Traveling non-contact power supply system

Abstract

To enable a user to confirm a remaining use time and a drivable distance till power outage of a vehicle with a user riding.SOLUTION: A traveling non-contact power supply system for supply power from a roadside power supply device to a traveling vehicle with a vehicle side power reception device in a non-contact manner, includes a server that can communicate information with the vehicle, and the server acquires a power consumption state and a power remaining amount in the vehicle from the vehicle if power failure occurs, and predicts a restoration time from the power failure and a power supply amount in a route of the restored vehicle, transmits a prediction time till restoration to the vehicle by a wide area communication, and the vehicle predicts an occurrence of power outrage, and outputs a remaining use time or a drivable distance of the vehicle on the basis of the received prediction time.SELECTED DRAWING: Figure 9

Description

[Technical field]

[0001] The present disclosure relates to a wireless power supply system for a vehicle. [Background technology]

[0002] Patent Document 1 discloses a technique in which, when an abnormality is detected in a power receiving device or a power transmitting device, charging is temporarily stopped and then a procedure is performed to resume charging when a first time has elapsed since the abnormality was detected. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2016-092978 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the case of in-motion power supply, in a road-side power supply device that transmits power from the road side to a vehicle, if an abnormality such as an accident, disaster, or road malfunction occurs, the road-side power supply device will lose power, or the power supply to the road-side power supply device will be cut off in response to the abnormality, causing a large-scale power shortage if the power supply function is stopped over its entire range. In this case, there is a problem that it is not possible to estimate the power shortage when resuming. Therefore, there has been a demand for technology that allows users to check the remaining usage time, which is the driving time until the battery runs out, and the cruising distance, which is the driving distance until the battery runs out.

[0005] The present disclosure has been made in consideration of the above-mentioned problems, and its purpose is to provide an in-vehicle contactless power supply system that allows a user to check the remaining usage time and cruising distance until the vehicle they are riding in runs out of power. [Means for solving the problem]

[0006] In order to solve the above-mentioned problems and achieve the objective, the in-motion contactless power supply system of the present disclosure is an in-motion contactless power supply system that contactlessly supplies power from a road-side power supply device to a moving vehicle equipped with a vehicle-side power receiving device, and includes a server that is capable of communicating information with the vehicle, and in the event of a power outage, the server obtains from the vehicle the power consumption state and remaining power of the vehicle, predicts the recovery time from the power outage and the amount of power supply on the vehicle's route after recovery, and transmits the predicted time until recovery to the vehicle via wide area communication, and the vehicle predicts the occurrence of a power shortage, and outputs the remaining usage time or cruising distance of the vehicle based on the received predicted time. Effect of the Invention

[0007] The in-motion contactless power transfer system according to the present disclosure enables a user to check the remaining usage time and cruising distance until the vehicle they are riding in runs out of power. [Brief description of the drawings]

[0008] [Figure 1] FIG. 1 is a schematic diagram showing a wireless power transmission system according to an embodiment. [Diagram 2] FIG. 2 is a diagram showing the overall configuration of a wireless power transmission system. [Diagram 3] FIG. 3 is a schematic diagram for explaining wide-area wireless communication in a wireless power transmission system. [Figure 4] FIG. 4 is a block diagram for explaining the functional configuration of the power transmission ECU. [Diagram 5] FIG. 5 is a block diagram for explaining the functional configuration of the vehicle ECU. [Figure 6] FIG. 6 is a diagram for explaining the power transmission process. [Figure 7] FIG. 7 is a sequence diagram showing a case where communication is performed between a vehicle and a supplying device using wide-area wireless communication. [Figure 8] FIG. 8 is a sequence diagram showing an operation after the power supply from the supply device to the vehicle during travel is completed. [Figure 9] FIG. 9 is a flowchart showing an example of control for notifying a user of the remaining usage time or cruising distance until the vehicle runs out of power in the wireless power transmission system. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, an embodiment of a wireless power transfer system for a vehicle according to the present disclosure will be described. Note that the present disclosure is not limited to the embodiment described below. First, a wireless power transfer system according to an embodiment of the present disclosure will be specifically described.

[0010] 1 is a schematic diagram showing a wireless power transfer system according to an embodiment. The wireless power transfer system 1 includes a supply facility 2 and a vehicle 3, and is a non-contact power supply system for when the vehicle 3 is moving, supplying power from the supply facility 2 to the vehicle 3 while the vehicle 3 is moving. The supply facility 2 is a facility for supplying power non-contactly to the vehicle 3 while the vehicle 3 is moving. The vehicle 3 is an electrically-powered vehicle that can be charged with power supplied from an external power source, such as a battery electric vehicle (BEV) or a plug-in hybrid vehicle (PHEV).

[0011] This wireless power transmission system 1 transmits wireless power from a supply facility 2 to a vehicle 3 by magnetic field resonant coupling (magnetic resonance). The wireless power transmission system 1 transmits power contactlessly from the supply facility 2 to the vehicle 3 traveling on a road 4. In other words, the wireless power transmission system 1 transmits power by a magnetic field resonance method, and realizes power supply to the vehicle 3 while it is traveling by using magnetic field resonant coupling (magnetic field resonance). The wireless power transmission system 1 can be expressed as a dynamic wireless power transmission (D-WPT) system or a magnetic field dynamic wireless power transmission (MF-D-WPT) system.

[0012] The supply facility 2 includes a supply device 5 and an AC power source 6 that supplies power to the supply device 5. The supply device 5 transmits the power supplied from the AC power source 6 to the vehicle 3 in a wireless manner. The AC power source 6 is, for example, a commercial power source. The supply device 5 includes a power transmission device 10 having a primary coil 11.

[0013] The supply device 5 as a road-side power supply device includes a segment 7 including a primary coil 11 and a management device 8 that manages the segment 7. The segment 7 is embedded in a lane of the road 4. The management device 8 is installed on the side of the road 4. The segment 7 is electrically connected to the management device 8. The management device 8 is electrically connected to an AC power source 6 and supplies power from the AC power source 6 to the segment 7. The segment 7 is electrically connected to the AC power source 6 via the management device 8. A plurality of the segments 7 can be arranged along the lane of the road 4. For example, as shown in FIG. 1, the supply device 5 includes three segments 7 arranged side by side along the lane in the road 4 and one management device 8 to which the three segments 7 are connected. The segment 7 has a function of contactlessly transmitting power from the supply device 5 to the vehicle 3. The management device 8 has a function of controlling wireless power transmission in the segment 7.

[0014] The vehicle 3 includes a power receiving device 20 having a secondary coil 21. The power receiving device 20, which is a part of a vehicle-side power receiving device, is provided on the bottom of the vehicle body of the vehicle 3. When the vehicle 3 runs on a road 4 on which a primary coil 11 is installed, the primary coil 11 on the ground side and the secondary coil 21 on the vehicle side face each other in the vertical direction. The wireless power transmission system 1 transmits power contactlessly from the primary coil 11 of the power transmitting device 10 to the secondary coil 21 of the power receiving device 20 while the vehicle 3 is running on the road 4.

[0015] In this description, "driving" refers to a state in which the vehicle 3 is located on the road 4 in order to drive. "Driving" also includes a state in which the vehicle 3 is temporarily stopped on the road 4. For example, a state in which the vehicle 3 is stopped on the road 4 while waiting for a traffic light is also included in "driving". On the other hand, even if the vehicle 3 is located on the road 4, for example, if the vehicle 3 is parked or stopped, it is not included in "driving".

[0016] In addition, in this description, a lane in which the primary coil 11 (segments 7) is embedded may be referred to as a D-WPT lane, and a section of the road 4 where wireless power transmission by the supply device 5 is possible may be referred to as a D-WPT charging site. In the D-WPT lane and the D-WPT charging site, multiple primary coils 11 (multiple segments 7) are installed side by side in the traveling direction of the vehicle 3 over a predetermined section of the road 4.

