Vehicle, power supply device, and power supply method

Abstract

To provide a vehicle that is configured to supply power from a power transmission coil provided on a road in a non-contact manner, which appropriately selects a power supply source to a motor.SOLUTION: A vehicle 1 includes: a battery 3 for storing power; a power receiving device 2 having a power receiving coil 22 for receiving power from a power transmission coil 44 provided on a road; a motor 4 for outputting drive force of the vehicle; a power supply circuit 5 which is configured to supply power to the motor from at least one of the battery and the power receiving device; and a control device 10 for controlling power supply to the motor. The control device selects a power supply source to the motor from the battery and the power receiving device, according to whether the vehicle travels on a power supply area provided with the power transmission coil.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The present invention relates to a vehicle, a power supply device, and a power supply method. [Background technology]

[0002] Conventionally, there is known a technology for transmitting power contactlessly using a transmission method such as magnetic resonance. For example, Patent Document 1 describes a technology in which power is transmitted from a power transmitting coil installed on the road surface to a power receiving coil installed in a vehicle, and the power is used to charge the vehicle battery while the vehicle is traveling. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2021-129432 Summary of the Invention [Problem to be solved by the invention]

[0004] However, when the allowable charging power of a battery is low, the power transmitted to the vehicle cannot be supplied to the battery. Therefore, it is possible to supply the power received by the vehicle's power receiving device directly to the vehicle's drive motor without going through the battery. However, when there are two options for the power supply to the motor, the battery and the power receiving device, it is necessary to appropriately select one of them depending on the vehicle's driving environment, etc.

[0005] In view of the above problems, an object of the present invention is to appropriately select a power supply source for a motor in a vehicle configured to receive power contactlessly from a power transmission coil installed on the road. [Means for solving the problem]

[0006] The gist of the present disclosure is as follows.

[0007] (1) A vehicle comprising: a battery for storing electric power; a power receiving device having a power receiving coil for receiving electric power from a power transmitting coil provided on a road; a motor for outputting driving force for the vehicle; a power supply circuit configured to supply electric power to the motor from at least one of the battery and the power receiving device; and a control device for controlling the supply of electric power to the motor, wherein the control device selects the source of electric power supply to the motor from the battery and the power receiving device depending on whether the vehicle is traveling in a power supply area in which the power transmitting coil is provided.

[0008] (2) The vehicle according to (1), wherein the control device selects only the power receiving device as the power supply source when the vehicle is traveling in the power supply area.

[0009] (3) The vehicle described in (1) above, wherein when the vehicle is traveling in the power supply area, the control device selects only the power receiving device as the power supply source if the power consumption of the motor is below a predetermined value, and selects the battery and the power receiving device as the power supply source if the power consumption is greater than the predetermined value.

[0010] (4) A vehicle as described in (2) or (3) above, wherein the control device selects only the battery as the power supply source when a problem occurs in the power supply to the vehicle, even when the vehicle is traveling in the power supply area.

[0011] (5) A vehicle described in any one of (1) to (4) above, wherein the control device supplies power from the power receiving device to the motor and the battery when the amount of power supplied to the vehicle is greater than the power consumption of the motor when only the power receiving device is selected as the power supply source.

[0012] (6) A method of supplying power to a motor that outputs driving force for a vehicle, the vehicle comprising: a battery that stores power; a power receiving device having a power receiving coil that receives power from a power transmitting coil installed on a road; and a power supply circuit configured to supply power to the motor from at least one of the battery and the power receiving device, the power supply method including selecting a power supply source for the motor from the battery and the power receiving device depending on whether the vehicle is traveling in a power supply area in which the power transmitting coil is installed.

[0013] (7) A power supply device mounted on a vehicle, the vehicle including a battery for storing power, a power receiving device having a power receiving coil for receiving power from a power transmitting coil provided on a road, a motor for outputting driving force for the vehicle, and a power supply circuit configured to supply power to the motor from at least one of the battery and the power receiving device, the power supply device selecting the power supply source for the motor from the battery and the power receiving device depending on whether the vehicle is traveling in a power supply area in which the power transmitting coil is provided.

[0014] (8) The power supply device according to (7), wherein when the vehicle is traveling in the power supply area, only the power receiving device is selected as the power supply source.

[0015] (9) The power supply device described in (7) above, which selects only the power receiving device as the power supply source when the power consumption of the motor is equal to or less than a predetermined value while the vehicle is traveling in the power supply area, and selects the battery and the power receiving device as the power supply source when the power consumption is greater than the predetermined value.

[0016] (10) The power supply device according to (8) or (9) above, which selects only the battery as the power supply source when there is a problem with the power supply to the vehicle even when the vehicle is traveling in the power supply area.

[0017] (11) A power supply device according to any one of (7) to (10) above, which supplies power from the power receiving device to the motor and the battery when the amount of power supplied to the vehicle is greater than the power consumption of the motor when only the power receiving device is selected as the power supply source. [Effects of the Invention]

[0018] According to the present invention, in a vehicle configured to receive power in a contactless manner from a power transmission coil provided on a road, it is possible to appropriately select a power supply source for a motor. [Brief explanation of the drawings]

[0019] [Figure 1] FIG. 1 is a diagram schematically illustrating the configuration of a contactless power supply system. [Figure 2] FIG. 2 is a circuit diagram showing a power supply path in a vehicle. [Figure 3] FIG. 3 is a schematic diagram of the vehicle's ECU and devices connected to the ECU. [Figure 4] FIG. 4 is a diagram illustrating an example of a power supply area in which a power transmission coil of a power supply device is installed. [Figure 5] FIG. 5 is a diagram showing a plurality of states of the switching elements set by the ECU in the first embodiment. [Figure 6] FIG. 6 is a flowchart showing a control routine for power supply processing in the first embodiment. [Figure 7] FIG. 7 is a diagram showing a plurality of states of the switching elements set by the ECU in the second embodiment. [Figure 8] FIG. 8 is a flowchart showing a control routine for power supply processing in the second embodiment. [Figure 9] FIG. 9 is a diagram showing a plurality of states of the switching elements set by the ECU in the third embodiment. [Figure 10] FIG. 10 is a flowchart showing a control routine for power supply processing in the third embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0020] 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.

