vehicle

Abstract

To suppress a loss of a power reception opportunity while suppressing the heat generation of a battery.SOLUTION: A non-contact charging system 100 comprises: a server 1; a vehicle 3; and a power transmission system 5. The power transmission system 5 is provided in a travel lane 6 and transmits the power in a non-contact manner to a power reception device 45 of the vehicle 3 that travels in a travel lane (power reception lane) where the power transmission system 5 is installed. When the temperature of the battery 30 of the vehicle 3 is higher than a first threshold Tth1, an ECU 41 of the vehicle 3 does not use the received power from the power transmission system 5 for charging of the battery 30 but uses the power for driving of an electrical load.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle, and more particularly to a vehicle equipped with a power receiving device capable of receiving power from a power transmitting device in a wireless manner. [Background technology]

[0002] Japanese Patent Application Laid-Open Publication No. 2019-170024 (Patent Document 1) discloses a vehicle that includes a power receiving device, receives power contactlessly from a power transmitting device while traveling along a lane in which multiple power transmitting devices are embedded, and uses the power to charge an on-board battery. When the battery temperature is above a predetermined value, this vehicle lowers the lower limit of the amount of stored power used to determine whether charging can be performed, thereby reducing power receiving opportunities and suppressing battery heat generation. This suppresses battery degradation. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-170024 Summary of the Invention [Problem to be solved by the invention]

[0004] In the vehicle disclosed in Patent Document 1, heat generation in the battery can be suppressed, but opportunities to receive power are missed. It is desirable to achieve both suppression of heat generation in the battery and suppression of missed opportunities to receive power.

[0005] The present disclosure has been made to solve the above-mentioned problems, and an object of the present disclosure is to suppress the loss of power receiving opportunities while suppressing heat generation in the battery. [Means for solving the problem]

[0006] According to an aspect of the present disclosure, a vehicle includes a power receiving device configured to be able to contactlessly receive power from a power transmitting device provided in a travel lane, a battery configured to be able to be charged using the received power of the power receiving device, a temperature sensor that detects the temperature of the battery, an electric load, and a control device that controls the power receiving device and the electric load. When the temperature of the battery is higher than a threshold value, the control device uses the received power to drive the electric load instead of using it for the charging.

[0007] According to the above configuration, when the battery temperature is higher than the threshold value, the received power received by the power receiving device is used to drive an electric load (including, for example, a traction motor and auxiliary devices) rather than charging the battery. Even if power is supplied from the power transmitting device while traveling in a traveling lane, the received power is not used to charge the battery, so heat generation in the battery is suppressed. The received power is then used to drive the electric load, and the received power can be effectively utilized. Therefore, according to the above configuration, heat generation in the battery can be suppressed while loss of opportunities to receive power can be suppressed. [Effects of the Invention]

[0008] According to the present disclosure, it is possible to suppress heat generation in the battery and prevent missed opportunities to receive power. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a diagram illustrating a schematic configuration of a contactless charging system according to an embodiment. [Figure 2] FIG. 1 is a diagram illustrating a schematic configuration of a vehicle. [Figure 3] FIG. 2 is a diagram for explaining detailed configurations of a power transmitting device and a power receiving device. [Figure 4] 10 is a flowchart showing the procedure of a process executed by an ECU while traveling in a power supply lane. [Figure 5] 10 is a flowchart showing the procedure of a first suppression process. [Figure 6] 10 is a flowchart showing the procedure of a second suppression process. [Figure 7]10 is a flowchart showing the procedure of a process executed by an ECU while traveling in a power supply lane in a modified example. DETAILED DESCRIPTION OF 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 designated by the same reference numerals, and description thereof will not be repeated.

[0011] <System configuration> Fig. 1 is a diagram illustrating a schematic configuration of a contactless charging system 100 according to an embodiment. The contactless charging system 100 includes a server 1, a vehicle 3, and a power transmission system 5. The power transmission system 5 is installed under the ground of a travel lane 6 in which the vehicle 3 can travel, and supplies power contactlessly to the vehicle 3 traveling in the travel lane in which the power transmission system 5 is installed. Note that, hereinafter, the portion of the travel lane in which the power transmission system 5 is installed is also referred to as a "power supply lane."

[0012] The power transmission system 5 includes a plurality of power transmission devices 50, each of which has a power transmission coil 51. The vehicle 3 includes a power receiving device 45 having a power receiving coil 46, and receives power contactlessly from the power transmission coil 51 by traveling along the power supply lane (by traveling over the power transmission device 50). The server 1 manages the vehicle 3 and the power transmission system 5, and upon detecting the entry of the vehicle 3 into the power supply lane, activates the power transmission system 5 to supply power to the vehicle 3 (power receiving device 45).

[0013] The server 1 includes a control device 10, a storage device 12, and a communication device 14. The control device 10, the storage device 12, and the communication device 14 are connected by a communication bus 16.

