JPWO2013088488A1 - Non-contact power transmission / reception system, vehicle and power transmission device - Google Patents

Abstract

The non-contact power transmission / reception system is provided in the power transmission device (200A or 200B), and a power transmission unit (220) for power transmission to the vehicle in a non-contact manner, and a power supply from the power transmission unit (220) in the vehicle without contact. Power receiving unit (110) for receiving power, and a control device (240, 300) for controlling at least one of power transmitting unit (220) and power receiving unit (110). The control device (240, 300) performs control so that power is transmitted and received when the power receiving efficiency of the power receiving unit of the power transmitted from the power transmitting unit (220) is larger than the threshold value. This threshold value can be variably set for the control devices (240, 300). Preferably, the control device sets the higher one of the first threshold value determined corresponding to the power transmission device and the second threshold value determined corresponding to the vehicle as the threshold value.

Description

  The present invention relates to a non-contact power transmission / reception system, a vehicle, and a power transmission device, and more particularly to a non-contact power transmission / reception system that performs non-contact power transfer with a vehicle.

  Japanese Patent Laying-Open No. 2006-345588 (Patent Document 1) discloses a technique that enables power feeding in a non-contact power feeding device without impairing efficiency even when the stop position of the electric vehicle is shifted.

  The non-contact power supply device includes a primary coil that is electromagnetically coupled to a secondary coil of the electric vehicle, a communication unit that acquires a power reception state on the secondary coil side, and a power supply state acquisition unit that acquires a power supply state on the primary coil side. The efficiency acquisition unit that acquires the efficiency from the power supply state on the primary coil side obtained by the power supply state acquisition unit and the power reception state on the secondary coil side obtained by the communication unit, and the efficiency obtained by the efficiency acquisition unit is maximized A positioning unit that moves the position of the primary coil so as to control, a retry instruction unit that transmits a retry signal to the secondary coil side via the communication unit when the efficiency is less than a predetermined value, and a non-contact power feeding device And a control unit.

JP 2006-345588 A JP 2011-215703 A

  In Japanese Patent Application Laid-Open No. 2006-345588, when power reception efficiency is equal to or lower than a predetermined value, a retry is made without supplying power. However, depending on the situation, the user of the vehicle may want to start charging early even if the power reception efficiency is low to some extent. It is required to achieve charging in a state desirable for a vehicle user or a power transmission device manager.

  An object of the present invention is to provide a non-contact power transmission / reception system, a vehicle, and a power transmission device that can realize power transmission / reception between the vehicle and the power transmission device in a state desirable for a vehicle user or a power transmission device manager.

  In summary, the present invention is a non-contact power transmission / reception system, which is provided in a power transmission device and configured to transmit power to a vehicle in a non-contact manner, and is provided in the vehicle and receives power from the power transmission unit in a non-contact manner. And a control device that controls at least one of the power transmission unit and the power reception unit. The control device performs control so that power is transmitted and received when the power receiving efficiency of the power received from the power transmitting unit is larger than the threshold, and the threshold can be set variably.

  Preferably, the control device sets the higher one of the first threshold value determined corresponding to the power transmission device and the second threshold value determined corresponding to the vehicle as the threshold value.

  In another aspect, the present invention is a vehicle, and includes a power receiving unit for receiving power in a non-contact manner from a power transmitting unit provided in the power transmitting device, and a control device that controls the power receiving unit. The control device performs control so that power is transmitted and received when the power receiving efficiency of the power received from the power transmitting unit is larger than the threshold, and the threshold can be set variably.

Preferably, the control device sets a threshold value based on an input from the user.
Preferably, the control device sets a threshold value based on information transmitted from the power transmission device.

  Preferably, the control device sets the threshold value based on information regarding the installation location of the power transmission device.

Preferably, the control device sets a threshold based on information related to the power supply time.
Preferably, the control device sets the first threshold value when the first threshold value predetermined corresponding to the power transmission device is equal to or greater than the second threshold value predetermined corresponding to the vehicle. If the first threshold value is less than the second threshold value, the threshold value is set to be equal to or greater than the second threshold value.

  In yet another aspect, the present invention is a power transmission device, and includes a power transmission unit for transmitting power in a non-contact manner to a power reception unit of a vehicle, and a control device for controlling the power transmission unit. The control device performs control so that power is transmitted and received when the power receiving efficiency of the power received from the power transmitting unit is larger than the threshold, and the threshold can be set variably.

Preferably, the control device sets a threshold value based on an input from the user.
Preferably, the control device sets a threshold value based on information transmitted from the vehicle.

  Preferably, the control device sets the threshold value based on information regarding the installation location of the power transmission device.

Preferably, the control device sets a threshold based on information related to the power supply time.
Preferably, the control device sets the first threshold value when the first threshold value predetermined corresponding to the power transmission device is equal to or greater than the second threshold value predetermined corresponding to the vehicle. If the first threshold value is less than the second threshold value, the threshold value is set to be equal to or greater than the second threshold value.

  ADVANTAGE OF THE INVENTION According to this invention, possibility that the electric power feeding to a vehicle in a desirable state for the user of a vehicle or the manager of a power transmission apparatus can be implement | achieved can be improved.

1 is an overall configuration diagram of a non-contact power transmission / reception system 10A according to an embodiment of the present invention. 1 is an overall configuration diagram of a non-contact power transmission / reception system 10B according to an embodiment of the present invention. It is a figure for demonstrating the principle of the power transmission by the resonance method. It is the figure which showed the relationship between the distance from an electric current source (magnetic current source), and the intensity | strength of an electromagnetic field. It is a figure which shows the simulation model of an electric power transmission system. It is a figure which shows the shift | offset | difference of the natural frequency between a power transmission apparatus and a power receiving apparatus, and efficiency. It is a detailed block diagram of the non-contact power transmission / reception system 10B shown in FIG. It is a flowchart for demonstrating the control performed with a power transmission apparatus and a vehicle. It is a figure for demonstrating the 1st example about position shift. It is a figure for demonstrating the 2nd example about position shift. FIG. 9 is a flowchart for explaining an example of a power reception efficiency determination threshold value setting process executed in steps S3 and S103 of FIG. 8. FIG. 12 is a flowchart for explaining a power reception efficiency determination threshold value setting process executed in steps S3A and S103A, which are modifications of steps S3 and S103 in FIG.

  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.

  FIG. 1 is an overall configuration diagram of a non-contact power transmission / reception system 10A according to an embodiment of the present invention. FIG. 1 shows an example of charging a vehicle battery at home or the like.

  Referring to FIG. 1, non-contact power transmission / reception system 10A includes a vehicle 100 and a power transmission device 200A. Vehicle 100 includes a power reception unit 110 and a communication unit 160. The power transmission device 200A includes a high frequency power supply device 210A, a power transmission unit 220, and a communication unit 230.

  The power receiving unit 110 is installed on the bottom surface of the vehicle body, and is configured to receive power transmitted from the power transmitting unit 220 of the power transmitting device 200A in a non-contact manner. Specifically, power reception unit 110 includes a coil (hereinafter referred to as a self-resonance coil, which may be appropriately called “resonance coil”) described later, and a self-resonance coil included in power transmission unit 220. Receiving power from the power transmission unit 220 in a non-contact manner by resonating via an electromagnetic field. Communication unit 160 is a communication interface for performing communication between vehicle 100 and power transmission device 200A.

  High frequency power supply apparatus 210A converts, for example, commercial AC power supplied via household power meter 212 into high frequency power and outputs the power to power transmission unit 220.

  The power transmission unit 220 is installed on the floor surface of a parking lot, for example, and is configured to send the high frequency power supplied from the high frequency power supply device 210 </ b> A to the power reception unit 110 of the vehicle 100 in a non-contact manner. Specifically, the power transmission unit 220 includes a self-resonant coil, and the self-resonant coil resonates with the self-resonant coil included in the power receiving unit 110 via an electromagnetic field, thereby transmitting power to the power receiving unit 110 in a non-contact manner. Communication unit 230 is a communication interface for performing communication between power transmission device 200 </ b> A and vehicle 100.

