Vehicle

Abstract

A vehicle is provided which suppresses mispairing of a ground power supply device and the vehicle. A vehicle (4) capable of receiving electric power from a ground power supply device (3) has a first communication device (44) which communicates with the ground power supply device by wireless using a first communication method, a second communication device (45) which communicates with the ground power supply device by wireless using a second communication method having higher directivity than the first communication method, and a control device connected to the first communication device and the second communication device. The control device pairs the vehicle and the ground power supply device when the same ground power supply device is identified based on communication by the first communication method and communication by the second communication method.

Description

Technical Field

[0001] This invention relates to vehicles capable of receiving power from ground-based power supply devices. Background Technology

[0002] Conventional contactless power supply systems are known to supply power to parked vehicles from ground-based power supply units using transmission methods such as magnetic field coupling (electromagnetic induction), electric field coupling, magnetic field resonance coupling (magnetic resonance), and electric field resonance coupling (electric resonance). In such contactless power supply systems, wireless communication is used to pair one of multiple ground-based power supply units with the vehicle, enabling contactless power supply between the paired ground-based power supply unit and the vehicle. For example, vehicle-mounted communication devices and methods are known to pair between a vehicle and a ground-based power supply unit by sending an interrogation signal from the vehicle to multiple unspecified ground-based power supply units and gradually reducing the transmission output until a response signal is received from only one ground-based power supply unit (see, for example, Patent Document 1).

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2014-017747 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] However, in cases where multiple ground power supply units are located close to each other and there are obstacles nearby that cause radio wave interference, the vehicle may be mistakenly paired with a ground power supply unit located far away instead of the one located closest to it.

[0008] In view of the above-mentioned problems, the object of the present invention is to suppress mis-pairing between ground power supply devices and vehicles.

[0009] Technical solutions for solving the problem

[0010] The main points of this invention are as follows.

[0011] (1) A vehicle capable of receiving power from a ground-based power supply unit, wherein the vehicle has:

[0012] The first communication device communicates wirelessly with the ground power supply device via a first communication method;

[0013] The second communication device communicates wirelessly with the ground power supply device via a second communication method that is more directional than the first communication method; and

[0014] The control device is connected to the first communication device and the second communication device.

[0015] When the control device receives identification information of the same ground power supply device through communication in the first communication mode and communication based on the second communication mode, it pairs the vehicle with the ground power supply device.

[0016] (2) In the vehicle described in (1) above, the control device performs vehicle movement processing to move the vehicle when it receives the identification information of the ground power supply device through communication based on the first communication method but does not receive the identification information of the ground power supply device through communication based on the second communication method, or when it receives the identification information of multiple ground power supply devices through communication based on the second communication method.

[0017] (3) In the vehicle described in (2) above, the control device performs manual processing to enable the occupants of the vehicle to manually pair up if, despite the vehicle movement processing, no identification information is received through communication based on the second communication method, or if identification information of multiple ground power supply devices is received through communication based on the second communication method.

[0018] (4) In any of the vehicles described in (1) to (3) above, if the identification information of the ground power supply device received through communication based on the second communication method is not included in the identification information of the ground power supply device received through communication based on the first communication method, the control device performs manual processing to enable the occupants of the vehicle to manually pair.

[0019] (5) In any of the vehicles described in (1) to (4) above, when the control device supplies power to the vehicle from the ground power supply device, it calculates the power supply efficiency from the ground power supply device to the vehicle, and if the calculated power supply efficiency is less than a predetermined value, it causes the first communication device to send a power supply stop instruction to the ground power supply device.

[0020] (6) In any of the vehicles described in (1) to (5) above, the communication under the second communication mode is a one-way communication from the ground power supply device to the second communication device.

[0021] (7) In any of the vehicles described in (1) to (6) above, the communication speed based on the second communication method is slower than the communication speed based on the first communication method.

[0022] (8) In any of the vehicles described in (1) to (7) above, the second communication method is communication using infrared or ultrasonic waves.

[0023] Invention Effects

[0024] According to the present invention, mispairing between ground power supply devices and vehicles can be suppressed. Attached Figure Description

[0025] Figure 1 This is a diagram that schematically illustrates the overall configuration of a contactless power supply system for a vehicle according to one embodiment.

[0026] Figure 2 It is a diagram that roughly represents the structure of a ground power supply device and a vehicle that constitute a contactless power supply system.

[0027] Figure 3 It is a block diagram that roughly represents the structure of the ground power supply unit.

[0028] Figure 4 It is a block diagram that roughly represents the structure of a vehicle.

[0029] Figure 5 This is a flowchart illustrating the pairing process for pairing a vehicle with a ground-based power supply unit.

[0030] Figure 6 It is a flowchart representing the power transmission process.

[0031] Figure 7 It is a flowchart representing the process of receiving and processing electricity. Detailed Implementation

[0032] Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. Furthermore, in the following description, the same reference numerals will be used to denote the same constituent elements.

[0033] <Structure of a contactless power supply system>

[0034] Figure 1 This is a diagram that schematically illustrates the overall configuration of the contactless power supply system 1 of a vehicle 4 according to one embodiment. (See diagram for example.) Figure 1 As shown, the contactless power supply system 1 includes multiple ground power supply devices 3 configured at the charging station 2 and a vehicle 4 capable of receiving power from the ground power supply devices 3. In the contactless power supply system 1 of this embodiment, contactless power transmission is performed from the ground power supply devices 3 to the vehicle 4 based on magnetic field resonant coupling (magnetic field resonance).

[0035] The ground power supply unit 3 is installed corresponding to each parking area in the charging station 2. Therefore, one ground power supply unit 3 is installed in each parking area. Each ground power supply unit 3 has a power transmission device 5, which will be described later.

