Vehicle and Vehicle Control Method

Abstract

To accurately correct positional deviation in the vehicle width direction between a power receiving coil provided on a vehicle and a power transmitting coil provided on a road.SOLUTION: A vehicle 3, 3' includes a power receiving coil 52 that receives power from a power transmitting coil 44 installed on a road, a movable actuator 8 that adjusts the position of the power receiving coil in the vehicle width direction, and a control device 7. The control device displaces the movable actuator such that the power receiving coil directly faces the power transmitting coil in the vehicle width direction, and performs correction control of the turning angle of the vehicle on the basis of the amount of displacement of the movable actuator.SELECTED DRAWING: Figure 7

Description

Technical Field

[0001] The present invention relates to a vehicle and a vehicle control method.

Background Art

[0002] Conventionally, a technique for non-contact power transmission between a power supply device provided on a road and a vehicle using a transmission method such as a magnetic resonance method is known (for example, Patent Document 1). By using such a technique, non-contact power supply to the vehicle can be performed while the vehicle is running.

[0003] However, when the vehicle passes through a power supply area where the power transmission coil of the power supply device is installed, if a positional deviation in the vehicle width direction occurs between the power reception coil provided on the vehicle and the power transmission coil of the power supply device, the power transmission efficiency from the power transmission coil to the power reception coil decreases. In contrast, Patent Document 1 describes that the power reception coil is moved in the vehicle width direction so that the power reception coil is located at a desired position above the power transmission coil.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] However, when the power reception coil is moved in the vehicle width direction by an actuator provided on the vehicle, as the amount of positional deviation of the power reception coil with respect to the power transmission coil increases, the displacement amount of the actuator increases. As a result, the correction accuracy may decrease due to disturbances, or there is a risk that the positional deviation cannot be corrected because the movable range of the actuator is insufficient.

[0006] Therefore, in view of the above problems, an object of the present invention is to accurately correct the lateral displacement between a power receiving coil provided on a vehicle and a power transmitting coil provided on a road.

Means for Solving the Problems

[0007] The gist of the present disclosure is as follows.

[0008] (1) A vehicle, comprising: a power receiving coil that receives power from a power transmitting coil provided on a road; a movable actuator that adjusts the position of the power receiving coil in the vehicle width direction of the vehicle; and a control device. The control device displaces the movable actuator so that the power receiving coil faces the power transmitting coil in the vehicle width direction, and executes correction control of the steering angle of the vehicle based on the displacement amount of the movable actuator.

[0009] (2) The vehicle according to (1) above, wherein the control device determines a target value of the steering angle so that the displacement amount becomes zero.

[0010] (3) The vehicle according to (2) above, wherein the control device determines a target value of the steering angle so that the average value of the displacement amount at a predetermined time becomes zero.

[0011] (4) The vehicle according to (2) above, further comprising a low-pass filter that extracts a low-frequency component of the displacement amount, and the control device determines a target value of the steering angle so that the output value of the low-pass filter becomes zero.

[0012] (5) The vehicle according to any one of (1) to (4) above, wherein the control device performs feedback control on the movable actuator so that the lateral displacement amount between the power receiving coil and the power transmitting coil becomes zero, and the execution interval of the correction control is longer than the execution interval of the feedback control.

[0013] (6) The vehicle according to any one of (1) to (5) above, wherein the control device stops the correction control when a lane change, a right turn, or a left turn of the vehicle is predicted.

[0014] (7) The vehicle further includes an output device that outputs information, and the control device, as the correction control, instructs the driver of the vehicle to perform a steering operation via the output device. The vehicle according to any one of (1) to (6) above.

[0015] (8) The vehicle further includes a steering actuator that steers the steered wheels of the vehicle, and the control device, as the correction control, controls the steering actuator so that the steering angle changes. The vehicle according to any one of (1) to (6) above.

[0016] (9) The control device controls the steering actuator and the movable actuator so that the speed at which the power receiving coil moves in the vehicle width direction with respect to the power transmitting coil by the control of the steering actuator is slower than the speed at which the power receiving coil moves in the vehicle width direction with respect to the power transmitting coil by the control of the movable actuator. The vehicle according to (8) above.

[0017] (10) When the speed of the vehicle is high, the control device slows down the speed at which the power receiving coil moves in the vehicle width direction with respect to the power transmitting coil by the control of the steering actuator as compared with when the speed of the vehicle is low. The vehicle according to (9) above.

[0018] (11) A vehicle control method executed by a computer, including displacing a movable actuator so that a power receiving coil provided on the vehicle faces the power transmitting coil provided on the road in the vehicle width direction so as to receive power from the power transmitting coil, and performing correction control of the steering angle of the vehicle based on the displacement amount of the movable actuator. A vehicle control method.

Effect of the Invention

[0019] According to the present invention, it is possible to accurately correct the displacement in the vehicle width direction between the power receiving coil provided on the vehicle and the power transmitting coil provided on the road.

Brief Description of the Drawings

[0020]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

[0021] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following description, like components are designated by like reference numerals.

[0022] First Embodiment A first embodiment of the present invention will be described below with reference to FIGS.

[0023] FIG. 1 is a diagram schematically showing the configuration of a non-contact power supply system 1 for supplying power to a vehicle 3 in a non-contact manner according to a first embodiment of the present invention. The non-contact power supply system 1 includes a power supply device 2 and a vehicle 3, and performs non-contact power supply between the power supply device 2 and the vehicle 3. In particular, in the present embodiment, the non-contact power supply system 1 performs non-contact power supply from the power supply device 2 to the vehicle 3 by magnetic field resonance coupling (magnetic field resonance) when the vehicle 3 is running. That is, the non-contact power supply system 1 transmits power from the power supply device 2 to the vehicle 3 using a magnetic field as a medium. Note that non-contact power supply is also referred to as non-contact power transmission, wireless power transmission, or wireless power supply.

