• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    torque control device and non-contact load system a torque control device is provided, which facilitates a positioning between a vehicle position and a predetermined parking position, when the vehicle is parked. the torque control apparatus according to the present invention includes: an accelerator opening angle detector means for detecting an accelerator opening angle; a torque adjustment means for adjusting a torque, to drive the vehicle (100) based on the accelerator opening angle detected by the accelerator opening angle detector means; and a torque control means to correct the torque adjusted by the torque adjustment means, according to the relative position between the predetermined parking position and the vehicle position (100), and to drive the vehicle (100) according to the corrected torque.
    公开号:BR112013027111B1
    申请号:R112013027111-6
    申请日:2012-02-08
    公开日:2020-05-26
    发明作者:Tomoya Imazu；Hiroshi Tanaka
    申请人:Nissan Motor Co., Ltd.；
    IPC主号:
    专利说明:

    TORQUE CONTROL UNIT
    TECHNICAL FIELD
    [001] The present invention relates to a torque control device and a contactless charging system.
    BACKGROUND
    [002] In a non-contact power supply device, having an energy transmitting coil and an energy receiving coil, these coils being mutually opposed to each other through a span, formed with a predetermined distance, having their diameters and predetermined shapes, and assuming the same structures symmetrically with the up and down directions, during a power supply, an electric automotive vehicle, which is a power receiving side, includes a controller and a battery for charging purposes, the battery being charged , according to a power source, from the energy transmitting coil to the energy receiving coil, as described in patent document 1.
    [003] However, there is a problem in which, when the vehicle is parked in a parking space for loading purposes, it is difficult to perform a positioning between the energy receiving coil on one side of the vehicle and the transmitting coil of energy, on one side of the earth.
    [004] A task to be solved by the present invention is to provide a torque control device, which facilitates the positioning between a vehicle position and a predetermined parking position, when the vehicle is parked.
    PRE-PUBLISHED DOCUMENT
    [005] Patent document 1: first publication of Japanese patent application No. 2008-288889.
    DESCRIPTION OF THE INVENTION
    TASK TO BE SOLVED BY THE INVENTION
    [006] The task described above can be solved by correcting a torque, according to a relative position between the predetermined parking position and the vehicle position, and the vehicle is driven according to the corrected torque.
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    [007] According to the present invention, when the vehicle approaches the predetermined parking position, the torque is corrected. In this way, fine movement of the vehicle, according to a drive operation, can be facilitated so that, as a result, the positioning between the predetermined parking position and the vehicle position can be facilitated.
    BRIEF DESCRIPTION OF THE DRAWINGS
    [008] Figure 1 is a block diagram of a contactless charging system, relative to a preferred embodiment according to the present invention.
    [009] Figure 2a is a plan view and a perspective view, each view representing that the primary and secondary windings, shown in Figure 1, are opposite each other.
    [010] Figure 2b is a plan view and a perspective view, each view representing that the primary and secondary windings, shown in Figure 1, are opposite each other and offset in the direction of the X axis.
    [011] Figure 3 is a block diagram of a torque control device, included in a vehicle, on which the contactless charging system, shown in Figure 1, is mounted.
    [012] Figure 4 is a torque map of the torque control device, shown in Figure 3, and is a graph representing a characteristic of a torque (T) with respect to a vehicle speed (Vsp).
    [013] Figure 5 is a graph representing a characteristic of a correction coefficient (K), with respect to a distance (L), between an energy receiving coil and an energy transmitting coil, in a torque correction section. of the torque control device, shown in Figure 3.
    [014] Figure 6 is a flowchart representing a control procedure for the torque control device, shown in Figure 3.
    [015] Figure 7 is an explanatory view of a vehicle parking space in the contactless charging system, in another preferred embodiment according to the present invention.
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    [016] Figure 8 is a graph representing a characteristic of a correction coefficient (K), with respect to a distance (L), between the energy receiving coil and the energy transmitting coil, in a torque correction section. of the torque control apparatus, in the other preferred embodiment according to the present invention.
    ACHIEVEMENTS FOR CONDUCTING THE INVENTION
    [017] In the following, the preferred embodiments according to the present invention will be explained on the basis of the drawings.
    [018] Figure 1 is a block diagram of a vehicle including a torque control device, in a preferred embodiment according to the present invention, and a contactless charging system having a charging device 100. note that the torque control apparatus in this embodiment is mounted on an electric automotive vehicle, but can be mounted on a vehicle, such as a hybrid vehicle or so on.
    [019] As shown in Figure 1, the contactless charging system includes, in this embodiment: a vehicle 200 as a vehicle side unit; and a charging apparatus 100, which serves as an earth-side unit. The contactless charging system is a system in which an electrical power is supplied in a non-contact way from a charging device 100, installed in a power supply station, or so on, to charge a battery 21, which is installed in a 200 vehicle.
    [020] The charging apparatus 100 includes: an alternating current power source 11; a converter 12; a loading control section 13; a position detection section 14; a receiving means 15; and a power transmitting coil 16. The charging apparatus 100 is installed in a parking space for parking the vehicle 200, and is a unit on the earth side to supply an electrical energy between the coils in a non-contact manner when the vehicle 200 is parked in a predetermined parking position.
