Electric vehicle charging device

Abstract

To provide an electrically-driven vehicle charger which preferentially charges an electrically-driven vehicle whose temperature of catalyst is low (amount of discharged exhaust-gas is larger) to be capable of decreasing the amount of discharging exhaust-gas.SOLUTION: A charger 100 (electrically-driven vehicle charger) comprises: a charging lane 110 (power supply part) which supplies an electrically-driven vehicle 10 positioned at a prescribed charging position with electric power; and a processor 121 (control part) which controls the charging lane 110. The charger 100 also includes a communication part 123 (second communication part) which communicates with a communication apparatus 13 (first communication part) of the electrically-driven vehicle 10 to obtain temperature information of a catalyst 17a. The processor 121 performs, when the temperature of the catalyst 17a is higher than a prescribed threshold temperature, an approach inhibitory control which inhibits the electrically-driven vehicle 10 from approaching the prescribed charging position.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to an electric vehicle charging device.

Background Art

[0002] For example, the charging device described in Japanese Unexamined Patent Application Publication No. 2020-010451 (Patent Document 1) includes a power transmission unit provided on a road surface. This power transmission unit performs non-contact power supply to a power reception unit of a vehicle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The charging device described in the above Patent Document 1 includes a power transmission unit that performs non-contact power supply to a power reception unit of a vehicle. However, the charging device of the above Patent Document 1 does not consider charging the vehicle in consideration of the temperature of the vehicle's catalyst. Here, it is known that a vehicle with a low catalyst temperature has a relatively large amount of exhaust gas (such as NOx) discharged when the engine is driven. Therefore, it is desired to reduce the amount of exhaust gas discharged by a vehicle with a low catalyst temperature.

[0005] The present disclosure has been made to solve such problems, and an object of the present disclosure is to provide an electric vehicle charging device capable of reducing the amount of exhaust gas discharged by a vehicle with a low catalyst temperature.

Means for Solving the Problems

[0006] An electric vehicle charging device according to one aspect of the present disclosure is an electric vehicle charging device that charges a power storage unit of an electric vehicle including a catalyst, and includes a power supply unit that supplies power to an electric vehicle located at a predetermined charging position, a control unit that controls the power supply unit, and a second communication unit that communicates with a first communication unit of the electric vehicle to acquire temperature information of the catalyst. The control unit performs entry suppression control to suppress entry of the electric vehicle into the predetermined charging position when the temperature of the catalyst is higher than a predetermined threshold temperature.

[0007] In the electric vehicle charging device according to the above aspect, as described above, the control unit performs entry suppression control to suppress entry of the electric vehicle into the predetermined charging position when the temperature of the catalyst is higher than a predetermined threshold temperature. As a result, entry of an electric vehicle with a high catalyst temperature (low exhaust gas emission amount) into the charging lane is suppressed, so that an electric vehicle with a low catalyst temperature (high exhaust gas emission amount) can be preferentially allowed to enter the charging lane. As a result, the SOC of the electric vehicle with a low catalyst temperature can be preferentially increased, so that driving of the engine in the electric vehicle with a low catalyst temperature can be suppressed. Thereby, the amount of exhaust gas discharged from the vehicle with a low catalyst temperature can be reduced.

Effect of the Invention

[0008] According to the present disclosure, the amount of exhaust gas discharged from a vehicle with a low catalyst temperature can be reduced.

Brief Description of the Drawings

[0009]

Figure 1

Figure 2

Figure 3

Figure 4

Best Mode for Carrying Out the Invention

[0010] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and their description will not be repeated.

[0011] (Configuration of Charging System) FIG. 1 is a diagram showing an overview of a charging system 100 according to an embodiment of the present disclosure. The charging system 100 is a system (device) for charging a battery 12 (described later) of the electric vehicle 10. Note that the charging system 100 is an example of the "electric vehicle charging device" of the present disclosure.

[0012] The charging system 100 includes a charging lane 110 and a charging device 120. The charging lane 110 is provided at at least one point on the road lane. The charging device 120 controls the charging lane 110. The charging device 120 may be installed adjacent to the charging lane 110, or may remotely control the charging lane 110 at a position separated from the charging lane 110. Note that the charging lane 110 is an example of the "power supply unit" of the present disclosure.

[0013] The charging lane 110 is provided so as to extend along the traveling direction of the electric vehicle 10. Specifically, the charging lane 110 is provided along the road surface of the lane on which the electric vehicle 10 travels. That is, the electric vehicle 10 passes above the charging lane 110 when traveling on the lane. Note that the charging lane 110 may be embedded in the lane.