[0021] First, a configuration for contactlessly supplying power to a vehicle using a power supply device will be described. FIG. 1 is a diagram schematically illustrating the configuration of a contactless power supply system 100. The contactless power supply system 100 includes a power supply device 30 and a vehicle 1, and performs contactless power supply between the power supply device 30 and the vehicle 1. In particular, in this embodiment, the contactless power supply system 100 performs contactless power supply from the power supply device 30 to the vehicle 1 by magnetic field resonant coupling (magnetic field resonance) while the vehicle 1 is traveling. That is, the contactless power supply system 100 transmits power from the power supply device 30 to the vehicle 1 using a magnetic field as a medium. Note that contactless power supply is also referred to as contactless power transmission, wireless power transmission, or wireless power supply.

[0022] The power supply device 30 is configured to supply power to the vehicle 1 in a wireless manner. Specifically, as shown in Fig. 1 , the power supply device 30 includes a power source 31, a controller 32, a communication device 33, and a power transmission device 40. In this embodiment, the power supply device 30 is provided on a road (lane) on which the vehicle 1 travels, and is buried underground (below the road surface), for example. Note that at least a part of the power supply device 30 (for example, the power source 31, the controller 32, and the communication device 33) may be disposed above the road surface.

[0023] The power supply 31 is a power source for the power transmission device 40 and supplies power to the power transmission device 40. The power supply 31 is, for example, a commercial AC power supply that supplies single-phase AC power. However, the power supply 31 may also be an AC power supply that supplies three-phase AC power.

[0024] The power transmitting device 40 is configured to generate an AC magnetic field for transmitting power to the vehicle 1. In this embodiment, the power transmitting device 40 includes a power transmitting side rectifier circuit 41, an inverter 42, and a power transmitting side resonant circuit 43. In the power transmitting device 40, appropriate AC power (high frequency power) is supplied to the power transmitting side resonant circuit 43 via the power transmitting side rectifier circuit 41 and the inverter 42.

[0025] The power transmission side rectifier circuit 41 is electrically connected to the power source 31 and the inverter 42. The power transmission side rectifier circuit 41 rectifies AC power supplied from the power source 31 to convert 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.

[0026] The inverter 42 is electrically connected to the power transmitting side rectifier circuit 41 and the power transmitting side resonant circuit 43. The inverter 42 converts the DC power supplied from the power transmitting side rectifier circuit 41 into AC power (high frequency power) having a higher frequency than the AC power of the power source 31, and supplies the high frequency power to the power transmitting side resonant circuit 43.

[0027] The power transmission side resonant circuit 43 has a resonator configured with 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 (such as the outer diameter and inner diameter of the power transmission coil 44, the number of turns of the power transmission coil 44, and the capacitance of the power transmission side capacitor 45) are determined so that the resonant frequency of the power transmission side resonant circuit 43 becomes a predetermined set value. The predetermined set value is, for example, 10 kHz to 100 GHz, and is preferably 85 kHz, which is determined by the SAE TIR J2954 standard as a frequency band for contactless power supply to vehicles.

[0028] The power transmitting side resonant circuit 43 is disposed in the center of the lane on which the vehicle 1 is traveling so that the center of the power transmitting coil 44 is located in the center of the lane. When high-frequency power supplied from the inverter 42 is applied to the power transmitting side resonant circuit 43, the power transmitting side resonant circuit 43 generates an AC magnetic field for transmitting power to the vehicle 1. Note that the power source 31 may be a DC power source such as a fuel cell or a solar cell, in which case the power transmitting side rectifier circuit 41 may be omitted. In addition, a filter circuit for suppressing harmonic noise generated from the inverter 42 may be provided between the inverter 42 and the power transmitting side resonant circuit 43.

[0029] The controller 32 is, for example, a general-purpose computer, and performs various controls of the power supply device 30. For example, the controller 32 is electrically connected to an inverter 42 of the power transmission device 40, and controls the inverter 42 to control power transmission by the power transmission device 40.

[0030] The communication device 33 is a device that enables communication between the power supply device 30 and the outside of the power supply device 30. For example, the communication device 33 includes a short-range wireless communication module (e.g., a Dedicated Short Range Communication (DSRC) antenna, a Bluetooth (registered trademark) module, etc.) for performing short-range wireless communication, and a wide-area wireless communication module for performing wide-area wireless communication. The communication device 33 is electrically connected to the controller 32, and the controller 32 communicates with the vehicle 1 using the communication device 33.

[0031] On the other hand, the vehicle 1 includes a power receiving device 2 and is configured to receive power contactlessly from a power feeding device 30. In this embodiment, the power receiving device 2 includes a power receiving side resonant circuit 21, a power receiving side rectifying circuit 24, and a DC / DC converter 25.

