JP5910315B2 - Vehicle, power transmission device, and non-contact power supply system - Google Patents

Description

  The present invention relates to a vehicle, a power transmission device, and a non-contact power supply system, and more particularly to communication control between a power transmission device and a vehicle in a non-contact power supply system that supplies power from an external power source to the vehicle in a non-contact manner. .

  In recent years, non-contact wireless power transmission without using a power cord or a power transmission cable has attracted attention, and an electric vehicle, a hybrid vehicle, or the like that can charge an in-vehicle power storage device with a power source outside the vehicle (hereinafter also referred to as “external power source”). Application to is proposed.

  Japanese Patent Application Laid-Open No. 2011-250555 (Patent Document 1) discloses information such as charging efficiency and amount of charge between a power supply facility and a vehicle in a power supply system that supplies power to the vehicle in a non-contact manner from a power supply facility outside the vehicle. The structure which transmits by radio | wireless communication and performs appropriate charge based on such information is disclosed.

JP 2011-250555 A

  In the non-contact power supply system, since it is premised that no wired connection is made between the power transmission device and the vehicle, basically, information transmission between the power transmission device and the vehicle is also disclosed in Japanese Patent Application Laid-Open No. 2011-2011. It is desirable to perform by wireless communication as disclosed in Japanese Patent No. 250555 (Patent Document 1).

  In a contactless power supply system having a plurality of power transmission devices, when power is transmitted to a plurality of vehicles, communication with a plurality of other devices (vehicles, power transmission devices) is possible depending on the power transmission device and / or the communication range of the vehicle. There may be cases. For this reason, in wireless communication, there may be a case where it is not always possible to specify where the device that is performing communication is actually located. Then, the pairing between the power transmission device and the vehicle is not appropriately performed. For example, while performing wireless communication with another vehicle parked in the adjacent parking space, the vehicle in the parking space corresponding to the power transmission device. There is a risk of power transmission.

  The present invention has been made to solve such a problem, and an object of the present invention is to provide a power transmission device in a contactless power feeding system capable of transmitting information between a power transmission device and a vehicle using wireless communication. And pairing the vehicle correctly.

  The vehicle according to the present invention can receive the electric power from the power transmission device in a contactless manner. The vehicle includes a power reception unit that receives power from the power transmission device in a non-contact manner, an electric device that uses the power received by the power reception unit, a communication unit for wireless communication with the power transmission device, and a control device. The control device searches for a usable power transmission device existing within the communication range of the communication unit, and selects a power transmission device to be used for power transmission from the searched power transmission devices based on a user operation.

  Preferably, the control device places the power transmission device selected as the power transmission device used for power transmission by the user's operation in a state where selection from other vehicles is limited.

  Preferably, the control device maintains the selected power transmission device in a restricted state from when the user makes a selection until power transmission to the vehicle is completed.

  Preferably, the control device sets the searched power transmission device in a restricted state in response to the search by wireless communication. The control device is selected as the power transmission device to be used for power transmission by the user in response to the selection of the power transmission device to be used for power transmission by the user or the reception of power from the power transmission device selected by the power reception unit. Release the restricted state for the power transmission device that was not done.

  Preferably, the electric device includes a power storage device that can be charged using electric power received by the power receiving unit. The control device releases the restricted state of the selected power transmission device in response to the end of charging of the power storage device.

  Preferably, the vehicle further includes an interface unit for displaying the searched power transmission device to the user.

Preferably, the interface unit displays the searched arrangement of the power transmission devices.
Preferably, the interface unit displays the searched power transmission device based on the reception strength of the wireless communication.

  Preferably, the interface unit is configured so that a power transmission device used for power transmission can be selected by a user operation.

  Preferably, the control device guides the user to perform a parking operation using the electric power supplied from the searched power transmission device, and assists the alignment between the power transmission device and the vehicle.

  Preferably, the power transmission device includes a power transmission unit for supplying power in a contactless manner. The difference between the natural frequency of the power transmission unit and the natural frequency of the power reception unit is ± 10% or less of the natural frequency of the power transmission unit or the natural frequency of the power reception unit.

  Preferably, the power transmission device includes a power transmission unit for supplying power in a contactless manner. The coupling coefficient between the power transmission unit and the power reception unit is 0.1 or less.

  Preferably, the power transmission device includes a power transmission unit for supplying power in a contactless manner. The power receiving unit, through at least one of a magnetic field that vibrates at a specific frequency formed between the power receiving unit and the power transmitting unit, and an electric field that vibrates at a specific frequency formed between the power receiving unit and the power transmitting unit, Receives power from the power transmission unit.

  The power transmission device according to the present invention supplies power to the power receiving device in a contactless manner. The power transmission device includes a power transmission unit that supplies power to the power reception device in a contactless manner, a communication unit for wirelessly communicating with the power reception device, and a control device. The control device searches for a power receiving device existing within the communication range of the communication unit, and selects a power receiving device to be transmitted from the searched power receiving devices based on a user operation.

  Preferably, the control device searches for another power transmission device existing in the communication range of the communication unit, and when the user selects a power reception device to be transmitted, searches for the other power transmission device from the power reception device. Set to a restricted state.

  Preferably, the control device releases the restricted state for the other power transmission devices in response to the power received from the power transmission unit by the selected power reception device.

  Preferably, the power transmission device further includes an interface unit for displaying the searched power reception device to the user.

  Preferably, the power receiving device is mounted on a vehicle. The interface unit displays information regarding the vehicle on which the searched power receiving device is mounted.

  Preferably, the interface unit displays the searched power receiving device when the power supplied from the power transmitting unit is received by the power receiving device.

  Preferably, the interface unit displays the searched power receiving device based on the reception strength of wireless communication.

  Preferably, the interface unit is configured to select a power receiving device to be transmitted by a user operation.

  Preferably, the power receiving device is mounted on a vehicle. The control device assists in alignment between the vehicle and the power transmission unit by supplying electric power from the power transmission unit during the parking operation of the vehicle.

  Preferably, the power receiving device is mounted on a vehicle. The power transmission device further includes a detection unit for detecting the presence or absence of a vehicle in a power transmission possible range of the power transmission unit.

  Preferably, the power receiving device includes a power receiving unit that receives power in a non-contact manner. The difference between the natural frequency of the power transmission unit and the natural frequency of the power reception unit is ± 10% or less of the natural frequency of the power transmission unit or the natural frequency of the power reception unit.

  Preferably, the power receiving device includes a power receiving unit that receives power in a non-contact manner. The coupling coefficient between the power transmission unit and the power reception unit is 0.1 or less.

  Preferably, the power receiving device includes a power receiving unit that receives power in a non-contact manner. The power receiving unit, through at least one of a magnetic field that vibrates at a specific frequency formed between the power receiving unit and the power transmitting unit, and an electric field that vibrates at a specific frequency formed between the power receiving unit and the power transmitting unit, Receives power from the power transmission unit.

  A non-contact power feeding system according to the present invention includes a power transmission device and a vehicle, and transmits power in a non-contact manner between the power transmission device and the vehicle. The power transmission device and the vehicle can perform wireless communication with each other. The vehicle searches for a usable power transmission device existing in the communication range, and selects a power transmission device to be used for power transmission from the searched power transmission devices based on a user operation.

  A non-contact power feeding system according to the present invention includes a power transmission device and a vehicle, and transmits power in a non-contact manner between the power transmission device and the vehicle. The power transmission device and the vehicle can perform wireless communication with each other. The power transmission device searches for a vehicle that exists within the communication range, and selects a vehicle to be transmitted from the searched vehicles based on a user operation.

  ADVANTAGE OF THE INVENTION According to this invention, in a non-contact electric power feeding system which can transmit information between a power transmission apparatus and a vehicle using radio | wireless communication, a power transmission apparatus and a vehicle can be correctly paired.

1 is an overall configuration diagram of a vehicle power feeding system according to a first embodiment of the present invention. It is a functional block diagram explaining the structure of the vehicle and power transmission apparatus which are shown in FIG. 1 in detail. It is an equivalent circuit diagram at the time of power transmission from the power transmission device to the vehicle. It is a figure which shows the simulation model of an electric power transmission system. It is a figure which shows the relationship between the shift | offset | difference of the natural frequency of a power transmission part and a power receiving part, and electric power transmission efficiency. It is a graph which shows the relationship between the electric power transmission efficiency when changing an air gap in the state which fixed the natural frequency, and the frequency of the electric current supplied to a power transmission part. 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 for demonstrating the problem in a vehicle electric power feeding system. FIG. 6 is a first diagram for describing an overview of selection control in the first embodiment. FIG. 10 is a second diagram for illustrating an overview of selection control in the first embodiment. 3 is a diagram for describing state transition of the power transmission device in Embodiment 1. FIG. It is a figure which shows the example of a display in the I / F part of a vehicle. It is a figure which shows the other example of a display in the I / F part of a vehicle. 6 is a diagram for illustrating a schematic communication sequence between a vehicle and a power transmission device when selection control is performed in Embodiment 1. FIG. 4 is a flowchart for illustrating a selection control process executed by a vehicle ECU and a power transmission ECU in the first embodiment. It is a figure for demonstrating the state transition of the power transmission apparatus in Embodiment 2 with which a vehicle detection function is provided in a power transmission apparatus. FIG. 10 is a diagram for illustrating a schematic communication sequence when selection control is performed in the second embodiment. In Embodiment 2, it is a flowchart for demonstrating the selection control process performed by vehicle ECU and power transmission ECU. It is a figure for demonstrating the schematic communication sequence in Embodiment 3 which has the position alignment function at the time of vehicle parking. In Embodiment 3, it is a flowchart for demonstrating the selection control process performed by vehicle ECU and power transmission ECU. It is a figure which shows the example of a display in the I / F part of a power transmission apparatus. It is a figure for demonstrating the schematic communication sequence in Embodiment 4 which selects a vehicle by the power transmission apparatus side. In Embodiment 4, it is a flowchart for demonstrating the selection control process performed by vehicle ECU and power transmission ECU. FIG. 10 is a diagram for illustrating a schematic communication sequence in the fifth embodiment. In Embodiment 5, it is a flowchart for demonstrating the selection control process performed by vehicle ECU and power transmission ECU.

  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 supply system)
FIG. 1 is an overall configuration diagram of a vehicle power supply system (non-contact power supply system) 10 according to an embodiment of the present invention. Referring to FIG. 1, vehicle power feeding system 10 includes a vehicle 100 and a power transmission device 200. Vehicle 100 includes a power reception unit 110 and a communication unit 160. The power transmission device 200 includes a power supply device 210, 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, for example, and receives high-frequency AC power output from the power transmitting unit 220 of the power transmitting device 200 in a contactless manner via an electromagnetic field. The detailed configuration of power reception unit 110 will be described later together with the configuration of power transmission unit 220 and power transmission from power transmission unit 220 to power reception unit 110. Communication unit 160 is a communication interface for vehicle 100 to communicate with power transmission device 200.

  The power supply apparatus 210 in the power transmission apparatus 200 generates AC power having a predetermined frequency. As an example, the power supply device 210 receives power from a system power supply (not shown), generates high-frequency AC power, and supplies the generated AC power to the power transmission unit 220.

