vehicle

Abstract

To provide a vehicle capable of suppressing power source from deteriorating.SOLUTION: The vehicle is equipped with: a contactless power-receiving device that receives electric power contactlessly from a plurality of contactless power-transmitting devices disposed, along a travel route, at predetermined intervals in a vehicle travel direction; a rotary electrical machine capable of generating driving force for traveling, an inverter that performs an exchange of power with a rotary electric machine; a first power source; an inverter that performs an exchange of power with a rotary electric machine; a first power source; a second power source having a higher output density and a lower capacitance density relative to the first power source; and a DC-DC converter that performs an exchange of power with the second power source. The contactless power-receiving device, the inverter, the DC-DC converter, and the second power source are electrically connected, in parallel, to a power bus that supplies power from the contactless power-receiving device to the inverter; and the second power source and the power bus are electrically connected via the DC-DC converter.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a vehicle. [Background technology]

[0002] Patent Document 1 discloses a vehicle that can supply power received by a contactless power receiving device from multiple contactless power transmitting devices installed on the roadway through contactless power supply while traveling to a motor generator (inverter) and a battery, which serves as a power source, via a DC-DC converter. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2014-147160 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the vehicle disclosed in Patent Document 1, the power transmission coils are arranged discretely and power is supplied discretely depending on the vehicle's driving position, and the power received by the non-contact power receiving device from the non-contact power transmitting device fluctuates greatly.As a result, the bus voltage when power is supplied from the non-contact power receiving device to the motor generator (inverter) and battery also fluctuates greatly, and the battery is charged and discharged to reduce the fluctuations in bus voltage, which leads to battery degradation.

[0005] The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to provide a vehicle that can suppress deterioration of the power supply. [Means for solving the problem]

[0006] In order to solve the above-mentioned problems and achieve the object, the vehicle of the present invention is a vehicle comprising a contactless power receiving device that receives power contactlessly from a plurality of contactless power transmitting devices arranged at a predetermined interval along the vehicle's traveling path in the direction of travel, a rotating electric motor capable of generating driving force for traveling, an inverter that exchanges power with the rotating electric motor, a first power source, a second power source that has a higher output density and a lower capacity density than the first power source, and a DCDC converter that exchanges power with the second power source, wherein the contactless power receiving device, the inverter, the DCDC converter, and the first power source are electrically connected in parallel to a power bus that supplies power from the contactless power receiving device to the inverter, and the second power source and the power bus are electrically connected via the DCDC converter.

[0007] This allows fluctuations in the power received by the wireless power receiving device from the wireless power transmitting device to be compensated for by inputting and outputting power to the second power source via the DCDC converter, thereby reducing fluctuations in the bus voltage and suppressing the charging and discharging of the first power source to reduce fluctuations in the bus voltage, thereby suppressing deterioration of the first power source.

[0008] In the above, the contactless power receiving device and the power bus may be electrically connected directly.

[0009] This makes it possible to suppress power loss when power received by the contactless power receiving device is supplied to the power bus that supplies power from the contactless power receiving device to the inverter.

[0010] In the above, the first power source may be a secondary battery, and the second power source may be a capacitor.

[0011] This allows components that are generally installed in a vehicle to be used as the first power source and the second power source.

[0012] In addition, in the above, the DCDC conversion command value in the DCDC converter may be set to a DC conversion amount that compensates for fluctuations in the power supplied from the wireless power receiving device to the power bus using the second power source and obtains a desired bus average voltage according to the required power of the rotating electric machine.

[0013] This allows the second power supply to compensate for the fluctuation and substantially stabilize the bus voltage, and also allows the bus average voltage clamped by the second power supply to be adjusted.

[0014] In the above, the DC-DC conversion command value may be feedback controlled in accordance with the difference between the target bus voltage and the actual bus voltage.

[0015] This improves the control accuracy of the bus average voltage.

[0016] In the above configuration, if the non-contact power receiving device is a current type, the bus voltage may be increased as the power consumption of the rotating electric machine increases.

[0017] As a result, the greater the power consumption of the rotating electric machine, the greater the power that the contactless power receiving device can receive from the contactless power transmitting device by contactless power feeding during running.

[0018] In the above configuration, if the contactless power receiving device is a voltage type, the bus voltage may be set in accordance with the power consumption of the rotating electric machine and the average received power of the contactless power receiving device.

