JP2014110681A - Non-contact power supply device, non-contact power supply system, and non-contact power supply method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a non-contact power supply device, non-contact power supply system, and non-contact power supply method capable of improving convenience.SOLUTION: A non-contact power supply device 100 which has a power transmission coil 12 and transmits power to a power reception coil 22 in a non-contact manner by using magnetic coupling with the power reception coil 22 comprises: a position detection unit 15a for detecting positional deviation between the power transmission coil 12 and power reception coil 22; and a charge control unit 15b for starting charge action for a vehicle battery 28 when the positional deviation detected by the position detection unit 15a is within an allowance. The charge control unit 15b changes the allowance depending on a state of the vehicle battery 28 and a setting content set by a user.

Description

  The present invention relates to a contactless power supply device, a contactless power supply system, and a contactless power supply method.

  2. Description of the Related Art Conventionally, a non-contact power feeding system has been proposed in which a vehicle battery such as an electric vehicle is charged in a non-contact manner by a power receiving coil provided in a vehicle and a power transmission coil provided on the ground. In such a non-contact power supply system, efficient charging can be performed by matching the positions of the power transmission coil and the power reception coil. In addition, a non-contact power feeding system that performs control for moving the power receiving coil in the target direction while measuring the current phase and voltage of the power receiving coil and performs alignment control after reversing the sign of the phase has been proposed. (See Patent Document 1).

JP 2011-254633 A

  Here, in the non-contact power feeding system described in Patent Document 1, since the alignment control is executed by reversing the phase sign, if the phase code is not reversed, the positional deviation between the coils is not allowed. Become. For this reason, for example, even when the amount of power to be charged is small and there is no problem even if the positional deviation of the coil is relatively large, the vehicle must be moved to an appropriate position until the phase sign is reversed. As a result, for example, for a driver who is not good at driving, there is a possibility that it will take a lot of trouble until charging is started, and it cannot be said that it is excellent in convenience.

  The present invention has been made to solve such a conventional problem, and an object of the present invention is to provide a non-contact power supply device, a non-contact power supply system, and a non-contact power supply capable of improving convenience. It is to provide a method.

  The present invention starts the charging operation for the vehicle battery when the power transmission coil and the power receiving coil are within the positional deviation allowable value, and according to at least one of the state of the vehicle battery and the setting content set by the user. Change the tolerance.

  According to the present invention, for example, when the vehicle battery is nearly fully charged, or when the destination set in the navigation is close to the current location, when a large amount of charging is not required, charging is started with a larger allowable value. Will be able to. Thereby, it is not necessary to perform precise alignment in the above case and the convenience can be improved.

It is a schematic block diagram of the non-contact electric power feeding system containing the non-contact electric power feeder which concerns on this embodiment. It is a block diagram which shows the detail of the transmission part and receiving part which were shown in FIG. It is a figure which shows the correlation of a required charge amount and an allowable value, (a) shows the 1st example, (b) has shown the 2nd example. It is a 2nd figure which shows the correlation with a required charge amount and an allowable value. It is a flowchart which shows an example of the non-contact electric power feeding method which concerns on this embodiment.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described with reference to the drawings. FIG. 1 is a schematic configuration diagram of a contactless power feeding system including a contactless power feeding device according to the present embodiment. As shown in FIG. 1, the non-contact power feeding system 1 according to the present embodiment includes a vehicle-side unit mounted on a vehicle 200 and a non-contact power feeding device 100, and the non-contact power feeding device 100 to the vehicle-side unit. In this system, electric power is supplied in a non-contact manner and a vehicle battery 28 provided in the vehicle 200 is charged.

  The non-contact power supply apparatus 100 is installed in a power supply stand, a parking lot, or the like. When the vehicle 200 is parked at a predetermined parking position, the non-contact between the coils (a power transmission coil 12 and a power reception coil 22 described later) is not contacted. Electric power is supplied by feeding. Such a non-contact power supply apparatus 100 includes a power control unit 11, a power transmission coil 12, a reception unit 13, a wireless communication unit 14, and a control unit 15.