[0024] The power supply device 2 is configured to perform non-contact power supply to the vehicle 3. Specifically, as shown in FIG. 1, the power supply device 2 includes a power transmission device 4 and a power source 21. In the present embodiment, the power supply device 2 is provided on the road on which the vehicle 3 travels and is embedded, for example, underground (below the road surface). Note that at least a part (for example, the power source 21) of the power supply device 2 may be disposed above the road surface.

[0025] The power source 21 is a power source for the power transmission device 4 and supplies power to the power transmission device 4. The power source 21 is, for example, a commercial AC power source that supplies single-phase AC power. Note that the power source 21 may be an AC power source that supplies three-phase AC power or the like.

[0026] The power transmission device 4 is configured to generate an alternating magnetic field for transmitting power to the vehicle 3. In the present embodiment, the power transmission device 4 includes a power transmission side rectifier circuit 41, an inverter 42, and a power transmission side resonance circuit 43. In the power transmission device 4, appropriate AC power (high-frequency power) is supplied to the power transmission side resonance circuit 43 via the power transmission side rectifier circuit 41 and the inverter 42.

[0027] The power transmission side rectifier circuit 41 is electrically connected to the power source 21 and the inverter 42. The power transmission side rectifier circuit 41 rectifies the AC power supplied from the power source 21, converts it into DC power, and supplies the DC power to the inverter 42. The power transmission side rectifier circuit 41 is, for example, an AC / DC converter.

[0028] The inverter 42 is electrically connected to the power transmission side rectifier circuit 41 and the power transmission side resonance circuit 43. The inverter 42 converts the DC power supplied from the power transmission side rectifier circuit 41 into AC power (high-frequency power) with a frequency higher than that of the AC power of the power source 21, and supplies the high-frequency power to the power transmission side resonance circuit 43.

[0029] The power transmission side resonance circuit 43 has a resonator composed of a power transmission coil 44 and a power transmission side capacitor 45. Various parameters of the power transmission coil 44 and the power transmission side capacitor 45 (the outer diameter and inner diameter of the power transmission coil 44, the number of turns of the power transmission coil 44, the capacitance of the power transmission side capacitor 45, etc.) are determined so that the resonance frequency of the power transmission side resonance circuit 43 becomes a predetermined set value. The predetermined set value is, for example, 10 kHz to 100 GHz, and preferably 85 kHz defined by the SAE TIR J2954 standard as the frequency band for non-contact power feeding of vehicles.

[0030] The power transmission side resonance circuit 43 is arranged directly under the road surface so that the distance from the road surface becomes small. Also, in the present embodiment, the power transmission side resonance circuit 43 is arranged on the road on which the vehicle 3 travels so that the center of the power transmission coil 44 is located at the center of the lane. When the high-frequency power supplied from the inverter 42 is applied to the power transmission side resonance circuit 43, an alternating current flows through the power transmission coil 44 of the power transmission side resonance circuit 43. As a result, the power transmission side resonance circuit 43 generates an alternating magnetic field for transmitting power to the vehicle 3. In the power transmission device 4, the power source 21 may be a DC power source such as a fuel cell or a solar cell, and in this case, the power transmission side rectifier circuit 41 may be omitted.

[0031] FIG. 2 is a diagram schematically showing a part of the configuration of the power feeding device 2. As shown in FIG. 2, the power feeding device 2 further includes a controller 6 and a communication device 22.

[0032] The controller 6 is, for example, a general-purpose computer and performs various controls of the power supply device 2. That is, the controller 6 functions as a control device of the power supply device 2. As shown in FIG. 2, the controller 6 includes a memory 61 and a processor 62. The memory 61 and the processor 62 are connected to each other via signal lines. Note that the controller 6 may further include a communication interface or the like for connecting the controller 6 to a communication network such as the Internet.

[0033] The memory 61 has, for example, a volatile semiconductor memory (e.g., RAM) and a non-volatile semiconductor memory (e.g., ROM). The memory 61 stores programs executed by the processor 62, various data used when various processes are executed by the processor 62, and the like.

[0034] The processor 62 has one or more CPUs (Central Processing Units) and its peripheral circuits, and executes various processes. Note that the processor 62 may further have an arithmetic circuit such as a logical arithmetic unit or a numerical arithmetic unit.

[0035] As shown in FIG. 2, the inverter 42 of the power transmission device 4 is electrically connected to the controller 6. The controller 6 controls the power transmission from the power transmission device 4 to the power reception device 5 via the inverter 42.

[0036] The communication device 22 is a device that enables communication between the power supply device 2 and the outside of the power supply device 2. For example, the communication device 22 is configured as a short-range wireless communication module that performs short-range wireless communication (e.g., a DSRC (Dedicated Short Range Communication) antenna, a Bluetooth (registered trademark) module, etc.). The communication device 22 is electrically connected to the controller 6, and the controller 6 communicates with the vehicle 3 using the communication device 22.

[0037] On one hand, when the vehicle 3 passes over the power transmission coil 44 provided on the road, it is configured to be powered by the power supply device 2. Specifically, as shown in FIG. 1, the vehicle 3 includes a power receiving device 5, a motor 31, a battery 32, and a power control unit (PCU) 33. In this embodiment, the vehicle 3 is a battery electric vehicle (BEV) without an internal combustion engine, and the motor 31 outputs driving power for traveling.

[0038] The motor 31 is an electric motor (e.g., an AC synchronous motor), and is driven using the electric power stored in the battery 32 as a power source. The output of the motor 31 is transmitted to the wheels 90 via a speed reducer and an axle. Note that the motor 31 may be a motor generator that functions as an electric motor and a generator. In this case, when the vehicle 3 decelerates, the motor 31 is driven by the rotation of the wheels 90, and the motor 31 generates regenerative power using the deceleration energy of the vehicle 3.

[0039] The battery 32 is a rechargeable secondary battery, and is composed of, for example, a lithium ion battery, a nickel metal hydride battery, or the like. The battery 32 stores electric power and supplies electric power to the electronic devices (e.g., the motor 31) of the vehicle 3. When electric power is supplied to the battery 32 from an external power source via the charging port provided on the vehicle 3, the battery 32 is charged and the state of charge (SOC) of the battery 32 is restored.

