JP2015100246A - Non-contact power transmission system, charging station and vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a non-contact power transmission system, a charging station and a vehicle, capable of preventing power transmission from a power transmission device to a power reception device in a state that power transmission efficiency is extremely decreased, when there is a mismatch in the combination of a tolerable power reception range of the power reception device with a tolerable power transmission range of the power transmission device.SOLUTION: A power source ECU 800 determines suitability of power transmission from power transmission devices 20A, 20B, 20C to a power reception device 120, according to a determination criterion based on a characteristic in regard to the tolerable power transmission range of each primary coil included in the power transmission devices 20A, 20B, 20C, and a characteristic in regard to the tolerable power reception range of a secondary coil included in the power reception device 120.

Description

  The present invention relates to a contactless power transmission system, a charging station, and a vehicle.

  JP 2012-161145 A (Patent Document 1) discloses information obtained by communication between a power transmission device that wirelessly supplies power and a power reception device mounted on a power-driven mobile body. Based on the above, there is disclosed a technique for determining whether or not a mobile body can be powered wirelessly and feeding power when possible. Here, the information to be acquired is information such as the installation position of the coil in the parking space, the movable range of the coil, the coil system, the resonance frequency, or the parts standard.

JP 2012-161145 A JP 2012-191721 A JP2013-154815A JP2013-146154A JP2013-146148A JP 2013-110822 A JP 2013-126327 A

  By the way, the power transmission apparatus can maintain a constant power transmission efficiency even if the position of the power receiving apparatus deviates within the allowable power transmission range from the optimal position (the position where the power transmission efficiency, which is the ratio of the transmission power and the reception power is the maximum). . This allowable power transmission range is a unique value determined by the characteristics of the power transmission device. Further, the power receiving device can maintain a constant power transmission efficiency even if the power transmitting device is displaced from the optimal position within the allowable power receiving range. This allowable power transmission range is a unique value determined by the characteristics of the power receiving device.

  When it is usually difficult to park a vehicle at a position where the transmission efficiency of power from the power transmission device to the power reception device is maximized, and when the vehicle is parked at a position shifted from a position where transmission efficiency is maximized If the combination of the allowable power receiving range of the power receiving device and the allowable power transmission range of the power transmitting device is not matched, power transmission from the power transmitting device to the charging device is performed with extremely low power transmission efficiency.

  However, the diameter of the coil described in JP 2012-161145 A (Patent Document 1) does not define the allowable offset.

  Therefore, an object of the present invention is to transmit power from a power transmitting device to a power receiving device in a state where the power transmission efficiency is extremely low when the combination of the allowable power receiving range of the power receiving device and the allowable power transmission range of the power transmitting device is not compatible. To provide a contactless power transmission system, a charging station, and a vehicle that can be prevented from being performed.

  In order to solve the above problems, the present invention is a non-contact power transmission system that transmits power in a contactless manner between a vehicle and a charging station, wherein the charging station transmits power in a contactless manner, A power transmission device including a secondary coil is provided. The vehicle receives electric power in a non-contact manner and includes a power receiving device including a secondary coil. The vehicle further includes a transmission unit that transmits information representing characteristics relating to the allowable power reception range of the secondary coil. The charging station further includes a receiving unit that receives information indicating characteristics relating to the allowable power receiving range of the secondary coil, characteristics relating to the allowable power transmission range of the primary coil, and determination criteria based on characteristics relating to the allowable power receiving range of the secondary coil. And a control unit that determines whether power transmission from the power transmission device to the power reception device is appropriate. In the allowable transmission range of the primary coil, the power transmission efficiency becomes a predetermined value or more, and in the allowable reception range of the secondary coil, the power transmission efficiency becomes a predetermined value or more.

  As a result, whether or not the combination of the allowable power transmission range of the primary coil and the allowable power reception range of the secondary coil is not matched is determined on the charging station side, so that the power transmission device is in a state where the power transmission efficiency is extremely low. It is possible to prevent power transmission from the power receiving device to the power receiving device.

  The present invention is a contactless power transmission system that transmits power in a contactless manner between a vehicle and a charging station, and the charging station includes a power transmission device that transmits power in a contactless manner and includes a primary coil. . The vehicle receives electric power in a non-contact manner and includes a power receiving device including a secondary coil. The charging station further includes a transmission unit that transmits information representing characteristics relating to the allowable power transmission range of the primary coil. The vehicle further includes a receiving unit that receives information indicating characteristics related to the allowable power transmission range of the primary coil, a characteristic related to the allowable power transmission range of the primary coil, and a criterion based on characteristics related to the allowable power reception range of the secondary coil. A control unit that determines whether power transmission from the power transmission device to the power reception device is appropriate. In the allowable transmission range of the primary coil, the power transmission efficiency becomes a predetermined value or more, and in the allowable reception range of the secondary coil, the power transmission efficiency becomes a predetermined value or more.

  Thus, since it is determined on the vehicle side whether or not the combination of the allowable power transmission range of the primary coil and the allowable power reception range of the secondary coil is suitable, the power transmission efficiency is extremely low. It is possible to prevent power transmission to the power receiving apparatus.

  Preferably, the characteristic related to the allowable power transmission range of the primary coil is the core size of the primary coil, and the characteristic related to the allowable power reception range of the secondary coil is the core size of the secondary coil.

  Thereby, the suitability of power transmission can be determined by the core size of the primary coil and the core size of the secondary coil.

  Preferably, the characteristics relating to the allowable power transmission range of the primary coil include the allowable gap length of the primary coil, the allowable deviation amount of the secondary coil in the front-rear direction of the vehicle, and the allowable deviation amount of the secondary coil in the left-right direction of the vehicle. At least one of the following. The characteristic regarding the allowable power receiving range of the secondary coil is at least one of the allowable gap length of the secondary coil, the allowable deviation amount of the primary coil in the front-rear direction of the vehicle, and the allowable deviation amount of the primary coil in the left-right direction of the vehicle. One.

  Accordingly, at least one of the allowable gap length of the primary coil, the allowable deviation amount of the secondary coil in the front-rear direction of the vehicle, and the allowable deviation amount of the secondary coil in the left-right direction of the vehicle, and the allowable gap of the secondary coil. The propriety of power transmission can be determined by at least one of the length, the allowable displacement amount of the primary coil in the front-rear direction of the vehicle, and the allowable displacement amount of the primary coil in the left-right direction of the vehicle.

  Preferably, the vehicle determines whether or not the voltage received by the power receiving device exceeds a threshold value when the power transmitting device and the power receiving device are aligned, and completes the alignment when the voltage exceeds the threshold value. The vehicle sets a threshold based on the smaller one of the horizontal allowable displacement amount of the primary coil and the horizontal allowable displacement amount of the secondary coil.

  As a result, at the time of alignment, a combination of the horizontal allowable displacement amount of the secondary coil and the horizontal allowable displacement amount of the primary coil used for propriety of power transmission is used. Matching is done appropriately.

  Preferably, the charging station includes a plurality of power transmission devices. The charging station and the vehicle perform pairing processing for specifying which of the plurality of power transmission devices is aligned after completion of alignment between any of the plurality of power transmission devices and the power reception device.

  Thereby, the charging station can determine which power transmission device should perform full-scale power transmission.

  Preferably, after the pairing is completed, the vehicle determines whether or not the voltage received by the power receiving device exceeds a threshold value, and starts the main power reception when the voltage exceeds the threshold value. The vehicle sets a threshold based on the smaller one of the horizontal allowable displacement amount of the primary coil and the horizontal allowable displacement amount of the secondary coil.

  Even when it is detected whether or not the alignment has become invalid due to the movement of the vehicle after pairing and before the actual power transmission (displacement detection), the allowable deviation in the horizontal direction of the primary coil and the secondary coil are also detected. Since the combination of the allowable deviation amounts in the horizontal direction is used, the misregistration detection is appropriately performed.

