Control device for non-contact power transmission system

Abstract

The invention provides a control device for a non-contact power transmission system, which can suppress the influence of vehicle vibration on a vehicle during non-contact charging. In a non-contact power transmission system (1), power is transmitted in a non-contact manner from a primary coil (13) provided in a charging device (10) to a secondary coil (23) provided in a vehicle (20). A primary-side ECU (15) provided in a charging device (10) controls the output power output on the vehicle (20) side by feedback control based on information transmitted from a secondary-side ECU (25) provided in the vehicle (20), and changes the control form of the output power output on the vehicle (20) side when a change in the distance between a primary coil (13) and a secondary coil (23) or a swing of the vehicle (20) is detected.

Description

Technical Field

[0001] The present invention relates to a control device for a non-contact power transmission system. Background Art

[0002] In recent years, in order to ensure that more people have access to affordable, reliable, and sustainable modern energy, active research and development have been carried out on charging and power supply in mobile bodies equipped with secondary batteries, which contribute to energy efficiency improvement.

[0003] For example, as research and development related to charging and discharging, research and development related to non-contact charging have been carried out, which charges the storage battery mounted on a vehicle in a non-contact manner. For example, a non-contact power transmission system that transmits power from a primary coil provided in a power transmission device to a secondary coil provided in a vehicle in a non-contact manner is disclosed in Patent Documents 1 to 3.

[0004] In addition, Patent Document 3 describes that a controller provided in a power transmission device controls a converter provided in the power transmission device based on a power measurement value and a power command value on the power transmission device side as feedback control so that the power measurement value approaches the power command value. In addition, Patent Document 3 describes that the power command value used for feedback control is corrected based on the power measurement value on the power receiving device side and the power command value received from the power receiving device.

[0005] Prior Art Documents

[0006] Patent Documents

[0007] Patent Document 1: WO 2010 / 137145

[0008] Patent Document 2: Japanese Unexamined Patent Application Publication No. 2017-028792

[0009] Patent Document 3: Japanese Unexamined Patent Application Publication No. 2017-175698 Summary of the Invention

[0010] Problems to be Solved by the Invention

[0011] However, when people get on and off a vehicle or goods are taken in and out during non-contact charging of the vehicle, the vehicle vibrates up and down, resulting in a change in the distance between the primary coil and the secondary coil. If such a change in the distance between the primary coil and the secondary coil interferes with the feedback control based on the information received from the vehicle, control oscillation will occur, which may affect the vehicle.

[0012] The present invention provides a control device for a non-contact power transmission system that can suppress the influence of vehicle vibration during non-contact charging on the vehicle. Furthermore, it helps to improve energy efficiency.

[0013] Means for Solving the Problem

[0014] The present invention relates to a control device for a non-contact power transmission system that transmits power in a non-contact manner from a primary coil provided in a charging device to a secondary coil provided in a vehicle. Among them,

[0015] The control device is provided in the charging device,

[0016] The control device controls the output power output on the vehicle side through feedback control based on information transmitted from a vehicle-side control device provided in the vehicle.

[0017] When the control device detects a change in the distance between the primary coil and the secondary coil or a swing of the vehicle, it changes the control mode of the output power output on the vehicle side.

[0018] Advantageous Effects of the Invention

[0019] According to the present invention, it is possible to suppress the influence of vehicle vibration during non-contact charging on the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 Shows the overall structure of the non-contact power transmission system 1 of each embodiment.

[0021] Figure 2 Is a block diagram showing the internal structure of the non-contact power transmission system 1 of the first embodiment.

[0022] Figure 3 Is a block diagram of the feedback control executed in the non-contact power transmission system 1.

[0023] Figure 4 Is a block diagram of the feedforward control executed in the non-contact power transmission system 1.

[0024] Figure 5 Is a flowchart showing a first example of the change in the control mode of the output power.

[0025] Figure 6 Is a flowchart showing a second example of the change in the control mode of the output power.

