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; 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 first 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 first 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 Art

[0002] Patent Document 1 discloses a vehicle in which, by non-contact power feeding during traveling, electric power received in a non-contact manner by a non-contact power receiving device from a plurality of non-contact power transmission devices installed on a traveling path can be supplied via a DC-DC converter to a motor generator (inverter) and a battery serving as a power source.

Prior Art Literature

Patent Literature

[0003]

Patent Document 1

Summary of the Invention

Problem to be Solved by the Invention

[0004] However, in the vehicle disclosed in Patent Document 1, power transmission coils are discretely arranged, power is discretely fed according to the traveling position of the vehicle, and the power received by the non-contact power receiving device from the non-contact power transmission device fluctuates greatly. Therefore, the bus voltage when supplying power from the non-contact power receiving device to the motor generator (inverter) or the battery also fluctuates greatly, which leads to degradation of the battery due to charging and discharging.

[0005] The present invention has been made in view of the above problem, and an object of the present invention is to provide a vehicle capable of suppressing deterioration of a power source.

Means for Solving the Problem

[0006] To solve the above-mentioned problems and achieve the objective, the vehicle according to the present invention is a vehicle comprising: a contactless power receiving device that receives power in a contactless manner from a plurality of contactless power transmission devices arranged at predetermined intervals along the direction of vehicle travel on a roadway; a rotating electric machine capable of generating driving force for travel; an inverter that exchanges power with the rotating electric machine; a first power supply; a second power supply having a higher output density and lower capacity density than the first power supply; and a DC-DC converter that exchanges power with the first power supply, wherein the contactless power receiving device, the inverter, the DC-DC converter, and the second power supply are electrically connected in parallel to a power bus that supplies power from the contactless power receiving device to the inverter, and the first power supply and the power bus are electrically connected via the DC-DC converter.

[0007] This allows for the installation of a DC-DC converter between the first power supply and the power bus, thereby suppressing the charging and discharging of the first power supply due to fluctuations in the power received by the contactless power receiving device from the contactless power transmission device, and thus suppressing the degradation of the first power supply.

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

[0009] This makes it possible to suppress power loss when supplying power from the contactless power receiving device to the inverter via the power bus.

[0010] Furthermore, 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 commonly installed in vehicles to be used as the first and second power sources.

[0012] Furthermore, in the above, the DC-DC conversion command value in the DC-DC converter may be set so as to obtain a desired bus-averaged voltage corresponding to the power required by the rotating electric machine.

[0013] This allows the bus-averaged voltage clamped by the second power supply to be adjusted by adjusting the average charge / discharge amount of the first power supply.

[0014] Furthermore, in the above configuration, the DC-DC conversion command value may be feedback-controlled according to the difference between the target bus voltage and the actual bus voltage.

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

[0016] Furthermore, in the above case, if the non-contact power receiving device is of the 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 transmission device through contactless power supply while the machine is in motion.

[0018] Furthermore, in the above case, if the non-contact power receiving device is of the voltage type, the bus voltage may be set according to the power consumption of the rotating electric machine and the average power received by the non-contact 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 transmission device through contactless power supply while the machine is in motion.

[0020] Furthermore, in the above, if the non-contact power receiving device does not have a regenerative function to return power to the grid, and the rotating electric machine is performing regenerative operation, the bus target voltage may be set to reduce the power supplied from the non-contact power receiving device to the first power supply.

[0021] This prevents the power supplied to the first power supply from becoming too high from both the rotating electric machine and the contactless power supply, thereby reducing the power supplied to the first power supply from the contactless power receiving device, even if the bus voltage rises due to regenerative power from the rotating electric machine. This can prevent the first power supply from deteriorating easily.

[0022] Further, in the above, the PWM duty for PWM-controlling the rotational drive of the rotating electric machine may be determined based on fluctuations in the electric power received by the non-contact power receiving device from the non-contact power transmitting device.

[0023] Thereby, the accuracy of the PWM control can be ensured even if there is a bus voltage fluctuation caused by power ripples during non-contact power feeding while the vehicle is traveling.

[0024] Further, in the above, the bus voltage may be estimated based on the vehicle position or the vehicle speed.