[0017] 2 is a diagram showing the overall configuration of the wireless power transmission system 1. In the supply facility 2, a supply device 5 and an AC power source 6 are electrically connected. In the supply device 5, a segment 7 and a management device 8 are electrically connected.

[0018] The supplying device 5 includes a configuration provided in a management device 8 and a configuration provided in a segment 7. The supplying device 5 includes a power transmitting device 10, a power transmitting ECU (Electronic Control Unit) 110, a first communication device 120, a second communication device 130, and a foreign object detection device 140.

[0019] The power transmitting device 10 includes an electric circuit connected to an AC power supply 6. The power transmitting device 10 includes a power factor correction (PFC) circuit 210, an inverter (INV) 220, a filter circuit 230, and a power transmitting resonant circuit 240.

[0020] The PFC circuit 210 improves the power factor of AC power input from the AC power source 6, converts the AC power to DC power, and outputs the DC power to the inverter 220. The PFC circuit 210 includes an AC / DC converter. The PFC circuit 210 is electrically connected to the AC power source 6.

[0021] The inverter 220 converts the DC power input from the PFC circuit 210 into AC power. Each switching element of the inverter 220 is composed of an IGBT (Insulated Gate Bipolar Transistor), a MOSFET (Metal-Oxide-Semiconductor Field Effect Transistor), or the like, and performs switching operations in response to control signals from the power transmission ECU 110. For example, the drive frequency of the inverter 220 is 85 kHz. The inverter 220 outputs the converted AC power to the filter circuit 230.

[0022] The filter circuit 230 removes noise contained in the AC current input from the inverter 220, and supplies the AC power from which the noise has been removed to the power transmitting side resonant circuit 240. The filter circuit 230 is an LC filter that combines a coil and a capacitor. For example, the filter circuit 230 is configured with a T-type filter in which two coils and one capacitor are arranged in a T shape. The PFC circuit 210, the inverter 220, and the filter circuit 230 configure the power conversion unit 12 of the power transmitting device 10.

[0023] The power transmitting side resonant circuit 240 is a power transmitting unit that wirelessly transmits the AC power supplied from the filter circuit 230 to the power receiving device 20. When AC power is supplied from the filter circuit 230 to the power transmitting side resonant circuit 240, a current flows in the primary coil 11, and a magnetic field for power transmission is generated.

[0024] The power transmission side resonant circuit 240 includes a primary coil 11 and a resonant capacitor. The primary coil 11 is a power transmission coil. The resonant capacitor is connected in series to one end of the primary coil 11 and adjusts the resonant frequency of the power transmission side resonant circuit. The resonant frequency is 10 kHz to 100 GHz, and is preferably 85 kHz. For example, the power transmission device 10 is configured so that the resonant frequency of the power transmission side resonant circuit 240 and the drive frequency of the inverter 220 match. The power transmission side resonant circuit 240 constitutes the primary device 13 of the power transmission device 10.

[0025] The power transmitting device 10 includes a power conversion unit 12 and a primary device 13. The power conversion unit 12 includes a PFC circuit 210, an inverter 220, and a filter circuit 230. The primary device 13 includes a power transmitting side resonant circuit 240. The power transmitting device 10 has a configuration in which the power conversion unit 12 is provided in a management device 8, and the primary device 13 is provided in a segment 7.

[0026] In the supply device 5, the power conversion unit 12 of the power transmission device 10, the power transmission ECU 110, and the first communication device 120 are provided in the management device 8, and the primary device 13 of the power transmission device 10, the second communication device 130, and the foreign object detection device 140 are provided in the segment 7.

[0027] The power transmission ECU 110 is an electronic control device that controls the supply device 5. The power transmission ECU 110 includes a processor and a memory. The processor includes a central processing unit (CPU), a digital signal processor (DSP), a field-programmable gate array (FPGA), and the like. The memory is a main storage device, and includes a random access memory (RAM), a read-only memory (ROM), and the like. The power transmission ECU 110 loads a program stored in the storage unit into a working area of ​​the memory (main storage device) and executes it, and realizes a function that matches a predetermined purpose by controlling each component through the execution of the program. The storage unit includes recording media such as an erasable programmable ROM (EPROM), a hard disk drive (HDD), and a removable medium. Examples of removable media include a universal serial bus (USB) memory, a compact disc (CD), a digital versatile disc (DVD), and a Blu-ray (registered trademark) disc (BD). The storage unit can store an operating system (OS), various programs, various tables, various databases, etc. Signals from various sensors are input to the power transmission ECU 110. A signal from a foreign object detection device 140 is input to the power transmission ECU 110. Then, the power transmission ECU 110 executes various controls based on the signals input from the various sensors.

[0028] For example, the power transmission ECU 110 executes power control to adjust the power for transmission. In this power control, the power transmission ECU 110 controls the power transmission device 10. The power transmission ECU 110 outputs a control signal to the power conversion unit 12 in order to control the power supplied from the power conversion unit 12 to the primary device 13. The power transmission ECU 110 controls a switching element included in the PFC circuit 210 to adjust the power for transmission, and controls a switching element included in the inverter 220 to adjust the power for transmission.

[0029] Furthermore, the power transmission ECU 110 executes communication control for controlling communication with the vehicle 3. In the communication control, the power transmission ECU 110 controls the first communication device 120 and the second communication device 130.

[0030] The first communication device 120 is a ground-side communication device that performs wide-area wireless communication. The first communication device 120 performs wireless communication with a vehicle 3 that is traveling on a road 4 and is not yet approaching a D-WPT lane. The state before approaching a D-WPT lane means that the vehicle 3 is in a position where it cannot perform short-range wireless communication with the supply device 5.

[0031] Wide-area wireless communication has a communication distance of 10 meters to 10 kilometers. Wide-area wireless communication has a longer communication distance than narrow-area wireless communication. Various wireless communication methods having a long communication distance can be used as wide-area wireless communication. For example, communication compliant with communication standards such as 4G, LTE, 5G, and WiMAX established by 3GPP (registered trademark) and IEEE is used for wide-area wireless communication. In the wireless power transmission system 1, vehicle information linked to vehicle identification information (vehicle ID) is transmitted from the vehicle 3 to the supply device 5 using wide-area wireless communication.

[0032] The second communication device 130 is a ground-side communication device that performs short-range wireless communication. The second communication device 130 performs wireless communication with a vehicle 3 that is approaching or has entered a D-WPT lane among the vehicles 3 traveling on the road 4. The state of approaching a D-WPT lane means that the vehicle 3 is in a position where it can perform short-range wireless communication with the supply device 5.

[0033] The short-range wireless communication is a communication with a communication distance of less than 10 meters. The short-range wireless communication is a communication with a shorter communication distance than the wide-range wireless communication. As the short-range wireless communication, various short-distance wireless communication with a short communication distance can be used. For example, communication conforming to any communication standard established by IEEE, ISO, IEC, etc. is used for the short-range wireless communication. As an example, Wi-Fi (registered trademark), Bluetooth (registered trademark), ZigBee (registered trademark), etc. are used for the short-range wireless communication. Alternatively, as a technology for performing the short-range wireless communication, RFID (Radio Frequency Identification), DSRC (Dedicated Short Range Communication), etc. may be used. In the wireless power transmission system 1, vehicle identification information, etc. are transmitted from the vehicle 3 to the supply device 5 by using the short-range wireless communication.

[0034] The foreign object detection device 140 detects a metallic foreign object, a living object, etc., present above the primary coil 11. The foreign object detection device 140 is configured, for example, with a sensor coil and an imaging device installed on the ground. The foreign object detection device 140 is intended to provide a foreign object detection function (Foreign Object Detection: FOD) and a living object protection function (Living Object Protection: LOP) in the wireless power transmission system 1.