The power control unit 11 is a circuit for converting AC power transmitted from the AC power source 300 into high-frequency AC power and transmitting the AC power to the power transmission coil 12. The rectification unit 111 and a PFC (Power
A factor correction circuit 112, an inverter 113, and a sensor 114 are provided.

  The rectifying unit 111 is a circuit that is electrically connected to the AC power supply 300 and rectifies the output AC power from the AC power supply 300. The PFC circuit 112 is a circuit for improving the power factor by shaping the output waveform from the rectifying unit 111, and is connected between the rectifying unit 111 and the inverter 113. The inverter 113 is a power conversion circuit including a PWM control circuit having a switching element such as a smoothing capacitor or IGBT, and converts DC power into high-frequency AC power based on a switching control signal from the control unit 15. The power is supplied to the power transmission coil 12. The sensor 114 is connected between the PFC circuit 112 and the inverter 113, and detects current and voltage.

  The power transmission coil 12 is a coil for supplying power in a non-contact manner to the power reception coil 22 on the vehicle 200 side, and is wound, for example, in a circular shape in a direction parallel to the surface of the parking space. Such a power transmission coil 12 is provided on the parking space, and when the vehicle 200 is parked at an appropriate parking position, the power transmission coil 12 is positioned directly below the power reception coil 22 while maintaining a distance from the power reception coil 22. It has become. The power transmission coil 12 may adopt other winding methods such as an ellipse and a square shape in addition to a circular shape.

  The receiving unit 13 is a sensor composed of a receiving antenna, and detects a magnetic field near the receiving antenna. The receiving unit 13 is configured to receive an electromagnetic wave from the transmitting unit 23 on the vehicle 200 side. In addition, the frequency of the electromagnetic wave between the reception unit 13 and the transmission unit 23 is set to a frequency within a frequency band used in a vehicle peripheral device such as an intelligent key or a frequency close to the frequency band. Furthermore, a communication method suitable for a short distance is used for communication between the reception unit 13 and the transmission unit 23.

  The wireless communication unit 14 performs bidirectional communication with the wireless communication unit 24 on the vehicle 200 side. The communication frequency between the wireless communication unit 14 and the wireless communication unit 24 is set to a frequency higher than the frequency used in the vehicle peripheral device in consideration of interference with the vehicle peripheral device such as an intelligent key. For communication between the wireless communication unit 14 and the wireless communication unit 24, for example, a communication method suitable for a long distance such as various wireless LAN methods is used.

The control unit 15 is a part that controls the non-contact power feeding apparatus 100 as a whole, and controls the power control unit 11 and the wireless communication unit 14. The control unit 15 includes the wireless communication unit 14 and the wireless communication unit 2.
4, a control signal indicating that power supply from the non-contact power supply device 100 is started is transmitted to the vehicle 200 side, or control is performed to receive power from the non-contact power supply device 100 from the vehicle 200 side. Receive signals. The control unit 15 performs switching control of the inverter 113 based on the detection current of the sensor 114 and controls electric power transmitted from the power transmission coil 12.

  Moreover, the control part 15 is provided with the position detection part (position detection means) 15a and the charge control part (charge control means) 15b. The position detection unit 15a detects a positional deviation between the power transmission coil 12 and the power reception coil 22 on the vehicle 200 side. In this embodiment, the positional deviation between the coils 12 and 22 is detected from the magnetic field detected by the reception unit 13. Is detected. The charging control unit 15b starts a charging operation for the vehicle battery 28 (for example, an operation for applying high-frequency power to the power transmission coil 12) when the positional deviation detected by the position detection unit 15a is within an allowable value. It is.