[0026] Figure 7 Is a flowchart showing a modified example of the second example of the change in the control mode of the output power.

[0027] Figure 8 Shows Figure 7 A modified example of the flowchart.

[0028] Figure 9 Is a block diagram showing the internal structure of the non-contact power transmission system 1 of the second embodiment.

[0029] Explanation of Reference Numerals

[0030] 1 Non-contact power transmission system

[0031] 10 Charging device

[0032] 13 Primary coil

[0033] 15 Primary-side ECU (control device)

[0034] 20 Vehicle

[0035] 23 Secondary coil

[0036] 25 Secondary-side ECU (vehicle-side control device)

[0037] 40 FOB key (electronic key). Detailed implementation manners

[0038] Hereinafter, each implementation manner of the control device of the non-contact power transmission system of the present invention will be described based on the drawings.

[0039] [First implementation manner]

[0040] (Structure of non-contact power transmission system)

[0041] As Figure 1 shown, the non-contact power transmission system 1 of the first implementation manner includes a charging device 10 provided on the primary side (power transmission side) such as a specified parking space and a vehicle 20 on the secondary side (power reception side). The vehicle 20 is, for example, an electric vehicle such as a battery electric vehicle or a plug-in hybrid vehicle, and includes a storage battery BAT such as a lithium-ion battery or a nickel-metal hydride battery. The vehicle 20 is configured to be able to travel by driving a motor (not shown) as a drive source using the power stored in the storage battery BAT.

[0042] The non-contact power transmission system 1 transmits power from the primary coil 13 provided in the charging device 10 to the secondary coil 23 provided in the vehicle 20, for example, by magnetic coupling between coils such as the magnetic resonance method or the electromagnetic induction method, or the electric field resonance method. By supplying the power received by the secondary coil 23 to the storage battery BAT, the storage battery BAT is charged in a non-contact manner.

[0043] As Figure 2 shown, the charging device 10 includes a power converter 12, a primary coil 13, a current / voltage detector 14, a primary-side ECU (Electronic Control Unit) 15, and a primary-side communication device 16. The charging device 10 is connected to a power supply PS connected to an external power system such as a commercial power supply.

[0044] The power converter 12 converts the AC power supplied from the power source PS into high-frequency AC power, and supplies the converted high-frequency AC power to the primary coil 13. The primary coil 13 is disposed on the ground such as a parking space in a state where the power supply pad is covered, functions as a power transmission unit, and transmits the power supplied from the power converter 12 to the secondary coil 23 of the vehicle 20 in a non-contact manner as power transmission power. The current / voltage detector 14 detects the current and voltage of the power transmission power. The primary side ECU 15 controls the power converter 12 by reading and executing a program stored in the memory through a processor such as a CPU based on the detection results of the current / voltage detector 14. The primary side ECU 15 performs feedback control based on the information transmitted from the vehicle 20 during non-contact charging, which will be described in detail later. Wireless communication is performed between the primary side communication device 16 and the secondary side communication device 26 of the vehicle 20. The wireless communication can use, for example, Wi-Fi (registered trademark), Bluetooth (registered trademark), etc. The primary side communication device 16 is connected to the primary side ECU 15 through a communication line.

[0045] The vehicle 20 includes a rectifier 22, a secondary coil 23, a current / voltage detector 24, a secondary side ECU 25, a secondary side communication device 26, and a storage battery BAT.

[0046] The secondary coil 23 is disposed at the bottom of the vehicle 20 in a state where the power receiving pad is covered, functions as a power receiving unit, and is used to receive the high-frequency AC power transmitted from the primary coil 13. The rectifier 22 rectifies the AC power received by the secondary coil 23 and outputs it to the storage battery BAT. The current / voltage detector 24 detects the current and voltage of the output power output on the vehicle 20 side through non-contact charging. The secondary side ECU 25 calculates the required value of the output power and transmits it to the primary side ECU 15 together with the detection results of the current / voltage detector 24. Wireless communication is performed between the secondary side communication device 26 and the primary side communication device 16, and the secondary side communication device 26 is connected to the secondary side ECU 25 through a communication line. In addition, the secondary side communication device 26 is configured to be able to perform wireless communication with a FOB (Frequency Operated Button) key 40 that is an electronic key capable of operating the vehicle 20.

