JP7057664B2 - Non-contact charging device - Google Patents

Description

The present invention relates to a non-contact charging device mounted on a vehicle.

Patent Document 1 discloses a technique for non-contactly charging a battery of a vehicle such as an electric vehicle or a hybrid electric vehicle from a power source outside the vehicle. In Patent Document 1, a power supply device that supplies electric power to the vehicle in a non-contact manner is installed on the road surface immediately before the stop position where the traveling vehicle should stop, and the battery is charged from the power supply device while the vehicle is decelerating.

Japanese Unexamined Patent Publication No. 2014-133538

The distance of the non-contact charging lane provided on the road surface with a power supply device that supplies electric power to the vehicle in a non-contact manner is limited due to cost and the like. In this limited distance non-contact charging lane, we want to increase the amount of battery charge by the power supply device.

Therefore, an object of the present invention is to provide a non-contact charging device capable of increasing the amount of charge in a limited distance.

In order to solve the above problems, the non-contact charging device of the present invention includes an in-vehicle charger that supplies power received in a non-contact manner from a power feeding device provided on the road surface to a battery mounted on a vehicle, and an in-vehicle charger. The second required torque for the accelerator opening when the in-vehicle charger is in the position where power can be received from the power supply device is at least the accelerator open , rather than the first required torque for the accelerator opening when the power supply device is not in a position where power can be received. A required torque control unit that controls the required torque so as to be low when the degree is less than the predetermined opening is provided , and the first required torque and the second required torque are provided when the accelerator opening is the predetermined opening or more. Has an accelerator opening equal to and .

Further, in the table for deriving the first required torque and the second required torque with the accelerator opening as a variable, the first requirement when the accelerator opening is smaller than the intersection where the first required torque and the second required torque are equal. The area surrounded by the line indicating the torque and the line indicating the second required torque, and the area surrounded by the line indicating the first required torque and the line indicating the second required torque when the accelerator opening is larger than the intersection. May be equal.

In order to solve the above problems, the non-contact charging device of the present invention includes an in-vehicle charger that supplies power received in a non-contact manner from a power feeding device provided on the road surface to a battery mounted on a vehicle, and an in-vehicle charger. The second required torque for the accelerator opening when the in-vehicle charger is in the position where power can be received from the power supply device is at least a part of the first required torque for the accelerator opening when the power supply device is not in a position where power can be received. It is equipped with a required torque control unit that controls the required torque so that it becomes lower at the accelerator opening degree, and the required torque control unit is provided from the time when the on-board charger is out of the position where power can be received from the power supply device. The second required torque for the accelerator opening when the on-vehicle charger is in a position where power can be received from the power feeding device is maintained for a predetermined time.

In order to solve the above problems, the non-contact charging device of the present invention includes an in-vehicle charger that supplies power received in a non-contact manner from a power feeding device provided on the road surface to a battery mounted on a vehicle, and an in-vehicle charger. The second required torque for the accelerator opening when the in-vehicle charger is in the position where power can be received from the power supply device is at least a part of the first required torque for the accelerator opening when the power supply device is not in a position where power can be received. The required torque control unit is provided with a required torque control unit that controls the required torque so as to be low at the accelerator opening of the battery, and the required torque control unit requests only when the remaining electric power of the battery is equal to or less than the predetermined remaining amount. Perform torque control.

In order to solve the above problems, the non-contact charging device of the present invention includes an in-vehicle charger that supplies power received in a non-contact manner from a power feeding device provided on the road surface to a battery mounted on a vehicle, and an in-vehicle charger. At least a part of the second required torque for the accelerator opening when the in-vehicle charger is in the position where power can be received from the power supply device is larger than the first required torque for the accelerator opening when the power supply device is not in a position where power can be received. The required torque control unit is provided with a required torque control unit that controls the required torque so as to be low at the accelerator opening of the vehicle, and a switch that accepts an input operation indicating whether or not the required torque control is performed. , The required torque is controlled only when the switch is on .

Further, the required torque control unit may have a filter unit that suppresses the amount of change in the required torque per unit time when the required torque is switched between the first required torque and the second required torque.

According to the present invention, it is possible to increase the amount of charge in a limited distance.

It is a block diagram which shows the structure of the vehicle to which a non-contact charging device is applied. It is a block diagram which shows the structure of another vehicle to which a non-contact charging device is applied. It is a block diagram which shows the structure of another vehicle to which a non-contact charging device is applied. It is a block diagram which shows the structure of the non-contact charging device. It is a figure which shows an example of the table which shows the relationship between the accelerator opening degree and the required torque. It is a schematic diagram which shows the non-contact charging lane. It is a figure explaining the time change of the required torque at the time of switching a table. It is a flowchart which shows the operation of a non-contact charging device. It is a figure which shows the other example of the table which shows the relationship between the accelerator opening degree and the required torque. It is a figure which shows the other example of the table which shows the relationship between the accelerator opening degree and the required torque.

Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The dimensions, materials, other specific numerical values, etc. shown in the embodiment are merely examples for facilitating the understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and the drawings, elements having substantially the same function and configuration are designated by the same reference numerals to omit duplicate description, and elements not directly related to the present invention are not shown. do.