  A charging station according to the present invention transmits power to a power receiving device of a vehicle in a non-contact manner, and receives information representing characteristics relating to a power receiving device including a primary coil and an allowable power receiving range of a secondary coil included in the power receiving device. And a control unit that determines suitability of power transmission from the power transmitting device to the power receiving device according to a criterion based on the characteristics related to the allowable power transmission range of the primary coil and the characteristics related to the allowable power receiving range of the secondary coil. In the allowable transmission range of the primary coil, the power transmission efficiency becomes a predetermined value or more, and in the allowable reception range of the secondary coil, the power transmission efficiency becomes a predetermined value or more.

As a result, the suitability of power transmission can be determined on the charging station side.
The vehicle according to the present invention receives power from a power transmission device provided in a charging station in a non-contact manner, and receives information indicating characteristics relating to a power reception device including a secondary coil and an allowable power transmission range of the primary coil included in the power transmission device. A receiving unit for receiving, a control unit for determining the propriety of power transmission from the power transmitting device to the power receiving device according to a criterion based on a characteristic related to the allowable power receiving range of the primary coil and a property related to the allowable power transmitting range of the secondary coil; Prepare. In the allowable transmission range of the primary coil, the power transmission efficiency becomes a predetermined value or more, and in the allowable reception range of the secondary coil, the power transmission efficiency becomes a predetermined value or more.

  This makes it possible to determine whether or not power transmission is appropriate on the vehicle side.

  According to the present invention, when the combination of the allowable offset of the power receiving device and the allowable offset of the power transmitting device is not suitable, power transmission from the power transmitting device to the power receiving device is performed in a state where the power transmission efficiency is extremely low. Can be prevented.

1 is an overall configuration diagram of a non-contact power transmission system that is an example of an embodiment of the present invention. It is a figure for demonstrating a mode that a vehicle parks in the parking position in a charging station. It is a figure showing the state after the alignment of a power transmission part and a power receiving part is completed. It is a figure for demonstrating the passage route of the magnetic flux between a power transmission part and a power receiving part. It is a figure for demonstrating offset. It is a figure for demonstrating offset. It is a flowchart for demonstrating the outline of the process which a vehicle and a charging station perform when performing non-contact electric power transmission. FIG. 8 is a timing chart showing changes in transmitted power and received voltage that change in the process of FIG. 7. FIG. It is a figure for demonstrating a core size class. 3 is a diagram illustrating a power transmission suitability map according to the first embodiment. FIG. 3 is a flowchart showing a procedure for determining suitability of power transmission in the first embodiment. 6 is a flowchart showing a procedure for determining whether or not power transmission is appropriate in Modification 1 of Embodiment 1. It is a figure showing the power transmission suitability map of the modification 2 of Embodiment 1. FIG. It is a figure for demonstrating a gap class. It is a figure for demonstrating an offset class. 6 is a diagram illustrating a power transmission suitability map based on a gap class according to Embodiment 2. FIG. 6 is a diagram illustrating a power transmission suitability map based on an offset class according to Embodiment 2. FIG. 10 is a flowchart showing a procedure for determining suitability of power transmission in the second embodiment. It is a figure for demonstrating the setting of the threshold value of the receiving voltage for determining the success or failure of position alignment. 12 is a flowchart showing a procedure for determining whether or not power transmission is appropriate in Modification 1 of Embodiment 2. It is a figure showing the power transmission propriety map based on the gap class of the modification 2 of Embodiment 2. FIG. It is a figure showing the power transmission suitability map based on the offset class of the modification 2 of Embodiment 2. FIG. It is a figure for demonstrating the modification of a pairing process.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Embodiment 1]
(Configuration of contactless power transmission system)
FIG. 1 is an overall configuration diagram of a non-contact power transmission system which is an example of an embodiment of the present invention.

  Referring to FIG. 1, a contactless power transmission system according to the present embodiment includes a vehicle 10 equipped with a power receiving device 120 configured to be able to receive power in a contactless manner, and a power transmission device 20A that transmits power to the power receiving unit 100 from the outside of the vehicle. The charging station 90 includes 20B and 20C.

  Hereinafter, details of specific configurations of the vehicle 10 and the charging station 90 will be further described.

  The vehicle 10 includes a power reception device 120, a power storage device 300, a power generation device 400, a communication device 510, a secondary coil information storage unit 501, a vehicle ECU 500, and a notification device 520. The power receiving device 120 includes a power receiving unit 100, a filter circuit 150, and a rectifying unit 200.

  Charging station 90 includes an external power supply 900, power transmission devices 20A, 20B, and 20C, a communication device 810, a power supply ECU 800, and a primary coil information storage unit 801. Power transmission devices 20A, 20B, and 20C include power supply units 600A, 600B, and 600C, filter circuits 610A, 610B, and 610C, and power transmission units 700A, 700B, and 700C, respectively.

  For example, as shown in FIG. 2, power transmission devices 20A, 20B, and 20C are provided on the ground surface or in the ground at parking positions A, B, and C, respectively, and power reception device 120 is disposed at the lower part of the vehicle body. Note that the location of the power receiving device 120 is not limited to this. For example, if power transmission devices 20A, 20B, and 20C are provided above vehicle 10, power reception device 120 may be provided at the top of the vehicle body.

  Power reception unit 100 includes a secondary coil for receiving power (AC) output from any of power transmission units 700A, 700B, and 700C of power transmission devices 20A, 20B, and 20C in a contactless manner. Information about the characteristics of the secondary coil (core size and the like) is stored in the secondary coil information storage unit 501. The power receiving unit 100 outputs the received power to the rectifying unit 200. The rectifying unit 200 rectifies the AC power received by the power receiving unit 100 and outputs the rectified power to the power storage device 300. The filter circuit 150 is provided between the power reception unit 100 and the rectification unit 200, and suppresses harmonic noise generated when receiving power from any of the power transmission units 700A, 700B, and 700C. The filter circuit 150 is configured by an LC filter including an inductor and a capacitor, for example.

  The power storage device 300 is a rechargeable DC power supply, and is configured by a secondary battery such as a lithium ion battery or a nickel metal hydride battery. The voltage of power storage device 300 is, for example, about 200V. The power storage device 300 stores power output from the rectifying unit 200 and also stores power generated by the power generation device 400. Then, power storage device 300 supplies the stored power to power generation device 400. Note that a large-capacity capacitor can also be used as the power storage device 300. Although not particularly illustrated, a DC-DC converter that adjusts the output voltage of the rectifying unit 200 may be provided between the rectifying unit 200 and the power storage device 300.

  Power generation device 400 generates a driving force for driving vehicle 10 using electric power stored in power storage device 300. Although not particularly illustrated, power generation device 400 includes, for example, an inverter that receives electric power from power storage device 300, a motor driven by the inverter, a drive wheel driven by the motor, and the like. Power generation device 400 may include a generator for charging power storage device 300 and an engine capable of driving the generator.

  The vehicle ECU 500 includes a CPU (Central Processing Unit), a storage device, an input / output buffer, and the like (all not shown), and inputs signals from various sensors and outputs control signals to each device. Control each device in. As an example, vehicle ECU 500 executes traveling control of vehicle 10 and charging control of power storage device 300. Note that these controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).

  Note that a relay 210 is provided between the rectifying unit 200 and the power storage device 300. Relay 210 is turned on by vehicle ECU 500 when power storage device 300 is charged by power transmission devices 20A, 20B, and 20C. A system main relay (SMR) 310 is provided between the power storage device 300 and the power generation device 400. SMR 310 is turned on by vehicle ECU 500 when activation of power generation device 400 is requested.