[0014] The control device 10 is configured by an integrated circuit including, for example, a CPU (Central Processing Unit). The control device 10 is configured to execute predetermined arithmetic processing described in a program.

[0015] The storage device 12 includes a ROM (Read Only Memory) and a RAM (Random Access Memory). The ROM stores programs executed by the control device 10. The RAM temporarily stores data generated by the execution of the programs in the control device 10 and data input via the communication device 14. The RAM also functions as a temporary data memory used as a working area.

[0016] The communication device 14 is configured to be capable of two-way communication with external devices. The external devices include, for example, the communication device 42 of the vehicle 3 and the communication device 550 ( FIG. 3 ) of each power transmission device 50 included in the power transmission system 5. The communication between the communication device 14 and the external devices is performed, for example, by wireless communication.

[0017] The control device 10 acquires location information, vehicle ID information, and information on power supply from the vehicle 3 via the communication device 14. The location information is acquired, for example, at predetermined control intervals. The control device 10 uses the location information to detect the vehicle 3 entering the power supply lane.

[0018] The vehicle ID information and the information on the power supply power are sent from the vehicle 3 to the server 1, for example, when the vehicle 3 enters a power supply lane and requests power supply from the power supply lane. The vehicle ID information is information for uniquely identifying the vehicle 3 and may be, for example, a VIN (Vehicle Identification Number). The information on the power supply power indicates the power that the vehicle 3 wishes to obtain from the power supply lane. The server 1 links the vehicle ID information with the information on the power supply power and transmits them to each of the power transmission devices 50 included in the power transmission system 5. As will be described later, the communication device 42 of the vehicle 3 is configured to be able to communicate with the power transmission device 50 in a short-range manner. When the power transmission device 50 receives the vehicle ID from the vehicle 3 via short-range communication, it is driven to supply power indicated by the power supply power linked to the vehicle ID.

[0019] The vehicle 3 is an electric vehicle. The vehicle 3 may be, for example, a plug-in hybrid vehicle. FIG. 2 is a diagram showing a schematic configuration of the vehicle 3.

[0020] 1 and 2, the vehicle 3 includes a battery 30, a monitoring unit 31, a system main relay (hereinafter also referred to as "SMR (System Main Relay)") 35, a power control unit (hereinafter also referred to as "PCU (Power Control Unit)") 36, a motor generator 37, a transmission gear 38, drive wheels 39, a sub DC / DC converter 40, an ECU (Electronic Control Unit) 41, a communication device 42, an auxiliary device 43, and an auxiliary battery 44.

[0021] The battery 30 is installed as a driving power source (i.e., a power source) for the vehicle 3. The battery 30 is configured to include a plurality of stacked batteries. The batteries are, for example, secondary batteries such as nickel-metal hydride batteries and lithium-ion batteries. The batteries may also be batteries having a liquid electrolyte between the positive and negative electrodes, or batteries having a solid electrolyte (all-solid-state batteries).

[0022] The monitoring unit 31 monitors the state of the battery 30. The monitoring unit 31 includes a voltage sensor 32, a current sensor 33, and a temperature sensor 34. The voltage sensor 32 detects the voltage (battery voltage) VB of the battery 30 and outputs a signal indicating the detection result to the ECU 41. The current sensor 33 detects the input / output current (battery current) IB of the battery 30 and outputs a signal indicating the detection result to the ECU 41. The temperature sensor 34 detects the temperature (battery temperature) TB of the battery 30 and outputs a signal indicating the detection result to the ECU 41.

[0023] The SMR 35 is electrically connected to the power lines PL and NL that connect the PCU 36 and the battery 30. When the SMR 35 is in a closed state, power is supplied from the battery 30 to the PCU 36. When the SMR 35 is in an open state, power is not supplied from the battery 30 to the PCU 36. The SMR 35 switches between a closed state and an open state in accordance with a control signal from the ECU 41.

[0024] In response to a control signal from the ECU 41, the PCU 36 converts the DC power stored in the battery 30 into AC power and supplies it to the motor generator 37. The PCU 36 also converts the AC power generated by the motor generator 37 into DC power and supplies it to the battery 30. The PCU 36 is configured to include, for example, an inverter and a converter that boosts the DC voltage supplied to the inverter to a level equal to or higher than the output voltage of the battery 30.

[0025] The motor generator 37 is, for example, a three-phase AC synchronous motor with a permanent magnet embedded in the rotor. The motor generator 37 is driven by the PCU 36 to generate a rotational driving force. The driving force generated by the motor generator 37 is transmitted to the driving wheels 39 via a transmission gear 38.

[0026] Sub DC / DC converter 40 is electrically connected between power lines PL, NL and low-voltage line EL. Sub DC / DC converter 40 steps down the voltage of the power between power lines PL, NL and supplies it to low-voltage line EL. Sub DC / DC converter 40 operates in response to a control signal from ECU 41.