FIG. 1 is a block diagram showing a configuration of a vehicle 1A to which the non-contact charging device 10 according to the present embodiment is applied. In FIG. 1, the connection relationship of each part is shown by a solid line, the flow of electric power is shown by a solid arrow, and the flow of a signal is shown by a broken line arrow. The vehicle 1A includes an engine 100, a generator 110, an inverter 120, a motor 130, a battery 150, an in-vehicle charger 160, and a main ECU 170. The vehicle 1A is a series-type hybrid electric vehicle that uses a motor 130 as a drive source and an engine 100 for power generation.

In vehicle 1A, the engine 100 rotates a generator 110 to generate electricity. The inverter 120 converts the AC power generated by the generator 110 into DC power, converts the DC power into AC power having a desired frequency by switching the switching element, and supplies the DC power to the motor 130. Further, when the engine 100 is stopped, the inverter 120 converts the DC power supplied from the battery 150 into AC power having a desired frequency and supplies the DC power to the motor 130. The motor 130 drives the wheels 140 according to the supplied AC power.

Further, the inverter 120 converts the remaining AC power not consumed by the motor 130 out of the AC power generated by the generator 110 into DC power and supplies it to the battery 150. Further, the inverter 120 converts the AC power (regenerative power) generated by the motor 130 functioning as a generator when the vehicle 1A is decelerated into DC power and supplies it to the battery 150. The battery 150 is charged by the DC power supplied from the inverter 120.

The battery 150 is also charged by the vehicle-mounted charger 160. The in-vehicle charger 160 receives AC power from a power supply device installed on the road surface, converts the received AC power into DC power, and supplies the power to the battery 150. The in-vehicle charger 160 is provided, for example, on the bottom of the vehicle body facing the road surface.

The main ECU 170 is composed of a semiconductor integrated circuit including a central processing unit (CPU), a ROM in which a program or the like is stored, a RAM as a work area, and the like. The main ECU 170 controls the entire vehicle 1A in an integrated manner. The main ECU 170 controls not only the engine 100 but also the inverter 120 to drive and control the motor 130.

FIG. 2 is a block diagram showing the configuration of another vehicle 1B to which the non-contact charging device 10 is applied. In FIG. 2, the connection relationship of each part is shown by a solid line, the flow of electric power is shown by a solid arrow, and the flow of a signal is shown by a broken line arrow. The vehicle 1B of FIG. 2 is a parallel hybrid electric vehicle having an engine 100 as a main drive source and a motor 130 as a sub drive source.

In vehicle 1B, the engine 100 drives the wheels 140. The motor 130 drives the wheels 140 according to the electric power supplied from the battery 150 via the inverter 120, and assists the driving of the wheels 140 by the engine 100. Further, the motor 130 functions as a generator when the vehicle 1B is decelerated, and charges the battery 150 via the inverter 120.

FIG. 3 is a block diagram showing the configuration of another vehicle 1C to which the non-contact charging device 10 is applied. In FIG. 3, the connection relationship of each part is shown by a solid line, the flow of electric power is shown by a solid arrow, and the flow of a signal is shown by a broken line arrow. The vehicle 1C of FIG. 3 is a series-parallel type in which the power of the engine 100 is divided into one for driving and one for power generation, and the wheels 140 are driven by the driving force obtained by combining the driving force of the engine 100 and the driving force of the motor 130. It is a hybrid electric vehicle.

In the vehicle 1C, the engine 100 is connected to the power split mechanism 180. The power split mechanism 180 divides the power of the engine 100 into a power for rotating the generator 110 and a power for rotating the wheels 140. The generator 110 supplies electric power to the motor 130 via the inverter 120. The motor 130 drives the wheels 140 according to the supplied electric power. The power split mechanism 180 is controlled so that the ratio between the driving force for driving the wheels 140 via the generator 110 and the motor 130 and the driving force for directly driving the wheels 140 with the engine 100 is appropriate.

Hereinafter, when vehicles 1A, 1B, and 1C are not distinguished, they are referred to as vehicle 1. The non-contact charging device 10 is not only applied to a hybrid electric vehicle, but may be applied to, for example, an electric vehicle not equipped with an engine 100.

FIG. 4 is a block diagram showing the configuration of the non-contact charging device 10. In FIG. 4, elements of the vehicle 1 that are not related to the non-contact charging device 10 are omitted. Further, FIG. 4 shows a power supply device 200 that supplies electric power to the vehicle 1 in a non-contact manner in addition to the non-contact charging device 10. Further, in FIG. 4, the flow of electric power is indicated by a solid arrow, and the flow of a signal is indicated by a broken line arrow.

The power feeding device 200 includes, for example, an inverter that converts AC power of a commercial power source into AC power having a frequency higher than the commercial frequency, and a power transmission coil connected to the inverter. When AC power is supplied from the inverter, the power transmission coil generates a magnetic field that changes according to the current in the surroundings. The power feeding device 200 is installed on the road surface and may be buried in the ground or may be placed on the ground. Hereinafter, the lane in which the power feeding device 200 is installed is referred to as a non-contact charging lane.

