the second relay. The vehicle further includes a second determination unit for determining that the possibility of starting non-contact charging is reduced after the system is activated. When the second determination unit determines that the possibility is reduced, the control unit switches the second relay to an off state. When the second relay is switched to the connected state at system startup and then switched to the disconnected state based on a command to switch to the running mode, the vehicle control unit delays the switching to the running mode.

2. The vehicle according to claim 1, characterized in that When non-contact charging is started, the control unit determines the state of the second relay, and starts non-contact charging without switching the second relay if the second relay is in a connected state.

3. The vehicle according to claim 1, characterized in that When the second relay is switched to the connected state at system startup and then switched to the disconnected state based on a shift command to a running mode, the vehicle control unit limits the driving force for running during a period after the second relay is switched to the disconnected state.

4. The vehicle according to claim 3, characterized in that The vehicle further includes a charge transfer processing unit for aligning the position of the power receiving coil so that the power can be received from the power transmitting coil. The control unit includes an alignment completion storage unit for storing completion of alignment of the power receiving coil by the charge transfer processing unit. The first determination unit determines whether the power receiving coil is located at a position where power can be received at the time of system startup based on the storage information of the alignment completion storage unit and the travel history information.

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