[0019] As a result, the greater the power consumption of the rotating electric machine, the greater the power that the contactless power receiving device can receive from the contactless power transmitting device by contactless power feeding during running.

[0020] In addition, in the above case, if the non-contact power receiving device does not have a regenerative function for returning power to the grid and the rotating electric machine is performing regenerative operation, the bus target voltage may be set so as to reduce the power supplied from the non-contact power receiving device to the first power source.

[0021] This means that even if the bus voltage rises due to regenerative power from the rotating electric machine, the power supplied from the non-contact power receiving device to the first power source can be reduced, preventing the power supplied from the rotating electric machine and the non-contact power receiving device to the first power source from becoming too large, which would make the first power source more susceptible to deterioration.

[0022] In the above, the DC-DC conversion command value in the DC-DC converter is before The value may be set to compensate for part or all of the fluctuation in the power supplied from the contactless power receiving device to the power bus.

[0023] This allows the second power supply to fully compensate for the fluctuations and substantially stabilize the bus voltage. Also, by limiting the compensation to a portion of the fluctuations using the second power supply, the DC-DC converter can be made smaller. [Effects of the Invention]

[0024] The vehicle of the present invention compensates for fluctuations in the power received by the non-contact power receiving device from the non-contact power transmitting device by inputting and outputting power from the second power source via a DC-DC converter, thereby reducing fluctuations in the bus voltage, and thereby suppressing charging and discharging of the first power source to reduce fluctuations in the bus voltage, thereby achieving the effect of suppressing deterioration of the first power source. [Brief explanation of the drawings]

[0025] [Figure 1] FIG. 1 is a diagram schematically illustrating a vehicle according to an embodiment. [Figure 2] FIG. 2 is a block diagram illustrating the configuration of the vehicle. [Figure 3] FIG. 3 is a diagram for explaining fluctuations in DWPT power. [Figure 4] Figure 4(a) is a graph showing the relationship between the DC link voltage and the DWPT power in a current-type wireless power transfer system while the vehicle is moving. Figure 4(b) is a graph showing the relationship between the DC link voltage and the MG output. [Figure 5] Fig. 5(a) is a graph showing the relationship between the DC link voltage and the DWPT power in a voltage-type wireless power transfer system while the vehicle is moving. Fig. 5(b) is a graph showing the relationship between the DC link voltage and the MG output. [Figure 6] FIG. 6 is a diagram for explaining a method for calculating a predicted bus voltage value. [Figure 7] FIG. 7 is a graph showing the relationship between the SOC and voltage of a battery as a battery characteristic. [Figure 8] FIG. 8 is a diagram for explaining the difference in the period of fluctuation of the DWPT power depending on the vehicle speed. DETAILED DESCRIPTION OF THE INVENTION

[0026] An embodiment of a vehicle according to the present invention will be described below, although the present invention is not limited to this embodiment.

[0027] FIG. 1 is a diagram schematically illustrating a vehicle 1 according to an embodiment. The vehicle 1 according to the embodiment is an electric vehicle equipped with a motor generator 2 as a power source for traveling. In this vehicle 1, for example, the motor generator 2 is driven by supplying electric power stored in a battery 3 to the motor generator 2. The power output from the motor generator 2 is transmitted to the drive wheels via a power transmission device.

[0028] Furthermore, the vehicle 1 according to the embodiment includes a contactless power receiving device 4 that can contactlessly receive, via a power receiving coil, power supplied from a contactless power transmitting device 21 having a power transmitting coil installed on a road 22 that is a travel path on which the vehicle 1 can travel. In this embodiment, the contactless power transmitting device 21 and the contactless power receiving device 4 configure a dynamic wireless power transfer (DWPT) system that can contactlessly supply power from the contactless power transmitting device 21 to the contactless power receiving device 4 while the vehicle 1 is traveling. In the vehicle 1 according to the embodiment, the power received by the contactless power receiving device 4 from the contactless power transmitting device 21 by contactless power supply while the vehicle 1 is traveling is supplied to the motor generator 2 and the battery 3.

