JP2012070565A - Electric vehicle, charging station and program for these - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric vehicle which can supply power, in a non-contact manner, to another electric vehicle not directly adjacent to a charging facility in a charging station.SOLUTION: An electric vehicle 10 includes an on-vehicle power reception part 11 for receiving power in a non-contact manner, an on-vehicle power supply part 12 for supplying power in a non-contact manner, a battery 15 charged with the power received by the on-vehicle power reception part 11, and an on-vehicle charging control part for charging the battery 15 with the power received by the on-vehicle power reception part 11 or for supplying the power received by the on-vehicle power reception part 11 from the on-vehicle power supply part 12.

Description

  The present invention relates to an electric vehicle, a charging station, and a program thereof.

  As a method of charging a battery mounted on an electric vehicle, there is a method of charging by connecting a cable of the electric vehicle to a power outlet of a charging station. In addition to this, a method has been proposed in which a battery is charged by supplying electric power to an electric vehicle, for example, by electromagnetic induction from a charging station having a non-contact power supply means.

  For example, an electric vehicle includes a battery, a charging circuit, a coil wound around a magnetic core, and a communication device that is high-frequency coupled to a wiring between the coil and the charging circuit by a capacitor or the like, and a charging power supply unit Has an inverter that supplies an AC voltage to a coil wound around the magnetic core via a wiring, and a communication device that is high-frequency coupled to the wiring by a capacitor or the like. It is proposed that various information regarding the battery and the like is modulated by a high-frequency signal and transmitted / received between communication devices via the magnetic coupling unit.

  In addition, a distance maintaining unit (an inter-vehicle distance maintaining unit) that keeps a predetermined distance that can be charged between the moving charged vehicle and the moving charged charging vehicle and causes the moving charged vehicle to follow the charged vehicle And a charging unit (charging coil) that charges the power receiving unit (charging coil) of the moving vehicle to be charged from the moving mobile charging vehicle while maintaining a chargeable distance by the distance maintaining unit. Has been proposed.

  On the other hand, in a wireless communication device, a communication processing unit that transmits / receives a wireless signal, a wireless power transmission unit that wirelessly supplies power to a device located within a range in which power can be supplied, and a position that acquires position information of the power supply device Provided is a wireless communication device comprising: an information acquisition unit; and a control unit that controls power supply to the power supplied device based on the position information of the power supplied device acquired by the position information acquisition unit It has been proposed to do so.

Japanese Patent Laid-Open No. 06-245326 JP 2010-035333 A JP 2009-261157 A

  In an electric vehicle, for example, it takes about 8 hours to fully charge a vehicle-mounted battery. Considering the convenience of the user of the electric vehicle, for example, it is necessary to install a power supply means for each parking position of the electric vehicle at the charging station. However, when a power supply means is installed for each parking position, the construction of the charging station becomes large, which hinders the introduction of an electric vehicle.

  An object of the present invention is to provide an electric vehicle capable of supplying electric power in a non-contact manner to an electric vehicle that is not directly adjacent to a charging facility in a charging station.

  The disclosed electric vehicle includes a vehicle-mounted power receiving unit that receives power in a contactless manner, a vehicle-mounted power feeding unit that supplies power in a contactless manner, a battery that is charged by the power received by the vehicle-mounted power receiving unit, and a power that is received by the vehicle-mounted power receiving unit. Or a vehicle-mounted charging control unit that charges the battery with the generated power or supplies power from the vehicle-mounted power feeding unit.

  According to the disclosed electric vehicle, electric power can be supplied in a non-contact manner to an electric vehicle that is not directly adjacent to the charging facility at the charging station, and the charging facility at the charging station can be simplified.

It is a figure which shows an example of a structure of an electric vehicle and a charging station. It is explanatory drawing of allocation of a parking position. It is explanatory drawing of a charge completion request | requirement storage part. It is explanatory drawing of the mode of an electric vehicle. It is a figure which shows an example of a structure of an electric vehicle. It is explanatory drawing of the energy supply from a charging station to an electric vehicle. It is explanatory drawing of the energy supply from an electric vehicle to an electric vehicle. It is explanatory drawing of the energy supply from an electric vehicle to an electric vehicle. It is the electric power feeding process flow which the parking lot electric power feeding management computer of a charging station performs. It is the electric power feeding process flow which an in-vehicle electric power feeding management computer performs. It is another electric power feeding process flow which the parking lot electric power feeding management computer of a charging station performs. It is explanatory drawing of a charge capacity table. It is explanatory drawing of a charging object electric energy table.

(First embodiment)
FIG. 1 is a diagram illustrating an example of the configuration of an electric vehicle and a charging station.

  The electric vehicle 10 includes an in-vehicle power receiving unit 11, an in-vehicle power supply unit 12, a power supply switch 13, a battery switch 14, a battery 15, an in-vehicle power supply management computer 16, and an in-vehicle communication device 17. The power supply switch 13, the battery switch 14, and the in-vehicle power supply management computer 16 constitute an in-vehicle control unit. In other words, the in-vehicle charging control unit includes the power supply switch 13, the battery switch 14, and the in-vehicle power supply management computer 16.

  The charging station 20 includes a parking lot power supply device 21, a parking lot power supply unit 22, a parking lot power supply management computer 23, a parking lot communication device 24, a charge completion request storage unit 25, and an operation schedule storage unit 26. .

  In the electric vehicle 10, the in-vehicle power receiving unit 11 receives power from the parking lot power supply unit 22 or the in-vehicle power supply unit 12 of another electric vehicle 10 in a non-contact manner, in other words, wirelessly. The on-vehicle power supply unit 12 supplies power to the on-vehicle power receiving unit 11 of another electric vehicle 10 in a non-contact manner, in other words, wirelessly. The supply of power will be described later.

  The battery 15 is a drive source that drives a motor that is a power source of the electric vehicle 10, and is charged by the power received by the in-vehicle power receiving unit 11. The electric power received by the in-vehicle power receiving unit 11 is charged in the battery 15 by the in-vehicle power supply management computer 16, the power supply switch 13 and the battery switch 14, or the in-vehicle power receiving unit of another electric vehicle 10 from the in-vehicle power supply unit 12. 11 is fed. The battery 15 is, for example, a lithium ion battery. The power supply switch 13 and the battery switch 14 are power transistors capable of operating at a high frequency, for example. The electric vehicle 10 may be a moving body including a battery 15 as a motor drive source, and is not limited to a four-wheeled vehicle, but also includes a two-wheeled vehicle such as a motorcycle.

  The in-vehicle communication device 17 is a transmission / reception unit of the electric vehicle 10, and communicates with the charging station 20, in other words, the parking lot power supply management computer 23, in accordance with instructions from the in-vehicle power supply management computer 16. For example, the in-vehicle communication device 17 receives position information from the parking lot power supply management computer 23 and receives control information. The position information and control information will be described later. The in-vehicle communication device 17 transmits charging information to the parking lot power supply management computer 23. The charging information is information indicating a charging state of the battery 15 of the electric vehicle 10.

  The charging information is charging completion information indicating that the battery 15 of the electric vehicle 10 is fully charged, for example. The charging information may be information indicating what percentage is charged when the battery 15 of the electric vehicle 10 is fully charged, for example.

  The in-vehicle power supply management computer 16 is a control unit that manages the supply of power in the electric vehicle 10. The in-vehicle power supply management computer 16 switches the charging mode, the relay mode, or the OFF mode based on the control information received from the charging station 20 by the in-vehicle communication device 17. The charging mode, relay mode, and OFF mode will be described later. The in-vehicle power supply management computer 16 may be, for example, a computer constituting a car navigation device or may be an independent computer.