    [021] Converter 12 is an electrical energy converter device for controlling
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    4/20 pour an alternating current electric energy, from the alternating current energy source 11, into a high frequency alternating current, to supply an electrical energy to the energy transmitting coil 16. The receiving means 15 performs a communication without wire with a transmission means 25, on one side of the vehicle 200, to perform transmission or reception of information. The receiving means 15 transmits a signal in the event that, for example, a source of electrical energy from the charging apparatus 100 is initiated to the transmission means 25, or receives the signal from the transmission means 25, in the case where, on the vehicle side 200, electricity is received from the charging apparatus 100. The position detection section 14 periodically detects a position of the energy receiving coil 26 of the vehicle 200, to be parked in the predetermined parking position. The position detection section 14 transmits, for example, the signal of an infrared ray signal or a supersonic wave signal, and detects the position according to a variation of the signal.
    [022] The load control section 13 controls the loading device 100 by controlling the converter 12, position detector 14 and receiving means 15, to control the torque control device 100. The loading control section 13 controls the converter 12, to control the electrical energy transmitted from the energy transmitting coil 16 to the energy receiving coil 26. The charging control section 13 transmits the control signal, related to charging, from the receiving means 15 to the receiving means transmission 25, and controls the position detection section 14, to detect a relative position of the energy receiving coil 26 to the energy transmitting coil 16.
    [023] The energy transmitting coil 16 is installed in the parking space, with the charging system without contact in this embodiment. When vehicle 200, having the vehicle side unit 200 in the non-contact charging system, is parked in a predetermined parking position, the energy transmitting coil 16 is located at the bottom of the energy receiving coil 26 and is positioned with a distance to the energy receiving coil 26 maintained. The energy transmitting coil 16 is a circular coil, parallel to a surface of the parking space.
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    [024] Vehicle 200 includes: a battery 21; a converter 22; a loading control section 23; a rectifier circuit 24; a transmission means 25; an energy receiving coil 26; an inverter 27; an engine 28; and an EV 30 controller. The energy receiving coil 26 is arranged between the rear rolling wheels with a bottom surface (chassis) of the vehicle 200. Then, when the vehicle 200 is parked in the predetermined parking position, the energy receiving coil energy 26 is positioned in an upper part of the energy transmitting coil 16 and is positioned with a distance to the maintained energy transmitting coil 16. The energy receiving coil 26 is a coil having a circular shape, parallel to the surface of the parking space. The rectifier circuit 24 rectifies an alternating current (AC) electrical energy, received by the energy receiving coil 26, into a direct current (DC) electrical energy. Converter 22 is a DC-DC converter for converting direct current electrical energy, rectified by rectifier circuit 24, into direct current suitable for charging battery 21. In addition, converter 22 includes: a battery 21; a converter 22 that provides a charging circuit; a junction box (not shown) having a switch for electrically separating the rectifier circuit 24 and the energy receiving coil 26. The junction box is controlled via the charge control section 23.
    [025] The battery 21 consists of a connection of several secondary cells, and provides a source of electricity supply for the vehicle 200. The inverter 27 is a control circuit, to convert the electric energy of direct current, transmitted from the battery 21, in alternating current electric power, and supply electric power to an engine 28. Engine 28 consists of, for example, a three-phase alternating current electric motor and provides a driving source to drive vehicle 200.
    [026] The transmission medium 25 performs wireless communication with the receiving medium 15, on the earth side, to perform the transmission or reception of information. The charge control section 23 controls the battery 21, the converter 22, the rectifier circuit 24 and the transmission medium 25, during charging. In addition, the load control section 23 is connected to an EV 30 controller via a
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    6/20 CAN communication network, and performs a transmission or reception of information signals. The loading control section 23 performs the transmission or reception of control signals, relating to loading, to the loading control section 13 by means of the receiving means 15 and the transmission means 25, to control the loading system without contact in this embodiment. The charging control section 23 controls, while charging is conducted, the junction box included in the converter 22 so that a conduction is conducted from the energy receiving coil 26 to the battery 21 by the rectifier circuit 24 and converter 22. Thus , the electrical energy, transmitted from the energy transmitting coil 16, is supplied to the battery 21 to charge the battery 21. The EV 30 controller is a control section to control the entire vehicle 200, adjusts the torque to drive the vehicle 200, and transmits a signal to initiate charging to charge control section 23.
    [027] Next, using Figures 2a and 2b, a relationship between a positional deviation, between a position of the energy transmitting coil 16 and the position of the energy receiving coil 26, and an energy supply efficiency, in the system contactless charging in this embodiment will be described below. The plan views of a) of Figures 2a and 2b, and the perspective views of b) and c) of Figures 2a and 2b represent a state in which the energy transmitting coils 16 and the energy receiving coils 26 are opposite each other . In Figures 2a and 2b, the X axis and the Y axis denote a direction in the plane of each of the energy transmitting coils 16 and energy receiving coils 26, and the Z axis denotes a height direction.