[0035] In the supply device 5, the configuration of the power transmission device 10 is divided into a segment 7 and a management device 8, and the three segments 7 are connected to one management device 8. The power transmission device 10 is configured such that one inverter supplies power to three power transmission side resonant circuits 240. In the supply device 5, signals from each segment 7 are input to the management device 8. Signals from the second communication device 130 and the foreign object detection device 140 provided in the first segment are input to the power transmission ECU 110. Similarly, signals from the second communication device 130 and the foreign object detection device 140 provided in the second segment are input to the power transmission ECU 110. Signals from the second communication device 130 and the foreign object detection device 140 provided in the third segment are input to the power transmission ECU 110. The power transmission ECU 110 can grasp the state of each segment 7 based on the signals input from each segment 7.

[0036] The vehicle 3 includes a power receiving device 20, a charging relay 310, a battery 320, a vehicle ECU 330, a third communication device 340, a fourth communication device 350, and a GPS (Global Positioning System) receiver 360. The GPS receiver 360 constitutes a part of a navigation device in the vehicle 3. The navigation device includes the GPS receiver 360, and is composed of a control unit, a storage unit, and an input / output unit.

[0037] The power receiving device 20 supplies the power received from the power transmitting device 10 to the battery 320. The power receiving device 20 is electrically connected to the battery 320 via a charging relay 310. The power receiving device 20 includes a power receiving side resonant circuit 410, a filter circuit 420, and a rectifier circuit 430.

[0038] The power receiving side resonant circuit 410 is a power receiving unit that receives power transmitted contactlessly from the power transmitting device 10. The power receiving side resonant circuit 410 is configured with a power receiving side resonant circuit including a secondary coil 21 and a resonant capacitor. The secondary coil 21 is a power receiving coil that receives power transmitted contactlessly from the primary coil 11. This resonant capacitor is connected in series to one end of the secondary coil 21 and adjusts the resonant frequency of the power receiving side resonant circuit. The resonant frequency of the power receiving side resonant circuit 410 is set to match the resonant frequency of the power transmitting side resonant circuit 240.

[0039] The resonant frequency of the power receiving side resonant circuit 410 is the same as the resonant frequency of the power transmitting side resonant circuit 240. Therefore, when the power transmitting side resonant circuit 240 generates a magnetic field while the power receiving side resonant circuit 410 faces the power transmitting side resonant circuit 240, the vibration of the magnetic field is transmitted to the power receiving side resonant circuit 410. The primary coil 11 and the secondary coil 21 are in a resonant state. When an induced current flows in the secondary coil 21 due to electromagnetic induction, an induced electromotive force is generated in the power receiving side resonant circuit 410. In this way, the power receiving side resonant circuit 410 receives the power transmitted contactlessly from the power transmitting side resonant circuit 240. Then, the power receiving side resonant circuit 410 supplies the power received from the power transmitting side resonant circuit 240 to the filter circuit 420. The power receiving side resonant circuit 410 constitutes the secondary device 22 of the power receiving device 20.

[0040] The filter circuit 420 removes noise contained in the AC current input from the power receiving side resonant circuit 410, and outputs the AC power from which the noise has been removed to the rectifier circuit 430. The filter circuit 420 is an LC filter that combines a coil and a capacitor. For example, the filter circuit 420 is configured by a T-type filter in which two coils and one capacitor are arranged in a T shape.

[0041] The rectifier circuit 430 converts the AC power input from the filter circuit 420 into DC power and outputs it to the battery 320. The rectifier circuit 430 is configured, for example, by a full bridge circuit in which four diodes are fully bridge-connected as rectifier elements. A switching element is connected in parallel to each diode of the rectifier circuit 430. Each switching element of the rectifier circuit 430 is configured by an IGBT, and performs a switching operation in response to a control signal from the vehicle ECU 330. The rectifier circuit 430 supplies the converted DC power to the battery 320. The filter circuit 420 and the rectifier circuit 430 configure the power conversion unit 23 of the power receiving device 20.

[0042] The power receiving device 20 includes a secondary device 22 and a power conversion unit 23. The secondary device 22 includes a power receiving side resonant circuit 410. The power conversion unit 23 includes a filter circuit 420 and a rectifier circuit 430.

[0043] Charging relay 310 is provided between rectifier circuit 430 and battery 320. An open / close state of charging relay 310 is controlled by vehicle ECU 330. When power transmitting device 10 charges battery 320, charging relay 310 is controlled to a closed state. When charging relay 310 is in a closed state, rectifier circuit 430 and battery 320 are connected to each other so that electricity can flow between them. When charging relay 310 is in an open state, rectifier circuit 430 and battery 320 are cut off so that electricity cannot flow between them. For example, when charging relay 310 is in an open state, vehicle 3 does not request power supply.

[0044] The battery 320 is a rechargeable DC power source, and is, for example, a lithium ion battery or a nickel metal hydride battery. The battery 320 stores the power supplied from the power transmitting device 10 to the power receiving device 20. The battery 320 can also supply power to a driving motor of the vehicle 3. The battery 320 is electrically connected to the driving motor via a PCU (Power Control Unit). The PCU is a power conversion device that converts the DC power of the battery 320 into AC power and supplies it to the driving motor. Each switching element of the PCU is composed of an IGBT, and performs a switching operation in response to a control signal from the vehicle ECU 330.

[0045] The vehicle ECU 330 is an electronic control device that controls the vehicle 3. The vehicle ECU 330 has a hardware configuration similar to that of the power transmission ECU 110. Signals from various sensors mounted on the vehicle 3 are input to the vehicle ECU 330. In addition, a positioning signal received by a GPS receiver 360 is input to the vehicle ECU 330. The vehicle ECU 330 can acquire current position information of the vehicle 3 from the GPS receiver 360. Then, the vehicle ECU 330 executes various controls based on the signals input from the various sensors.

[0046] For example, the vehicle ECU 330 executes non-contact charging control in which power is transmitted from the primary coil 11 to the secondary coil 21 in a non-contact manner and the power received by the secondary coil 21 is stored in the battery 320. In the non-contact charging control, the vehicle ECU 330 controls the rectifier circuit 430, the charging relay 310, the third communication device 340, and the fourth communication device 350. The non-contact charging control includes power control for controlling charging power and communication control for controlling communication with the supply device 5. In the power control, the vehicle ECU 330 controls a switching element included in the rectifier circuit 430 to adjust the power (charging power) supplied from the power receiving device 20 to the battery 320. In the communication control, the vehicle ECU 330 controls the third communication device 340 and the fourth communication device 350.

[0047] The third communication device 340 is a vehicle-side communication device that performs wide-area wireless communication. The third communication device 340 performs wireless communication with the first communication device 120 of the supply device 5 in a state before the vehicle 3 traveling on the road 4 approaches the D-WPT lane. The wide-area wireless communication is a two-way wireless communication. The communication between the first communication device 120 and the third communication device 340 is performed by high-speed wireless communication.

[0048] The fourth communication device 350 is a vehicle-side communication device that performs short-range wireless communication. The fourth communication device 350 performs wireless communication with the second communication device 130 of the supply device 5 when the vehicle 3 approaches or enters the D-WPT lane. The short-range wireless communication is one-way wireless signaling. The one-way wireless signaling is P2PS (Point to point signaling). P2PS is used to notify the vehicle identification information from the vehicle 3 to the supply device 5 in each activity of pairing, alignment check, magnetic coupling check, end of power transmission, and end of power transmission. In addition, P2PS can be used as a means for lateral alignment check. The lateral direction refers to the width direction of the lane, that is, the width direction of the vehicle 3.

[0049] The GPS receiver 360 detects the current position of the vehicle 3 based on positioning information obtained from a plurality of positioning satellites. The current position information of the vehicle 3 detected by the GPS receiver 360 is transmitted to the vehicle ECU 330.

[0050] In the supply device 5, the filter circuit 230 may be included in the management device 8 instead of in the segment 7. That is, the filter circuit 230 may be installed at the side of the road 4. In this case, the power conversion unit 12 includes the PFC circuit 210, the inverter 220, and the filter circuit 230, and the primary device 13 includes the power transmitting side resonant circuit 240.

[0051] Moreover, the filter circuit 230 may be provided for each primary coil 11 individually, or may be provided for a plurality of primary coils 11 collectively.