  For example, in the charging mode, the in-vehicle power management computer 16 turns off the power feed switch 13 and turns on the battery switch 14. Thereby, the electric power received by the in-vehicle power receiving unit 11 is charged in the battery 15 of the electric vehicle 10. In the relay mode, the in-vehicle power management computer 16 turns on the power feed switch 13 and turns off the battery switch 14. Thereby, the electric power received by the in-vehicle power receiving unit 11 is supplied from the in-vehicle power supply unit 12 to the other electric vehicle 10. In the OFF mode, the in-vehicle power management computer 16 turns off the power feed switch 13 and turns off the battery switch 14. As a result, the in-vehicle power receiving unit 11 is prevented from receiving power.

  On the other hand, the charging station 20 is provided in, for example, the parking lot 30 shown in FIG. 2 and constitutes a part of the parking lot management system. The charging station 20 supplies electric power to the electric vehicle 10 in a contactless manner. Therefore, in the example of FIG. 1, the parking lot power supply management computer 23 manages the charging of the electric vehicle 10. In addition, the parking lot power supply management computer 23 that manages charging of the electric vehicle 10 may be provided as a lower computer of the computer of the parking lot management system.

  For example, one parking lot power supply device 21 is provided in the parking lot 30. The parking lot power supply device 21 supplies power to one or more electric vehicles 10 via the parking lot power supply unit 22 according to the control of the parking lot power supply management computer 23. For example, the parking lot power supply device 21 is connected to a commercial power supply, converts the frequency of the commercial power supply into a predetermined high frequency, and supplies the converted high frequency to the parking lot power supply unit 22.

  The parking lot power supply unit 22 supplies power to one or more electric vehicles 10 in a non-contact manner. As will be described later, the parking lot power supply unit 22 includes a power supply coil, for example, and is actually a part of the parking lot power supply device 21. Therefore, as will be described later, the parking lot power supply unit 22 uses the magnetic coupling between the parking lot power supply unit 22 and the vehicle-mounted power reception unit 11 to generate one or more high-frequency power supplied from the parking lot power supply device 21. Power is supplied to the electric vehicle 10 described above. In other words, the parking lot power supply unit 22 magnetically supplies energy to one or more electric vehicles 10.

  For example, as shown in FIG. 2, the parking lot power supply unit 22 is provided for each island 31 in the parking space of the parking lot 30. Accordingly, for example, electric power is supplied to the plurality of electric vehicles 10 parked on the island 31A of the parking space in a non-contact manner from the parking lot power supply unit 22 corresponding to the island 31A of the parking space. In other words, when the parking lot 30 includes a plurality of parking space islands 31 </ b> A, 31 </ b> B,..., The charging station 20 includes a plurality of parking lot power supply units 22.

  The parking lot communication device 24 is a transmission / reception unit of the charging station 20 and communicates with one or more electric vehicles 10 in accordance with instructions from the parking lot power supply management computer 23. For example, the parking lot communication device 24 transmits position information and control information to one or more electric vehicles 10. The position information is information that instructs the electric vehicle 10 about the parking position in the parking lot 30. The control information is information that instructs the electric vehicle 10 in the charging mode or the relay mode. The parking lot communication device 24 receives charging information from one or more electric vehicles 10. The charging information is information indicating a charging state of the battery 15 of the electric vehicle 10.

  The parking lot power supply management computer 23 is a control unit that manages the supply of electric power to the electric vehicle 10 in the charging station 20. The parking lot power supply management computer 23 includes a charge completion request storage unit 25 and an operation schedule storage unit 26. The charge completion request storage unit 25 stores a charge completion request. The operation schedule storage unit 26 stores an operation schedule. The charge completion request and the operation schedule will be described later.

  The parking lot power supply management computer 23 is, for example, a personal computer. The parking lot power supply management computer 23 is connected to the parking lot communication device 24 by, for example, a wireless LAN (Local Area Network).

  Prior to the supply of electric power to the electric vehicle 10, the parking lot power supply management computer 23 generates position information about one or more electric vehicles 10 based on the charging completion request time, and sends it to the parking lot communication device 24. Send it. In addition, the parking lot power supply management computer 23 generates control information for one or more electric vehicles 10 based on the position information prior to the supply of electric power to the electric vehicles 10, and sends the control information to the parking lot communication device 24. Send it.

  Thereafter, the parking lot power supply management computer 23 causes the parking lot power supply unit 22 to supply power to the one or more electric vehicles 10 in a non-contact manner via the parking lot power supply device 21.

  The parking lot power supply management computer 23 causes the parking lot communication device 24 to receive charging information from any of the electric vehicles 10 after the electric power is supplied to the electric vehicles 10. In addition, the parking lot power supply management computer 23 changes the control information for one or more electric vehicles 10 based on the received charging information, and causes the parking lot communication device 24 to transmit the control information.

  FIG. 2 is an explanatory diagram of allocation of parking positions.

  For example, as shown in FIG. 2, it is assumed that parking positions with parking position numbers “1” to “5” are provided on an island 31A of a parking space for one parking lot power supply unit 22A. In addition, it is assumed that five electric vehicles 10 having vehicle IDs “A” to “E” are parked on the island 31A of the parking space and charged during parking. For example, the electric vehicle 10 whose vehicle ID is “A” is referred to as an electric vehicle 10A.

  As shown in FIG. 2, the parking lot power supply management computer 23 causes the parking lot communication device 24 to transmit that the parking position number is “1” to the electric vehicle 10 </ b> C that has entered the parking lot 30. Accordingly, the electric vehicle 10C is parked at the parking position “1”. Prior to this, the electric vehicles 10E, 10D, 10A, and 10B are parked at the parking positions “5”, “4”, “3”, and “2”, respectively. Similarly to the electric vehicle 10C, the electric vehicles 10E, 10D, 10A, and 10B are notified of the parking position from the parking lot power supply management computer 23 and parked at the notified parking position.

  The parking lot power supply management computer 23 determines the parking position of one or more electric vehicles 10 as follows.

  The parking lot power supply management computer 23 reads the operation schedule from the operation schedule storage unit 26. The operation schedule storage unit 26 stores operation schedules of one or more electric vehicles 10. In other words, the operation schedule includes the departure time from the parking lot 30 for each electric vehicle 10 parked in the parking lot 30. The electric vehicle 10 is represented by, for example, a vehicle ID that is identification information for uniquely identifying the electric vehicle 10. Therefore, the parking lot power supply management computer 23 reads the vehicle ID and the departure time included in the operation schedule from the operation schedule storage unit 26.

  The operation schedule storage unit 26 is actually a master file that stores an operation schedule for each of the electric vehicles 10 parked in the parking lot 30. For example, in addition to the departure time, the user of the electric vehicle 10 is stored. Various information, and information such as the arrival time of the electric vehicle 10 at the parking lot 30 are included. The operation schedule is input from the outside of the parking lot power supply management computer 23, for example.

  The parking lot power supply management computer 23 stores the vehicle ID and departure time read from the operation schedule storage unit 26 in the charging completion request storage unit 25. At this time, the parking lot power supply management computer 23 sorts the read vehicle IDs and departure times in order from the earliest departure time. As a result, the read vehicle ID and departure time are stored in the charging completion request storage unit 25 in the order of early departure time.

  FIG. 3 is an explanatory diagram of the charging completion request storage unit 25.