    [028] In the contactless charging system in this embodiment, the energy transmission and energy reception of a high frequency electrical energy are conducted in a non-contact manner, according to an electromagnetic induction action, between the energy transmitting coil 16 and the energy receiving coil 26. In other words, when a voltage is applied to the energy transmitting coil 16, a magnetic coupling, between the energy transmitting coil 16 and the energy receiving coil 20, is generated, and the electrical energy is supplied from the energy transmitting coil 16 to the energy receiving coil 26. In this contactless charging, as described above, an efficiency (energy supply efficiency) of a source
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    7/20 energy, from the energy transmitting coil 16 to the energy receiving coil 26, is dependent on a coupling coefficient between the energy receiving coil 26 and the energy transmitting coil 16.
    [029] Suppose then that, as shown in Figure 2a, vehicle 200 is parked in the parking space, so that the energy receiving coil 26 is made coincident with the energy transmitting coil 16, in an X-axis direction and a direction of the Y axis, which are directions in the plane. In this case, a relative position between the energy receiving coil 26 and the energy transmitting coil 16 is the same position in the plane direction, and a distance between the energy receiving coil 26 and the energy transmitting coil 16 is the most short. In this case, since the distance between the energy receiving coil 26 and the energy transmitting coil 16 is short and the coupling coefficient is the highest, the energy supply efficiency becomes high.
    [030] On the other hand, as shown in Figure 2b, in a case in which the relative position, between the energy receiving coil 26 and the energy transmitting coil 16, is shifted in the direction in the plane, as shown in Figure 2b, due to the skill of a vehicle driver, vehicle 200 is sometimes parked in the bypassed state in the plane.
    [031] In an example shown in Figure 2b, the position of the energy receiving coil 26 to the position of the energy transmitting coil 16 is displaced by Xl, in the direction of the X axis, and is displaced by Yl, in the direction of the Y axis , and at a distance between the energy transmitting coil 16 and the energy receiving coil 26, so that the distance between the energy transmitting coil 16 and the energy receiving coil 26, in the plane direction, indicates L. In this case , the position of the energy receiving coil 26 is deviated from the position of the energy transmitting coil 16 by the distance L, so that the coupling coefficient, in this case, is smaller than the coupling coefficient in the case of Figure 2a). Consequently, the efficiency of energy supply is reduced.
    [032] That is, in the contactless charging system in this preferred embodiment, it is important in terms of energy supply efficiency that, when the
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    8/20 vehicle 200 is parked, the position deviation between the energy receiving coil 26 and the energy transmitting coil 16 is kept small. Therefore, as will be described in detail below, when the vehicle 200 is parked, the torque control apparatus, which facilitates the positioning between the energy receiving coil 26 and the energy transmitting coil 16, is mounted on the vehicle 200.
    [033] Next, the torque control device, in this embodiment, will be explained with reference to Figures 3 to 5. Figure 3 shows a block diagram of the torque control device in this embodiment. Figure 4 shows a torque map 31, representing a torque characteristic (T) with respect to a vehicle speed (Vsp). Figure 5 shows a characteristic of a correction coefficient (K) with respect to the distance (L), between the energy receiving coil 26 and the energy transmitting coil 16.
    [034] As shown in Figure 3, the torque control device includes: a torque map 31; a torque correction section 32; an accelerator opening angle sensor 33; a vehicle speed sensor 34; a battery 21; an inverter 27; and an engine 28. The accelerator opening angle sensor 33 is a sensor for detecting an accelerator opening angle (AP), operated by the vehicle driver. The vehicle speed sensor 34 is a sensor for detecting a travel speed (Vsp) of the vehicle 200.
    [035] Torque map 31 and torque correction section 32 are parts of the EV 30 controller and set a torque command value (T *) for drive 27, based on the throttle opening angle (AP) and vehicle speed (Vsp). Torque map 31 is a map previously stored as a map representing a relationship between the accelerator opening angle (AP), vehicle speed (Vsp) and torque (T), as shown in Figure 4. The EV controller 30 refers to the accelerator opening angle (AP), detected by the accelerator opening angle sensor 33, the vehicle speed (Vsp), detected by the vehicle speed sensor 34, and the map, described above, to adjust the torque (T).
    [036] It should be noted that, in Figure 4, a torque characteristic, when the accelerator opening angle (AP) is the smallest, indicates a torque characteristic
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    9/20 drag.
    [037] Torque correction section 32 corrects torque (T) according to the relative position between the energy receiving coil 26 and the energy transmitting coil 16. The relative position between the energy receiving coil 26 and the coil energy transmitter 16 is detected on the vehicle side 200 by transmitting the positional information from the energy receiving coil 26, detected by the position detection section 14 to the EV 40 controller, through the reception means 15 and transmission means 25. The coefficient correction factor (A) of the torque is a pre-established coefficient. As shown in Figure 5, the correction coefficient (A) is determined according to the distance (L), between the energy receiving coil 26 and the energy transmitting coil 16, in the plane direction. In a case in which the distance (L) between the energy receiving coil 26 and the energy transmitting coil 16 is greater than a pre-established distance (Lc), the correction coefficient (K) is set to 1.0 . In a case where a distance (L) between the energy receiving coil 26 and the energy transmitting coil 16 is equal to or less than the pre-established distance (Lc), the correction coefficient (K) is set to 0.3 .