  Further, a relay 202 is provided between the rectifying unit 200 and the relay 210. The voltage VR across the resistor 201 connected in series with the relay 202 is detected by the voltage sensor 203 and sent to the vehicle ECU 500.

  The vehicle ECU 500 communicates with the communication device 810 of the charging station 90 using the communication device 510 during charging of the power storage device 300 by the power transmission devices 20A, 20B, and 20C, so that the charging start / stop, the power reception status of the vehicle 10, etc. Information is exchanged with power supply ECU 800.

  FIG. 2 is a diagram for explaining how the vehicle 10 moves and the power receiving device 120 and the power transmitting device 20A are aligned. Referring to FIG. 2, the secondary coil in power receiving device 120 becomes the primary coil in power transmitting device 20 </ b> A due to the power received intensity in a vehicle-mounted camera (not shown) or test power transmission (power transmission with weak power) in power transmission unit 700 </ b> A. On the other hand, the vehicle 10 or the charging station 90 determines whether the position is correct, and the notification device 520 notifies the user. Based on the information obtained from the notification device 520, the user moves the vehicle 10 so that the positional relationship between the power receiving device 120 and the power transmitting device 20A is a favorable positional relationship for power transmission and reception. Note that the user does not necessarily have to perform a steering wheel operation or an accelerator operation, and the vehicle 10 may automatically move and adjust the position, and the user may watch it with the notification device 520.

  In the embodiment of the present invention, the suitability of power transmission from the power transmitting apparatus 20A to the power receiving apparatus 120 is determined before such alignment of the power receiving apparatus 120 and the power transmitting apparatus 20A. Here, “appropriate power transmission” means that power transmission is performed with a power transmission efficiency equal to or higher than a predetermined value.

  Referring to FIG. 1 again, power supply units 600A, 600B, and 600C receive power from external power supply 900 such as a commercial power supply, and generate AC power having a predetermined transmission frequency.

  Power transmission units 700 </ b> A, 700 </ b> B, and 700 </ b> C include a primary coil for transmitting power to power reception unit 100 in a contactless manner. Information relating to the characteristics of the primary coil (core size and the like) is stored in the primary coil information storage unit 801. In the present embodiment, power transmission units 700A, 700B, and 700C are assumed to have the same characteristics only in different locations. Therefore, the primary coils included in power transmission units 700A, 700B, and 700C have the same characteristics (core size and the like). The power transmission units 700A, 700B, and 700C receive AC power having a transmission frequency from the power supply unit 600A, and contact the power reception unit 100 of the vehicle 10 via an electromagnetic field generated around the power transmission units 700A, 700B, and 700C. To transmit power.

  Filter circuits 610A, 610B, and 610C are provided between power supply units 600A, 600B, and 600C and power transmission units 700A, 700B, and 700C, and suppress harmonic noise generated from power supply units 600A, 600B, and 600C. Filter circuits 610A, 610B, and 610C are configured by LC filters including an inductor and a capacitor.

  The power supply ECU 800 includes a CPU, a storage device, an input / output buffer, and the like (all not shown), and inputs signals from various sensors and outputs control signals to each device. Take control. As an example, power supply ECU 800 performs switching control of power supply units 600A, 600B, and 600C so that power supply units 600A, 600B, and 600C generate AC power having a transmission frequency. Note that these controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).

  The power supply ECU 800 communicates with the communication device 510 of the vehicle 10 using the communication device 810 during power transmission to the vehicle 10 and exchanges information such as charging start / stop and the power reception status of the vehicle 10 with the vehicle 10. .

  AC power having a predetermined transmission frequency is supplied from power supply units 600A, 600B, and 600C to power transmission units 700A, 700B, and 700 through filter circuits 610A, 610B, and 610C. Each of power transmission units 700A, 700B, 700C and power reception unit 100 of vehicle 10 includes a coil and a capacitor, and is designed to resonate at a transmission frequency. The Q value indicating the resonance strength of power transmission units 700A, 700B, 700C and power reception unit 100 is preferably 100 or more.

  When AC power is supplied from power supply units 600A, 600B, and 600C to power transmission units 700A, 700B, and 700C via filter circuits 610A, 610B, and 610C, a primary coil included in any of power transmission units 700A, 700B, and 700C Then, energy (electric power) moves from one of the power transmission units 700A, 700B, and 700C to the power reception unit 100 through an electromagnetic field formed between the secondary coil of the power reception unit 100. Then, the energy (electric power) that has moved to power reception unit 100 is supplied to power storage device 300 via filter circuit 150 and rectification unit 200.

  Although not particularly illustrated, in power transmission devices 20A, 20B, and 20C, between power transmission units 700, 700B, and 700C and power supply units 600A, 600B, and 600C (for example, power transmission units 700A, 700B, and 700C and filter circuits 610A, 610B, An insulation transformer may be provided between 610C and the above. Also in vehicle 10, an insulating transformer may be provided between power reception unit 100 and rectification unit 200 (for example, between power reception unit 100 and filter circuit 150).

(Coil of power transmission unit and power reception unit)
The primary coil included in the power transmission units 700A, 700B, and 700C and the secondary coil included in the power reception unit 100 are both-end type coils from which magnetic flux passes from one end to the other end.

  When the vehicle 10 is parked at the parking position A, power is transmitted by the power transmitting unit 700A and the power receiving unit 100 as shown in FIG.

  FIG. 3 is a diagram illustrating a state after the alignment of power transmission unit 700A and power reception unit 100 is completed. The power transmission unit 700A includes a primary coil 13A and a flat magnetic material (core) 14A around which the primary coil 13A is wound. The power receiving unit 100 includes a secondary coil 12 and a flat magnetic material (core) 16 around which the secondary coil 12 is wound.

  FIG. 4 is a diagram for explaining a path through which magnetic flux passes between power transmission unit 700 </ b> A and power reception unit 100.

  With reference to FIGS. 3 and 4, the magnetic flux passes through the central portions (inside the magnetic material) of the coils 10 </ b> A and 12 wound around the magnetic materials 14 </ b> A and 16. The magnetic flux that has passed through the inside of the magnetic material 14A from one end of the primary coil 13A toward the other end is directed to one end of the secondary coil 12 and from the one end of the secondary coil 12 to the other end. And return to one end of the primary coil 13A.

  The center of gravity O1 of the magnetic material (core) 14A matches the center of gravity O1 of the primary coil 13A, and the center of gravity O2 of the magnetic material (core) 16 matches the center of gravity O2 of the secondary coil 12. The magnetic material 14A and the magnetic material 16 are arranged perpendicular to the vertical direction (Z direction). Here, the front-rear direction of the vehicle 10 is the X direction, and the left-right direction of the vehicle 10 is the Y direction. The center of gravity O1 of the core 14A of the primary coil 13A is set as the origin of three-dimensional (X, Y, Z) coordinates.

  The component in the vertical direction (Z direction) of the distance between the center of gravity O1 of the core 14A of the primary coil 13A and the center of gravity O2 of the core 16 of the secondary coil 12 is called a gap length. When the horizontal position of the center of gravity O1 of the core 14A of the primary coil 13A and the center of gravity O2 of the core 16 of the secondary coil 12 match (that is, the X coordinate and the Y coordinate match), the primary coil 13A. The distance between the center of gravity O1 of the core 14A and the center of gravity O2 of the core 16 of the secondary coil 12 is the gap length.

Next, offset will be described with reference to FIGS.
The offset in the Y direction is a component in the Y direction of the distance between the center of gravity O1 of the core 14A of the primary coil 13A and the center of gravity O2 of the core 16 of the secondary coil 12. The offset in the X direction is a component in the X direction of the distance between the center of gravity O1 of the core 14A of the primary coil 13A and the center of gravity O2 of the core 16 of the secondary coil 12. Although not shown, the offset in the Z direction is a deviation from a reference gap length determined by the size of the core 14A or 16 of the primary coil 13A or the secondary coil 12 or the like.