  FIG. 2 is an overall configuration diagram of the non-contact power transmission / reception system 10B according to the embodiment of the present invention. FIG. 2 shows an example in which a vehicle battery is charged by a charging stand or the like.

  Referring to FIG. 2, non-contact power transmission / reception system 10B includes a vehicle 100 and a power transmission device 200B. The power transmission device 200B refers to the vehicle data registered in the authentication server 270 and authenticates the vehicle. Since vehicle 100 is common to FIG. 1, description of power receiving unit 110 and the like will not be repeated.

  In the case of a shared power transmission device as shown in FIG. 2, it may be possible to charge a user (owner or user) of a charged vehicle for each charge. In addition, even if you do not charge, you may want to limit the vehicles to be charged (for example, if the power transmission device is owned by the company and you want to charge only for company-owned vehicles or if it is not suitable for the power transmission device) If you want to exclude the vehicle).

  In such a case, in order to specify the user of the vehicle or to specify the vehicle, authentication is performed by performing communication between the vehicle and the power transmission device. The authentication does not necessarily involve charging as long as it identifies the user or vehicle. In some cases, authentication may not be performed when charging is performed after communication.

  Power transmission device 200B includes a high-frequency power supply device 210B and a power transmission unit 220. The high frequency power supply device 210 </ b> B includes a display unit 242, a fee receiving unit 246, and a communication unit 230. The high frequency power supply device 210B converts, for example, commercial AC power into high frequency power and outputs it to the power transmission unit 220. Note that the high frequency power supply device 210B may be supplied with power from a power supply device such as a solar power generation device or a wind power generation device.

Since power transmission unit 220 is common to the case of FIG. 1, description thereof will not be repeated.
Here, when power is supplied from the power transmission device 200A of FIG. 1 or the power transmission device 200B of FIG. 2 to the vehicle 100, the vehicle 100 is guided to the vicinity of the power transmission unit 220 to align the power reception unit 110 and the power transmission unit 220 of the vehicle 100. Need to do. That is, the vehicle 100 is not easily aligned. In the portable device, the user can easily lift it by hand and place it at an appropriate position of a power supply unit such as a charger. However, it is necessary for the user to operate the vehicle to stop the vehicle at an appropriate position, and fine position adjustment is difficult.

  The resonance method using an electromagnetic field can transmit relatively large power even if the transmission distance is several meters. Therefore, in non-contact power transmission / reception systems 10A and 10B according to this embodiment, power is supplied from power transmission devices 200A and 200B to vehicle 100 using a resonance method.

  In the contactless power transmission and reception system according to the present embodiment, the natural frequency of power transmission unit 220 and the natural frequency of power reception unit 110 are the same natural frequency.

  The “natural frequency of the power transmission unit” means a vibration frequency when an electric circuit including a coil and a capacitor of the power transmission unit vibrates freely. In addition, in the electric circuit including the coil and the capacitor of the power transmission unit, the natural frequency when the braking force or the electric resistance is zero or substantially zero is referred to as “the resonance frequency of the power transmission unit”.

  Similarly, the “natural frequency of the power reception unit” means a vibration frequency when the electric circuit including the coil and the capacitor of the power reception unit freely vibrates. In addition, in the electric circuit including the coil and the capacitor of the power receiving unit, the natural frequency when the braking force or the electric resistance is zero or substantially zero is referred to as “the resonance frequency of the power receiving unit”.

  In this specification, the “same natural frequency” includes not only completely the same case but also the case where the natural frequencies are substantially the same. “The natural frequency is substantially the same” means that the difference between the natural frequency of the power transmission unit and the natural frequency of the power reception unit is within ± 10% of the natural frequency of the power transmission unit or the natural frequency of the power reception unit.

FIG. 3 is a diagram for explaining the principle of power transmission by the resonance method.
Referring to FIG. 3, in this resonance method, in the same way as two tuning forks resonate, two LC resonance coils having the same natural frequency resonate in an electromagnetic field (near field), and thereby, from one coil. Electric power is transmitted to the other coil via an electromagnetic field.

  Specifically, the primary coil 320 is connected to the high-frequency power source 310, and high-frequency power is supplied to the primary self-resonant coil 330 that is magnetically coupled to the primary coil 320 by electromagnetic induction. The primary self-resonant coil 330 is an LC resonator having an inductance and stray capacitance of the coil itself, and resonates with a secondary self-resonant coil 340 having the same resonance frequency as the primary self-resonant coil 330 via an electromagnetic field (near field). . Then, energy (electric power) moves from the primary self-resonant coil 330 to the secondary self-resonant coil 340 via the electromagnetic field. The energy (electric power) transferred to the secondary self-resonant coil 340 is taken out by the secondary coil 350 magnetically coupled to the secondary self-resonant coil 340 by electromagnetic induction and supplied to the load 360. Note that power transmission by the resonance method is realized when the Q value indicating the resonance intensity between the primary self-resonant coil 330 and the secondary self-resonant coil 340 is greater than 100, for example.

  In the contactless power transmission and reception system according to the present embodiment, power is transmitted from the power transmission unit to the power reception unit by resonating the power transmission unit and the power reception unit with an electromagnetic field. The coupling coefficient (κ) between the parts is preferably 0.1 or less. Note that the coupling coefficient (κ) is not limited to this value, and may take various values that improve power transmission. In general, in power transmission using electromagnetic induction, the coupling coefficient (κ) between the power transmission unit and the power reception unit is close to 1.0.

  1 and FIG. 2, the secondary self-resonant coil 340 and the secondary coil 350 correspond to the power receiving unit 110 in FIG. 1, and the primary coil 320 and the primary self-resonant coil 330 transmit power in FIG. Corresponds to the portion 220.

  As described above, in the contactless power transmission and reception system according to the present embodiment, power is transmitted from the power transmission unit to the power reception unit by causing the power transmission unit and the power reception unit to resonate with each other by an electromagnetic field. For example, “magnetic resonance coupling”, “magnetic field (magnetic field) resonance coupling”, “electromagnetic field (electromagnetic field) resonance coupling” or “electric field (electric field) resonance coupling” "

  The “electromagnetic field (electromagnetic field) resonance coupling” means a coupling including any of “magnetic resonance coupling”, “magnetic field (magnetic field) resonance coupling”, and “electric field (electric field) resonance coupling”.

  Since the power transmission unit and the power reception unit described in this specification employ a coil-shaped antenna, the power transmission unit and the power reception unit are mainly coupled by a magnetic field (magnetic field). The part is “magnetic resonance coupling” or “magnetic field (magnetic field) resonance coupling”.

  For example, an antenna such as a meander line can be adopted as the power transmission unit and the power reception unit. In this case, the power transmission unit and the power reception unit are mainly coupled by an electric field (electric field). At this time, the power transmission unit and the power reception unit are “electric field (electric field) resonance coupled”.

FIG. 4 is a diagram showing the relationship between the distance from the current source (magnetic current source) and the intensity of the electromagnetic field.
Referring to FIG. 4, the electromagnetic field includes three components. The curve k1 is a component that is inversely proportional to the distance from the wave source, and is referred to as a “radiated electromagnetic field”. A curve k2 is a component inversely proportional to the square of the distance from the wave source, and is referred to as an “induction electromagnetic field”. The curve k3 is a component inversely proportional to the cube of the distance from the wave source, and is referred to as an “electrostatic magnetic field”.

  Among these, there is a region where the intensity of the electromagnetic wave rapidly decreases with the distance from the wave source. In the resonance method, energy (electric power) is transmitted using this near field (evanescent field). That is, by using a near field to resonate a pair of resonators (for example, a pair of LC resonance coils) having the same natural frequency, one resonator (primary self-resonant coil) and the other resonator (two Energy (electric power) is transmitted to the next self-resonant coil. Since this near field does not propagate energy (electric power) far away, the resonance method transmits power with less energy loss than electromagnetic waves that transmit energy (electric power) by "radiation electromagnetic field" that propagates energy far away. be able to.