[0027] The ECU 41, the communication device 42, the auxiliary device 43, and the auxiliary battery 44 are electrically connected to the low-voltage line EL.

[0028] The communication device 42 is configured to be capable of two-way communication with the communication device 14 of the server 1. The communication between the communication device 42 and the communication device 14 is performed, for example, by wireless communication. The communication device 42 is also configured to be capable of two-way communication with the communication device 550 of the power transmitting device 50. The communication between the communication device 42 and the communication device 14 is performed, for example, by short-range communication.

[0029] The ECU 41 includes a CPU, memory (ROM and RAM), and input / output ports for inputting and outputting various signals (none of which are shown). The ECU 41 receives signals from various sensors and outputs control signals to various devices, and also controls the devices. Note that these controls are not limited to software processing, and can also be implemented using dedicated hardware (electronic circuits).

[0030] The ECU 41 is configured to be able to calculate the SOC (State Of Charge) of the battery 30. As a method for calculating the SOC, various known methods can be adopted, such as a method based on current value integration (coulomb counting) or a method based on open circuit voltage (OCV) estimation.

[0031] When the vehicle 3 is traveling, the ECU 41 transmits its own position information to the server 1 at a predetermined control cycle via the communication device 42. The position information transmitted to the server 1 is used by the server 1 to identify the position of the vehicle 3. Furthermore, when requesting power supply from the power supply lane (power transmission system 5), the ECU 41 transmits information about the vehicle ID and information about the power supply to the server 1 via the communication device 42.

[0032] Furthermore, the ECU 41 transmits information about the vehicle ID to the power transmitting device 50 (specifically, the communication device 550 in FIG. 3) by short-range communication via the communication device 42. By receiving the information about the vehicle ID through short-range communication, the power transmitting device 50 detects that the vehicle 3 is passing overhead.

[0033] The auxiliary devices 43 operate on power supplied from the low-voltage line EL. The auxiliary devices 43 include, for example, a lighting device, a wiper device, an audio device, a navigation device, a power steering device, a meter panel, a headlight system, and the like.

[0034] The auxiliary battery 44 includes, for example, a lead storage battery. The voltage of the auxiliary battery 44 is lower than the voltage of the battery 30, for example, about 12V.

[0035] Furthermore, vehicle 3 includes a power receiving device 45, a charging relay 47, and a DC / DC converter 48 as components for performing contactless charging.

[0036] DC / DC converter 48 is electrically connected between power receiving device 45 and power lines PL, NL. DC / DC converter 48 converts the voltage of the DC power received from power receiving device 45 into a voltage for charging battery 30 in accordance with a control signal from ECU 41.

[0037] The charging relay 47 is a relay for electrically connecting / disconnecting the power receiving device 45 and the DC / DC converter 48. The charging relay 47 switches between a closed state and an open state in accordance with a control signal from the ECU 41.

[0038] The power receiving device 45 is disposed, for example, on the underside of a floor panel of the vehicle 3. The power receiving device 45 includes a power receiving coil 46. The power receiving coil 46 receives the power transmitted from the power transmitting device 50 in a contactless manner. The power receiving device 45 rectifies the power transmitted from the power transmitting device 50 and outputs the rectified power to a charging relay 47. The detailed configurations of the power receiving device 45 and the power transmitting device 50 will be described later.

[0039] 1, the power transmission system 5 includes a plurality of power transmission devices 50 and an AC power supply 52. Although FIG. 1 shows an example in which the power transmission system 5 includes four power transmission devices 50, the number of power transmission devices 50 included in the power transmission system 5 is not limited to four. The number of power transmission devices 50 included in the power transmission system 5 may be three or less, or may be five or more. The power transmission devices 50 are arranged in a line in a travel lane, for example, along the traveling direction of the vehicle 3.

[0040] The AC power source 52 is, for example, a commercial power grid. Each of the power transmission devices 50 receives power from the AC power source 52. Each of the power transmission devices 50 includes a power transmission coil 51. When the power transmission device 50 receives vehicle ID information from the vehicle 3 via short-range communication, the power transmission device 50 receives AC power from the AC power source 52 and forms an electromagnetic field around the power transmission coil 51. For example, the power transmission device 50 continues operating until a predetermined time has elapsed since receiving the vehicle ID information from the vehicle 3 via short-range communication. When the vehicle 3 passes overhead of the power transmission device 50, power is transmitted contactlessly to the power receiving coil 46 of the power receiving device 45 of the vehicle 3. Note that the power transmission device 50 may be configured to switch between operating and non-operating states in accordance with a control signal from the server 1. In this case, for example, the server 1 may identify the power transmission device 50 that the vehicle 3 is passing through based on position information of the vehicle 3, and output a control signal (operation command) to the power transmission device 50 to instruct the power transmission device 50 to operate. Furthermore, after the vehicle 3 has passed the power transmission device 50, the server 1 may output a control signal (non-operation command) to instruct the power transmission device 50 to be non-operational. Alternatively, when the server 1 detects that the vehicle 3 has entered the power supply lane, the server 1 may collectively operate all the power transmission devices 50 of the power transmission system 5 until the vehicle 3 has passed the power supply lane.