The non-contact charging device 10 includes a battery 150, an in-vehicle charger 160, a main ECU 170, a battery ECU 300, an accelerator sensor 310, and a switch 320. In the non-contact charging device 10, as will be described in detail later, the vehicle-mounted charger 160 can receive power from the power feeding device 200 rather than the required torque for the accelerator opening when the vehicle-mounted charger 160 is not in a position where power can be received from the power feeding device 200. The required torque is controlled so that the required torque for the accelerator opening when the vehicle is in a different position becomes low at least in a part of the accelerator opening. Hereinafter, such control of the required torque may be referred to as required torque control.

The vehicle-mounted charger 160 includes a power receiving unit 162, a power receiving determination unit 164, and a charging unit 166. The power receiving unit 162 is configured to include a power receiving coil. When the power receiving coil of the power receiving unit 162 is arranged facing the power transmission coil of the power feeding device 200 and AC power is supplied to the power transmission coil, AC power is generated in the power receiving coil by electromagnetic induction between the power transmission coil and the power receiving coil. That is, the power receiving unit 162 receives power from the power feeding device 200 in a non-contact manner.

The power receiving determination unit 164 determines whether or not the power receiving unit 162 has received power of a predetermined power or more set in advance from the power feeding device 200. For example, the power receiving unit 162 is provided with an instrument transformer (CT) for detecting the current flowing through the power receiving coil. The power receiving determination unit 164 derives the received power based on the current value of the instrument transformer, and determines whether or not the derived power received is equal to or higher than the predetermined power. The predetermined electric power is set to a value that can distinguish between the electric power received by the power feeding device 200 and the electric power generated by electromagnetic noise or the like.

When the received power is the predetermined power or more, the power receiving determination unit 164 turns on the power receiving flag indicating the determination result of whether or not the power of the predetermined power or more is received. That is, the power receiving determination unit 164 turns on the power receiving flag when the vehicle 1 travels in the non-contact charging lane and receives power of a predetermined power or more from the power feeding device 200. On the other hand, the power receiving determination unit 164 turns off the power receiving flag when the received power is less than the predetermined power. Then, the power receiving determination unit 164 transmits the power receiving flag to the main ECU 170.

The charging unit 166 includes a rectifier that converts the AC power received by the power receiving unit 162 into DC power. The charging unit 166 supplies the DC power converted by the rectifier to the battery 150. That is, the charging unit 166 supplies the electric power supplied from the power feeding device 200 to the battery 150 via the power receiving unit 162 to charge the battery 150.

The battery ECU 300 is composed of a semiconductor integrated circuit including a central processing unit (CPU), a ROM in which a program or the like is stored, a RAM as a work area, and the like. The battery ECU 300 functions as an SOC derivation unit 302 by executing a program. The SOC derivation unit 302 derives the SOC (State of charge) of the battery 150. SOC represents the amount of electricity charged with respect to the electric capacity, and indicates the remaining amount of electricity of the battery 150. The SOC derivation unit 302 transmits an SOC signal indicating the derived SOC to the main ECU 170.

The accelerator sensor 310 detects the amount of depression of the accelerator pedal (not shown) and transmits the detected value to the main ECU 170.

The switch 320 receives an input operation (in other words, an input operation indicating on / off of the required torque control function) indicating whether or not to perform the required torque control. That is, the driver can input whether to turn on or off the required torque control function via the switch 320. The switch 320 transmits a switch signal indicating an input operation result to the main ECU 170.

The main ECU 170 functions as an accelerator opening degree deriving unit 172 and a required torque control unit 174 by executing a program. The accelerator opening degree deriving unit 172 derives the accelerator opening degree based on the detected value of the accelerator sensor 310.

The required torque control unit 174 derives the required torque with reference to a table stored in advance based on the accelerator opening degree derived by the accelerator opening degree deriving unit 172. In this table, the accelerator opening and the required torque are related. When the accelerator opening in the middle of the plurality of accelerator openings set in the table is derived, the required torque corresponding to the derived accelerator opening is determined based on the plurality of set accelerator openings. It may be derived by linear interpolation or the like. Further, the required torque control unit 174 is not limited to the mode of deriving the required torque by referring to the table, and may derive the required torque by referring to a map in which the accelerator opening degree and the required torque are associated, for example. Then, the required torque may be derived using a relational expression that associates the accelerator opening degree with the required torque.

The derived required torque is used to determine the target air amount to be supplied to the engine 100 and the target injection amount of fuel. Further, the derived required torque is used to determine the gate signal to be transmitted to the switching element of the inverter 120 in order to drive the motor 130 with the required torque.

Further, the required torque control unit 174 determines a table to be referred to for deriving the required torque based on the switch signal of the switch 320, the SOC signal of the SOC deriving unit 302, and the power receiving flag of the power receiving determination unit 164.