[0052] The filter circuit 230 is not limited to a T-type filter, and may be, for example, a band-pass filter in which a coil and a capacitor are connected in series. The same applies to the filter circuit 420 of the vehicle 3.

[0053] In the power transmission device 10, when the inverter 220 is connected to the multiple primary coils 11, a changeover switch for switching the primary coil 11 to be energized may be provided in each primary device 13. This changeover switch may be provided in the management device 8 at the side of the road 4, or may be provided near the primary coil 11.

[0054] Furthermore, the power transmitting side resonant circuit 240 is not limited to a configuration in which the primary coil 11 and the resonant capacitor are connected in series. The primary coil 11 and the resonant capacitor may be connected in parallel, or may be a combination of parallel and series. In short, the power transmitting side resonant circuit 240 is only required to be configured so that the resonant frequency of the power transmitting side resonant circuit 240 matches the drive frequency of the inverter 220, and the connection relationship of the components is not particularly limited. The same applies to the power receiving side resonant circuit 410 of the vehicle 3.

[0055] Furthermore, the drive frequency of the inverter 220 is not limited to 85 kHz, but may be a frequency close to 85 kHz. In short, the drive frequency of the inverter 220 may be in a predetermined frequency band including 85 kHz.

[0056] Furthermore, the power transmitting device 10 may have a configuration in which a plurality of inverters 220 are connected to the output side power line (DC power line) of the PFC circuit 210.

[0057] Furthermore, the foreign object detection device 140 may be provided not only on the ground side but also on the vehicle 3 side. For example, when the foreign object detection device on the vehicle 3 side detects a foreign object or a living body present above the primary coil 11, the device can be configured to stop requesting power supply until the vehicle 3 passes the primary coil 11.

[0058] In the wireless power transmission system 1, information transmitted from the vehicle 3 to the supply device 5 using short-range wireless communication includes, in addition to the vehicle identification information, a power supply request and a supply power request value. The power supply request is information indicating a request for power transmission from the primary coil 11. The supply power request value is a request value for the amount of power to be transmitted from the supply device 5 to the vehicle 3. The vehicle ECU 330 can calculate the supply power request value based on the SOC (State Of Charge) of the battery 320.

[0059] Furthermore, the wireless power transmission system 1 is not limited to a method of supplying power from the ground to the vehicle 3, but may also realize a method of supplying power from the vehicle 3 to the ground. In this case, the rectifier circuit 430 can be replaced with an inverter to realize rectification during power supply and reception.

[0060] FIG. 3 is a schematic diagram for explaining wide-area wireless communication in the wireless power transmission system 1. As shown in FIG.

[0061] In the wireless power transmission system 1, the vehicle 3 can communicate with the server 30, and the supply device 5 can communicate with the server 30. The server 30 is connected to a network 40, and can communicate with a plurality of vehicles 3 and a plurality of supply devices 5 via the network 40. The network 40 is configured by a WAN (Wide Area Network), which is a public communication network such as the Internet, a telephone communication network for mobile phones, or the like.

[0062] The vehicle 3 connects to the network 40 by wide area wireless communication using the third communication device 340. The vehicle 3 transmits information to the server 30 and receives information from the server 30.

[0063] The supplying device 5 connects to the network 40 by wide area wireless communication using the first communication device 120. The supplying device 5 transmits information to the server 30 and receives information from the server 30.

[0064] 4 is a block diagram showing a functional configuration of the power transmitting ECU 110. The power transmitting ECU 110 includes a first communication control unit 510, a second communication control unit 520, a power transmitting control unit 530, and an abnormality determination unit 540. The abnormality determination unit 540 also includes a timer unit 541 that is a time measurement unit.

[0065] The first communication control unit 510 executes first communication control to control the first communication device 120. The first communication control controls wide area wireless communication on the supplying device 5 side, and controls communication of the supplying device 5 using the first communication device 120. In other words, the first communication control controls communication of the management device 8 of the supplying device 5. The first communication control controls communication between the supplying device 5 and the network 40, and also controls communication between the supplying device 5 and the server 30 via the network 40. The first communication control unit 510 is a Supply Equipment Communication Controller (SECC).

[0066] The second communication control unit 520 executes second communication control to control the second communication device 130. The second communication control controls short-range wireless communication on the supplying device 5 side, and controls communication of the supplying device 5 using the second communication device 130. In other words, the second communication control controls communication of the segment 7 of the supplying device 5. The second communication control controls communication between the supplying device 5 and the vehicle 3 as communication that does not go through the network 40. The second communication control unit 520 is a PDCC (Primary Device Communication Controller).

[0067] The power transmission control unit 530 executes power transmission control to control the power transmitting device 10. The power transmission control is to control the power for power transmission, and controls the power conversion unit 12 of the power transmitting device 10. The power transmission control unit 530 executes power control to control the PFC circuit 210 and the inverter 220.

[0068] The abnormality determination unit 540 determines an abnormality occurring in the supply device 5. The abnormality determination unit 540 receives environmental information such as disasters and accidents based on the information received from the server 30. The abnormality determination unit 540 can determine the occurrence of an abnormality from information on the occurrence of a disaster or accident based on the received environmental information, which is an abnormality determination element. The abnormality determination unit 540 can determine the occurrence of an abnormality in at least one of the following cases: when there is no response to communication in at least one of wide-area wireless communication and short-range wireless communication, when the number of communication attempts is equal to or greater than a predetermined number, and when the elapsed time without response due to communication attempts is equal to or greater than a predetermined time.

[0069] The abnormality determination unit 540 can determine the occurrence of an abnormality based on the voltage in each component. The timing unit 541 as a time measurement unit starts measuring time from the time point when a voltage drop is detected in at least one component among the multiple components constituting the supply device 5. The abnormality determination unit 540 can execute an abnormality determination based on an abnormality determination element that the elapsed time is equal to or longer than a predetermined time.

[0070] 5 is a block diagram showing the functional configuration of vehicle ECU 330. Vehicle ECU 330 includes a third communication control unit 610, a fourth communication control unit 620, and a charging control unit 630.

[0071] The third communication control unit 610 executes third communication control that controls the third communication device 340. The third communication control controls wide area wireless communication on the vehicle 3 side, and controls communication of the vehicle 3 using the third communication device 340. The third communication control controls communication between the vehicle 3 and the network 40, and also controls communication between the vehicle 3 and the server 30 via the network 40. The third communication control unit 610 is an EVCC (EV Communication Controller).

[0072] The fourth communication control unit 620 executes fourth communication control to control the fourth communication device 350. The fourth communication control controls short-range wireless communication on the vehicle 3 side, and controls communication of the vehicle 3 using the fourth communication device 350. The fourth communication control controls communication between the vehicle 3 and the supply device 5 as communication not via the network 40. The fourth communication control unit 620 is a Secondary Device Communication Controller (SDCC).

[0073] The charging control unit 630 executes charging control to control the power receiving device 20 and the charging relay 310. The charging control includes power control to control the received power in the power receiving device 20 and relay control to control the connection state between the secondary device 22 and the battery 320. The charging control unit 630 executes power control to control the rectifier circuit 430. The charging control unit 630 executes relay control to switch the open / closed state of the charging relay 310.

[0074] In the wireless power transmission system 1 configured in this manner, when wireless communication is established between the vehicle 3 and the supply device 5, wireless power transmission is performed from the supply device 5 to the vehicle 3. When pairing is performed between the vehicle 3 and the supply device 5 by wireless communication, power is transmitted contactlessly from the primary coil 11 on the ground side to the secondary coil 21 on the vehicle side. Then, in the vehicle 3, charging control is performed to supply the power received by the secondary coil 21 to the battery 320.

[0075] Next, the power transfer process (D-WPT process) will be described with reference to Fig. 6. The power transfer process is structured as a chain of multiple activities, and is a process derived from states and corresponding transitions.

[0076] Fig. 6 is a diagram for explaining the power transmission process. Fig. 6 shows basic activities for explaining the power transmission process. The thick arrows shown in Fig. 6 represent transition lines. The state of the wireless power transmission system 1 in the power transmission process is represented by the activities that constitute the power transmission process.