  The vehicle 200 includes a power receiving coil 22, a transmission unit 23, a wireless communication unit 24, a charge control unit 25, a rectification unit 26, a relay unit 27, a vehicle battery 28, an inverter 29, a motor 30, and a notification. The unit 32 is provided as a vehicle side unit. The power receiving coil 22 is a coil that receives power from the power transmission coil 12 of the non-contact power feeding device 100 in a non-contact manner, and is provided between the bottom surface of the vehicle 200, particularly between the rear wheels. Similar to the power transmission coil 12, the power reception coil 22 is wound, for example, in a circular shape in a direction parallel to the surface of the parking space. When the vehicle 200 is parked at an appropriate parking position, such a power receiving coil 22 is positioned immediately above the power transmission coil 12 while maintaining a distance from the power transmission coil 12. The power receiving coil 22 may adopt other winding methods such as an ellipse and a square shape in addition to the circular shape.

  The transmission unit 23 is a sensor including a transmission antenna, and transmits electromagnetic waves to the reception unit 13.

  The wireless communication unit 24 performs bidirectional communication with the wireless communication unit 14 provided on the non-contact power supply apparatus 100 side. The rectification unit 26 is connected to the power reception coil 22 and is configured by a rectification circuit that rectifies AC power received by the power reception coil 26 into direct current. The relay unit 27 includes a relay switch that is turned on and off by the control of the control unit 25. By turning off the relay switch 27, the high-voltage system including the vehicle battery 28 and the power receiving coil 22 that serves as a charging circuit unit. And a function of separating the rectifying unit 26 from the weak electrical system.

  The vehicle battery 28 serves as a power source for the vehicle 200 and is configured by connecting a plurality of secondary batteries. The inverter 29 is a control circuit such as a PWM control circuit having a switching element such as an IGBT, and converts the DC power output from the vehicle battery 28 into AC power based on the switching control signal and supplies it to the motor 30. It is. The motor 30 is composed of, for example, a three-phase AC motor, and serves as a drive source for driving the vehicle 200.

  The control unit 25 is a controller that controls charging of the vehicle battery 28 and controls the wireless communication unit 24. The control unit 25 transmits a signal indicating that charging is started to the control unit 15 of the non-contact power feeding apparatus 100 via the wireless communication unit 24 and the wireless communication unit 14. Moreover, the control part 25 is connected with the controller which controls the vehicle 200 whole which is not shown in figure by a CAN communication network. The controller manages the switching control of the inverter 29 and the state of charge (SOC) of the vehicle battery 22. Furthermore, when the controller 25 reaches full charge based on the SOC of the vehicle battery 22, the controller 25 transmits a signal to the effect that charging is terminated to the controller 15 of the non-contact power feeding apparatus 100.

The notification unit 32 is a navigation display, a warning lamp, a speaker, and the like that are provided so that the driver can visually recognize, and provides various types of information to the driver based on a signal from the control unit 25.

  FIG. 2 is a configuration diagram illustrating details of the transmission unit 23 and the reception unit 13 illustrated in FIG. 1. As illustrated in FIG. 2, the reception unit 13 includes four reception antennas 13a to 13d. The four receiving antennas 13a to 13d are arranged around the power transmission coil 12 at intervals of 90 degrees with respect to the center point of the power transmission coil 12. On the other hand, the transmission unit 23 is configured by one transmission antenna. The transmitting antenna is provided at a position that is the center point of the power receiving coil 22.

  Since the power transmission coil 12 and the receiving unit 13 are provided in the non-contact power supply apparatus 100, their positions do not change. On the other hand, since the power reception coil 22 and the transmission unit 23 are provided in the vehicle 200, the relative positions of the power transmission coil 12 and the reception unit 13 change according to the position of the vehicle 200.

  Here, if the vehicle 200 is parked so that the center points of the power receiving coil 22 and the power transmitting coil 12 match, the distances from the four receiving antennas 13a to 13d to the transmitting antenna are equal. Therefore, the intensity of electromagnetic waves received by the four receiving antennas 13a to 13d is also equal. On the other hand, when the center points of the power receiving coil 22 and the power transmitting coil 12 are shifted, the strengths of the electromagnetic waves received by the four receiving antennas 13a to 13d are not equal. The position detection unit 15a is configured to detect a positional shift between the power reception coil 22 and the power transmission coil 12 from the magnitude of such electromagnetic wave intensity.