  The charge completion request storage unit 25 stores a charge completion request time for one or more electric vehicles 10. The charging completion request time is information indicating a time at which each of one or more electric vehicles 10 requests completion of charging. Specifically, the charging completion request storage unit 25 stores a charging completion request time and a parking position determined based on the charging completion request time for each vehicle ID of the electric vehicle 10.

  For example, if the departure time read from the operation schedule storage unit 26 is “9:30 on September 22, 2010” and charging is completed 30 minutes before that, the charging completion request time is “9. Time ". Therefore, the charge completion request time is generated based on the departure time of the operation schedule. When the vehicle ID and the departure time are stored in the charging completion request storage unit 25, the parking position is not determined and is not stored in the charging completion request storage unit 25.

  The charging completion request time may be input to the parking lot power supply management computer 23 from the outside and stored in the charging completion request storage unit 25 without being generated based on the departure time of the operation schedule. .

  The parking lot power supply management computer 23 determines the parking position of one or more electric vehicles 10 based on the read operation schedule, in other words, the departure time, and stores it in the corresponding position of the charging completion request storage unit 25. To do. Specifically, the parking lot power supply management computer 23 determines the parking position as follows. One or a plurality of electric vehicles 10 are made into one group every day when charging is completed. When there are a plurality of groups, they are arranged closer to the parking lot power feeding unit 22A in order from the group whose charging is completed earlier. Conversely, when there are a plurality of groups, they may be arranged on the far side by the parking lot power supply unit 22A in order from the group whose charging is completed earlier. By determining the parking position for each group, it is possible to easily manage the parking position of the electric vehicle 10 and the power supply order in the following manner. Furthermore, in each group, it arrange | positions in the far side by the parking lot electric power feeding part 22A in an order from the electric vehicle 10 with the early time which completes charge. Thereby, even if the electric vehicle 10 whose charge completion time is early departs from the parking lot 30, it is possible to continue power supply to other electric vehicles 10 in the same group.

  For example, in the example of FIG. 3, the electric vehicles 10 </ b> A, 10 </ b> B, and 10 </ b> C whose charging completion date is “September 22” are set as the first group at the parking position. The electric vehicles 10D and 10E whose charging completion date is “September 23” are the second group in the parking position. The first group is arranged closer to the parking lot power feeding unit 22A than the second group. Further, for example, in the first group, among the electric vehicles 10A, 10B, and 10C, the electric vehicles 10A, 10B, and 10C have the parking positions “3”, “2”, and Assigned to “1”. The same applies to the second group.

  In addition, when there are three or more groups, for example, the group with the earliest date to complete charging is arranged on the side closer to the parking lot power supply unit 22A.

  Moreover, as shown in FIG. 2, when there are a plurality of islands 31 </ b> A to 31 </ b> B of the parking space in the parking lot 30, each group is divided into the number of the plurality of islands 31 </ b> A to 31 </ b> B. Assigned to each. For example, since there are three electric vehicles 10 belonging to the first group and the number of islands 31A to 31B is two, two electric vehicles 10A and 10B are assigned to the island 31A, and the island 31B is assigned to the island 31B. One of the electric vehicles 10C is assigned. Thereby, since the several electric vehicle 10 with the same date which completes charge can be disperse | distributed to the several islands 31, a power supply process can be completed earlier.

  The parking lot power supply management computer 23 causes the parking lot communication device 24 to transmit the position information about the one or more electric vehicles 10 generated based on the charging completion request time to the one or more electric vehicles 10. Thereby, for example, the parking position in the parking lot 30 is displayed and output on the display device included in the electric vehicle 10. The user who sees this causes the electric vehicle 10 to park at the displayed parking position.

  In addition, you may make it announce to the user of the electric vehicle 10 from the speaker with which the parking lot electric power feeding management computer 23 is provided, for example, without transmitting the positional information on the electric vehicle 10 from the parking lot communication apparatus 24. Moreover, you may make it display the positional information on the electric vehicle 10 so that it may be visible to the user of the electric vehicle 10 on the display apparatus with which the parking lot electric power feeding management computer 23 is provided, for example. In other words, the parking lot power supply management computer 23 may output the position information of the electric vehicle 10 so that the user of the electric vehicle 10 can recognize it.

  FIG. 4 is an explanatory diagram of modes of the electric vehicle.

  The parking lot power supply management computer 23 determines an operation mode in power supply management for each of the one or more electric vehicles 10. As an operation mode in the power supply management, there are a charging mode, a relay mode, and an OFF mode as shown in FIG. The charging mode is a mode for charging the battery 15 with the received power. The relay mode is a mode in which received electric power is supplied to another electric vehicle 10. The OFF mode is a mode in which neither charging nor power feeding is performed.

  The parking lot power supply management computer 23 basically determines an operation mode in power supply management based on the position information of the electric vehicle 10. Processing for determining an operation mode in power supply management will be described later with reference to FIG. The parking lot power supply management computer 23 causes each of the one or more electric vehicles 10 to transmit, to the transmission / reception unit, control information instructing the charging mode, the relay mode, or the OFF mode based on the determined operation mode.

  The parking lot power supply management computer 23 monitors one or more electric vehicles 10 during a period in which electric power is supplied to the electric vehicles 10 in a non-contact manner. In other words, the parking lot power supply management computer 23 causes the parking lot communication device 24 to receive charging information from any of the electric vehicles 10 as described above. Then, the parking lot power supply management computer 23 changes the operation mode for one or more electric vehicles 10, in other words, the control information, based on the received charging information, and causes the parking lot communication device 24 to transmit it. The process of changing the operation mode will be described later with reference to FIG.

  FIG. 5 is a diagram illustrating an example of the configuration of an electric vehicle.

  In FIG. 5, the in-vehicle power receiving unit 11 and the in-vehicle power feeding unit 12 are provided, for example, on a wheel cover outside the left and right rear wheels. On the other hand, the parking lot power supply unit 22 is provided at a position next to the rear wheel of the electric vehicle 10 when the electric vehicle 10 is parked at the parking position number “1”. As a result, when the electric vehicle 10 is parked at the parking position number “1”, the distance between the parking lot power supply unit 22 and the in-vehicle power receiving unit 11 can be set to a predetermined distance, and energy is transferred magnetically. can do. Moreover, since transmission of electric power from the in-vehicle power receiving unit 11 to the in-vehicle power supply unit 12 is performed at the shortest distance along the axle, power loss can be reduced.

  The in-vehicle power receiving unit 11 and the in-vehicle power feeding unit 12 are disposed on opposite side surfaces of the electric vehicle 10. Therefore, for example, the in-vehicle power receiving unit 11 and the in-vehicle power feeding unit 12 may be provided on the wheel covers of the left and right front wheels. Further, the in-vehicle power receiving unit 11 and the in-vehicle power feeding unit 12 may be provided on the right side and the left side of the electric vehicle 10 other than the wheel cover. Further, the in-vehicle power receiving unit 11 and the in-vehicle power feeding unit 12 may be provided before and after the electric vehicle 10. In this case, the electric vehicle 10 is parked in parallel on the island 31 of the parking space of the parking lot 30.

  FIG. 6 is an explanatory diagram of energy supply from the charging station to the electric vehicle.

  The non-contact power supply between the parking lot power supply unit 22 and the in-vehicle power receiving unit 11 is realized by wireless power supply, particularly wireless power supply in the magnetic field resonance mode. Such wireless power supply in the magnetic field resonance mode is known from, for example, JP-T-2009-501510.