[0036] <Structure of the Ground Power Supply Unit>

[0037] Next, refer to Figure 2 and Figure 3 The structure of the ground power supply device 3 will be described. Figure 2 This is a diagram that roughly represents the structure of a ground power supply device 3 and a vehicle 4 constituting a contactless power supply system 1.

[0038] like Figure 2 As shown, the above-ground power supply unit 3, as equipment related to power transmission to the vehicle 4, includes a power transmission device 5 and a power source 31. The power transmission device 5 is configured to transmit power to the vehicle 4 in a non-contact manner and is buried underground in the center of each parking area of ​​the charging station 2.

[0039] Power source 31 supplies power to transmission unit 5. Power source 31 is, for example, a commercial AC power source that supplies single-phase AC power. Alternatively, power source 31 can be another AC power source that supplies three-phase AC power, or a DC power source such as a fuel cell.

[0040] The power transmission unit 5 transmits power from the power source 31 to the vehicle 4 in a contactless manner. The power transmission unit 5 includes a transmission-side rectifier circuit 51, an inverter 52, and a transmission-side resonant circuit 53. In the power transmission unit 5, the AC power supplied from the power source 31 is rectified into DC current in the transmission-side rectifier circuit 51, the DC current is converted into AC power in the inverter 52, and the AC power is supplied to the transmission-side resonant circuit 53.

[0041] Specifically, the transmission-side rectifier circuit 51 rectifies the AC power supplied from the power source 31 into DC power, which is then supplied to the inverter 52. The transmission-side rectifier circuit 51 is, for example, an AC / DC converter. The inverter 52 converts the DC power supplied from the transmission-side rectifier circuit 51 into AC power (high-frequency power) with a higher frequency than the AC power from the power source 31, and supplies this high-frequency power to the transmission-side resonant circuit 53. The transmission-side resonant circuit 53 has a resonator composed of a coil 54 and a capacitor 55. Various parameters of the coil 54 and the capacitor 55 (outer and inner diameters of the coil 54, number of turns of the coil 54, capacitance of the capacitor 55, etc.) are determined to make the resonant frequency of the transmission-side resonant circuit 53 a predetermined set value. When the high-frequency power supplied from the inverter 52 is applied to the transmission-side resonant circuit 53, it generates an alternating magnetic field for power transmission. Furthermore, if the power source 31 is a DC power source, the transmission-side rectifier circuit 51 can be omitted.

[0042] Figure 3 This is a block diagram that roughly represents the structure of the ground power supply unit 3. (For example...) Figure 2 and Figure 3As shown, the ground power supply unit 3 also includes a ground-side first communication unit 32, a ground-side second communication unit 33, a ground-side sensor 34, and a controller 35. The inverter 52, the ground-side first communication unit 32, the ground-side second communication unit 33, and the ground-side sensor 34 of the power transmission unit 5 are connected to the controller 35 via signal lines.

[0043] The ground-side first communication unit 32 communicates wirelessly with the vehicle-side first communication unit 44 (described later in the text). Similarly, the ground-side second communication unit 33 communicates wirelessly with the vehicle-side second communication unit 45 (described later in the text). The communication between these ground-side first communication units 32 and ground-side second communication units 33 will be described later.

[0044] Ground-side sensor 34 detects the status of the ground power supply unit 3. In this embodiment, ground-side sensor 34 includes, for example, a power supply unit current sensor that detects the current flowing through various devices of the power transmission unit 5 (in particular, the power transmission side resonant circuit 53, the inverter 52, and the power transmission side rectifier circuit 51), and a power transmission unit voltage sensor that detects the voltage applied to the various devices of the power transmission unit 5. The output of ground-side sensor 34 is input to controller 35.

[0045] The controller 35 is, for example, a general-purpose computer, which performs various controls on the ground power supply unit 3. For instance, the controller 35 is electrically connected to the inverter 52 of the power transmission unit 5, and controls the inverter 52 to control the power transmission performed by the power transmission unit 5. Furthermore, the controller 35 controls the ground-side first communication device 32 and the ground-side second communication device 33. Therefore, the controller 35 functions as a ground-side control device that controls the power transmission unit 5, the ground-side first communication device 32, and the ground-side second communication device 33.

[0046] The controller 35 includes a communication interface 351, a memory 352, and a processor 353. The communication interface 351, the memory 352, and the processor 353 are interconnected via signal lines.

[0047] The communication interface 351 has interface circuitry for connecting the controller 35 to various devices constituting the ground power supply unit 3 (e.g., inverter 52, ground-side first communicator 32, and ground-side second communicator 33, etc.). The controller 35 communicates with other devices via the communication interface 351.

[0048] The memory 352 may be, for example, a volatile semiconductor memory (e.g., RAM), a non-volatile semiconductor memory (e.g., ROM), etc. The memory 352 stores computer programs for performing various processes in the processor 353, various data used when the processor 353 performs these processes, etc. The memory 352 may also store, for example, identification information (e.g., identification number) of the local power supply device 3.

[0049] Processor 353 has one or more CPUs (Central Processing Units) and their peripheral circuitry. Processor 353 may also have arithmetic circuitry such as a logic unit or a numerical operation unit. Processor 353 performs various processes based on computer programs stored in memory 352.