[0029] FIG. 2 is a block diagram illustrating the configuration of a vehicle 1. As shown in FIG. 2, the vehicle 1 according to this embodiment includes a motor generator 2, a battery 3, a wireless power receiving device 4, an inverter 5, a DC-DC converter 6, a capacitor 7, a power bus 10, and an ECU (Electronic Control Unit) 100. The power bus 10 is made up of a positive power bus 10P and a negative power bus 10N. In the vehicle 1 according to this embodiment, the battery 3, the wireless power receiving device 4, the inverter 5, the DC-DC converter 6, and the capacitor 7 are arranged in parallel between the positive power bus 10P and the negative power bus 10N and are electrically connected to the power bus 10. The positive terminal of the capacitor 7 is electrically connected to the DC-DC converter 6, and the negative terminal is electrically connected to the negative power bus 10N of the power bus 10. The capacitor 7 is electrically connected to the power bus 10 via the DC-DC converter 6. The motor generator 2 is electrically connected to the inverter 5 so as to be able to exchange three-phase AC power.

[0030] The motor generator (MG) 2 is a rotating electric machine that functions as both an electric motor and a generator. For example, when the vehicle 1 runs on the power of the motor generator 2, the torque output from the motor generator 2 is controlled by the ECU 100, which is an electronic control device, controlling the inverter 5.

[0031] The battery 3 is a first power source and is a secondary battery that can store power to be supplied to the motor generator 2. Note that a component typically installed in a vehicle (electrically driven vehicle) can be used as the secondary battery, such as a lithium-ion battery. The battery 3 stores power that is received by the contactless power receiving device 4 and has had its voltage adjusted by the DCDC converter 6. The battery 3 also supplies power to the inverter 5 via the DCDC converter 6 for use by the motor generator 2 to generate vehicle driving force. The battery 3 also stores power generated by the regenerative operation of the motor generator 2 via the DCDC converter 6.

[0032] Although not shown, the battery 3 is provided with a voltage sensor and a current sensor for detecting the voltage of the battery 3 and the current input and output from the battery 3. These detected values ​​are output to the ECU 100. The ECU 100 calculates the SOC (State Of Charge) of the battery 3 based on the voltage and current detected by the voltage sensor and the current sensor.

[0033] The non-contact power receiving device 4 has a power receiving coil that can receive power contactlessly from a power transmitting coil of the non-contact power transmitting device 21 installed on the road 22 while the vehicle 1 is traveling, etc. Then, for example, when the non-contact power receiving device 4 is located within a predetermined distance from the non-contact power transmitting device 21, power is transmitted from the non-contact power transmitting device 21 to the non-contact power receiving device 4. The power supplied from the non-contact power transmitting device 21 to the non-contact power receiving device 4 is sent to the motor generator 2, the battery 3, etc.

[0034] The inverter 5 is capable of exchanging power with the motor generator 2, converting DC power from the power bus 10 into AC power and supplying it to the motor generator 2, and converting AC power from the motor generator 2 into DC power and supplying it to the power bus 10.

[0035] The DC-DC converter 6 adjusts the voltage of the power exchanged between the power bus 10 and the capacitor 7 (power input / output to / from the capacitor 7).

[0036] Capacitor 7 is a second power source that has a higher output density but a lower capacitance density than the first power source (battery 3), and is capable of temporarily storing a portion of the power supplied from contactless power receiving device 4 to power bus 10. Capacitor 7 can be a component that is generally installed in a vehicle (electrically powered vehicle), such as an EDLC (Electrical Double Layer Capacitor), LIC (Lithium Ion Capacitor), or SRC (Super Redox Capacitor).

[0037] 1, a plurality of contactless power transmission devices 21 are arranged on a road 22 at intervals in the vehicle travel direction. In a contactless power transfer system for vehicles 1 in motion, when contactless power is transferred from the contactless power transmission devices 21 installed on the road 22 to the contactless power receiving devices 4 installed in the vehicles 1 while the vehicles 1 are traveling (contactless power transfer for vehicles 1 in motion), unlike pantograph power transfer using a contactless power transfer method, DWPT power (P DWPT) fluctuates greatly. In other words, a large power ripple occurs in the DWPT power received by the contactless power receiving device 4. As a result, the bus voltage, which is the voltage of the power bus 10 when power is supplied from the contactless power receiving device 4 to the motor generator 2 (inverter 5) and the battery 3 (DCDC converter 6), also fluctuates greatly, resulting in deterioration of the battery 3 and poor controllability of the motor generator 2. In contactless power transfer while the vehicle is traveling, the fluctuations in the power received by the contactless power receiving device 4 from the contactless power transmitting device 21 are caused by, for example, power being supplied discretely from multiple contactless power transmitting devices 21 that are discretely placed on the road 22 in the vehicle's traveling direction, or by power being supplied while the relative positions of the contactless power transmitting device 21 and the contactless power receiving device 4 change due to positional misalignment in the left-right direction.