FIG. 5 is a diagram illustrating a simulation model of the power transmission system.
FIG. 6 is a diagram illustrating a relationship between the deviation of the natural frequency and the efficiency between the power transmission device and the power reception device.

  Simulation results obtained by analyzing the relationship between the natural frequency difference and the power transmission efficiency will be described with reference to FIGS. 5 and 6. The power transmission system 89 includes a power transmission device 90 and a power reception device 91. The power transmission device 90 includes an electromagnetic induction coil 92 and a power transmission unit 93. The power transmission unit 93 includes a resonance coil 94 and a capacitor 95 provided in the resonance coil 94.

  The power receiving device 91 includes a power receiving unit 96 and an electromagnetic induction coil 97. The power receiving unit 96 includes a resonance coil 99 and a capacitor 98 connected to the resonance coil 99.

  The inductance of the resonance coil 94 is defined as an inductance Lt, and the capacitance of the capacitor 95 is defined as a capacitance C1. An inductance of the resonance coil 99 is an inductance Lr, and a capacitance of the capacitor 98 is a capacitance C2. When each parameter is set in this way, the natural frequency f1 of the power transmission unit 93 is represented by the following equation (1), and the natural frequency f2 of the power receiving unit 96 is represented by the following equation (2).

f1 = 1 / {2π (Lt × C1) ^1/2 } (1)
f2 = 1 / {2π (Lr × C2) ^1/2 } (2)
Here, when the inductance Lr and the capacitances C1 and C2 are fixed and only the inductance Lt is changed, the relationship between the deviation of the natural frequency of the power transmission unit 93 and the power reception unit 96 and the power transmission efficiency is shown in FIG. . In this simulation, the relative positional relationship between the resonance coil 94 and the resonance coil 99 is fixed, and the frequency of the current supplied to the power transmission unit 93 is constant.

  In the graph shown in FIG. 6, the horizontal axis indicates the deviation (%) of the natural frequency, and the vertical axis indicates the transmission efficiency (%) at a constant frequency. The deviation (%) in the natural frequency is expressed by the following equation (3).

(Deviation of natural frequency) = {(f1−f2) / f2} × 100 (%) (3)
As is clear from FIG. 6, when the deviation (%) in natural frequency is ± 0%, the power transmission efficiency is close to 100%. When the deviation (%) in natural frequency is ± 5%, the power transmission efficiency is 40%. When the deviation (%) of the natural frequency is ± 10%, the power transmission efficiency is 10%. When the deviation (%) in natural frequency is ± 15%, the power transmission efficiency is 5%. That is, by setting the natural frequency of each power transmitting unit and the power receiving unit such that the absolute value (difference in natural frequency) of the deviation (%) of the natural frequency falls within the range of 10% or less of the natural frequency of the power receiving unit 96. It can be seen that the power transmission efficiency can be increased to a practical level. Furthermore, if the natural frequency of each power transmission unit and the power receiving unit is set so that the absolute value of the deviation (%) of the natural frequency is 5% or less of the natural frequency of the power receiving unit 96, the power transmission efficiency can be further increased. It is more preferable. The simulation software employs electromagnetic field analysis software (JMAG (registered trademark): manufactured by JSOL Corporation).

  Even if a method with a large positional deviation tolerance is adopted as in the resonance method described above, higher power reception efficiency can be obtained as positioning is performed better. Therefore, a reference (threshold value for determining power reception efficiency) for determining whether the power reception efficiency is sufficient to complete the alignment at the time of alignment or to start full-scale power reception is necessary.

  For example, when the user is an individual and charges the power storage device of the vehicle in the individual home, power is supplied from the home distribution board to the power transmission device. In that case, since the electric power company charges the user based on the amount of power used by the power transmission device (that is, the amount of power transmission), the user may want to increase the power receiving efficiency even if the positioning is somewhat difficult.

  In addition, when the user is an individual and charges the power storage device of the vehicle from a power supply provider such as a charging stand outside the home, the user is charged based on the amount of power received by the vehicle, not the amount of power transmitted. There is also a possibility that. This is because the charge system may be difficult to be accepted by the user due to the power reception efficiency that depends on the price per unit power amount per charge (hereinafter referred to as a power unit price). In such a case, the user may not care much about the power reception efficiency, and may want to start charging quickly without taking time for alignment.

  Therefore, in this embodiment, a threshold value for determining power reception efficiency is used as a reference for determining whether or not to continue power reception, and this threshold value can be set variably without being fixed. The vehicle or the power transmission device is configured as described above.

  FIG. 7 is a detailed configuration diagram of the non-contact power transmission / reception system 10B shown in FIG. Note that the non-contact power transmission / reception system 10A shown in FIG. 1 is common to the vehicle 100, and the power transmission device 200A is the same as the power transmission device 200B except that the authentication server 270 and the fee receiving unit 246 are not provided. Therefore, the contactless power transmission / reception system 10B will be typically described.

  7, in addition to power receiving unit 110 and communication unit 160, vehicle 100 includes a rectifier 180, a charge relay (CHR) 170, a power storage device 190, a system main relay (SMR) 115, and power control. A unit PCU (Power Control Unit) 120, a motor generator 130, a power transmission gear 140, a drive wheel 150, a vehicle ECU (Electronic Control Unit) 300 as a control device, a current sensor 171, a voltage sensor 172, A car navigation device 301. Power receiving unit 110 includes a secondary self-resonant coil 111, a capacitor 112, and a secondary coil 113.

  In this embodiment, an electric vehicle is described as an example of vehicle 100, but the configuration of vehicle 100 is not limited to this as long as the vehicle can travel using electric power stored in the power storage device. Other examples of the vehicle 100 include a hybrid vehicle equipped with an engine and a fuel cell vehicle equipped with a fuel cell.

  The secondary self-resonant coil 111 receives power from the primary self-resonant coil 221 included in the power transmission device 200B by electromagnetic resonance using an electromagnetic field.

  The secondary self-resonant coil 111 and the primary self-resonant coil 221 are based on the distance from the primary self-resonant coil 221 of the power transmission device 200B, the resonant frequencies of the primary self-resonant coil 221 and the secondary self-resonant coil 111, and the like. The Q value indicating the resonance intensity with the secondary self-resonant coil 111 is increased (for example, Q> 100), and the coupling coefficient (κ) indicating the degree of coupling is decreased (for example, 0.1 or less). The number of turns and the distance between the coils are appropriately set.

  The capacitor 112 is connected to both ends of the secondary self-resonant coil 111 and forms an LC resonance circuit together with the secondary self-resonant coil 111. The capacity of the capacitor 112 is appropriately set so as to have a predetermined resonance frequency according to the inductance of the secondary self-resonant coil 111. Note that the capacitor 112 may be omitted when a desired resonance frequency can be obtained with the stray capacitance of the secondary self-resonant coil 111 itself.

  The secondary coil 113 is provided coaxially with the secondary self-resonant coil 111 and can be magnetically coupled to the secondary self-resonant coil 111 by electromagnetic induction. The secondary coil 113 takes out the electric power received by the secondary self-resonant coil 111 by electromagnetic induction and outputs it to the rectifier 180.

  Rectifier 180 rectifies the AC power received from secondary coil 113 and outputs the rectified DC power to power storage device 190 via CHR 170. For example, the rectifier 180 may include a diode bridge and a smoothing capacitor (both not shown). As the rectifier 180, it is possible to use a so-called switching regulator that performs rectification using switching control. However, the rectifier 180 may be included in the power receiving unit 110 to prevent malfunction of the switching element due to the generated electromagnetic field. Therefore, it is more preferable to use a static rectifier such as a diode bridge.