[0050] <Vehicle Structure>

[0051] Next, refer to Figure 2 and Figure 4 The structure of vehicle 4 will be explained. Figure 4 This is a block diagram that roughly represents the structure of vehicle 4. For example... Figure 2 As shown, the vehicle 4 includes a motor 41, a battery 42, a power control unit (PCU) 43, and a power receiving device 6, which are devices related to receiving and using the received power. In this embodiment, the vehicle 4 is a battery electric vehicle (BEV) driven solely by the motor 41. However, the vehicle 4 may also be a hybrid electric vehicle (HEV) driven by an internal combustion engine in addition to the motor 41.

[0052] Motor 41 is, for example, an AC synchronous motor, which functions as both a motor and a generator. When functioning as a motor, motor 41 is driven by the electricity stored in battery 42. The output of motor 41 is transmitted to the wheels via a speed reducer and axle.

[0053] Battery 42 is a rechargeable secondary battery, such as a lithium-ion battery or a nickel-metal hydride battery. Battery 42 stores the electrical power required for the operation of vehicle 4 (e.g., the driving power for motor 41). Battery 42 is charged when supplied with power received by the power receiving device 6. When battery 42 is charged, its State of Charge (SOC) is restored.

[0054] PCU43 is electrically connected to battery 42 and motor 41. PCU43 includes an inverter, a boost converter, and a DC / DC converter. The inverter converts the DC power supplied from battery 42 into AC power and supplies the AC power to motor 41. The boost converter boosts the voltage as needed when the power stored in battery 42 is supplied to motor 41. The DC / DC converter steps down the voltage of battery 42 when the power stored in battery 42 is supplied to electronic devices such as headlights.

[0055] The receiving device 6 receives power from the transmitting device 5 in a non-contact manner and supplies the received power to the storage battery 42. The receiving device 6 has a receiving-side resonant circuit 61, a receiving-side rectifier circuit 64, and a charging circuit 65.

[0056] The receiving-side resonant circuit 61 is positioned at the bottom of the vehicle 4 with a decreasing distance from the road surface. In this embodiment, the receiving-side resonant circuit 61 is positioned at the center of the vehicle 4 in the vehicle width direction. The receiving-side resonant circuit 61 has the same structure as the transmission-side resonant circuit 53, and has a resonator composed of a coil 62 and a capacitor 63. Various parameters of the coil 62 and the capacitor 63 (outer and inner diameters of the coil 62, number of turns of the coil 62, electrostatic capacitance of the capacitor 63, etc.) are determined such that the resonant frequency of the receiving-side resonant circuit 61 is the same as the resonant frequency of the transmission-side resonant circuit 53.

[0057] like Figure 2 As shown, when the receiving-side resonant circuit 61 and the transmission-side resonant circuit 53 are opposite each other, if the transmission-side resonant circuit 53 generates an alternating magnetic field, the vibration of the alternating magnetic field is transmitted to the receiving-side resonant circuit 61, which resonates at the same resonant frequency as the transmission-side resonant circuit 53. As a result, an induced current flows through the receiving-side resonant circuit 61 through electromagnetic induction, and an induced electromotive force is generated in the receiving-side resonant circuit 61 through the induced current. That is, the transmission-side resonant circuit 53 supplies power to the receiving-side resonant circuit 61, and the receiving-side resonant circuit 61 receives power from the transmission-side resonant circuit 53.

[0058] The receiving-side rectifier circuit 64 is electrically connected to the receiving-side resonant circuit 61 and the charging circuit 65. The receiving-side rectifier circuit 64 rectifies the AC power supplied from the receiving-side resonant circuit 61 into DC power, and supplies the DC power to the charging circuit 65. The receiving-side rectifier circuit 64 is, for example, an AC / DC converter.

[0059] The charging circuit 65 is electrically connected to the receiving-side rectifier circuit 64 and the battery 42. Specifically, it is connected to the battery 42 via a relay 46. The charging circuit 65 converts the DC power supplied from the receiving-side rectifier circuit 64 to the voltage level of the battery 42 and supplies it to the battery 42. When power transmitted from the transmission device 5 is supplied to the battery 42 through the receiving device 6, the battery 42 is charged. The charging circuit 65 is, for example, a DC / DC converter.

[0060] like Figure 2 and Figure 4As shown, vehicle 4 also includes a vehicle-side first communication unit 44, a vehicle-side second communication unit 45, a relay 46, a vehicle-side sensor 47, an HMI (Human Machine Interface) 48, and an electronic control unit (ECU) 49. The charging circuit 65 of the power receiving device 6, the vehicle-side first communication unit 44, the vehicle-side second communication unit 45, the relay 46, the vehicle-side sensor 47, the HMI 48, and the ECU 49 are interconnected via an in-vehicle network conforming to standards such as CAN (Controller Area Network).

[0061] The vehicle-side first communication unit 44 communicates wirelessly with the ground-side first communication unit 32. Additionally, the vehicle-side second communication unit 45 communicates wirelessly with the ground-side second communication unit 33. The communication between these vehicle-side first communication units 44 and vehicle-side second communication units 45 will be described later.

[0062] Relay 46 switches the connection between charging circuit 65 and battery 42. When charging circuit 65 and battery 42 are disconnected via relay 46, no current flows from power receiving device 6 to battery 42, therefore no power is actually supplied. The connection state of relay 46 is controlled by ECU 49.

[0063] Vehicle-side sensor 47 detects the state of vehicle 4. In this embodiment, vehicle-side sensor 47 includes, for example, a current sensor for detecting the current flowing through various devices of the power receiving device 6 (in particular, the power receiving resonant circuit 61 and the power receiving rectifier circuit 64); a voltage sensor for detecting the voltage applied to the various devices of the power receiving device 6; and a state of charge (SOC) sensor for detecting the charge rate of battery 42. The output of vehicle-side sensor 47 is input to ECU 49.