[0032] The power receiving side resonant circuit 21 is disposed at the bottom of the vehicle 1 so as to reduce the distance from the road surface. In this embodiment, the power receiving side resonant circuit 21 is disposed at the center of the vehicle 1 in the vehicle width direction, and between the front wheels and rear wheels in the front-rear direction of the vehicle 1.

[0033] The power receiving side resonant circuit 21 has a configuration similar to that of the power transmitting side resonant circuit 43, and includes a resonator made up of a power receiving coil 22 and a power receiving side capacitor 23. Various parameters of the power receiving coil 22 and the power receiving side capacitor 23 (such as the outer diameter and inner diameter of the power receiving coil 22, the number of turns of the power receiving coil 22, and the capacitance of the power receiving side capacitor 23) are determined so that the resonant frequency of the power receiving side resonant circuit 21 matches the resonant frequency of the power transmitting side resonant circuit 43. Note that if the deviation between the resonant frequencies of the power receiving side resonant circuit 21 and the power transmitting side resonant circuit 43 is small, for example, if the resonant frequency of the power receiving side resonant circuit 21 is within a range of ±20% of the resonant frequency of the power transmitting side resonant circuit 43, the resonant frequency of the power receiving side resonant circuit 21 does not necessarily have to match the resonant frequency of the power transmitting side resonant circuit 43.

[0034] 1, when the power receiving coil 22 of the power receiving-side resonant circuit 21 faces the power transmitting coil 44 of the power transmitting-side resonant circuit 43, and an AC magnetic field is emitted from the power transmitting coil 44, the oscillation of the AC magnetic field is transmitted to the power receiving-side resonant circuit 21, which resonates at the same resonant frequency as the power transmitting-side resonant circuit 43. As a result, an induced current flows in the power receiving coil 22 of the power receiving-side resonant circuit 21 due to electromagnetic induction, and the induced current generates power. In other words, the power receiving coil 22 receives power from the power transmitting coil 44 installed on the road.

[0035] The power receiving side rectifier circuit 24 is electrically connected to the power receiving side resonant circuit 21 and the DC / DC converter 25. The power receiving side rectifier circuit 24 rectifies the AC power supplied from the power receiving side resonant circuit 21 to convert it into DC power, and supplies the DC power to the DC / DC converter 25. The power receiving side rectifier circuit 24 is, for example, an AC / DC converter. Note that a filter circuit for removing noise from the AC power may be provided between the power receiving side resonant circuit 21 and the power receiving side rectifier circuit 24.

[0036] The DC / DC converter 25 is electrically connected to the power receiving side rectifier circuit 24. The DC / DC converter 25 converts the voltage value of the DC power output from the power receiving side rectifier circuit 24. The DC / DC converter 25 is a step-down DC / DC converter (buck converter), a step-up DC / DC converter (boost converter), or a step-up / step-down DC / DC converter (buck-boost converter).

[0037] 2 is a circuit diagram showing a power supply path in the vehicle 1. As shown in FIG. 2, the vehicle 1 includes a battery 3, a motor 4, and a power supply circuit 5 in addition to the power receiving device 2.

[0038] The battery 3 stores power, and the power stored in the battery 3 is consumed in the vehicle 1. The battery 3 is a rechargeable secondary battery, such as a lithium-ion battery or a nickel-metal hydride battery. When power is supplied to the battery 3 from the power receiving device 2, the battery 3 is charged, and the state of charge (SOC) of the battery 3 is restored. The battery 3 can also be charged by an external power source other than the power supply device 30 via a charging port provided in the vehicle 1.

[0039] The motor 4 is an electric motor (for example, an AC synchronous motor) and is driven using electricity as a power source. The output of the motor 4 is transmitted to the wheels via a reducer and an axle. That is, the motor 4 outputs the driving force of the vehicle 1. In this embodiment, the motor 4 is a motor generator that functions as both an electric motor and a generator. Therefore, when the vehicle 1 decelerates, the motor 4 is driven by the rotation of the vehicle 1, and the motor 4 generates regenerative power using the deceleration energy of the vehicle 1. Also, in this embodiment, the vehicle 1 is an electric vehicle (BEV) that does not have an internal combustion engine, and the motor 4 alone functions as a driving source for the vehicle 1.

[0040] The power supply circuit 5 is configured to supply power to the motor 4 from at least one of the battery 3 and the power receiving device 2. In this embodiment, the voltage of the power receiving device 2 is higher than the voltage of the battery 3. As shown in Fig. 2, the power supply circuit 5 includes an inverter 51, switching elements S1 to S4, diodes D1 to D4, coils L1 and L2, and capacitors C1 to C3. Note that the power supply circuit 5 may have a different configuration from that shown in Fig. 2 as long as it has the same functions.

[0041] The inverter 51 is electrically connected to the battery 3, the power receiving device 2, and the motor 4. Power is supplied to the inverter 51 from at least one of the battery 3 and the power receiving device 2. The inverter 51 converts the DC power supplied to the inverter 51 into AC power and supplies the AC power to the motor 4. Therefore, power is supplied to the motor 4 from at least one of the battery 3 and the power receiving device 2 via the inverter 51.

[0042] The power supply circuit 5 has a plurality of switching elements for switching the power supply path in the vehicle 1 (particularly the power supply path to the motor 4), and in this embodiment has four switching elements S1 to S4. The switching elements S1 to S4 are configured as, for example, IGBTs (Insulated Gate Bipolar Transistors), MOS (Metal Oxide Semiconductor) transistors, bipolar transistors, etc. As shown in Fig. 2, the switching elements S1 to S4 are connected in series to the inverter 51 and the motor 4, and the diodes D1 to D4 are connected in anti-parallel to the switching elements S1 to S4, respectively.