[0047] In addition, a passenger detection unit 31 and a distance detection unit 32 are provided in the vehicle 20. The passenger detection unit 31 is used to detect a person sitting in the vehicle 20. For example, the passenger detection unit 31 detects a person sitting in the vehicle 20 based on the in-vehicle image of the in-vehicle camera, the detection results of the seat sensors provided on each seat, and the like. The distance detection unit 32 is used to detect the distance between the primary coil 13 and the secondary coil 23. For example, the distance detection unit 32 detects the distance between the primary coil 13 and the secondary coil 23 based on the load applied to each wheel detected by a suspension sensor provided in a suspension (not shown). In addition, the above structures of the passenger detection unit 31 and the distance detection unit 32 are examples, and various structures can be adopted.

[0048] (Control in wireless charging)

[0049] Next, the feedback control executed in the non-contact power transmission system 1 during non-contact charging will be described.

[0050] As Figure 3 shown, the primary side ECU 15 includes a target value calculation unit 150, a subtraction unit 151, a feedback compensator 152 (hereinafter also referred to as the FB compensator 152), a switching unit 153, and a vehicle swing detection circuit 154.

[0051] During the charging of the vehicle 20, the target value calculation unit 150 calculates the target value of the output power on the vehicle 20 side (specifically, the target value of the current output on the vehicle 20 side). The subtraction unit 151 subtracts the required value of the output power sent from the secondary side ECU 25 from the target value calculated by the target value calculation unit 150, and inputs the obtained deviation to the FB compensator 152.

[0052] The primary side ECU 15 multiplies the deviation between the target value and the required value of the output power on the vehicle 20 side in the FB compensator 152 by a prescribed feedback gain, and outputs the obtained feedback control value to the power converter 12 as the control object. The primary side ECU 15 controls the power converter 12 through current / voltage control based on the feedback control value. As a result, transmission power is generated in the primary coil 13, and the transmission power is transmitted from the primary coil 13 to the secondary coil 23 in a non-contact manner, and power considering a prescribed conversion gain described later is output from the secondary coil 23.

[0053] In this way, the primary side ECU 15 performs feedback control based on the information sent from the secondary side ECU 25 (in this embodiment, the required value of the output power on the vehicle 20 side), and controls the output power output on the vehicle 20 side. This feedback control is executed at a prescribed control cycle during the charging of the vehicle 20.

[0054] The above conversion gain is based on the distance between the primary coil 13 and the secondary coil 23 (equivalent to Figure 1The transmission efficiency determined by the gap G (hereinafter also referred to as the coil-to-coil distance) varies according to the coil-to-coil distance. Specifically, the smaller the coil-to-coil distance, the greater the conversion gain and the greater the output power on the vehicle 20 side. On the other hand, the larger the coil-to-coil distance, the smaller the conversion gain and the smaller the output power on the vehicle 20 side.

[0055] During the charging of the vehicle 20, if people get on and off or goods are taken and placed, the vehicle 20 will vibrate, causing the coil-to-coil distance to change. Here, the change in the coil-to-coil distance includes, for example, a change in the state where the coil-to-coil distance becomes smaller when a person gets in the car, and a change in the state where the coil-to-coil distance becomes larger when a person gets out of the car. Such a change in the coil-to-coil distance (in other words, interference) will cause a change in the conversion gain. When the change frequency of the conversion gain is lower than the cut-off frequency of the feedback control, it is possible to interfere with the feedback control and cause control oscillation. In addition, when the change frequency of the conversion gain is higher than the cut-off frequency of the feedback control, it is possible to cause overshoot due to the inability of the feedback control responsiveness to respond. Thus, if the coil-to-coil distance changes during non-contact charging, it may affect the vehicle 20.