  The power transmission unit 220 is installed, for example, on the floor of a parking lot and receives supply of high-frequency AC power from the power supply device 210. Then, power transmission unit 220 outputs electric power in a non-contact manner to power reception unit 110 of vehicle 100 via an electromagnetic field generated around power transmission unit 220. The detailed configuration of the power transmission unit 220 will be described later together with the configuration of the power reception unit 110 and the power transmission from the power transmission unit 220 to the power reception unit 110. Communication unit 230 is a communication interface for power transmission device 200 to communicate with vehicle 100.

  In the vehicle power supply system 10, power is transmitted in a non-contact manner from the power transmission unit 220 of the power transmission device 200 to the power reception unit 110 of the vehicle 100.

  FIG. 2 is a detailed configuration diagram of the vehicle power supply system 10 shown in FIG. Referring to FIG. 2, power transmission device 200 includes power supply device 210, power transmission unit 220, and vehicle detection unit 270 as described above. In addition to communication unit 230, power supply device 210 further includes a power transmission ECU 240 that is a control device, a power supply unit 250, a matching unit 260, and a user interface (I / F) unit 280. The power transmission unit 220 includes a resonance coil 221, a capacitor 222, and an electromagnetic induction 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 commercial power supply 400 into high-frequency power. Then, the power supply unit 250 supplies the converted high frequency power to the electromagnetic induction coil 223 via the matching unit 260.

  In addition, power supply unit 250 outputs power transmission voltage Vtr and power transmission current Itr detected by a voltage sensor and a current sensor (not shown) to power transmission ECU 240, respectively.

  Matching device 260 is a circuit for matching the impedance between power transmission device 200 and vehicle 100. Matching device 260 is provided between power supply unit 250 and power transmission unit 220, and can change the impedance of the circuit. Arbitrary configuration can be adopted as matching unit 260. As an example, matching unit 260 includes a variable capacitor and a coil (not shown), and the impedance can be changed by changing the capacitance of the variable capacitor. By changing the impedance in the matching device 260, the impedance of the power transmission device 200 can be matched with the impedance of the vehicle 100 (impedance matching). In FIG. 2, matching unit 260 is described as a configuration provided separately from power supply unit 250, but power supply unit 250 may include the function of matching unit 260.

  The vehicle detection unit 270 detects that the vehicle 100 exists within the power transmission possible range of the power transmission device 200. The vehicle detection unit 270 can use, for example, an arbitrary sensor such as a non-contact type sensor such as a laser, infrared ray, or ultrasonic wave, a contact type sensor such as a limit switch, or a load sensor that detects the vehicle weight.

  The I / F unit 280 inputs user operations and outputs information to the user. For example, the I / F unit 280 receives a command instructing selection of a vehicle to be transmitted and start of external charging by a user operation. The I / F unit 280 also provides the user with the power transmission status and billing information.

  The resonance coil 221 transfers electric power to the resonance coil 111 included in the power reception unit 110 of the vehicle 100 in a non-contact manner. Note that power transmission between the power reception unit 110 and the power transmission unit 220 will be described later with reference to FIG.

  As described above, communication unit 230 is a communication interface for performing wireless communication between power transmission device 200 and vehicle 100, and exchanges information INFO with communication unit 160 on vehicle 100 side. The communication unit 230 receives vehicle information transmitted from the communication unit 160, a signal instructing start and stop of power transmission, and the like, and outputs the received information to the power transmission ECU 240. Communication unit 230 transmits information including power transmission voltage Vtr and power transmission current Itr from power transmission ECU 240 to vehicle 100.

  Although not shown in FIG. 1, the power transmission ECU 240 includes a CPU (Central Processing Unit), a storage device, and an input / output buffer, and inputs signals from each sensor and outputs control signals to each device. Each device in the power supply device 210 is controlled. Note that these controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).

  In addition to power reception unit 110 and communication unit 160, vehicle 100 includes a user interface (I / F) unit 165, a charging relay CHR 170, a rectifier 180, a power storage device 190, a system main relay SMR 115, and a driving device 155. , A vehicle ECU (Electronic Control Unit) 300 that is a control device, a voltage sensor 195, and a current sensor 196.

  Drive device 155 includes a power control unit PCU (Power Control Unit) 120, a motor generator 130, a power transmission gear 140, and drive wheels 150. Power reception unit 110 includes a resonance coil 111, a capacitor 112, and an electromagnetic induction 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 resonance coil 111 receives power from the resonance coil 221 included in the power transmission device 200 in a contactless manner.

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

  The CHR 170 is electrically connected between the power receiving unit 110 and the rectifier 180. The CHR 170 is controlled by a control signal SE2 from the vehicle ECU 300, and switches between power supply from the power receiving unit 110 to the rectifier 180 and cutoff.

  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. Power storage device 190 stores the power received by power reception unit 110 and rectified by 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 in FIG. 2, when the power reception voltage and the charging voltage of the power storage device 190 are different, a power conversion device such as a DC-DC converter is provided between the rectifier 180 and the power storage device 190. You may make it provide. Further, similarly to the power transmission device 200, a matching unit that performs impedance matching may be provided.

  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 electrically connected between 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 wheel 150 via power transmission gear 140. The vehicle 100 travels using this torque. 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.

  Further, in a hybrid vehicle equipped with an engine (not shown) in addition to motor generator 130, necessary vehicle driving force is generated by operating 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 200, and exchanges information INFO with communication unit 230 of power transmission device 200. Information INFO output from communication unit 160 to power transmission device 200 includes vehicle information from vehicle ECU 300 and a signal for instructing start and stop of power transmission.

  Although not shown in FIG. 1, vehicle ECU 300 includes a CPU, a storage device, and an input / output buffer, and inputs a signal from each sensor and outputs a control signal to each device. Control. Note that these controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).

  The voltage sensor 195 is connected in parallel to the electromagnetic induction coil 113 and detects the received voltage Vre received by the power receiving unit 110. The current sensor 196 is provided on a power line connecting the electromagnetic induction coil 113 and the CHR 170, and detects the received current Ire. The detected power reception voltage Vre and power reception current Ire are transmitted to the vehicle ECU 300 and used for calculation of transmission efficiency.

  The I / F unit 165 inputs user operations and outputs information to the user. For example, the I / F unit 165 receives a command instructing the start of external charging by a user operation. In addition, the I / F unit 165 provides the user with information such as position information of the power reception unit 110 and the power transmission unit 220 and a charging state of the power storage device 190.

  2 shows a configuration in which the electromagnetic induction coils 113 and 223 are provided in the power reception unit 110 and the power transmission unit 220, respectively, but the electromagnetic induction coils 113 and 223 are not provided in the power reception unit 110 and the power transmission unit 220. A configuration is also possible. In this case, although not shown in FIG. 2, the resonance coil 221 is connected to the matching unit 260 in the power transmission unit 220, and the resonance coil 111 is connected to the rectifier 180 via the CHR 170 in the power reception unit 110.

(Principle of power transmission)
FIG. 3 is an equivalent circuit diagram when power is transmitted from the power transmission device 200 to the vehicle 100. Referring to FIG. 3, power transmission unit 220 of power transmission device 200 includes a resonance coil 221, a capacitor 222, and an electromagnetic induction coil 223.

  The electromagnetic induction coil 223 is provided, for example, substantially coaxially with the resonance coil 221 at a predetermined interval from the resonance coil 221. The electromagnetic induction coil 223 is magnetically coupled to the resonance coil 221 by electromagnetic induction, and supplies high frequency power supplied from the power supply device 210 to the resonance coil 221 by electromagnetic induction.

  The resonance coil 221 forms an LC resonance circuit together with the capacitor 222. As will be described later, an LC resonance circuit is also formed in the power receiving unit 110 of the vehicle 100. The difference between the natural frequency of the LC resonant circuit formed by the resonant coil 221 and the capacitor 222 and the natural frequency of the LC resonant circuit of the power receiving unit 110 is ± 10% or less of the natural frequency of the former or the latter. The resonance coil 221 receives electric power from the electromagnetic induction coil 223 by electromagnetic induction, and transmits the electric power to the power receiving unit 110 of the vehicle 100 in a non-contact manner.

  The electromagnetic induction coil 223 is provided to facilitate power feeding from the power supply device 210 to the resonance coil 221. The power supply device 210 is directly connected to the resonance coil 221 without providing the electromagnetic induction coil 223. Also good. The capacitor 222 is provided to adjust the natural frequency of the resonance circuit. When a desired natural frequency is obtained using the stray capacitance of the resonance coil 221, the capacitor 222 is not provided. Also good.

  Power receiving unit 110 of vehicle 100 includes a resonance coil 111, a capacitor 112, and an electromagnetic induction coil 113. The resonance coil 111 and the capacitor 112 form an LC resonance circuit. As described above, the natural frequency of the LC resonance circuit formed by the resonance coil 111 and the capacitor 112 and the natural frequency of the LC resonance circuit formed by the resonance coil 221 and the capacitor 222 in the power transmission unit 220 of the power transmission device 200. The difference is ± 10% of the former natural frequency or the latter natural frequency. The resonance coil 111 receives power from the power transmission unit 220 of the power transmission device 200 in a non-contact manner.

  The electromagnetic induction coil 113 is provided, for example, substantially coaxially with the resonance coil 111 at a predetermined interval from the resonance coil 111. The electromagnetic induction coil 113 is magnetically coupled to the resonance coil 111 by electromagnetic induction, takes out the electric power received by the resonance coil 111 by electromagnetic induction, and outputs it to the electric load device 118. The electric load device 118 comprehensively represents electric devices after the rectifier 180 (FIG. 2).

  The electromagnetic induction coil 113 is provided to facilitate the extraction of electric power from the resonance coil 111, and the rectifier 180 may be directly connected to the resonance coil 111 without providing the electromagnetic induction coil 113. The capacitor 112 is provided to adjust the natural frequency of the resonance circuit. When a desired natural frequency is obtained using the stray capacitance of the resonance coil 111, the capacitor 112 is not provided. Also good.

  In the power transmission device 200, high-frequency AC power is supplied from the power supply device 210 to the electromagnetic induction coil 223, and power is supplied to the resonance coil 221 using the electromagnetic induction coil 223. Then, energy (electric power) moves from the resonance coil 221 to the resonance coil 111 through a magnetic field formed between the resonance coil 221 and the resonance coil 111 of the vehicle 100. The energy (electric power) moved to the resonance coil 111 is taken out using the electromagnetic induction coil 113 and transmitted to the electric load device 118 of the vehicle 100.

  As described above, in this power transmission system, the difference between the natural frequency of power transmission unit 220 of power transmission device 200 and the natural frequency of power reception unit 110 of vehicle 100 is the natural frequency of power transmission unit 220 or the specific frequency of power reception unit 110. It is ± 10% or less of the frequency. By setting the natural frequencies of the power transmission unit 220 and the power reception unit 110 in such a range, the power transmission efficiency can be increased. On the other hand, if the difference between the natural frequencies is larger than ± 10%, there is a possibility that the power transmission efficiency becomes smaller than 10% and the power transmission time becomes longer.