    [038] Then, the torque correction section 32 corrects the torque by multiplying the torque (T) by a correction coefficient (K). That is, the torque correction section 32 does not correct the torque (T) in a case where the distance (L) between the energy receiving coil 26 and the energy transmitting coil 16 is greater than the distance ( Lc), but corrects the torque (T) in a case where the distance (L) between the energy receiving coil 26 and the energy transmitting coil 16 is equal to or less than the pre-established distance (Lc).
    [039] Then, the EV 30 controller introduces an output torque from the torque correction section 32 to the inverter 27, as a torque command value (T *). The inverter 27 controls the motor 28, so that the torque of the motor 38 matches the torque command value entered from the EV 30 controller.
    [040] Next, using Figure 1 and Figures 3 to 5, the control content of the torque control device in this embodiment will be described below.
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    [041] First, when the vehicle 200 approaches the predetermined parking position, the controller EV 30 controls the transmission means 25 to transmit the signal when the vehicle is parked to perform loading on the charging apparatus 100. When the signal described above is received by the receiving means 15, a loading control section 13 recognizes that the vehicle 200 is approaching the predetermined parking position, to perform the loading and activate the position detection section 14, to periodically detect the position of the energy receiving coil 26. The load control section 23 transmits the positional information of the energy receiving coil 26, detected by the position detection section 14, to the side of the vehicle 200 through the receiving means 15.
    [042] The EV 30 controller detects the relative position of the energy receiving coil 26, in relation to the installation position of the energy transmitting coil 16, of the positional information of the energy receiving coil 26, transmitted by the receiving means 15. The information Positional messages are transmitted periodically. In this way, the EV controller 30 can recognize the degree to which the energy receiving coil 26 and the energy transmitting coil 16 approach each other. The EV 30 controller then calculates a distance (L) between the energy receiving coil 26 and the energy transmitting coil 16, in the plane direction, of the positional information on the energy receiving coil 26.
    [043] When the vehicle 200 is activated, the EV 30 controller refers to the map on the torque map 31 of the vehicle speed and the accelerator opening angle, to adjust the torque (T). In a case where the distance (L) is greater than the distance (Lc), it means that the position of the energy receiving coil 26 is set in a separate position from the energy transmitting coil 16. Therefore, the correction section torque 32 does not correct the torque (T), but this uncorrected torque (T) is set to the torque command value (T *). In a case where vehicle 200 approaches the predetermined parking position even further and the distance (L) is equal to or less than the pre-established distance (Ls), the EV 30 controller determines that the position of the energy receiving coil 26 approached the position of the
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    11/20 energy transmitting coil 16, and controls the torque correction section 32 to correct the torque (T), in order to provide a torque command value (T *), which is less than the torque before the correction.
    [044] That is, if the accelerator opening angle (AP) is equal to that in the case where the distance (L) is greater than the distance (Ls) and that in which the distance (L) is equal to or less at a distance (Ls), the drive torque of motor 28 is less than that in the case where the distance (L) is equal to or less than the distance (Ls). The driving torque of the vehicle 200, in relation to a quantity of accelerator depression, is small. Accordingly, operability of the vehicle 200 can be increased, and the positioning of the energy transmitting coil 16, relative to the energy receiving coil 26, can be facilitated. In other words, in this embodiment, if the energy receiving coil 26 approaches the energy transmitting coil 16, and a distance (L) is equal to or below the pre-established distance (Ls), an accelerator gain, with respect to the amount of throttle depression stays the same, and a throttle response characteristic is vague. Therefore, operability of vehicle 200 can be increased and the positioning of the energy transmitting coil 16 relative to the energy receiving coil 26 can be facilitated.
    [045] In addition, in a case in which vehicle 200 is parked in the predetermined parking position, using the drag, the motor driving torque 28 is a torque that is less than the drag torque in a case in which the distance (L) is longer than the distance (Ls), which is set to the torque command value (T *), when the distance (L) is equal to or below the distance (Ls).
    [046] As described above, when the energy receiving coil 26 approaches the energy transmitting coil 16, and the distance (L) is equal to or below the distance (Ls), the driving torque of the vehicle 200, with respect to the drag torque, it gets small. Therefore, the operability of the vehicle 200 can be increased so that the positioning of the energy transmitting coil 16 in relation to the energy receiving coil 26 can be facilitated.
    [047] Next, using Figure 6, a device control procedure
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    12/20 torque control, in this embodiment, will be explained. Figure 6 shows a flow chart representing a torque control device procedure, in this embodiment. The steps shown in Figure 6 are processed repeatedly over a predetermined period.
    [048] In an S1 step, the EV 30 controller detects the accelerator opening angle (AP) through the accelerator opening angle sensor 33 and detects the vehicle speed (Vsp) by the vehicle speed sensor 34.
    [049] In a step S2, the EV 30 controller refers to the map stored in the torque map 31 and adjusts the torque (T) of the accelerator opening angle (AP) and the vehicle speed (Vsp).