[0056] Therefore, when a change in the coil-to-coil distance is detected, the primary side ECU 15 changes the control mode of the output power output on the vehicle 20 side. Hereinafter, the first example and the second example of the change in the control mode of the primary side ECU 15 will be described.

[0057] (The first example of the change in the control mode)

[0058] First, the first example of the change in the control mode will be described. When a change in the coil-to-coil distance is detected, the primary side ECU 15 temporarily stops the feedback control and controls the output power output on the vehicle 20 side through feedforward control.

[0059] The vehicle swing detection circuit 154 detects the swing of the vehicle 20, that is, the change in the coil-to-coil distance. When no change in the coil-to-coil distance is detected, the primary side ECU 15 controls the switching unit 153 to activate the FB compensator 152 and outputs the feedback control value of the FB compensator 152 to the power converter 12; when a change in the coil-to-coil distance is detected, as Figure 4 shown, the FB compensator 152 is stopped from operating, and the control switching unit 153 outputs a fixed output to the power converter 12. When a change in the coil-to-coil distance is detected, the primary side ECU 15 switches to feedforward control (also expressed as FF in the figure), fixes the feedback control value output from the FB compensator 152 before the change in the coil-to-coil distance is about to be detected, and outputs this fixed output to the power converter 12.

[0060] In the first embodiment, the primary ECU 15 determines whether a change in the coil - to - coil distance is detected based on the coil - to - coil distance detected by the distance detection unit 32. Specifically, the secondary ECU 25 transmits the coil - to - coil distance detected by the distance detection unit 32 to the primary ECU 15. The primary ECU 15 determines whether a change in the coil - to - coil distance has occurred based on the temporal change in the coil - to - coil distance in the vehicle swing detection circuit 154. Since it is determined whether a change in the coil - to - coil distance is detected based on the coil - to - coil distance, a change in the coil - to - coil distance can be accurately detected.

[0061] Figure 5 It is a flowchart showing the first example of the change in the control mode executed by the primary ECU 15 during non - contact charging. During charging, the primary ECU 15 repeatedly executes this flowchart at a prescribed control cycle.

[0062] The primary ECU 15 first determines whether a change in the coil - to - coil distance is detected (step S100). If a change in the coil - to - coil distance is not detected (step S100: No), the primary ECU 15 ends this flowchart.

[0063] If a change in the coil - to - coil distance is detected (step S100: Yes), the primary ECU 15 temporarily stops the feedback control based on the information transmitted from the secondary ECU 25 (step S102) and switches to feed - forward control (step S104).

[0064] After switching to feed - forward control, the primary ECU 15 determines whether the change in the coil - to - coil distance has converged (step S106). If the change in the coil - to - coil distance has not converged (step S106: No), the primary ECU 15 monitors until the change converges. If the change in the coil - to - coil distance has converged (step S106: Yes), the primary ECU 15 resumes the feedback control (step S108).

[0065] In this way, when the primary ECU 15 detects a change in the coil - to - coil distance, it executes feed - forward control, so that control oscillation caused by interference with the feedback control can be suppressed, and the influence of the control oscillation on the vehicle 20 can be suppressed.

[0066] (The second example of the change in the control mode)

[0067] Next, the second example of the change in the control mode will be described. When the primary ECU 15 detects a change in the coil - to - coil distance, as Figure 4 shown, it maintains the feedback control and reduces the feedback gain of the FB compensator 152.

[0068] Figure 6This is a flowchart showing a second example of a change in the control mode executed by the primary-side ECU 15 during non-contact charging. During charging, the primary-side ECU 15 repeatedly executes this flowchart at a prescribed control cycle.

[0069] The primary-side ECU 15 first determines whether a change in the coil-to-coil distance is detected (step S200). If no change in the coil-to-coil distance is detected (step S200: No), the primary-side ECU 15 ends this flowchart.