  In addition, the natural frequency of the power transmission unit 220 (power reception unit 110) means a vibration frequency when the electric circuit (resonance circuit) constituting the power transmission unit 220 (power reception unit 110) freely vibrates. In the electric circuit (resonance circuit) constituting the power transmission unit 220 (power reception unit 110), the natural frequency when the braking force or the electrical resistance is substantially zero is the resonance frequency of the power transmission unit 220 (power reception unit 110). Also called.

  A simulation result obtained by analyzing the relationship between the natural frequency difference and the power transmission efficiency will be described with reference to FIGS. 4 and 5. FIG. 4 is a diagram illustrating a simulation model of the power transmission system. FIG. 5 is a diagram illustrating the relationship between the deviation of the natural frequency of the power transmission unit and the power reception unit and the power transmission efficiency.

  Referring to FIG. 4, power transmission system 89 includes a power transmission unit 90 and a power reception unit 91. The power transmission unit 90 includes a first coil 92 and a second coil 93. The second coil 93 includes a resonance coil 94 and a capacitor 95 provided in the resonance coil 94. The power receiving unit 91 includes a third coil 96 and a fourth coil 97. The third coil 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. Further, the inductance of the resonance coil 99 is an inductance Lr, and the capacitance of the capacitor 98 is a capacitance C2. When each parameter is set in this way, the natural frequency f1 of the second coil 93 is represented by the following equation (1), and the natural frequency f2 of the third coil 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 second coil 93 and the third coil 96 and the power transmission efficiency is shown in FIG. Show. 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 second coil 93 is constant.

  In the graph shown in FIG. 5, the horizontal axis indicates the deviation (%) of the natural frequency, and the vertical axis indicates the power transmission efficiency (%) at a constant frequency current. The deviation (%) in natural frequency is expressed by the following equation (3).

(Deviation of natural frequency) = {(f1−f2) / f2} × 100 (%) (3)
As is clear from FIG. 5, when the deviation (%) of the 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 about 40%. When the deviation (%) in natural frequency is ± 10%, the power transmission efficiency is about 10%. When the deviation (%) in natural frequency is ± 15%, the power transmission efficiency is about 5%. That is, the natural frequencies of the second coil 93 and the third coil 96 are set so that the absolute value (natural frequency difference) of the deviation (%) of the natural frequency falls within the range of 10% or less of the natural frequency of the third coil 96. It can be seen that the power transmission efficiency can be increased to a practical level by setting. Furthermore, when the natural frequency of the second coil 93 and the third coil 96 is set so that the absolute value of the deviation (%) of the natural frequency is 5% or less of the natural frequency of the third coil 96, the power transmission efficiency is further increased. This is more preferable. The simulation software employs electromagnetic field analysis software (JMAG (registered trademark): manufactured by JSOL Corporation).

  Referring again to FIG. 2, power transmission unit 220 of power transmission device 200 and power reception unit 110 of vehicle 100 are formed between power transmission unit 220 and power reception unit 110, and a magnetic field that vibrates at a specific frequency and power transmission Power is exchanged in a non-contact manner through at least one of an electric field that is formed between the unit 220 and the power receiving unit 110 and vibrates at a specific frequency. The coupling coefficient κ between the power transmission unit 220 and the power reception unit 110 is preferably 0.1 or less, and power is transmitted from the power transmission unit 220 to the power reception unit 110 by causing the power transmission unit 220 and the power reception unit 110 to resonate with each other by an electromagnetic field. Is transmitted.

  Here, a magnetic field having a specific frequency formed around the power transmission unit 220 will be described. The “magnetic field of a specific frequency” typically has a relationship with the power transmission efficiency and the frequency of the current supplied to the power transmission unit 220. First, the relationship between the power transmission efficiency and the frequency of the current supplied to the power transmission unit 220 will be described. The power transmission efficiency when power is transmitted from the power transmission unit 220 to the power reception unit 110 varies depending on various factors such as the distance between the power transmission unit 220 and the power reception unit 110. For example, the natural frequency (resonance frequency) of the power transmission unit 220 and the power reception unit 110 is f0, the frequency of the current supplied to the power transmission unit 220 is f3, and the air gap between the power transmission unit 220 and the power reception unit 110 is the air gap AG. And

  FIG. 6 is a graph showing the relationship between the power transmission efficiency when the air gap AG is changed and the frequency f3 of the current supplied to the power transmission unit 220 while the natural frequency f0 is fixed. With reference to FIG. 6, the horizontal axis indicates the frequency f3 of the current supplied to the power transmission unit 220, and the vertical axis indicates the power transmission efficiency (%). The efficiency curve L1 schematically shows the relationship between the power transmission efficiency when the air gap AG is small and the frequency f3 of the current supplied to the power transmission unit 220. As shown in the efficiency curve L1, when the air gap AG is small, the peak of power transmission efficiency occurs at frequencies f4 and f5 (f4 <f5). When the air gap AG is increased, the two peaks when the power transmission efficiency is increased change so as to approach each other. As shown in the efficiency curve L2, when the air gap AG is larger than the predetermined distance, the power transmission efficiency has one peak, and the power transmission efficiency is obtained when the frequency of the current supplied to the power transmission unit 220 is the frequency f6. Becomes a peak. When the air gap AG is further increased from the state of the efficiency curve L2, the peak of power transmission efficiency is reduced as shown by the efficiency curve L3.

  For example, the following method can be considered as a method for improving the power transmission efficiency. As a first technique, the frequency of the current supplied to the power transmission unit 220 is made constant in accordance with the air gap AG, and the capacitance of the capacitor 222 or the capacitor 112 is changed, so that the power transmission unit 220 and the power reception unit 110 can be changed. It is conceivable to change the power transmission efficiency characteristics between the two. Specifically, the capacitances of the capacitor 222 and the capacitor 112 are adjusted so that the power transmission efficiency reaches a peak in a state where the frequency of the current supplied to the power transmission unit 220 is constant. In this method, the frequency of the current flowing through the power transmission unit 220 and the power reception unit 110 is constant regardless of the size of the air gap AG. Note that, as a technique for changing the characteristics of the power transmission efficiency, a technique using the matching device 260 of the power transmission device 200 or a converter (not shown) provided between the rectifier 180 and the power storage device 190 in the vehicle 100 is used. It is also possible to adopt a technique to do so.

  The second method is a method of adjusting the frequency of the current supplied to the power transmission unit 220 based on the size of the air gap AG. For example, when the power transmission characteristic is the efficiency curve L1, a current having a frequency f4 or f5 is supplied to the power transmission unit 220. When the frequency characteristic is the efficiency curves L2 and L3, the current having the frequency f6 is supplied to the power transmission unit 220. In this case, the frequency of the current flowing through power transmission unit 220 and power reception unit 110 is changed in accordance with the size of air gap AG.

  In the first method, the frequency of the current flowing through the power transmission unit 220 is a fixed constant frequency, and in the second method, the frequency flowing through the power transmission unit 220 is a frequency that changes as appropriate depending on the air gap AG. A current having a specific frequency set so as to increase the power transmission efficiency is supplied to the power transmission unit 220 by the first method, the second method, or the like. When a current having a specific frequency flows through the power transmission unit 220, a magnetic field (electromagnetic field) that vibrates at a specific frequency is formed around the power transmission unit 220. The power receiving unit 110 receives power from the power transmitting unit 220 through a magnetic field that is formed between the power receiving unit 110 and the power transmitting unit 220 and vibrates at a specific frequency. Therefore, the “magnetic field oscillating at a specific frequency” is not necessarily a magnetic field having a fixed frequency. In the above example, focusing on the air gap AG, the frequency of the current supplied to the power transmission unit 220 is set, but the power transmission efficiency is the horizontal direction of the power transmission unit 220 and the power reception unit 110. The frequency changes due to other factors such as a deviation, and the frequency of the current supplied to the power transmission unit 220 may be adjusted based on the other factors.

  In the above description, an example in which a helical coil is used as the resonance coil has been described. However, when an antenna such as a meander line is used as the resonance coil, a current having a specific frequency flows in the power transmission unit 220. Thus, an electric field having a specific frequency is formed around the power transmission unit 220. And electric power transmission is performed between the power transmission part 220 and the power receiving part 110 through this electric field.

  In this power transmission system, power transmission and power reception efficiency are improved by using a near field (evanescent field) in which the “electrostatic magnetic field” of the electromagnetic field is dominant.

  FIG. 7 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. 7, the electromagnetic field is composed of 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”. When the wavelength of the electromagnetic field is “λ”, the distance at which the strengths of “radiation electromagnetic field”, “induction electromagnetic field”, and “electrostatic magnetic field” are substantially equal can be expressed as λ / 2π.

  The “electrostatic magnetic field” is a region where the intensity of the electromagnetic wave suddenly decreases with the distance from the wave source. In the power transmission system according to this embodiment, the near field (evanescent field) in which the “electrostatic magnetic field” is dominant. ) Is used to transmit energy (electric power). That is, in the near field where the “electrostatic magnetic field” is dominant, by resonating the power transmitting unit 220 and the power receiving unit 110 (for example, a pair of LC resonance coils) having adjacent natural frequencies, the power receiving unit 220 and the other power receiving unit are resonated. Energy (electric power) is transmitted to 110. Since this “electrostatic magnetic field” does not propagate energy far away, the resonance method transmits power with less energy loss than electromagnetic waves that transmit energy (electric power) by “radiant electromagnetic field” that propagates energy far away. be able to.

  Thus, in this power transmission system, power is transmitted between the power transmission unit 220 and the power reception unit 110 in a non-contact manner by causing the power transmission unit 220 and the power reception unit 110 to resonate (resonate) with each other by an electromagnetic field. . And the coupling coefficient ((kappa)) between the power transmission part 220 and the power receiving part 110 is about 0.3 or less, for example, Preferably, it is 0.1 or less. As a matter of course, a coupling coefficient (κ) in the range of about 0.1 to 0.3 can also be adopted. The coupling coefficient (κ) is not limited to such a value, and may take various values that improve power transmission.

  Note that the coupling between the power transmitting unit 220 and the power receiving unit 110 in the power transmission is, for example, “magnetic resonance coupling”, “magnetic field (magnetic field) resonance coupling”, “electromagnetic field (electromagnetic field) resonant coupling”, “ 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”.

  When the power transmission unit 220 and the power reception unit 110 are formed by coils as described above, the power transmission unit 220 and the power reception unit 110 are mainly coupled by a magnetic field (magnetic field), and are referred to as “magnetic resonance coupling” or “magnetic field”. (Magnetic field) resonance coupling "is formed. For example, an antenna such as a meander line may be employed for the power transmission unit 220 and the power reception unit 110. In this case, the power transmission unit 220 and the power reception unit 110 are mainly based on an electric field (electric field). The “electric field (electric field) resonance coupling” is formed.

(Description of power transmission device selection control in a vehicle)
In the vehicle power feeding system that transmits power in a non-contact manner as described above, wired connection for power transmission between the power transmission device and the vehicle is not performed. Therefore, in many cases, information transmission between the power transmission device and the vehicle is also performed using wireless communication, and the power transmission device and the vehicle are mutually authenticated based on information obtained by wireless communication.