[0014] The charging lane 110 includes a plurality of power transmission units 111. The power transmission unit 111 includes a coil. When an electric current flows through the coil in the power transmission unit 111, a magnetic flux is generated in a direction perpendicular to the ground. When the power transmission unit 111 of the charging lane 110 and a later-described power receiving unit 16 of the electric vehicle 10 overlap in the vertical direction, a voltage is generated in the power receiving unit 16 based on the magnetic flux generated by the power transmission unit 111. Thereby, power is supplied from the power transmission unit 111 to the power receiving unit 16. That is, the charging lane 110 is configured to be capable of non-contact power supply to the electric vehicle 10. Each position where the power transmission unit 111 is arranged shows an example of the "predetermined charging position" of the present disclosure.

[0015] The plurality of power transmission units 111 are arranged side by side along the extending direction of the charging lane 110. The plurality of power transmission units 111 are arranged in a row in the charging lane 110. The plurality of power transmission units 111 are arranged at equal intervals from each other. There is a distance D between the power transmission units 111.

[0016] The charging device 120 includes a processor 121, a memory 122, a communication unit 123, and a power supply unit 124. The processor 121 performs predetermined information processing. The memory 122 is configured to be able to store various information. In addition to the program executed by the processor 121, information used in the program (for example, maps, mathematical formulas, and various parameters) is stored in the memory 122. The communication unit 123 includes various communication I / Fs. Note that the processor 121 and the communication unit 123 are examples of the "control unit" and the "second communication unit" of the present disclosure, respectively.

[0017] The power supply unit 124 is electrically connected to each of the plurality of power transmission units 111. Based on the power from the power supply unit 124, an electric current flows through each of the plurality of power transmission units 111. Note that the power supply unit 124, the processor 121, the memory 122, and the communication unit 123 may be provided in different devices from each other. For example, the processor 121, the memory 122, and the communication unit 123 may be provided in a server that communicates with the charging device 120.

[0018] The processor 121 controls the charging lane 110 (power transmission unit 111). Specifically, the processor 121 is configured to be able to arbitrarily switch the power transmission unit 111 that generates magnetic flux. Note that the processor 121 may adjust the power supplied by the power transmission unit 111 to the electric vehicle 10.

[0019] The communication unit 123 communicates (wirelessly communicates) with a communication device 13 (to be described later) of the electric vehicle 10. The communication unit 123 communicates with the communication device 13 of the electric vehicle 10 to acquire the position information, vehicle speed information, SOC (State Of Charge) information, etc. of the electric vehicle 10. Note that the communication with the communication device 13 of the electric vehicle 10 may include communicating indirectly with the communication device 13 via, for example, a user's communication device (such as a smartphone and a tablet) or an external server in addition to directly communicating with the communication device 13 of the electric vehicle 10. Note that the communication device 13 is an example of the "first communication unit" of the present disclosure.

[0020] The electric vehicle 10 includes a traveling motor 11, a battery 12, a communication device 13, an ECU (Electronic Control Unit) 14, an engine 15, a power receiving unit 16, and a catalyst case 17. Note that the battery 12 is an example of the "power storage unit" of the present disclosure.

[0021] The electric vehicle 10 includes, for example, a PHEV (Plug-in Hybrid Electric Vehicle). That is, the electric vehicle 10 can perform traveling, power generation, etc. using the engine 15. When the remaining amount (SOC) of the battery 12 drops to a predetermined threshold value, the electric vehicle 10 performs traveling, power generation, etc. by driving the engine 15.

[0022] The battery 12 supplies power to the traveling motor 11. The battery 12 includes a secondary battery that stores traveling power. The secondary battery is a battery pack including a plurality of lithium-ion batteries or a plurality of nickel-metal hydride batteries. Note that another power storage device such as an electric double layer capacitor may be adopted instead of the secondary battery.

[0023] In addition, the communication device 13 may include a communication I / F compatible with a DCM (Data Communication Module) or 5G (5th generation mobile communication system). The ECU 14 controls the power of the battery 12. The ECU 14 may be a computer or a CPU (Central Processing Unit).

[0024] The power receiving unit 16 includes a coil. The power receiving unit 16 is supplied with power by non-contact power feeding from the power transmitting unit 111. Specifically, non-contact power feeding is performed between the power receiving unit 16 and the power transmitting unit 111. The power receiving unit 16 is provided on the bottom surface of the electric vehicle 10 so as to be exposed outside the vehicle body. Also, the power receiving unit 16 is provided on the front side of the electric vehicle 10. Note that the position of the power receiving unit 16 is not limited to this.