[0038] Therefore, in the vehicle 1 according to the embodiment, the DWPT power (P DWPT ) is within the range, fluctuations (power ripples in the in-motion contactless power transfer system) in the power received by the contactless power receiving device 4 from the contactless power transmitting device 21 in the in-motion contactless power transfer (power supplied from the contactless power receiving device 4 to the power bus 10) are partially or entirely compensated for by inputting and outputting power to and from the capacitor 7 via the DCDC converter 6. As a result, in the vehicle 1 according to this embodiment, fluctuations in the bus voltage caused by power ripples in the in-motion contactless power transfer system can be reduced, and charging and discharging of the battery 3 caused by the fluctuations in the bus voltage (the power ripples) can be suppressed, thereby making it possible to reduce the capacity of the battery 3 and suppress deterioration of the battery 3. Note that by using a DCDC converter 6 with a small capacity that is sufficient to convert the power input and output by the capacitor 7, loss can be reduced.

[0039] In addition, in the vehicle 1 according to the embodiment, power is supplied directly from the non-contact power receiving device 4 to the inverter 5 without going through the DCDC converter 6, so that power loss can be reduced compared to when power is supplied from the non-contact power receiving device 4 to the inverter 5 via the DCDC converter 6.

[0040] Furthermore, in the vehicle 1 according to the embodiment, the contactless power receiving device 4 is directly connected to the power bus 10 without connecting the DCDC converter 6 between the contactless power receiving device 4 and the power bus 10. As a result, in the vehicle 1 according to the embodiment, power is supplied from the contactless power receiving device 4 to the motor generator 2 (inverter 5) and the battery 3 through the power bus 10 without going through the DCDC converter 6, thereby reducing power loss in the DCDC converter 6.

[0041] Furthermore, in the vehicle 1 according to the embodiment, the DCDC conversion command value in the DCDC converter 6 is set to a DC conversion amount that allows the capacitor 7 to compensate for fluctuations in the power supplied from the contactless power receiving device 4 to the power bus 10 (power ripple in the contactless power transfer system while traveling) and obtain a desired bus average voltage according to the MG power (power required by the motor generator 2 in the contactless power transfer system while traveling). In other words, the DCDC conversion command value is set according to the MG power command value and the battery charge / discharge power command value. As a result, in the vehicle 1 according to the embodiment, the capacitor 7 can compensate for the fluctuations (power ripple) to approximately stabilize the bus voltage and adjust the bus average voltage clamped by the capacitor 7. Furthermore, in the vehicle 1 according to the embodiment, the DCDC conversion command value in the DCDC converter 6 may be set to a value that partially or entirely compensates for fluctuations in the power supplied from the contactless power receiving device 4 to the power bus 10 (power ripple in the contactless power transfer system while traveling). As a result, in the vehicle 1 according to the embodiment, the capacitor 7 can completely compensate for the fluctuations (power ripple) to approximately stabilize the bus voltage. Furthermore, in the vehicle 1 according to the embodiment, the DC-DC converter 6 can be made smaller by limiting the amount of the fluctuation (the power ripple) to be compensated for by the capacitor 7.

[0042] In the vehicle 1 according to the embodiment, the bus voltage of the power bus 10 is controlled in accordance with the DC link voltage, and the received power of the contactless power receiving device 4 in the in-motion contactless power transfer system is controlled. For example, in the vehicle 1 according to the embodiment, the DC-DC converter conversion command value is feedback-controlled in accordance with the difference between the target bus voltage and the actual bus voltage. This improves the control accuracy of the bus average voltage.

[0043] Figure 4(a) is a graph showing the relationship between the DC link voltage and the DWPT power in a current-type wireless power transfer system while the vehicle is moving. Figure 4(b) is a graph showing the relationship between the DC link voltage and the MG output.