  Note that in this embodiment, the DC power rectified by the rectifier 180 is directly output to the power storage device 190. However, when the DC voltage after rectification is different from the charge voltage allowable by the power storage device 190, May be provided with a DC / DC converter (not shown) for voltage conversion between rectifier 180 and power storage device 190.

  A load resistor 173 for position detection and a relay 174 connected in series are connected to the output portion of the rectifier 180. Before the vehicle authentication is completed and full-scale charging is started, weak power is transmitted as a test signal from the power transmission device 200B to the vehicle. At this time, relay 174 is controlled by control signal SE3 from vehicle ECU 300 to be in a conductive state.

  Voltage sensor 172 is provided between a pair of power lines connecting rectifier 180 and power storage device 190. Voltage sensor 172 detects the DC voltage on the secondary side of rectifier 180, that is, the received voltage received from power transmission device 200B, and outputs the detected value VC to vehicle ECU 300. The vehicle ECU 300 determines the power reception efficiency based on the voltage VC, and transmits information related to the power reception efficiency to the power transmission device via the communication unit 160.

  Current sensor 171 is provided on a power line connecting rectifier 180 and power storage device 190. Current sensor 171 detects a charging current for power storage device 190 and outputs the detected value IC to vehicle ECU 300.

  CHR 170 is electrically connected to rectifier 180 and power storage device 190. CHR 170 is controlled by a control signal SE2 from vehicle ECU 300, and switches between supply and interruption of power from rectifier 180 to power storage device 190.

  The power storage device 190 is a power storage element configured to be chargeable / dischargeable. The power storage device 190 includes, for example, a secondary battery such as a lithium ion battery, a nickel metal hydride battery, or a lead storage battery, and a power storage element such as an electric double layer capacitor.

  Power storage device 190 is connected to rectifier 180 through CHR 170. The power storage device 190 stores the power received by the power receiving unit 110 and rectified by the rectifier 180. The power storage device 190 is also connected to the PCU 120 via the SMR 115. Power storage device 190 supplies power for generating vehicle driving force to PCU 120. Further, power storage device 190 stores the electric power generated by motor generator 130. The output of power storage device 190 is, for example, about 200V.

  Although not shown, power storage device 190 is provided with a voltage sensor and a current sensor for detecting voltage VB of power storage device 190 and input / output current IB. These detection values are output to vehicle ECU 300. Vehicle ECU 300 calculates the state of charge of power storage device 190 (also referred to as “SOC (State Of Charge)”) based on voltage VB and current IB.

  SMR 115 is inserted in a power line connecting power storage device 190 and PCU 120. SMR 115 is controlled by control signal SE <b> 1 from vehicle ECU 300, and switches between supply and interruption of power between power storage device 190 and PCU 120.

  Although not shown, the PCU 120 includes a converter and an inverter. The converter is controlled by a control signal PWC from vehicle ECU 300 to convert the voltage from power storage device 190. The inverter is controlled by a control signal PWI from vehicle ECU 300 and drives motor generator 130 using electric power converted by the converter.

  Motor generator 130 is an AC rotating electric machine, for example, a permanent magnet type synchronous motor including a rotor in which permanent magnets are embedded.

  The output torque of motor generator 130 is transmitted to drive wheels 150 via power transmission gear 140 to cause vehicle 100 to travel. The motor generator 130 can generate electric power by the rotational force of the drive wheels 150 during the regenerative braking operation of the vehicle 100. Then, the generated power is converted by PCU 120 into charging power for power storage device 190.

  In a hybrid vehicle equipped with an engine (not shown) in addition to motor generator 130, necessary vehicle driving force is generated by operating this engine and motor generator 130 in a coordinated manner. In this case, the power storage device 190 can be charged using the power generated by the rotation of the engine.

  As described above, communication unit 160 is a communication interface for performing wireless communication between vehicle 100 and power transmission device 200B. Communication unit 160 outputs battery information INFO including SOC of power storage device 190 from vehicle ECU 300 to power transmission device 200B. Communication unit 160 outputs signals STRT and STP instructing start and stop of power transmission from power transmission device 200B to power transmission device 200B.

  The vehicle ECU 300 includes a CPU (Central Processing Unit), a storage device, and an input / output buffer, all of which are not shown in FIG. 1, and inputs signals from each sensor and outputs control signals to each device. The vehicle 100 and each device are controlled. Note that these controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).

  When vehicle ECU 300 receives charge start signal TRG by a user operation or the like, vehicle ECU 300 outputs a signal STRT instructing the start of power transmission to power transmission device 200B via communication unit 160 based on the fact that a predetermined condition is satisfied. . In addition, vehicle ECU 300 outputs a signal STP instructing to stop power transmission to power transmission device 200B via communication unit 160 based on the fact that power storage device 190 is fully charged or an operation by the user.

  Power transmission device 200B includes a high-frequency power supply device 210B and a power transmission unit 220. In addition to the communication unit 230, the high frequency power supply device 210 </ b> B further includes a power transmission ECU 240 that is a control device, a power supply unit 250, a display unit 242, and a fee receiving unit 246. Power transmission unit 220 includes a primary self-resonant coil 221, a capacitor 222, and a primary coil 223.

  Power supply unit 250 is controlled by control signal MOD from power transmission ECU 240 and converts power received from an AC power supply such as a commercial power supply into high-frequency power. Then, the power supply unit 250 supplies the converted high frequency power to the primary coil 223.

  Note that FIG. 7 does not describe a matching device that performs impedance conversion, but a matching device may be provided between the power supply unit 250 and the power transmission unit 220 or between the power reception unit 110 and the rectifier 180.

  Primary self-resonant coil 221 transfers power to secondary self-resonant coil 111 included in power receiving unit 110 of vehicle 100 by electromagnetic resonance.

  As for the primary self-resonant coil 221, the primary self-resonant coil 221 and the secondary self-resonant coil 221 are arranged based on the distance from the secondary self-resonant coil 111 of the vehicle 100, the resonance frequency of the primary self-resonant coil 221 and the secondary self-resonant coil 111, and the like. The number of turns and the inter-coil distance are set so that the Q value indicating the resonance strength with the self-resonant coil 111 increases (for example, Q> 100), and κ indicating the coupling degree decreases (for example, 0.1 or less). Set as appropriate.

  The capacitor 222 is connected to both ends of the primary self-resonant coil 221 and forms an LC resonance circuit together with the primary self-resonant coil 221. The capacitance of the capacitor 222 is appropriately set so as to have a predetermined resonance frequency according to the inductance of the primary self-resonant coil 221. Note that the capacitor 222 may be omitted when a desired resonance frequency is obtained with the stray capacitance of the primary self-resonant coil 221 itself.

  The primary coil 223 is provided coaxially with the primary self-resonant coil 221 and can be magnetically coupled to the primary self-resonant coil 221 by electromagnetic induction. The primary coil 223 transmits the high frequency power supplied through the matching unit 260 to the primary self-resonant coil 221 by electromagnetic induction.

  Communication unit 230 is a communication interface for performing wireless communication between power transmission device 200B and vehicle 100 as described above. The communication unit 230 receives battery information INFO transmitted from the communication unit 160 on the vehicle 100 side, signals STRT and STP instructing start and stop of power transmission, and information related to vehicle authentication, and sends these information to the power transmission ECU 240. Output.

  Although not shown in FIG. 1, power transmission ECU 240 includes a CPU, a storage device, and an input / output buffer. The power transmission ECU 240 inputs a signal from each sensor or the like and outputs a control signal to each device. Control each device. Note that these controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).

  The power transmission ECU 240 and the vehicle ECU 300 cooperate with each other via the communication units 160 and 230 to perform control related to power transmission / reception of the power transmission device of the vehicle. When communication is established, it is determined whether the vehicle is compatible with non-contact charging.