[0041] 3 is a diagram illustrating the detailed configuration of the power transmitting device 50 and the power receiving device 45. The power transmitting device 50 includes a power factor correction (PFC) circuit 510, an inverter circuit 520, a filter circuit 530, a power transmitting unit 540, a communication device 550, and a control device 560. The power transmitting unit 540 includes a power transmitting coil 51. The power receiving device 45 includes a power receiving unit 451, a filter circuit 452, and a rectifier 453. The power receiving device 45 includes a power receiving coil 46.

[0042] PFC circuit 510 rectifies and boosts AC power supplied from AC power supply 52 and supplies the power to inverter circuit 520. Inverter circuit 520 converts the power rectified by PFC circuit 510 into AC power and outputs it. The AC power output from inverter circuit 520 is supplied to power transmitting unit 540 via filter circuit 530. Power transmitting unit 540 and power receiving unit 451 each include a resonant circuit and are designed to resonate at the frequency of the transmitted power.

[0043] When AC power is supplied from inverter circuit 520 to power transmission unit 540 via filter circuit 530, a magnetic field is formed between power transmission coil 51 of power transmission unit 540 and power reception coil 46 of power reception unit 451. Energy (power) moves from power transmission coil 51 to power reception coil 46 through this magnetic field. Noise is removed from the energy (power) moved to power reception coil 46 by filter circuit 452, and the energy (power) is converted from AC power to DC power by rectifier unit 453. The DC power is then supplied to DC / DC converter 48 via charging relay 47.

[0044] The communication device 550 of the power transmitting device 50 is configured to be capable of two-way communication with the communication device 14 of the server 1. In addition, the communication device 550 is configured to be capable of short-range communication with the communication device 42 of the vehicle 3.

[0045] The control device 560 of the power transmission device 50 includes a CPU, a memory, input / output ports for inputting and outputting various signals, and the like (none of which are shown), and controls various devices in the power transmission device 50. When the control device 560 receives information about the vehicle ID and the information about the supplied power from the server 1 via the communication device 550, the control device 560 stores the information in, for example, a memory. Alternatively, the control device 560 may store the information about the vehicle ID and the information about the supplied power in a storage device (not shown) included in the power transmission device 50. When the control device 560 receives information about the vehicle ID from the vehicle 3 via the communication device 550, the control device 560 reads the information about the supplied power from the memory based on the vehicle ID. Then, the control device 560 operates, for example, the PFC circuit 510 and the inverter circuit 520 to form an electromagnetic field around the power transmission coil 51 so as to supply power indicated by the information about the supplied power.

[0046] With the above-described configuration, in the wireless charging system 100 according to the present embodiment, as the vehicle 3 travels along the power supply lane, power is supplied wirelessly from the power transmission device 50 of the power transmission system 5 to the vehicle 3 (power receiving device 45). The vehicle can charge the battery 30 of the vehicle 3 using the supplied power.

[0047] Here, the battery 30 generates heat due to the input and output of electric power. Excessive heat generation by the battery 30 accelerates the deterioration of the battery 30. Therefore, it is necessary to manage the temperature of the battery 30 so that the battery 30 does not generate excessive heat. For example, if the temperature of the battery 30 (battery temperature TB) exceeds a threshold, it is possible to prevent the battery 30 from receiving power from the power transmission system 5 while traveling in a power supply lane. However, in this case, the vehicle will miss an opportunity to receive power while traveling. It is desirable to suppress the heat generation of the battery 30 without missing an opportunity to receive power.

[0048] Therefore, in the present embodiment, when the battery temperature TB exceeds a threshold value, the power received from the power transmission system 5 (power transmission device 50) is not used to charge the battery 30, but is used to drive the electric loads of the vehicle 3. The electric loads include, for example, the PCU 36, the motor generator 37, the sub DC / DC 40, the ECU 41, the communication device 42, and the auxiliary device 43. By using the electric power received from the power transmission system 5 (received power) to drive the electric loads, no electric power is input to the battery 30, and therefore heat generation of the battery 30 can be suppressed. Furthermore, because the electric loads are driven by the received power, the received power is effectively utilized, and it is possible to suppress loss of opportunities to receive power.

[0049] More specifically, in this embodiment, two thresholds are provided: a first threshold Tth1 and a second threshold Tth2. The first threshold Tth1 is a temperature threshold set to suppress deterioration of the battery 30, and is a temperature lower than the second threshold Tth2. The second threshold Tth2 (>Tth1) is a temperature threshold set as an upper limit of use based on the specifications of the battery 30.