[0044] When a current-type (such as immittance or SS) wireless power receiving device 4 constituting a wireless power transfer system during travel is used, the relationship shown in FIG. 4(a) holds that the higher the DC link voltage, the higher the DWPT power. Furthermore, as shown in FIG. 4(b), the higher the MG output (power consumption of the motor generator 2), the higher the required DC link voltage. Therefore, in the vehicle 1 according to this embodiment, when the wireless power receiving device 4 is a current-type, the DWPT power is increased in order to increase the DC link voltage (bus voltage) as the MG output increases. As a result, the higher the power consumption of the motor generator 2, the greater the power that the wireless power receiving device 4 can receive from the wireless power transmitting device 21 via wireless power transfer during travel.

[0045] Fig. 5(a) is a graph showing the relationship between the DC link voltage and the DWPT power in a voltage-type wireless power transfer system while the vehicle is moving. Fig. 5(b) is a graph showing the relationship between the DC link voltage and the MG output.

[0046] When a voltage type (BPF, PP, etc.) is used for the contactless power receiving device 4 constituting the contactless power transfer system while traveling, the higher the DC link voltage (bus voltage), the lower the average received power of the contactless power receiving device 4, as shown in Fig. 5(a), so a DC link voltage (bus voltage) is set that balances the MG output (power consumption of the motor generator 2) and the average received power, as shown in Fig. 5(b). As a result, the higher the power consumption of the motor generator 2, the greater the power that the contactless power receiving device 4 can receive from the contactless power transmitting device 21 through contactless power transfer while traveling.

[0047] Furthermore, in the vehicle 1 according to this embodiment, when the contactless power transfer system does not have a regenerative function for returning power to the grid while the vehicle is running and the motor generator 2 is in regenerative operation, the bus target voltage is set to reduce the power supplied from the contactless power receiving device 4 to the battery 3. As a result, even if the bus voltage rises due to regenerative power from the motor generator 2, by reducing the power supplied from the contactless power receiving device 4 to the battery 3, it is possible to prevent the power supplied from the motor generator 2 and the contactless power receiving device 4 to the battery 3 from becoming too large, which would cause the battery 3 to deteriorate.

[0048] FIG. 6 is a diagram for explaining a method for calculating the predicted bus voltage value. The white arrows in FIG. 6 indicate the direction of current flow. FIG. 7 is a graph showing the relationship between the SOC and voltage of the battery 3 as a characteristic of the battery 3. In FIG. 7, the SOC Bat is the SOC of battery 3, and V Bat is the voltage of battery 3.

[0049] In the vehicle 1 according to the embodiment, the PWM duty for PWM control of the rotational drive of the motor generator 2 is determined based on fluctuations in the power received by the non-contact power receiving device 4 from the non-contact power transmitting device 21 through non-contact power feeding while the vehicle is running. The PWM duty is calculated, for example, by the following formula (1).

[0050]

number

[0051] The bus voltage prediction value in the above formula (1) is calculated based on the periodic DWPT power instantaneous value and the bus voltage is estimated from the characteristics of the battery 3 (the relationship between the SOC and voltage of the battery 3) as shown in Fig. 7. In this case, the instantaneous voltage of the battery 3 is estimated based on the input / output power (charge / discharge current) of the battery 3 and the internal resistance of the battery 3 (internal battery resistance), including the fluctuation in the open circuit voltage.

[0052] When power is supplied from the non-contact power receiving device 4 to the inverter 5 (motor generator 2) and the DC-DC converter 6 (capacitor 7), the power supplied to the battery 3 can be calculated by the following formula (2). In the formula (2), P DCDC(Cap) is the power input to the DC-DC converter 6 (capacitor 7), and P DWPT is the DWPT power (power output from the non-contact power receiving device 4), and P Inv(MG) is the power input to the inverter 5 (motor generator 2), and P Bat is the power input to the battery 3.

[0053]

number

[0054] In the vehicle 1 according to the embodiment, the rotational drive of the motor generator 2 is PWM controlled using the PWM duty calculated using the above formulas (1) and (2), thereby ensuring the accuracy of the PWM control even if there are fluctuations in the bus voltage due to power ripples in contactless power supply while driving.