[0070] If a change in the coil-to-coil distance is detected (step S200: Yes), the primary-side ECU 15 decreases the feedback gain of the FB compensator 152 (step S202).

[0071] After decreasing the feedback gain, the primary-side ECU 15 determines whether the change in the coil-to-coil distance has converged (step S204). If the change in the coil-to-coil distance has not converged (step S204: Yes), it monitors until the change converges. If the change in the coil-to-coil distance has converged (step S204: No), it returns the feedback gain to the value at the stable state (step S206).

[0072] In this way, when a change in the coil-to-coil distance is detected, the primary-side ECU 15 decreases the feedback gain of the FB compensator 152. As a result, the power transmitted from the primary coil 13 becomes smaller, and the output power on the vehicle 20 side becomes smaller. Therefore, it is possible to reduce the control oscillation that may occur due to the change in the coil-to-coil distance, and the influence of the control oscillation on the vehicle 20 can be reduced.

[0073] (Variant example of the second example)

[0074] After decreasing the feedback gain based on the change in the coil-to-coil distance, the primary-side ECU 15 may also maintain the state of decreased feedback gain based on the occupancy state of the vehicle 20.

[0075] As Figure 7 shown, the primary-side ECU 15 detects a change in the coil-to-coil distance (step S200: Yes), decreases the feedback gain (step S202), and after determining that the change in the coil-to-coil distance has converged (step S204: Yes), determines whether it is an empty vehicle state (step S205). If it is not an empty vehicle state, that is, if there are passengers in the vehicle 20 (step S205: No), it monitors while maintaining the state of decreased feedback gain until it becomes an empty vehicle state. If it becomes an empty vehicle state (step S205: Yes), it returns the feedback gain to the value at the stable state (step S206).

[0076] When the vehicle 20 has passengers on board, it is a state that is likely to cause changes in the distance between the coils. Therefore, by maintaining the state of reducing the feedback gain, it is possible to reduce the control oscillation that may occur due to changes in the distance between the coils, and it is possible to reduce the impact of the control oscillation on the vehicle 20.

[0077] In addition, as Figure 8 shown, the primary side ECU 15 may also be configured to determine whether it is an empty vehicle state (step S205) after reducing the feedback gain (step S202).

[0078] [Second Embodiment]

[0079] In the above-described first embodiment, the primary side ECU 15 detects changes in the distance between the coils based on the distance between the coils detected by the distance detection unit 32 provided in the vehicle 20. In the second embodiment, the primary side ECU 15 detects changes in the distance between the coils based on the coil current flowing through the primary coil 13 detected by the current / voltage detector 14. Hereinafter, for the structures common to the first embodiment, the same reference numerals are used and the description is omitted.

[0080] As Figure 9 shown, the charging device 10 of the second embodiment further includes a change detection unit 17 for detecting changes in the distance between the coils. If the distance between the coils changes, the load of the power transmission from the primary coil 13 to the secondary coil 23 also changes, and thus the coil current flowing through the primary coil 13 also changes. The change detection unit 17 compares the coil current flowing through the primary coil 13 detected by the current / voltage detector 14 with the coil current flowing through the primary coil 13 in the steady state by using the fact that the coil current flowing in the primary coil 13 also changes according to the change in the distance between the coils, thereby detecting the change in the distance between the coils and outputting it to the primary side ECU 15.

[0081] Since the change detection unit 17 is provided in the charging device 10, unlike the first embodiment, the primary side ECU 15 can detect changes in the distance between the coils without relying on information from the vehicle 20 side. Therefore, the responsiveness to changes in the distance between the coils is better.

[0082] When changes in the distance between the coils are detected, the primary side ECU 15 changes the control form of the output power output on the vehicle 20 side based on the detection result of the change detection unit 17. The change in the control form of the output power can be switched from feedback control to feedforward control as in the first example described above, or the feedback gain can be reduced as in the second example described above.