  As shown to FIG. 6 (A), the parking lot electric power feeding part 22 is a power transmission resonance coil, and the vehicle-mounted power reception part 11 is a power reception resonance coil. Hereinafter, only in the description of FIGS. 6A and 6B, the parking lot power supply unit 22 is referred to as “power transmission resonance coil 22”, and the in-vehicle power reception unit 11 is referred to as “power reception resonance coil 11”. I will do it.

  In the wireless power supply in the magnetic field resonance mode, the power transmission resonance coil 22 transmits the power supplied from the parking lot power supply device 21 to the power reception resonance coil 11 as magnetic field energy using magnetic field resonance. The power receiving resonance coil 11 receives the magnetic field energy transmitted from the power transmission resonance coil 22 using magnetic field resonance.

Here, the power transmission resonance coil 22 is a coil having an inductance L, and has a capacitance C due to stray capacitance. Thereby, the power transmission resonance coil 22 becomes an LC resonance circuit as shown in FIG. The resonance frequency f of the power transmission resonance coil 22 is obtained by f = 1 / 2π (LC) ^1/2 based on the inductance L and the capacitance C. This formula will be referred to as “Formula 1”. This frequency f is the resonance frequency f. The resonance frequency f is a value unique to the power transmission resonance coil 22. The same applies to the power receiving resonance coil 11.

  In the magnetic field resonance, the resonance frequency of the power transmission resonance coil 22 and the resonance frequency of the power reception resonance coil 11 are set to the same value f, in other words, the resonance frequency f. Further, the coil distance that is the distance between the power transmission resonance coil 22 and the power reception resonance coil 11 is an appropriate distance for the resonance frequency f. The coil distance can be obtained as the distance d with respect to the resonance frequency f when the power transmission resonance coil 22 and the power reception resonance coil 11 are designed.

  In order to make the resonance frequencies f of the power transmission resonance coil 22 and the power reception resonance coil 11 the same, in this example, the power transmission resonance coil 22 and the power reception resonance coil 11 have the same shape, for example.

  Specifically, the power transmission resonance coil 22 is, for example, a helical coil with a diameter of 30 cm formed of copper. The coil distance is, for example, 200 cm. The resonance frequency is, for example, 10 MHz. The diameter, the coil distance, and the resonance frequency are not limited to these values, and can be appropriately changed according to the size of the electric vehicle 10 and the distance between adjacent electric vehicles. The power transmission resonance coil 22 is a coil whose both ends are open. An electric circuit is not connected to the power transmission resonance coil 22 in order to increase the Q value. The same applies to the power receiving resonance coil 11.

  The power transmission resonance coil 22 is in a resonance state at the frequency f expressed by “Expression 1”. In the resonance state, energy is periodically exchanged from an electric field due to a voltage inside the capacitor to a magnetic field in free space due to a current flowing through the coil portion. When the power reception resonance coil 11 having the same resonance frequency f is brought close to the power transmission resonance coil 22 in the resonance state, the power reception resonance coil 11 resonates due to the magnetic field from the power transmission resonance coil 22. Such a resonance phenomenon caused by a magnetic field is referred to as a magnetic field resonance mode. In the magnetic field resonance mode, the electric power of the power transmission resonance coil 22 is wirelessly transmitted to the power reception resonance coil 11 that is close thereto. In other words, the magnetic field resonance mode is a resonance phenomenon of the resonance circuit through the magnetic field.

  On the other hand, the parking lot power supply device 21 supplies power to the power transmission resonance coil 22 by electromagnetic induction. The power receiving resonance coil 11 supplies power to the power extraction unit 11 ′ by electromagnetic induction.

  Specifically, the parking lot power supply device 21 supplies power to the power transmission resonance coil 22. The parking lot power supply apparatus 21 includes a power supply coil 212 and an oscillation circuit 211 that supplies power to the power supply coil 212. The oscillation circuit 211 is a Colpitts oscillation circuit, for example. The power supply coil 212 is supplied with power from the oscillation circuit 211 at, for example, a resonance frequency f that causes magnetic field resonance between the power transmission resonance coil 22 and the power reception resonance coil 11.

  The power supply coil 212 supplies the power supplied from the oscillation circuit 211 to the power transmission resonance coil 22 by electromagnetic induction. Therefore, the power transmission resonance coil 22 and the power supply coil 212 are arranged at a short distance so that power can be supplied by electromagnetic induction. By using electromagnetic induction between the power transmission resonance coil 22 and the power supply coil 212 without using magnetic field resonance, it is not necessary to consider the resonance frequency of the power supply coil 212 when viewed from the power transmission resonance coil 22. On the other hand, the oscillation frequency of the oscillation circuit 211 is made to oscillate at the resonance frequency f of the power transmission resonance coil 22 from the consistency with the power transmission resonance coil 22.

  The power extraction unit 11 ′ outputs the energy received by the power reception resonance coil 11 as electric power. The power extraction coil 111 of the power extraction unit 11 ′ extracts electric power from the power receiving resonance coil 11 by electromagnetic induction. Therefore, the power receiving resonance coil 11 and the power extraction coil 111 are arranged at a short distance so that electric power can be extracted by electromagnetic induction. By using electromagnetic induction between the power receiving resonance coil 11 and the power extraction unit 11 ′ without using magnetic field resonance, it is not necessary to consider the resonance frequency of the power extraction coil 111 when viewed from the power reception resonance coil 11. . The power extraction coil 111 is connected to the battery 15 as the load 112. The battery 15 stores the electric power extracted from the electric power extraction coil 111.

  In the relay mode, when the energy received by the power receiving resonance coil 11 by the power extraction unit 11 ′ is extracted as electric power, the extracted electric power must be supplied again to the power transmission resonance coil that is the in-vehicle power supply unit 12 by electromagnetic induction. In other words, power loss is large. Therefore, in the relay mode, the energy received by the power reception resonance coil 11 is supplied to the power transmission resonance coil that is the in-vehicle power supply unit 12 without passing through the power extraction unit 11 ′.

  The above is the relationship between the parking lot power supply unit 22 and the in-vehicle power receiving unit 11, but the relationship between the in-vehicle power supply unit 12 and the in-vehicle power receiving unit 11 is the same as the relationship between the parking lot power supply unit 22 and the in-vehicle power receiving unit 11. is there. Therefore, the in-vehicle power feeding unit 12 and the in-vehicle power receiving unit 11 have the same shape. As a result, the electric vehicle 10 includes the in-vehicle power feeding unit 12 and the in-vehicle power receiving unit 11 that are coils having the same shape, for example, on the left and right rear wheels. Therefore, in the electric vehicle 10, both the in-vehicle power supply unit 12 and the in-vehicle power reception unit 11 may be able to receive and supply power.

  7 and 8 are explanatory diagrams of energy supply from the electric vehicle to the electric vehicle.

  For example, in the parking lot 30 shown in FIG. 2, it is assumed that the electric vehicles 10A to 10E are parked on the island 31A of the parking space. In other words, in FIG. 2, it is assumed that the electric vehicle 10A is in a state where parking is completed. 7 and 8 show only the electric vehicles 10A to 10C among the electric vehicles 10A to 10E parked on the island 31A of the parking space. It is assumed that the parking space island 31B does not exist.

  As described above, the parking lot power supply management computer 23 determines the operation mode in the power supply management as follows based on the position information of the electric vehicles 10A to 10E parked on the island 31A of the parking space.