[0025] The catalyst case 17 is provided to accommodate the catalyst 17a. The catalyst 17a is provided to detoxify exhaust gas (such as NOx) generated when the engine 15 is driven by a reduction reaction. Also, the catalyst case 17 is formed of, for example, stainless steel. Note that the catalyst case 17 is disposed on the rear side of the electric vehicle 10.

[0026] The communication unit 123 of the charging device 120 communicates with the communication device 13 of the electric vehicle 10 to acquire the temperature information of the catalyst 17a.

[0027] Here, it is known that a vehicle with a low catalyst temperature has a relatively large amount of exhaust gas (such as NOx) discharged when the engine is driven. Therefore, it is desired to reduce the amount of exhaust gas discharged by a vehicle with a low catalyst temperature.

[0028] Therefore, in the present embodiment, the processor 121 performs entry suppression control to suppress the electric vehicle 10 from entering the charging position by the power transmitting unit 111 when the temperature of the catalyst 17a is higher than a predetermined threshold temperature. Specifically, the processor 121 performs entry suppression control to suppress the electric vehicle 10 with the temperature of the catalyst 17a higher than the predetermined threshold temperature from entering the charging lane 110.

[0029] As a result, since the frequency of use of the charging lane 110 by the electric vehicle 10 with a high temperature of the catalyst 17a is reduced, the electric vehicle 10 with the temperature of the catalyst 17a below a predetermined threshold temperature can preferentially use the charging lane 110.

[0030] Further, the above-described entry inhibition control includes notifying the communication device 13 of the electric vehicle 10 with a high temperature of the catalyst 17a from the communication unit 123 of the charging device 120 of the prohibition of entry into the charging lane 110. In this case, the processor 121 may display a message of prohibition of entry or play a voice message indicating the prohibition of entry by using a car navigation (not shown) of the electric vehicle 10 with a high temperature of the catalyst 17a through the communication unit 123. At this time, the processor 121 may also notify the electric vehicle 10 of the position of the charging lane 110 where entry is prohibited through the communication unit 123.

[0031] Further, the processor 121 may perform entry inhibition control based on the planned travel route of the electric vehicle 10 with a high temperature of the catalyst 17a. Specifically, the processor 121 may determine whether the electric vehicle 10 passes through the charging lane 110 based on the information on the planned travel route of the electric vehicle 10 transmitted from the communication device 13 of the electric vehicle 10. Then, when it is predicted that the electric vehicle 10 with a high temperature of the catalyst 17a passes through the charging lane 110, the processor 121 may perform entry inhibition control on the electric vehicle 10 with a high temperature of the catalyst 17a.

[0032] Further, the processor 121 may perform entry inhibition control at a predetermined time (for example, 10 minutes before) before the time when it is predicted that the electric vehicle 10 with a high temperature of the catalyst 17a passes through the charging lane 110. Thereby, the electric vehicle 10 with a high temperature of the catalyst 17a can travel so as to more surely avoid the charging lane 110.

[0033] Furthermore, the entry inhibition control is not limited to the above example. For example, when the electric vehicle 10 with a high temperature of the catalyst 17a approaches the charging lane 110, the processor 121 may cause an external device (e.g., the charging device 120) to generate a warning sound warning against entry into the charging lane 110. Also, when the electric vehicle 10 with a high temperature of the catalyst 17a approaches the charging lane 110, the processor 121 may cause a message warning against entry into the charging lane 110 to be displayed on an electric light board or the like.

[0034] Also, the processor 121 may transmit, through the communication unit 123, a message notifying the user's communication terminal (such as a smartphone and a tablet) of the electric vehicle 10 with a high temperature of the catalyst 17a of the prohibition of entry into the charging lane 110.

[0035] Also, the processor 121 may perform entry promotion control to promote entry of the electric vehicle 10 with a temperature of the catalyst 17a equal to or lower than a predetermined threshold temperature into the charging lane 110. This entry promotion control includes notifying the electric vehicle 10 that entry into the charging lane 110 is permitted. For example, the processor 121 may use a car navigation (not shown) of the electric vehicle 10 with a low temperature of the catalyst 17a through the communication unit 123 to display a message prohibiting entry or play a voice message indicating the prohibition of entry. At this time, the processor 121 may also notify the electric vehicle 10 of the position of the charging lane 110 where entry is permitted through the communication unit 123.