[0064] The HMI48 notifies the occupants of vehicle 4 of notification information received from the ECU49. Therefore, the HMI48 functions as a notification device that notifies the occupants of information. Specifically, the HMI48 has a display device such as an LCD screen and a speaker. In addition, the HMI48 accepts input from the occupants and sends the accepted input to the ECU49. Therefore, the HMI48 functions as an input device that accepts input from the occupants. Specifically, the HMI48 has a touch panel, switches, buttons, and a remote control.

[0065] ECU 49 performs various controls on vehicle 4. For example, ECU 49 controls charging circuit 65 to control the charging of battery 42 by power transmitted from power transmission device 5. Additionally, ECU 49 controls PCU 33 to control the power transfer between battery 42 and motor 41. Furthermore, ECU 49 controls vehicle-side first communication device 44 and vehicle-side second communication device 45. Therefore, ECU 49 functions as a vehicle-side control device that controls power receiving device 6, PCU 33, vehicle-side first communication device 44, and vehicle-side second communication device 45.

[0066] ECU49 has a communication interface 491, a memory 492, and a processor 493. The communication interface 491, the memory 492, and the processor 493 are interconnected via signal lines.

[0067] The communication interface 491 has interface circuitry for connecting the ECU 49 to the vehicle network. The ECU 49 communicates with other devices via the communication interface 491.

[0068] The memory 492 may be a volatile semiconductor memory (e.g., RAM) or a non-volatile semiconductor memory (e.g., ROM). The memory 492 stores computer programs for performing various processes in the processor 493, various data used by the processor 493 when performing various processes, etc.

[0069] Processor 493 has one or more CPUs (Central Processing Units) and their peripheral circuitry. Processor 493 may also have arithmetic circuitry such as a logic unit or a numerical operation unit. Processor 493 performs various processes based on computer programs stored in memory 492.

[0070] <Structure of Communication Systems>

[0071] exist Figure 1 In the contactless power supply system 1 shown, in order to transmit power non-contactly from the ground power supply unit 3 to the vehicle 4, the ground power supply unit 3 needs to be paired with the vehicle 4. Therefore, the power transmission unit 5 needs to be paired with the power receiving unit 6. In addition, it is necessary to send and receive information related to power transmission between the ground power supply unit 3 and the vehicle 4. When performing such pairing and sending vehicle information, the ground power supply unit 3 has a ground-side first communication device 32 and a ground-side second communication device 33, and the vehicle 4 has a vehicle-side first communication device 44 and a vehicle-side second communication device 45.

[0072] The ground-side first communication unit 32 is an example of a communication device installed on the ground power supply unit 3 that communicates wirelessly with other devices, particularly the vehicle-side first communication unit 44 of the vehicle 4, via a first communication method. Similarly, the vehicle-side first communication unit 44 is an example of a communication device installed on the vehicle 4 that communicates wirelessly with other devices, particularly the ground-side first communication unit 32 of the ground power supply unit 3, via a first communication method. In this embodiment, the ground-side first communication unit 32 and the vehicle-side first communication unit 44 are configured to enable bidirectional communication via the first communication method.

[0073] In this embodiment, as a first communication method, for example, narrow-field wireless communication is used. Narrow-field wireless communication is communication with a shorter communication distance compared to wide-field wireless communication; specifically, for example, communication with a communication distance of less than 10 meters. As narrow-field wireless communication, various short-range wireless communication methods with short communication distances can be used, for example, communication that follows any communication standard established by IEEE, ISO, IEC, etc. (e.g., Wi-Fi, Bluetooth, ZigBee). Furthermore, as technologies for conducting narrow-field wireless communication, for example, RFID (Radio Frequency Identification) and DSRC (Dedicated Short Range Communication) are used.

[0074] On the other hand, the ground-side second communication unit 33 is an example of a communication device installed on the ground power supply unit 3 that communicates wirelessly with other devices, particularly the vehicle-side second communication unit 45 of the vehicle 4, via a second communication method. Similarly, the vehicle-side second communication unit 45 is an example of a communication device installed on the vehicle 4 that communicates wirelessly with other devices, particularly the ground-side second communication unit 33 of the ground power supply unit 3, via a second communication method. In this embodiment, the ground-side second communication unit 33 and the vehicle-side second communication unit 45 are configured to enable unidirectional communication from the ground-side second communication unit 33 of the ground power supply unit 3 to the vehicle-side second communication unit 45 via the second communication method. Therefore, in this embodiment, the ground-side second communication unit 33 functions as a transmitter, and the vehicle-side second communication unit functions as a receiver.

[0075] In this embodiment, a communication method with higher directivity than the first communication method is used as the second communication method. Furthermore, in this embodiment, a communication method with a shorter communication distance than the first communication method is used as the second communication method. Additionally, in this embodiment, the communication speed based on the second communication method is slower than the communication speed based on the first communication method. Specifically, in this embodiment, as the second communication method, communication utilizing infrared or ultrasonic waves can be used, for example, communication following any communication standard established by IrDA, etc. (e.g., IrDA DATA: infrared data), or communication not specifically following a communication standard.

[0076] Furthermore, the ground-side second communication unit 33 and the vehicle-side second communication unit 45 can also be configured to perform bidirectional communication via a second communication method. When using infrared communication as the second communication method, the ground-side second communication unit 33 has an infrared transmitter and a receiver, and similarly, the vehicle-side second communication unit 45 also has an infrared transmitter and a receiver.