[0040] The PCU 33 is electrically connected to the battery 32 and the motor 31. The PCU 33 has an inverter, a boost converter, and a DC / DC converter. The inverter converts the DC power supplied from the battery 32 into AC power and supplies the AC power to the motor 31. The boost converter boosts the voltage of the battery 32 as necessary when the power stored in the battery 32 is supplied to the motor 31. The DC / DC converter steps down the voltage of the battery 32 when the power stored in the battery 32 is supplied to electronic devices such as headlights.

[0041] The power receiving device 5 is configured to receive power via the alternating magnetic field emitted from the power transmitting device 4. In the present embodiment, the power receiving device 5 includes a power receiving side resonance circuit 51, a power receiving side rectifying circuit 54, and a charging circuit 55. The power receiving device 5 receives power from the power transmitting device 4 and supplies the received power to the battery 32.

[0042] The power receiving side resonance circuit 51 is disposed at the bottom of the vehicle 3 so as to reduce the distance from the road surface. In the present embodiment, the power receiving side resonance circuit 51 is disposed at the center of the vehicle 3 in the vehicle width direction and between the front wheels 90 and the rear wheels 90 in the longitudinal direction of the vehicle 3.

[0043] The power receiving side resonance circuit 51 has the same configuration as the power transmitting side resonance circuit 43 and has a resonator composed of a power receiving coil 52 and a power receiving side capacitor 53. Various parameters of the power receiving coil 52 and the power receiving side capacitor 53 (the outer diameter and inner diameter of the power receiving coil 52, the number of turns of the power receiving coil 52, the capacitance of the power receiving side capacitor 53, etc.) are determined so that the resonance frequency of the power receiving side resonance circuit 51 matches the resonance frequency of the power transmitting side resonance circuit 43. If the deviation amount between the resonance frequency of the power receiving side resonance circuit 51 and the resonance frequency of the power transmitting side resonance circuit 43 is small, for example, if the resonance frequency of the power receiving side resonance circuit 51 is within the range of ±20% of the resonance frequency of the power transmitting side resonance circuit 43, the resonance frequency of the power receiving side resonance circuit 51 does not necessarily have to match the resonance frequency of the power transmitting side resonance circuit 43.

[0044] As shown in FIG. 1, when the power receiving coil 52 of the power receiving side resonance circuit 51 faces the power transmitting coil 44 of the power transmitting side resonance circuit 43, when an alternating magnetic field is generated in the power transmitting side resonance circuit 43, the vibration of the alternating magnetic field is transmitted to the power receiving side resonance circuit 51 that resonates at the same resonance frequency as the power transmitting side resonance circuit 43. As a result, an induced current flows through the power receiving coil 52 of the power receiving side resonance circuit 51 due to electromagnetic induction, and power is generated by the induced current. That is, the power receiving coil 52 receives power from the power transmitting coil 44 provided on the road.

[0045] The power receiving side rectifier circuit 54 is electrically connected to the power receiving side resonance circuit 51 and the charging circuit 55. The power receiving side rectifier circuit 54 rectifies the AC power supplied from the power receiving side resonance circuit 51 and converts it into DC power, and supplies the DC power to the charging circuit 55. The power receiving side rectifier circuit 54 is, for example, an AC / DC converter.

[0046] The charging circuit 55 is electrically connected to the power receiving side rectifier circuit 54 and the battery 32. The charging circuit 55 converts the DC power supplied from the power receiving side rectifier circuit 54 to the voltage level of the battery 32 and supplies it to the battery 32. When the power transmitted from the power transmission device 4 is supplied to the battery 32 by the power receiving device 5, the battery 32 is charged and the SOC of the battery 32 is restored. The charging circuit 55 is, for example, a DC / DC converter.

[0047] FIG. 3 is a diagram schematically showing a part of the configuration of the vehicle 3 according to the first embodiment. As shown in FIG. 3, the vehicle 3 further includes an electronic control unit (ECU: Electronic Control Unit) 7, a GNSS receiver 34, a map database 35, a sensor 36, an HMI 37, a communication device 38, and a movable actuator 8.

[0048] The ECU 7 is configured as a computer and performs various controls of the vehicle 3. That is, the ECU 7 functions as a control device of the vehicle 3. As shown in FIG. 3, the ECU 7 has a communication interface 71, a memory 72, and a processor 73. The communication interface 71, the memory 72, and the processor 73 are connected to each other via signal lines.

[0049] The communication interface 71 has an interface circuit for connecting the ECU 7 to an in-vehicle network conforming to a standard such as CAN (Controller Area Network).

[0050] The memory 72 has, for example, a volatile semiconductor memory (e.g., RAM) and a non-volatile semiconductor memory (e.g., ROM). The memory 72 stores programs executed in the processor 73, various data used when various processes are executed by the processor 73, and the like.

[0051] The processor 73 has one or more CPUs (Central Processing Units) and their peripheral circuits, and executes various processes. Note that the processor 73 may further have an arithmetic circuit such as a logical arithmetic unit or a numerical arithmetic unit.

[0052] As shown in FIG. 3, the charging circuit 55 and the PCU 33 are electrically connected to the ECU 7. The ECU 7 controls the charging of the battery 32 with the power transmitted from the power transmission device 4 to the power reception device 5 via the charging circuit 55. Further, the ECU 7 controls the power transfer between the battery 32 and an electronic device (e.g., the motor 31) via the PCU 33. Note that the ECU 7 may supply the power transmitted from the power transmission device 4 to the power reception device 5 to an electrical load (e.g., the motor 31) instead of the battery 32.