  The parking lot power supply management computer 23 refers to the charging completion request storage unit 25 and determines the operation mode of the electric vehicle 10 belonging to a group other than the first group at the parking position to the OFF mode. As a result, the electric vehicles 10D and 10E belonging to groups other than the first group are set to the OFF mode.

  Next, the parking lot power supply management computer 23 obtains each parking position number from the charging completion request storage unit 25 for the electric vehicles 10A, 10B, and 10C belonging to the first group. Then, the parking lot power supply management computer 23 determines the operation mode of the electric vehicle 10 having the largest parking position number among the electric vehicles 10A, 10B and 10C belonging to the first group as the charging mode, and the other electric vehicles 10A, 10B and 10C. The operation mode of the automobile 10 is determined as the relay mode.

  Thereby, the operation mode in the power supply process of the electric vehicle 10C and the electric vehicle 10B is set to the relay mode, and the operation mode in the power supply process of the electric vehicle 10C is set to the charge mode. The operation mode in the power supply process of the electric vehicle 10D and the electric vehicle 10E is set to the OFF mode.

  The parking lot power supply management computer 23 generates a control signal for each of the electric vehicles 10A to 10E based on the determined operation mode, and transmits the control signal to each of the electric vehicles 10A to 10E. The parking lot power supply management computer 23 may set the operation mode in the charge completion request storage unit 25 based on the determined operation mode in the power supply process.

  In FIG. 7, the operation mode in the power supply process of the electric vehicles 10 </ b> A to 10 </ b> C is set according to control information from the parking lot power supply management computer 23. The operation mode in the power supply process of the electric vehicle 10C and the electric vehicle 10B is a relay mode, and the operation mode in the power supply process of the electric vehicle 10A is a charge mode. In addition, the operation mode in the electric power feeding process of the electric vehicle 10D and the electric vehicle 10E is set to the OFF mode.

  In the electric vehicle 10C of FIG. 7, the power supply switch 13C is turned on and the battery switch 14C is turned off. Thus, the state in which the power supply switch 13C is turned on and the battery switch 14C is turned off is the relay mode. Thereby, the electric power received by the in-vehicle power receiving unit 11C is supplied from the in-vehicle power supply unit 12C to the electric vehicle 10B, and the battery 15C of the electric vehicle 10C is not charged. At this time, the battery 15 </ b> C of the electric vehicle 10 </ b> C is, for example, “empty” or hardly charged.

  In the electric vehicle 10B, the power supply switch 13B is turned off and the battery switch 14B is turned on. In other words, the electric vehicle 10B is set to the relay mode, and the electric power received by the in-vehicle power receiving unit 11B is supplied from the in-vehicle power supply unit 12B to the electric vehicle 10A, and the battery 15B of the electric vehicle 10B is not charged. At this time, the battery 15B of the electric vehicle 10B is, for example, “empty” or hardly charged.

  In the electric vehicle 10A, the power supply switch 13A is turned off and the battery switch 14A is turned on. Thus, the state in which the power supply switch 13A is turned off and the battery switch 14A is turned on is the charging mode. Thereby, the electric power received by the in-vehicle power receiving unit 11A is charged in the battery 15A of the electric vehicle 10A and is not supplied from the in-vehicle power supply unit 12A to the electric vehicle 10D. At this time, since the power supply switch 13A is off, magnetic energy is not transmitted from the vehicle-mounted power supply unit 12A to the vehicle-mounted power reception unit of the electric vehicle 10D. Thereby, it can prevent that the vehicle-mounted power receiving part of electric vehicle 10D generate | occur | produces and destroys.

  Both the electric vehicle 10D and the electric vehicle 10E are in the OFF mode. The OFF mode will be described later with reference to the electric vehicle 10A of FIG. At this point, the battery of the electric vehicle 10D and the battery of the electric vehicle 10E are, for example, “empty” or hardly charged.

  Thereafter, the battery 15A is fully charged. The electric vehicle 10 </ b> A can depart from the parking lot 30. When the battery 15A is fully charged, the in-vehicle power supply management computer 16 of the electric vehicle 10A transmits charging information indicating that the battery 15A is fully charged to the parking lot power supply management computer 23.

  As described above, when receiving the charging information indicating that the battery 15A is fully charged, the parking lot power supply management computer 23 changes the mode of the electric vehicle 10A to the electric vehicle 10C. In other words, the parking lot power supply management computer 23 sets the operation mode in power supply management based on the received charging information and the position information of the electric vehicles 10A to 10E parked on the island 31A of the parking space as follows. change.

  The parking lot power supply management computer 23 determines the operation mode of the electric vehicle 10A that has received the charging information to be the OFF mode. Thereby, the electric vehicle 10A can start from the parking lot 30, and even if the electric vehicle 10A starts, charging can be continued for the remaining electric vehicles 10B and 10C belonging to the first group. Then, the parking lot power supply management computer 23 refers to the charging completion request storage unit 25, and in the first group, the electric power having the parking position number “−1” from the parking position number of the electric vehicle 10A that has received the charging information. The operation mode of the automobile 10B is determined as the charging mode. Further, the parking lot power supply management computer 23 keeps the operation modes of the electric vehicle 10 other than the electric vehicle 10A that has received the charging information and the electric vehicle 10B that is newly set to the charging mode without being changed.

  On the other hand, the parking lot power supply management computer 23 refers to the charging completion request storage unit 25 and in the first group, the electric power having the parking position number “−1” from the parking position number of the electric vehicle 10 that has received the charging information. When the vehicle 10 does not exist, the operation mode of the electric vehicles 10A to 10C belonging to the first group is determined as the relay mode. In addition, the parking lot power supply management computer 23 determines the operation mode for the second group, in other words, for the next group to which the electric vehicle 10A that has received the charging information belongs, in the same manner as the first group. . For example, in the example of FIG. 2, the electric vehicle 10E having a large parking position number is first set to the charging mode.

  Thereby, the operation mode in the power supply process of the electric vehicle 10C is set to the relay mode, the operation mode in the power supply process of the electric vehicle 10B is set to the charging mode, and the operation mode in the power supply process of the electric vehicle 10A is set to the OFF mode. The operation mode in the power supply process of the electric vehicle 10D and the electric vehicle 10E is kept in the OFF mode.

  The parking lot power supply management computer 23 generates a control signal for each of the electric vehicles 10A to 10E based on the determined operation mode in the power supply process, and transmits the control signal to each of the electric vehicles 10A to 10E.

  In FIG. 8, the operation mode in the power supply process of the electric vehicles 10 </ b> A to 10 </ b> C is set according to control information from the parking lot power supply management computer 23. The operation mode in the power supply process of the electric vehicle 10C is the relay mode, the operation mode in the power supply process of the electric vehicle 10B is the charging mode, and the operation mode in the power supply process of the electric vehicle 10A is the OFF mode.

  In the electric vehicle 10C, the power supply switch 13C is turned on and the battery switch 14C is turned off. Thereby, the electric power received by the in-vehicle power receiving unit 11C is supplied from the in-vehicle power supply unit 12C to the electric vehicle 10B, and the battery 15C of the electric vehicle 10C is not charged. At this time, the battery 15 </ b> C of the electric vehicle 10 </ b> C is, for example, “empty” or hardly charged.