[0050] When traveling on the power supply lane, the ECU 41 executes one of the normal control, the first suppression control, and the second suppression control in accordance with the battery temperature TB.

[0051] (1) When the battery temperature TB is equal to or lower than the first threshold value Tth1 (TB≦Tth1), the ECU 41 executes normal control. The normal control is a control for charging the battery 30 using power (received power) transmitted from the power transmission system 5 while traveling in a power supply lane, and for supplying power required to bring the vehicle 3 into a desired state (hereinafter also referred to as "requested power") from the battery 30. The requested power includes, for example, power for driving the motor generator 37, and power for driving the ECU 41, the communication device 42, the auxiliary device 43, etc.

[0052] (2) When the battery temperature TB is higher than the first threshold value Tth1 and not higher than the second threshold value Tth2 (Tth1 < TB ≤ Tth2), the ECU 41 executes the first suppression control. The first suppression control is a control that stops charging the battery 30 using the power transmitted from the power transmission system 5 (received power) and uses the received power to drive the electrical load. Specifically, the received power is supplied to the PCU 26 and the sub-DC / DC converter 40, and after being power-converted by these, it is supplied to the motor generator 37, the ECU 41, the communication device 42, the auxiliary machine device 43, etc. In the first suppression control, when the required power exceeds the received power, the insufficient power is taken out from the battery 30.

[0053] (3) When the battery temperature TB is higher than the second threshold value Tth2 (Tth2 < TB), the ECU 41 executes the second suppression control. Similar to the first suppression control, the second suppression control is a control that stops charging the battery 30 using the power transmitted from the power transmission system 5 and uses the received power to drive the electrical load. The control when the required power exceeds the received power is different between the first suppression control and the second suppression control. In the second suppression control, when the required power exceeds the received power, it is determined whether the running state of the vehicle 3 is a predetermined running state. When the running state of the vehicle 3 is not a predetermined running state, the operations of electrical loads such as the motor generator 37 and the auxiliary machine device 43 are restricted so that the power consumption of the electrical load is within the received power. On the other hand, when the running state of the vehicle 3 is a predetermined running state, the insufficient power is taken out from the battery 30. The predetermined running state includes, for example, a state in which a situation such as the emergency braking system is operating to avoid a situation, and a state in which the accelerator pedal is depressed by a predetermined amount or more.

[0054] Hereinafter, with reference to Fig. 4 to Fig. 6, the processing executed by the ECU 41 while traveling in the power supply lane will be described in detail. Fig. 4 is a flowchart showing the procedure of the processing executed by the ECU 41 while traveling in the power supply lane. The processing of this flowchart is started by the ECU 41 when entering the power supply lane. Each step (hereinafter, step is abbreviated as "S") of the flowchart shown in Fig. 4 and Fig. 7 described later will be described as being realized by software processing by the ECU 41, but part or all of it may also be realized by hardware (electrical circuitry) created within the ECU 41.

[0055] In S1, the ECU 41 compares the battery temperature TB with a first threshold value Tth1 and determines whether the battery temperature TB is higher than the first threshold value Tth1. The first threshold value Tth1 and the second threshold value Tth2 are pre-stored in, for example, a memory of the ECU 41, and the first threshold value Tth1 and the second threshold value Tth2 are read from the memory in S1 and in S3, which will be described later. If the battery temperature TB is equal to or lower than the first threshold value Tth1 (NO in S1), the ECU 41 proceeds to S2. If the battery temperature TB is higher than the first threshold value Tth1 (YES in S1), the ECU 41 proceeds to S3.

[0056] In S2, the ECU 41 executes normal control. That is, the ECU 41 controls the PCU 36 and the sub DC / DC converter 40 so as to charge the battery 30 using the power (received power) transmitted from the power transmission system 5, while extracting power from the battery 30 equivalent to the power required by the vehicle 3 and supplying it to the electric load. Note that in S2, a process similar to that of S44 (FIG. 5) described later is executed, and if it is determined that the vehicle 3 has left the driving lane, the series of processes in FIG. 4 is terminated.

[0057] In S3, the ECU 41 compares the battery temperature TB with a second threshold value Tth2 and determines whether the battery temperature TB is higher than the second threshold value th2. If the battery temperature TB is equal to or lower than the second threshold value Tth2 (NO in S3), the ECU 41 proceeds to S4. If the battery temperature TB is higher than the second threshold value th2 (YES in S3), the ECU 41 proceeds to S5.

[0058] In S4, the ECU 41 executes a first suppression process. Fig. 5 is a flowchart showing the procedure of the first suppression process.