FIG. 5 is a diagram showing an example of a table showing the relationship between the accelerator opening degree and the required torque. In FIG. 5, the line indicating the first table is indicated by a long-dotted chain line, and the line indicating the second table is indicated by a solid line.

The first table is a table in which the required torque is associated with the accelerator opening at a normal level. Hereinafter, the required torque derived from the first table may be referred to as a first required torque. In the first table, the first required torque increases proportionally and gradually as the accelerator opening degree increases. Further, the accelerator opening degree A0 indicates, for example, 0%, and the accelerator opening degree A10 indicates, for example, 100%. The first required torque T11 indicates the value of the first required torque when the accelerator opening degree A10 is reached.

The second table is a table in which the required torque for the accelerator opening is lower than that of the first table. Hereinafter, the required torque derived from the second table may be referred to as a second required torque. In the second table, the second required torque gradually increases as the accelerator opening degree increases. However, in the range from the accelerator opening A0 to the accelerator opening A20, the amount of increase in the second required torque according to the amount of increase in the accelerator opening is smaller than the amount of increase in the first required torque in the first table. ing. The accelerator opening degree A20 indicates, for example, 70%, but is not limited to this, and may be between 0% of the accelerator opening degree and 100% of the accelerator opening degree.

The second required torque T22 of the second table corresponding to the accelerator opening degree A20 is equal to or less than the first required torque T21 of the first table corresponding to the accelerator opening degree A20. The second required torque T22 is, for example, about 50% of the first required torque T21. The second required torque T22 is not limited to this example, and may be, for example, between 0% and 100% of the first required torque T21.

Further, in the range from the accelerator opening A20 to the accelerator opening A10 in the second table, the increase amount of the second required torque according to the increase amount of the accelerator opening is larger than the range from the accelerator opening A0 to A20. , Is increasing. The second required torque T12 corresponding to the accelerator opening degree A10 has a value equal to the first required torque T11 corresponding to the accelerator opening degree A10.

As described above, in the second table, the required torque for the accelerator opening is smaller than that in the first table. Therefore, by referring to the second table in the required torque control unit 174, the required torque to be derived is suppressed, and the acceleration of the vehicle 1 is suppressed.

Further, in the second table, when the accelerator opening degree is close to 100%, the second required torque approaches the first required torque. Therefore, the second table is referred to, and in a driving scene where the acceleration of the vehicle 1 is suppressed and the vehicle 1 is desired to be accelerated, the driver depresses the accelerator pedal to near the upper limit to perform normal driving. Similarly, the required torque can be increased to accelerate the vehicle 1.

The first table is determined as a table to be referred to when at least one of the following three conditions is not satisfied.

The first of the three conditions is that the switch signal of the switch 320 is a switch-on signal indicating that the required torque control function is in the ON state. The second condition is that the SOC indicated by the SOC signal of the SOC derivation unit 302 is not more than the predetermined remaining amount. The predetermined remaining amount in the SOC is, for example, 90%, and is set based on the vehicle type, the type of the battery 150, and the like. The third condition is that the power receiving flag of the power receiving determination unit 164 is on. If the power receiving flag is on, the in-vehicle charger 160 is in a position where power can be received from the power feeding device 200.

For example, the first table is determined as a table to be referred to when the power receiving flag is not on (in other words, the power receiving flag is off). Therefore, the first required torque derived with reference to the first table corresponds to the required torque for the accelerator opening when the in-vehicle charger 160 is not in a position where power can be received from the power feeding device 200. In addition, even if the in-vehicle charger 160 is in a position where power can be received from the power feeding device 200 (the power receiving flag is on), the first table may be one of the above-mentioned first condition and second condition. If both are not satisfied, it is determined as the table to be referenced.

On the other hand, the second table is determined as a table to be referred to when all the above three conditions are satisfied. When all the above three conditions are satisfied, the power receiving flag is always on. Therefore, the in-vehicle charger 160 can receive power from the power feeding device 200 for the second required torque derived by referring to the second table. It corresponds to the required torque for the accelerator opening when it is in the position.

Further, as will be described in detail later, when the power receiving flag is turned off in a situation where all the above three conditions are satisfied, the second table will be used for a predetermined time from the time when the power receiving flag is turned off. Determined as the table to reference.

In this way, when the required torque control unit 174 moves to a position where the in-vehicle charger 160 can receive power from the power feeding device 200 and all of the above three conditions are satisfied, the table to be referred to is changed from the first table to the second table. By switching to, the required torque to be derived is changed from the first required torque to the second required torque.

Further, as shown in FIG. 4, the required torque control unit 174 includes a filter unit 176. The filter unit 176 receives the required torque per unit time when switching the table between the first table and the second table, that is, when switching the required torque between the first required torque and the second required torque. Suppresses the amount of change in. The filter unit 176 is composed of, for example, a first-order or a plurality of-order low-pass filters. The required torque control unit 174 inputs the required torque derived from the table after switching to the filter unit 176, and sets the output of the filter unit 176 as the output of the required torque control unit 174. As a result, the filter unit 176 smoothes the time change of the required torque when the required torque is switched.