[0077] The activities that make up the power transmission process include a power transmission service session (D-WPT service session A70) which is an activity in the stage of power transmission, an activity in the stage before power transmission, and an activity in the stage after power transmission. In addition, the activities can be explained by dividing the operating subject according to the presence or absence of communication between the supply device 5 and the vehicle 3. The activities are divided into those that represent a state only on the supply device 5 side without communication, those that represent a state only on the vehicle 3 side without communication, and those that represent a state of both the supply device 5 and the vehicle 3 with communication.

[0078] As shown in FIG. 6, the activities include a master power on state (Master power On) A10, preparation A20, waiting for a request from vehicle 3 (Waiting for D-WPT service request) A30, a master power on state (Master power On) A40, preparation A50, communication setup and D-WPT service request (Request D-WPT service) A60, a D-WPT service session (D-WPT service session) A70, and termination of the D-WPT service session (Terminate D-WPT service session) A80.

[0079] Preparation A20 is a preparation state of the supplying device 5. In preparation A20, the supplying device 5 starts up the circuit and checks safety without communicating with the vehicle 3. The supplying device 5 transitions to the preparation A20 state when the master power supply becomes the on state A10. Then, in preparation A20, if the supplying device 5 starts up the circuit and checks safety, the state transitions to waiting for a request from the vehicle 3 A30. On the other hand, if there is a problem with the supplying device 5, the supplying device 5 notifies the vehicle 3 of information indicating that the wireless power transmission system 1 cannot be used (unavailable notice) by wide-area wireless communication. The first communication device 120 transmits the unavailable notice to the vehicle 3.

[0080] Preparation A50 is the preparation state of the vehicle 3. In preparation A50, the vehicle 3 starts the circuit and checks safety without communicating with the supply device 5. The vehicle 3 transitions to the preparation A50 state when the master power supply is in the on state A40. Then, if the vehicle 3 starts the circuit and checks safety in preparation A50, the state transitions to communication setting and D-WPT service request A60. On the other hand, if there is a problem with the vehicle 3, the vehicle 3 does not start wide-area wireless communication and does not perform the subsequent sequence in the D-WPT process.

[0081] The communication setting and D-WPT service request A60 is initiated by the vehicle ECU 330. In the communication setting and D-WPT service request A60, the vehicle ECU 330 initiates wide-area wireless communication. First, when the vehicle 3 transitions from preparation A50 to communication setting and D-WPT service request A60, the third communication device 340 transmits a request signal for the D-WPT service. The third communication device 340 performs wireless communication with the first communication device 120 corresponding to the D-WPT lane into which the vehicle 3 is scheduled to enter or has entered. The first communication device 120 to be communicated with is selected based on the relative positional relationship between the current position of the vehicle 3 and the position of the D-WPT lane. On the supply device 5 side, when the first communication device 120 receives a request signal for the D-WPT service in a state of waiting for a request A30 from the vehicle 3, the state transitions to the communication setting and D-WPT service request A60. Various information on the wide-area wireless communication and the P2PS communication is linked using vehicle identification information. The processing sequence for this communication setting and D-WPT service request A60 is shown in FIG.

[0082] FIG. 7 is a sequence diagram showing a case where communication is performed between the vehicle 3 and the supply device 5 using wide-area wireless communication. The vehicle 3 transmits vehicle information to the server 30 (step S11). In step S11, the third communication device 340 of the vehicle 3 transmits the vehicle information to the server 30. The vehicle information includes vehicle identification information, various parameters of the power receiving device 20, current position information of the vehicle 3, and required power. The vehicle ECU 330 calculates the required power based on the SOC of the battery 320. In step S11, the vehicle ECU 330 causes the third communication device 340 to transmit the vehicle information at predetermined time intervals. The predetermined time is set according to the distance from the current position of the vehicle 3 to the start point of the D-WPT lane. The shorter the distance from the vehicle 3 to the start point of the D-WPT lane, the shorter the interval of the predetermined time.

[0083] When the server 30 receives the vehicle information from the vehicle 3, the server 30 identifies vehicle identification information of the vehicle 3 located within the vicinity area of ​​the supplying device 5 based on the current position information of the vehicle 3 included in the vehicle information (step S12). In step S12, the server 30 identifies the vehicle 3 located within a predetermined vicinity area from the supplying device 5 based on the current position information of the vehicle 3 and the position information of the supplying device 5. The vicinity area is set to an area within 500 meters, for example.

[0084] When the server 30 specifies the vehicle identification information of the vehicle 3, the server 30 transmits the vehicle information to the supplying device 5 (step S13). In step S13, the transmitting device of the server 30 transmits the vehicle information to the supplying device 5.

[0085] When the supplying device 5 receives the vehicle information from the server 30, the supplying device 5 registers or deletes the vehicle identification information in the identification information list (step S14). In step S14, the power transmitting ECU 110 registers or deletes the vehicle identification information in the identification information list so that the vehicle identification information linked to the vehicle information is registered in the identification information list without excess or deficiency.

[0086] After registering or deleting the vehicle identification information in the identification information list, the supplying device 5 transmits the vehicle identification information registered in the identification information list to the server 30 (step S15). In step S15, the first communication device 120 of the supplying device 5 transmits the vehicle identification information to the server 30.

[0087] Then, when the server 30 receives the vehicle identification information from the supplying device 5, it transmits a list registration notification to the vehicle 3 corresponding to the vehicle identification information registered in the identification information list (step S16). In step S16, the communication device of the server 30 transmits the list registration notification to the vehicle 3. The list registration notification is a notification indicating that the vehicle identification information has been registered in the identification information list, and includes the identification information of the supplying device 5 and location information of the supplying device 5.

[0088] In this way, when the vehicle 3 starts wide-area wireless communication and both the supply device 5 and the vehicle 3 are in a state of communication setting and D-WPT service request A60, the communication setting by wide-area wireless communication is successful. With this successful communication setting, the state transitions to a D-WPT service session A70.

[0089] Returning to Fig. 6, the D-WPT service session A70 transmits power contactlessly from the power transmitting side resonant circuit 240 of the supplying device 5 to the power receiving side resonant circuit 410 of the vehicle 3 in a state where a communication connection is established between the supplying device 5 and the vehicle 3. The D-WPT service session A70 starts when communication setting is successful and ends when communication ends. When communication ends in the state of the D-WPT service session A70, the state transitions to end of D-WPT service session A80.

[0090] At the end A80 of the D-WPT service session, the vehicle 3 ends the wide area wireless communication with the supplying device 5. The vehicle 3 and the supplying device 5 can receive a trigger for ending the D-WPT service session A70. Then, the vehicle ECU 330 prevents the D-WPT from being started for the secondary device 22 and the vehicle 3 until the third communication device 340 receives the next notification (a request signal for the D-WPT service).

[0091] Here, detailed activity of the D-WPT service session A70 will be described.

[0092] The D-WPT service session A70 includes a compatibility check and service authentication A110, a fine positioning A120, a pairing and alignment check A130, a magnetic coupling check A140, a perform power transfer A150, a stand-by A160, and a power transfer terminated A170.

[0093] The compatibility check and service authentication A110 will be described. After the communication setting is successful, the vehicle ECU 330 and the power transmission ECU 110 confirm that the primary device 13 and the secondary device 22 are compatible. The compatibility check is performed on the supply device 5 side based on information associated with the vehicle identification information acquired through communication. Check items include the minimum ground clearance of the secondary device 22, the shape type of the secondary device 22, the circuit topology of the secondary device 22, the self-resonant frequency of the secondary device 22, and the number of secondary coils 21.

[0094] In the compatibility check and service authentication A110, first, the vehicle 3 transmits compatibility information of the power receiving device 20 from the third communication device 340 to the supplying device 5. The first communication device 120 of the supplying device 5 receives the compatibility information of the power receiving device 20 from the vehicle 3. Then, the first communication device 120 of the supplying device 5 transmits the compatibility information of the power transmitting device 10 to the vehicle 3. The third communication device 340 of the vehicle 3 receives the compatibility information of the power transmitting device 10 from the supplying device 5.