  Here, the power supply efficiency of the power from the power transmission coil 12 to the power reception coil 22 depends on the coupling coefficient between the power transmission coil 12 and the power reception coil 22, and the coupling coefficient correlates with the positional deviation between the coils. For this reason, when the positional deviation is large, the coupling coefficient becomes small, and the power feeding efficiency also decreases. Therefore, in the present embodiment, the charging control unit 15b stores an allowable value of misalignment in advance. Then, as described above, the charging control unit 15b starts the charging operation when the positional deviation detected by the position detecting unit 15a is equal to or less than an allowable value.

  However, for a driver who is not good at driving, it is never easy to position the power receiving coil 22 immediately above the power transmitting coil 12, and charging cannot be started if the positional deviation does not fall below the allowable value. It cannot be said that it is excellent in performance.

  Therefore, in the present embodiment, the charging control unit 15b changes the allowable value according to at least one of the state of the vehicle battery 28 and the setting content set by the user. Here, the state of the vehicle battery 28 is, for example, the current remaining capacity, voltage, current, internal resistance, and the like, and the setting content set by the user is a setting for increasing the allowable value by the user operation, For example, setting a destination in navigation.

  For example, when the remaining capacity of the vehicle battery 28 (an example of the state of the vehicle battery 28) is close to full charge, it can be determined that there is no hindrance to future travel even if the charging efficiency slightly decreases. For this reason, the charging control unit 15b increases the allowable value. Furthermore, when the destination set in the navigation (an example of setting content set by the user) is close to the current location, it can be predicted that the destination can be reached even if the charging efficiency is somewhat reduced. For this reason, the charging control unit 15b increases the allowable value.

  As described above, in the present embodiment, when there is no problem even if the charging efficiency is somewhat lowered, charging can be started with a larger allowable value, so there is no need to perform precise positioning, and convenience is improved. Improvements can be made.

  More preferably, the following is performed. In the present embodiment, the charging control unit 15b is configured to change the allowable value from at least the remaining capacity of the vehicle battery 28, and calculates the necessary charge amount for the vehicle battery 28 based on the remaining capacity of the vehicle battery 28, and the calculated necessity. It is preferable to change the allowable value according to the amount of charge.

  For example, when the route on which the driver always travels is determined, the battery capacity required for the route on which the driver always travels can be obtained. The charge control unit 15b calculates the difference between the remaining capacity of the vehicle battery 28 and the battery capacity used until reaching the destination as the required charge amount. When the required charging amount is small, there is no problem even if the charging efficiency is somewhat reduced, and the charging control unit 15b increases the allowable value to further improve convenience. This is an example in which the charge control unit 15b calculates the required charge amount only from the remaining capacity of the vehicle battery 28.

  Further, when the destination is set in the navigation, the required charge amount can be calculated in more detail than described above. That is, the battery capacity to be used before reaching the destination can be determined from the distance to the destination and the power consumption. Therefore, the charging control unit 15b calculates the difference between the remaining capacity of the vehicle battery 28 and the battery capacity used until reaching the destination as the required charging amount, and the charging efficiency slightly decreases when the required charging amount is small. However, there is no problem, and the tolerance is increased to further improve convenience. This is an example in which the charge control unit 15b calculates the required charge amount from the remaining capacity of the vehicle battery 28 and the setting content of the user.

  FIG. 3 is a diagram illustrating a correlation between a required charge amount and an allowable value, where (a) illustrates a first example and (b) illustrates a second example. For example, the charging control unit 15b stores correlation data as shown in FIGS. 3 (a) and 3 (b). And the charge control part 15b will change an allowable value according to the correlation data shown to Fig.3 (a) and FIG.3 (b), if a required charge amount is calculated. The correlation data may be set so that the allowable value decreases linearly as the required charge amount increases as shown in FIG. 3A, or as shown in FIG. 3B. The allowable value may be set so as to decrease in a quadratic function as the required charge amount increases.