[0077] <Pairing Processing>

[0078] However, as described above, when transmitting power non-contactly from the ground power supply unit 3 to the vehicle 4, it is necessary to exchange information related to power transmission between the vehicle 4 and the ground power supply unit 3. Specifically, for example, it is necessary to send from the vehicle 4 to the ground power supply unit 3 a request for power (or a request for electrical power), the current power received, a power transmission stop request, etc. Additionally, for example, it is necessary to send from the vehicle 4 to the ground power supply unit 3 various parameters of the coil 62 and capacitor 63 of the receiving device 6 (outer and inner diameters of the coil 62, number of turns of the coil 62, electrostatic capacitance of the capacitor 63, etc.), the height of the coil 62 above the ground, and the resonant frequency of the receiving-side resonant circuit 61—information related to the receiving device 6. On the other hand, for example, it is necessary to send from the ground power supply unit 3 to the vehicle 4 the current power transmission.

[0079] When transmitting and receiving information related to power transmission between vehicle 4 and ground power supply unit 3, a certain degree of high communication speed is required. Therefore, in this embodiment, the transmission and reception of this information is carried out through a first communication method.

[0080] Here, multiple ground power supply devices 3 of charging station 2 periodically output interrogation signals from the ground-side first communication unit 32. These interrogation signals contain identification information of the corresponding ground power supply device 3. Therefore, vehicle 4, by receiving these interrogation signals through the vehicle-side first communication unit 44, can obtain identification information of the ground power supply devices 3 within the range of radio waves transmitted via the first communication method.

[0081] However, the communication in the first communication method has low directionality. Therefore, the vehicle-side first communication unit 44 of the vehicle 4 parked in a parking area of ​​the charging station 2 receives interrogation signals from multiple ground-side first communication units 32. Therefore, the ECU 49 of the vehicle 4 cannot determine the ground power supply unit 3 corresponding to the parking area where the vehicle 4 is parked based on the signals received by the vehicle-side first communication unit 44 of the vehicle 4.

[0082] Furthermore, if multiple interrogation signals are received, it is considered to pair the ground power supply unit 3, which sent the interrogation signal with the strongest radio wave intensity, with the vehicle 4. However, if pairing is performed in this way, for example, if there are obstacles nearby that cause radio wave interference, it may not be possible to pair the ground power supply unit 3 corresponding to the parking area where the vehicle 4 is parked with the vehicle 4. That is, pairing may not be possible properly through communication based solely on the first communication method.

[0083] Therefore, in this embodiment, the multiple ground power supply devices 3 of the charging station 2 periodically output interrogation signals from the ground-side second communication unit 33. These interrogation signals also contain the identification information of the corresponding ground power supply device 3. Thus, the vehicle 4 can obtain the identification information of the corresponding ground power supply device 3 by receiving the interrogation signal through the vehicle-side second communication unit 45. Furthermore, in this embodiment, the ECU 49 pairs the vehicle 4 with the ground power supply device 3 when both the vehicle-side first communication unit 44 and the vehicle-side second communication unit 45 receive an interrogation signal containing the identification information of the same ground power supply device 3. That is, the ECU 49 pairs the vehicle 4 with the ground power supply device 3 when it receives the identification information of the same ground power supply device 3 through communication in the first communication mode and communication based on the second communication mode.

[0084] Here, the second communication method is a highly directional communication method. Therefore, the vehicle-side second communication unit 45 can communicate with the ground-side second communication unit 33 of the ground power supply unit 3 corresponding to the parking area where the vehicle 4 is parked. On the other hand, the vehicle-side second communication unit 45 cannot communicate with the ground-side second communication unit 33 of the ground power supply unit 3 corresponding to a parking area different from the parking area where the vehicle 4 is parked. Therefore, based on the communication based on the second communication method, the ground power supply unit 3 corresponding to the parking area where the vehicle 4 is parked can be determined.

[0085] On the other hand, in this embodiment, the communication speed based on the second communication method is relatively slow. Therefore, in communication based on the second communication method, it is not always possible to properly send and receive information related to power transmission between the ground power supply unit 3 and the vehicle 4. In contrast, in this embodiment, during pairing, communication under the first communication method is also ensured between the ground power supply unit 3 and the vehicle 4 in the parking area corresponding to where the vehicle 4 is parked. Therefore, it is possible to properly send and receive information related to power transmission between the ground power supply unit 3 and the vehicle 4.

[0086] Furthermore, in this embodiment, the ECU 49 performs vehicle movement processing when it receives one or more interrogation signals from the ground-side first communication unit 32 but not from the ground-side second communication unit 33, or when it receives interrogation signals from multiple ground-side second communication units 33. That is, the ECU 49 performs vehicle movement processing when it receives identification information of the ground power supply unit 3 via communication based on the first communication method but not via communication based on the second communication method, or when it receives identification information of multiple ground power supply units 3. Vehicle movement processing is a process for moving the vehicle 4 equipped with the ECU 49, including, for example, displaying a prompt for occupants to move on the HMI 48's display or emitting a sound prompting occupants to move from the HMI 48's speaker.

[0087] Here, even if identification information from the ground power supply unit 3 is received via communication based on the first communication method, but no identification information is received via communication based on the second communication method, or if multiple identification information is received, there is a high probability that the vehicle 4 will not be properly parked on a ground power supply unit 3. Specifically, there is a high probability that the power receiving device 6 of the vehicle 4 is located at a position far from the power transmission device 5 of the ground power supply unit 3. Thus, even if contactless power transmission is performed, the efficiency is poor when the vehicle 4 is not properly parked on a ground power supply unit 3. In contrast, in this embodiment, by urging the vehicle 4 to move in such situations, the vehicle 4 can be properly parked on a ground power supply unit 3.