    [050] In an S3 step, the EV 30 controller determines whether vehicle 200 is approaching the parking space, in which the contactless charging system, in this embodiment, is mounted. This determination can be based on positional information from vehicle 200 from a GPS function, mounted on vehicle 200, and positional information from the parking space. Or, alternatively, this determination can be based on the operation in which the vehicle 200 approaches the parking space, to make the parking. Then, in a case where the EV 30 controller determines that the vehicle 200 is approaching the parking space, the EV 30 controller transmits the signal indicating that the vehicle 200 is approaching the parking space to the charging device 100 The load control section 13 receives the signal from the receiving medium 15 and detects the position of the energy receiving coil 26 through the receiving means 15, and transmits the positional information from the energy receiving coil 26 to the vehicle 200, through the medium receiving receiver 15. Then, the EV controller 30 receives the signal, including positional information, through the transmission means 25, and detects the relative position between the energy receiving coil 26 and the energy transmitting coil 16 (a step S4).
    [051] In an S5 step, the EV 30 controller calculates a distance (L) between the energy receiving coil 26 and the energy transmitting coil 16, from the relative position between the energy receiving coil 26 and the energy transmitting coil 16, and
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    13/20 compares the distance (L) with the pre-established distance (Lc). In a case where the distance (L) is equal to or below the distance (Lc), the EV 30 controller corrects the torque (T) set in step S2. Specifically, the EV 30 controller corrects the torque (T) by multiplying the correction coefficient (K = 0.3), adjusted according to the distance (L) by the torque (T), as shown in Figure 5. Then, the EV 30 controller introduces the torque corrected in step S6 in the inverter 27, as the torque command value (T *), controls motor 28 and drives vehicle 200.
    [052] With reference again to step S3, if the EV 30 controller determines that vehicle 200 is not approaching the parking space, the routine proceeds to step S7, without detecting the position of the coils and correcting the torque , as described in steps S4 to S6.
    [053] Then, in step S7, the EV 30 controller introduces the torque, set in step S2, as the torque command value (T *) in inverter 27, to control motor 38 to drive vehicle 200.
    [054] With reference back to step S5, in a case in which the distance (L) is greater than the distance (Lc), the routine goes to step S7, without the torque correction in step S6. Then, in step S7, the EV 30 controller introduces the torque set in step S2, as the torque command value (T *), in the inverter 27, to control the motor 28 to drive the vehicle 200.
    [055] As described above, in this embodiment, according to the relative position between the position of the energy transmitting coil 16 and the position of the energy receiving coil 26, the torque (T), adjusted according to the opening angle of accelerator, is corrected, and vehicle 200 is driven according to the corrected torque. In this way, as the position of the energy receiving coil 26 and the position of the energy transmitting coil 16 are close together, the torque, with respect to the accelerator opening angle, is corrected in a way that facilitates the driver park. In this way, the positioning between the energy receiving coil 26 and the energy transmitting coil 16 can be facilitated.
    [056] Furthermore, in this embodiment, in a case in which the distance (L), between the energy receiving coil 26 and the energy transmitting coil 16, is smaller than
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    14/20 that the predetermined distance (Ls), the torque (T), adjusted according to the accelerator opening angle, is corrected, and the vehicle 200 is driven with the corrected torque.
    [057] Thus, when the position of the energy receiving coil 26 and the position of the energy transmitting coil 16 are close together, the torque is corrected so that the throttle response characteristic becomes vague. Therefore, the accuracy of the parking position is high, so that a positional deviation between the energy receiving coil 26 and the energy transmitting coil 16 is small, and the positioning between the energy receiving coil 26 and the power transmitting coil 16, can be facilitated.
    [058] In addition, in the contactless charging system in this embodiment, during vehicle activation, the relative position between the energy receiving coil 26 and the energy transmitting coil 16 is detected on the earth side, the signal including the information of the detected position is transmitted to the vehicle side 200. On the vehicle side 200, the torque is corrected according to the relative position included in the signal. After stopping vehicle 200, electrical energy is supplied in a non-contact manner from the energy transmitting coil 16 on the earth side, electrical energy is received through energy receiving coil 26 on the side of vehicle 200, and the charging on battery 21, mounted on vehicle 200, is conducted. In this way, when the position of the energy receiving coil 26 and the position of the energy transmitting coil 16 are close, the torque, with respect to the accelerator opening angle, is corrected, in order to facilitate the driver to park. Therefore, the positioning between the energy receiving coil 26 and the energy transmitting coil 16 can be facilitated. During charging after parking, the positional deviation between the energy receiving coil 26 and the energy transmitting coil 16 is small, so that the energy supply efficiency can be improved, and a decrease in a charging time can be obtained.