[0043] The positive terminal of the power receiving device 2 is connected between the switching element S1 and the switching element S2 via the coil L2. The positive terminal of the battery 3 is connected between the switching element S2 and the switching element S3 via the coil L1. The negative terminal of the power receiving device 2 is connected between the switching element S3 and the switching element S4.

[0044] The capacitor C1 is connected in parallel to the battery 3. The capacitor C2 is connected in parallel to the power receiving device 2. The capacitor C3 is connected in parallel to the inverter 51 and functions as a smoothing capacitor.

[0045] The vehicle 1 also includes an electronic control unit (ECU) as a control device for the vehicle 1. Fig. 3 is a schematic configuration diagram of the ECU 10 of the vehicle 1 and devices connected to the ECU 10. The ECU 10 executes various controls for the vehicle 1. The ECU 10 is an example of a power supply device mounted on the vehicle 1.

[0046] 3, the ECU 10 includes a communication interface 11, a memory 12, and a processor 13. The communication interface 11, the memory 12, and the processor 13 are connected to one another via signal lines.

[0047] The communication interface 11 has an interface circuit for connecting the ECU 10 to an in-vehicle network that complies with standards such as CAN (Controller Area Network).

[0048] The memory 12 includes, for example, a volatile semiconductor memory (for example, RAM) and a non-volatile semiconductor memory (for example, ROM). The memory 12 stores programs executed by the processor 13, various data used when the processor 13 executes various processes, and the like.

[0049] The processor 13 has one or more central processing units (CPUs) and their peripheral circuits, and executes various processes. The processor 13 may further have an arithmetic circuit such as a logic operation unit or a numerical operation unit.

[0050] 3, the above-described DC / DC converter 25, inverter 51, and switching elements S1 to S4 are electrically connected to the ECU 10. The ECU 10 controls each of the DC / DC converter 25, inverter 51, and switching elements S1 to S4, and controls the power supply to the vehicle 1, in particular the power supply to the motor 4.

[0051] The vehicle 1 also includes a GNSS (Global Navigation Satellite System) receiver 14, a map database 15, sensors 16, and a communication device 17, which are electrically connected to the ECU .

[0052] The GNSS receiver 14 detects the current position of the vehicle 1 (e.g., the latitude and longitude of the vehicle 1) based on positioning information obtained from multiple (e.g., three or more) positioning satellites. Specifically, the GNSS receiver 14 captures multiple positioning satellites and receives radio waves transmitted from the positioning satellites. The GNSS receiver 14 then calculates the distance to the positioning satellite based on the difference between the transmission time and reception time of the radio waves, and detects the current position of the vehicle 1 based on the distance to the positioning satellite and the position (orbit information) of the positioning satellite. The output of the GNSS receiver 14, i.e., the current position of the vehicle 1 detected by the GNSS receiver 14, is transmitted to the ECU 10.

[0053] The map database 15 stores map information. The map information includes location information of the power supply area, which will be described later. The ECU 10 acquires the map information from the map database 15. Note that the map database may be provided outside the vehicle 1 (for example, a server), and the ECU 10 may acquire the map information from outside the vehicle 1.

[0054] The sensor 16 detects a state quantity of the vehicle 1. For example, the sensor 16 includes a battery current sensor that detects an input / output current of the battery 3. The output of the sensor 16, i.e., the state quantity of the vehicle 1 detected by the sensor 16, is transmitted to the ECU 10.

[0055] The communication device 17 is a device that enables communication between the vehicle 1 and the outside of the vehicle 1. For example, the communication device 17 includes a short-range wireless communication module (e.g., a Dedicated Short Range Communication (DSRC) in-vehicle device, a Bluetooth (registered trademark) module, etc.) for performing short-range wireless communication, and a wide-area wireless communication module (e.g., a data communication module (DCM)) for performing wide-area wireless communication. The ECU 10 communicates with the power supply device 30 using the communication device 17.

[0056] Fig. 4 is a diagram showing an example of a power supply area in which power transmission coils 44 of a power supply device 30 are installed. In the example of Fig. 4, three power transmission coils 44 are arranged spaced apart along the traveling direction of the vehicle 1 on the same lane of a road. The range on the lane in which multiple power transmission coils 44 are installed consecutively corresponds to the power supply area. Note that the number of power transmission coils 44 installed in one power supply area may be any other number (for example, one).

[0057] For example, when vehicle 1 approaches a power supply area, ECU 10 uses communication device 17 to transmit a power supply request signal to power supply device 30 requesting power supply to vehicle 1. When controller 32 of power supply device 30 receives the power supply request signal from vehicle 1, controller 32 causes power transmission device 40 to generate an AC magnetic field for power transmission. That is, when controller 32 receives the power supply request signal from vehicle 1, it starts contactless power supply from power supply device 30 to vehicle 1.

[0058] By supplying the battery 3 with power transmitted to the vehicle 1 via wireless power transfer, the battery 3 can be charged while the vehicle 1 is traveling. However, when the allowable charging power of the battery 3 is small, the power transmitted to the vehicle 1 cannot be supplied to the battery 3. Therefore, it is conceivable to supply the power received by the power receiving device 2 directly to the motor 4 without going through the battery 3. However, when there are two options, the battery 3 and the power receiving device 2, as the power supply source for the motor 4, it is necessary to appropriately select one of them depending on the traveling environment of the vehicle 1, etc.