  When performing non-contact power transmission / reception, it is important to align the power reception unit on the vehicle side and the power transmission unit on the power transmission device side. And the power transmission / reception system of this Embodiment aligns a power transmission part and a power receiving part using the electric power which the power transmitted from the power transmission part received by a power receiving part.

  If the communicated vehicle is a vehicle that supports non-contact charging, the power transmission unit 240 causes the power source unit 250 to transmit a test signal with a predetermined power for alignment. The predetermined power may be power that can confirm the efficiency of power transmission / reception, but is preferably weak power. Note that the weak power includes power smaller than power during full-scale power transmission (charging power for charging a battery, driving power for driving a load such as an in-vehicle air conditioner). Further, the weak power is power transmitted for alignment, and may include power transmitted intermittently.

  In order to receive the test signal, vehicle ECU 300 transmits control signals SE2 and SE3 so that relay 174 is turned on and CHR 170 is turned off. Then, the power received by the power receiving unit 110 is detected by the voltage sensor 172 on the vehicle side, and the power receiving efficiency is calculated based on the voltage VC. Vehicle ECU 300 transmits the calculated power reception efficiency to power transmission device 200 </ b> B through communication unit 160. Based on the voltage VC, the vehicle position is such that the power receiving efficiency exceeds a power receiving efficiency threshold value (hereinafter referred to as a power receiving efficiency determination threshold value) for determining whether power receiving or charging is appropriate, continuation / stop or permission / prohibition. Adjustments are made.

  The vehicle position may be adjusted by the driver operating and moving the vehicle, or the vehicle position may be adjusted so that the vehicle automatically moves using the parking assistance system. .

  When the position of the vehicle is determined and it is confirmed that there is no problem in the power reception efficiency, authentication is performed to identify the vehicle or the billing person. The authentication is performed by referring to the authentication server 270 for authentication information transmitted from the vehicle 100 to the power transmission device 200B via the communication units 160 and 230. When the authentication is completed, the subsequent charging power is charged to the vehicle user. More preferably, information such as power reception efficiency and power unit price is transmitted to the user before authentication.

  The display unit 242 of the power transmission device 200B displays to the user the power reception efficiency and the corresponding unit price of the amount of charging power (for example, a power unit price such as X yen / kWh). The display unit 242 also has a function as an input unit, such as a touch panel, and can accept an input as to whether or not the user approves the power reception efficiency and the corresponding power unit price.

  Instead of or in addition to the display on the display unit 242 of the power transmission device 200B, these are displayed on a screen provided in the driver's seat of the vehicle 100 so that user approval data is transmitted directly from the vehicle to the power transmission ECU 240. This is more preferable.

  When the power unit price is approved, power transmission ECU 240 causes power supply unit 250 to start full-scale charging after executing authentication. Then, when charging is completed, the charge receiving unit 246 settles the charge.

  Charging is performed based on the authenticated vehicle information. However, if cash, a prepaid card, a credit card, or the like is inserted into the fee receiving unit 246 prior to charging, it is settled by these. Good.

  FIG. 8 is a flowchart for illustrating control executed by the power transmission device and the vehicle.

  With reference to FIGS. 7 and 8, when the process is started, first, in step S <b> 1, in power transmission device 200 </ b> B, power transmission ECU 240 uses communication unit 230 to perform communication with the vehicle. In step S <b> 101, in vehicle 100, vehicle ECU 300 executes communication with the power transmission device using communication unit 160.

  In power transmission device 200B, power transmission ECU 240 determines whether or not communication is established in step S2. If communication is not established, the process returns to step S1 again.

  On the other hand, in vehicle 100, power transmission ECU 240 determines whether or not communication is established in step S102. If communication is not established, the process returns to step S101 again. It should be noted that the determination that this communication has been established may be made by at least one of vehicle ECU 300 and power transmission ECU 240, and the determination result may be transmitted to the other by communication.

  If it is determined in step S2 or step S102 that communication has been established, the process proceeds to step S3 or step S103, respectively. In step S3 and step S103, a power reception efficiency determination threshold value setting process is performed. This threshold value setting process will be described later with reference to FIGS.

  Subsequently, in step S104, the vehicle ECU 300 requests the power transmission ECU 240 to transmit predetermined power via the communication units 160 and 230. The predetermined power may be any power that can confirm the efficiency of power transmission / reception. In the present embodiment, as a preferred example, transmission of weak power Pn is requested as predetermined power. In response to this request, the power transmission ECU 240 instructs the power supply unit 250 to transmit weak power in step S4. When the power transmission unit 220 is energized, non-contact weak power is transmitted toward the power reception unit 110 of the vehicle.

  Note that the predetermined power transmitted in step S4 is smaller than the maximum power Pm permitted to be transmitted later in step S12, and preferably has an intensity of 1/10 or less.

  Prior to the transmission of the weak current, the vehicle ECU 300 turns on the relay 174. The weak power is received by the power receiving unit 110, the received voltage is detected by the voltage sensor 172, and the distance between the power transmitting unit and the power receiving unit is within a predetermined distance by comparing the detected voltage with a predetermined threshold voltage. It is determined whether or not. The threshold voltage used at this time corresponds to the power reception efficiency determination threshold set in step S3 or S103. This determination process may be performed by vehicle ECU 300 or power transmission ECU 240. Further, the vehicle ECU 300 and the power transmission ECU 240 may make separate determinations, and a final determination may be made by communicating the results.

  Further, the power reception efficiency may be determined by a voltage other than the voltage detected by the voltage sensor 172 (for example, current or power). Further, without using the resistor 173 or the relay 174, the determination may be made based on the power charged in the power storage device 190 or the charging efficiency of the power storage device 190.

  When determination is made by vehicle ECU 300, the detected value of voltage sensor 127 is compared with the power reception efficiency determination threshold value in step S105, and the determination result is transmitted to power transmission ECU 240 via communication units 160 and 230. Sent.

  When determination is made by power transmission ECU 240, the detected value of voltage sensor 127 is transmitted to power transmission ECU 240 via communication units 160 and 230 in step S5, and the detected value and threshold value for determining power reception efficiency are determined in power transmission ECU 240. Are compared.

Note that in both cases where determination is made by vehicle ECU 300 and determination is made by power transmission ECU 240, the current power reception efficiency and the power reception efficiency determination threshold are set so that the driver can visually recognize on the navigation screen inside the vehicle, for example. You may make it display adjacently. Alternatively, the current power reception efficiency itself displayed on the navigation screen may be changed and displayed based on a change in threshold value. (For example, when the power receiving efficiency is displayed and charging is permitted if the power receiving efficiency is 90% or higher or level 4 or higher, the display value of the power receiving efficiency is set based on the power receiving efficiency determination threshold. In a state where the power reception efficiency is 80%, when the power reception efficiency determination threshold is high, the display value is displayed as 70%, and when the power reception efficiency determination threshold is low, the display value is displayed as 95%. You may do it.)
In step S5, when it is determined that the power reception efficiency of the power transmitted from the power transmission unit 220 at the power reception unit 110 is not equal to or higher than the power reception efficiency determination threshold value, the process proceeds to step S6, where the weak power Pn is transmitted. It is determined whether or not it has continued for a predetermined time.

  On the other hand, when it is determined in step S105 that the power receiving efficiency of the power transmitted from the power transmitting unit 220 at the power receiving unit 110 is not equal to or higher than the power receiving efficiency determination threshold, the process proceeds to step S106, and the weak power Pn It is determined whether transmission has continued for a predetermined time.

  The determination of the duration of transmission or reception in step S6 and step S106 is performed by at least one of the power transmission ECU 240 and the vehicle ECU 300, and it is only necessary that the result is communicated to the other ECU. The upper limit of the duration of transmission or reception is set to a very short time (for example, within one hour).