[0088] Figure 5 This is a flowchart illustrating the pairing process between vehicle 4 and ground power supply unit 3. The pairing process is performed by ECU 49 of vehicle 4. In this embodiment, Figure 5 The pairing process shown begins when vehicle 4 stops after it has been parked in a parking area of ​​charging station 2. When vehicle 4 stops includes, for example, when an occupant presses the stop button on vehicle 4 or when an occupant turns off the ignition key.

[0089] Furthermore, in this embodiment, pairing processing begins when vehicle 4 stops. However, as long as vehicle 4 approaches the ground power supply unit 3, pairing processing can also begin at a different time than when vehicle 4 stops. Specifically, for example, pairing processing can also begin when vehicle 4 enters the charging station, or when vehicle 4 stops in the charging station 2 (before vehicle 4 stops), etc.

[0090] When the pairing process begins, ECU 49 retrieves the interrogation signals received in both the first and second communication modes (step S11). That is, ECU 49 retrieves the ground power supply unit 3 capable of communicating via both communication modes. If the vehicle-side first communicator 44 receives an interrogation signal, the received interrogation signal is input from the vehicle-side first communicator 44 to ECU 49. Similarly, if the vehicle-side second communicator 45 receives an interrogation signal, the received interrogation signal is input from the vehicle-side second communicator 45 to ECU 49. ECU 49 retrieves the interrogation signals input from the two communicators 44 and 45.

[0091] After the search in step S11, the ECU 49 then determines whether the vehicle-side first communication unit 44 has received an interrogation signal under the first communication mode (step S12). Since communication based on the first communication mode has low directionality and a relatively long communication distance, multiple interrogation signals are typically received when the vehicle is parked at charging station 2. If it is determined in step S12 that the vehicle-side first communication unit 44 has not received an interrogation signal under the first communication mode, steps S11 and S12 are repeated. Furthermore, if even after repeating steps S11 and S12 a certain number of times, the vehicle-side first communication unit 44 still does not receive an interrogation signal under the first communication mode, the parking location is likely not charging station 2, or the vehicle-side first communication unit 44 is malfunctioning. Therefore, in this case, pairing between the vehicle 4 and the ground power supply unit 3 can be terminated without performing pairing.

[0092] If it is determined in step S12 that an interrogation signal under the first communication mode has been received, the ECU49 determines whether the vehicle-side second communication unit 45 has received an interrogation signal under the second communication mode (step S13). Since the communication under the second communication mode has high directionality and short communication distance, as long as the vehicle 4 is parked in a position suitable for power supply from the ground power supply device 3, the vehicle-side second communication unit 45 will receive the interrogation signal under the second communication mode.

[0093] If, in step S13, it is determined that the vehicle-side second communication unit 45 has not received an interrogation signal under the second communication mode, the ECU 49 determines whether vehicle movement processing has been performed in the past (step S14). If, in step S14, it is determined that vehicle movement processing has not been performed, the ECU 49 performs vehicle movement processing to move the aforementioned vehicle 4 (step S15). When vehicle 4 stops again after it has moved, the ECU 49 again searches for interrogation signals under the first and second communication modes (step S11).

[0094] On the other hand, if it is determined in step S14 that vehicle movement processing has already been performed, the ECU 49 performs a manual processing step (step S16) to prompt the occupant to manually perform the pairing operation. Specifically, as a manual processing step, the ECU 49 displays multiple identification information items corresponding to the received interrogation signal under the first communication mode as options on the HMI 48's display. In this case, the occupant selects the identification information of the ground power supply unit 3 corresponding to the parking area where the vehicle 4 is parked from the identification information displayed in the HMI 48. Alternatively, as a manual processing step, the ECU 49 displays an input field on the HMI 48 for inputting the identification information (e.g., identification number) of the ground power supply unit 3. In this case, the occupant inputs the identification information of the ground power supply unit 3 corresponding to the parking area where the vehicle 4 is parked via the HMI 48.

[0095] When manual processing is performed in step S16, ECU49 determines whether a pairing operation performed by the occupant has been carried out (step S17). That is, ECU49 determines whether the occupant has performed a pairing operation prompted by the manual processing in step S16. Specifically, if the identification information option is displayed on the screen during manual processing, and the occupant selects the identification information, it is determined that a pairing operation performed by the occupant has been carried out. Additionally, if the identification information input field is displayed on the screen during manual processing, and the occupant inputs the identification information, it is determined that a pairing operation performed by the occupant has been carried out. If it is determined in step S17 that no pairing operation performed by the occupant has been carried out within a certain period, ECU49 ends the pairing process. If it is determined in step S17 that a pairing operation performed by the occupant has been carried out, ECU49 pairs the vehicle 4 with the ground power supply unit 3 corresponding to the identification information determined by the pairing operation (step S18). Furthermore, when pairing the vehicle 4 with the ground power supply unit 3, ECU49 sends a pairing notification to the corresponding ground power supply unit 3 via the vehicle-side first communication unit 44.

[0096] If, in step S13, it is determined that the vehicle-side second communication unit 45 has received an interrogation signal under the second communication method, the ECU 49 determines whether the identification information contained in the interrogation signal received through the first communication method includes the identification information contained in the interrogation signal received through the second communication method (step S19). If, in step S19, it is determined that the identification information obtained under the first communication method does not include the identification information obtained under the second communication method, it determines whether the number of times such determination has been performed is less than a predetermined number (step S20). If, in step S20, it is determined that the number of times such determination has been performed is less than a predetermined number, the ECU 49 searches for interrogation signals under both the first and second communication methods again (step S11). On the other hand, if, in step S20, the determination that the identification information obtained under the first communication method does not include the identification information obtained under the second communication method has been repeatedly performed more than a predetermined number of times, the ECU 49 performs a manual process to enable manual pairing by the occupant (step S16).