[0036] Also, the processor 121 may predict the temperature of the catalyst 17a at the time predicted to pass through the charging lane 110 based on the transition of the temperature change of the catalyst 17a. Then, when the predicted temperature of the catalyst 17a is higher than a predetermined threshold temperature, the processor 121 may perform the above entry inhibition control. Also, when the predicted temperature of the catalyst 17a is equal to or lower than a predetermined threshold temperature, the processor 121 may perform the above entry promotion control.

[0037] Further, when the electric vehicle 10 with a low temperature of the catalyst 17a passes through the charging lane 110, the processor 121 may turn on the power transmission unit 111 (a state in which power transmission is possible). Therefore, when the electric vehicle 10 with a low temperature of the catalyst 17a is not passing through the charging lane 110, the processor 121 may turn off the power transmission unit 111 (a state in which power transmission is not possible).

[0038] Also, as shown in FIG. 2, when the electric vehicle 10 with a low temperature of the catalyst 17a passes through the charging lane 110, the processor 121 turns on the power transmission unit 111 (the power transmission unit 111 below the power receiving unit 16) at the timing when the power receiving unit 16 passes above the power transmission unit 111. Therefore, as the electric vehicle 10 with a low temperature of the catalyst 17a moves, the processor 121 sequentially switches the power transmission units 111 on the inlet side of the charging lane 110 to the on state.

[0039] At this time, the processor 121 may calculate the timing (time) when the power receiving unit 16 passes above each power transmission unit 111 based on the speed of the electric vehicle 10 and the distance D between the power transmission units 111. Further, the processor 121 may switch each of the plurality of power transmission units 111 to the on state based on the position of the electric vehicle 10 by means of GPS (Global Positioning System) or the like.

[0040] Also, as shown in FIG. 3, when the catalyst case 17 passes above the power transmission unit 111, the processor 121 turns on the power transmission unit 111 (the power transmission unit 111 below the catalyst case 17). As a result, the magnetic flux of the power transmission unit 111 intersects the catalyst case 17, so that the catalyst case 17 is heated and the temperature of the catalyst 17a rises. As a result, it is possible to reduce the amount of exhaust gas discharged when the engine of this electric vehicle 10 is driven.

[0041] Note that the processor 121 may turn on all of the plurality of power transmission units 111 while the electric vehicle 10 with a low temperature of the catalyst 17a is passing through the charging lane 110.

[0042] Further, the predetermined threshold temperature is stored in advance in the memory 122 of the charging device 120. When a plurality of charging lanes 110 are provided, different predetermined threshold temperatures may be set for each charging lane 110.

[0043] Further, the processor 121 may perform the above entry inhibition control on the electric vehicle 10 in which the temperature of the catalyst 17a is low and the SOC of the electric vehicle 10 is greater than a predetermined value (for example, 80%). Thereby, it is possible to preferentially charge the electric vehicle 10 that is more likely to emit exhaust gas due to the low temperature of the catalyst 17a and the low SOC.

[0044] (Sequence control of the charging system) Next, with reference to FIG. 4, the sequence control of the charging system 100 and the electric vehicle 10 will be described.

[0045] First, in step S1, the charging system 100 (processor 121) acquires various information from the electric vehicle 10 through the communication unit 123. The various information includes the temperature information of the catalyst 17a of the electric vehicle 10 and the SOC information of the electric vehicle 10.

[0046] Next, in step S2, the charging system 100 (processor 121) determines whether the temperature of the catalyst 17a is higher than a predetermined threshold temperature based on the temperature information of the catalyst 17a acquired in step S1. If it is determined that the temperature of the catalyst 17a is higher than the predetermined threshold temperature (Yes in S2), the process proceeds to step S3. If it is determined that the temperature of the catalyst 17a is equal to or lower than the predetermined threshold temperature (No in S2), the process proceeds to step S4.

[0047] In step S3, the charging system 100 (processor 121) performs entry inhibition control to inhibit the entry of the electric vehicle 10 into the charging lane 110. Specifically, the charging system 100 (processor 121) conveys to the electric vehicle 10 that entry into the charging lane 110 is prohibited. For example, the charging system 100 (processor 121) transmits, through the communication unit 123, a message indicating that entry into the charging lane 110 is prohibited to the communication device 13 of the electric vehicle 10. After step S3, the process ends.