  In addition, the charging control unit 15b may change the allowable value according to the charging completion time required to complete the charging of the calculated required charging amount. For example, when the required charge amount is small, the allowable value is increased in the above. On the other hand, considering the charge completion time, for example, even if the required charge amount is small, if the next travel start time is approaching, the allowable value can be reduced, further improving convenience It is because it can plan.

  Further, in the process of calculating the required charge amount, the charge control unit 15b compares the calculated required charge amount with at least one threshold value, and sets a plurality of allowable values set in advance based on the comparison result with the at least one threshold value. Any one of them may be selected. This is because the allowable value is changed by selecting the allowable value according to the magnitude relationship, and it is possible to save power by omitting complicated arithmetic processing. Moreover, it is possible to prevent the user from being bothered by the long-term calculation by shortening the calculation time until the start of charging.

FIG. 4 is a second diagram illustrating the correlation between the required charge amount and the allowable value. In this case, for example, the charge control unit 15b stores the first to fifth threshold values TH1 to TH5 of the required charge amount. Then, the charge control unit 15b compares the calculated required charge amount with the first to fifth threshold values TH1 to TH5, and selects any one of six preset allowable values C0 to C5. Become. For example, the charge control unit 15b calculates the required charge amount equal to or greater than the second threshold TH2 and the third threshold TH3.
If it is less than the threshold value, the allowable value is changed by selecting the allowable value C2.

  Next, an example of the non-contact power feeding method according to the present embodiment will be described. First, it is assumed that the vehicle 200 approaches the non-contact power feeding device 100. Whether or not the vehicle is approaching is determined based on GPS information, map information, and the like.

  Next, the control unit 25 of the vehicle 200 activates the wireless communication unit 24 to make it communicable with the wireless communication unit 14 of the non-contact power supply apparatus 100. When communication is possible between the wireless communication unit 14 and the wireless communication unit 24, the control unit 25 of the vehicle 200 transmits a signal for establishing a link from the wireless communication unit 24 to the wireless communication unit 14. And the control part 15 of the non-contact electric power feeder 100 sends back the signal to the effect that the said signal was received from the wireless communication part 14 to the wireless communication part 24. Thereby, a link is established between the wireless communication unit 14 and the wireless communication unit 24.

  In addition, the control unit 25 of the vehicle 200 transmits the ID of the vehicle 200 to the control unit 15 of the non-contact power feeding device 100 through communication between the wireless communication unit 14 and the wireless communication unit 24. The control unit 15 of the contactless power supply device 100 performs ID authentication by determining whether or not the ID transmitted from the vehicle 200 side matches the ID registered in advance. In the contactless power supply system 1 according to the present embodiment, the ID of the vehicle 200 that can be supplied with power is registered in the contactless power supply apparatus 100 in advance. For this reason, only the vehicle 200 that matches the registered ID can be powered by the above ID authentication. However, the non-contact power feeding system 1 is not limited to this, and may be without ID authentication.

  During this time, the position detection unit 15 a detects a positional shift between the power transmission coil 12 and the power reception coil 22. Further, the control unit 15 inputs at least one information of the state of the vehicle battery 28 and the setting content set by the user through communication between the wireless communication unit 14 and the wireless communication unit 24.

  And the charge control part 15b changes an allowable value according to the input information. At this time, as described above, the required charge amount may be calculated, or the charge completion time may be calculated. Furthermore, when the allowable value is changed based on the required charge amount, the correlation data shown in FIG. 3 may be used, or a comparison with a threshold value may be performed as shown in FIG.

  FIG. 5 is a flowchart illustrating an example of the non-contact power feeding method according to the present embodiment. As shown in FIG. 5, first, the control unit 15 of the ground unit 100 determines whether or not parking is started (S1). In this process, the control unit 15 determines whether parking is started based on, for example, whether a link with the vehicle 200 is established. Note that the method for determining whether or not parking has started is not limited to this.

  When it is determined that parking is not started (S1: NO), this process is repeated until it is determined that parking is started. On the other hand, when it is determined that parking is started (S1: YES), the control unit 15 inputs the state of the vehicle battery 28 from the vehicle 200 and information on the setting content set by the user through the wireless communication unit 14. (S2).