[0097] Thus, in this embodiment, if the identification information contained in the interrogation signal received via communication based on the second communication method is not included in the identification information contained in the interrogation signal received via communication based on the first communication method, manual processing is performed to allow the vehicle occupants to manually pair the devices. As a result, mispairing is suppressed in such cases.

[0098] Furthermore, if in step S19 it is determined that the identification information obtained under the first communication method contains identification information obtained under the second communication method, the ECU49 determines whether there is only one interrogation signal received through the second communication method (step S21). If in step S21 it is determined that there is only one interrogation signal received through the second communication method, it can be considered that the vehicle 4 is properly parked on the ground power supply device 3, and therefore the ECU49 pairs the vehicle 4 with the ground power supply device 3 corresponding to the identification information contained in the interrogation signal received through the second communication method (step S18).

[0099] On the other hand, if in step S21 it is determined that there are multiple interrogation signals received via the second communication method, it can be considered that vehicle 4 is not properly parked on the ground power supply device 3, and therefore vehicle movement processing is performed in step S15 after step S14. Specifically, in this case, ECU 49 determines whether vehicle movement processing has already been performed (step S14). If it is determined that vehicle movement processing has not been performed, ECU 49 performs vehicle movement processing to move the aforementioned vehicle 4 (step S15). On the other hand, if it is determined in step S14 that vehicle movement processing has already been performed, manual processing is performed (step S16).

[0100] That is, in this embodiment, even if it is determined in step S12 that an inquiry signal (i.e., identification information) has been received through communication based on the first communication method, but in step S13 it is determined that no inquiry signal (i.e., identification information) has been received through communication based on the second communication method, or in step S21 it is determined that multiple inquiry signals have been received, vehicle movement processing is performed.

[0101] Furthermore, in this embodiment, if the situation does not improve despite vehicle movement processing, and it is determined in step S13 that no interrogation signal (i.e., identification information) has been received via communication based on the second communication method, or it is determined in step S21 that multiple interrogation signals have been received, manual processing for manual pairing by the occupant is performed. Thus, when the ground power supply unit 3 corresponding to the parking area where vehicle 4 is parked cannot be determined via communication based on the second communication method, manual pairing by the occupant suppresses mispairing.

[0102] <Power Transmission Processing>

[0103] Next, refer to Figure 6 The power transmission process performed by the controller 35 of the ground power supply unit 3 will be explained. Figure 6 It is a flowchart representing the power transmission process. Figure 6 The power transmission process shown begins when a pairing notification is received from the corresponding vehicle 4.

[0104] When power transmission processing begins, controller 35 controls power transmission device 5 to initiate power transmission (step S31). Specifically, controller 35 controls inverter 52 to supply alternating current to the transmission-side resonant circuit 53. When power transmission begins in the power transmission device 5, controller 35 periodically calculates the power transmission capacity of the power transmission device 5 and periodically transmits the calculated power transmission capacity to vehicle 4 via communication based on a first communication method (step S32). The power transmission capacity is calculated based on various outputs from ground-side sensors 34.

[0105] During power transmission based on the power transmission device 5, the controller 35 determines whether a power transmission stop instruction has been received from the vehicle 4 via communication based on the first communication method (step S33). If it is determined that no power transmission stop instruction has been received, power transmission based on the power transmission device 5 continues. On the other hand, if it is determined in step S33 that a power transmission stop instruction has been received from the vehicle 4, the controller 35 controls the power transmission device 5 to stop power transmission (step S34). Afterwards, the controller 35 decouples from the vehicle 4 (step S35).

[0106] <Electrical Processing>

[0107] Next, refer to Figure 7The electrical processing performed by ECU49 of vehicle 4 will be explained. Figure 7 It is a flowchart representing the process of receiving and processing electricity. Figure 7 The power receiving process shown is in Figure 5 The pairing process begins in step S18.

[0108] When power receiving begins, ECU 49 controls power receiving device 6 to begin accepting power (step S41). Specifically, ECU 49 controls relay 46 to connect charging circuit 65 and battery 42. When power receiving based on power receiving device 6 begins, ECU 49 accepts power supplied from ground power supply device 3 via step S32 and periodically calculates the power received by power receiving device 6 (step S42). The power received is calculated based on various outputs from vehicle-side sensors 47.

[0109] During the power receiving process based on the power receiving device 6, ECU49 determines whether the power supply efficiency of the contactless power transmission from the ground power supply device 3 to the vehicle 4 is greater than or equal to a predetermined value (specifically, for example, 70%) (step S43). The power supply efficiency is calculated by dividing the received power obtained in step S42 by the transmitted power.

[0110] If, in step S43, it is determined that the power supply efficiency is above a predetermined value, i.e., when power is being appropriately supplied from the ground power supply unit 3 to the vehicle 4, the ECU 49 then determines whether the state of charge (SOC) of the battery 42 has reached a reference value (e.g., approximately 100%) or higher (step S44). The battery's charge rate is detected, for example, by the vehicle-side sensor 47. If, in step S44, it is determined that the charge rate is below the reference value, power continues to be received based on the power receiving device 6. On the other hand, if, in step S44, it is determined that the SOC has reached or exceeded the reference value, the ECU 49 sends a power supply stop instruction to the ground power supply unit 3 via communication based on the first communication method (step S45). Additionally, at this time, the ECU 49 controls the relay 46 to disconnect the charging circuit 65 from the battery 42. Afterwards, the ECU 49 disconnects from the ground power supply unit 3 (step S46).