[0025] Thereby, since the distance between adjacent non-contact power transmitting devices in the vehicle traveling direction is constant, the travel distance of the vehicle can be obtained from the current vehicle speed, and the relative position of the vehicle with respect to each of the plurality of non-contact power transmitting devices can be calculated. Based on this, it is possible to estimate the repeated fluctuation component of the power received by the non-contact power receiving device from the non-contact power transmitting device via non-contact power feeding while the vehicle is traveling.

[0026] Further, in the above, in addition to the rotating electric machine capable of generating driving force for traveling, a rotating electric machine for power generation is provided, and fluctuations in the bus voltage caused by power ripples may be compensated for by both the power generation rotating electric machine and the DCDC converter.

[0027] Thereby, the loss in the DCDC converter can be further reduced. [Advantageous Effects of Invention]

[0028] The vehicle according to the present invention is provided with a DCDC converter between the first power source and the power bus, and can suppress charging and discharging of the first power source caused by fluctuations in electric power received by the non-contact power receiving device from the non-contact power transmitting device, thereby producing the effect of suppressing deterioration of the first power source. [Brief Description of Drawings]

[0029] [Figure 1]Figure 1 is a schematic diagram showing a vehicle in an embodiment. [Figure 2] Figure 2 is a block diagram illustrating the vehicle's configuration. [Figure 3] Figure 3 is a diagram illustrating the fluctuations in DWPT power. [Figure 4] Figure 4(a) is a graph showing the relationship between DC link voltage and DWPT power in a current-type in-vehicle contactless power supply system. Figure 4(b) is a graph showing the relationship between DC link voltage and MG output. [Figure 5] Figure 5(a) is a graph showing the relationship between DC link voltage and DWPT power in a voltage-type in-vehicle contactless power supply system. Figure 5(b) is a graph showing the relationship between DC link voltage and MG output. [Figure 6] Figure 6 is a diagram illustrating the method for calculating the predicted bus voltage. [Figure 7] Figure 7 is a graph showing the relationship between the state of charge (SOC) of a capacitor and the voltage, which is a characteristic of a capacitor. [Figure 8] Figure 8 illustrates the difference in the period of DWPT power fluctuations depending on vehicle speed. [Figure 9] Figure 9 is a block diagram illustrating the configuration of a vehicle equipped with two motor generators. [Modes for carrying out the invention]

[0030] An embodiment of the vehicle according to the present invention will be described below. However, the present invention is not limited to this embodiment.

[0031] Figure 1 is a schematic diagram showing a vehicle 1 according to an embodiment. Vehicle 1 according to this embodiment is an electric vehicle equipped with a motor generator 2 as a power source for driving. In this vehicle 1, for example, the motor generator 2 is driven by supplying 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.

[0032] Furthermore, the vehicle 1 according to this embodiment is equipped with a contactless power receiving device 4 that can receive power without contact from a contactless power transmission device 21 having a power transmission coil installed on a road 22, which is a road on which the vehicle 1 can travel, via a power receiving coil. In this embodiment, the contactless power transmission device 21 and the contactless power receiving device 4 constitute a dynamic wireless power transfer (DWPT) system that allows for contactless power supply from the contactless power transmission device 21 to the contactless power receiving device 4 while the vehicle 1 is in motion. In the vehicle 1 according to this embodiment, the power received by the contactless power receiving device 4 from the contactless power transmission device 21 via contactless power transfer while in motion is supplied to the motor generator 2 and the battery 3.

[0033] Figure 2 is a block diagram illustrating the configuration of vehicle 1. As shown in Figure 2, vehicle 1 according to this embodiment includes a motor generator 2, a battery 3, a contactless 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 consists of a positive power bus 10P and a negative power bus 10N. In vehicle 1 according to this embodiment, the contactless 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 battery 3 has its positive terminal electrically connected to the DC-DC converter and its negative terminal electrically connected to the negative power bus 10N of the power bus 10, and the battery 3 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 that three-phase AC power can be transmitted and received.

[0034] The motor-generator (MG) 2 is a rotating electric machine that has both the function of an electric motor and a generator. For example, when vehicle 1 is driven by the power of the motor-generator 2, the torque output from the motor-generator 2 is controlled by the inverter 5 controlled by the electronic control unit ECU 100.