  Thereafter, the charge control unit 15b calculates a required charge amount from the information input in step S2 (S3). Then, the charge control unit 15b determines whether or not the required charge amount calculated in step S3 is equal to or less than a threshold value stored in advance (S4). Note that the charge control unit 15b may calculate the charge completion time from the required charge amount after step S3, and compare the charge completion time with a threshold value. Furthermore, it is not limited to the case of comparing with one threshold value, and it may be compared with a plurality of threshold values.

  When it is determined that the required charge amount is equal to or less than the threshold (S4: YES), the charge control unit 15b sets the allowable value to C1 (S5). Then, the process proceeds to step S7. On the other hand, when it is determined that the required charge amount is not less than or equal to the threshold value (S4: NO), the charge control unit 15b sets the allowable value to C2 (<C1) (S6). Then, the process proceeds to step S7.

  In this way, in the example shown in FIG. 5, if there is no problem even if the required charge amount is smaller than the threshold value and the charge efficiency slightly decreases, the allowable value needs to be increased, and the required charge amount is larger than the threshold value to increase the charge efficiency. If there is, the tolerance is reduced to improve convenience.

  Thereafter, in step S7, the position detection unit 15a detects a positional deviation between the power transmission coil 12 and the power reception coil 22 (S7). Then, the charging control unit 15b determines whether or not the positional deviation detected in step S7 is equal to or less than the allowable value set in steps S5 and S6 (S8).

  If it is determined that the positional deviation is not less than the allowable value (S8: NO), the process proceeds to step S7. If NO is determined in step S <b> 8, control unit 15 transmits vehicle guidance information and the like for correcting the vehicle position to vehicle 200. Thereby, the control unit 25 of the vehicle 200 displays the fact on the notification unit 32 and guides the vehicle 200 so as to reduce the amount of displacement.

  On the other hand, when it is determined that the positional deviation is equal to or smaller than the allowable value (S8: YES), the charging control unit 15b starts the charging control (S9). Thereby, high frequency electric power is applied to the power transmission coil 12, and non-contact electric power feeding will be performed.

  Thus, when the positional deviation between the power transmission coil 12 and the power reception coil 22 is within the allowable value, the charging operation for the vehicle battery 28 is started, and the state of the vehicle battery 28 and the setting contents set by the user are set. The allowable value is changed according to at least one of them. For this reason, for example, when the vehicle battery 28 is nearly fully charged, or when the destination set in the navigation is close to the current location, and when a large amount of charging is not required, charging is started with a larger allowable value. Will be able to. Thereby, it is not necessary to perform precise alignment in the above case and the convenience can be improved.

  Further, in order to calculate the required charge amount for the vehicle battery 28 and change the allowable value in accordance with the required charge amount, for example, the remaining capacity of the vehicle battery 28 that is always required on the route on which the driver travels, or the navigation is set. The required charge amount can be calculated from the remaining capacity required to reach the destination, and the allowable value can be changed according to the required charge amount. Therefore, for example, when the required charge amount is small, the allowable value can be increased, and the convenience can be further improved.

  In addition, in order to change the allowable value according to the charge completion time for completing the charge of the required charge amount, for example, even when the required charge amount is small, when the next travel start time is approaching The allowable value can be reduced. Thereby, the convenience can be further improved.

  Further, the required charge amount is compared with at least one threshold value, and any one of a plurality of permissible values set in advance based on the comparison result with at least one threshold value is selected. For this reason, the permissible value is changed by selecting the permissible value according to the magnitude relationship, and the power consumption is reduced by omitting complicated arithmetic processing, and the calculation time until the start of charging is shortened. It is possible to prevent the user from being bothered by long-term computation.

  As described above, the present invention has been described based on the embodiments, but the present invention is not limited to the above-described embodiments, and modifications may be made without departing from the spirit of the present invention.

  For example, in the present embodiment, the position detection unit 15a and the charging control unit 15b are provided in the non-contact power supply apparatus 100, but the present invention is not limited thereto, and may be provided in a vehicle-side unit. Furthermore, the position detection unit 15a and the charging control unit 15b may be distributed in the non-contact power feeding apparatus 100 and the vehicle side unit. This is because the same effect as described above can be achieved.