[0053] The GNSS receiver 34 detects the current position of the vehicle 3 (e.g., the latitude and longitude of the vehicle 3) based on the positioning information obtained from a plurality (e.g., three or more) of positioning satellites. Specifically, the GNSS receiver 34 captures a plurality of positioning satellites and receives the radio waves transmitted from the positioning satellites. Then, the GNSS receiver 34 calculates the distance to the positioning satellite based on the difference between the transmission time and the reception time of the radio wave, and detects the current position of the vehicle 3 based on the distance to the positioning satellite and the position (orbital information) of the positioning satellite. A specific example of the GNSS receiver 34 is a GPS receiver. The GNSS receiver 34 is electrically connected to the ECU 7, and the output of the GNSS receiver 34, that is, the current position of the vehicle 3 detected by the GNSS receiver 34 is transmitted to the ECU 7.

[0054] The map database 35 stores map information. The map information includes the position information of the power supply area where the power transmission coil 44 of the power supply device 2 is installed. The map database 35 is electrically connected to the ECU 7, and the ECU 7 acquires map information from the map database 35. Note that the map database may be provided outside the vehicle 3 (for example, a server, etc.), and the ECU 7 may acquire map information from outside the vehicle 3.

[0055] The sensor 36 detects the state quantity of the vehicle 3. For example, the sensor 36 includes a vehicle speed sensor that detects the speed of the vehicle 3, a steering angle sensor that detects the steering angle of the vehicle 3 (the steering angle of the steering wheel), and the like. The sensor 36 is electrically connected to the ECU 7, and the output of the sensor 36, that is, the state quantity of the vehicle 3 detected by the sensor 36, is transmitted to the ECU 7.

[0056] The HMI 37 exchanges information between the vehicle 3 and the driver of the vehicle 3. The HMI 37 has an output unit (for example, a display, a speaker, a vibration unit, etc.) that outputs information to the driver of the vehicle 3, and an input unit (for example, a touch panel, an operation button, an operation switch, a microphone, etc.) through which information is input by the driver of the vehicle 3. The HMI 7 is electrically connected to the ECU 7. The output of the ECU 7 is notified to the driver of the vehicle 3 via the HMI 37, and the input from the driver of the vehicle 3 is transmitted to the ECU 7 via the HMI 37. The HMI 37 is an example of an output device that outputs information. Note that a mobile terminal (such as a smartphone, a tablet terminal, etc.) of the driver of the vehicle 3 may be communicably connected to the ECU 7 by wire or wirelessly and function as the HMI 37.

[0057] The communication device 38 is a device that enables communication between the vehicle 3 and the outside of the vehicle 3. For example, the communication device 38 is configured as a short-range wireless communication module that performs short-range wireless communication (for example, a DSRC (Dedicated Short Range Communication) in-vehicle unit, a Bluetooth (registered trademark) module, etc.). The communication device 38 is electrically connected to the ECU 7, and the ECU 7 communicates with the power supply device 2 using the communication device 38.

[0058] The movable actuator 8 adjusts the position of the power receiving coil 52 in the vehicle width direction in the vehicle 3. That is, the movable actuator 8 moves the power receiving coil 52 in the vehicle width direction with respect to the vehicle body that houses the in-vehicle device including the power receiving coil 52. The movable actuator 8 is electrically connected to the ECU 7, and the ECU 7 controls the movable actuator 8.

[0059] FIG. 4 is a diagram schematically showing an example of the movable actuator 8. FIG. 4 shows the vehicle 3 as viewed from the rear, and the movable actuator 8 is disposed at the bottom of the vehicle 3. Further, in the present embodiment, the movable actuator 8 is disposed at the center of the vehicle 3 in the vehicle width direction and is disposed between the front wheels and the rear wheels in the longitudinal direction of the vehicle 3.

[0060] For example, the movable actuator 8 is configured as a mechanical linear actuator. In this case, as shown in FIG. 4, the movable actuator 8 includes a slider 81, a guide rail 82, and a stopper 83. The slider 81 linearly moves between the stoppers 83 on the guide rail 82. That is, the slider 81 moves in the vehicle width direction with respect to the vehicle body. The power receiving side resonance circuit 51 including the power receiving coil 52 is fixed to the slider 81 and moves integrally with the slider 81.

[0061] FIG. 4 shows the position of the slider 81 when the displacement amount of the movable actuator 8 is zero. When the slider 81 moves to one side (for example, the right side in FIG. 4), the displacement amount of the movable actuator 8 becomes a positive value, and when the slider 81 moves to the other side (for example, the left side in FIG. 4), the displacement amount of the movable actuator 8 becomes a negative value. In the present embodiment, the movable actuator 8 and the power receiving side resonance circuit 51 are arranged such that the center of the power receiving coil 52 is located on the vehicle width center line when the displacement amount of the movable actuator 8 is zero. Therefore, when the displacement amount of the movable actuator 8 changes from zero, the center of the power receiving coil 52 will deviate from the vehicle width center line.

[0062] Note that the configuration of the movable actuator 8 is not limited to the configuration shown in FIG. 4. For example, the movable actuator 8 may be a belt conveyor, a rack and pinion mechanism, a mechanism that moves linearly by electromagnetic force, or the like.

[0063] Further, in the present embodiment, as shown in FIG. 4, tracking coils 56 for detecting a displacement in the vehicle width direction of the power receiving coil 52 of the vehicle 3 with respect to the power transmission coil 44 of the power feeding device 2 are arranged on both sides of the power receiving side resonance circuit 51 in the vehicle width direction. The two tracking coils 56 are arranged symmetrically with respect to the vehicle width center line. That is, the distance from one tracking coil 56 to the vehicle width center line is equal to the distance from the other tracking coil 56 to the vehicle width center line.

[0064] The tracking coil 56 outputs a radio wave signal or weak alternating current power emitted from the power transmission device 4 as a detection signal. When there is a displacement in the vehicle width direction between the power receiving coil 52 and the power transmission coil 44, a difference occurs between the intensity of the detection signal of one tracking coil 56 and the intensity of the detection signal of the other tracking coil 56. Therefore, the ECU 7 can detect the amount of displacement in the vehicle width direction of the power receiving coil 52 with respect to the power transmission coil 44 based on the detection signal of the tracking coil 56.