(Procedure for contactless power transmission)
FIG. 7 is a flowchart for explaining an outline of processing executed by the vehicle 10 and the charging station 90 when executing non-contact power transmission. FIG. 8 is a timing chart showing changes in transmitted power and received voltage that change in the process of FIG.

  1, 7, and 8, in step S <b> 510, power supply ECU 800 of charging station 90 broadcasts a signal informing that charging is possible when there is an empty parking position.

  In step S30 and step S530, vehicle ECU 500 of vehicle 10 and power supply ECU 800 of charging station 90 exchange information on the coils of each other, and based on the compatibility between the primary coil of charging station 90 and the secondary coil of vehicle 10. Then, it is determined whether or not the power transmission from the power transmission devices 20A, 20B, and 20C of the charging station 90 to the power reception device 120 of the vehicle 10 is appropriate.

  If power transmission is inappropriate, the process ends. If power transmission is appropriate, vehicle ECU 500 advances the process to step S40.

  In step S40, vehicle ECU 500 transmits a weak power transmission request for alignment.

  In step S550, in charging station 90, power transmission devices 20A, 20B, and 20C execute weak power transmission for alignment with power reception device 120.

  In step S50, the vehicle 10 performs alignment by moving the vehicle 10 automatically or manually (see time t1 in FIG. 8). At the time of alignment, vehicle ECU 500 causes relay 202 to conduct, and acquires the magnitude of received voltage VR generated at both ends of resistor 201 detected by voltage sensor 203. Since this voltage is smaller than that during full-scale power transmission, vehicle ECU 500 sets relay 210 in an off state so that it is not affected by power storage device 300 during detection.

  In step S60, when the magnitude of the received voltage VR exceeds the threshold value TH, the vehicle ECU 500 notifies the user that the alignment is successful by the notification device 520. Thereafter, when the user informs that the parking position is OK by pressing the parking switch in the vehicle 10, the process proceeds to step S70 (see time point t2 in FIG. 8).

  In step S70, vehicle ECU 500 transmits a weak power transmission stop request for alignment. In step S560, the power supply ECU 800 of the charging station 90 receives the weak power transmission stop request, and the weak power transmission for alignment by the power transmission devices 20A, 20B, and 20C ends (see time point t3 in FIG. 8).

  For a fixed primary voltage (output voltage from power transmission devices 20A, 20B, and 20C), the secondary voltage (power reception voltage VR) is equal to the primary coil of power transmission devices 20A, 20B, and 20C and power reception device 120. It changes according to the distance between the secondary coils. Therefore, the relationship between the horizontal position difference between the center of gravity O1 of the core of the primary coil and the center of gravity O2 of the core of the secondary coil and the received voltage VR is measured in advance, and the center of gravity O1 of the core of the primary coil and The received voltage VR for the allowable value of the difference in the horizontal position of the center of gravity O2 of the core of the secondary coil is set as the threshold value TH.

  In step S80 and step S580, vehicle ECU 500 and power supply ECU 800 execute a pairing process that specifies which of power transmission devices 20A, 20B, and 20C is aligned.

  The power supply ECU 800 varies the ON duration of the transmission power for each power transmission device. That is, the power transmission device 20A turns on the transmission power for TA time, the power transmission device 20B turns on the transmission power for TB time, and the power transmission device 20C turns on the transmission power for TC time (see time point t4 in FIG. 8). .

  The vehicle ECU 500 notifies the power supply ECU 800 of the ON duration of the received power. In the example of FIG. 8, the power receiving device 120 receives the transmitted power from the power transmitting device 20A. Vehicle ECU 500 notifies power supply ECU 800 that the duration of on-time of the received power is TA. As a result, power supply ECU 800 can be seen to have been aligned with power transmission device 20A.

  In step S590, the charging station 90 performs a full-scale power transmission process by the power transmission device that has been aligned (see time t6 in FIG. 8). In the example of FIG. 8, the power transmission device 20A performs power transmission processing. In step S <b> 90, vehicle 10 performs full-scale power receiving processing by power receiving device 120 and charges power storage device 300 with the received power.

(Determining the propriety of power transmission)
In the embodiment of the present invention, the power from the power transmitting devices 20A, 20B, and 20C to the power receiving device 120 based on the information on the characteristics of the allowable power transmission range of the primary coil and the information on the characteristics of the allowable power receiving range of the secondary coil. Appropriateness of transmission is determined.

  Here, the power transmission efficiency is equal to or greater than the predetermined value E1 in the allowable power transmission range of the primary coil. Further, the power transmission efficiency is equal to or higher than the predetermined value E1 in the allowable power receiving range of the secondary coil.

  The allowable transmission range of the primary coil is defined by the allowable gap length of the primary coil and the amount of allowable deviation in the horizontal direction of the secondary coil. The allowable deviation amount in the horizontal direction of the secondary coil is an allowable value of deviation from the predetermined position of the secondary coil. The allowable gap length of the primary coil is an allowable value in the Z direction between the primary coil and the secondary coil.

  The allowable power receiving range of the secondary coil is defined by the allowable gap length of the secondary coil and the allowable deviation in the horizontal direction of the primary coil. The allowable deviation amount of the primary coil in the horizontal direction is an allowable value of deviation of the primary coil from a predetermined position. The allowable gap length of the secondary coil is an allowable value in the Z direction between the secondary coil and the primary coil.

  The inventor of the present application can maintain power transmission efficiency even when the secondary coil is farther from the primary coil as the core size of the primary coil is larger, and the primary coil becomes 2 as the core size of the secondary coil is larger. We paid attention to the fact that power transmission efficiency can be maintained even if it is away from the next coil.

  In the first embodiment, the information about the core size of the primary coil stored in the primary coil information storage unit 801 is used as information about the characteristics of the allowable power transmission range of the primary coil, and the characteristics of the allowable power reception range of the secondary coil are used. Information relating to the core size of the secondary coil stored in the secondary coil information storage unit 501 is used as information relating to the above.

  In the first embodiment, the core size classes of the primary coil and the secondary coil are defined as shown in FIG. That is, the core size class S represents that the length of the coil core in the ΔX direction is 200 mm and the length of the coil core in the ΔY direction is 200 mm. The primary coil of the core size class S has an allowable power transmission range of ± ΔXS1, ± ΔYS1, and ± ΔZS1 from the center of the core of the primary coil. The secondary coil of the core size class S has an allowable power reception range of ± ΔXS2, ± ΔYS2, and ± ΔZS2 from the center of the core of the secondary coil.

  The core size class M represents that the length of the coil core in the ΔX direction is 300 mm and the length of the coil core in the ΔY direction is 300 mm. The primary coil of the core size class M has an allowable power transmission range of ± ΔXM1, ± ΔYM1, and ± ΔZM1 from the center of the core of the primary coil. The secondary coil of the core size class M has an allowable power reception range of ± ΔXM2, ± ΔYM2, and ± ΔZM2 from the center of the core of the secondary coil.

  The core size class L represents that the length of the coil core in the ΔX direction is 400 mm and the length of the coil core in the ΔY direction is 400 mm. The primary coil of the core size class L has an allowable power transmission range of ± ΔXL, ± ΔYL, and ± ΔZL from the center of the core of the primary coil. The secondary coil of the core size class L has an allowable power reception range of ± ΔXL2, ± ΔYL2, and ± ΔZL2 from the center of the core of the secondary coil. However, ΔXS1 <ΔXM1 <ΔXL1, ΔYS1 <ΔYM1 <ΔYL1, and ΔZS1 <ΔZM1 <ΔZL1. ΔXS2 <ΔXM2 <ΔXL2, ΔYS2 <ΔYM2 <ΔYL2, and ΔZS2 <ΔZM2 <ΔZL2.