[0035] Battery 3 is a first power source and is a secondary battery capable of storing power to be supplied to the motor generator 2. Generally, a component used in vehicles (electric vehicles) can be used as the secondary battery; for example, a lithium-ion battery can be used. Battery 3 stores power received by the contactless power receiving device 4 and whose voltage is adjusted by the DC-DC converter 6. Battery 3 also supplies power to the inverter 5 via the DC-DC converter 6 to generate vehicle driving force using the motor generator 2. Furthermore, Battery 3 stores power generated by the regenerative operation of the motor generator 2 via the DC-DC converter 6.

[0036] Battery 3 is equipped with a voltage sensor and a current sensor (not shown in the diagram) for detecting the voltage and input / output current of Battery 3. These detected values ​​are output to the ECU 100. The ECU 100 calculates the State of Charge (SOC) of Battery 3 based on the voltage and current detected by the voltage sensor and current sensor.

[0037] The contactless power receiving device 4 has a receiving coil that can receive power without contact from the power transmission coil of the contactless power transmission device 21 installed on the road 22, such as when the vehicle 1 is in motion. Then, for example, when the contactless power receiving device 4 is located within a predetermined distance from the contactless power transmission device 21, power is transmitted from the contactless power transmission device 21 to the contactless power receiving device 4. The power supplied from the contactless power transmission device 21 to the contactless power receiving device 4 is sent to the motor generator 2, battery 3, etc.

[0038] 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.

[0039] The DC-DC converter 6 regulates the voltage of the power exchanged between the power bus 10 and the battery 3 (the power charged and discharged by the battery 3).

[0040] Capacitor 7 is a second power source with a higher power density and lower capacitance density compared to the first power source (battery 3), and is capable of temporarily storing a portion of the power supplied from the contactless power receiving device 4 to the power bus 10. Generally, components used in vehicles (electric vehicles) can be used as the capacitor 7, such as EDLC (Electrical Double Layer Capacitor), LIC (Lithium Ion Capacitor), and SRC (Super Redox Capacitor).

[0041] Here, as shown in Figure 1, multiple contactless power transmission devices 21 are arranged discretely on the road 22 in the direction of vehicle travel. In a contactless power supply system while driving, when contactless power is supplied from the contactless power transmission devices 21 installed on the road 22 to the contactless power receiving device 4 installed on the vehicle 1 while the vehicle 1 is in motion (contactless power supply while driving), unlike the pantograph power supply of the contact power supply method, as shown in Figure 3, the power supplied from the contactless power transmission device 21 to the contactless power receiving device 4 is DWPT power (P DWPTThe power fluctuates significantly. 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 supplying power from the contactless power receiving device 4 to the motor generator 2 (inverter 5) and battery 3 (DC-DC converter 6), also fluctuates significantly, leading to deterioration of the battery 3 and a deterioration in the controllability of the motor generator 2. In contactless power supply while driving, the reason for fluctuations in the power received by the contactless power receiving device 4 from the contactless power transmission device 21 is, for example, that power is supplied discretely from multiple contactless power transmission devices 21 that are discretely arranged on the road 22 in the direction of vehicle travel, or that power is supplied while the relative position between the contactless power transmission device 21 and the contactless power receiving device 4 changes due to a lateral displacement.

[0042] Therefore, in the vehicle 1 according to this embodiment, the bus, which has large voltage fluctuations, and the battery 3 are connected via a DC-DC converter 6. The converted power by this DC-DC converter 6 is leveled (mainly by converting the DC component), and the input / output power ripple of the battery 3 is suppressed, thereby making it possible to suppress the degradation of the battery 3. The capacitor 7 is charged and discharged with the power difference between the large-fluctuation received power from the contactless power receiving device 4 and the leveled power exchanged with the battery 3 via the DC-DC converter 6, and the bus voltage also fluctuates in accordance with this power fluctuation. A method for suppressing the deterioration of motor generator control caused by this bus voltage fluctuation will be described later.

[0043] Furthermore, in the vehicle 1 according to this embodiment, power is supplied directly from the contactless power receiving device 4 to the inverter 5 without going through the DC-DC converter 6. Therefore, power loss can be reduced compared to when power is supplied from the contactless power receiving device 4 to the inverter 5 via the DC-DC converter 6.