[0083] [Modification Example]

[0084] In the case of non-contact charging, when the user is not near the vehicle 20, a change in the distance between the coils may be due to mischief or the like to the vehicle 20. In the case of such an abnormal change in the distance between the coils, if non-contact charging is continued, even if the above-described control form change is executed, suppression of control oscillation may be insufficient.

[0085] Therefore, when the vehicle 20 does not detect the FOB key 40 and it is detected that the change in the distance between the coils exceeds a specified threshold value, the primary side ECU 15 stops transmitting power from the primary coil 13 to the secondary coil 23, that is, stops non-contact charging. Here, when the vehicle 20 is in a state where the FOB key 40 is not detected, the vehicle 20 transmits information on the state where the FOB key 40 is not detected to the charging device 10 via the secondary side communication device 26.

[0086] According to such a configuration, in the case of control oscillation due to mischief or the like during non-contact charging, the influence of the control oscillation on the vehicle 20 can be reliably suppressed.

[0087] As described above, the embodiments of the present invention have been described with reference to the drawings, but the present invention is of course not limited to these embodiments. Those skilled in the art should understand that various modification examples or correction examples can be clearly conceived within the scope described in the technical solution, and these modification examples or correction examples also of course belong to the technical scope of the present invention. In addition, within the scope not departing from the gist of the invention, the constituent elements in the above-described embodiments can be arbitrarily combined.

[0088] For example, in the above-described embodiments, the primary side ECU 15 changes the control form of the output power output on the vehicle 20 side when detecting a change in the distance between the coils, but is not limited thereto, and may also change the control form of the output power output on the vehicle 20 side when detecting the swing of the vehicle 20. The concept of the swing of the vehicle 20 also includes, for example, the swing in the horizontal direction, and the primary side ECU 15 detects the swing of the vehicle 20 based on the detection results of the distance detection unit 32 and the change detection unit 17 described above.

[0089] At least the following matters are described in this specification. In parentheses, corresponding constituent elements and the like in the above-described embodiments are shown as an example, but the present invention is not limited thereto.

[0090] (1) A control device (primary side ECU 15) of a non-contact power transmission system (non-contact power transmission system 1) for transmitting power in a non-contact manner from a primary coil (primary coil 13) provided in a charging device (charging device 10) to a secondary coil (secondary coil 23) provided in a vehicle (vehicle 20), wherein,

[0091] The control device is provided in the charging device.

[0092] The control device controls the output power output on the vehicle side through feedback control based on information transmitted from a vehicle-side control device (secondary-side ECU 25) provided in the vehicle.

[0093] When the control device detects a change in the distance between the primary coil and the secondary coil or a swing of the vehicle, the control device changes the control mode of the output power output on the vehicle side.

[0094] According to (1), when detecting a change in the distance between the primary coil and the secondary coil (in other words, a change in the coil-to-coil distance) or a swing of the vehicle, the control device changes the control mode. Therefore, it is possible to suppress the influence of control oscillation caused by the interference between the change in the coil-to-coil distance and the feedback control. Therefore, it is possible to suppress the influence of control oscillation on the vehicle.

[0095] (2) The control device of the non-contact power transmission system according to (1), wherein

[0096] When the control device detects a change in the distance between the primary coil and the secondary coil or a swing of the vehicle, the control device temporarily stops the feedback control and controls the output power output on the vehicle side through feedforward control.

[0097] According to (2), it is possible to reliably suppress the influence of control oscillation caused by the interference between the change in the coil-to-coil distance and the feedback control.

[0098] (3) The control device of the non-contact power transmission system according to (1), wherein

[0099] When the control device detects a change in the distance between the primary coil and the secondary coil or a swing of the vehicle, the control device reduces the feedback gain in the feedback control.

[0100] According to (3), the output power on the vehicle side becomes smaller. Therefore, it is possible to reduce the control oscillation that may be generated due to the change in the coil-to-coil distance or the swing of the vehicle, and it is possible to reduce the influence of control oscillation on the vehicle.