  In Embodiment 1, the suitability of power transmission from power transmission devices 20A, 20B, and 20C to power receiving device 120 is determined according to the power transmission suitability map shown in FIG.

  The power transmission suitability map in FIG. 10 defines whether power transmission is appropriate for the combination of the core size class of the primary coil and the core size class of the secondary coil. This reflects a result obtained by an experiment by the present inventor. When the power transmission efficiency exceeds a predetermined value A when the center of gravity O1 of the core of the primary coil and the center of gravity O2 of the core of the secondary coil are separated by a predetermined value in the X, Y, and Z directions. Is determined to be appropriate, and when the power transmission efficiency is less than a predetermined value A, the power transmission is determined to be inappropriate.

  As shown in FIG. 10, when the core size class of the primary coil is S and the core size class of the secondary coil is L, it is determined that power transmission is inappropriate. This is because it is difficult to transmit power from the primary coil on the power transmission side with a small core size to the secondary coil on the power reception side with a large core size.

  FIG. 11 is a flowchart showing a procedure for determining suitability for power transmission in the first embodiment.

  In step S101, vehicle ECU 500 reads information representing the core size class of the secondary coil from secondary coil information storage unit 501, and transmits information representing the core size class of the secondary coil through communication device 510.

  In step S102, power supply ECU 800 receives information representing the core size class of the secondary coil through communication device 810.

  In step S103, power supply ECU 800 reads information representing the core size class of the primary coil from primary coil information storage unit 801.

  In step S104, power supply ECU 800 determines whether power transmission from power transmission devices 20A, 20B, 20C to power reception device 120 is appropriate according to the power transmission appropriateness map shown in FIG. If power transmission is appropriate, the process proceeds to step S105, and if power transmission is inappropriate, the process proceeds to step S106.

  In step S105, power supply ECU 800 transmits information indicating that power transmission from power transmission devices 20A, 20B, and 20C to power reception device 120 is appropriate through communication device 810.

  In step S106, power supply ECU 800 transmits information indicating that power transmission from power transmission devices 20A, 20B, and 20C to power reception device 120 is inappropriate through communication device 810.

  In step S <b> 107, vehicle ECU 500 receives information indicating whether power transmission from power transmission devices 20 </ b> A, 20 </ b> B, 20 </ b> C to power reception device 120 is appropriate via communication device 510.

  In step S108, vehicle ECU 500 causes notification device 520 to display information indicating whether power transmission from power transmission devices 20A, 20B, and 20C to power reception device 120 is appropriate.

  As described above, in the present embodiment, whether the combination of the allowable power receiving range of the secondary coil included in the power receiving apparatus and the allowable power transmitting range of the primary coil included in the power transmitting apparatus is compatible with the core size class If it is determined by a combination of the above and it does not fit, it is possible not to execute power transmission.

  In the above-described embodiment, power supply ECU 800 reads information representing the core size class of the primary coil from primary coil information storage unit 801 and determines whether power transmission is appropriate according to the power transmission suitability map shown in FIG. However, the present invention is not limited to this. Since the core size of the primary coil in the charging station does not change, the power transmission suitability map for determining the suitability of power transmission for the combination of the core size class of the primary coil and the core size class of the secondary coil as shown in FIG. Instead, a power transmission suitability map that determines the suitability of power transmission with respect to the core size of the secondary coil may be used. That is, when the core size class of the primary coil of the charging station is S, the power transmission is appropriate, appropriate, and inappropriate when the core size class of the secondary coil is S, M, and L, respectively. A predetermined power transmission suitability map may be used. Therefore, the process of reading the core size class of the primary coil in step S103 in FIG. 11 is also unnecessary.

[Variation 1 of Embodiment 1]
FIG. 12 is a flowchart showing a procedure for determining whether or not power transmission is appropriate in Modification 1 of Embodiment 1.

  In step S201, power supply ECU 800 reads information representing the core size class of the primary coil from primary coil information storage unit 801, and transmits information representing the core size class of the primary coil through communication device 810.

  In step S202, vehicle ECU 500 receives information representing the core size class of the primary coil through communication device 510.

  In step S203, vehicle ECU 500 reads information representing the core size class of the secondary coil from secondary coil information storage unit 501.

  In step S204, vehicle ECU 500 determines suitability for power transmission from power transmission devices 20A, 20B, and 20C to power receiving device 120 according to the power transmission suitability map shown in FIG. If the power is appropriate, the process proceeds to step S205. If the power transmission is inappropriate, the process proceeds to step S206.

  In step S205, vehicle ECU 500 transmits information representing that power transmission from power transmission devices 20A, 20B, and 20C to power reception device 120 is appropriate through communication device 510.

  In step S206, vehicle ECU 500 transmits information indicating that power transmission from power transmission devices 20A, 20B, and 20C to power reception device 120 is inappropriate through communication device 510.

  In step S <b> 207, power supply ECU 800 receives information indicating whether power transmission from power transmission devices 20 </ b> A, 20 </ b> B, and 20 </ b> C to power reception device 120 is appropriate via communication device 510.

  In step S208, vehicle ECU 500 causes notification device 520 to display information indicating whether power transmission from power transmission devices 20A, 20B, and 20C to power reception device 120 is appropriate.

[Modification 2 of Embodiment 1]
In the second modification of the first embodiment, whether or not power transmission from the power transmission devices 20A, 20B, and 20C to the power receiving device 120 is determined according to the power transmission suitability map shown in FIG. 13 instead of the power transmission suitability map shown in FIG. To do.

  In the power transmission suitability map of FIG. 13, it is determined by experiment that power transmission efficiency is appropriate when the power transmission efficiency is equal to or greater than a predetermined value B greater than the predetermined value A of the first embodiment. When the value is less than B, the power transmission is determined to be inappropriate.

  The use of the power transmission suitability map of FIG. 13 increases the number of cases where power transmission becomes inappropriate compared to the case of using the power transmission suitability map of FIG. 10, but the power transmission is executed with low power transmission efficiency. Can be prevented.

[Embodiment 2]
In the second embodiment, the predetermined position of the primary coil and the predetermined position of the secondary coil are defined as follows.

  The horizontal direction of the predetermined position of the primary coil is a position where the center of gravity O1 of the core of the primary coil coincides with the center of gravity O2 of the core of the secondary coil in the horizontal direction (that is, a position where the power transmission efficiency is maximized). The vertical direction of a predetermined position of the primary coil is a reference gap length of the secondary coil in which the gap length, which is a vertical component of the distance to the secondary coil, is determined by the core size of the secondary coil (the power transmission efficiency is a predetermined value). (The gap length that becomes E2)).

  The horizontal direction of the predetermined position of the secondary coil is a position where the center of gravity O1 of the core of the primary coil coincides with the center of gravity O2 of the core of the secondary coil in the horizontal direction (that is, a position where the power transmission efficiency is maximized). The vertical direction of the predetermined position of the secondary coil indicates that the gap length, which is the vertical component of the distance to the primary coil, is determined by the core size of the primary coil (the power transmission efficiency is a predetermined value). (The gap length that becomes E2)).

  In the second embodiment, as a characteristic regarding the allowable power transmission range of the primary coil, the allowable gap length of the primary coil, the allowable value of the deviation of the secondary coil from the predetermined position of the secondary coil in the longitudinal direction (X direction) of the vehicle. (Allowable offset in the X direction) and an allowable value of the deviation of the secondary coil from the predetermined position of the secondary coil in the left-right direction (Y direction) of the vehicle (Y direction allowable offset) are used.

  The allowable gap length of the primary coil is the sum of the reference gap length of the primary coil and the absolute value of the allowable deviation of the secondary coil in the vertical direction from the predetermined position of the secondary coil (allowable offset in the Z direction). It is.