FIG. 6 is a schematic view showing the non-contact charging lane L. On the road surface of the non-contact charging lane L, a plurality of power transmission coils 220 constituting the power feeding device 200 are continuously arranged in the traveling direction of the vehicle 1. In other words, a power feeding device 200 is provided on the road surface of the non-contact charging lane L along the traveling direction of the vehicle 1.

As shown by the solid arrow P1 in FIG. 6, in the non-contact charging lane L, the operation of the vehicle 1 is performed so that the vehicle 1 passes above the power transmission coil 220. As a result, the power receiving coil of the vehicle-mounted charger 160 moves over the plurality of power transmission coils 220 above the power transmission coil 220, and the vehicle-mounted charger 160 receives power from the power feeding device 200 while the vehicle 1 is traveling. It will be possible.

In the present embodiment, when the power receiving coil moves onto the power transmission coil 220 while the switch 320 is on and the SOC of the battery 150 is equal to or less than the predetermined remaining amount, the tables to be referred to are the first table to the second table. The required torque to be derived is reduced. If there is no change in the amount of depression of the accelerator pedal, the acceleration of the vehicle 1 is suppressed by the decrease in the required torque and the increase in speed is suppressed, so that the vehicle 1 passes over the plurality of power transmission coils 220 for a long time. Become. As a result, the time for the vehicle-mounted charger 160 to receive power from the power supply device 200, that is, the time for supplying power to the battery 150 becomes long, and the amount of charge can be increased.

Here, as shown by the arrow P2 of the alternate long and short dash line in FIG. 6, after the power receiving coil is temporarily disengaged from the position above the power transmission coil 220, the power receiving coil immediately returns to the position above the power transmission coil 220. , The driving operation of the vehicle 1 may be performed. When the power receiving coil is disconnected from the position above the power transmission coil 220, the vehicle-mounted charger 160 cannot receive power from the power feeding device 200, and the charging of the battery 150 is temporarily interrupted.

At this time, in response to the power receiving coil being removed from the position above the power transmission coil 220, the table to be referred to is switched from the second table to the first table, and the power receiving coil is returned to the position above the power transmission coil 220. Therefore, if the table to be referred to is switched from the first table to the second table, switching of the required torque may occur frequently. In such a case, hunting occurs in which the torque applied to the wheel 140 changes frequently.

Therefore, in the present embodiment, the table to be referred to is maintained in the second table for a predetermined time from the time when the power receiving coil is disengaged from the position above the power transmission coil 220 (that is, when the power receiving flag is turned off). To. That is, the second required torque at the time of power reception is maintained for a predetermined time from the end of power reception. The predetermined time is set to, for example, a few seconds, but is not limited to a few seconds, and the in-vehicle charger 160 may return to a position where power can be received from the power feeding device 200 within the time when the vehicle 1 passes through the non-contact charging lane L. Any time possible.

As a result, even if the power receiving coil temporarily disengages from the position above the power transmission coil 220, if the power receiving coil returns to the position above the power transmission coil 220 within a predetermined time, the referenced table is switched to the first table. It is maintained in the second table. As a result, the required torque is not frequently switched, and it is possible to prevent hunting from occurring.

FIG. 7 is a diagram illustrating a time change of the required torque when switching the table. In FIG. 7, it is assumed that the accelerator opening is constant before and after the table is switched. In FIG. 7, at time t10, the referenced table is switched from the first table to the second table, and at time t20, the referenced table is switched from the second table to the first table.

Before the time t10, the required torque control unit 174 derives the first required torque T31 corresponding to the accelerator opening degree with reference to the first table. At time t10, all the above three conditions are satisfied, and the required torque control unit 174 derives the second required torque T32 corresponding to the accelerator opening with reference to the second table. At this time, the required torque control unit 174 inputs the second required torque T32 derived with reference to the second table to the filter unit 176. The time when the second required torque output from the filter unit 176 reaches the second required torque T32 is delayed from the time t10. As a result, before and after the time t10, the required torque changes smoothly exponentially from the first required torque T31 to the second required torque T32.

Further, at time t20, the required torque control unit 174 derives the first required torque T31 corresponding to the accelerator opening degree with reference to the first table. At this time, the required torque control unit 174 inputs the first required torque T31 derived with reference to the first table to the filter unit 176. The time when the first required torque output from the filter unit 176 reaches the first required torque T31 is delayed from the time t20. As a result, before and after the time t20, the required torque changes smoothly exponentially from the second required torque T32 to the first required torque T31.

In this way, by smoothly changing the required torque when switching between the first table and the second table, the torque applied to the wheel 140 can be smoothly changed and hunting can be prevented from occurring.

FIG. 8 is a flowchart showing the operation of the non-contact charging device. The required torque control process executed by the required torque control unit 174 is executed as an interrupt process at a predetermined time interval.

The required torque control unit 174 determines whether or not the switch signal of the switch 320 is a switch-on signal indicating an on state when a predetermined interrupt timing is reached (S100). When the switch signal is not a switch-on signal (NO in S100), the required torque control unit 174 derives the first required torque with reference to the first table (S110).