  If the transmission time of the weak power Pn has not reached the predetermined time in step S6, the process proceeds to step S7, and a position guidance process for the parking position of the vehicle is executed. And a process returns to step S4 and transmission of the weak electric power Pn is continued. If the reception time of the weak power Pn has not reached the predetermined time in step S106, the process proceeds to step S107, and the position guidance process for the parking position of the vehicle is executed. And a process returns to step S4 and reception of the weak electric power Pn is continued.

  As described above, while transmission and reception of the weak power Pn is continued, the user of the vehicle moves the vehicle position and performs alignment based on the position guidance process in step S7 or S107. In the position guidance process, the presence or absence of a positional deviation amount, increase / decrease in the positional deviation amount, the traveling direction of the vehicle, and the like are indicated to the vehicle driver.

  FIG. 9 is a diagram for explaining a first example of misalignment. Referring to FIG. 9, the power receiving efficiency varies depending on the horizontal position deviation amount D1 between the resonance coil 111 of the power reception unit and the resonance coil 221 of the power transmission unit, the deviation amount from the appropriate vertical position H1, and the deviation amount of the rotation direction θ. .

  FIG. 10 is a diagram for explaining a second example of misalignment. Referring to FIG. 10, the power receiving efficiency varies depending on the horizontal position deviation amount D1 between the resonance coil 111A of the power reception unit and the resonance coil 221A of the power transmission unit, the deviation amount from the appropriate vertical position H1, and the deviation amount of the rotation direction θ. .

  It is preferable to improve the power receiving efficiency as much as possible by adjusting the deviation amount to the optimum value. Note that this alignment may be performed by automatic traveling including automatic steering.

  Referring to FIG. 8 again, when the transmission time of weak power Pn reaches a predetermined time in step S6, the process proceeds to step S8, and transmission of weak power Pn is prohibited. If the reception time of the weak power Pn reaches the predetermined time in step S106, the process proceeds to step S108, and the reception of the weak power Pn is stopped. The predetermined time is a time serving as a threshold value for determining whether the time has expired. In these cases, the alignment has not been completed in time and time is up.

  For example, it is conceivable that a long time elapses without positioning during transmission of weak power. In such a case, the power consumption of the power transmission device can be reduced by stopping power transmission after a predetermined time has elapsed. In addition, it is possible to prevent power transmission before charging from being continued even for vehicles that are not intentionally aligned.

  The transmission prohibition instruction or the reception stop instruction in step S8 and step S108 is performed by at least one of the power transmission ECU 240 and the vehicle ECU 300, and the result only needs to be transmitted to the other ECU by communication.

  After the transmission prohibition and reception stop processes are performed in steps S8 and S108, respectively, the power transmission / reception process is stopped in steps S9 and S109, respectively.

  On the other hand, in power transmission device 200B, when it is determined in step S5 that the power reception efficiency of power transmitted from power transmission unit 220 at power reception unit 110 is equal to or greater than the determination threshold value, the process proceeds to step S10. . In step S10, the determination that the vehicle position is good as the power feeding position is confirmed.

  Similarly, in vehicle 100 as well, if it is determined in step S105 that the power reception efficiency of power transmitted from power transmission unit 220 at power reception unit 110 is greater than or equal to the determination threshold, the process proceeds to step S110. In step S110, the determination that the vehicle position is good as the power receiving position is confirmed.

  In step S11 and / or step S111, processing for transmitting information to the user is performed. This information includes a power reception status (power reception efficiency or a value related to power reception efficiency), a power reception unit price, and the like. As a method of transmitting information to the user, the information may be displayed on a liquid crystal screen provided in the vehicle, or sound may be used. Moreover, you may display on the screen provided in the power transmission apparatus, and you may alert | report with an audio | voice from a power transmission apparatus.

With the above processing, alignment using weak power is completed.
Subsequently, whether or not the user performs charging is determined based on the information transmitted to the user. For example, when the power reception efficiency is lower than planned, it is conceivable that the user determines that the compatibility between the charging station and the vehicle is bad and does not perform charging. In such a case, since the authentication is not completed in steps S13 and S113, the charging process is stopped in steps S9 and S109. Thus, power transmission / reception that does not conform to the user's intention can be avoided.

  On the other hand, if the user chooses to charge, if necessary vehicle information is checked against the data of the authentication server 270 and the vehicle is a charge-permitted vehicle, authentication is completed in step S13 and step S113. .

  When the authentication is completed, power transmission device 200B permits transmission of maximum power Pm in step S14. In step S114, vehicle ECU 300 requests charging power Pr from power transmission device 200B. If the requested charging power Pr is equal to or less than the maximum power Pm, the requested power is transmitted from the power transmission device 200B to the vehicle 100.

  In step S15, power transmission device 200B starts power transmission, and in step S115, vehicle 100 starts receiving power.

  FIG. 11 is a flowchart for explaining an example of the power reception efficiency determination threshold value setting process executed in steps S3 and S103 of FIG.

  Referring to FIG. 11, when the process is started, first, in step S201, it is determined whether or not information related to threshold value EA is received or input.

  In step S201, if there is no reception or input of information regarding the threshold value EA, the process proceeds to step S203, and the normal threshold value E0 set in advance in the vehicle or the power transmission device is the power reception efficiency determination threshold value. Set as On the other hand, if information related to the threshold value EA is received or input in step S201, the process proceeds to step S202, and the received or input threshold value EA is set as a power reception efficiency determination threshold value. .

  As an example of the information input in step S201, for example, input using a “home” button provided on the vehicle is conceivable. More specifically, when the driver parks the vehicle with the “Home” button on the vehicle, or after pressing the “Charge” button provided on the vehicle, the “Home” button This is a case where it can be specified that the user is at home. In addition to the “Home” button, the charging location may be designated by a button for designating another location, such as a “charging stand”.

  As described above, the reason for designating the place may be that the charging conditions may differ depending on the place. For example, at home, charging is performed based on the amount of power transmitted by the power transmission device, but at a commercial charging stand, charging may be performed based on the amount of power charged in the vehicle. In such a case, the user of the vehicle spends time for parking alignment in order to efficiently charge at home, but does not want to spend time for parking alignment because he wants to start charging early at a commercial charging stand. Therefore, it may be better to change the power reception efficiency threshold for determining the start of charging depending on the charging location.

  Note that the position of the vehicle when the charging button is pressed is determined by the car navigation device as being at home or a charging stand, and the vehicle ECU may set a power reception efficiency determination threshold corresponding to the location. good.

  Further, the power receiving efficiency may be determined based on the charging efficiency with respect to the power storage device 190. The power reception threshold information may be “power reception efficiency (or power reception efficiency) of 80% or more”, “within X hours until full charge”, “positioning of 90% or more”, and the like. Further, the power reception efficiency may be designated by an artificial value such as “power reception level (or charge level) 1 to 5”.

  The above processing may be performed not only on the vehicle side but also on the power transmission device side. For example, it is conceivable that the power transmission device also changes such a power reception efficiency determination threshold depending on the installation location. In such a case, for example, when the power transmission device is installed, information regarding the installation location of the power transmission device, such as whether the power transmission device is installed at home or as a commercial or joint charging stand, is input to the power transmission device. By doing so, you may make it set the power reception efficiency determination threshold value which ECU of a power transmission apparatus respond | corresponds. In addition, in addition to the information regarding an installation place, you may make it set a power reception efficiency determination threshold value based on the information regarding power supply time (for example, charge scheduled time is 1 hour etc.).

  Moreover, although the case where the information of step S201 is input with a button etc. was demonstrated, a vehicle received information from a power transmission apparatus, a power receiving efficiency determination threshold value was set, or a power transmission apparatus received information from a vehicle. A power reception efficiency determination threshold value may be set.

  The power reception efficiency threshold value information transmitted by the power transmission device may be changed depending on the vehicle to be charged. For example, the threshold for determining the power reception efficiency may be set higher for an employee's vehicle than for a visitor's vehicle at a certain facility.

  FIG. 12 is a flowchart for explaining the power reception efficiency determination threshold value setting process executed in steps S3A and S103A, which are modifications of steps S3 and S103 in FIG.