[0065] FIG. 5 is a diagram showing an example of a power feeding area where the power transmission coil 44 of the power feeding device 2 is installed. In the example of FIG. 5, three power transmission coils 44 are arranged at intervals along the traveling direction of the vehicle 3 on the same lane of the road. The range on the lane where the power transmission coil 44 is installed corresponds to the power feeding area. Note that the number of power transmission coils 44 installed in one power feeding area may be another number (for example, one).

[0066] When power is supplied to the vehicle 3 in the power supply area, when the vehicle 3 approaches the power supply area, the ECU 7 of the vehicle 3 uses the communication device 38 to transmit a power supply request signal for requesting power supply from the power supply device 2 to the vehicle 3. When the controller 6 of the power supply device 2 receives the power supply request signal, it generates an alternating magnetic field for power transmission by the power transmission device 4. That is, when the controller 6 receives the power supply request signal from the vehicle 3, it starts non-contact power supply from the power supply device 2 to the vehicle 3. However, when the position of the vehicle 3 on the lane is deviated from the center, a displacement in the vehicle width direction occurs between the power receiving coil 52 and the power transmission coil 44, and the power transmission efficiency from the power transmission coil 44 to the power receiving coil 52 decreases.

[0067] Therefore, in the present embodiment, the ECU 7 displaces the movable actuator 8 so that the power receiving coil 52 faces the power transmission coil 44 in the vehicle width direction. That is, the ECU 7 displaces the movable actuator 8 so that the displacement in the vehicle width direction between the power receiving coil 52 and the power transmission coil 44 is canceled by the displacement of the movable actuator 8. For example, in the example of FIG. 4, when the center of the power transmission coil 44 is located on the right side with respect to the center of the power receiving coil 52, the ECU 7 displaces the movable actuator 8 so that the slider 81 moves to the right, and when the center of the power transmission coil 44 is located on the left side with respect to the center of the power receiving coil 52, the ECU 7 displaces the movable actuator 8 so that the slider 81 moves to the left.

[0068] By correcting the displacement using the movable actuator 8 as described above, a decrease in power transmission efficiency can be suppressed. However, the larger the amount of displacement between the power receiving coil 52 and the power transmission coil 44, the larger the displacement amount of the movable actuator 8 required to correct the displacement. As a result, the correction accuracy may decrease due to external disturbances, or there is a possibility that the displacement cannot be corrected because the movable range of the movable actuator 8 is insufficient.

[0069] On the other hand, when the lateral position of the vehicle 3 on the lane changes due to the steering of the wheels 90 of the vehicle 3, the position of the power receiving coil 52 relative to the power transmitting coil 44 in the vehicle width direction changes. Therefore, by correcting the steering angle of the vehicle 3, the positional deviation in the vehicle width direction between the power receiving coil 52 and the power transmitting coil 44 can be corrected.

[0070] Therefore, in the present embodiment, the positional deviation in the vehicle width direction between the power receiving coil 52 and the power transmitting coil 44 is corrected by using both the positional deviation correction by the movable actuator 8 and the correction of the steering angle of the vehicle 3. Specifically, the ECU 7 displaces the movable actuator 8 so that the power receiving coil 52 faces the power transmitting coil 44 in the vehicle width direction, and executes correction control of the steering angle of the vehicle 3 based on the displacement amount of the movable actuator 8. By this, the positional deviation in the vehicle width direction between the power receiving coil 52 and the power transmitting coil 44 can be accurately corrected.

[0071] For example, the ECU 7 executes correction control of the steering angle so that the displacement amount of the movable actuator 8 becomes zero. Specifically, the ECU 7 determines the target value of the steering angle so that the displacement amount of the movable actuator 8 becomes zero. By this, the displacement amount of the movable actuator 8 when the positional deviation in the vehicle width direction between the power receiving coil 52 and the power transmitting coil 44 is corrected can be made closer to zero.

[0072] Further, when a lane change, a right turn, or a left turn of the vehicle 3 is predicted, the ECU 7 stops the correction control of the steering angle. In other words, when the vehicle 3 tries to move from the lane in which it is traveling to another lane, the ECU 7 stops the correction control of the steering angle. By this, it is possible to suppress the behavior of the vehicle 3 from becoming unstable due to the execution of unnecessary correction control.

[0073] Incidentally, in the present embodiment, the vehicle 3 is manually driven by the driver of the vehicle 3. That is, the driver of the vehicle 3 controls the steering of the vehicle 3 via the steering wheel 91 (see FIG. 1), and the steering angle of the vehicle 3 is changed by the steering operation by the driver. For this reason, as the correction control of the steering angle, the ECU 7 instructs the driver of the vehicle 3 to perform a steering operation via the HMI 37. For example, the ECU 7 determines the target value of the steering angle of the vehicle 3 based on the displacement amount of the movable actuator 8, and instructs the driver to perform a steering operation for realizing the target value via the HMI 7.

[0074] Hereinafter, with reference to the flowcharts of FIGS. 6 and 7, the flow of the above-described control will be described. FIG. 6 is a flowchart showing a control routine for movable actuator control in the first embodiment. This control routine is repeatedly executed by the ECU 7 at a predetermined execution interval.

[0075] First, in step S101, the ECU 7 determines whether or not the vehicle 3 is traveling in a power supply area. For example, the ECU 7 makes this determination by comparing the current position of the vehicle 3 acquired based on the output of the GNSS receiver 34 with the position information of the power supply area stored in the map information of the map database 35. Note that the ECU 7 may determine that the vehicle 3 is traveling in the power supply area when the power receiving device 5 of the vehicle 3 is receiving power.

[0076] If it is determined in step S101 that the vehicle 3 is traveling in the power supply area, this control routine proceeds to step S102. In step S102, the ECU 7 detects the amount of displacement in the vehicle width direction between the power receiving coil 52 and the power transmitting coil 44. For example, the ECU 7 detects the amount of displacement based on the detection signal of the tracking coil 56. Note that the ECU 7 may detect the amount of displacement based on the electrical characteristics (for example, the power transmission efficiency from the power transmitting coil 44 to the power receiving coil 52) when the power receiving coil 52 receives power from the power transmitting coil 44. Further, a magnetic marker may be provided in the power supply area, and the ECU 7 may detect the amount of displacement by detecting a magnetic field using a magnetic field detector or the like.