  In wireless communication, when there are a plurality of devices (vehicles, power transmission devices) that can communicate within the communication range, it is possible to communicate with each device individually. Therefore, in a plurality of adjacent parking spaces such as a parking lot of a commercial facility, when the non-contact power feeding system as shown in FIG. 1 is provided in each parking space, the power transmission device communicates with the plurality of vehicles, and the vehicle May be in a state of communicating with a plurality of power transmission devices.

  FIG. 8 is a diagram exemplarily showing such a state. In FIG. 8, two parking spaces PA1 and PA2 are provided with power transmission devices (hereinafter also referred to as “charging stands” or “stands”) 200A and 200B, respectively. In such a case, for example, the vehicle 100A (vehicle A) looking for a usable parking space can communicate with the power transmission devices 200A and 200B by wireless communication. On the other hand, vehicle 100B (vehicle B) already parked in parking space PA2 can also communicate with power transmission devices 200A and 200B by wireless communication.

  Thus, in each device, there are a plurality of counterpart devices that can be the targets of power transmission or power reception. Therefore, in order to appropriately supply power from the power transmission device to the vehicle, it is necessary to reliably identify and pair the counterpart device to be transmitted or received.

  If a power transmission operation is executed in a state where the power transmission device and the vehicle are not properly paired, the power transmission device cannot correctly grasp the state of the power storage device mounted on the vehicle, and depends on the state of the power storage device of another vehicle. Power transmission is performed. If so, there is a possibility that the power storage device will be insufficiently charged, or on the contrary, the charging cannot be stopped properly, resulting in overcharging.

  For example, in FIG. 8, when the vehicle A and the power transmission device 200B are paired and the vehicle B and the power transmission device 200A are paired, when the vehicle A and the power transmission device 200B are instructed to start power transmission, the parking space PA2 Power is transmitted to the vehicle B parked in the vehicle. Then, power transmission device 200B may transmit power to vehicle B according to the state of the power storage device mounted on vehicle A. On the other hand, when the vehicle B instructs the power transmission device 200A to start power transmission, since the vehicle is not parked in the parking space PA1, it may be in a state where appropriate power transmission cannot be performed.

  As described above, in a state where the power transmission device and the vehicle are not correctly paired, there is a possibility that charging intended by the user cannot be performed, or that a failure or deterioration of the device may be caused.

  In addition, when a power storage device is charged by a public power transmission device, a charge may be imposed according to the amount of charge. Therefore, in a state where the power transmission device and the vehicle are not correctly paired, there is a possibility that the charge information of the vehicle and the charge information imposed on another vehicle are switched.

  Therefore, in the first embodiment, a candidate for a usable power transmission device detected using wireless communication in a vehicle is displayed, and selection control for selecting a power transmission device to be used by the user from the candidates for the power transmission device is performed. Run. By adopting such a configuration, the user can select a power transmission device that is actually scheduled to transmit power while confirming, so that occurrence of mismatch in pairing between the vehicle and the power transmission device can be reduced.

  In this case, in order to prevent a plurality of vehicles from selecting one specific power transmission device redundantly, the user selects the power transmission device while the specific vehicle is executing the selection of the power transmission device. Until the process is completed, an exclusive lock process is performed on each power transmission device so that the power transmission device is not searched for by another vehicle. Hereinafter, the details of the power transmission device selection control executed in the vehicle will be described with reference to FIGS. 9 to 15.

  First, the outline of the selection control in the first embodiment will be described with reference to FIGS. 9 and 10. Referring to FIG. 9, vehicle 100A (vehicle A) is parked in parking space PA1 in which power transmission device 200A (power transmission device 1) is provided, and parking space PA2 in which power transmission device 200B (power transmission device 2) is provided. Vehicle 100B (vehicle B) is parked in the middle. And power transmission to both vehicles A and B shall not be started yet.

  When the user instructs power supply to start before vehicle B, vehicle A first searches for a usable power transmission device that is not performing power transmission by wireless communication. In FIG. 9, a response signal is returned from the power transmission devices 1 and 2 in response to the search request from the vehicle A. As a result, in the vehicle A, the power transmission devices 1 and 2 are detected as candidates for a power transmission device that can be used.

  When a usable power transmission device candidate is detected, the vehicle A outputs a signal for performing a lock process for restricting selection from other vehicles to the detected power transmission devices 1 and 2. . In response to this, the power transmission devices 1 and 2 prohibit the output of a response signal when receiving a search request signal from another vehicle. Alternatively, the power transmission devices 1 and 2 may output a response signal indicating that the vehicle is locked by another vehicle in response to a search request signal from another vehicle.

  As a result, even when the start of power supply is instructed from the vehicle B, the power transmission devices 1 and 2 are not detected as candidates for usable power transmission devices. Therefore, while the power transmission device is being selected in vehicle A, the same power transmission device is not selected redundantly from other vehicles.

  Then, in the vehicle A, when the user selects the power transmission device 1 as the power transmission device to be used for power transmission from the detected power transmission device candidates, the vehicle A is configured for the selected power transmission device 1 as illustrated in FIG. 10. Continues the locked state and releases the locked state for the power transmission device 2 that has not been selected. Then, the vehicle A starts power transmission from the power transmission device 1.

  In this state, when the vehicle B is instructed to start feeding, the power transmission device 1 is not detected as a usable power transmission device because the lock process is continued, and is detected as a power transmission device that can be used by the power transmission device 2. Is done.

  When charging of the power storage device is completed in vehicle A, the lock process for power transmission device 1 is released, and power transmission device 1 is returned to a state in which selection from another vehicle is possible.

  As described above, when a power transmission device is selected in a specific vehicle, the same power transmission device is redundantly selected from a plurality of vehicles by exclusively locking the power transmission devices detected as selection candidates. Can be prevented.

  FIG. 11 is a diagram for explaining state transition of the power transmission device when the first embodiment is executed. The state of the power transmission device includes a “standby state” 500, a “lock state” 510, a “first power transmission state” 520, and a “second power transmission state” 530.

  The “standby state” 500 is a state in which power transmission is not being executed and the lock process from the vehicle is not instructed. In the “standby state”, when a search request signal is received from the vehicle, the power transmission device transmits a response signal to the vehicle in response thereto.

  The “lock state” 510 is a state in which a transition from “standby process” is received in response to an instruction for a lock process from the vehicle, and selection by another vehicle is prohibited. In this “locked state”, the power transmission operation has not yet been executed. The “locked state” is returned to the “standby process” when the unlocking operation by the user or the communication with the vehicle is interrupted.

  In the “lock state”, when a power transmission request signal for performing power transmission using the weak power (hereinafter also referred to as “test power transmission”) is received from the vehicle, the state transitions to the “first power transmission state” 520. The “first power transmission state” is a state for confirming whether the selection is appropriate and correctly paired when the power transmission device is selected by the user.

  In the “first power transmission state”, a weak power smaller than the power used when charging the power storage device of the vehicle is supplied from the power transmission device to the vehicle. When the vehicle correctly receives the weak power, it is determined that the pairing between the vehicle and the power transmission device is correct. If the pairing is correct, the state shifts to the “second power transmission state” 530 by a power transmission request signal using high power transmitted continuously from the vehicle. The “second power transmission state” is a state in which a power transmission operation for charging the power storage device of the vehicle is performed, and enters the “standby state” in response to the completion of charging of the power storage device and communication with the vehicle. State transitions.

  If the pairing is not correct, the lock process is forcibly released by the vehicle, and the state is returned to the “standby state”.

  In the “first power transmission state” and the “second power transmission state”, the lock process is continued, and the lock state is released in response to the end of power transmission.

  12 and 13 are display examples of usable power transmission device candidates in the I / F unit 165 of the vehicle. In the example of FIG. 12, the I / F unit 165 shows a power transmission device that can be used together with a layout diagram of parking spaces in the parking lot (or charging station). By displaying together with such a layout diagram, the user can visually recognize the target power transmission device rather than simply displaying the available power transmission devices as a list, so that erroneous selection can be suppressed. At this time, it is displayed that the power transmission device in use in another vehicle cannot be selected.

  Further, in the example of FIG. 13, usable power transmission devices are displayed in a list form in descending order of reception strength of wireless communication. In general, since the power transmission devices in the vicinity tend to have higher reception intensity, the power transmission device corresponding to the parking space where the vehicle is parked can be easily recognized.

  12 and 13 is a liquid crystal display panel used for a navigation system, for example. The user selects a power transmission device to be used by operating an operation unit (not shown) while referring to such a display. Note that in the case of a touch panel display panel, a power transmission device can be selected by touching a display surface on which a display as illustrated in FIGS. 12 and 13 is performed.

  FIG. 14 is a diagram for explaining a schematic communication sequence between the vehicle and the power transmission device in the first embodiment. In FIG. 14 and Embodiments 2 to 5 described later, a case where the vehicle A and the power transmission device 1 are paired will be described as an example. In FIG. 14, it is assumed that the user makes a charging request and selects a power transmission device in vehicle A.

  Referring to FIGS. 2 and 14, when the user instructs a charging request from I / F unit 165 of vehicle A, vehicle A starts searching for an available power transmission device. Specifically, a search request signal is transmitted from vehicle A to each power transmission device. The power transmission device returns a response signal in response to the search request signal.

  The vehicle A creates a candidate list of usable power transmission devices based on the response signal received from the power transmission device, and sends the list to the I / F unit 165 in the manner shown in FIG. 12 or FIG. indicate. Then, the vehicle A transmits a lock instruction signal to the responding power transmission device so that the power transmission device is not selected by another vehicle.

  When the user selects a power transmission device (power transmission device 1 in FIG. 14) to be used for power transmission based on this candidate list, vehicle A transmits a power transmission request signal for performing test power transmission to power transmission device 1. At the same time, prepare to receive power.

  In response to the power transmission request signal from the vehicle A, the power transmission device 1 performs power transmission using weak power. The vehicle A specifies pairing with the power transmission device 1 when the power supplied from the power transmission device 1 is received.

  Thereafter, the vehicle A transmits a lock release signal to the power transmission device (in FIG. 14, the power transmission device 2) that has not been selected as the pairing target. In response to this, the power transmission device 2 releases the lock state. As a result, another vehicle can select the power transmission device 2.

  Then, vehicle A transmits a power transmission request signal for performing power transmission using high power to power transmission device 1 for which pairing is specified in order to charge power storage device 190. The power transmission device 1 performs a power transmission operation using the increased transmission power in response to the power transmission request signal, and the vehicle A charges the power storage device 190 using the received power.

  When charging of the power storage device 190 proceeds to a fully charged state, the vehicle A transmits a charge completion notification to the power transmission device 1 and stops power transmission from the power transmission device 1. As a result, charging of the power storage device 190 of the vehicle A ends, and accordingly, communication between the vehicle A and the power transmission device 1 ends. In response to the end of communication with vehicle A, power transmission device 1 releases the locked state and returns to the standby state.