  In the allowable transmission range determined by the allowable value of the deviation of the secondary coil in the X direction, the allowable value of the deviation of the secondary coil in the Y direction, and the allowable gap length of the primary coil, the power transmission efficiency becomes a predetermined value E1 or more. . However, E1 ≦ E2.

  Further, as a characteristic regarding the allowable power receiving range of the secondary coil, the allowable gap length of the secondary coil, the allowable value of the deviation of the primary coil from the predetermined position of the primary coil in the longitudinal direction (X direction) of the vehicle (X direction) The allowable offset) and the allowable value of the displacement of the primary coil in the left-right direction (Y direction) from the predetermined position of the primary coil (the allowable offset in the Y direction) are used.

  The allowable gap length of the secondary coil is the sum of the reference gap length of the secondary coil and the absolute value of the allowable deviation in the vertical direction of the primary coil from the predetermined position of the primary coil (allowable offset in the Z direction). It is.

  In the allowable power receiving range determined by the allowable value of the above-described primary coil in the X direction, the allowable value of the primary coil in the Y direction, and the allowable gap length of the secondary coil, the power transmission efficiency becomes a predetermined value E1 or more. . However, E1 ≦ E2.

  In the following description, the allowable offset means a combination of an offset in the X direction, an offset in the Y direction, and an offset in the Z direction.

  In the second embodiment, information on the primary coil reference gap length and allowable offset stored in the primary coil information storage unit 801, and the secondary coil reference gap stored in the secondary coil information storage unit 501. Based on the information on the length and the allowable offset, the suitability of power transmission from the power transmitting devices 20A, 20B, 20C to the power receiving device 120 is determined.

  In the second embodiment, the gap classes of the primary coil and the secondary coil are defined as shown in FIG. That is, when the horizontal position of the center of gravity O1 of the core of the primary coil and the center of gravity O2 of the core of the secondary coil coincide, the gap classes S, M, and L of the primary coil are the reference gap lengths, respectively. Represents 100 mm, 150 mm, and 200 mm.

  When the horizontal position of the center of gravity O1 of the core of the primary coil and the center of gravity O1 of the core of the secondary coil coincide with each other, the gap classes S, M, and L of the secondary coil It represents that it is 100 mm, 150 mm, and 200 mm.

  In the second embodiment, the offset classes of the primary coil and the secondary coil are defined as shown in FIG.

  The primary coil offset class S includes an allowable value of deviation in the X direction from the predetermined position of the secondary coil (allowable offset in the X direction), allowable value of deviation in the Y direction (allowable offset in the Y direction), This indicates that the allowable deviation (allowable offset in the Z direction) is ± 50 mm, ± 50 mm, and ± 10 mm, respectively. The primary coil offset class M includes an allowable value of deviation in the X direction from the predetermined position of the secondary coil (allowable offset in the X direction), allowable value of deviation in the Y direction (allowable offset in the Y direction), It represents that the allowable deviation (allowable offset in the Z direction) is ± 100 mm, ± 100 mm, and ± 20 mm, respectively. The offset class L of the primary coil includes an allowable value of deviation in the X direction from the predetermined position of the secondary coil (allowable offset in the X direction), allowable value of deviation in the Y direction (allowable offset in the Y direction), It represents that the allowable deviation (allowable offset in the Z direction) is ± 150 mm, ± 150 mm, and ± 40 mm, respectively.

  The offset class S of the secondary coil includes an allowable value of deviation in the X direction from the predetermined position of the primary coil (allowable offset in the X direction), allowable value of deviation in the Y direction (allowable offset in the Y direction), This indicates that the allowable deviation (allowable offset in the Z direction) is ± 50 mm, ± 50 mm, and ± 10 mm, respectively. The offset class M of the secondary coil includes an allowable value of deviation in the X direction from the predetermined position of the primary coil (allowable offset in the X direction), allowable value of deviation in the Y direction (allowable offset in the Y direction), It represents that the allowable deviation (allowable offset in the Z direction) is ± 100 mm, ± 100 mm, and ± 20 mm, respectively. The offset class L of the secondary coil includes an allowable value of deviation in the X direction from the predetermined position of the primary coil (allowable offset in the X direction), allowable value of deviation in the Y direction (allowable offset in the Y direction), It represents that the allowable deviation (allowable offset in the Z direction) is ± 150 mm, ± 150 mm, and ± 40 mm, respectively.

  In the second embodiment, the propriety of power transmission from power transmission devices 20A, 20B, and 20C to power reception device 120 is determined according to the power transmission suitability map shown in FIG. 16 and the power transmission suitability map shown in FIG.

  The power transmission suitability map of FIG. 16 defines the suitability of power transmission for the combination of the gap class of the primary coil and the gap class of the secondary coil. This reflects a result obtained by an experiment by the present inventor. According to experiments, when the center of gravity O1 of the core of the primary coil and the center of gravity O2 of the core of the secondary coil are separated by a predetermined value in the X, Y, and Z directions in the horizontal direction, If the power transmission efficiency becomes less than a predetermined value A, it is determined that the power transmission is inappropriate.

  As shown in FIG. 16, when the gap class of the primary coil is S and the gap class of the secondary coil is L, it is determined that power transmission is inappropriate. This is because, for example, a coil having a small reference gap length has a small core size, and a coil having a large reference gap length has a large core size, so that the core size is increased from the primary coil on the power transmission side having a small core size. This is because it is considered that power is difficult to transmit to the secondary coil on the power receiving side.

  The power transmission suitability map of FIG. 17 defines the suitability of power transmission for the combination of the offset class of the primary coil and the offset class of the secondary coil. This reflects a result obtained by an experiment by the present inventor. When the power transmission efficiency exceeds a predetermined value A when the center of gravity O1 of the core of the primary coil and the center of gravity O2 of the core of the secondary coil are separated by a predetermined value in the X, Y, and Z directions. Is determined to be appropriate, and when the power transmission efficiency is less than a predetermined value A, the power transmission is determined to be inappropriate.

  As shown in FIG. 17, when the offset class of the primary coil is S and the offset class of the secondary coil is L, it is determined that power transmission is inappropriate. This is because, for example, a coil with a small allowable offset has a small core size and a coil with a large allowable offset has a large core size, so that the power receiving side with a large core size is changed from the primary coil on the power transmission side with a small core size. This is because it is difficult to transmit power to the secondary coil.

  FIG. 18 is a flowchart showing a procedure for determining suitability of power transmission in the second embodiment.

  In step S301, the vehicle ECU 500 reads information representing the gap glass and offset class of the secondary coil from the secondary coil information storage unit 501, and transmits information representing the gap glass and offset class of the secondary coil through the communication device 510. Send.

  In step S302, power supply ECU 800 receives information representing the gap glass and offset class of the secondary coil through communication device 810.

  In step S303, power supply ECU 800 reads information representing the gap glass and the offset class of the primary coil from primary coil information storage unit 801.

  In step S304, power supply ECU 800 determines whether power transmission from power transmission devices 20A, 20B, 20C to power reception device 120 is appropriate according to the power transmission suitability map shown in FIG. 16 and the power transmission suitability map shown in FIG. That is, power supply ECU 800 determines that power transmission is appropriate for the gap glass in the power transmission suitability map shown in FIG. 16, and power transmission is appropriate for the offset class in the power transmission suitability map shown in FIG. It is determined that the power transmission is appropriate. The power supply ECU 800 determines that the power transmission is inappropriate for the gap class in the power transmission suitability map shown in FIG. 16, or that the power transmission is inappropriate for the offset class in the power transmission suitability map shown in FIG. If so, it is determined that power transmission is inappropriate. If power transmission is appropriate, the process proceeds to step S305, and if power transmission is inappropriate, the process proceeds to step S306.