[0059] In S40, the ECU 41 compares the requested power with the received power and determines whether the requested power is greater than the received power. The requested power is calculated, for example, by adding together the power required to drive the motor generator 37, which is calculated based on the vehicle speed and the depression amount of the accelerator pedal, and the power consumption, which is calculated based on the operating states of the ECU 41, the communication device 42, the auxiliary devices 43, etc. If the requested power is greater than the received power (YES in S40), the ECU 41 proceeds to S41. If the requested power is equal to or less than the received power (NO in S40), the ECU 41 proceeds to S42.

[0060] In S41, the ECU 41 determines to take power to compensate for the shortfall of the received power relative to the requested power from the battery 30. By taking power to compensate for the shortfall from the battery 30, it is possible to ensure power equivalent to the requested power.

[0061] In S42, the ECU 41 determines to limit the received power to power equal to the requested power. For example, the ECU 41 controls the rectifier 453 of the power receiving device 45 to determine that the received power is equal to the requested power. Alternatively, the ECU 41 may determine to update the information on the supplied power and transmit the updated information on the supplied power to the server 1 via the communication device 42 in order to equalize the received power and the requested power. This also applies to S51, which will be described later.

[0062] In S43, the ECU 41 stops charging the battery 30 using the power transmitted from the power transmission system 5 (received power), and executes control based on the decision in S41 or S42 to supply the received power to the electric load. Specifically, if it is decided in S41 to take from the battery 30 the power that makes up the shortfall of the received power relative to the requested power, the ECU 41 outputs power obtained by adding the power taken from the battery to the received power to the PCU 36 and the sub DC / DC converter 40. If it is decided in S42 to limit the received power to power equal to the requested power, the ECU 41 controls, for example, the rectifier 453 of the power receiving device 45 to make the received power equal to the requested power, and outputs the received power to the PCU 36 and the sub DC / DC converter 40. The ECU 41 controls the PCU 36, the sub DC / DC converter 40, and the DC / DC converter 48 to drive electrical loads such as the motor generator 37, the ECU 41, the communication device 42, and the auxiliary device 43 with the received power. In either case, the current input to and output from the battery 30 (battery current IB) can be set to zero. Therefore, heat generation in the battery 30 is suppressed.

[0063] In S44, the ECU 41 determines whether the vehicle 3 has left the power supply lane. The determination of whether the vehicle 3 has left the power supply lane may be made by the ECU 41 based on the position information of the vehicle 3, for example. Alternatively, the ECU 41 may determine that the vehicle 3 has left the power supply lane when it receives information indicating that the vehicle 3 has left the power supply lane from the server 1. If it is determined that the vehicle 3 has not left the power supply lane (NO in S44), the ECU 41 returns the process to S40. If it is determined that the vehicle 3 has left the power supply lane (YES in S44), the ECU 41 ends the process.

[0064] Referring back to FIG. 4, when the process of S4 is completed, the ECU 41 ends the series of processes in FIG.

[0065] In S5, the ECU 41 executes the second suppression process. Fig. 6 is a flowchart showing the procedure of the second suppression process.

[0066] In S50, the ECU 41 compares the requested power with the received power and determines whether the requested power is greater than the received power. If the requested power is greater than the received power (YES in S50), the ECU 41 proceeds to S52. If the requested power is equal to or less than the received power (NO in S52), the ECU 41 proceeds to S51.

[0067] In step S51, the ECU 41 determines to limit the received power to the power equal to the requested power. This process is similar to the process in step S42 described above.

[0068] In S52, the ECU 41 determines whether the vehicle 3 is in a predetermined driving state. If the ECU 41 determines that the vehicle 3 is not in a predetermined driving state (NO in S52), the ECU 41 proceeds to S53. If the ECU 41 determines that the vehicle 3 is in a predetermined driving state (YES in S52), the ECU 41 proceeds to S54.

[0069] In S53, the ECU 41 determines to limit the operation of the electric loads, such as the motor generator 37 and the auxiliary devices 43, so that the electric power consumption of the electric loads falls within the received electric power. When the driving state of the vehicle 3 is not a predetermined driving state, the ECU 41 limits the operation of the electric loads to prioritize suppressing deterioration of the battery 30. For example, the ECU 41 limits the operation of electric loads with lower priorities based on predetermined priority information, so that the electric power consumption of the electric loads falls within the received electric power. For example, the ECU 41 may set a high priority to electric loads related to the driving of the vehicle 3, such as driving, turning, and stopping, and set a low priority to electric loads not related to the driving of the vehicle 3. The priority information may be stored in advance in a memory of the ECU 41, for example.

[0070] In S54, the ECU 41 determines to take power from the battery 30 to make up for the shortfall in the received power relative to the requested power. Although the battery temperature TB exceeds the second threshold value Tth2, the vehicle 3 is in a predetermined traveling state, so it is assumed that an emergency is required and it is desirable to maintain the traveling state. Therefore, in this case, maintaining the traveling state is given priority and power is taken from the battery 30.