[0095] Elements of the compatibility information that the vehicle 3 transmits to the supply device 5 include vehicle identification information, WPT power classes, air gap classes, WPT operating frequencies, WPT frequency adjustment, WPT type, WPT circuit topology, fine positioning method, pairing method, alignment method, and information on the presence or absence of power adjustment function.

[0096] Elements of the compatibility information that the supplying device 5 transmits to the vehicle 3 include supplying device identification information, WPT power class, gap class, WPT drive frequency, WPT frequency adjustment, WPT type, WPT circuit topology, detailed alignment method, pairing method, alignment method, and information on whether or not power adjustment function is available.

[0097] The name of each element will be described in detail. Each element of the compatibility information transmitted from the vehicle 3 to the supplying device 5 will be described, and the explanation of the compatibility information transmitted from the supplying device 5 to the vehicle 3 that overlaps with the compatibility information transmitted from the vehicle 3 to the supplying device 5 will be omitted.

[0098] The gap class is information indicating a gap class that the secondary device 22 can receive power. The WPT power class is information indicating a power class that the secondary device 22 can receive power. The WPT drive frequency is information indicating the frequency of the power received by the secondary device 22. The WPT frequency adjustment is information indicating whether the drive frequency can be adjusted. The WPT type is information indicating the shape type of the secondary device 22, and indicates the coil shape of the secondary coil 21. Examples of WTP types include circular and solenoid. The WPT circuit topology is information indicating the connection structure between the secondary coil 21 and the resonant capacitor. The WTP circuit topology includes series and parallel. The detailed alignment method is information indicating how alignment is performed when alignment is performed. The pairing method is a method for performing pairing in which the vehicle 3 identifies the supply device 5. The alignment method indicates a method for confirming the relative positions of the secondary device 22 and the primary device 13 before starting power transmission.

[0099] Detailed alignment A120 will now be described. The vehicle 3 performs detailed alignment A120 prior to or in parallel with the pairing and alignment check A130. When the vehicle ECU 330 determines that the vehicle 3 has approached or entered an area (WPT lane) in which the supply device 5 is installed, the vehicle ECU 330 starts detailed alignment A120.

[0100] The vehicle ECU 330 guides the vehicle 3 to align the primary device 13 and the secondary device 22 within a range that establishes sufficient magnetic coupling for wireless power transfer.

[0101] The detailed alignment A120 is basically performed manually or automatically on the vehicle 3 side. The detailed alignment A120 can be linked to an ADAS (Autonomous Driving Assistance System). The end of this communication is the end of the D-WPT service session A80.

[0102] The detailed alignment A120 activity then continues until the vehicle 3 leaves the D-WPT charging site or the state changes to communication end, and can be performed based on the alignment information transmitted from the supply device 5 to the vehicle 3 via wide-area wireless communication.

[0103] The pairing and alignment check A130 will now be described. Here, the pairing and alignment check will be described separately.

[0104] Pairing: The P2PS interface, which performs short-range wireless communication, ensures that the primary device 13 and the secondary device 22 are uniquely paired. The process of the pairing state is as follows.

[0105] First, the vehicle ECU 330 recognizes that the vehicle 3 has approached or entered a D-WPT lane. For example, the vehicle ECU 330 has map information including the D-WPT lane, and compares it with the position information of the vehicle obtained by the GPS receiver 360 to recognize the approach or entry based on the straight-line distance or the like. The vehicle 3 transmits to the server 30 by wide-area wireless communication which D-WPT lane it has approached. In short, the third communication device 340 notifies the cloud of a signal indicating that the vehicle 3 has approached any of the D-WPT lanes. Furthermore, when the vehicle ECU 330 recognizes the approach or entry of the vehicle 3 into the D-WPT lane, the fourth communication device 350 starts transmitting a modulated signal at regular intervals for pairing the primary device 13 and the secondary device 22.

[0106] The supplying device 5 may also recognize that the vehicle 3 has approached or entered a D-WPT lane using information acquired from the server 30 by wide-area wireless communication. The server 30 assigns the vehicle identification information of the vehicle 3 approaching each D-WPT lane to the supplying device 5 corresponding to that lane. The supplying device 5 only needs to refer to the vehicle identification information narrowed down by the server 30, so that the authentication process can be completed in a short time. When the supplying device 5 recognizes that the vehicle 3 is approaching a D-WPT lane, the second communication device 130 goes into standby mode. In the standby mode, the supplying device 5 waits to receive a modulated signal from the fourth communication device 350 of the vehicle 3. This modulated signal includes the vehicle identification information.

[0107] When the second communication device 130 receives the modulated signal from the vehicle 3, the supplying device 5 compares the vehicle identification information received by the short-range wireless communication with the vehicle identification information in the identification information list obtained by the result of the wide-area wireless communication with the multiple vehicles 3 approaching the D-WPT lane. Through this comparison, the supplying device 5 identifies the vehicle 3.

[0108] When the vehicle ECU 330 recognizes that the vehicle 3 is outside the D-WPT lane, it stops transmission of the modulated signal from the fourth communication device 350. The vehicle ECU 330 can determine whether or not the vehicle 3 has passed the D-WPT lane based on the map information and the position information of the vehicle itself.

[0109] If the supply device 5 determines that the vehicle 3 is not traveling in the D-WPT lane or if it determines that the vehicle 3 is not approaching the D-WPT lane, it stops waiting for a modulated signal from the fourth communication device 350.

[0110] Pairing is performed with the primary device 13 until the vehicle 3 leaves the D-WPT charging site or the state changes to communication ended. Once pairing is complete, the state transitions to alignment check.

[0111] The alignment check is now described. The alignment check is intended to verify that the lateral distance between the primary device 13 and the secondary device 22 is within an acceptable range. The alignment check is performed using short range wireless communication (P2PS).

[0112] The alignment check continues to be performed based on P2PS until the vehicle 3 leaves the D-WPT charging site or the state changes to communication end. The result of the alignment check can be transmitted from the first communication device 120 to the third communication device 340 by wide area wireless communication.

[0113] The magnetic coupling check A140 will now be described. In the magnetic coupling check A140, the supplying device 5 checks the magnetic coupling state and confirms that the secondary device 22 is within an allowable range. When the magnetic coupling check A140 ends, the state transitions to power transmission execution A150.

[0114] The execution A150 of power transmission will be described. In this state, the supply device 5 transmits power to the power receiving device 20. The power transmitting device 10 and the power receiving device 20 need to have the ability to control the transmission power (transmitted power and received power) for the usefulness of MF-D-WPT and for the protection of the power receiving device 20 and the battery 320. Larger power transmission helps to increase the travel distance of the power receiving device 20 without static wireless charging and conductive charging. However, the capacity of the battery 320 varies depending on the type of vehicle 3, and the demand for driving power may fluctuate suddenly. One example of this sudden fluctuation is sudden regenerative braking. When regenerative braking is performed while traveling on a D-WPT lane, regenerative braking is prioritized, so that the received power from the power receiving device 20 is supplied to the battery 320 in addition to the regenerative power. In this case, the transmission power needs to be adjusted by the power receiving device 20 to protect the battery 320 from overcharging.

[0115] Despite the need for power control, no new communication is initiated between the power supply device 5 and the power receiving device 20 in this state because the communication may impair the response and accuracy of the power control due to its instability and latency. Therefore, the power supply device 5 and the power receiving device 20 transmit and control power based on the information already known up to this state.

[0116] The supplying device 5 increases the transmission power of the magnetic coupling check in response to a power request previously sent by the third communication device 340 using wide area wireless communication. The supplying device 5 tries to keep the current and voltage fluctuations within their ranges and maximize the transmitted power during the transition.