  In the above, the state of the vehicle battery 28 is not limited to the remaining capacity, voltage, current, and internal resistance, but may be other states such as a usage period, a deterioration degree, and a temperature. Further, the setting content set by the user is not limited to the above, and may be a time set by the user, such as completing charging within one hour, or completing by charging 90% of the full charge. Information on the charge completion value set by the user may be used.

DESCRIPTION OF SYMBOLS 1 ... Non-contact electric power feeding system 100 ... Non-contact electric power feeder 11 ... Electric power control part 111 ... Rectification part 112 ... PFC circuit 113 ... Inverter 114 ... Sensor 12 ... Power transmission coil 13 ... Reception part 13a-13d ... Reception antenna 14 ... Wireless communication part 15: Control unit 15a: Position detection unit (position detection means)
15b ... Charge control unit (charge control means)
200 ... Vehicle 22 ... Power receiving coil 23 ... Transmission unit 24 ... Wireless communication unit 25 ... Control unit 26 ... Rectification unit 27 ... Relay unit 28 ... Vehicle battery 29 ... Inverter 30 ... Motor 32 ... Notification unit 300 ... AC power supply

Claims (7)

A non-contact power feeding device that has a power transmission coil and transmits power in a non-contact manner to the power receiving coil by magnetic coupling with the power receiving coil,
Position detecting means for detecting a positional deviation between the power transmission coil and the power receiving coil;
Charging control means for starting a charging operation for the vehicle battery when the positional deviation detected by the position detecting means is within an allowable value, and
The said charge control means changes the said allowable value according to the state of the said vehicle battery, and the setting content set by the user. The non-contact electric power feeder characterized by the above-mentioned. The charge control means is configured to change the allowable value at least from the remaining capacity of the vehicle battery, calculates a required charge amount for the vehicle battery based on the remaining capacity of the vehicle battery, and according to the calculated required charge amount, The contactless power supply device according to claim 1, wherein an allowable value is changed. The non-contact power feeding apparatus according to claim 2, wherein the charging control unit changes the allowable value according to a charging completion time required to complete charging of the calculated required charging amount. The charge control means compares the calculated required charge amount with at least one threshold value, and selects any one of a plurality of allowable values set in advance based on a comparison result with the at least one threshold value. The non-contact electric power feeder according to claim 2 characterized by things. A non-contact power feeding device that has a power receiving coil and receives power from the power transmitting coil in a non-contact manner by magnetic coupling with the power transmitting coil,
Position detecting means for detecting a positional deviation between the power transmission coil and the power receiving coil;
Charging control means for starting a charging operation for the vehicle battery when the positional deviation detected by the position detecting means is within an allowable value, and
The said charge control means changes the said allowable value according to the state of the said vehicle battery, and the setting content set by the user. The non-contact electric power feeder characterized by the above-mentioned. A non-contact power feeding system comprising a vehicle side unit having a power receiving coil, and a ground side unit having a power transmitting coil for performing non-contact power transmission by magnetic coupling to the power receiving coil,
Position detecting means for detecting a positional deviation between the power transmission coil and the power receiving coil;
Charging control means for starting a charging operation for the vehicle battery when the positional deviation detected by the position detecting means is within an allowable value, and
The non-contact power feeding system according to claim 1, wherein the charging control unit changes the allowable value according to at least one of a state of the vehicle battery and a setting content set by a user. A non-contact power feeding method for performing non-contact power transmission by magnetic coupling between a power receiving coil of a vehicle side unit and a power transmission coil of a ground side unit,
A position detection step of detecting a positional deviation between the power transmission coil and the power reception coil;
A control step of starting a charging operation for the vehicle battery when the positional deviation detected in the position detection step is within an allowable value,
The non-contact power feeding method characterized in that, in the control step, the allowable value is changed according to a state of the vehicle battery and a setting content set by a vehicle user.

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