[0071] In S55, the ECU 41 stops charging the battery 30 using the power transmitted from the power transmission system 5 (received power), and executes control based on the decision made in S51, S53, or S54 to supply the received power to the electric load. Specifically, if it is decided in S51 to limit the received power to power equal to the requested power, the ECU 41 controls, for example, the rectifier 453 of the power receiving device 45 to make the received power equal to the requested power, and outputs the received power to the PCU 36 and the sub DC / DC converter 40. If it is decided in S53 to limit the operation of the electric load, the ECU 41 outputs the received power to the PCU 36 and the sub DC / DC converter 40, and limits the operation of the electric load based on the priority information so that the power usage of the electric load falls within the received power. If it is determined in S54 that the shortfall in the received power relative to the requested power should be made up by the power taken from the battery 30, the ECU 41 outputs the power obtained by adding the received power to the power taken from the battery to the PCU 36 and the sub DC / DC converter 40. In either case, the current input to and output from the battery 30 (battery current IB) can be made zero. Therefore, heat generation in the battery 30 is suppressed.

[0072] In S56, the ECU 41 determines whether the vehicle 3 has left the power supply lane. The processing in S56 is the same as the processing in S44 described above. If it is determined that the vehicle 3 has not left the power supply lane (NO in S56), the ECU 41 returns the processing to S50. If it is determined that the vehicle 3 has left the power supply lane (YES in S56), the ECU 41 ends the processing.

[0073] Referring to FIG. 4 again, when the process of S5 ends, the ECU 41 ends the series of processes in FIG. 4.

[0074] As described above, in the contactless charging system 100 according to the present embodiment, when the power supply lane is running, the battery 30 generates heat, and when the battery temperature TB is higher than the first threshold value Tth1 and not more than the second threshold value Tth2 (Tth1 < TB ≤ Tth2), the ECU 41 executes the first suppression control. In the first suppression control, the power received by the power receiving device 45 from the power transmission system 5 (power transmission device 50) is not used for charging the battery 30 but is used for driving the electrical load. That is, since the battery 30 is not charged, heat generation of the battery 30 can be suppressed. And since the received power is used for driving the electrical load, the received power can be effectively utilized, and the loss of power reception opportunity can be suppressed.

[0075] [Modification Example] In the embodiment, two threshold values, the first threshold value Tth1 and the second threshold value Tth2, are provided as temperature threshold values for suppressing deterioration of the battery 30. In the modification example, an example in which a single threshold value Tth is provided as the temperature threshold value for suppressing deterioration of the battery 30 will be described.

[0076] The threshold value Tth according to the modification example is set, for example, to a value between the first threshold value Tth1 and the second threshold value Tth2 according to the embodiment (Tth1 ≤ Tth ≤ Tth2). The threshold value Tth can be appropriately set between the first threshold value Tth1 and the second threshold value Tth2 according to the specifications of the vehicle 3 and the like.

[0077] When the battery 30 generates heat while traveling in a power supply lane and the battery temperature TB exceeds the threshold value Thth, the ECU 41 executes suppression control. The suppression control according to the modification is similar to the first suppression control according to the embodiment, and is a control that stops charging the battery 30 using power transmitted from the power transmission system 5 (received power) and uses the received power to drive the electric loads. Specifically, the received power is supplied to the PCU 26 and the sub DC / DC converter 40, and is supplied to each of the electric loads after being converted by these. In the suppression control, when the requested power exceeds the received power, the shortage of power is taken from the battery 30.

[0078] FIG. 7 is a flowchart showing the procedure of the process executed by the ECU 41 while the vehicle is traveling in the power supply lane in the modified example.

[0079] In S60, the ECU 41 compares the battery temperature TB with a threshold value Tth to determine whether the battery temperature TB is higher than the threshold value th. The threshold value Tth is pre-stored in, for example, a memory of the ECU 41, and is read from the memory in S60. If the battery temperature TB is equal to or lower than the threshold value Tth (NO in S60), the ECU 41 proceeds to S61. If the battery temperature TB is higher than the first threshold value Tth1 (YES in S1), the ECU 41 proceeds to S62 and executes suppression control.

[0080] In S61, the ECU 41 executes normal control, which has been described in the embodiment in S2 of Fig. 4 and will not be described again.

[0081] In S62, the ECU 41 compares the requested power with the received power and determines whether the requested power is greater than the received power. If the requested power is greater than the received power (YES in S62), the ECU 41 proceeds to S63. If the requested power is equal to or less than the received power (NO in S62), the ECU 41 proceeds to S64.

[0082] In S63, the ECU 41 determines to take from the battery 30 the power that makes up the shortfall between the received power and the requested power.

[0083] In step S64, the ECU 41 determines to limit the received power to the power equal to the requested power. This process is similar to the processes in steps S42 and S51 described above.