[0077] Next, in step S103, the ECU 7 controls the movable actuator 8 so that the power receiving coil 52 faces the power transmission coil 44 in the vehicle width direction based on the amount of displacement in the vehicle width direction between the power receiving coil 52 and the power transmission coil 44. For example, the ECU 7 performs feedback control on the movable actuator 8 so that the amount of displacement in the vehicle width direction between the power receiving coil 52 and the power transmission coil 44 becomes zero. After step S103, this control routine ends.

[0078] On the other hand, if it is determined in step S101 that the vehicle 3 is not traveling in the power supply area, this control routine proceeds to step S104. In step S104, the ECU 7 initializes the displacement of the movable actuator 8. That is, the ECU 7 sets the displacement amount of the movable actuator 8 to zero. After step S104, this control routine ends.

[0079] FIG. 7 is a flowchart showing a control routine for correcting the steering angle in the first embodiment. This control routine is repeatedly executed by the ECU 7 at a predetermined execution interval.

[0080] First, in step S201, similar to step S101 in FIG. 6, the ECU 7 determines whether the vehicle 3 is traveling in the power supply area. If it is determined that the vehicle 3 is not traveling in the power supply area, this control routine ends. On the other hand, if it is determined that the vehicle 3 is traveling in the power supply area, this control routine proceeds to step S202.

[0081] In step S202, the ECU 7 determines whether a lane change, a right turn, or a left turn of the vehicle 3 is predicted. For example, when the direction indicator (winker) of the vehicle 3 is activated (flashing), the ECU 7 determines that a lane change, a right turn, or a left turn of the vehicle 3 is predicted. The activation of the direction indicator is detected based on, for example, the presence or absence of power supply to the direction indicator. Note that the sensor 36 of the vehicle 3 includes a torque sensor that detects the steering force applied to the steering wheel 91, and the ECU 7 may determine that a lane change, a right turn, or a left turn of the vehicle 3 is predicted when the steering force detected by the torque sensor is equal to or greater than a predetermined value. If it is determined in step S202 that a lane change, a right turn, or a left turn of the vehicle 3 is predicted, this control routine ends. On the other hand, if it is determined in step S202 that a lane change, a right turn, and a left turn of the vehicle 3 are not predicted, this control routine proceeds to step S203.

[0082] In step S203, the ECU 7 acquires the displacement amount of the movable actuator 8. For example, the ECU 7 acquires the displacement amount of the movable actuator 8 based on the input signal to the movable actuator 8. Note that a position detector such as an encoder or a potentiometer is provided in the movable actuator 8, and the ECU 7 may acquire the displacement amount of the movable actuator 8 based on the output of the position detector.

[0083] Next, in step S204, the ECU 7 determines the target value of the steering angle of the vehicle 3 based on the displacement amount of the movable actuator 8. For example, the ECU 7 determines the target value of the steering angle such that the displacement amount of the movable actuator 8 becomes zero using a map created in advance. Note that an upper limit value of the target value of the steering angle may be determined in advance so that the steering amount of the steered wheels of the vehicle 3 does not become excessive.

[0084] Next, in step S205, the ECU 7 compares the current steering angle detected by the steering angle sensor with the target value of the steering angle, and determines a steering operation for realizing the target value of the steering angle.

[0085] Next, in step S206, the ECU 7 instructs the driver of the vehicle 3 to perform a steering operation to achieve the target value of the steering angle via the HMI 37. For example, the ECU 7 displays a screen for instructing the steering operation on the HMI 37. FIG. 8 is a diagram showing an example of the screen for instructing the steering operation. In the example of FIG. 8, the steering amount and the steering direction of the steering wheel are displayed on the HMI 37 together with the icon of the steering wheel. Note that the ECU 7 may instruct the driver of the vehicle 3 to perform the steering operation by means of characters, voice, or vibration. Further, the ECU 7 may instruct the driver of the vehicle 3 only the steering direction of the steering wheel as the steering operation. For example, when a clockwise (right-handed) steering operation is instructed by vibration, the ECU 7 vibrates the right side portion (for example, the right half) of the steering wheel using the vibration unit of the HMI 37 provided on the steering wheel. After step S205, this control routine ends.

[0086] Note that the displacement amount of the movable actuator 8 acquired in step S203 may be the average value of the displacement amounts in a predetermined time. That is, the ECU 7 may determine the target value of the steering angle so that the average value of the displacement amounts in a predetermined time becomes zero. By this, it is possible to suppress the frequent change of the target value of the steering angle in response to the minute change of the displacement amount of the movable actuator 8, and thus it is possible to suppress the requirement of a complicated steering operation for the driver of the vehicle 3.

[0087] Also, as shown in FIG. 9, the vehicle 3 may include a filter circuit 9 that filters the displacement amount of the movable actuator 8. In the present embodiment, a low-pass filter (LPF) is used as the filter circuit 9. The LPF attenuates a signal having a frequency higher than a predetermined cut-off frequency and passes a signal having a frequency lower than the cut-off frequency. That is, the filter circuit 9 blocks the high-frequency component of the displacement amount of the movable actuator 8 and extracts the low-frequency component of the displacement amount of the movable actuator 8.

[0088] In this case, the ECU 7 acquires the output value of the filter circuit 9 (LPF) as the displacement amount of the movable actuator 8, and determines the target value of the steering angle so that the output value of the filter circuit 9 becomes zero. By doing so, it is possible to suppress the frequent change of the target value of the steering angle according to the high-frequency component of the displacement amount of the movable actuator 8, and thus it is possible to suppress the complicated steering operation from being required of the driver of the vehicle 3.