  In step S305, power supply ECU 800 uses communication device 810 to indicate that power transmission from power transmission devices 20A, 20B, and 20C to power reception device 120 is appropriate, and the primary coil gap class, offset class, and core size class. Send information about.

  In step S306, power supply ECU 800 transmits information indicating that power transmission from power transmission devices 20A, 20B, and 20C to power reception device 120 is inappropriate through communication device 810.

  In step S307, vehicle ECU 500 receives information indicating the propriety of power transmission from power transmission devices 20A, 20B, and 20C to power reception device 120 through communication device 510. When electric power transmission is appropriate, vehicle ECU 500 further transmits information related to the gap class, offset class, and core size class of the primary coil.

  In step S308, vehicle ECU 500 causes notification device 520 to display information indicating whether power transmission from power transmission devices 20A, 20B, and 20C to power reception device 120 is appropriate.

(Alignment)
In the alignment of any one of the power transmission devices 20A, 20B, and 20C with the power reception device 120 in step S50 and step S550 of FIG. It is determined whether or not the threshold value TH is exceeded. If the threshold value TH is exceeded, the alignment is completed (alignment OK).

  In the second embodiment, vehicle ECU 500 sets this threshold value TH based on the smaller one of the allowable horizontal offset of the primary coil and the allowable horizontal offset of the secondary coil.

  FIG. 19 is a diagram for explaining setting of the threshold TH of the received voltage for determining success or failure of alignment.

  A curve PX shown in FIG. 19 is a diagram illustrating a power reception voltage with respect to a horizontal shift amount between the center of gravity O1 of the core of the primary coil and the center of gravity O2 of the core of the secondary coil.

  This curve PX is defined by at least one of a gap class, an offset class, and a core size class of the primary coil, and at least one of a gap class, an offset class, and a core size class of the secondary coil.

Therefore, vehicle ECU 500 specifies curve PX by at least one of the gap class, offset class, and core size class of the primary coil and at least one of the gap class, offset class, and core size class of the secondary coil. . Vehicle ECU 500 selects the smaller one of the offset class of the primary coil and the offset class of the secondary coil. For example, when the offset class of the primary coil is S and the offset class of the secondary coil is M, vehicle ECU 500 selects the smaller S. The vehicle ECU 500 calculates the square root of the square sum of the allowable offset in the X direction and the allowable offset in the Y direction of the selected offset class as the allowable deviation amount. For example, when the selected offset class is S, the square root of (50 ² +50 ² ) is calculated as the allowable deviation amount. The vehicle ECU 500 sets the received voltage when the amount of deviation in the specified curve PX is an allowable amount to the threshold value TH.

(Position detection)
After step S80 in FIG. 7 and before step S90, there is a case where a process of detecting a positional deviation between the power transmission devices 20A, 20B, and 20C and the power reception device 120 may be performed. If the positioning is successful and the parking position of the vehicle 10 shifts due to loading / unloading of the vehicle 10 after parking, the positioning of the primary coil and the secondary coil in steps S50 and S550 becomes invalid. This is because the main power receiving process in step S90 should not be executed.

  In the detection of misalignment, the power transmission devices 20A, 20B, and 20C perform weak power transmission for alignment with the power receiving device 120 at the charging station 90, as in the case of alignment. The voltage received by the power receiving device 120 is measured by the voltage sensor 203, and the vehicle ECU 500 determines whether or not the measured voltage VR exceeds the threshold value TH, and confirms that the alignment is not shifted when it exceeds the threshold value TH. Then, the process proceeds to step S90. Similarly to the alignment, the vehicle ECU 500 sets the threshold value TH based on the smaller one of the allowable offset of the primary coil and the allowable offset of the secondary coil when detecting the displacement. Since this threshold value is the same as the threshold value TH at the time of alignment, the description will not be repeated.

  When it is confirmed that the alignment is effective, vehicle ECU 500 notifies power supply ECU 800 to that effect. Thereafter, the main power transmission is started to the power supply ECU 800, and the vehicle ECU 500 starts the main power reception.

  As described above, in this embodiment, whether or not the combination of the allowable power receiving range of the secondary coil included in the power receiving device and the allowable power transmitting range of the primary coil included in the power transmitting device is compatible with the offset class. If the determination is based on the combination of the combination and the gap class, and it does not match, it is possible not to execute power transmission.

  In the present embodiment, the suitability of power transmission is determined using both the gap class and the offset class. However, the present invention is not limited to this. When the gap class is a major factor in determining the suitability of power transmission, the suitability of power transmission may be determined using only the gap class.

  In that case, in steps S301 to S303 in FIG. 18, it is only necessary to transmit information on the gap class of the secondary coil between the vehicle 10 and the charging station 90. The charging station 90 stores the information from the primary coil information storage unit. Only information about the primary coil gap class need be read. Further, in step S304, it is only necessary to determine the propriety of power transmission using only the power transmission propriety map of FIG.

  In this embodiment, the allowable offset in the X direction, the allowable offset in the Y direction, and the allowable offset in the Z direction are determined by the offset class. However, the present invention is not limited to this, and at least one of these three is It may be determined.

[Modification 1 of Embodiment 2]
FIG. 20 is a flowchart showing a procedure for determining whether or not power transmission is appropriate in Modification 1 of Embodiment 2.

  In step S401, power supply ECU 800 reads information representing the gap glass and offset class of the primary coil from primary coil information storage unit 801, and transmits information representing the gap glass and offset class of the primary coil through communication device 810. Send.

  In step S402, vehicle ECU 500 receives information representing the gap coil and the offset class of the primary coil through communication device 510.

  In step S403, vehicle ECU 500 reads information representing the gap glass and offset class of the secondary coil from secondary coil information storage unit 501.

  In step S404, vehicle ECU 500 determines whether power transmission from power transmission devices 20A, 20B, 20C to power reception device 120 is appropriate according to the power transmission suitability map shown in FIG. 16 and the power transmission suitability map shown in FIG. That is, power supply ECU 800 determines that power transmission is appropriate for the gap glass in the power transmission suitability map shown in FIG. 16, and determines that power transmission is appropriate for the offset class in the power transmission suitability map shown in FIG. If so, it is determined that power transmission is appropriate. Power supply ECU 80 vehicle ECU 500 is determined to have inappropriate power transmission with respect to the gap class in the power transmission propriety map shown in FIG. 16, or inadequate power transmission with respect to the offset class in the power transmission suitability map shown in FIG. When it is determined that there is, it is determined that the power transmission is inappropriate. If power transmission is appropriate, the process proceeds to step S405. If power transmission is inappropriate, the process proceeds to step S406.

  In step S405, vehicle ECU 500 transmits information indicating that power transmission from power transmission devices 20A, 20B, and 20C to power reception device 120 is appropriate through communication device 510.

  In step S406, vehicle ECU 500 transmits information indicating that power transmission from power transmission devices 20A, 20B, and 20C to power reception device 120 is inappropriate through communication device 510.

  In step S <b> 407, power supply ECU 800 receives information indicating whether power transmission from power transmission devices 20 </ b> A, 20 </ b> B, 20 </ b> C to power reception device 120 is appropriate via communication device 810.

  In step S408, vehicle ECU 500 causes notification device 520 to display information indicating whether power transmission from power transmission devices 20A, 20B, and 20C to power reception device 120 is appropriate.

[Modification 2 of Embodiment 2]
In the second modification of the second embodiment, whether or not power transmission from the power transmission devices 20A, 20B, and 20C to the power reception device 120 is determined according to the power transmission suitability map shown in FIG. 21 instead of the power transmission suitability map shown in FIG. To do.