When the switch signal is a switch-on signal (YES in S100), the required torque control unit 174 determines whether or not the SOC indicated by the SOC signal is equal to or less than a predetermined remaining amount (S120). When the SOC is not less than or equal to the predetermined remaining amount (NO in S120), the required torque control unit 174 derives the first required torque with reference to the first table (S110).

When the SOC is equal to or less than the predetermined remaining amount (YES in S120), the required torque control unit 174 determines whether or not the power receiving flag is ON (S130). When the power receiving flag is on (YES in S130), all the above three conditions are satisfied, and the required torque control unit 174 derives the second required torque with reference to the second table (S140).

The required torque control unit 174 stores, for example, the types of tables (first table, second table) referred to in the previous interrupt timing in a register or the like. If the first table is referenced at the previous interrupt timing and the second table is referenced at the current interrupt timing, it means that the referenced table has been switched from the first table to the second table. Further, if the second table is referenced at the previous interrupt timing and the first table is referenced at the current interrupt timing, it means that the referenced table has been switched from the second table to the first table. In such a case, although omitted in FIG. 8, the required torque control unit 174 inputs the derived first required torque and the second required torque to the filter unit 176, and smoothly changes the required torque.

Further, when the power receiving flag is on, the vehicle-mounted charger 160 receives power from the power feeding device 200, so that the vehicle-mounted charger 160 supplies the received power to the battery 150. As a result, when the power receiving flag is on, the battery 150 is charged.

When the power receiving flag is not on (NO in S130), the required torque control unit 174 determines whether or not a predetermined time has elapsed since the power receiving flag changed from on to off (S150).

The required torque control unit 174 stores, for example, the state of the power receiving flag (on / off of the power receiving flag) at the previous interrupt timing in a register or the like. Therefore, the required torque control unit 174 can know the timing when the power receiving flag changes from on to off based on the power receiving flag of the previous interrupt timing and the power receiving flag of the current interrupt timing. Although omitted in FIG. 8, the required torque control unit 174 starts timing at the timing when the power receiving flag changes from on to off. Step S150 corresponds to determining whether or not the time counting time started in response to the change of the power receiving flag from on to off exceeds a predetermined time.

If the power receiving flag is not on (the power receiving flag is off), the vehicle-mounted charger 160 cannot receive power from the power supply device 200, so that power is not supplied from the vehicle-mounted charger 160 to the battery 150, and the vehicle-mounted charger 160 is not supplied. The battery 150 is not charged by the 160.

When a predetermined time has not elapsed since the power receiving flag changed from on to off (NO in S150), the required torque control unit 174 derives the second required torque with reference to the second table (S140). That is, from the time when the in-vehicle charger 160 is removed from the position where power can be received from the power supply device 200 until a predetermined time elapses, the number of the accelerator opening with respect to the accelerator opening when the in-vehicle charger 160 is in the position where power can be received from the power supply device 200. 2 The required torque is maintained.

If the power receiving flag is turned on (YES in S130) before the predetermined time in step S150 elapses, the required torque control unit 174 derives the second required torque with reference to the second table (S140). ), And clear the timekeeping related to step S150. Further, at this time, since the in-vehicle charger 160 can receive power from the power feeding device 200, the supply of electric power from the in-vehicle charger 160 to the battery 150 is restarted.

When a predetermined time has elapsed from the time when the power receiving flag changes from on to off (YES in S150), the required torque control unit 174 derives the first required torque with reference to the first table (S110). That is, it is considered that the vehicle 1 has passed through the non-contact charging lane L, and the table to be referred to is switched from the second table to the first table. Further, when the predetermined time in step S150 has elapsed, the required torque control unit 174 clears the timekeeping related to step S150.

As described above, in the non-contact charging device 10 according to the present embodiment, the vehicle-mounted charger 160 supplies power rather than the first required torque for the accelerator opening when the vehicle-mounted charger 160 is not in a position where power can be received from the power supply device 200. The required torque control is performed so that the second required torque with respect to the accelerator opening when the device 200 is in a position where power can be received is low. As a result, the acceleration of the vehicle 1 is suppressed and the increase in speed is suppressed, so that the time for traveling in the non-contact charging lane L can be lengthened. As a result, the time for the in-vehicle charger 160 to receive power from the power supply device 200 can be lengthened, and the charging time for the battery 150 can be lengthened.

Therefore, according to the non-contact charging device 10 according to the present embodiment, it is possible to increase the charging amount within a limited distance.

Further, in the non-contact charging device 10 according to the present embodiment, the position where the vehicle-mounted charger 160 can receive power from the power feeding device 200 for a predetermined time from the time when the vehicle-mounted charger 160 is removed from the position where power can be received from the power feeding device 200. The required torque for the accelerator opening in the case of is maintained. Therefore, even if the in-vehicle charger 160 is temporarily removed from the position where power can be received from the power feeding device 200, hunting can be prevented.

Further, in the present embodiment, when the SOC is not less than the predetermined remaining amount, that is, when the remaining amount of electricity of the battery 150 is sufficient, the switching to the second table is not performed. Therefore, it is possible to avoid a situation in which the acceleration of the vehicle 1 is suppressed in a situation where it is not necessary to increase the amount of charge.