    [059] It should be noted that the position detection section 14 can photograph the energy receiving coil 26 of the vehicle 200, to analyze a photographed image, so that the relative position of the energy receiving coil 26 to the energy transmitting coil energy 16 is detected. In addition, position detection section 14
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    15/20 can detect the relative position, between the energy receiving coil 26 and the energy transmitting coil 16, of the transmission and reception signals of an electric wave between the antennas, one of the antennas being an antenna for the purpose of transmission, installed on one of the earth or vehicle side 200, to transmit the electric wave, and the other of the antennas being an antenna for reception, installed on the other of the earth or vehicle side 200, to receive the electric wave . In addition, the position detection section 14 can detect the relative position between the energy receiving coil 26 and the energy transmitting coil 16 by obtaining positional information on the vehicle 200 from a GPS system. In addition, the position detection section 14 can be installed on the vehicle side 200.
    [060] In addition, the torque correction using the torque control device, in this embodiment, includes the torque correction when the vehicle 200 is retracted (in a backward position), not just the torque correction when moving forward of vehicle 200.
    [061] In this embodiment, the relative position of the energy transmitting coil 16 to the energy receiving coil 26 is detected by means of the position detection section 14, so that the positional deviation between the energy receiving coil 26 and the coil transmitting energy 16, be decreased. However, the relative position of the vehicle position 200 to the predetermined parking position can be detected. That is, the position of the energy transmitting coil 16 described above corresponds to the predetermined parking position, and the position of the energy receiving coil 26 described above corresponds to the position of the vehicle 200.
    [062] The torque control device, in this embodiment, can not only be mounted on vehicle 200, in which the contactless charging system is equipped, but can also be mounted on vehicle 200, in which a parking assist system for vehicle 200 it is equipped. In this case, the position detection section 14 can detect the relative position between the predetermined parking position and the vehicle position 200, and the EV 30 controller can correct the torque, according to the detected relative position.
    [063] In addition, position detection section 14 can be installed on the side
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    16/20 of the vehicle, to detect the position of the energy transmitting coil 16, so that the relative position between the energy receiving coil 26 and the energy transmitting coil 16 can be detected.
    [064] The torque control device, in this embodiment, corrects the motor torque 28 when the vehicle is parked. However, in a case in which the engine is started to park the vehicle, the engine torque can be corrected in the same way as described above.
    [065] The control section including the torque map 31, on the EV 30 controller, corresponds to the torque adjustment means, according to the present invention. The control section including the torque map 31, on the EV 30 controller and inverter 27, corresponds to the torque control means, according to the present invention. The AC power supply 11, the converter 12 and the charge control section 13 correspond to a charger, and the position detection section 14 corresponds to the position detection means.
    [066] Figure 7 shows an explanatory view of the parking space for vehicle 200, including the torque control apparatus, in another preferred embodiment, according to the present invention.
    [067] In this embodiment, the characteristic of the correction coefficient (K), with respect to the distance (L) between the energy receiving coil 26 and the energy transmitting coil 16, is different from the first embodiment described above. The other structures are the same as those in the first embodiment described above. Therefore, the description of the other structures in the first embodiment will be applied to this embodiment.
    [068] Next, the torque control device in the other preferred embodiment, according to the present invention, will be explained by using Figure 7 and Figure 8. Figure 8 shows a characteristic of the correction coefficient (K) with respect to the distance (L), between the energy receiving coil 26 and the energy transmitting coil 16. As shown in Figure 7, the energy transmitting coil 16 is installed on the floor of the parking space 300, in which the parking device loading 100, on the earth side, is installed. The vehicle 200 is, in this embodiment, advanced in
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    17/20 a direction marked with an arrow, shown in Figure 7, and is parked in the predetermined parking position. In the present case, it should be noted that the X axis is adopted in a direction of the vehicle width, the Y axis is adopted in the forward direction of the vehicle when parking the vehicle 200, and an intersection point between the X axis and the Y axis, it is considered as a central point of the energy transmitting coil 16. In addition, in a case a plus or minus sign on the Y axis, an extended distance in the direction of an entrance or exit of the space of parking 300 (an upper direction of Figure 7) with respect to a center of the energy transmitting coil 16, considered as a positive direction, and the distance extended in a direction opposite to the entrance or exit of parking space 300 (a lower direction of Figure 7), with respect to the central point of the energy transmitting coil 16, is considered as a negative direction.
    [069] The EV 30 controller calculates the distance (L) between the energy receiving coil 26 and the energy transmitting coil 16, in the forward direction of the vehicle 200, with respect to the direction in the plane of the parking space 300, the from the positional information transmitted from the position detection section 14. Then, the EV 30 controller refers to the map on the torque map 31, from the vehicle speed and the accelerator opening angle, adjusts the torque (T) and corrects the torque (T) adjusted according to the distance (L), using the correction coefficient (K) by the torque correction section 32.
    [070] As shown in Figure 8, in a case in which the energy receiving coil 26 and the energy transmitting coil 16 is greater than a preset distance (Y2), or in a case in which the distance (L) is greater than a pre-established distance (-Y2), the correction coefficient (K) is set to 1.0. In addition, in a case in which the distance (L) is less than the preset distance (Y1), or in a case in which the distance (L) is shorter than the preset distance (- Y1), the coefficient correction (K) is set to 0.3. In addition, in a case where the distance (L) between the energy receiving coil 26 and the energy transmitting coil 16 is equal to or greater than the distance (Y1), but is equal to or less than the distance (Y2 ), the correction coefficient (K) is increased in proportion to the increase in distance in
    Petition 870190112382, of 11/04/2019, p. 30/37
    18/20 a range of 0.3 to 1.0. In one where the distance (L), between the energy receiving coil 26 and the energy transmitting coil 16, is equal to or greater than the distance (- Yi), but is equal to or less than a distance (- Y2), the correction coefficient (K) is decreased in proportion to a decrease in distance in the range of 0.3 to 1.0.