  In the power transmission suitability map of FIG. 21, it is determined by experiment that power transmission is appropriate when the power transmission efficiency is equal to or greater than a predetermined value B greater than the predetermined value A of the second embodiment, and the power transmission efficiency is predetermined. When the value is less than B, the power transmission is determined to be inappropriate.

  Further, in the second modification of the second embodiment, the propriety of power transmission from the power transmission devices 20A, 20B, 20C to the power receiving device 120 according to the power transmission suitability map shown in FIG. 22 instead of the power transmission suitability map shown in FIG. Determine.

  In the power transmission suitability map of FIG. 22, it is determined by experiment that power transmission is appropriate when the power transmission efficiency is equal to or greater than a predetermined value B greater than the predetermined value A of the second embodiment, and the power transmission efficiency is predetermined. When the value is less than B, the power transmission is determined to be inappropriate.

  The use of the power transmission suitability map of FIGS. 21 and 22 increases the number of cases where the power transmission becomes inappropriate compared to the case of using the power transmission suitability maps of FIGS. 16 and 17, but the power transmission efficiency is low. It is possible to prevent power transmission.

(Modification)
The present invention is not limited to the above embodiment, and includes, for example, the following modifications.

FIG. 23 is a diagram for explaining a modification of the pairing process.
In FIG. 23, power supply ECU 800 varies the on / off switching cycle of transmitted power for each power transmission device. That is, the power transmission device 20A switches transmission power on and off for each cycle ΔTA, the power transmission device 20B switches transmission power on and off for each cycle ΔTB, and the power transmission device 20C transmits transmission power for each cycle ΔTC. Switching between on and off (see time t4 in FIG. 23).

  Vehicle ECU 500 notifies power supply ECU 800 of the on / off switching cycle of the received power. In the example of FIG. 23, the power receiving device 120 receives the transmitted power from the power transmitting device 20A. Vehicle ECU 500 notifies power supply ECU 800 that the switching cycle of the received power on and off is ΔTA. As a result, power supply ECU 800 knows that alignment has been performed with power transmission device 20A (see time point t5 in FIG. 23).

  The embodiments disclosed this time are also scheduled to be implemented in appropriate combinations. The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

  DESCRIPTION OF SYMBOLS 10 Vehicle, 12 Secondary coil, 13A Primary coil, 14A, 16 Magnetic material, 20A, 20B, 20C Power transmission device, 90 Charging station, 100 Power reception unit, 120 Power reception device, 150, 610A, 610B, 610C Filter circuit, 200 Rectification unit, 201 resistance, 202, 210 relay, 203 voltage sensor, 300 power storage device, 400 power generation device, 500 vehicle ECU, 501 secondary coil information storage unit, 510, 810 communication device, 520 notification device, 600A, 600B, 600C power supply unit, 700, 700B, 700C power transmission unit, 800 power supply ECU, 801 primary coil information storage unit, 900 external power supply.

Claims (9)

A contactless power transmission system for transmitting power in a contactless manner between a vehicle and a charging station,
The charging station includes a power transmission device that transmits power in a contactless manner and includes a primary coil, and the vehicle includes a power reception device that receives power in a contactless manner and includes a secondary coil,
The vehicle further includes:
A transmission unit for transmitting information representing characteristics relating to the allowable power reception range of the secondary coil;
The charging station further includes:
A receiving unit for receiving information indicating characteristics relating to an allowable power receiving range of the secondary coil;
A control unit for determining whether power transmission from the power transmission device to the power receiving device is appropriate according to a criterion based on a characteristic regarding the allowable power transmission range of the primary coil and a property regarding the allowable power receiving range of the secondary coil;
A non-contact power transmission system in which power transmission efficiency is greater than or equal to a predetermined value in an allowable power transmission range of the primary coil, and the power transmission efficiency is greater than or equal to the predetermined value in an allowable power reception range of the secondary coil. A contactless power transmission system for transmitting power in a contactless manner between a vehicle and a charging station,
The charging station includes a power transmission device that transmits power in a contactless manner and includes a primary coil, and the vehicle includes a power reception device that receives power in a contactless manner and includes a secondary coil,
The charging station further includes:
A transmission unit that transmits information representing characteristics relating to the allowable power transmission range of the primary coil;
The vehicle further includes:
A receiving unit for receiving information representing characteristics relating to an allowable power transmission range of the primary coil;
A control unit for determining whether power transmission from the power transmission device to the power receiving device is appropriate according to a criterion based on a characteristic regarding the allowable power transmission range of the primary coil and a property regarding the allowable power receiving range of the secondary coil;
A non-contact power transmission system in which power transmission efficiency is greater than or equal to a predetermined value in an allowable power transmission range of the primary coil, and the power transmission efficiency is greater than or equal to the predetermined value in an allowable power reception range of the secondary coil.   The characteristic regarding the allowable power transmission range of the primary coil is the core size of the primary coil, and the characteristic regarding the allowable power reception range of the secondary coil is the core size of the secondary coil. Non-contact power transmission system. The characteristics related to the allowable power transmission range of the primary coil are the allowable gap length of the primary coil, the allowable deviation amount of the secondary coil in the front-rear direction of the vehicle, and the allowable deviation amount of the secondary coil in the left-right direction of the vehicle. At least one of them,
The characteristics relating to the allowable power receiving range of the secondary coil include the allowable gap length of the secondary coil, the allowable deviation amount of the primary coil in the longitudinal direction of the vehicle, and the allowable deviation amount of the primary coil in the lateral direction of the vehicle. The non-contact power transmission system according to claim 1 or 2, which is at least one of them. The vehicle determines whether or not a voltage received by the power receiving device exceeds a threshold value when the power transmitting device and the power receiving device are aligned, and completes the alignment when the voltage exceeds the threshold value.
The non-contact according to claim 4, wherein the vehicle sets the threshold based on a smaller one of a horizontal allowable deviation amount of the primary coil and a horizontal allowable deviation amount of the secondary coil. Power transmission system. The charging station includes a plurality of the power transmission devices,
The charging station and the vehicle are paired to identify which of the plurality of power transmission devices is aligned after completion of alignment between any of the plurality of power transmission devices and the power reception device. The contactless power transmission system according to claim 4, wherein: The vehicle determines whether or not the voltage received by the power receiving device exceeds a threshold after the pairing is completed, and starts receiving the power when the voltage exceeds the threshold.
The non-contact according to claim 6, wherein the vehicle sets the threshold based on a smaller one of a horizontal allowable displacement amount of the primary coil and a horizontal allowable displacement amount of the secondary coil. Power transmission system. A power transmission device including a primary coil that transmits power to a power receiving device of a vehicle in a contactless manner;
A receiving unit that receives information representing characteristics relating to an allowable power receiving range of a secondary coil included in the power receiving device;
A control unit for determining whether power transmission from the power transmission device to the power receiving device is appropriate according to a criterion based on a characteristic regarding the allowable power transmission range of the primary coil and a property regarding the allowable power receiving range of the secondary coil;
A charging station in which power transmission efficiency is greater than or equal to a predetermined value in an allowable power transmission range of the primary coil, and the power transmission efficiency is greater than or equal to the predetermined value in an allowable power reception range of the secondary coil. A power receiving device including a secondary coil that receives power in a non-contact manner from a power transmitting device provided in the charging station;
A receiving unit that receives information indicating characteristics relating to an allowable power transmission range of a primary coil included in the power transmission device;
A control unit that determines the propriety of power transmission from the power transmission device to the power reception device according to a criterion based on a characteristic regarding the allowable power reception range of the primary coil and a property regarding the allowable power transmission range of the secondary coil;
A vehicle in which power transmission efficiency is greater than or equal to a predetermined value in an allowable power transmission range of the primary coil, and the power transmission efficiency is greater than or equal to the predetermined value in an allowable power reception range of the secondary coil.

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