[0089] Also, the execution interval of the control routine for the correction control of the steering angle in FIG. 7 may be made longer than the execution interval of the control routine for the movable actuator control in FIG. 6. That is, the execution interval of the correction control of the steering angle may be made longer than the execution interval of the feedback control of the movable actuator 8. In other words, the execution frequency of the correction control of the steering angle may be made lower than the execution frequency of the feedback control of the movable actuator 8. By doing so, it is possible to suppress the frequent requirement of the steering operation for the driver of the vehicle 3.

[0090] <Second Embodiment> The configuration and control of the vehicle according to the second embodiment are basically the same as those of the vehicle according to the first embodiment, except for the points described below. Therefore, hereinafter, the second embodiment of the present invention will be described centering on the parts different from the first embodiment.

[0091] FIG. 10 is a diagram schematically showing a part of the configuration of the vehicle 3' according to the second embodiment. In the second embodiment, the vehicle 3' further includes a peripheral information detection device 10, a steering actuator 11, and a brake actuator 12.

[0092] The surrounding information detection device 10 acquires data (such as images and point cloud data) around the vehicle 3', and detects the surrounding information of the vehicle 3' (for example, surrounding vehicles, pedestrians, white lines, etc.). For example, the surrounding information detection device 10 includes a millimeter wave radar, a camera (for example, a stereo camera), a lidar (Laser Imaging Detection And Ranging), or an ultrasonic sensor (sonar), or any combination thereof. The surrounding information detection device 10 is electrically connected to the ECU 7, and the output of the surrounding information detection device 10, that is, the surrounding information of the vehicle 3' detected by the surrounding information detection device 10, is transmitted to the ECU 7.

[0093] The steering actuator 11 steers the steered wheels of the vehicle 3'. The steering actuator 11 is electrically connected to the ECU 7, and the ECU 7 controls the steering actuator 11 to control the steering of the vehicle 3'.

[0094] The brake actuator 12 decelerates (brakes) the vehicle 3'. The brake actuator 12 is electrically connected to the ECU 7, and the ECU 7 controls the brake actuator 12 to control the deceleration (braking) of the vehicle 3'.

[0095] Also, the motor 31 shown in FIG. 1 functions as a driving device for accelerating the vehicle 3'. Based on the output of the surrounding information detection device 10 and the like, the ECU 7 uses the motor 31, the steering actuator 11, and the brake actuator 12 to control the behavior of the vehicle 3' so that the vehicle 3' runs autonomously. That is, the vehicle 3' is an autonomous driving vehicle in which part or all of the acceleration, steering, and deceleration (braking) of the vehicle 3' are automatically executed.

[0096] As described above, in the second embodiment, the ECU 7 controls the steering of the vehicle 3' by the steering actuator 11, and the steering angle of the vehicle 3' is changed by the steering actuator 11. Therefore, the ECU 7 controls the steering actuator 11 so that the steering angle of the vehicle 3' changes as the correction control of the steering angle of the vehicle 3'.

[0097] In the second embodiment, the control routine of the movable actuator control in FIG. 6 is executed in the same manner as in the first embodiment. At this time, in step S102, the ECU 7 may detect a lateral displacement between the power receiving coil 52 and the power transmitting coil 44 based on the output of the peripheral information detection device 10. In this case, for example, the ECU 7 detects a lateral displacement between the power receiving coil 52 and the power transmitting coil 44 based on the relative positional relationship between the white line of the road detected by the peripheral information detection device 10 and the vehicle 3'.

[0098] FIG. 11 is a flowchart showing a control routine for correcting the steering angle in the second embodiment. This control routine is repeatedly executed by the ECU 7 at a predetermined execution interval.

[0099] Steps S301 to S304 are executed in the same manner as steps S201 to S204 in FIG. 7. After step S304, in step S305, the ECU 7 controls the steering actuator 11 based on the target value of the steering angle determined in step S304. Specifically, the ECU 7 performs feedback control on the steering actuator 11 so that the steering angle of the vehicle 3' detected by the steering angle sensor matches the target value. After step S305, this control routine ends.

[0100] Note that, similar to the first embodiment, the displacement amount of the movable actuator 8 obtained in step S303 may be the average value of the displacement amounts over a predetermined time. That is, the ECU 7 may determine the target value of the steering angle so that the average value of the displacement amounts over a predetermined time becomes zero. By this, it is possible to suppress the frequent change of the target value of the steering angle in response to a minute change in the displacement amount of the movable actuator 8, and thus suppress the deterioration of the ride comfort of the vehicle 3' due to the fluctuation of the steering angle of the vehicle 3'.

[0101] Also, similar to the first embodiment, the ECU 7 may acquire the output value of the filter circuit 9 (LPF) as the displacement amount of the movable actuator 8, and determine the target value of the steering angle so that the output value of the filter circuit 9 becomes zero. By doing so, it is possible to suppress the frequent change of the target value of the steering angle according to the high-frequency component of the displacement amount of the movable actuator 8, and ultimately suppress the deterioration of the ride comfort of the vehicle 3' due to the fluctuation of the steering angle of the vehicle 3'.

[0102] Also, similar to the first embodiment, the execution interval of the control routine of the steering angle correction control in FIG. 11 may be made longer than the execution interval of the control routine of the movable actuator control in FIG. 6. That is, the execution interval of the feedback control of the steering actuator 11 may be made longer than the execution interval of the feedback control of the movable actuator 8. In other words, the execution frequency of the feedback control of the steering actuator 11 may be made lower than the execution frequency of the feedback control of the movable actuator 8. By doing so, it is possible to suppress the deterioration of the ride comfort of the vehicle 3' due to the frequent change of the steering angle of the vehicle 3'.