[0059] Therefore, in this embodiment, the ECU 10 selects the power supply source for the motor 4 from the battery 3 and the power receiving device 2 depending on whether the vehicle 1 is traveling in a power supply area where the power transmitting coil 44 is provided. This allows the ECU 10 to appropriately select the power supply source for the motor 4 in the vehicle 1 that is configured to receive power contactlessly from the power transmitting coil 44 provided on the road.

[0060] For example, in order to reduce power loss in the vehicle 1, it is desirable to supply power directly from the power receiving device 2 to the motor 4 without going through the battery 3. For this reason, in this embodiment, the ECU 10 selects only the power receiving device 2 as the power supply source for the motor 4 when the vehicle 1 is traveling in a power supply area, and selects only the battery 3 as the power supply source for the motor 4 when the vehicle 1 is not traveling in a power supply area.

[0061] In this embodiment, the ECU 10 controls the on / off of the switching elements S1 to S4 to select the power supply source to the motor 4 from the battery 3 and the power receiving device 2. Fig. 5 is a diagram showing a plurality of states of the switching elements S1 to S4 set by the ECU 10 in the first embodiment.

[0062] In this embodiment, the ECU 10 switches the states of the switching elements S1 to S4 between a first state and a second state. In the first state, the switching elements S2 and S3 are turned off while power is being supplied to the vehicle 1. As a result, power is supplied from the power receiving device 2 to the inverter 51 and the motor 4, and power supply from the battery 3 to the inverter 51 and the motor 4 is cut off. That is, in the first state, only the power receiving device 2 is used as a power supply source for the motor 4. In the first state, the switching elements S1 and S4 are set to any state (on or off).

[0063] In the second state, when power is not being supplied to the vehicle 1, the switching elements S1 and S2 are turned on and the switching elements S3 and S4 are turned off. As a result, power is supplied from the battery 3 to the inverter 51 and the motor 4, and power supply from the power receiving device 2 to the inverter 51 and the motor 4 is cut off. That is, in the second state, only the battery 3 is used as a power supply source for the motor 4.

[0064] Furthermore, even if the vehicle 1 is located within a power supply area, there are cases where power is not supplied to the vehicle 1 normally. For this reason, even when the vehicle 1 is traveling within a power supply area, if there is a problem with the power supply to the vehicle 1, the ECU 10 selects only the battery 3 as the power supply source to the motor 4. This makes it possible to avoid a shortage of power supplied to the motor 4 due to a power supply problem.

[0065] The above-mentioned control flow will be described below with reference to the flowchart of Fig. 6. Fig. 6 is a flowchart showing a control routine for power supply processing in the first embodiment. This control routine is repeatedly executed by the ECU 10 at predetermined execution intervals.

[0066] First, in step S101, the ECU 10 determines whether the vehicle 1 is traveling in a power supply area. For example, the ECU 10 makes this determination by comparing the current position of the vehicle 1 acquired based on the output of the GNSS receiver 14 with the position information of the power supply area stored in the map information of the map database 15. Note that the ECU 10 may determine that the vehicle 1 is traveling in the power supply area when the power receiving device 2 of the vehicle 1 is receiving power.

[0067] If it is determined in step S101 that the vehicle 1 is traveling in a power supply area, the control routine proceeds to step S101. In step S102, the ECU 10 determines whether a malfunction has occurred in the power supply to the vehicle 1. For example, the ECU 10 determines that a malfunction has occurred in the power supply to the vehicle 1 when at least one of the following abnormal conditions is met. If the abnormal condition is met, the power supply from the power supply device 30 to the vehicle 1 is stopped.

[0068] The first abnormality condition is that an abnormality (for example, disconnection of the power receiving coil 22) has occurred in the power receiving device 2. For example, if power is not generated in the power receiving-side resonant circuit 21 even though an AC magnetic field is radiated from the power transmitting coil 44, the ECU 10 determines that an abnormality has occurred in the power receiving device 2. In this case, the vehicle 1 notifies the power feeding device 30 of the power feeding abnormality, and the power feeding device 30 stops feeding power to the vehicle 1.

[0069] The second abnormal condition is the occurrence of a positional misalignment (lateral misalignment) between the power receiving coil 22 and the power transmitting coil 44 in the vehicle width direction. For example, in the vehicle 1, tracking coils that detect the positional misalignment between the power receiving coil 22 and the power transmitting coil 44 in the vehicle width direction are provided on both sides of the power receiving-side resonant circuit 21 in the vehicle width direction. In this case, the tracking coils output radio signals or weak AC power emitted from the power transmitting device 40 as detection signals, and the ECU 10 detects the positional misalignment based on the difference in intensity of the detection signals from the two tracking coils. The positional misalignment detection result is transmitted from the vehicle 1 to the power feeding device 30. Alternatively, the power feeding device 30 may detect the positional misalignment between the power receiving coil 22 and the power transmitting coil 44 in the vehicle width direction and transmit the detection result to the vehicle 1.

[0070] The third abnormal condition is the presence of a foreign object on a road in the power supply area. For example, the power supply device 30 includes a foreign object detection sensor (e.g., a photoelectric sensor, a camera, a metal detector, etc.) that detects a foreign object on the power transmission coil 44, and transmits the detection result of the foreign object to the vehicle 1.

[0071] The fourth abnormal condition is a loss of communication between the power supply device 30 and the vehicle 1. For example, when a predetermined notification is not transmitted from the power supply device 30 to the vehicle 1, the ECU 10 determines that the communication between the power supply device 30 and the vehicle 1 is lost.

[0072] Note that conditions other than those described above may be used as abnormal conditions, or only some of the above conditions may be used as abnormal conditions.