  Although not shown in FIG. 14, the selection by the user is inappropriate. For example, when power transmission device 2 is selected in FIG. 14, vehicle A is connected from power transmission device 2 in the test power transmission. Based on the fact that no power is received, it can be determined that the user's selection is incorrect. In this case, vehicle A cancels the locked state and deletes power transmission device 2 from the candidate list, assuming that power transmission device 2 is not a power transmission device capable of transmitting power to vehicle A. Furthermore, the vehicle A may output an alarm to prompt the user to select another power transmission device.

  By performing such a procedure, the power transmission device and the vehicle can be appropriately paired without overlapping with other vehicles.

  FIG. 15 is a flowchart for explaining the selection control process executed in the first embodiment. FIG. 15 shows processing executed by vehicle ECU 300 of vehicle 100 and processing executed by power transmission ECU 240 of power transmission device 200. For each step in the flowcharts shown in FIG. 15 and FIGS. 18, 21, 23, and 25, which will be described later, programs stored in advance in the vehicle ECU 300 and the power transmission ECU 240 are called from the main routine, and a predetermined cycle or a predetermined condition is obtained. This is realized by executing in response to the establishment of Alternatively, for some steps, it is also possible to construct dedicated hardware (electronic circuit) and realize processing.

  With reference to FIG. 2 and FIG. 15, the process in vehicle ECU 300 of vehicle 100 will be described first. Vehicle ECU 300 determines in step (hereinafter, step is abbreviated as S) 100 whether a charging request has been received by a user operation.

  If the charging request is not received (NO in S100), the charging operation is not necessary, and thus vehicle ECU 300 skips the subsequent processing and ends the processing.

  If a charge request is received (YES in S100), the process proceeds to S110, and vehicle ECU 300 starts communication with the power transmission device. In step S120, vehicle ECU 300 transmits a search request signal to the power transmission device, and searches for a power transmission device that can be used for power transmission. Thereafter, vehicle ECU 300 determines in S130 whether there is a power transmission device that can be used for power transmission based on the response notification received from the power transmission device in response to the search request signal.

  If there is no power transmission device that can be used for power transmission (NO in S130), vehicle 100 cannot charge power storage device 190, and the process ends.

If there is a power transmission device that can be used for power transmission (YES in S130), the process proceeds to S140.
The vehicle ECU 300 creates a candidate list of usable power transmission devices and displays the usable power transmission devices on the I / F unit 165 in a manner as shown in FIG. 12 or FIG. In step S150, vehicle ECU 300 outputs a lock instruction signal to the power transmission devices in the candidate list. The power transmission device that has received the lock instruction signal is locked so that it is not selected by another vehicle.

  Thereafter, vehicle ECU 300 determines in S160 whether or not the user has selected a power transmission device that performs power transmission from the displayed candidates.

  If selection by the user has not been made (NO in S160), the process returns to S160 to wait for selection by the user. If selection by the user is made (YES in S160), the process proceeds to S170.

  Although not shown in FIG. 15, if the selection by the user is not performed for a long time, the power transmission device by the user cannot be selected due to the lock process, so that the power transmission device by the user cannot be selected. If the selection is not performed for a predetermined time, it is preferable to release the locked state of the locked power transmission device.

  In S170, vehicle ECU 300 transmits a power transmission request signal for performing test power transmission to the selected power transmission device. In response to this, weak power is supplied from the selected power transmission device. Then, vehicle ECU 300 determines in S180 whether or not the power from the power transmission device has been received.

  When the power of the test transmission cannot be received (NO in S180), vehicle ECU 300 determines that the power transmission device selected in S160 is not capable of transmitting power to vehicle A, and releases the lock state of the power transmission device. Then, the process returns to S120. Thereafter, in S160, the power transmission device is selected from other candidates by the user.

  If the power of the test power transmission can be received (YES in S180), vehicle ECU 300 determines that pairing with the power transmission device is appropriate, and in S190, for other power transmission devices not selected. Send the unlock command. In S200, vehicle ECU 300 transmits a power transmission request signal for performing full-scale power transmission using the increased power to the selected power transmission device. In response to this, electric power is supplied from the power transmission device, and vehicle ECU 300 performs charging of power storage device 190 using the received power (S210).

  Vehicle ECU 300 monitors the SOC while performing the charging operation, and determines whether power storage device 190 is in a fully charged state or has been charged. If charging has not been completed (NO in S220), the process returns to S210, and vehicle ECU 300 continues the charging operation until the fully charged state is reached.

  On the other hand, when charging is completed (YES in S220), the process proceeds to S230, and vehicle ECU 300 ends the charging operation, transmits a charging completion notification to the power transmission device, and stops power transmission from the power transmission device. Let And vehicle ECU300 complete | finishes communication with a power transmission apparatus in S240.

  Next, processing in power transmission ECU 240 of power transmission device 200 will be described. In S300, power transmission ECU 240 determines whether or not a search request signal from the vehicle has been received in the standby state.

  If the search request signal has not been received (NO in S300), the process returns to S300, and power transmission ECU 240 continues the standby state.

  If the search request signal has been received (YES in S300), the process proceeds to S310, and power transmission ECU 240 provides a response notification indicating that the vehicle that has transmitted the search request signal can be used for power transmission. Send. Then, in S320, power transmission ECU 240 determines whether or not a lock instruction signal from the vehicle has been received.

  If the lock instruction signal has not been received (NO in S320), the process returns to S300. If the lock instruction signal has been received (YES in S320), the process proceeds to S330, and power transmission ECU 240 performs a lock process so that it is not selected by another vehicle. Specifically, as a lock process, the power transmission ECU 240 does not send a response notification when receiving a search request signal from another vehicle, or sends a response notification indicating that the vehicle is locked by another vehicle. Or send it.

  Thereafter, in S340, power transmission ECU 240 determines whether or not a power transmission request signal for performing test power transmission from the vehicle is received within a predetermined time after receiving the lock instruction signal.

  If a power transmission request signal has been received (YES in S340), power transmission ECU 240 executes test power transmission in S350, and then proceeds to S360. If a power transmission request signal has not been received (NO in S340), S350 is skipped and the process proceeds to S350.

  In S360, power transmission ECU 240 determines whether a lock release instruction has been received from the vehicle. If a lock release instruction has been received (YES in S360), the process proceeds to S410, and power transmission ECU 240 releases the lock state and returns to the standby state.

  On the other hand, if the lock release instruction has not been received (NO in S360), the process proceeds to S370, and power transmission ECU 240 determines whether a power transmission request signal using high power from the vehicle has been received. If a power transmission request signal has not been received (NO in S370), the process returns to S370.

  If a power transmission request signal has been received (YES in S370), the process proceeds to S380, and power transmission ECU 240 executes a power transmission operation using large power. In S390, power transmission ECU 240 determines whether or not a charge completion notification is received from the vehicle.

  If a charging completion notification has not been received (NO in S390), the process returns to S380, and power transmission ECU 3240 continues power transmission using large power.

  If a charging completion notification has been received (YES in S390), the process proceeds to S400, and power transmission ECU 240 stops power transmission to the vehicle. And power transmission ECU240 cancels | releases a locked state in response to completion | finish of communication with a vehicle, and returns to a standby state (S410).

  By performing control according to the above-described processing, the power transmission device and the vehicle can be correctly paired in the non-contact power feeding system capable of transmitting information between the power transmission device and the vehicle using wireless communication. Furthermore, when selecting a power transmission device to be used for power transmission, it is possible to select a power transmission device exclusively by putting the power transmission devices listed in the candidate list into a locked state so that they are not selected by other vehicles. Become. And about the power transmission apparatus which was not selected as a power transmission apparatus used for power transmission, other vehicles can select these other power transmission apparatuses by canceling | releasing a locked state.

[Embodiment 2]
In the example described in the first embodiment, the case where the charging request is made in a state where the vehicle is parked in the parking space is described as an example. However, the charging request is made before the parking in the parking space is completed, and the power transmission is used. The present invention can also be applied to a case where a device is reserved.

  However, in this case, the user may park in a parking space different from the reserved one. That is, there is a possibility that the user makes a mistake in selecting the power transmission device.

  Therefore, in the second embodiment, a configuration will be described in which power is supplied from the power transmission device only when a vehicle is detected by the vehicle detection unit illustrated in FIG. By doing in this way, a user's misselection can be determined before the electric power supply from a power transmission apparatus. In addition, it is possible to prevent the power transmission device from being selected from another vehicle in a state after the charging is completed and before the vehicle leaves the parking space.

  FIG. 16 is a diagram for explaining state transition of the power transmission device in the second embodiment. In FIG. 16, “vehicle detection state” 540 is added to the state transition diagram of FIG. 11 of the first embodiment. In FIG. 16, description of elements overlapping with FIG. 11 is not repeated.

  Referring to FIG. 16, when it is detected that the vehicle is parked in the parking space after the transition from the “standby state” to the “lock state”, the state of the power transmission device transitions to the “vehicle detection state”. In the “vehicle detection state”, when the power transmission request signal for the test power transmission is received, the state of the power transmission device transitions to the “first power transmission state”.

  Thereafter, when the vehicle receives power from the test power transmission and receives a power transmission request signal using high power from the vehicle, the state of the power transmission device transitions to the “second power transmission state”. In the second embodiment, even when charging of the power storage device is completed in the vehicle and communication is completed, the power transmission device does not transition to the “standby state” after passing, and the user moves the vehicle and detects the vehicle. When no vehicle is detected in the part, the state transitions to the “standby state”.

  Therefore, even when the charging of the power storage device is completed, the locked state is maintained until the vehicle leaves the parking space, so that even though the charged vehicle is still stopped in the parking space, It can prevent that the said power transmission apparatus is selected.

  When power transmission is being executed in the “vehicle detection state”, “first power transmission state”, and “second power transmission state”, if the user moves the vehicle and enters a vehicle undetected state, power transmission is performed. The device stops power transmission and the state transitions to the “standby state”.

  FIG. 17 is a diagram for explaining a schematic communication sequence when selection control is performed in the second embodiment. In FIG. 17, the description of the same portions as those in FIG. 14 of the first embodiment will not be repeated.

  Referring to FIG. 17, when a candidate list of power transmission devices that can transmit power is generated by a response from the power transmission device to the search request signal from vehicle A, vehicle A responds to the power transmission device that has responded that power transmission is possible. To send a lock instruction signal. The power transmission devices 1 and 2 that have received the lock instruction signal set the state to the locked state.

  Thereafter, when the parking operation by the user is completed, the vehicle is detected by the vehicle detection unit in the power transmission device 1, but the vehicle is not detected in the power transmission device 2.

  When parking is completed and preparation for power reception is completed, the vehicle A transmits a power transmission request signal for performing test power transmission to the power transmission devices 1 and 2 selected by the user. At this time, the power transmission device 1 performs test power transmission because the vehicle detection unit detects that the vehicle is present in the parking space. On the other hand, the power transmission device 2 does not perform test power transmission because no vehicle is detected in the parking space.

  The vehicle A specifies the pairing with the power transmission device 1 by receiving the power supplied by the test power transmission from the power transmission device 1. Thereafter, the vehicle A transmits a power transmission request signal using high power to the power transmission device 1 and charges the power storage device using the power supplied from the power transmission device 1.