[0044] Furthermore, in the vehicle 1 according to this embodiment, a DC-DC converter 6 is provided between the battery 3 and the power bus 10, which suppresses the charging and discharging of the battery 3 due to fluctuations in the power received by the contactless power receiving device 4 from the contactless power transmission device 21, thus enabling a smaller battery capacity. In addition, by using a small-capacity DC-DC converter 6 to convert the power charged and discharged by the battery 3, losses can be reduced.

[0045] Furthermore, in the vehicle 1 according to this embodiment, the contactless power receiving device 4 and the power bus 10 are directly connected without connecting a DC-DC converter 6 between them. As a result, in the vehicle 1 according to this embodiment, power is supplied from the contactless power receiving device 4 to the motor generator 2 (inverter 5) via the power bus 10 without going through the DC-DC converter 6. This reduces power loss in the DC-DC converter 6 compared to the case where a DC-DC converter 6 is connected between the contactless power receiving device 4 and the power bus 10, and power is supplied from the contactless power receiving device 4 to both the motor generator 2 (inverter 5) and the battery 3 via the DC-DC converter 6.

[0046] Furthermore, in the vehicle 1 according to the embodiment, the DCDC conversion command value in the DCDC converter 6 is set to obtain a desired bus average voltage corresponding to the MG power (the power required by the motor generator 2 in the contactless power supply system during operation). 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 bus average voltage clamped by the capacitor 7 can be adjusted by adjusting the average amount of battery charge / discharge.

[0047] In the vehicle 1 according to this embodiment, the bus voltage of the power bus 10 is controlled according to the DC link voltage to control the power received by the contactless power receiving device 4 in the contactless power supply system while driving. For example, in the vehicle 1 according to this embodiment, the DC-DC converter conversion command value is feedback controlled according to the difference between the target bus voltage and the actual bus voltage. This makes it possible to improve the control accuracy of the bus average voltage.

[0048] Figure 4(a) is a graph showing the relationship between DC link voltage and DWPT power in a current-type in-vehicle contactless power supply system. Figure 4(b) is a graph showing the relationship between DC link voltage and MG output.

[0049] When a current-type (immitance, SS, etc.) contactless power receiving device 4, which constitutes the contactless power supply system while driving, is adopted, the relationship that DWPT power increases as the DC link voltage increases is satisfied, as shown in Figure 4(a). Also, as shown in Figure 4(b), the DC link voltage required increases as the MG output (power consumption of the motor generator 2) increases. Therefore, in the vehicle 1 according to this embodiment, when the contactless power receiving device 4 is of the 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 greater the power consumption of the motor generator 2, the more power the contactless power receiving device 4 can receive from the contactless power transmission device 21 through contactless power supply while driving.

[0050] Figure 5(a) is a graph showing the relationship between DC link voltage and DWPT power in a voltage-type in-vehicle contactless power supply system. Figure 5(b) is a graph showing the relationship between DC link voltage and MG output.

[0051] When a voltage-type (BPF, PP, etc.) contactless power receiving device 4, which constitutes the contactless power supply system during operation, is adopted, as shown in Figure 5(a), the average power received by the contactless power receiving device 4 decreases as the DC link voltage (bus voltage) increases. Therefore, a DC link voltage (bus voltage) is set that balances the MG output (power consumption of the motor generator 2) and the average power received, as shown in Figure 5(b). As a result, the greater 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 transmission device 21 through contactless power supply during operation.

[0052] Furthermore, in the vehicle 1 according to this embodiment, there is no regenerative function that returns power to the grid side on the contactless power supply system side while driving, and when the motor generator 2 is performing 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 the regenerative power from the motor generator 2, reducing the power supplied from the contactless power receiving device 4 to the battery 3 prevents the power supplied from the motor generator 2 and the contactless power receiving device 4 from becoming too large, which would cause the battery 3 to deteriorate easily.

[0053] Figure 6 is a diagram illustrating the method for calculating the predicted bus voltage. The white arrows in Figure 6 indicate the direction of current flow. Figure 7 is a graph showing the relationship between the state of charge (SOC) of capacitor 7 and the voltage, representing the characteristics of capacitor 7. In Figure 7, SOC Cap This is the SOC of capacitor 7, and V Cap This is the voltage across capacitor 7.

[0054] Furthermore, in the vehicle 1 according to this embodiment, the PWM duty cycle for PWM control of the rotational drive of the motor generator 2 is determined based on fluctuations in the power received by the contactless power receiving device 4 from the contactless power transmission device 21 by contactless power supply while driving. The PWM duty cycle is calculated, for example, by the following formula (1).