Further, in the present embodiment, a switch 320 for receiving an input operation indicating whether or not to perform the required torque control is provided. Therefore, the driver can decide whether or not to use the required torque control function. Further, by inputting to the switch 320, the driver can be made to recognize that the required torque control function is turned on, and the acceleration of the vehicle 1 is suppressed, which avoids giving the driver a sense of discomfort. It becomes possible to do.

Further, in the present embodiment, switching from the first table to the second table is performed when all of the above three conditions are satisfied. However, it is not limited to the example of switching from the first table to the second table when all of the above three conditions are satisfied. At the very least, when the power receiving flag is on (that is, when the in-vehicle charger 160 is in a position where power can be received from the power feeding device 200), the switching from the first table to the second table may be performed.

That is, the switch 320 may not be provided, and it may not be determined whether or not the SOC is equal to or less than the predetermined remaining amount. For example, in the embodiment in which the switch 320 is not provided, the first table is obtained when both the condition of whether or not the SOC is equal to or less than the predetermined remaining amount and the condition of whether or not the power receiving flag is on are satisfied. May be switched from to the second table. Further, for example, in the embodiment in which it is not determined whether or not the SOC is less than or equal to the predetermined remaining amount, the condition of whether or not the switch signal of the switch 320 is a switch-on signal and whether or not the power receiving flag is on. When both of the conditions of the above are satisfied, the switching from the first table to the second table may be performed. Further, in the embodiment in which the switch 320 is not provided and it is not determined whether or not the SOC is equal to or less than the predetermined remaining amount, the first condition is that only the condition of whether or not the power receiving flag is on is satisfied. Switching from the table to the second table may be performed.

Further, in the second table of the present embodiment, as shown in FIG. 5, the amount of increase in the required torque in the range from the accelerator opening A20 to the accelerator opening A10 is in the range from the accelerator opening A0 to the accelerator opening A20. It was larger than the amount of increase in the required torque. However, the increase in the required torque in the range from the accelerator opening A20 to the accelerator opening A10 may be smaller than the increase in the required torque in the range from the accelerator opening A0 to the accelerator opening A20. It may be.

Further, in the second table of the present embodiment, as shown in FIG. 5, the increase amount of the required torque with respect to the increase amount of the accelerator opening degree changes stepwise with the accelerator opening degree A20 as a boundary. However, the second table is not limited to this example. For example, as shown by the solid line in FIG. 9, in the second table, the amount of increase in the required torque with respect to the amount of increase in the accelerator opening degree may change smoothly.

Further, in the present embodiment, as shown in FIG. 5, the second required torque T12 corresponding to the accelerator opening degree A10 and the first required torque T11 corresponding to the accelerator opening degree A10 have equal values. However, it is not limited to the example in which the second required torque T12 and the first required torque T11 are equal values. For example, the second required torque T12 corresponding to the accelerator opening degree A10 may be smaller than the first required torque T11 corresponding to the accelerator opening degree A10.

Further, for example, as shown in FIG. 10, the second required torque T12 of the second table (solid line in FIG. 10) corresponding to the accelerator opening degree A10 is the first table (one point in FIG. 10) corresponding to the accelerator opening degree A10. It may be larger than the first required torque T11 of the chain wire). By increasing the required torque when the accelerator opening is close to 100%, it is possible to more reflect the driver's intention to accelerate while the acceleration of the vehicle 1 is suppressed.

Further, in FIG. 10, in the accelerator opening degree A40 between the accelerator opening degree A20 and the accelerator opening degree A10, the second required torque T42 of the second table and the first required torque T41 of the first table are equal values. ing. When the accelerator opening degree is less than A40, the second required torque of the second table is lower than the first required torque of the first table. In this way, when the accelerator opening is less than the predetermined opening (accelerator opening A40 in FIG. 10), the acceleration of the vehicle 1 can be efficiently suppressed by making the second required torque lower than the first required torque. ..

Further, in FIG. 10, when the accelerator opening degree is smaller than the intersection (the first required torque T41 when the accelerator opening degree A40 and the second required torque T42) where the first required torque and the second required torque are equal, the second is obtained. The area surrounded by the line L10 indicating the first required torque and the line L20 indicating the second required torque is defined as the area S10. Further, the area surrounded by the line L10 indicating the first required torque and the line L20 indicating the second required torque when the accelerator opening is larger than the intersection is defined as the area S20. In FIG. 10, the area S10 and the area S20 are equal. As a result, the acceleration can be increased in the region where the accelerator opening is larger than the intersection by the amount of the acceleration suppressed in the region where the accelerator opening is smaller than the intersection.

Further, the second table is not limited to the mode in which the second required torque is lower than the first required torque when the accelerator opening is less than the predetermined opening. For example, in the second table, when the accelerator opening is less than the predetermined opening, the second required torque is higher than the first required torque, and when the accelerator opening is equal to or more than the predetermined opening, the second required torque is higher than the first required torque. May be low. The second table may have a second required torque lower than the first required torque at least in a part of the accelerator opening.