[0111] On the other hand, if it is determined in step S43 that the power supply efficiency is less than a predetermined value, the ECU 49 sends a power supply stop instruction to the ground power supply device 3 via communication based on the first communication method (step S47). Furthermore, the ECU 49 unpairs itself from the ground power supply device 3 (step S48). This is because, in such a case, power is not being properly supplied from the ground power supply device 3 to the vehicle 4. In particular, in such a case, it is possible that the vehicle 4 and the ground power supply device 3 corresponding to the parking area of ​​the vehicle 4 were not properly paired. Therefore, in such a case, the ECU 49, similar to step S16, performs a manual process to allow the occupant to manually pair the devices (step S49). That is, in this embodiment, when supplying power from the ground power supply device 3 to the vehicle 4, the ECU 49 calculates the power supply efficiency from the ground power supply device 3 to the vehicle 4, and if the calculated power supply efficiency is less than a predetermined value, it causes the vehicle-side first communication device 44 to send a power supply stop instruction to the ground power supply device 3.

[0112] When manual processing is performed in step S49, ECU 49, similar to step S17, determines whether a pairing operation performed by the occupant has been carried out (step S50). If it is determined in step S50 that a pairing operation has been carried out, ECU 49, similar to step S18, pairs the vehicle 4 with the ground power supply device 3 corresponding to the identification information determined by the pairing operation (step S51). On the other hand, if it is determined in step S50 that no pairing operation has been carried out, ECU 49 terminates the power receiving process.

[0113] <Variation Example>

[0114] In addition to the first communication units 32 and 44 and the second communication units 33 and 45, the ground power supply unit 3 and the vehicle 4 may also have communication units capable of wide-area wireless communication. Wide-area wireless communication is communication with a longer communication distance compared to narrow-area wireless communication, specifically, for example, communication with a communication distance of 10 meters to 10 kilometers. As wide-area wireless communication, various wireless communication methods with long communication distances can be used, such as communication following any communication standard established by 3GPP (registered trademark) or IEEE (registered trademark), such as 4G, LTE, 5G, WiMAX, etc. In this case, communication based on the first wireless communication method of the first communication units 32 and 44 can be replaced by wide-area wireless communication for transmitting and receiving information related to power transmission.

[0115] Furthermore, in the above embodiment, vehicle 4 is a vehicle driven by an occupant. However, vehicle 4 can also be an autonomous vehicle in which the ECU 49 at least partially and automatically performs driving operations. In this case, the vehicle movement process performed in step S15 can also be a process in which the ECU 49 automatically moves vehicle 4.

[0116] Furthermore, in the above embodiment, if it is determined in step S13 that no interrogation signal has been received through communication based on the second communication method, or if it is determined in step S21 that multiple interrogation signals have been received, vehicle movement processing is performed. However, even in such cases, the pairing process may end without performing vehicle movement processing. Alternatively, in such cases, the manual processing in step S16 may be performed without performing vehicle movement processing.

[0117] The preferred embodiments of the present invention have been described above, but the present invention is not limited to these embodiments, and various modifications and changes can be implemented within the scope of the claims.

[0118] Label Explanation

[0119] 1. Non-contact power supply system;

[0120] 2. Charging stations;

[0121] 3. Ground power supply equipment;

[0122] 4. Vehicles;

[0123] 5. Power transmission equipment;

[0124] 6. Power receiving device;

[0125] 32. First communication unit on the ground side;

[0126] 33. Second communication unit on the ground side;

[0127] 35. Controller;

[0128] 44. First communication unit on the vehicle side;

[0129] 45. Second communication unit on the vehicle side;

[0130] 49 ECU.

Claims

1. A vehicle capable of receiving electricity from a ground-based power supply unit, wherein, The vehicle has: The first communication device communicates wirelessly with the ground power supply device via a first communication method; The second communication device communicates wirelessly with the ground power supply device through a second communication method that is more directional than the first communication method. and The control device is connected to the first communication device and the second communication device. When the control device receives identification information of the same ground power supply device through communication in the first communication mode and communication based on the second communication mode, it pairs the vehicle with the ground power supply device.

2. The vehicle according to claim 1, wherein, The control device performs vehicle movement processing to move the vehicle if it receives identification information of the ground power supply device through communication based on the first communication method but does not receive identification information of the ground power supply device through communication based on the second communication method, or if it receives identification information of multiple ground power supply devices through communication based on the second communication method.

3. The vehicle according to claim 2, wherein, The control device performs manual processing to enable the occupants of the vehicle to manually pair up if, despite the vehicle movement processing, no identification information is received via communication based on the second communication method, or if identification information of multiple ground power supply devices is received via communication based on the second communication method.

4. The vehicle according to any one of claims 1 to 3, wherein, If the identification information of the ground power supply device received via communication based on the second communication method is not included in the identification information of the ground power supply device received via communication based on the first communication method, the control device performs manual processing to enable the occupants of the vehicle to manually pair.

5. The vehicle according to any one of claims 1 to 3, wherein, When the control device supplies power to the vehicle from the ground power supply device, it calculates the power supply efficiency from the ground power supply device to the vehicle. If the calculated power supply efficiency is less than a specified value, it causes the first communication device to send a power supply stop instruction to the ground power supply device.

6. The vehicle according to any one of claims 1 to 3, wherein, The communication under the second communication method is a one-way communication from the ground power supply device to the second communication device.

7. The vehicle according to any one of claims 1 to 3, wherein, The communication speed based on the second communication method is slower than the communication speed based on the first communication method.

8. The vehicle according to any one of claims 1 to 3, wherein, The second communication method is communication using infrared or ultrasonic waves.

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