[0055]

number

[0056] The bus voltage prediction value in the above formula (1) is estimated based on the periodic DWPT power instantaneous value and the characteristics of capacitor 7 (relationship between the state of charge (SOC) and voltage of capacitor 7) as shown in Figure 7. In this process, the instantaneous voltage of capacitor 7 is estimated, including the variation relative to the open-circuit voltage, based on the input and output power (charge / discharge current) of capacitor 7 and the capacitor's internal resistance.

[0057] When power is supplied from the contactless power receiving device 4 to the inverter 5 (motor generator 2) and the DC-DC converter 6 (battery 3), the power supplied to the capacitor 7 can be calculated by the following formula (2). Note that in the following formula (2), P Cap This is the power input to capacitor 7, and P DWPT This is DWPT power (power output from contactless power receiving device 4), and P Inv(MG) This is the power input to the inverter 5 (motor generator 2), and P DCDC(Bat) This is the power input to the DC-DC converter 6 (battery 3).

[0058]

number

[0059] In the vehicle 1 according to this embodiment, the rotational drive of the motor generator 2 is controlled by PWM using the PWM duty cycle calculated using the above formula (1), thereby ensuring the accuracy of the PWM control even if there are fluctuations in the bus voltage due to power ripple in contactless power supply while driving.

[0060] Furthermore, in this embodiment, since the spacing between the multiple contactless power transmission devices 21 arranged on the road 22 while the vehicle 1 is traveling is constant in the direction of vehicle travel (the distance between adjacent contactless power transmission devices 21 in the direction of vehicle travel), the vehicle's travel distance can be determined from the current vehicle speed, and the relative position of the vehicle 1 with respect to each of the multiple contactless power transmission devices 21 can be calculated. Therefore, based on the relative position of the vehicle 1 (contactless power receiving device 4) with respect to the contactless power transmission devices 21, the fluctuation (repetition) of power received by the contactless power receiving device 4 from the contactless power transmission devices 21 through contactless power supply while driving can be estimated.

[0061] For example, as shown in Figure 8, when contactless power supply is performed while the vehicle is traveling at a predetermined speed, if the DWPT power (bus voltage) fluctuates with a period T1, and the vehicle speed decreases to a constant level at time t1, the period of the DWPT power (bus voltage) fluctuation becomes a longer period T2 than period T1. Therefore, in the vehicle 1 according to this embodiment, when contactless power supply is performed while the vehicle is traveling, the DWPT power and thus the bus voltage can be estimated based on the vehicle position (vehicle speed) on the road 22.

[0062] Furthermore, when calculating the distance traveled by vehicle 1 from the current vehicle speed and determining the relative position of vehicle 1 (contactless power receiving device 4) with respect to each of the multiple contactless power transmission devices 21, the vehicle position on the road 22 used as the starting point may be set to, for example, the vehicle position detected at a predetermined timing using the GPS of the car navigation system installed in vehicle 1. Alternatively, the period of fluctuation in DWPT power (bus voltage) when contactless power supply is performed while driving at a predetermined vehicle speed may be estimated based on the rotation angle of the motor generator 2 rather than the vehicle speed.

[0063] Figure 9 is a block diagram illustrating the configuration of a vehicle 1 equipped with two motor generators. The vehicle 1 shown in Figure 9 includes a first motor generator (MG1) 2A, a second motor generator (MG2) 2B, a battery 3, a contactless power receiving device 4, a first inverter 5A, a second inverter 5B, a DC-DC converter 6, a capacitor 7, a power bus 10, and an ECU 100. In the vehicle 1 shown in Figure 9, the contactless power receiving device 4, the first inverter 5A, the second inverter 5B, the DC-DC converter 6, and the capacitor 7 are electrically connected in parallel to the power bus 10. The battery 3, for example, has its positive terminal electrically connected to the DC-DC converter, and its negative terminal electrically connected to the negative side of the power bus 10, and is electrically connected to the power bus 10 via the DC-DC converter 6. The first motor generator 2A is electrically connected to the first inverter 5A. The second motor generator 2B is electrically connected to the second inverter 5B.