[0084] In S65, the ECU 41 stops charging the battery 30 using the power transmitted from the power transmission system 5 (received power), and executes control based on the decision in S63 or S64 to supply the received power to the electric load. Specifically, if it is decided in S63 to take from the battery 30 the power that makes up the shortfall of the received power relative to the requested power, the ECU 41 outputs power obtained by adding the power taken from the battery to the received power to the PCU 36 and the sub DC / DC converter 40. If it is decided in S64 to limit the received power to power equal to the requested power, the ECU 41 controls, for example, the rectifier 453 of the power receiving device 45 to make the received power equal to the requested power, and outputs the received power to the PCU 36 and the sub DC / DC converter 40. The ECU 41 controls the PCU 36, the sub DC / DC converter 40, and the DC / DC converter 48 to drive electrical loads such as the motor generator 37, the ECU 41, the communication device 42, and the auxiliary device 43 with the received power. In either case, the current input to and output from the battery 30 (battery current IB) can be set to zero. Therefore, heat generation in the battery 30 is suppressed.

[0085] In S66, the ECU 41 determines whether the vehicle 3 has left the power supply lane. The processing of S66 is the same as the processing of S44 described above. If it is determined that the vehicle 3 has not left the power supply lane (NO in S66), the ECU 41 returns the processing to S60. If it is determined that the vehicle 3 has left the power supply lane (YES in S66), the ECU 41 ends the series of processing in FIG. 7. In a modified example, if the vehicle 3 has not left the power supply lane, the processing of S60 is executed again. However, as in the embodiment, if it is determined that the vehicle 3 has not left the power supply lane, the processing may be returned to S61 or S62.

[0086] In addition, in the suppression control, it is also possible to add the processing of S52 and S53 of the second suppression control and determine whether to limit the driving of the electrical load or to draw power from the battery 30 to make up for the shortfall in the received power compared to the required power, depending on whether the driving state of the vehicle 3 is a predetermined driving state or not.

[0087] As described above, in the wireless charging system 100 according to the modified example, when the battery 30 generates heat while traveling in a power supply lane and the battery temperature TB exceeds the threshold value Tth, the ECU 41 executes suppression control. In the suppression control, the power (received power) received by the power receiving device 45 from the power transmission system 5 (power transmission device 50) is not used to charge the battery 30, but is used to drive an electric load. In other words, since the battery 30 is not charged, heat generation in the battery 30 can be suppressed. Furthermore, since the received power is used to drive an electric load, the received power can be effectively utilized and loss of power receiving opportunities can be suppressed.

[0088] The embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present disclosure is defined by the claims, not by the description of the above embodiments, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0089] 1 Server, 3 Vehicle, 5 Power transmission system, 10 Control device, 12 Storage device, 14 Communication device, 16 Communication bus, 30 Battery, 31 Monitoring unit, 32 Voltage sensor, 33 Current sensor, 34 Temperature sensor, 35 SMR, 36 PCU, 37 Motor generator, 38 Transmission gear, 39 Drive wheel, 40 Sub DC / DC converter, 41 ECU, 42 Communication device, 43 Auxiliary device, 44 Auxiliary battery, 45 Power receiving device, 46 Power receiving coil, 47 Charging relay, 48 DC / DC converter, 50 Power transmitting device, 51 Power transmitting coil, 52 AC power source, 100 Wireless charging system, 451 Power receiving unit, 452 Filter circuit, 453 Rectification unit, 510 PFC circuit, 520 Inverter circuit, 530 Filter circuit, 540 Power transmitting unit, 550 Communication device, 560 Control device, EL low voltage line, NL,PL power line.

Claims

1. A vehicle, a power receiving device configured to be able to receive power contactlessly from a power transmitting device provided in a travel lane; a battery configured to be chargeable using the received power of the power receiving device; a temperature sensor for detecting the temperature of the battery; The electrical load and a control device that controls the power receiving device and the electrical load; When the temperature of the battery is higher than a first threshold, the control device stops charging the battery using the received power and uses the received power to drive the electric load; When the temperature of the battery is higher than the first threshold and is equal to or lower than a second threshold that is greater than the first threshold, The control device When the required power required for the vehicle is equal to or less than the received power, the received power is limited to power equal to the required power, and the received power is used to drive the electric load; When the requested power is greater than the received power, the received power and battery power output from the battery are used to drive the electric load.

2. When the temperature of the battery is higher than the second threshold, the control device When the requested power is equal to or less than the received power, the received power is limited to power equal to the requested power, and the received power is used to drive the electric load; When the requested power is greater than the received power, When the vehicle is not in a predetermined running state, the operation of the electric load is limited so that the electric power used by the electric load falls within the received electric power; The vehicle according to claim 1 , wherein when the driving state is the predetermined driving state, the received electric power and the battery power are used to drive the electric load.

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