[0117] The power receiving device 20 basically receives the transmitted power from the power transmitting device 10 without any control. However, the power receiving device 20 starts control when the transmitted power exceeds or is about to exceed a limit, such as the rated power of the battery 320, which varies depending on the state of charge and the driving power demand of the vehicle 3. In addition, the power control in the vehicle ECU 330 is also required to deal with malfunctions in wide-area wireless communication. This malfunction leads to a contradiction between the power control target in the primary device 13 and the request from the third communication device 340, and a sudden failure of the power receiving device 20 or the battery 320 during power transmission. The power receiving device 20 controls the transmitted power under the power request rate notified by the first communication device 120.

[0118] The power requirement is determined based on compatibility check information such as the WPT circuit topology, geometry, ground clearance, and EMC (electromagnetic compatibility) of the vehicle 3 and the primary device 13. The magnetic field varies depending on these specifications, and power must be transmitted within the range that satisfies EMC.

[0119] There is a possibility that the power control in the power transmission ECU 110 and the power receiving device 20 may interfere with each other. In particular, there is a possibility of interference when the supplying device 5 attempts to realize a power request larger than the latest power limit of the power receiving device 20 through wide-area wireless communication. An example of this is a sudden regenerative control in the relatively small battery 320 in the vehicle 3. If possible, it is desirable that the supplying device 5 be able to detect a mismatch between the power control target and the limit and adjust the power transmission to eliminate the mismatch.

[0120] The state transitions to standby A160 if power transmission is interrupted for a short period of time while the secondary device 22 is still on the primary device 13, for example, if a foreign object on the primary device 13 is detected by the foreign object detection device 14, or if misalignment of the secondary device 22 results in low magnetic coupling. Note that if the vehicle 3 is provided with a foreign object detection device, the vehicle 3 may detect the foreign object.

[0121] When the secondary device 22 passes over the primary device 13, the state transitions to end power transfer A170. In this case, less power is transferred because the magnetic coupling between the two devices is weakened. The supplying device 5 can detect that the magnetic coupling has weakened by monitoring the transmitted power, so the supplying device 5 essentially decides to transition to end power transfer A170 and then starts reducing the voltage to stop the power transfer.

[0122] The standby A160 will be described. In this state, if the power transmission is interrupted for a short time for some reason, and when the D-WPT preparation is completed in both the vehicle 3 and the supply device 5, the state returns to the execution of power transmission A150. When there is a possibility of interrupting the power transmission, the state becomes the execution of power transmission A150.

[0123] The end of power transmission A170 will be described. In this state, the supplying device 5 reduces the transmitted power to zero and holds or uploads power transmission result data such as total transmitted power, power transmission efficiency, and fault history. Each data is tagged with vehicle identification information. Finally, the supplying device 5 deletes the vehicle identification information of the vehicle 3 that has passed through the D-WPT lane. This allows the supplying device 5 to prepare for subsequent pairing and power transmission to other vehicles. The processing sequence of the end of power transmission A170 is shown in FIG. 8.

[0124] 8 is a sequence diagram showing an operation after power supply from the supply device 5 to the vehicle 3 during traveling is completed. When the power receiving device 20 of the vehicle 3 ends the power reception from the supply device 5 (step S21), the vehicle 3 transmits power reception end information to the server 30 (step S22). In step S22, the power reception end information is transmitted from the third communication device 340 of the vehicle 3. The power reception end information includes, as information related to the reception of power from the supply device 5, for example, vehicle identification information of the vehicle 3, the received power from the supply device 5, the power receiving efficiency, and an abnormality detection result.

[0125] When the process of step S21 is performed, the supplying device 5 ends the power transmission to the vehicle 3 (step S23). The process of step S21 and the process of step S23 may or may not be performed simultaneously. When the process of step S23 is performed, the supplying device 5 transmits power transmission end information to the server 30 (step S24). In step S24, the power transmission end information is transmitted from the first communication device 120 of the supplying device 5.

[0126] When the server 30 receives the power reception end information from the vehicle 3 and also receives the power transmission end information from the supply device 5, it performs a power supply end process to end the power supply from the supply device 5 to the vehicle 3 (step S25). In the power supply end process, a process of calculating the amount of power supplied from the supply device 5 to the vehicle 3 based on the power reception end information and the power transmission end information, and a process of charging the user of the vehicle 3 based on the calculated amount of supplied power are performed.

[0127] Furthermore, the vehicle 3 transmits the vehicle information to the server 30 regardless of the power supply end process (step S26). In step S26, the vehicle information is transmitted from the third communication device 340 of the vehicle 3.

[0128] When the server 30 receives the vehicle information from the vehicle 3 after performing the power supply end process, the server 30 identifies the vehicle identification information of the vehicle 3 located within the vicinity of each supply device 5 based on the vehicle information (step S27).

[0129] Then, if a power supply device 5 has already performed the power supply termination process for a vehicle 3, the server 30 deletes the vehicle identification information of the vehicle 3 for which the power supply termination process has already been performed from the vehicle identification information of the vehicles 3 within the vicinity of the supply device 5 identified in the processing of step S27 (step S28).

[0130] Then, the server 30 transmits to each supply device 5 vehicle information linked to the vehicle identification information of the vehicles 3 identified as being located within the vicinity of each supply device 5 that has not been deleted in the processing of step S28 (step S29).

[0131] After the vehicle information is transmitted to each supplying device 5 in the process of step S29, when the supplying device 5 receives the vehicle information from the server 30, the supplying device 5 registers or deletes the vehicle identification information in the identification information list (step S30). The process of step S30 is similar to the process of step S14 in FIG. 7. Thereafter, the supplying device 5 transmits the vehicle identification information registered in the identification information list to the server 30 (step S31). The process of step S31 is similar to the process of step S15 in FIG. 7.

[0132] Then, when the server 30 receives the vehicle identification information from the supplying device 5, it transmits a list registration notification to the vehicle 3 corresponding to the vehicle identification information registered in the identification information list (step S32). The process of step S32 is similar to the process of step S16 in FIG.

[0133] 8 is performed, the identification information list registers vehicle identification information of vehicles 3 that are located within the vicinity of each supply device 5, for which power supply from that supply device 5 has not ended, and for which a request for erasure of the vehicle identification information has not been made. If the vehicle identification information of the vehicle 3 is registered in the identification information list of any of the supply facilities 2, the vehicle 3 receives a list registration notification. Therefore, by receiving the list registration notification, the vehicle ECU 330 can determine that the vehicle is registered in any of the supply devices 5. If the vehicle 3 moves out of the vicinity of the supply device 5, the vehicle identification information of the vehicle 3 is erased from the identification information list of the supply device 5.

[0134] Return to FIG. 6. Also, at the end of power transmission A170, the power receiving device 20 does not need to do anything to set the transmission power to zero. The P2PS interface is kept active when the vehicle 3 is in the D-WPT lane, and the state of the power receiving device 20 automatically transitions to pairing for the next power transmission from the primary device 13. As shown in FIG. 6, the state transitions from the end of power transmission A170 to the pairing and alignment check A130. As shown in FIG. 6, it is possible to transition from the magnetic coupling check A140 to the pairing and alignment check A130, or from the execution of power transmission A150 to the pairing and alignment check A130, depending on whether a predetermined transition condition is satisfied. Pairing may be performed individually for multiple primary coils 11, or may be performed at a representative point by bundling multiple primary coils 11.

[0135] Then, the D-WPT service session A70 transitions to the end of the D-WPT service session A80 to stop the wide-area wireless communication between the first communication device 120 and the third communication device 340 if there is no D-WPT request from the vehicle ECU 330 or if a series of states from the request for communication setting and D-WPT service A60 to the end of power transmission A170 is prohibited. For example, the D-WPT is stopped when the state of charge in the battery 320 is too high or when the power receiving device 20 is too hot for continuous power transmission. Such unnecessary D-WPT can be disabled by simply deactivating the P2PS interface. However, by stopping the wide-area wireless communication, the power transmitting ECU 110 can free up the memory occupied for the vehicle 3 without needing the D-WPT by terminating the established wide-area wireless communication.