  If the user accidentally parks in the parking space where the power transmission device 2 is provided, the power transmission device 1 does not detect the vehicle. Therefore, even if power transmission device 1 receives a power transmission request signal for performing test power transmission from vehicle A, test power transmission is not performed. Since the vehicle A cannot receive power even after a predetermined time has elapsed with respect to the power transmission request for the test power transmission, the vehicle A determines that the selected power transmission device and the power transmission device corresponding to the parked parking space are inconsistent. be able to.

  Correspondingly, the user changes the selection of the power transmission device or reparks the vehicle in the correct parking space, and the vehicle A receives power supplied by the test power transmission from the power transmission device. Identify pairing.

  Thereafter, when the charging of the power storage device is completed and the vehicle detection unit stops detecting the vehicle due to the movement of the vehicle by the user, the power transmission device releases the lock state and returns to the standby state.

  FIG. 18 is a flowchart for explaining the selection control process executed in the second embodiment. In FIG. 18, step S340 in the flowchart of FIG. 15 of the first embodiment is replaced with step S340A, and step S405 is further added. In FIG. 18, the description of the same steps as those in FIG. 15 will not be repeated.

  2 and 18, control in vehicle ECU 300 of vehicle 100 is the same as that in FIG. 15 of the first embodiment.

  When the power transmission ECU 240 of the power transmission device 200 executes the lock process in response to the lock instruction signal from the vehicle (S330), in S340A, the power transmission ECU 240 determines whether or not a power transmission request signal for performing test power transmission from the vehicle has been received. To do. At this time, power transmission ECU 240 also determines whether the vehicle is detected by vehicle detection unit 270.

  That is, when vehicle detection is performed and a power transmission request signal is received from the vehicle (YES in S340A), the process proceeds to S350, and power transmission ECU 240 executes test power transmission.

  If NO in S340A, that is, if the vehicle has not been detected or if no power transmission request signal has been received from the vehicle, the process proceeds to S360.

  When power transmission is stopped due to the completion of charging (S400), the process proceeds to S405. In S405, power transmission ECU 240 determines whether the vehicle has not been detected, that is, whether the vehicle has been moved.

  If the vehicle has not been moved (NO in S405), the process returns to S405, and power transmission ECU 240 maintains the locked state until the vehicle is moved.

  On the other hand, if the vehicle has been moved (YES in S405), the process proceeds to S410, and power transmission ECU 240 releases the locked state and returns to the standby state.

  As described above, the erroneous selection of the power transmission device by the user can be detected by considering the presence or absence of the vehicle using the vehicle detection unit. Furthermore, after the charging of the power storage device is completed, when the vehicle is not moved from the parking space, the power transmission device can be prevented from being selected by another vehicle.

[Embodiment 3]
In the non-contact power supply system as shown in FIG. 1, the alignment accuracy between the power transmission unit of the power transmission device and the power reception unit of the vehicle affects the power transmission efficiency. For this reason, such a system may have a positioning function that informs the user whether the parking position of the vehicle is good or not while performing test power transmission with weak power and confirming the transmission efficiency during the parking operation of the vehicle.

  In the third embodiment, a case where the selection control as in the first embodiment is performed in the system having the alignment function in the parking operation as described above will be described.

  FIG. 19 is a diagram for explaining a schematic communication sequence in the third embodiment. In FIG. 19, the alignment operation at the time of parking (portion surrounded by a broken line) is added to FIG. 14 of the first embodiment. In FIG. 19, the description of the same part as in FIG. 14 will not be repeated.

  Referring to FIG. 19, when a charge request operation is performed by the user in vehicle A before the parking operation in the parking space, vehicle A searches for an available power transmission device within the communication range, and from the power transmission device. A candidate list of usable power transmission devices is created based on the response and displayed on the I / F unit.

  Thereafter, the vehicle A brings the searched power transmission device into the locked state and prepares for power reception.

  Then, the vehicle A transmits a power transmission request signal for causing the searched power transmission apparatus to perform test power transmission. In response to this, test power transmission is executed in each power transmission device.

  The vehicle A calculates power transmission efficiency based on the power supplied from the power transmission device, and for example, prompts the user to stop the vehicle at a position where the power transmission efficiency exceeds a predetermined reference value. When the parking operation is completed, the vehicle A once stops the test power transmission.

  After that, when a power transmission device used for power transmission in the vehicle A is selected by the user, the vehicle A causes the selected power transmission device to perform a test power transmission for confirmation, and receives the power to make a pair with the power transmission device. Identify the ring.

  In addition, in the positioning at the time of the parking operation, when the power transmission device that has received power can be identified, the specific operation of the power transmission device by the second test power transmission may be omitted. In this case, for example, by specifying the power transmission device specified in the parking operation in the candidate list, it is possible to prevent erroneous selection when the user selects the power transmission device.

  The subsequent operation is the same as in FIG. 14, and the locked state of the power transmission device that has not been selected is released, and the power storage device mounted on the vehicle is charged using the power from the selected power transmission device. The

  FIG. 20 is a flowchart for explaining the selection control process executed in the third embodiment. The flowchart in FIG. 20 is obtained by adding step S155 on the vehicle side and further adding step S335 on the power transmission apparatus side to the flowchart in FIG. 15 in the first embodiment. In FIG. 20, the description of the same steps as those in FIG. 15 will not be repeated.

  Referring to FIG. 2 and FIG. 20, vehicle ECU 300 creates / displays a list of power transmission device candidates that can be used by searching for power transmission devices (S140), and transmits a lock instruction signal to each power transmission device to lock it. If it is in a state (S150), in S155, alignment is performed and a parking operation is executed.

  Specifically, vehicle ECU 300 requests the power transmission device to perform test power transmission in order to perform alignment during parking. Then, vehicle ECU 300 calculates the power transmission efficiency, and notifies the user whether the relative position between the vehicle and the power transmission device is appropriate based on the calculated power transmission efficiency. When the parking operation by the user is completed, vehicle ECU 300 stops the test power transmission from the power transmission device.

  After that, as described with reference to FIG. 15, a power transmission device that performs power transmission is selected by the user, and after confirmation of power reception, a power transmission request signal is transmitted to the power transmission device to charge power storage device 190.

  On the other hand, when the power transmission ECU 240 of the power transmission device 200 performs a lock process in response to receiving the lock instruction signal from the vehicle (S330), the power transmission ECU 240 supplies weak power according to the test power transmission request signal from the vehicle. Using the power of the test power transmission, alignment with the power transmission device is performed when the vehicle is parked. At this stage, since the power transmission device used for power transmission is not selected by the user, the test power transmission at the time of parking is performed for all the power transmission devices listed in the candidate list.

  Based on the power transmission stop signal transmitted in response to the completion of the parking operation in the vehicle, power transmission ECU 240 stops test power transmission for alignment during parking.

  The subsequent processing is the same as that described with reference to FIG. 15 of the first embodiment. When the power transmission device used for power transmission is selected in the vehicle by the user, test power transmission for confirmation is executed in the selected power transmission device. Is done. Thereafter, when power reception is confirmed, the lock processing of the unselected power transmission device is released, and power transmission to the vehicle is executed in the selected power transmission device.

  A non-contact power feeding system capable of transmitting information between a power transmission device and a vehicle using wireless communication even when having a positioning function when parking in a parking space by performing control according to the above processing The power transmission device and the vehicle can be correctly paired.

[Embodiment 4]
In the first to third embodiments, the configuration has been described in which the power transmission device is searched on the vehicle side and the power transmission device is selected.

  In the fourth embodiment, a configuration will be described in which, on the power transmission device side, a vehicle that exists in the communication range is searched and a vehicle that supplies power is selected.

  FIG. 21 illustrates a display example of the I / F unit 280 on the power transmission device 200 side in the fourth embodiment. When power transmission device 200 detects a vehicle within the communication range, power transmission device 200 receives vehicle information for identifying the vehicle from the vehicle, and displays the vehicle information on I / F unit 280.

  As an example of vehicle information, a vehicle type, a color of a vehicle, etc. other than a vehicle number and a user name as shown in FIG. 21 are included. Further, as shown in FIG. 13, the communication strength of wireless communication may be displayed together.

  Based on the display as shown in FIG. 21, the user selects a power supply target vehicle using an operation unit (not shown) provided in the I / F unit 280. When the display surface of FIG. 21 is a touch panel display device, the user can select a vehicle by touching the display surface.

  FIG. 22 is a diagram for explaining a schematic communication sequence in the fourth embodiment. In the fourth embodiment, basically, the user performs an operation on the power transmission device after parking in the parking space. In FIG. 22, a case where the user operates the power transmission device 1 to transmit power to the vehicle A will be described as an example.

  Referring to FIG. 22, after the user parks vehicle A in the parking space of power transmission device 1 and inputs a charging request by operating I / F unit 280 of power transmission device 1, power transmission device 1 is within the communication range. A vehicle that can execute power transmission and another power transmission device that is not currently charged are searched.

  The vehicle and other power transmission devices that have received the search request transmit a response signal to the search request from the power transmission device 1 to the power transmission device 1. At this time, the searched vehicle prepares to receive power for receiving test power transmission.

  Then, power transmission device 1 creates a list of candidate vehicles that perform power transmission based on the received response signal, and displays the list on I / F unit 280.

  When the user selects the vehicle A as a vehicle to transmit power by operating the I / F unit 280, the power transmitting apparatus 1 confirms the number of other power transmitting apparatuses that are not currently charged, and there is another power transmitting apparatus. In this case, a lock instruction signal is transmitted to the other power transmission device so that a search for another vehicle is not performed. Other power transmission devices that have received the lock instruction signal place themselves in a locked state.

  Thereafter, the power transmission device 1 notifies the vehicle A of the test power transmission and performs the test power transmission. In the vehicle A, when it is confirmed that the power supplied from the power transmission device 1 is received, a power reception notification is transmitted to the power transmission device 1. At this time, in the vehicle A, pairing with the power transmission device 1 is specified.

  In addition, the power transmission device 1 confirms that the pairing with the vehicle A is completed by receiving the power reception notification from the vehicle A. Then, the power transmission device 1 releases the locked state of the other power transmission devices and notifies the unselected vehicle that the pairing with the vehicle A has been established. As a result, other vehicles and other power transmission devices return to the standby state.

  Vehicle A for which pairing with power transmission device 1 is specified transmits a power transmission request signal using high power to power transmission device 1 and does not respond to a search request signal from another power transmission device. State.

  The power transmission device 1 performs power transmission using large power in response to a power transmission request signal from the vehicle A. Then, vehicle A uses the power transmitted from power transmission device 1 to charge the power storage device.

  When the power storage device is in a fully charged state, the vehicle A transmits a charge end notification to the power transmission device 1 and returns to a state where a response to the search request can be made. Then, the vehicle A stops the charging operation and ends the communication with the power transmission device 1.

  The power transmission device 1 stops the power transmission operation in response to the charging end notification from the vehicle A. And the power transmission apparatus 1 complete | finishes communication with the vehicle A, and returns to a standby state.

  FIG. 23 is a flowchart for illustrating the selection control process executed in the fourth embodiment.