    [071] Thus, in a case in which the distance (L) is greater than the distance (Y2), the EV 30 controller does not correct the torque (T) by the torque correction section 32, but adjusts the torque ( T) as a torque command value (T *), since the position of the energy receiving coil 26 is far from the position of the energy transmitting coil 16. When the vehicle 200 approaches the position of the energy transmitting coil further. energy 16 and the distance (L) is equal to or less than the distance (Y2), the EV 30 controller corrects the torque (T), so that, as the distance (L) gets shorter, the correction coefficient (K) gets smaller, to gradually reduce the torque command value (T *). Furthermore, in a case where the position of the energy receiving coil 26 approaches the position of the energy transmitting coil 16 and the distance (L) is equal to or less than the distance (Yi), the EV 30 controller adjusts the coefficient correction to a constant value (K = 0.3), to correct the torque (T).
    [072] In addition, the torque control, described above, is conducted when the vehicle 200 is parked so that the energy receiving coil 26 exceeds the position of the energy transmitting coil 16 and the vehicle 200 is activated, to return to position of the energy receiving coil 26 to the position of the energy transmitting coil 16. That is, the EV 30 controller does not correct the torque (T) by the torque correction section 32, but considers the torque (T) as a value of torque command (T *), since the position of the energy receiving coil 26 is considerably distant from the position of the energy transmitting coil 16, in a case in which the distance (L) is greater than the distance (- Y2 ). Then, in a case in which the energy receiving coil 26 gradually approaches the energy transmitting coil 16 and the distance (L) is equal to or less than the distance (- Y2), the EV 30 controller corrects the torque (T) of such that, as the distance (L) gets smaller, the correction coefficient (K) gets smaller and the torque command value (T *) gradually gets smaller. Furthermore, the position of the energy receiving coil 26 approaches the position of the
    Petition 870190112382, of 11/04/2019, p. 31/37
    19/20 power transmitting coil 16, and the distance (L) is equal to or less than the distance (- Yi), the EV 30 controller adjusts the correction coefficient (K) to a constant value (K = 0.3 ) to correct the torque (T).
    [073] As described above, in this embodiment, as the distance from the position of the energy transmitting coil 16 and the energy receiving coil 26 is shorter than the predetermined distance (Y2 or - Y2), in the forward direction of the vehicle 200 when parking, the torque is corrected to be decreased. Therefore, as the position of the energy receiving coil 26 and the position of the energy transmitting coil 16 are brought together, the torque is gradually corrected so that an accelerator response characteristic becomes vague. In this way, the positional deviation between the energy receiving coil 26 and the energy transmitting coil 16 is small, an accuracy of the parking position can be increased, and the positioning between the energy receiving coil 26 and the energy transmitting coil 16 can be facilitated.
    [074] It should be noted that the torque control device, in this embodiment, calculates a component of the vehicle's forward direction (direction of the Y axis in Figure 7), when parking the vehicle 200 as a distance (L), between the energy receiving coil 26 and the energy transmitting coil 16, and the torque control described above is conducted. However, a component in a vehicle width direction 200 (X axis direction in Figure 7) can be calculated as the distance (L), and the torque control described above can be conducted. In addition, the EV 30 controller can calculate the distance in the direction in the parking space plane as the distance (L) between the energy receiving coil 26 and the energy transmitting coil 16, and the torque control described above can be conducted .
    [075] Furthermore, the EV 30 controller can calculate the distance (L) between the energy receiving coil 26 and the energy transmitting coil 16, not only including the component in the direction in the plane of the parking space, but also including a component in a vertical direction with respect to the direction in the plane of the parking space (a Z direction in Figures 2a and 2b), and can conduct the torque control described above.
    Petition 870190112382, of 11/04/2019, p. 32/37
    20/20
    [076] In addition, the torque control device, in this embodiment, together with the passing time of a moment in which the distance (L), between the energy receiving coil 26 and the energy transmitting coil 16, becomes smaller than predetermined distance, it can gradually increase the correction coefficient (K) and can correct the torque (T) so that it becomes small. In this embodiment, in a case in which the vehicle 200 is driven in the direction of the predetermined parking position, the distance between the energy receiving coil 26 and the energy transmitting coil 16 becomes smaller with time. Therefore, in this embodiment, with the predetermined distance pre-established as a threshold value, the torque (T) is corrected according to the passage of time, from the moment at which the distance (L) is smaller than the predetermined distance. In this way, when the position of the energy receiving coil and the position of the energy transmitting coil are close together, the torque is corrected in such a way that the throttle response characteristic becomes vague. Therefore, the accuracy of the parking position can be increased, so that the positional deviation between the energy receiving coil 26 and the energy transmitting coil 16 is small and the positioning between the energy receiving coil 26 and the coil transmitting power 16 can be facilitated.