[0064] In the vehicle 1 shown in Figure 9, the first motor generator 2A is connected to an engine (not shown) mounted on the vehicle 1 in a manner that allows it to transmit power, and is mainly used for generating electricity using the driving force from the engine. The electricity generated by the first motor generator 2A can be supplied to the second motor generator 2B and the battery 3. In addition, in the vehicle 1 shown in Figure 9, the second motor generator 2B is mainly used to generate the driving force for the vehicle 1 to move.

[0065] In the vehicle 1 according to this embodiment, as shown in Figure 9, when there are two motor generators, a first motor generator 2A mainly for power generation and a second motor generator 2B mainly for generating driving force, both the first motor generator 2A and the DCDC converter 6 compensate for the bus voltage fluctuations caused by power ripple during contactless power supply while driving. As a result, when the engine is driven to supply power generated by the first motor generator 2A to the second motor generator 2B while receiving power from the contactless power receiving device 4 during contactless power supply while driving (when the torque and output requirements of the second motor generator 2B are high), the power generated by the first motor generator 2A also shares the responsibility of compensating for the bus voltage fluctuations caused by the power ripple. Specifically, the torque command of the first motor generator 2A is varied in accordance with the power fluctuations of the contactless power receiving device 4, and this torque fluctuation is smoothed by the engine's inertia. As a result, the power output from the battery 3 to compensate for the fluctuations can be reduced, and thus the losses in the DCDC converter 6 can be further reduced. [Explanation of symbols]

[0066] 1 vehicle 2 Motor Generator 2A First motor generator 2B Second Motor Generator 3 Batteries 4. Contactless power receiving device 5 Inverter 5A First Inverter 5B Second Inverter 6 DC-DC converters 7 Capacitors 10 Electric bus 100 ECU

Claims

1. A contactless power receiving device that receives power in a contactless manner from multiple contactless power transmission devices arranged at predetermined intervals along the direction of vehicle travel on the roadway, A rotating electric machine capable of generating driving force for propulsion, An inverter that exchanges power with the aforementioned rotating electric machine, First power supply and A second power supply having a higher output density and lower capacitance density compared to the first power supply, A DC-DC converter that exchanges power with the first power supply, A vehicle equipped with, The contactless power receiving device, the inverter, the DC-DC converter, and the second power supply are electrically connected in parallel to a power bus that supplies power from the contactless power receiving device to the inverter. The first power supply and the power bus are electrically connected via the DC-DC converter. If the contactless power receiving device is of the current type, the greater the power consumption of the rotating electric machine, the greater the power received by the contactless power receiving device from the contactless power transmitting device, and the greater the bus voltage. If the contactless power receiving device is of the voltage type, the bus voltage is set according to the power consumption of the rotating electric machine and the average power received by the contactless power receiving device. A vehicle characterized by the following features.

2. The vehicle according to claim 1, characterized in that the contactless power receiving device and the power bus are electrically directly connected.

3. The first power source is a secondary battery, The second power supply is a capacitor. The vehicle according to feature 1 or 2.

4. The vehicle according to any one of claims 1 to 3, characterized in that the DC-DC conversion command value in the DC-DC converter is set so as to obtain a desired bus average voltage corresponding to the power required by the rotating electric machine.

5. The vehicle according to claim 4, characterized in that the DC-DC conversion command value is feedback-controlled according to the difference between the target bus voltage and the actual bus voltage.

6. The vehicle according to any one of claims 1 to 5, characterized in that the non-contact power receiving device does not have a regenerative function to return power to the grid, and when the rotating electric machine is performing regenerative operation, the bus target voltage is set to reduce the power supplied from the non-contact power receiving device to the first power supply.

7. The vehicle according to any one of claims 1 to 6, characterized in that the PWM duty cycle for PWM control of the rotational drive of the rotating electric machine is determined based on fluctuations in the power received by the non-contact power receiving device from the non-contact power transmission device.

8. The vehicle according to claim 7, characterized in that it estimates the bus voltage based on the vehicle position or vehicle speed.

9. In addition to the aforementioned rotating electric machine capable of generating driving force for propulsion, it is also equipped with a rotating electric machine for power generation. The vehicle according to any one of claims 1 to 8, characterized in that both the rotating electric machine for power generation and the DC-DC converter compensate for fluctuations in bus voltage caused by power ripple.

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