  In the electric vehicle 10B, the power supply switch 13B is turned off and the battery switch 14B is turned on. Thereby, the electric power received by the in-vehicle power receiving unit 11B is charged in the battery 15B of the electric vehicle 10B, and is not supplied from the in-vehicle power supply unit 12B to the electric vehicle 10A. At this time, since the power supply switch 13B is off, magnetic energy is not transmitted from the vehicle-mounted power supply unit 12B to the vehicle-mounted power reception unit 11A of the electric vehicle 10A. As a result, the in-vehicle power receiving unit 11A of the electric vehicle 10A can be prevented from being heated and broken.

  In the electric vehicle 10A, the power supply switch 13A is turned off and the battery switch 14A is turned off. The state in which the power supply switch 13A is turned off and the battery switch 14A is turned off is the OFF mode. Thereby, in the electric vehicle 10A, the power supply process is not executed. At this time, the battery 15A of the electric vehicle 10A is fully charged, for example.

  Thereafter, the battery 15B is fully charged. The electric vehicle 10 </ b> B can depart from the parking lot 30. When the battery 15B is fully charged, the in-vehicle power supply management computer 16 of the electric vehicle 10B transmits charging information indicating that the battery 15B is fully charged to the parking lot power supply management computer 23. When receiving the charging information indicating that the battery 15B is fully charged, the parking lot power supply management computer 23 changes the mode of the electric vehicle 10A to the electric vehicle 10C. Thereby, the operation mode in the power supply process of the electric vehicle 10C is set to the charging mode, and the operation mode in the power supply process of the electric vehicle 10B and the electric vehicle 10A is set to the OFF mode. As a result, the battery 15C of the electric vehicle 10C is then fully charged.

  Further, after charging the electric vehicle 10C, as described above, charging of the electric vehicle 10 belonging to the second group is started. Specifically, the electric vehicle 10E is charged first, and then the electric vehicle 10D is charged.

  FIG. 9 is a flowchart of power supply processing executed by the management computer of the charging station.

  The parking lot power supply management computer 23 reads a charge completion request from the charge completion request storage unit 25 (step S11). The parking lot power supply management computer 23 refers to FIG. 2 to the electric vehicle 10 having the vehicle ID designated by the charge completion request registered in the charge completion request storage unit 25 based on the read charge completion request time. As explained, a parking position is assigned (step S12). The electric vehicle 10 having the vehicle ID specified by the charge completion request registered in the charge completion request storage unit 25 is referred to as a registered electric vehicle 10.

  Thereafter, the parking lot power supply management computer 23 determines whether or not a vehicle ID has been received from the electric vehicle 10 as indicated by an arrow A (step S13). For example, when the electric vehicle 10 enters the parking lot 30, the electric vehicle 10 transmits its own vehicle ID to the parking lot communication device 24. When the vehicle ID is not received from the electric vehicle 10 (No at Step S13), the parking lot power supply management computer 23 repeats Step S13. When the vehicle ID is received from the electric vehicle 10 (step S13 Yes), the parking lot power supply management computer 23 indicates the parking position number assigned to the electric vehicle 10 having the vehicle ID in step S12 as indicated by an arrow B. Then, it transmits to the electric vehicle 10 having the vehicle ID (step S14). The parking position number is identification information uniquely assigned to the parking position.

  Thereafter, the parking lot power supply management computer 23 receives a parking completion notification from the registered electric vehicle 10 as indicated by an arrow C. For example, the parking lot power supply management computer 23 sets a parking completion flag for the vehicle ID that has received the parking completion notification in the charging completion request storage unit 25 based on the received parking completion notification.

  Thereafter, the parking lot power supply management computer 23 refers to the parking completion flag in the charging completion request storage unit 25 based on the parking completion notification received from the registered electric vehicle 10, in other words, all the registered electric vehicles 10. In other words, it is determined whether or not all of the registered electric vehicles 10 have entered the parking lot 30 (step S15). When all the registered electric vehicles 10 have not entered the parking lot 30 (No at Step S15), the parking lot power supply management computer 23 repeats Step S13. When all the registered electric vehicles 10 have entered the parking lot 30 (step S15 Yes), the parking lot power supply management computer 23 sends the information about the electric vehicles 10 to the registered electric vehicles 10 as shown by arrows D in FIG. A control signal for instructing the mode determined by the processing described with reference to FIG. 6 is transmitted (step S16).

  In step S <b> 15, whether or not all the registered electric vehicles 10 belonging to the group with the earliest date of completion of charging in the charging completion request storage unit 25 in the charging completion request storage unit 25 have entered the parking lot 30. May be determined.

  Thereafter, as shown by arrow E, the parking lot power supply management computer 23 determines whether or not the mode setting based on the mode received by all the registered electric vehicles 10 has been completed (step S17). When all the registered electric vehicles 10 have not completed the mode setting (No at Step S17), the parking lot power supply management computer 23 repeats Step S17. When all the registered electric vehicles 10 have completed the mode setting (step S17 Yes), the parking lot power supply management computer 23 starts charging the registered electric vehicle 10 (step S18).

  Thereafter, as shown by the arrow F, the parking lot power supply management computer 23 determines whether or not a charge completion notification is received from the electric vehicle 10 (step S19). Here, the electric vehicle 10 that transmits the charging completion notification is the electric vehicle 10 to which the charging mode is assigned in step S16. When the charging completion notification is not received from the electric vehicle 10 (No at Step S19), the parking lot power supply management computer 23 repeats Step S19. When the charging completion notification is received from the electric vehicle 10 (step S19 Yes), the parking lot power supply management computer 23 executes the mode change for each of the registered electric vehicles 10 (step S110). Specifically, the parking lot power supply management computer 23 transmits, to each of the registered electric vehicles 10, the changed mode, in other words, the mode determined again.

  Thereafter, the parking lot power supply management computer 23 determines whether or not the charging completion notification has been received from all the registered electric vehicles 10 every time the charging completion notification is received from the electric vehicle 10 (step S111). Here, the electric vehicle 10 that transmits the charging completion notification is the electric vehicle 10 to which the charging mode is assigned by the mode change in step S110 at that time. When the charging completion notification is not received from all the electric vehicles 10 (No at Step S111), the parking lot power supply management computer 23 repeats Step S19. When the charging completion notification is received from all the electric vehicles 10 (step S111 Yes), the parking lot power supply management computer 23 charges all the registered electric vehicles 10 to all the registered electric vehicles 10 as indicated by an arrow G. An all vehicle completion notification indicating that is completed is transmitted (step S112).

  FIG. 10 shows a power supply processing flow executed by the in-vehicle power supply management computer.

  The on-vehicle power supply management computer 16 determines whether or not the electric vehicle 10 has arrived at the parking lot 30 (step S21). When the electric vehicle 10 does not arrive at the parking lot 30 (No at Step S21), the in-vehicle power supply management computer 16 repeats Step S21. When the electric vehicle 10 arrives at the parking lot 30 (step S21 Yes), the in-vehicle power supply management computer 16 transmits the vehicle ID of the electric vehicle 10 as indicated by the arrow A (step S22).

  Thereafter, the in-vehicle power supply management computer 16 receives the parking position number from the parking lot power supply management computer 23 as indicated by the arrow B (step S23), and displays the received parking position number on the display device of the electric vehicle 10. (Step S24).

  The user who sees this parks the electric vehicle 10 at the displayed parking position and inputs an instruction to transmit a parking completion notification.

  The in-vehicle power supply management computer 16 determines whether or not parking has been completed, in other words, whether or not an instruction to transmit a parking completion notification has been input (step S25). When the instruction to transmit the parking completion notification is not input (No in step S25), the in-vehicle power management computer 16 repeats step S25.