Although the preferred embodiment of the present invention has been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to such an embodiment. It is clear that a person skilled in the art can come up with various modifications or modifications within the scope of the claims, and it is understood that these also naturally belong to the technical scope of the present invention. Will be done.

In the above embodiment, the second table may be prepared for a plurality of patterns. Then, for example, the required torque control unit 174 may select the second table to be referenced from the plurality of second tables according to the shift state of the vehicle 1 (for example, D range, R range, N range, etc.). ..

In the above embodiment, the vehicle outside environment recognition device for recognizing the outside environment is provided in the vehicle 1, the non-contact charging lane L and the power supply device 200 are recognized by the outside environment recognition device, and the on / off of the power receiving flag is determined according to the result. You may.

Further, in the above embodiment, the required torque is suppressed by switching from the first table to the second table. However, the required torque may be suppressed by suppressing the accelerator opening itself without switching the table.

Further, in the above embodiment, the required torque is suppressed when the in-vehicle charger 160 is in a position where power can be received from the power feeding device 200. However, when the vehicle-mounted charger 160 is in a position where power can be received from the power feeding device 200, the load of the motor 130 or the engine 100 may be increased to decelerate the vehicle 1. For example, braking may be applied to the wheels 140 to increase the load on the motor 130 and the engine 100. In this embodiment, by decelerating the vehicle 1, it is possible to prolong the charging time of the battery 150 via the power supply device 200 and the in-vehicle charger 160, and also supply the regenerative power generated during deceleration to the battery 150. It can be charged and the amount of charge can be increased.

The present invention can be used for a non-contact charging device mounted on a vehicle.

1 Vehicle 10 Non-contact charging device 150 Battery 160 In-vehicle charger 174 Required torque control unit 200 Power supply device 320 Switch

Claims (6)

An in-vehicle charger that supplies the non-contact power received from the power supply device installed on the road surface to the battery mounted on the vehicle.
The first required torque for the accelerator opening when the in-vehicle charger is not in a position where power can be received from the power feeding device is larger than the first required torque for the accelerator opening when the in-vehicle charger is in a position where power can be received from the feeding device. 2 A required torque control unit that controls the required torque so that the required torque becomes low at least when the accelerator opening is less than the predetermined opening .
Equipped with
A non-contact charging device having an accelerator opening degree at which the first required torque and the second required torque are equal to each other when the accelerator opening degree is equal to or higher than the predetermined opening degree . In the table for deriving the first required torque and the second required torque with the accelerator opening as a variable, respectively.
The area surrounded by the line indicating the first required torque and the line indicating the second required torque when the accelerator opening is smaller than the intersection where the first required torque and the second required torque are equal, and the said. The non-contact charging device according to claim 1 , wherein the area surrounded by the line indicating the first required torque and the line indicating the second required torque when the accelerator opening is larger than the intersection is equal. An in-vehicle charger that supplies the non-contact power received from the power supply device installed on the road surface to the battery mounted on the vehicle.
The first required torque for the accelerator opening when the in-vehicle charger is not in a position where power can be received from the power feeding device is larger than the first required torque for the accelerator opening when the in-vehicle charger is in a position where power can be received from the feeding device. 2 A required torque control unit that controls the required torque so that the required torque becomes low at least in a part of the accelerator opening, and a required torque control unit.
Equipped with
The required torque control unit opens the accelerator when the in-vehicle charger is in a position where it can receive power from the power supply device for a predetermined time from the time when the in-vehicle charger is removed from the position where power can be received from the power supply device. A non-contact charging device that maintains the second required torque for degrees . An in-vehicle charger that supplies the non-contact power received from the power supply device installed on the road surface to the battery mounted on the vehicle.
The first required torque for the accelerator opening when the in-vehicle charger is not in a position where power can be received from the power feeding device is larger than the first required torque for the accelerator opening when the in-vehicle charger is in a position where power can be received from the feeding device. 2 A required torque control unit that controls the required torque so that the required torque becomes low at least in a part of the accelerator opening, and a required torque control unit.
Equipped with
The required torque control unit is a non-contact charging device that performs the required torque control only when the remaining electric power of the battery is equal to or less than a predetermined remaining amount . An in-vehicle charger that supplies the non-contact power received from the power supply device installed on the road surface to the battery mounted on the vehicle.
The first required torque for the accelerator opening when the in-vehicle charger is not in a position where power can be received from the power feeding device is larger than the first required torque for the accelerator opening when the in-vehicle charger is in a position where power can be received from the feeding device. 2 A required torque control unit that controls the required torque so that the required torque becomes low at least in a part of the accelerator opening, and a required torque control unit.
A switch that accepts an input operation indicating whether or not to perform the required torque control,
Equipped with
The required torque control unit is a non-contact charging device that performs the required torque control only when the switch is in the ON state . From claim 1, the required torque control unit includes a filter unit that suppresses a change in the required torque per unit time when the required torque is switched between the first required torque and the second required torque. 5. The non-contact charging device according to any one of 5.

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