[0073] If it is determined in step S102 that no malfunction has occurred in the power supply to the vehicle 1, this control routine proceeds to step S103. In step S103, the ECU 10 sets the states of the switching elements S1 to S4 of the power supply circuit 5 to the first state. That is, the ECU 10 selects only the power receiving device 2 as the power supply source for the motor 4. After step S103, this control routine ends.

[0074] On the other hand, if it is determined in step S101 that the vehicle 1 is not traveling in a power supply area, or if it is determined in step S102 that a malfunction has occurred in the power supply to the vehicle 1, this control routine proceeds to step S104. In step S104, the ECU 10 sets the states of the switching elements S1 to S4 of the power supply circuit 5 to the second state. That is, the ECU 10 selects only the battery 3 as the power supply source to the motor 4. After step S104, this control routine ends.

[0075] Second Embodiment The configuration and control of the vehicle according to the second embodiment are basically the same as the configuration and control of the vehicle according to the first embodiment, except for the points described below. Therefore, the following description of the second embodiment of the present invention will focus on the differences from the first embodiment.

[0076] As described above, when the vehicle 1 is traveling in a power supply area, the ECU 10 supplies power directly from the power receiving device 2 to the motor 4. However, if the torque required by the vehicle 1 is large and the power consumption of the motor 4 is large, the power received by the power receiving device 2 may not be enough to supply power to the motor 4.

[0077] Therefore, in the second embodiment, when the vehicle 1 is traveling in the power supply area, if the power consumption of the motor 4 is equal to or less than a predetermined value, the ECU 10 selects only the power receiving device 2 as the power supply source for the motor 4, and if the power consumption of the motor 4 is greater than the predetermined value, the ECU 10 selects the battery 3 and the power receiving device 2 as the power supply sources for the motor 4. This makes it possible to prevent a shortage of power supplied to the motor 4 in the power supply area.

[0078] 7 is a diagram showing a plurality of states of the switching elements S1 to S4 set by the ECU 10 in the second embodiment. In the second embodiment, the ECU 10 switches the states of the switching elements S1 to S4 between first, second, and third states. As described above, in the first state, only the power receiving device 2 is used as a power supply source for the motor 4, and in the second state, only the battery 3 is used as a power supply source for the motor 4.

[0079] In the third state, while power is being supplied to the vehicle 1, the switching elements S1 to S4 are each alternately switched on and off. When the switching elements S1 and S2 are set to on, the switching elements S3 and S4 are set to off. As a result, the coil L1 and the capacitor C1 boost the voltage of the battery 3 to the voltage of the power receiving device 2, and power is supplied to the motor 4 from both the battery 3 and the power receiving device 2. That is, in the third state, the battery 3 and the power receiving device 2 are used as power sources for the motor 4.

[0080] 8 is a flowchart showing a control routine for power supply processing in the second embodiment. This control routine is repeatedly executed by the ECU 10 at predetermined execution intervals.

[0081] First, in step S201, the ECU 10 determines whether the vehicle 1 is traveling in a power supply area, similar to step S101 in Fig. 6. If it is determined that the vehicle 1 is traveling in a power supply area, this control routine proceeds to step S202.

[0082] In step S202, similar to step S102 in Fig. 6, the ECU 10 determines whether or not a malfunction has occurred in the power supply to the vehicle 1. If it is determined that no malfunction has occurred in the power supply to the vehicle 1, this control routine proceeds to step S203.

[0083] In step S203, ECU 10 determines whether the power consumption of motor 4 is equal to or less than a predetermined value. The power consumption of motor 4 is calculated based on, for example, the torque required by vehicle 1, the power supplied to motor 4, etc. The predetermined value is set to a predetermined fixed value or a value equal to or less than the amount of power supplied to vehicle 1 (for example, the amount of power supplied to vehicle 1). The amount of power supplied to vehicle 1 is notified to vehicle 1 from power supply device 30, or is calculated based on the output of a current sensor, a voltage sensor, etc. provided in power receiving device 2 of vehicle 1.

[0084] If it is determined in step S203 that the power consumption of the motor 4 is equal to or less than the predetermined value, the control routine proceeds to step S204. In step S204, the ECU 10 sets the states of the switching elements S1 to S4 of the power supply circuit 5 to the first state. That is, the ECU 10 selects only the power receiving device 2 as the power supply source for the motor 4. After step S204, the control routine ends.

[0085] On the other hand, if it is determined in step S203 that the power consumption of the motor 4 is greater than the predetermined value, this control routine proceeds to step S205. In step S205, the ECU 10 sets the states of the switching elements S1 to S4 of the power supply circuit 5 to the third state. That is, the ECU 10 selects the battery 3 and the power receiving device 2 as the power supply source for the motor 4. After step S205, this control routine ends.

[0086] On the other hand, if it is determined in step S201 that the vehicle 1 is not traveling in a power supply area, or if it is determined in step S202 that a malfunction has occurred in the power supply to the vehicle 1, this control routine proceeds to step S206. In step S206, the ECU 10 sets the states of the switching elements S1 to S4 of the power supply circuit 5 to the second state. That is, the ECU 10 selects only the battery 3 as the power supply source to the motor 4. After step S206, this control routine ends.

[0087] Third Embodiment The configuration and control of the vehicle according to the third embodiment are basically the same as the configuration and control of the vehicle according to the second embodiment, except for the points described below. Therefore, the following description of the third embodiment of the present invention will focus on the differences from the second embodiment.

[0088] As described above, the motor 4 is supplied with power from at least one of the battery 3 and the power receiving device 2. However, if the voltage required for the motor 4 is high, the voltage supplied to the motor 4 may not reach the required voltage.