[0101] (4) The control device of the non-contact power transmission system according to (3), wherein

[0102] When the control device detects that a passenger is seated in the vehicle after reducing the feedback gain, the control device maintains the state in which the feedback gain has been reduced.

[0103] According to (4), the situation where there is an occupant in the vehicle belongs to a state that is likely to cause changes in the distance between the coils or the swaying of the vehicle. Therefore, by maintaining the state of reducing the feedback gain, control oscillation can be reduced, and the impact of control oscillation on the vehicle can be reduced.

[0104] (5) The control device of the non-contact power transmission system according to any one of (1) to (4), wherein,

[0105] The control device detects a change in the distance between the primary coil and the secondary coil or the swaying of the vehicle based on the distance information between the primary coil and the secondary coil.

[0106] According to (5), by detecting a change in the distance between the primary coil and the secondary coil or the swaying of the vehicle based on the distance information between the primary coil and the secondary coil, accurate detection can be achieved.

[0107] (6) The control device of the non-contact power transmission system according to any one of (1) to (4), wherein,

[0108] The control device detects a change in the distance between the primary coil and the secondary coil or the swaying of the vehicle based on the current value flowing through the primary coil.

[0109] According to (6), it is possible to detect a change in the distance between the primary coil and the secondary coil or the swaying of the vehicle without relying on information from the vehicle side. Therefore, the responsiveness to a change in the distance between the primary coil and the secondary coil or to the swaying of the vehicle is better.

[0110] (7) The control device of the non-contact power transmission system according to any one of (1) to (6), wherein,

[0111] The vehicle is configured to be able to detect an electronic key (FOB key 40) for operating the vehicle,

[0112] When the control device detects a change in the distance between the primary coil and the secondary coil or the swaying of the vehicle exceeding a specified threshold in a state where the vehicle does not detect the electronic key, the power transmission from the primary coil to the secondary coil is stopped.

[0113] According to (7), in the case of control oscillation caused by mischief during non-contact charging or the like, the impact of control oscillation on the vehicle can be reliably suppressed.

Claims

1. A control device for a contactless power transmission system for transmitting power in a contactless manner from a primary coil provided in a charging device to a secondary coil provided in a vehicle, wherein: The control device is arranged on the charging device, The control device controls output power outputted from the vehicle side by feedback control based on information transmitted from a vehicle side control device provided in the vehicle, The control device changes a control mode of the output power outputted from the vehicle side when a change in the distance between the primary coil and the secondary coil or a swing of the vehicle is detected.

2. The control device of the contactless power transmission system according to claim 1, wherein: When the control device detects a change in the distance between the primary coil and the secondary coil or a swing of the vehicle, the control device temporarily stops the feedback control and controls the output power output to the vehicle side through feedforward control.

3. The control device of the contactless power transmission system according to claim 1, wherein: The control device reduces a feedback gain in the feedback control when a change in the distance between the primary coil and the secondary coil or a swing of the vehicle is detected.

4. The control device of the contactless power transmission system according to claim 3, wherein: The control device maintains the feedback gain in a reduced state when detecting that a passenger is riding in the vehicle after the feedback gain is reduced.

5. The control device for a contactless power transmission system according to any one of claims 1 to 4, wherein: The control device detects a change in the distance between the primary coil and the secondary coil or a swing of the vehicle based on distance information between the primary coil and the secondary coil.

6. The control device for a contactless power transmission system according to any one of claims 1 to 4, wherein: The control device detects a change in the distance between the primary coil and the secondary coil or a swing of the vehicle based on a value of a current flowing through the primary coil.

7. The control device for a contactless power transmission system according to any one of claims 1 to 4, wherein: The vehicle is configured to detect an electronic key used for operating the vehicle, The control device stops the transmission of power from the primary coil to the secondary coil when it is detected that the distance between the primary coil and the secondary coil changes or the swing of the vehicle exceeds a predetermined threshold value in a state where the electronic key is not detected by the vehicle.

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