    权利要求:
    Claims (3)
    [1]
    1. Torque control device, comprising:
    an energy receiving coil (28) configured to receive an electrical energy from an energy transmitting coil (16) by at least one magnetic coupling, means accelerator opening angle detector (33) to detect an opening angle of accelerator (AP); and torque adjustment means (31) to adjust a vehicle driving torque (T) (200) based on the accelerator opening angle (AP) detected by the accelerator opening angle detector means (33);
    CHARACTERIZED by the fact that a torque control means (31, 30, 27) is provided to correct the torque (T) adjusted by the torque adjustment means (31) by adjusting a torque correction coefficient (K), so that the vehicle's driving torque (200) with respect to an amount of accelerator depression after the application of the torque correction coefficient (K) becomes less than the torque before correction and for driving the vehicle according to the corrected torque, in which the torque control means (30, S3, S4, S5, S6) is adapted to determine whether the vehicle (200) is approaching a predetermined parking position, detect a distance (L) between the energy transmitting coil (16) and energy receiving coil (26) when determining that the vehicle (200) is approaching the predetermined parking position, compare the distance (L) with a first predefined distance (Y) and a second predefined distance (Y2), and adjust the coefficient correction element (K) for a constant value, if the distance (L) is equal to or below the first predefined distance (Y1), and where the predetermined parking position corresponds to a position of the energy transmitting coil (16) and a vehicle position (200) corresponding to the position of the energy receiving coil.
    [2]
    2. Torque control device, according to claim 1,
    Petition 870190112382, of 11/04/2019, p. 35/37
    2/3
    CHARACTERIZED by the fact that the torque control device also comprises position detection means (14) to detect a relative position between the predetermined parking position and the vehicle position (200).
    [3]
    3. Torque control device, according to claim 1, CHARACTERIZED by the fact that the torque control device still comprises a non-contact charging system adapted to run a power source in a non-contact charging system adapted for run a power source in a non-contact manner by means of at least one magnetic coupling between the energy receiving coil (26) installed in the vehicle (200) and the energy transmitting coil (16) installed in a charging device (100 ) on a ground side, the charging apparatus comprising a charger (11, 12, 13) configured to supply electrical energy to the energy transmitting coil (16) and the energy receiving coil (26); and transmission means (25) for transmitting a signal including the position detected by the position detection means (14) and the vehicle comprising:
    a battery (21) charged by the electrical energy received by the energy receiving coil (26);
    the accelerator opening angle detector means (33) for detecting the accelerator opening angle (AP) the torque adjustment means (31) for adjusting the vehicle driving torque (T) (200);
    receiving means (15) to receive the transmitted signal from the transmission means and the torque control means (31, 30, 27), the torque control means (31, 30, 27) including other detection means position to detect another position detection means to detect the relative position between the position of the energy transmitting coil (16) and the energy receiving coil (16) and the energy receiving coil (26) from the signal received by the receiver means (15), a torque control means (31, 30, 27) to correct the torque (T) adjusted by the torque adjustment means (31) by adjusting a torque (T) adjusted by the torque adjusted by the adjustment means torque (31) by adjusting a torque correction coefficient (K),
    Petition 870190112382, of 11/04/2019, p. 36/37
    3/3 so that the vehicle's operating torque (200) in relation to a quantity of accelerator depression after applying the torque correction coefficient (K) becomes less than the torque before correction and to drive the vehicle according to the corrected torque, whereby the torque control means is adapted to determine whether the vehicle (200) is approaching a predetermined parking position, compare the distance (L) with a first predefined distance (Y1) and a second predefined distance (Y2), and adjust the adjustment correction coefficient (K) to become smaller as the distance becomes shorter, in a case where the distance (L) is equal to or below the first predefined distance (Y1).
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    同族专利:
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    RU2013151666A|2015-05-27|
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    US9623767B2|2017-04-18|
    RU2561887C2|2015-09-10|
    EP2700530B1|2018-05-02|
    EP2700530A4|2016-01-27|
    KR20130141703A|2013-12-26|
    CN103492219B|2016-12-28|
    CN103492219A|2014-01-01|
    KR101495470B1|2015-03-02|
    JP2012228119A|2012-11-15|
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    US20140039728A1|2014-02-06|
    WO2012144253A1|2012-10-26|
    EP2700530A1|2014-02-26|
    JP5834463B2|2015-12-24|
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    法律状态:
    2018-03-27| B15K| Others concerning applications: alteration of classification|Ipc: B60L 11/18 (2006.01), B60L 5/00 (2006.01), B60L 15 |
    2018-12-18| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-08-06| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-03-31| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-05-26| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 08/02/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2011-095331|2011-04-21|
    JP2011095331A|JP5834463B2|2011-04-21|2011-04-21|Torque control device and non-contact charging system|
    PCT/JP2012/052803|WO2012144253A1|2011-04-21|2012-02-08|Torque control apparatus and contactless charging system|
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