  With reference to FIG. 2 and FIG. 23, the process in power transmission ECU240 of the power transmission apparatus 200 is demonstrated first.

  In S600, power transmission ECU 240 determines whether or not a search request from another power transmission device has been received. When the search request signal is received (YES in S600), power transmission ECU 240 transmits a response signal to the search request signal in S610, and advances the process to S620. If no search request signal is received (NO in S600), the process proceeds to S620.

  In S620, power transmission ECU 240 determines whether a lock instruction signal from another power transmission device has been received or not.

  When a lock instruction signal is received from another power transmission device (YES in S620), the process proceeds to S621, and power transmission ECU 240 is the vehicle until the lock release signal from the other power transmission device is released. Lock to prevent searching. If the lock signal is released (YES in S622), power transmission ECU 240 releases the lock state in S623 and ends the process.

  If the lock instruction signal has not been received (NO in S620), the process proceeds to S630. The power transmission ECU 240 determines whether or not a charging request is input to the I / F unit 280 by a user operation. If there is no charge request (NO in S630), charging is not performed, and power transmission ECU 240 skips the subsequent processing and ends the processing.

  If a charging request is input (YES in S630), the process proceeds to S640, and power transmission ECU 240 searches for a vehicle that is in a power reception standby state within the communication range and another power transmission device that can transmit power. To do. Then, in S650, power transmission ECU 240 determines whether there is a vehicle in a power reception standby state based on a response signal from the vehicle.

  If there is no vehicle in a power reception standby state (NO in S650), power transmission ECU 240 ends the process.

  If there is a vehicle in a power reception standby state (NO in S650), the process proceeds to S660, and power transmission ECU 240 creates a list of the vehicle and displays it on I / F unit 280. Then, in S670, power transmission ECU 240 determines whether or not the user has selected a vehicle that performs power transmission.

  When a vehicle is selected by the user (YES in S670), power transmission ECU 240 performs a lock process so that other power transmission devices do not select the same vehicle (S680), and tests the selected vehicle. Notification of power transmission is made (S690). When the vehicle is not selected by the long-term user (NO in S670), power transmission ECU 240 ends the process.

  Thereafter, the power transmission ECU 240 executes test power transmission in S700, and determines whether or not a power reception notification is received from the vehicle selected for the test power transmission (S710).

  If the power reception notification is not received (NO in S710), power transmission ECU 240 determines that the selected vehicle is not a vehicle corresponding to the power transmission device, advances the process to S750, and stops power transmission. Then, the communication with the vehicle is terminated (S760). Although not shown in FIG. 23, the power transmission ECU 240 notifies the user that the vehicle is selected incorrectly.

  If a power reception notification is received (YES in S710), power transmission ECU 240 determines that the vehicle is a vehicle that should transmit power. And power transmission ECU240 advances a process to S720 and cancels the locked state of another power transmission apparatus. Thereafter, power transmission ECU 240 executes a power transmission operation using large power in S730.

  Thereafter, power transmission ECU 240 determines in S740 whether or not a charging completion notification from the vehicle has been received. If the charging completion notification has not been received (NO in S740), the process returns to S730, and the power transmission operation is continued until the charging completion notification is received.

  If a charging completion notification has been received (YES in S740), power transmission ECU 240 advances the process to S750 to stop power transmission and ends communication with the vehicle and ends the process (S760).

  Next, processing of the vehicle ECU 300 of the vehicle 100 will be described. When vehicle ECU 300 starts communication in S500, vehicle ECU 300 determines in S510 whether or not a search request signal from the power transmission device has been received. If the search request signal has not been received (NO in S510), the process proceeds to S590, and vehicle ECU 300 ends the communication.

  If the search request signal has been received (NO in S510), the process proceeds to S520, and vehicle ECU 300 transmits a response notification to the power transmission device.

  Thereafter, vehicle ECU 300 determines in S530 whether a selection notification indicating selection by the user has been received from the power transmission device.

  If the selection notification is not received (NO in S530), the vehicle ECU 300 advances the process to S590 because the other vehicle is selected by the user, ends the communication, and ends the process.

  When the selection notification is received (YES in S530), the process proceeds to S540, and vehicle ECU 300 determines whether or not the power supplied by the test power transmission from the power transmission device has been received.

  If power cannot be received from the power transmission device (NO in S540), vehicle ECU 300 determines that the vehicle selection by the user is incorrect, advances the process to S590, and ends the communication.

  On the other hand, when power is received from the power transmission device (YES in S540), the process proceeds to S550, and vehicle ECU 300 transmits a power reception notification to power transmission device and charges power storage device 190. A power transmission request signal using electric power is transmitted to the power transmission device. And power transmission ECU240 sets itself so that it may not respond with respect to the search request from another power transmission apparatus in S555.

  Thereafter, vehicle ECU 300 performs a charging operation using the power from the power transmission device in S560, and determines in S570 whether or not power storage device 190 is fully charged and charging is completed.

  If charging has not been completed (NO in S570), the process returns to S560, and vehicle ECU 300 continues the charging operation until power storage device 190 is fully charged.

  If charging is complete (YES in S570), the process proceeds to S580, and vehicle ECU 300 stops the charging operation and transmits a charging completion notification to the power transmission device. Then, vehicle ECU 300 allows a response to a search request from another power transmission device in S585, and ends communication (S590).

  In the non-contact power feeding system capable of transmitting information between the power transmission device and the vehicle using wireless communication even when the operation is performed on the power transmission device side by performing the control according to the above processing, the power transmission device and the vehicle Can be paired correctly.

  Note that the fourth embodiment also applies to the case where the power transmission device has a vehicle detection function and the case where the vehicle positioning function is provided, as in the second and third embodiments. be able to.

[Embodiment 5]
In the fifth embodiment, a configuration will be described in which a charging request is made on the vehicle side, and a vehicle to be transmitted from the candidate list is selected on the power transmission device side.

  FIG. 24 is a diagram for explaining a schematic communication sequence in the fifth embodiment. Referring to FIGS. 2 and 24, each power transmission device is in a power reception standby state that exists within the communication range in the standby state in which charging of the vehicle is not being performed, and other devices that are not currently performing a power transmission operation. The power transmission device, that is, another power transmission device capable of executing power transmission is searched as needed, and a list of detected vehicles is created.

  Then, the vehicle A on which the charging request operation has been performed by the user transmits a power transmission request signal for performing test power transmission to each power transmission device and prepares for power reception. In response to the power transmission request signal, each power transmission device executes test power transmission.

  In FIG. 24, the electric power supplied from the power transmission device 1 is received by the vehicle A. In response to the successful power reception, the power transmission device 1 determines that the vehicle A is parked in the power transmission device 1 and identifies pairing with the vehicle. Then, power transmission device 1 displays a list of vehicles on I / F unit 280. On the other hand, since the electric power supplied from the other power transmission device is not received, it is determined that the other power transmission device is not parked in the parking space to which the vehicle A corresponds. Therefore, the vehicle list is not displayed in other power transmission devices.

  Note that the confirmation of receiving power for test power transmission in the vehicle may be performed in a state where the vehicle is stopped in the parking space, or may be performed in test power transmission performed in the alignment at the time of parking as in the third embodiment. .

  Thereafter, when the user selects a vehicle to transmit power in the power transmission device 1 (in this case, vehicle A), the power transmission device 1 instructs the lock process so that the same vehicle is not selected in other power transmission devices, and It locks itself so as not to respond to a search for other power transmission devices.

  Then, the power transmission device 1 transmits a selection notification to the vehicle A. In the vehicle A, pairing with the power transmission device 1 is specified by a selection notification from the power transmission device 1, and a power transmission request signal using high power is transmitted to the power transmission device 1. Furthermore, the vehicle A prevents itself from responding to a search request for another power transmission device.

  When the power transmission device 1 receives the power transmission request signal from the vehicle A, the power transmission device 1 transmits a lock release signal to the other power transmission devices. As a result, the other power transmission devices release the locked state and return to the standby state. Then, the power transmission device 1 starts power feeding to the vehicle A.

  Vehicle A uses power from power transmission device 1 to charge power storage device 190. And if the electrical storage apparatus 190 will be in a full charge state, while the vehicle A will transmit a charge completion notification to the power transmission apparatus 1, it will stop charging operation. And vehicle A makes it possible to respond to a search request from another power transmission device, and ends communication with the power transmission device.

  The power transmission device 1 stops the power transmission operation when receiving a charge completion notification from the vehicle A. Then, the communication with the vehicle A is terminated, and the locked state of itself is released to return to the standby state.

  FIG. 25 is a flowchart for illustrating the selection control process executed in the fifth embodiment.

  With reference to FIG. 2 and FIG. 25, the process of power transmission ECU240 of the power transmission apparatus 200 is demonstrated first.

  In S1000, power transmission ECU 240 determines whether or not a search request from another power transmission device has been received. When the search request signal is received (YES in S1000), power transmission ECU 240 transmits a response signal to the search request signal in S1010, and advances the process to S1020. If no search request signal is received (NO in S1000), the process proceeds to S1020.

  In S1020, power transmission ECU 240 determines whether or not a lock instruction signal from another power transmission device has been received.

  If a lock instruction signal is received from another power transmission device (YES in S1020), the process proceeds to S1021, and power transmission ECU 240 is the vehicle until the lock release signal from the other power transmission device is released. Lock to prevent searching. If the lock signal is released (YES in S1022), power transmission ECU 240 releases the locked state in S1023 and ends the process.

  If the lock instruction signal has not been received (NO in S1020), the process proceeds to S1030. In S1030, power transmission ECU 240 searches for a vehicle in a power reception standby state within the communication range and another power transmission device capable of power transmission. And power transmission ECU240 determines the presence or absence of the vehicle in a power receiving standby state based on the response signal from a vehicle in S1040.

  If there is no vehicle in a power reception standby state (NO in S1040), power transmission ECU 240 ends the process.

  If there is a vehicle in a power reception standby state (NO in S1040), the process proceeds to S1050, and power transmission ECU 240 creates a list of the vehicle.

  Thereafter, when a charging request is input by the user in the vehicle and a power transmission request signal for test power transmission is received from the vehicle, power transmission ECU 240 executes test power transmission in S1060. And power transmission ECU240 determines whether the electric power supplied by test power transmission was received based on measurement, such as reflected electric power, in S1070, for example.

  If the test power transmission is not received by the vehicle (NO in S1070), power transmission ECU 240 determines that there is no vehicle that can receive power in the parking space of the power transmission device, stops test power transmission, and ends the process. .

  If the test power transmission is received by the vehicle (YES in S1070), the process proceeds to S1080, and power transmission ECU 240 displays the vehicle list on I / F unit 280. In step S1090, the power transmission ECU 240 determines whether a user has selected a vehicle to be transmitted.

  When the vehicle is selected by the user (YES in S1090), power transmission ECU 240 performs a locking process so that other power transmission devices do not select the same vehicle (S1100), and notifies the selected vehicle of the selection. Is transmitted (S1110). If the vehicle is not selected by the long-term user (NO in S1090), power transmission ECU 240 ends the process.

  Thereafter, power transmission ECU 240 determines in S1120 whether or not a power transmission request signal using high power has been received from the selected vehicle.