[0089] Therefore, in the third embodiment, when the required voltage of the motor 4 is equal to or higher than a predetermined value, the ECU 10 increases the voltage of the power supplied to the inverter 51 and the motor 4. This makes it possible to prevent the voltage of the motor 4 from becoming insufficient.

[0090] 9 is a diagram showing a plurality of states of the switching elements S1 to S4 set by the ECU 10 in the third embodiment. In the third embodiment, the ECU 10 switches the states of the switching elements S1 to S4 between the first state to the sixth state. As described above, in the first state, only the power receiving device 2 is used as a power supply source for the motor 4, and in the second state, only the battery 3 is used as a power supply source for the motor 4. In addition, in the third state, the voltage of the battery 3 is boosted to the voltage of the power receiving device 2, and the battery 3 and the power receiving device 2 are used as power supplies for the motor 4.

[0091] In the fourth state, while power is being supplied to the vehicle 1, the switching elements S1 to S4 are each alternately switched on and off. When the switching elements S1 and S4 are set to on, the switching elements S2 and S3 are set to off. As a result, the voltage of the power receiving device 2 is boosted by the coil L2 and the capacitor C2, and the boosted power is supplied from the power receiving device 2 to the motor 4. That is, in the fourth state, the voltage of the power receiving device 2 is boosted, and only the power receiving device 2 is used as a power supply source for the motor 4.

[0092] In the fifth state, when power is not being supplied to the vehicle 1, the switching elements S1 to S4 are each alternately switched on and off. When the switching elements S1 and S2 are set to on, the switching elements S3 and S4 are set to off. As a result, the voltage of the battery 3 is boosted by the coil L1 and the capacitor C1, and the boosted power is supplied from the battery 3 to the motor 4. That is, in the fifth state, the voltage of the battery 3 is boosted, and only the battery 3 is used as a power supply source for the motor 4.

[0093] In the sixth state, when power is being supplied to the vehicle 1, the switching elements S1 and S3 are turned on and the switching elements S2 and S4 are turned off. As a result, the battery 3 and the power receiving device 2 are connected in series, and high-voltage power is supplied from the battery 3 and the power receiving device 2 to the motor 4. That is, in the sixth state, the battery 3 and the power receiving device 2 connected in series are used as the power supply source for the motor 4. In the sixth state, high-voltage power can be supplied to the motor 4 more efficiently than in the fourth state, in which power loss occurs due to voltage boosting.

[0094] 10 is a flowchart showing a control routine for power supply processing in the third embodiment. This control routine is repeatedly executed by the ECU 10 at predetermined execution intervals.

[0095] First, in step S301, the ECU 10 determines whether the vehicle 1 is traveling in a power supply area, similar to step S101 in Fig. 6. If it is determined that the vehicle 1 is traveling in a power supply area, this control routine proceeds to step S302.

[0096] In step S302, similar to step S102 in Fig. 6, the ECU 10 determines whether or not a malfunction has occurred in the power supply to the vehicle 1. If it is determined that no malfunction has occurred in the power supply to the vehicle 1, this control routine proceeds to step S303.

[0097] In step S303, the ECU 10 determines whether the required voltage of the motor 4 is equal to or greater than a predetermined value. The required voltage of the motor 4 is calculated, for example, based on the rotation speed and torque of the motor 4. If it is determined that the required voltage of the motor 4 is equal to or greater than the predetermined value, the control routine proceeds to step S304.

[0098] In step S304, the ECU 10 determines whether the SOC of the battery 3 is equal to or greater than a predetermined value. The SOC of the battery 3 is calculated, for example, by integrating the input / output current of the battery 3 detected by a battery current sensor, or by using a state estimation method such as a Kalman filter. The predetermined value is set to, for example, 30% to 80%.

[0099] If it is determined in step S304 that the SOC of the battery 3 is less than the predetermined value, this control routine proceeds to step S305. In step S305, the ECU 10 sets the states of the switching elements S1 to S4 of the power supply circuit 5 to the fourth state in order to supply high-voltage power to the motor 4 without consuming power from the battery 3. That is, the ECU 10 selects only the power receiving device 2 as the power supply source for the motor 4 and boosts the voltage of the power receiving device 2. After step S305, this control routine ends.

[0100] On the other hand, if it is determined in step S304 that the SOC of the battery 3 is equal to or greater than the predetermined value, this control routine proceeds to step S306. In step S306, the ECU 10 sets the states of the switching elements S1 to S4 of the power supply circuit 5 to the sixth state. That is, the ECU 10 selects the power receiving device 2 and the battery 3, which are connected in series, as the power supply source for the motor 4. After step S306, this control routine ends.

[0101] If it is determined in step S303 that the required voltage of the motor 4 is less than the predetermined value, the control routine proceeds to step S307. In step S307, similar to step S203 in FIG. 8, the ECU 10 determines whether the power consumption of the motor 4 is equal to or less than the predetermined value.

[0102] If it is determined in step S307 that the power consumption of the motor 4 is equal to or less than the predetermined value, the control routine proceeds to step S308. In step S308, the ECU 10 sets the states of the switching elements S1 to S4 of the power supply circuit 5 to the first state. That is, the ECU 10 selects only the power receiving device 2 as the power supply source for the motor 4. After step S308, the control routine ends.

[0103] On the other hand, if it is determined in step S307 that the power consumption of the motor 4 is greater than the predetermined value, this control routine proceeds to step S309. In step S309, the ECU 10 sets the states of the switching elements S1 to S4 of the power supply circuit 5 to the third state. That is, the ECU 10 selects the battery 3 and the power receiving device 2 as the power supply source for the motor 4. After step S309, this control routine ends.