  When an instruction to transmit a parking completion notification is input (Yes at step S25), the in-vehicle power supply management computer 16 transmits a parking completion notification to the parking lot power supply management computer 23 as indicated by an arrow C (step S26).

  Thereafter, the in-vehicle power supply management computer 16 receives a control number indicating a mode from the parking lot power supply management computer 23 as indicated by an arrow D (step S27). Then, the in-vehicle power supply management computer 16 sets a mode in the power supply process based on the received control signal, and then sends a parking setting power supply as shown by an arrow E to a mode setting completion notification indicating that the mode setting has been completed. It transmits to the management computer 23 (step S28).

  Thereafter, the in-vehicle power supply management computer 16 determines whether or not the set mode is the charging mode (step S29). When the set mode is not the charging mode (No in step S29), the in-vehicle power management computer 16 repeats step S27. In other words, the in-vehicle power management computer 16 waits for the charging mode to be notified and the order in which the battery 15 is to be charged.

  When the set mode is the charging mode (step S29 Yes), the in-vehicle power management computer 16 checks the state of charging of the battery 15 and determines whether the charging is completed (step S210). When the charging is not completed (No at Step S210), the in-vehicle power management computer 16 repeats Step S210.

  When charging is completed (Yes in step S210), the in-vehicle power supply management computer 16 transmits a charge completion notification indicating that charging is completed to the parking lot power supply management computer 23 as indicated by an arrow F (step S211). .

  Thereafter, as shown by the arrow G, the in-vehicle power supply management computer 16 receives the all-vehicle completion notification from the parking lot power supply management computer 23. Then, the in-vehicle power supply management computer 16 determines whether or not an all-vehicle completion notification has been received (step S212). When not receiving all vehicle completion notifications (step S212 No), the in-vehicle power management computer 16 repeats step S27. When the all vehicle completion notification is received (step S212 Yes), the in-vehicle power supply management computer 16 ends the process.

(Second Embodiment)
In FIG. 9, the parking lot power supply management computer 23 waits for all the registered electric vehicles 10 to enter the parking lot 30, but starts the power supply. However, the start timing of the power supply is not limited to this. For example, when the parking lot power supply management computer 23 can supply power to the electric vehicle 10 from the parking lot power supply unit 22, in other words, when the electric vehicle 10 is parked at the parking position number “1”, the electric vehicle can be supplied with power. Power supply to 10 may be started.

  FIG. 11 is another power supply processing flow executed by the parking lot power supply management computer of the charging station.

  After executing step S14 in FIG. 9, the parking lot power supply management computer 23 further receives a parking completion notification from the registered electric vehicle 10 as indicated by an arrow C.

  Thereafter, the parking lot power supply management computer 23 refers to the charging completion request storage unit 25 based on the parking completion notification received from the registered electric vehicle 10 and registers the electric vehicle scheduled to be parked at the parking position number “1”. It is determined whether a parking completion notification is received from 10. In other words, the parking lot power supply management computer 23 determines whether or not the registered electric vehicle 10 is parked at the parking position number “1” (step S31). When the registered electric vehicle 10 is not parked at the parking position number “1” (No at Step S31), the parking lot power supply management computer 23 repeats Step S13 of FIG. When the registered electric vehicle 10 is parked at the parking position number “1” (step S31 Yes), the parking lot power supply management computer 23 further determines the parking position number “1” based on the parking completion notification received from the registered electric vehicle 10. ”From the number of registered electric vehicles 10 continuously received, in other words, how many registered electric vehicles 10 have been parked continuously from the parking position number“ 1 ”(step S32). Specifically, the parking lot power supply management computer 23 refers to the charging completion request storage unit 25 and determines whether or not the parking completion flag is set in order from the parking position number “1”.

  When a plurality of registered electric vehicles 10 are continuously parked from the parking position number “1”, the parking lot power supply management computer 23 sends control information for instructing the charging mode or the relay mode to the plurality of electric vehicles 10. Transmit (step S33). At this time, the parking lot power supply management computer 23 refers to the charging completion request storage unit 25 and among the plurality of electric vehicles 10 parked continuously, the electric vehicle farthest from the parking lot power supply unit 22. The operation mode of 10 is determined as the charging mode, and the operation mode of the other electric vehicle 10 is determined as the relay mode. And the parking lot electric power management computer 23 transmits the control information which instruct | indicates charging mode to the electric vehicle 10 in the position farthest from the parking lot electric power feeding part 22 among the several electric vehicles 10 parked continuously. Then, the control information indicating the relay mode is transmitted to the other electric vehicle 10. In addition, when step S33 is performed, the parking lot power supply management computer 23 assigns the charging mode in order from the parking lot power supply unit 22 among the plurality of electric vehicles 10 parked continuously in step S110. .

  On the other hand, when only one registered electric vehicle 10 is parked at the parking position number “1”, the parking lot power supply management computer 23 determines the operation mode of the one electric vehicle 10 as the charging mode. And the parking lot electric power management computer 23 transmits the control information which instruct | indicates charging mode to the said one electric vehicle 10 (step S34). In addition, when step S34 is performed, a process is complete | finished by reception of a charge completion notification.

  Thereafter, the parking lot power supply management computer 23 executes step S17 of FIG. Thereby, charging can be started first from the electric vehicle 10 parked in the parking lot 30, and charging can be completed more quickly.

(Third embodiment)
In FIG. 9, the parking lot power supply management computer 23 collectively manages the power supply processing to all the registered electric vehicles 10 parked in the parking lot 30, but the unit of power supply processing management is not limited to this. .

  For example, the parking lot power supply management computer 23 manages the power supply processing to the registered electric vehicle 10 for each parking lot island 31 of the parking space of the parking lot 30 shown in FIG. Anyway. In this case, the parking lot power supply management computer 23 executes the power supply process shown in FIG. 9 for each island 31 in the parking space. Accordingly, a charge completion request storage unit 25 is provided for each island 31 in the parking space. When all the registered electric vehicles 10 enter the parking space island 31, a power supply process to the electric vehicles 10 parked on the parking space island 31 can be started.

  In addition, for example, the parking lot power supply management computer 23 applies to the registered electric vehicle 10 for each of the plurality of islands 31 of the parking space of the parking lot 30 shown in FIG. The power supply process may be managed. In this case, the parking lot power supply management computer 23 executes the power supply process shown in FIG. 9 for each of the plurality of islands 31 in the parking space. Accordingly, a charge completion request storage unit 25 is provided for each of the plurality of islands 31 in the parking space. When all the registered electric vehicles 10 enter the plurality of islands 31 in the parking space, power supply processing to the electric vehicles 10 parked on the plurality of islands 31 in the parking space can be started.

(Fourth embodiment)
When power is supplied to a plurality of electric vehicles 10, it is usually considered to charge according to the power supplied to each electric vehicle 10. However, in the non-contact power feeding, power loss due to the non-contact power feeding occurs. In addition, in the non-contact power supply according to the example of FIG. 1, in the transmission of power from the parking lot power supply unit 22 to the farthest electric vehicle 10, there is a power loss in each of the electric vehicles 10 existing therebetween. appear. Therefore, it is necessary to charge one of the electric vehicles 10 for such power loss. On the other hand, not only the merit in which the capital investment of the charging station 20 is compressed by the non-contact power supply according to the example of FIG. 1 but also all the electric vehicles 10 using the charging station 20 need to share and enjoy and bear the burden. .