  Referring to FIG. 12, when the process is started, first, in step S301, it is determined whether information regarding threshold value EA has been received or input. As such information, for example, input by a “home” button provided on the vehicle can be considered. More specifically, when the user of the vehicle performs parking in a state in which it is specified that the user is at home with the “home” button of the vehicle, or after pressing the “charge” button provided on the vehicle, the “home” This is a case where it can be specified that the user is at home with the button. In addition to the “Home” button, the location may be designated by a button for designating another location, such as a “charging stand”.

  Thus, the reason for designating the location is the same as in the case of FIG. 11, and therefore the description will not be repeated.

  In step S301, when there is no reception or input of information regarding the threshold value EA, the process proceeds to step S305, where the normal threshold value E0 set in advance in the vehicle or the power transmission device is the power reception efficiency determination threshold value. Set as

  On the other hand, if information regarding threshold value EA is received or input in step S301, the process proceeds to step S302, and threshold value EA is calculated from the received or input content. In step S303, the normal threshold value E0 and the threshold value EA are determined.

  If EA> E0 is satisfied in step S303, the process proceeds to step S304. If not satisfied, the process proceeds to step S305. When the process proceeds to step S304, the power reception efficiency determination threshold value is set to the threshold value EA. If the process proceeds to step S305, the process is set to the normal threshold value E0.

  When the determination threshold value is set in step S304 or S305, the process proceeds to step S306, and the control returns to the flowchart of FIG.

  In FIG. 12, a case is considered where the vehicle has a normal threshold value E0 and the threshold value EA determined based on the input from the user is very low. For example, a commercial facility that can be charged at the time of shopping may set a low threshold for attracting customers. This is because, if the power receiving efficiency is set high, accuracy is required for alignment and parking takes time. For example, there is a possibility that the customer will avoid or traffic may occur in the parking lot.

  However, if the power reception efficiency is too low, the amount of charge per hour is reduced, so from the user side of the vehicle, it is also desirable to avoid that charging is not completed within the shopping time. Therefore, as shown in the flowchart of FIG. 12, by adopting the one with higher power reception efficiency, it is possible to avoid a situation in which the amount of charge becomes small even after a long time has elapsed.

  Note that the lower one of the power reception efficiency determination threshold of the vehicle and the power reception efficiency determination threshold of the power transmission device may be adopted. For example, a threshold value EA that is used only when the charge target is a vehicle user is set for the vehicle, and a threshold value EB (however, EB <EA) is set for the power transmission device. To do. The threshold value EA is not adopted if the charging target for charging with this power transmission device is a power supply company. Therefore, even if EB <EA apparently appears, EB is adopted as the determination threshold value. In this way, several power reception threshold values are set depending on the billing target, and may be appropriately selected depending on the situation.

  Finally, the present embodiment will be summarized with reference to the drawings again. The non-contact power transmission / reception system of the present embodiment is provided in power transmission device 200A or 200B, and power transmission unit 220 for transmitting power to the vehicle in a non-contact manner, and power provided from the power transmission unit 220 in the contactless manner. A power receiving unit 110 for receiving power and a control device (power transmission ECU 240, vehicle ECU 300) for controlling at least one of the power transmission unit 220 and the power receiving unit 110 are provided. The control device performs control so that power is transmitted and received when the power receiving efficiency of the power received from the power transmitting unit 220 is greater than the threshold value. This threshold value can be variably set for power transmission ECU 240 and vehicle ECU 300.

  This “threshold value” is a threshold value that allows the user to input a charge start instruction, a threshold value that is used to automatically start charging, and a user efficiency that is less than the threshold value. Even if a charge start instruction is issued, a threshold value for not permitting charge start may be included. By making the threshold value variable, charging can be performed in a more desirable state for the user and the charging facility manager.

  Preferably, the control device sets the higher one of the first threshold value determined corresponding to power transmission device 200A or 200B and the second threshold value determined corresponding to vehicle 100 as the threshold value. To do. In this case, the power reception efficiency may be compared with both the first threshold value and the second threshold value, or the threshold value that uses the higher one by comparing the first threshold value and the second threshold value. This threshold value may be compared with the power receiving efficiency after determining as follows.

  Note that since the charging efficiency of the power storage device 190 also changes in accordance with the power receiving efficiency, the power receiving efficiency may be determined based on the charging efficiency.

  In general, a power charge based on a power supply amount is charged to a vehicle user or a power supply company. When the power charge is charged to the vehicle user, the vehicle user can receive power even if the power reception efficiency is low by setting the power reception efficiency determination threshold high, and charge for the charge amount is high. Can be avoided. In addition, since the vehicle user can set the power reception efficiency determination threshold value low so that the power can be received even if the power reception efficiency is low to some extent, the vehicle user who wants to shorten the time required for parking can be met. Can do.

  In addition, when the power charge is charged to the power supply company, the power supply company sets the power reception efficiency judgment threshold value high so that the power is received even if the power reception efficiency is low, and the charge amount is higher. Can be avoided. In addition, by setting the power reception efficiency judgment threshold low by the power supply company, it is possible to receive power even if the power reception efficiency is low to some extent, so that it can meet the demands of vehicle users who want to shorten the time required for parking. Can do.

  By allowing permission after exceeding the thresholds on both the vehicle side and the power supply equipment side, it is possible to make an appropriate (satisfactory) billing regardless of the power biller based on the power supply amount. Become.

  In another aspect, the present invention is vehicle 100 and includes a power receiving unit 110 for receiving power in a non-contact manner from power transmitting unit 220 provided in power transmitting device 200A or 200B, and a control device that controls power receiving unit 110 ( Vehicle ECU 300). Control device (vehicle ECU 300) performs control so that power is transmitted and received when the power receiving efficiency in power receiving unit 110 of the power transmitted from power transmitting unit 220 is greater than the threshold value (YES in S105 in FIG. 8) ( (S14, S114 in FIG. 8). This threshold value can be set variably.

  “Perform control so that power is sent and received” refers to permission to continue power transmission and reception for charging by performing power transmission and reception for testing and judging efficiency based on threshold values. In addition, when the power receiving efficiency estimated without power transmission / reception is larger than the threshold value, the power transmission / reception for charging is started. In addition, “control so that power transmission / reception is performed” means that charging is permitted as long as the power reception efficiency exceeds the power reception efficiency threshold on the vehicle side, and that the power reception efficiency is the power reception efficiency on the vehicle side. Exceeding the threshold is one condition for permitting charging, and includes, for example, both cases where charging is not permitted as a charging system unless the threshold of power reception efficiency on the power supply facility side is also exceeded.

  Preferably, control device (vehicle ECU 300) sets a threshold value based on an input from a user.

  Preferably, control device (vehicle ECU 300) sets a threshold value based on information transmitted from the power transmission device.

  Preferably, control device (vehicle ECU 300) sets a threshold value based on information related to the installation location of power transmission device 200A or 200B. The “information regarding the installation location” includes location information such as whether it is a home or a charging station.

  Preferably, control device (vehicle ECU 300) sets a threshold value based on information related to power feeding time of power transmission device 200A or 200B. The “information about the power supply time” includes time information such as how many hours later the charging is completed or charging in the midnight power time zone. If the power receiving efficiency is low, charging takes a long time. Therefore, when the charging time cannot be long, the threshold value of power reception efficiency may be set high, and when the charging time can be long, the threshold value may be set low. In addition, when the charging is designated in a time zone where the charging cost is low, the threshold value may be set low.

  More preferably, the information transmitted from power transmission device 200A or 200B includes a first threshold value determined in advance corresponding to power transmission device 200A or 200B. Control device (vehicle ECU 300) stores a second threshold value that is predetermined for vehicle 100. When the first threshold value determined in advance corresponding to power transmission device 200 </ b> A or 200 </ b> B is greater than or equal to the second threshold value determined in advance corresponding to vehicle 100, control device (vehicle ECU 300) The threshold value is set to be equal to or higher than the first threshold value, and when the first threshold value is less than the second threshold value, the threshold value is set to be equal to or higher than the second threshold value.