  When the power transmission request signal is not received (NO in S1120), power transmission ECU 240 determines that the selected vehicle is not a vehicle corresponding to the power transmission device, proceeds to S1170, and communicates with the vehicle. And the locked state of the power transmission device and the other power transmission device is released. Although not shown in FIG. 25, power transmission ECU 240 notifies the user that the vehicle is selected incorrectly.

  If a power transmission request signal has been received (YES in S1120), power transmission ECU 240 determines that the vehicle is a power transmission target vehicle. And power transmission ECU240 advances a process to S1130 and cancels the locked state of another power transmission apparatus. Thereafter, power transmission ECU 240 performs a power transmission operation using large power in S1140.

  In S1150, power transmission ECU 240 determines whether or not a charging completion notification from the vehicle has been received. If the charging completion notification has not been received (NO in S1150), the process returns to S1140, and the power transmission operation is continued until the charging completion notification is received.

  If a charging completion notification has been received (YES in S1150), power transmission ECU 240 advances the process to S1160 and stops power transmission. And power transmission ECU240 complete | finishes communication with a vehicle, complete | finishes a process, and cancels | releases a locked state (S1170).

  Next, processing of the vehicle ECU 300 of the vehicle 100 will be described. When vehicle ECU 300 starts communication in S800, vehicle ECU 300 determines in S810 whether a search request signal from the power transmission device has been received. If the search request signal has not been received (NO in S810), the process proceeds to S930, and vehicle ECU 300 ends the communication.

  If the search request signal is received (NO in S810), the process proceeds to S820, and vehicle ECU 300 transmits a response notification to the power transmission device.

  Thereafter, vehicle ECU 300 determines in S830 whether or not a charge request signal has been input by a user operation.

  If the charging request signal has not been input (NO in S830), the charging operation is not required, so vehicle ECU 300 advances the process to S930, ends the communication, and ends the process.

  If the charge request signal is input (YES in S830), the process proceeds to S840, and vehicle ECU 300 transmits a power transmission request signal for performing test power transmission to the power transmission device. In S850, vehicle ECU 300 determines whether or not power supplied by test power transmission from the power transmission device has been received.

  If the power from the power transmission device cannot be received (NO in S850), the process proceeds to S930, and vehicle ECU 300 ends the communication and ends the process. On the other hand, when the power from the power transmission apparatus can be received (YES in S850), the process proceeds to S860 to determine whether or not a selection notification from the power transmission apparatus has been received.

  If the selection notification has not been received (NO in S860), the process proceeds to S930, and vehicle ECU 300 ends the communication and ends the process. On the other hand, when the selection notification is received (YES in S860), vehicle ECU 300 determines that pairing with the power transmission device has been specified, and transmits a transmission power request signal using high power to the power transmission device in S870. To do. In S880, it sets itself so as not to respond to a search request from another power transmission device.

  Thereafter, vehicle ECU 300 performs a charging operation using the electric power from the power transmission device in S890, and determines in S900 whether power storage device 190 is in a fully charged state and charging is completed.

  If charging has not been completed (NO in S900), the process returns to S890, and vehicle ECU 300 continues the charging operation until power storage device 190 is fully charged.

  If charging is complete (YES in S900), the process proceeds to S910, and vehicle ECU 300 transmits a charging completion notification to the power transmission device. In step S920, the vehicle ECU 300 enables a response to a search request from another power transmission device, and ends the communication (S930).

  By performing control according to the above-described processing, even when a charging request operation is performed on the vehicle side and a vehicle selection operation is performed on the power transmission device side, information can be transmitted between the power transmission device and the vehicle using wireless communication. In the non-contact power supply system, the power transmission device and the vehicle can be correctly paired.

  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.

  10 vehicle power supply system, 89 power transmission system, 90, 220 power transmission unit, 91, 110 power reception unit, 92, 93, 96, 97 coil, 94, 99, 111, 221 resonance coil, 95, 98, 112, 222 capacitor, 100, 100A, 100B Vehicle, 113, 223, 113, 223 Electromagnetic induction coil, 115 SMR, 118 Electric load device, 120 PCU, 130 Motor generator, 140 Power transmission gear, 150 Drive wheel, 155 Drive device, 160, 230 Communication Unit, 165, 280 I / F unit, 170 CHR, 180 rectifier, 190 power storage device, 195 voltage sensor, 196 current sensor, 200, 200A, 200B power transmission device, 210 power supply unit, 250 power supply unit, 240 power transmission ECU, 260 matching 270 vehicle inspection Exit, 300 Vehicle ECU, 400 Commercial power, PA1, PA2 Parking space.

Claims (27)

A vehicle that receives power from a power transmission device in a contactless manner,
A power receiving unit that receives power from the power transmitting device in a contactless manner;
An electric device using the power received by the power receiving unit;
A communication unit for wirelessly communicating with the power transmission device;
A control device,
The control device searches for a usable power transmission device existing within the communication range of the communication unit, selects a power transmission device to be used for power transmission from the searched power transmission devices based on a user operation, Put the selected power transmission device in a state where selection from other vehicles is restricted ,
The control device sets the searched power transmission device to the restricted state in response to being searched by wireless communication,
The control device transmits power to be used for power transmission by the user in response to selection of a power transmission device to be used for power transmission by the user or reception of power from the selected power transmission device by the power receiving unit. A vehicle that releases the restricted state of a power transmission device that has not been selected as a device .   2. The vehicle according to claim 1, wherein the control device maintains the restricted state of the selected power transmission device from when the user makes a selection until power transmission to the vehicle is completed. The electrical device includes a power storage device that can be charged using the power received by the power receiving unit,
The vehicle according to claim 1, wherein the control device releases the restricted state of the selected power transmission device in response to completion of charging of the power storage device.   The vehicle according to claim 1, further comprising an interface unit for displaying the searched power transmission device to a user. The vehicle according to claim 4 , wherein the interface unit displays an arrangement of the searched power transmission devices. The vehicle according to claim 4 , wherein the interface unit displays the searched power transmission device based on reception strength of wireless communication. The vehicle according to claim 4 , wherein the interface unit is configured to be able to select a power transmission device used for the power transmission by a user operation.   The said control apparatus guides parking operation with respect to a user using the electric power supplied from the searched electric power transmission apparatus, and assists position alignment with the said electric power transmission apparatus and the said vehicle. Vehicle. The power transmission device includes a power transmission unit for supplying power in a contactless manner,
The vehicle according to claim 1, wherein a difference between the natural frequency of the power transmission unit and the natural frequency of the power reception unit is ± 10% or less of the natural frequency of the power transmission unit or the natural frequency of the power reception unit. The power transmission device includes a power transmission unit for supplying power in a contactless manner,
The vehicle according to claim 1, wherein a coupling coefficient between the power transmission unit and the power reception unit is 0.1 or less. The power transmission device includes a power transmission unit for supplying power in a contactless manner,
The power reception unit includes a magnetic field that vibrates at a specific frequency formed between the power reception unit and the power transmission unit, and an electric field that vibrates at a specific frequency formed between the power reception unit and the power transmission unit. The vehicle according to claim 1, wherein the vehicle receives power from the power transmission unit through at least one of the above. A vehicle that receives power from a power transmission device in a contactless manner,
A power receiving unit that receives power from the power transmitting device in a contactless manner;
An electric device using the power received by the power receiving unit;
A communication unit for wirelessly communicating with the power transmission device;
An interface part;
A control device,
The control device searches for a usable power transmission device existing within the communication range of the communication unit, and selects a power transmission device to be used for power transmission from the searched power transmission devices based on a user operation,
The interface unit displays the searched power transmission device to a user based on reception strength of wireless communication. A vehicle that receives power from a power transmission device in a contactless manner,
A power receiving unit that receives power from the power transmitting device in a contactless manner;
An electric device using the power received by the power receiving unit;
A communication unit for wirelessly communicating with the power transmission device;
A control device;
Interface part,
The control device searches for a usable power transmission device existing within the communication range of the communication unit, selects a power transmission device to be used for power transmission from the searched power transmission devices based on a user operation, Put the selected power transmission device in a state where selection from other vehicles is restricted,
The interface unit displays the searched power transmission device to a user based on reception strength of wireless communication. A power transmission device that supplies power to a power receiving device in a contactless manner,
A power transmission unit that supplies power to the power receiving device in a contactless manner;
A communication unit for wirelessly communicating with the power receiving device;
A control device,
Wherein the control unit is configured to search for the power receiving device that is present within the communication range of the communication unit, based on the user selects the power receiving device of the transmission target from the probe cord power receiving device, the power transmission device.   The control device searches for another power transmission device existing within the communication range of the communication unit, and searches for the other power transmission device from the power reception device when a power reception target device is selected by the user. The power transmission device according to claim 14, wherein the power is set to a restricted state. The control device, the power from the power transmission unit in response to being powered by the selected power receiving apparatus, releasing the limited state of the other of the power transmission apparatus, according to claim 15 Power transmission device.   The power transmission device according to claim 14, further comprising an interface unit for displaying the searched power receiving device to a user. The power receiving device is mounted on the vehicle,
The power transmission device according to claim 17, wherein the interface unit displays information on a vehicle on which the searched power receiving device is mounted.   The power transmission device according to claim 17, wherein the interface unit displays the searched power reception device when the power supplied from the power transmission unit is received by the power reception device.   The power transmission device according to claim 17, wherein the interface unit displays the searched power reception device based on reception strength of wireless communication.   The power transmission apparatus according to claim 17, wherein the interface unit is configured to be able to select the power receiving target power receiving apparatus by a user operation. The power receiving device is mounted on the vehicle,
The power transmission device according to claim 14, wherein the control device supplies power from the power transmission unit during a parking operation of the vehicle to assist alignment between the vehicle and the power transmission unit. The power receiving device is mounted on the vehicle,
The power transmission device according to claim 14, further comprising a detection unit for detecting the presence or absence of a vehicle in a power transmission possible range of the power transmission unit. The power receiving device includes a power receiving unit that receives power in a non-contact manner,
The power transmission device according to claim 14, wherein a difference between the natural frequency of the power transmission unit and the natural frequency of the power reception unit is ± 10% or less of the natural frequency of the power transmission unit or the natural frequency of the power reception unit. The power receiving device includes a power receiving unit that receives power in a non-contact manner,
The power transmission device according to claim 14, wherein a coupling coefficient between the power transmission unit and the power reception unit is 0.1 or less. The power receiving device includes a power receiving unit that receives power in a non-contact manner,
The power reception unit includes a magnetic field that vibrates at a specific frequency formed between the power reception unit and the power transmission unit, and an electric field that vibrates at a specific frequency formed between the power reception unit and the power transmission unit. The power transmission device according to claim 14, wherein power is received from the power transmission unit through at least one of the following. A non-contact power feeding system that transmits power in a non-contact manner,
A power transmission device;
A vehicle capable of receiving power from the power transmission device,
The power transmission device and the vehicle can perform wireless communication with each other,
The power transmission device searches for a vehicle that exists in a communication range, and selects a power transmission target vehicle from the searched vehicles based on a user operation.

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