  Therefore, after receiving the vehicle ID from the electric vehicle 10, the parking lot power supply management computer 23 inquires of the in-vehicle power supply management computer 16 about the state of charge. In response to this, the in-vehicle power supply management computer 16 returns the charge state information of the battery 15 of the electric vehicle 10 to which it belongs to the parking lot power supply management computer 23. The charge state information is, for example, the amount of power (kwh) charged in the battery 15.

  The in-vehicle power supply management computer 16 may return the available capacity of the battery 15 of the electric vehicle 10 to which it belongs as the charging state information. In this case, the amount of electric power charged in the battery 15 is obtained by subtracting the returned empty capacity from the capacity when the battery 15 is fully charged.

  The parking lot power supply management computer 23 creates a charge capacity table based on replies from all the electric vehicles 10 that have entered the parking lot 30. An example of the charge capacity table is shown in FIG. The charge capacity table stores the amount of power charged in the battery 15 of the electric vehicle 10 for each vehicle ID of the electric vehicle 10. In the charge capacity table, for example, the amount of power charged in the battery 15A of the electric vehicle 10A having the vehicle ID “A” is represented as “B (A) (kwh)”.

  On the other hand, assuming that the total power supplied from the parking lot power supply device 21 is “PS (kwh)”, the loss power PL (kwh) in the non-contact power supply is PL = PS− (B (A) + B (B) + B (C) + B (D) + B (E)). The parking lot power supply management computer 23 requests the parking lot power supply device 21 to transmit the total power PS, receives the total power PS from the parking lot power supply device 21 as a response, and refers to the charge capacity table for all the electricity. The total power supplied to the automobile 10 is calculated. And the parking lot electric power feeding management computer 23 calculates loss electric power PL from the above-mentioned formula.

  Next, the parking lot power supply management computer 23 apportions the loss power PL in the non-contact power supply to all the electric vehicles 10 according to the power supply results. For example, when an apportioning value that is apportioned to the electric vehicle 10A with the vehicle ID “A” is expressed as AP (A) (kwh), AP (A) = PL × B (A) / (B (A ) + B (B) + B (C) + B (D) + B (E)).

Similarly, apportion values AP (B) to AP (E) for electric vehicle 10B to electric vehicle 10E are obtained by the following equations.
AP (B) = PL × B (B) / (B (A) + B (B) + B (C) + B (D) + B (E))
AP (C) = PL × B (C) / (B (A) + B (B) + B (C) + B (D) + B (E))
AP (D) = PL × B (D) / (B (A) + B (B) + B (C) + B (D) + B (E))
AP (E) = PL × B (E) / (B (A) + B (B) + B (C) + B (D) + B (E))

  As a result, the apparent electric energy (kwh) charged to the electric vehicle 10A is B (A) + AP (A). This is the chargeable power amount of the electric vehicle 10A. Similarly, the apparent electric energy (kwh) charged to the electric vehicle 10B to the electric vehicle 10E can also be calculated.

  Based on the above processing, the parking lot power supply management computer 23 creates a billing target power amount table. An example of the charge target power amount table is shown in FIG. For each vehicle ID of the electric vehicle 10, the charging capacity table stores the chargeable power amount of the electric vehicle 10. The parking lot power supply management computer 23 can charge the electric vehicle 10A to the electric vehicle 10E based on the charge target power amount table.

  Note that the above embodiments can be combined with each other as long as there is no contradiction in processing.

DESCRIPTION OF SYMBOLS 10 Electric vehicle 11 Car power receiving part 12 Car power feeding part 13 Power feeding switch 14 Battery switch 15 Battery 16 Car power feeding management computer 17 Car communication apparatus 20 Charging station 21 Parking lot power feeding apparatus 22 Parking lot feeding part 23 Parking lot feeding management computer 24 Parking lot Communication device 25 Charging completion request storage unit 26 Operation schedule storage unit

Claims (8)

An in-vehicle power receiving unit that receives power in a contactless manner;
An in-vehicle power feeding unit that feeds power in a contactless manner;
A battery charged by the power received by the in-vehicle power receiving unit;
An electric vehicle comprising: an in-vehicle charging control unit that charges the battery with the electric power received by the in-vehicle power receiving unit or supplies power from the in-vehicle power feeding unit. The electric vehicle according to claim 1, wherein the in-vehicle power receiving unit and the in-vehicle power feeding unit are disposed on opposite side surfaces of the electric vehicle. The electric vehicle further comprises:
Including an in-vehicle transmission / reception unit that communicates with a charging station that supplies electric power to the electric vehicle in a contactless manner;
The vehicle-mounted charging control unit charges the battery with the power received by the vehicle-mounted power receiving unit based on control information for the vehicle-mounted charging control unit received from the charging station by the vehicle-mounted transmission / reception unit; Switching between the relay mode in which the power received by the power receiving unit is fed from the in-vehicle power feeding unit, and transmitting charging information indicating the state of charge of the battery in the charging mode to the in-vehicle transmitting / receiving unit to the charging station. The electric vehicle according to claim 1. A vehicle-mounted power receiving unit that receives power in a contactless manner, a vehicle-mounted power feeding unit that feeds power in a contactless manner, a battery that is charged by the power received by the vehicle-mounted power receiving unit, and the power received by the vehicle-mounted power receiving unit Or an on-vehicle charging control unit that supplies power from the on-vehicle power supply unit, and a vehicle station transmission / reception unit that communicates with a charging station that supplies power to the electric vehicle in a non-contact manner.
The program is stored in a computer.
Causing the in-vehicle transmission / reception unit to receive control information for the in-vehicle charging control unit from the charging station;
Based on the control information received by the in-vehicle transmission / reception unit, a charging mode for charging the battery with the power received by the in-vehicle power reception unit, and a relay mode for supplying the power received by the in-vehicle power reception unit from the in-vehicle power supply unit A step of switching between and
Causing the in-vehicle transmission / reception unit to transmit charging information indicating a charging state of the battery to the charging station in the charging mode. A power supply for supplying power to one or more electric vehicles in a contactless manner;
A transceiver for communicating with the one or more electric vehicles;
For each of the one or more electric vehicles, a charging mode for charging the received power to the battery or a relay mode for supplying the received power is determined, and each of the one or more electric vehicles is determined. And a control unit that causes the transmission / reception unit to transmit the control information instructing the charging mode or the relay mode. The transmitting / receiving unit receives charging information indicating a charging state of the battery from the one or more electric vehicles,
The controller determines again the charging mode or the relay mode for each of the one or more electric vehicles based on the charging information received from the one or more electric vehicles by the transceiver unit, The charging station according to claim 5, wherein the charging mode or the control information indicating the charging mode is transmitted to the transmission / reception unit again to each of one or more electric vehicles. The charging station further comprises:
Including an operation schedule storage unit for storing an operation schedule of the one or more electric vehicles;
The control unit determines a parking position of the one or more electric vehicles based on the operation schedule read from the operation schedule storage unit, and instructs the parking position to the one or more electric vehicles. 6. The charging station according to claim 5, wherein position information is output. Determine a mode for each of the one or more electric vehicles, a power supply unit that supplies power to one or more electric vehicles in a contactless manner, a transmission / reception unit that communicates with the one or more electric vehicles, and A program for controlling a charging station including a control unit,
The program is stored in a computer.
Determining, for each of the one or more electric vehicles, a charging mode for charging the battery with received power or a relay mode for feeding the received power;
Causing the transmission / reception unit to transmit the control information instructing the charging mode or the relay mode to each of the one or more electric vehicles; and
Causing the power supply unit to supply power to the one or more electric vehicles in a contactless manner.

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