  That is, control device (vehicle ECU 300) sets a threshold value to be used based on the first threshold value and the second threshold value. In this case, a threshold value corresponding to the required power receiving efficiency (first threshold value) based on the power receiving threshold value information on the power feeding facility side is a threshold value corresponding to the required power receiving efficiency on the vehicle 100 side (second threshold value). When the value is less than (value), a threshold value (second threshold value) corresponding to the required power receiving efficiency on the vehicle 100 side may be continuously used. “Setting the threshold value to be equal to or higher than the second threshold value” includes continuing to use the second threshold value.

  By setting the threshold value in this way, the threshold value specified by the power transmission device side is very low, as in the case where the efficiency threshold value on the vehicle side completely depends on the threshold information on the power transmission device side. However, if charging is permitted despite the low charge, it is possible to avoid a situation in which charging takes a long time.

  Preferably, the control device (vehicle ECU 300) executes control related to vehicle position guidance so as to obtain power reception efficiency equal to or higher than a set threshold value. Note that the position guidance includes information that makes it easier for the driver to recognize the increase or decrease in power reception efficiency due to a change in sound or display screen when the power reception efficiency exceeds a threshold value. The position guidance may be a parking assistance system that performs automatic steering or the like.

  Preferably, the difference between the natural frequency of power transmission unit 220 of power transmission device 200A or 200B and the natural frequency of power reception unit 110 of vehicle 100 is within ± 10%.

  Preferably, the coupling coefficient between power reception unit 110 and power transmission unit 220 of power transmission device 200A or 200B is 0.1 or less.

  Preferably, power reception unit 110 is formed between power reception unit 110 and power transmission unit 220 and vibrates at a specific frequency, and an electric field formed between power reception unit and power transmission unit and vibrates at a specific frequency. Power is received from the power transmission unit 220 of the power transmission device 200A or 200B.

  In this embodiment, the threshold value of power reception efficiency indicated by transmission information or stored information does not need to be strictly applied, and is in the vicinity of the threshold value in consideration of some variation. A margin may be set in the vehicle or the power transmission device so that charging is permitted when power reception efficiency is achieved. The power reception efficiency and the set threshold value do not have to be directly compared, may be compared by parameters related to them, or indirectly through various operations and the like. May be compared. For example, as a parameter related to power reception efficiency, various values such as a horizontal displacement amount, a vertical distance, and a rotation angle between the power transmission unit and the power reception unit can be used.

  In the present embodiment, an example is shown in which the threshold value is set before parking guidance. However, the threshold value for power reception efficiency may be set after parking.

  Further, in the present embodiment, the case where the power transmission unit and the power reception unit include the electromagnetic induction coil is illustrated, but the present invention does not include the electromagnetic induction coil in one or both of the power transmission unit and the power reception unit. Even if it is a case (when only a self-resonant coil is used), it can be applied.

  Specifically, the power supply unit 250 may be directly connected to the resonance coil 221 without providing the electromagnetic induction coil 223 on the side of the power transmission device 200B in FIG. 7 (or the power transmission device 200A in FIG. 1). On the vehicle 100 side, the rectifier 180 may be directly connected to the resonance coil 111 without providing the electromagnetic induction coil 113.

  In the above embodiment, the case of charging is described as an example. However, the present invention can be applied even when the received power is used for purposes other than charging. For example, the same effect can be obtained even when a load such as a vehicle auxiliary machine is driven by the received power.

  Further, in this embodiment, an example in which contactless power feeding is performed using a resonance method has been described in detail. However, the present embodiment can be modified and applied to other methods using the resonance method. As long as the power receiving efficiency from the power transmission device is used for alignment or the like, the present invention can also be applied to other methods of the resonance method (for example, a non-contact power transmission / reception method using electromagnetic induction, microwave, etc.).

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  10A, 10B Non-contact power transmission / reception system, 89 Power transmission system, 90, 200A, 200B Power transmission device, 91 Power reception device, 92, 97, 113, 223 Electromagnetic induction coil, 93, 220, 240 Power transmission unit, 94, 99, 111 , 111A, 221, 221A Resonant coil (self-resonant coil), 95, 98 capacitor, 96, 110 power receiving unit, 100 vehicle, 112, 222 capacitor, 113 secondary coil, 127, 172 Voltage sensor, 130 Motor generator, 140 Power Transmission gear, 150 drive wheels, 160, 230 communication unit, 171 current sensor, 173 load resistance, 174 relay, 180 rectifier, 190 power storage device, 210A, 210B high frequency power supply device, 212 household power meter, 223 primary coil, 240 power transmission ECU, 2 42 display unit, 246 fee receiving unit, 250 power supply unit, 260 matching unit, 270 authentication server, 300 vehicle ECU, 301 car navigation device, 310 high frequency power supply, 360 load, PCU power control unit.

Claims (14)

A power transmission unit (220) provided in the power transmission device for transmitting power to the vehicle in a non-contact manner;
A power receiving unit (110) provided in the vehicle for receiving power from the power transmitting unit in a contactless manner;
A control device (240, 300) for controlling at least one of the power transmission unit and the power reception unit,
The control device performs control so that power is transmitted and received when power reception efficiency in the power reception unit of power transmitted from the power transmission unit is greater than a threshold value,
The non-contact power transmission / reception system, wherein the threshold value can be variably set.   The said control apparatus sets the higher one to the said threshold value among the 1st threshold value defined corresponding to the said power transmission apparatus, and the 2nd threshold value defined corresponding to the said vehicle. Item 2. The non-contact power transmission / reception system according to item 1. A power receiving unit (110) for receiving power in a non-contact manner from a power transmitting unit (220) provided in the power transmitting device;
A control device (300) for controlling the power reception unit,
The control device performs control so that power is transmitted and received when power reception efficiency in the power reception unit of power transmitted from the power transmission unit is greater than a threshold value,
The vehicle, wherein the threshold value can be variably set.   The vehicle according to claim 3, wherein the control device sets the threshold value based on an input from a user.   The vehicle according to claim 3, wherein the control device sets the threshold based on information transmitted from the power transmission device.   The vehicle according to claim 3, wherein the control device sets the threshold based on information related to an installation location of the power transmission device.   The vehicle according to claim 3, wherein the control device sets the threshold based on information related to a power feeding time.   The control device sets the threshold value when the first threshold value predetermined corresponding to the power transmission device is equal to or greater than the second threshold value predetermined corresponding to the vehicle. The threshold value is set to be equal to or higher than a first threshold value, and when the first threshold value is less than the second threshold value, the threshold value is set to be equal to or higher than the second threshold value. The vehicle described. A power transmission unit (220) for transmitting power in a non-contact manner to a power reception unit (110) of the vehicle;
A control device (240) for controlling the power transmission unit,
The control device performs control so that power is transmitted and received when power reception efficiency in the power reception unit of power transmitted from the power transmission unit is greater than a threshold value,
The power transmission device, wherein the threshold value can be variably set.   The power transmission device according to claim 9, wherein the control device sets the threshold based on an input from a user.   The power transmission device according to claim 9, wherein the control device sets the threshold based on information transmitted from the vehicle.   The power transmission device according to claim 9, wherein the control device sets the threshold based on information regarding an installation location of the power transmission device.   The power transmission device according to claim 9, wherein the control device sets the threshold based on information related to a power feeding time.   The control device sets the threshold value when the first threshold value predetermined corresponding to the power transmission device is equal to or greater than the second threshold value predetermined corresponding to the vehicle. The threshold value is set to be equal to or higher than a first threshold value, and when the first threshold value is less than the second threshold value, the threshold value is set to be equal to or higher than the second threshold value. The power transmission device described.

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