[0103] Also, the ECU 7 may control the steering actuator 11 and the movable actuator 8 so that the speed at which the power receiving coil 52 moves in the vehicle width direction with respect to the power transmission coil 44 by the control of the steering actuator 11 is slower than the speed at which the power receiving coil 52 moves in the vehicle width direction with respect to the power transmission coil 44 by the movable actuator 8. By doing so, it is possible to suppress the deterioration of the ride comfort of the vehicle 3' due to the sudden change of the steering angle of the vehicle 3' while quickly correcting the misalignment. In this case, for example, the ECU 7 may make the gain of the feedback control of the steering actuator 11 smaller than the gain of the feedback control of the movable actuator 8, or make the time constant of the feedback control of the steering actuator 11 longer than the time constant of the feedback control of the movable actuator 8.

[0104] Also, when the speed of the vehicle 3' is high, the ECU 7 may slow down the speed at which the power receiving coil 52 moves in the vehicle width direction with respect to the power transmission coil 44 by controlling the steering actuator 11 as compared to when the speed of the vehicle 3' is low. In this case, for example, as the speed of the vehicle 3' detected by the vehicle speed sensor increases, the ECU 7 linearly or stepwise (in a stepped manner) slows down the speed at which the power receiving coil 52 moves in the vehicle width direction with respect to the power transmission coil 44 by controlling the steering actuator 11. By doing so, the steering angle of the vehicle 3' can be changed at an appropriate speed according to the speed of the vehicle 3', and furthermore, the deterioration of the ride comfort of the vehicle 3' can be further suppressed.

[0105] In addition, in the second embodiment, during normal driving of the vehicle 3', the steering of the vehicle 3' may be controlled by the steering actuator 11 only when the steering of the vehicle 3' is controlled by the driver and the correction control of the steering angle is executed.

[0106] <Other Embodiments> As described above, the preferred embodiments of the present invention have been explained, but the present invention is not limited to these embodiments, and various modifications and changes can be made within the scope of the claims. For example, the vehicles 3 and 3' may be a hybrid vehicle (HEV) or a plug-in hybrid vehicle (PHEV) equipped with an internal combustion engine and a motor as a driving power source.

[0107] Also, the ECU 8 may execute correction control of the steering angle so that the displacement amount of the movable actuator 8 becomes equal to or less than a predetermined value or within a predetermined range. Further, if the amount of positional deviation in the vehicle width direction between the power receiving coil 52 and the power transmission coil 44 can be detected, the feedback control of the movable actuator 8 and the correction control of the steering angle may be executed before the vehicles 3 and 3' reach the power supply area.

[0108] Also, in the first embodiment, similar to the second embodiment, the vehicle 3 is provided with the peripheral information detection device 10, and the ECU 7 may detect the positional deviation in the vehicle width direction between the power receiving coil 52 and the power transmission coil 44 based on the output of the peripheral information detection device 10.

Description of Symbols

[0109] 3, 3’ Vehicles 7 Electronic Control Unit (ECU) 8 Movable Actuator 44 Power Transmission Coil 52 Power Reception Coil

Claims

1. A vehicle comprising: a power receiving coil that receives power from a power transmission coil provided on a road; a movable actuator that adjusts the position of the power receiving coil in the vehicle width direction in the vehicle; a control device ; the control device displaces the movable actuator so that the power receiving coil faces the power transmission coil in the vehicle width direction, and executes correction control of the steering angle of the vehicle based on the displacement amount of the movable actuator; the movable actuator is arranged so that the center of the power receiving coil is located on the vehicle width center line when the displacement amount of the movable actuator is zero, and has a slider that moves integrally with the power receiving coil in the vehicle width direction with respect to the vehicle body; a vehicle, wherein the displacement amount of the movable actuator becomes a positive value when the slider moves to one side, and becomes a negative value when the slider moves to the other side.

2. The vehicle according to claim 1, wherein the control device determines a target value of the steering angle so that the displacement amount becomes zero.

3. The vehicle according to claim 2, wherein the control device determines a target value of the steering angle so that the average value of the displacement amount at a predetermined time becomes zero.

4. further comprising a low-pass filter that extracts a low-frequency component of the displacement amount; The vehicle according to claim 2, wherein the control device determines a target value of the steering angle so that the output value of the low-pass filter becomes zero.

5. the control device performs feedback control on the movable actuator so that the amount of displacement in the vehicle width direction between the power receiving coil and the power transmission coil becomes zero; The vehicle according to any one of claims 1 to 4, wherein an execution interval of the correction control is longer than an execution interval of the feedback control.

6. The vehicle according to any one of claims 1 to 5, wherein the control device stops the correction control when a lane change, a right turn, or a left turn of the vehicle is predicted.

7. further comprising an output device that outputs information; The vehicle according to any one of claims 1 to 6, wherein the control device instructs a steering operation to a driver of the vehicle via the output device as the correction control.

8. further comprising a steering actuator that steers a steered wheel of the vehicle; The vehicle according to any one of claims 1 to 6, wherein the control device controls the steering actuator so that the steering angle changes as the correction control.

9. The vehicle according to claim 8, wherein the control device controls the steering actuator and the movable actuator such that the speed at which the power receiving coil moves in the vehicle width direction with respect to the power transmission coil by the control of the steering actuator is slower than the speed at which the power receiving coil moves in the vehicle width direction with respect to the power transmission coil by the control of the movable actuator.

10. The vehicle according to claim 9, wherein the control device slows down the speed at which the power receiving coil moves in the vehicle width direction with respect to the power transmission coil by the control of the steering actuator when the speed of the vehicle is high, as compared with when the speed of the vehicle is low.

11. A vehicle control method executed by a computer, comprising: displacing a movable actuator so that a power receiving coil provided in a vehicle faces a power transmission coil provided on a road in the vehicle width direction so as to receive power from the power transmission coil; performing correction control of a steering angle of the vehicle based on a displacement amount of the movable actuator; and the movable actuator is arranged such that the center of the power receiving coil is located on the vehicle width center line when the displacement amount of the movable actuator is zero, and has a slider that moves integrally with the power receiving coil in the vehicle width direction with respect to the vehicle body; A vehicle control method, wherein the displacement amount of the movable actuator becomes a positive value when the slider moves to one side and becomes a negative value when the slider moves to the other side.

Images