[0104] Furthermore, if it is determined in step S301 that the vehicle 1 is not traveling in a power supply area, or if it is determined in step S302 that a malfunction has occurred in the power supply to the vehicle 1, this control routine proceeds to step S310. In step S310, similar to step S303, the ECU 10 determines whether the required voltage of the motor 4 is equal to or greater than a predetermined value. If it is determined that the required voltage of the motor 4 is less than the predetermined value, this control routine proceeds to step S311. In step S311, the ECU 10 sets the states of the switching elements S1 to S4 of the power supply circuit 5 to the second state. That is, the ECU 10 selects only the battery 3 as the power supply source to the motor 4. After step S311, this control routine ends.

[0105] On the other hand, if it is determined in step S310 that the required voltage of the motor 4 is equal to or greater than the predetermined value, this control routine proceeds to step S312. In step S312, the ECU 10 sets the states of the switching elements S1 to S4 of the power supply circuit 5 to the fifth state. That is, the ECU 10 selects only the battery 3 as the power supply source for the motor 4 and boosts the voltage of the battery 3. After step S312, this control routine ends.

[0106] <Other embodiments> While preferred embodiments of the present invention have been described above, 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 vehicle 1 may be a hybrid vehicle (HEV) or a plug-in hybrid vehicle (PHEV) equipped with an internal combustion engine and a motor as a drive source for the vehicle 1.

[0107] Furthermore, when the states of the switching elements S1 to S4 are set to the first state, that is, when only the power receiving device 2 is selected as the power supply source for the motor 4, and the amount of power supplied to the vehicle 1 is greater than the power consumption of the motor 4, the ECU 10 may supply power from the power receiving device 2 to the motor 4 and the battery 3. This allows the surplus power to be used to charge the battery 3, thereby reducing waste of the power supplied to the vehicle 1. In this case, when the states of the switching elements S1 to S4 are set to the first state, the ECU 10 supplies power from the power receiving device 2 to the battery 3 by temporarily turning on the switching element S2. [Explanation of symbols]

[0108] 1 vehicle 2. Power receiving device 22 receiving coil 3 Battery 4 motors 5 Power supply circuit 10 Electronic Control Unit (ECU) 30 Power supply device 40 Power transmission equipment 44 Transmission coil

Claims

1. A vehicle, A battery for storing power, a power receiving device having a power receiving coil that receives power from a power transmitting coil installed on a road; a motor that outputs a driving force for the vehicle; a power supply circuit configured to supply power to the motor from at least one of the battery and the power receiving device; a control device that controls the supply of power to the motor; Equipped with the control device selects a power supply source for the motor from the battery or the power receiving device depending on whether the vehicle is traveling in a power supply area in which the power transmitting coil is provided; and When only the power receiving device is selected as the power supply source, if the amount of power supplied to the vehicle is greater than the power consumption of the motor, power is supplied from the power receiving device to the motor and the battery. vehicle.

2. The vehicle according to claim 1 , wherein the control device selects only the power receiving device as the power supply source when the vehicle is traveling in the power supply area.

3. 2. The vehicle according to claim 1, wherein the control device selects only the power receiving device as the power supply source when the power consumption of the motor is equal to or less than a predetermined value while the vehicle is traveling in the power supply area, and selects the battery and the power receiving device as the power supply source when the power consumption is greater than the predetermined value.

4. 4. The vehicle according to claim 2, wherein the control device selects only the battery as the power supply source when a problem occurs in power supply to the vehicle even when the vehicle is traveling in the power supply area.

5. A method for supplying power to a motor that outputs driving force for a vehicle, comprising: The vehicle is A battery for storing power, a power receiving device having a power receiving coil that receives power from a power transmitting coil installed on a road; a power supply circuit configured to supply power to the motor from at least one of the battery and the power receiving device; Equipped with The power supply method includes: selecting a power supply source for the motor from the battery or the power receiving device depending on whether the vehicle is traveling in a power supply area in which the power transmitting coil is provided; supplying power from the power receiving device to the motor and the battery when the amount of power supplied to the vehicle is greater than the power consumption of the motor when only the power receiving device is selected as the power supply source; A power supply method comprising:

6. A power supply device mounted on a vehicle, The vehicle is A battery for storing power, a power receiving device having a power receiving coil that receives power from a power transmitting coil installed on a road; a motor that outputs a driving force for the vehicle; a power supply circuit configured to supply power to the motor from at least one of the battery and the power receiving device; Equipped with The power supply device selecting a power supply source for the motor from the battery or the power receiving device depending on whether the vehicle is traveling in a power supply area in which the power transmitting coil is provided; When the vehicle is traveling in the power supply area, if the power consumption of the motor is equal to or less than a predetermined value, only the power receiving device is selected as the power supply source, and if the power consumption is greater than the predetermined value, the battery and the power receiving device are selected as the power supply source. Power supply device.

7. The power supply device according to claim 6 , wherein when the vehicle is traveling in the power supply area, only the power receiving device is selected as the power supply source.

8. 8. The power supply device according to claim 6, wherein when a problem occurs in power supply to the vehicle, even when the vehicle is traveling in the power supply area, only the battery is selected as the power supply source.

9. 8. The power supply device according to claim 6, wherein when only the power receiving device is selected as the power supply source and the amount of power supplied to the vehicle is greater than the power consumption of the motor, power is supplied from the power receiving device to the motor and the battery.

Images