[0048] In step S4, the charging system 100 (processor 121) determines whether the state of charge (SOC) of the electric vehicle 10 obtained in step S1 is higher than a predetermined value (for example, 80%). If it is determined that the SOC is higher than the predetermined value (Yes in S4), the process proceeds to step S5. If it is determined that the SOC is equal to or lower than the predetermined value (No in S4), the process proceeds to step S6.

[0049] In step S5, the charging system 100 (processor 121) performs the same entry inhibition control as in step S3. After step S5, the process ends. Note that the processes of steps S4 and S5 may not be performed.

[0050] In step S6, the charging system 100 (processor 121) performs entry promotion control to promote the entry of the electric vehicle 10 into the charging lane 110. Specifically, the charging system 100 (processor 121) conveys to the electric vehicle 10 that entry into the charging lane 110 is permitted. For example, the charging system 100 (processor 121) transmits, through the communication unit 123, a message indicating that entry into the charging lane 110 is permitted to the communication device 13 of the electric vehicle 10.

[0051] Next, in step S7, the charging system 100 (processor 121) determines whether the electric vehicle 10 has entered the charging lane 110. Specifically, the charging system 100 (processor 121) may perform the above determination based on the position information of the electric vehicle 10 acquired by GPS or the like. Further, the charging system 100 (processor 121) may perform the above determination based on an image captured by a camera (not shown). When it is determined that the electric vehicle 10 has entered the charging lane 110 (Yes in S7), the process proceeds to step S8. When it is determined that the electric vehicle 10 has not entered the charging lane 110 (No in S7), the process of step S7 is repeated.

[0052] Next, in step S8, while the electric vehicle 10 is passing through the charging lane 110, the charging system 100 (processor 121) controls the plurality of power transmission units 111. Specifically, the charging system 100 (processor 121) sequentially turns on the power transmission units 111 through which the power receiving unit 16 of the electric vehicle 10 passes above. Further, the charging system 100 (processor 121) sequentially turns on the power transmission units 111 through which the catalyst case 17 of the electric vehicle 10 passes above. Then, the process ends.

[0053] Note that after step S8, the charging system 100 (processor 121) may determine whether the electric vehicle 10 has passed through (exited) the charging lane 110. When the charging system 100 (processor 121) determines that the electric vehicle 10 has passed through the charging lane 110, it may perform a predetermined process. This predetermined process includes, for example, a process of notifying the electric vehicle 10 of the charging result and the temperature of the catalyst 17a, a process of turning off the power transmission unit 111, and the like.

[0054] As described above, in this embodiment, when the temperature of the catalyst 17a is higher than a predetermined threshold temperature, the charging system 100 (processor 121) performs entry suppression control to suppress the entry of the electric vehicle 10 into the charging position (charging lane 110) by the power transmission unit 111. As a result, since the entry of the electric vehicle 10 with a high temperature of the catalyst 17a (low exhaust gas emission amount) into the charging lane 110 is suppressed, congestion of the charging lane 110 can be suppressed. As a result, the electric vehicle 10 with a low temperature of the catalyst 17a (large exhaust gas emission amount) can easily use the charging lane 110.

[0055] In the above embodiment, an example in which the electric vehicle 10 is charged by the power transmission unit 111 of the charging lane 110 is shown, but the present disclosure is not limited to this. For example, the electric vehicle 10 may be charged by an EVSE (Electric Vehicle Supply Equipment). In this case, non-contact charging may be performed, or charging may be performed using a cable.

[0056] The embodiments disclosed this time should be considered as illustrative in all respects and not restrictive. The scope of the present disclosure is indicated by the claims rather than the description of the above embodiments, and it is intended that all modifications within the meaning and scope equivalent to the claims be included.

Explanation of Reference Numerals

[0057] 10 Electric vehicle, 12 Battery (power storage unit), 13 Communication device (first communication unit), 17a Catalyst, 100 Charging system (electric vehicle charging device), 110 Charging lane (power supply unit), 121 Processor (control unit), 123 Communication unit (second communication unit).

Claims

An electric vehicle charging device for charging a power storage unit of an electric vehicle, the electric vehicle charging device including an engine and a catalyst that reduces exhaust gas generated by driving the engine, the electric vehicle charging device comprising: a power supply unit that supplies power to the electric vehicle located at a predetermined charging position; a control unit that controls the power supply unit; a second communication unit that communicates with a first communication unit of the electric vehicle to acquire temperature information of the catalyst; and the control unit performs entry suppression control to suppress entry of the electric vehicle into the predetermined charging position when the temperature of the catalyst is higher than a predetermined threshold temperature. An electric vehicle charging device.

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