[0055] Furthermore, in this embodiment, since the spacing (the distance between adjacent non-contact power transmission devices 21 in the vehicle traveling direction) of the multiple non-contact power transmission devices 21 arranged on the road 22 on which the vehicle 1 is traveling is constant in the vehicle traveling direction, it is possible to calculate the travel distance of the vehicle 1 from the current vehicle speed and calculate the relative position of the vehicle 1 with respect to each of the multiple non-contact power transmission devices 21. Therefore, based on the relative position of the vehicle 1 (non-contact power receiving device 4) with respect to the non-contact power transmission device 21, it is possible to estimate the fluctuation (repetition) in the power received by the non-contact power receiving device 4 from the non-contact power transmission device 21 by non-contact power feeding while traveling.

[0056] 8, if the DWPT power (bus voltage) fluctuates in a cycle T1 when wireless power supply is being performed while traveling at a predetermined vehicle speed, when the vehicle speed drops to a constant value at time t1, the cycle of the DWPT power (bus voltage) fluctuations becomes a cycle T2 that is longer than cycle T1. Therefore, in the vehicle 1 according to the embodiment, when wireless power supply is being performed while traveling, the DWPT power and therefore the bus voltage can be estimated based on the vehicle position (vehicle speed) on the road 22.

[0057] When calculating the travel distance of the vehicle 1 from the current vehicle speed and calculating the relative position of the vehicle 1 (contactless power receiving device 4) with respect to each of the multiple contactless power transmitting devices 21, the vehicle position on the starting road 22 may be set to a vehicle position detected at a predetermined timing using, for example, a GPS included in a car navigation system provided in the vehicle 1. Furthermore, the period of fluctuation in the DWPT power (bus voltage) when contactless power feeding is being performed while traveling at a predetermined vehicle speed may be estimated based on the rotation angle of the motor generator 2 instead of the vehicle speed. [Explanation of symbols]

[0058] 1 vehicle 2 Motor generator 3 Battery 4. Contactless power receiving device 5 inverters 6 DC-DC converter 7 Capacitors 10 Power Bus 10P Positive power bus 10N negative power bus 100 ECU

Claims

1. a contactless power receiving device that receives power contactlessly from a plurality of contactless power transmitting devices that are arranged at predetermined intervals along the travel path in the vehicle traveling direction; a rotating electric machine capable of generating driving force for running; an inverter that exchanges power with the rotating electric machine; a first power source; a second power source having a higher output density and a lower capacity density than the first power source; a DC-DC converter that exchanges power with the second power source; A vehicle equipped with the contactless power receiving device, the inverter, the DC-DC converter, and the first power source are electrically connected in parallel to a power bus that supplies power from the contactless power receiving device to the inverter; electrically connecting the second power source and the power bus via the DC-DC converter; The vehicle, wherein the second power source suppresses fluctuations in the power supplied from the contactless power receiving device to the power bus.

2. A vehicle as described in claim 1, characterized in that the second power source suppresses fluctuations in bus voltage on the power bus.

3. 3. The vehicle according to claim 1, wherein the contactless power receiving device and the power bus are electrically connected directly to each other.

4. the first power source is a secondary battery, the second power source is a capacitor; 4. A vehicle according to claim 1, wherein the vehicle is a vehicle having a plurality of sprockets.

5. The vehicle according to any one of claims 1 to 4, characterized in that the DCDC conversion command value in the DCDC converter is set to a DC conversion amount that compensates for fluctuations in the power supplied from the non-contact power receiving device to the power bus using the second power source and obtains a desired bus average voltage according to the required power of the rotating electric machine.

6. 6. The vehicle according to claim 5, wherein the DCDC conversion command value is feedback-controlled in accordance with a difference between a target bus voltage and an actual bus voltage.

7. 7. The vehicle according to claim 1, wherein, when the contactless power receiving device is a current type, the bus voltage is increased as the power consumption of the rotating electric machine increases.

8. A vehicle as described in any one of claims 1 to 6, characterized in that when the non-contact power receiving device is a voltage type, the bus voltage is set according to the power consumption of the rotating electric machine and the average receiving power of the non-contact power receiving device.

9. The vehicle according to claim 7 or 8, characterized in that when the non-contact power receiving device does not have a regenerative function for returning power to the grid and the rotating electric machine is in regenerative operation, the bus target voltage is set so as to reduce the power supplied from the non-contact power receiving device to the first power source.

10. 10. The vehicle according to claim 1, wherein the DCDC conversion command value in the DCDC converter is set to a value that compensates for part or all of the fluctuations in the power supplied from the wireless power receiving device to the power bus.

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