[0136] Furthermore, the D-WPT service session A70 is not limited to transitions such as those shown by the transition lines in Fig. 6. When the activities after the pairing and alignment check A130 are completed in the D-WPT service session A70, if the condition for the power transmission process to remain in the D-WPT service session A70 is satisfied, the state does not transition to the end of the D-WPT service session A80, but transitions to the compatibility check and service authentication A110. For example, if a predetermined transition condition is satisfied in the state of the magnetic coupling check A140, the state can transition to the compatibility check and service authentication A110.

[0137] In the present disclosure, at least the power transmission ECU 110, the first communication device 120, and the second communication device 130 of the management device 8 are provided with a voltage holding unit so that communication processing, calculation processing, and other processing can be performed even during a power outage caused by a disaster or an abnormality. The voltage holding unit can be a smoothing capacitor or an uninterruptible power supply device that can hold its own voltage and maintain the voltage to be driven. It is also possible to configure the voltage holding unit by providing a relay that works in conjunction with the system to prevent a power outage when it is short-circuited. In the control described below, the control by the management device 8 will be described, but the control by the supply device 5 may also be used.

[0138] The phenomena caused by a power outage include, first, the stop of power supply, and, second, the stop of authentication. Note that a power outage refers to a power outage in the components that make up the supply device 5. In the vehicle 3, communication with the management device 8 may be impossible, authentication may not be possible, or power supply may be stopped. Note that in this case, the following three situations are possible compared to the normal state. Normal state Normal operation: Wide-area wireless communication "Enabled", short-range communication "Enabled", power supply device "Enabled" Power outage Power supply interruption: Wide-area wireless communication "operation", short-range communication "operation", power supply "outage (Outage)" Wide-area outage: Wide-area wireless communication "power outage", short-range communication "operation", power supply "operation" Total outage: Wide-area wireless communication "power outage", short-range communication "power outage", power supply "power outage" In the event of such a situation, i.e., a power outage or disaster, the power supply device first detects a drop in the grid voltage or DC link voltage and is stopped, then the control system and communication system, whose voltages are maintained by the voltage maintenance unit, perform the stop procedure, and the power supply device stops after the stop procedure is completed. This allows the supply device 5 and management device 8 to be safely stopped even if a power outage occurs.

[0139] In addition, in the present disclosure, in the recovery from a power outage in the management device 8 or the supply device 5, the recovery process is changed according to the recovery situation from the power outage. For example, if the time from the power outage to recovery, that is, the restart time, is longer than a predetermined time, the recovery process is started from the stage where the master power source is in the ON state A10 (see FIG. 6). In the case of a power outage that is shorter than the predetermined time, the recovery process is started from the D-WPT service session A70 (see FIG. 6). Note that even if the abnormality determination unit 540 determines that there is an abnormality, if the voltage is within the normal range, the D-WPT service session A70 may be started. When starting from the D-WPT service session A70, it is possible to start from either the pairing and alignment check A130 or the magnetic coupling check A140. The predetermined time can be selected and set from a range between several μs and 10s. This makes it possible to avoid disturbance of the power control on the vehicle 3 side due to a sudden transmission of power.

[0140] Furthermore, when power is restored from a power outage, if a vehicle 3 is located directly above a segment 7 equipped with a primary coil 11, i.e., directly above a charging mat, power supply may be started from the next vehicle 3. In this case, power supply may be stopped until a vehicle 3 located directly above a segment 7 when power is restored passes above the segment 7.

[0141] Specifically, as a first example, when the power transmission ECU 110 has a power outage, the power transmission ECU 110 first acquires a list of approaching vehicles 3 (upcoming EV list) from the first communication device 120 while being driven for a predetermined time by the voltage holding unit. When recovering from the power outage, if a vehicle 3 is located directly above a segment 7, power supply is started from the next vehicle 3 that the vehicle 3 has passed. In other words, the vehicle 3 located directly above the segment 7 resumes power supply from the next segment 7 that the vehicle 3 will reach (oppose). If the vehicle 3 stays directly above the segment 7 for a predetermined time or more, the D-WPT service session is resumed from A70. If the power outage duration is a predetermined time or more, the supply device 5 resumes from the ON state A10. In this case, the supply device 5 may transmit information indicating that a power outage has occurred to the vehicle 3, and the vehicle 3 may also resume from the ON state A40.

[0142] As a second example, for example, when at least one of the AC power source 6 and the components of the segment 7, the primary device 13, and the second communication device 130 fails, when the vehicle 3 is located directly above the segment 7, power supply is started from the next vehicle 3 that the vehicle 3 passed. In other words, the vehicle 3 located directly above the segment 7 resumes power supply from the next segment 7 that the vehicle 3 will reach (oppose). When the vehicle 3 stays directly above the segment 7 for a predetermined time or more, the D-WPT service session is resumed from A70. When the power outage lasts for a predetermined time or more, the supply device 5 resumes from the on state A10. In this case, the supply device 5 may transmit information to the vehicle 3 that a power outage has occurred, and the vehicle 3 may also resume from the on state A40.

[0143] FIG. 9 is a flowchart showing an example of control for notifying a user of a power shortage in a wireless power transmission system. As shown in FIG. 9, the server 30 functioning as a traffic monitoring center acquires the power consumption state of the vehicle 3 by communicating with the vehicle 3 (step S41). Next, the server 30 acquires the time until recovery (restoration time) by communicating with the management device 8 and the supply device 5, and calculates and predicts the amount of power consumption in the vehicle 3 until the restoration time by communicating with the vehicle 3 (step S42). Next, the server 30 acquires vehicle information from the vehicle 3, and calculates and predicts the amount of power supply based on the information of the route after the power failure is restored (step S43). In addition, the server 30 acquires the SOC, which is the remaining power of the battery 320, from the vehicle 3, and acquires information on the remaining battery level in the vehicle 3 (step S44).

[0144] In this manner, the server 30 predicts the time from power outage to power recovery and the state of the vehicle 3 after recovery from the power outage for the vehicle 3. Note that the processes in steps S41 to S44 may be performed in parallel or in reverse order as long as there are no contradictions.

[0145] Next, the server 30 predicts the recovery time until the power failure is restored by wide area communication, and calculates the predicted time (step S45). The server 30 transmits information on the calculated predicted time to the vehicle 3. In the vehicle 3 that has acquired the information on the predicted time, a navigation device equipped with a GPS receiver 360 predicts the power shortage (step S46). The control unit of the navigation device derives the upper limit of the usage time (remaining usage time) or the distance that can be traveled (driving distance) in the vehicle 3 based on the information on the recovery time acquired by the server 30 and the predicted information on the predicted power shortage. The navigation device outputs the information on the remaining usage time or the driving distance through the input / output unit. That is, the remaining usage time or the driving distance of the vehicle 3 is notified to the user through the infotainment device that constitutes the input / output unit of the vehicle 3 (step S47). This allows the user in the vehicle 3 to recognize the remaining usage time or the driving distance until the power shortage.

[0146] The abnormality detection and power shortage prediction processes may be executed by the power transmission ECU 110 or the vehicle ECU 330 instead of the server 30. [Explanation of symbols]

[0147] 1. Wireless power transfer system 2 Supply equipment 3. Vehicle 4 road 5 Feeding device 6 AC power supply 10 Power transmission equipment 11 Primary coil 20 Power receiving device 21 Secondary coil 540 Abnormality determination section 541 Timing section

Claims

[Claim 1] A wireless power supply system for supplying power from a road-side power supply device to a traveling vehicle equipped with a vehicle-side power receiving device in a wireless manner, A server capable of communicating information with the vehicle, The server, When a power outage occurs, a power consumption state and a remaining power amount of the vehicle are acquired from the vehicle; predicting a recovery time from the power outage and an amount of power supply on a route of the vehicle after the recovery; Transmitting a predicted time until recovery to the vehicle via wide area communication; The vehicle is Predicting the occurrence of a power shortage and outputting the remaining usage time or cruising distance of the vehicle based on the received predicted time. Non-contact power supply system while driving.

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