Control device for non-contact power transmission system

Abstract

To provide a control device for a non-contact power transmission system, which can control an impact on a vehicle due to a vibration of the vehicle in non-contact charging.SOLUTION: A non-contact power transmission system 1 contactlessly transmits an electric power from a primary coil 13 installed in a charging facility 10 to a secondary coil 23 boarded on a vehicle 20. A primary side ECU 15 installed in the charging facility 10 includes: controlling an output power outputted on the vehicle 20 side by feedback control on the basis of information transmitted from a secondary side ECU 25 boarded on the vehicle 20; and changing a control mode of the output power outputted on the vehicle 20 side when a distance fluctuation between the primary coil 13 and the secondary coil 23 or a vibration of the vehicle 20 is detected.SELECTED DRAWING: Figure 2

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 enable more people to access energy that is convenient, reliable, sustainable, and advanced, research and development on charging in mobility equipped with secondary batteries that contribute to energy efficiency has been carried out.

[0003] For example, as research and development related to charging, research and development on non-contact charging for charging a battery mounted on a vehicle without contact has been carried out. For example, Patent Documents 1 to 3 disclose a non-contact power transmission system that transmits power without contact from a primary coil provided in a power transmission device to a secondary coil provided in a vehicle.

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

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Patent Document 2

Patent Document 3

Summary of the Invention

Problems to be Solved by the Invention

[0006] By the way, when people get on and off the vehicle or load and unload luggage during non-contact charging of the vehicle, the vehicle vibrates up and down, and the distance between the primary coil and the secondary coil varies. If such a variation 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 may occur, which may affect the vehicle.

[0007] The present invention provides a control device for a non-contact power transmission system that can suppress the influence on a vehicle due to vehicle vibration during non-contact charging. And it contributes to the improvement of energy efficiency.

Means for Solving the Problems

[0008] The present invention is a control device for a non-contact power transmission system that transmits power non-contact from a primary coil provided in charging equipment to a secondary coil provided in a vehicle, wherein the control device is provided in the charging equipment, controls the output power output on the vehicle side by feedback control based on information transmitted from a vehicle-side control device provided in the vehicle, and when detecting a variation in the distance between the primary coil and the secondary coil or a rocking of the vehicle, changes a control mode of the output power output on the vehicle side.

Effects of the Invention

[0009] According to the present invention, the influence on the vehicle due to vehicle vibration during non-contact charging can be suppressed.

Brief Description of the Drawings

[0010]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

[0011] Hereinafter, each embodiment of the control device of the non-contact power transmission system of the present invention will be described with reference to the accompanying drawings.

[0012] [First Embodiment] (Configuration of Non-Contact Power Transmission System) As shown in FIG. 1, the non-contact power transmission system 1 of the first embodiment includes a primary side (power transmission side) charging facility 10 installed in a predetermined parking space or the like, and a secondary side (power reception side) vehicle 20. The vehicle 20 is an electric vehicle such as a battery-powered electric vehicle or a plug-in hybrid vehicle, and includes a 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), which is a drive source, with the electric power stored in the battery BAT.

[0013] The non-contact power transmission system 1 transmits power from the primary coil 13 provided in the charging facility 10 to the secondary coil 23 provided in the vehicle 20 by using 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 battery BAT, the battery BAT is charged non-contact.

[0014] As shown in FIG. 2, the charging facility 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. A power source PS connected to an external power system such as a commercial power source is connected to the charging facility 10.

[0015] 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 provided on the ground such as a parking space in a state covered with a power feeding pad, and functions as a power transmission unit that transmits the power supplied from the power converter 12 to the secondary coil 23 of the vehicle 20 non-contact as transmission power. The current / voltage detector 14 detects the current and voltage of the transmission power. The primary-side ECU 15 controls the power converter 12 by reading and executing a program stored in a memory by a processor such as a CPU based on the detection result of the current / voltage detector 14. Although details will be described later, the primary-side ECU 15 performs feedback control based on the information transmitted from the vehicle 20 during non-contact charging. The primary-side communication device 16 performs wireless communication with the secondary-side communication device 26 of the vehicle 20. For the wireless communication, for example, Wi-Fi (registered trademark) or Bluetooth (registered trademark) can be used. The primary-side communication device 16 is connected to the primary-side ECU 15 by a communication line.

[0016] 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 battery BAT.

[0017] The secondary coil 23 is disposed at the bottom of the vehicle 20 in a state of being covered by the power receiving pad, and functions as a power receiving unit that receives 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 battery BAT. The current / voltage detector 24 detects the current and voltage of the output power output on the vehicle 20 side by non-contact charging. The secondary side ECU 25 calculates a required value of the output power and transmits it to the primary side ECU 15 together with the detection result by the current / voltage detector 24. The secondary side communication device 26 performs wireless communication with the primary side communication device 16 and is connected to the secondary side ECU 25 by a communication line. Further, the secondary side communication device 26 is also configured to be able to perform wireless communication with a FOB (Frequency Operated Button) key 40 which is an electronic key capable of operating the vehicle 20.

[0018] Further, the vehicle 20 is provided with an on-vehicle detection unit 31 and a distance detection unit 32. The on-vehicle detection unit 31 detects a person who has boarded the vehicle 20. For example, the on-vehicle detection unit 31 detects a person who has boarded the vehicle 20 based on an in-vehicle image by an in-vehicle camera, a detection result of a seating sensor provided on each seat, and the like. The distance detection unit 32 detects 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). Note that the above configurations of the on-vehicle detection unit 31 and the distance detection unit 32 are examples, and various configurations can be adopted.

[0019] (Control during non-contact charging) Subsequently, feedback control executed in the non-contact power transmission system 1 during non-contact charging will be described.

[0020] As shown in FIG. 3, 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 an FB compensator 152), a switching unit 153, and a vehicle shake detection circuit 154.

[0021] During 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 transmitted from the secondary ECU 25 from the target value calculated by the target value calculation unit 150, and inputs the obtained deviation to the FB compensator 152.

[0022] The primary 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 predetermined feedback gain, and outputs the obtained feedback control value to the power converter 12 to be controlled. The primary ECU 15 controls the power converter 12 by current / voltage control based on the feedback control value. As a result, power for transmission is generated in the primary coil 13, and this power for transmission is transmitted non - contact from the primary coil 13 to the secondary coil 23, and power considering a predetermined conversion gain described later is output from the secondary coil 23.

[0023] In this way, the primary ECU 15 performs feedback control based on the information transmitted from the secondary 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 predetermined control cycle during charging of the vehicle 20.

[0024] The above - mentioned conversion gain is the transmission efficiency determined based on the distance between the primary coil 13 and the secondary coil 23 (corresponding to the gap G in FIG. 1. Hereinafter, also referred to as the coil - to - coil distance), and the value changes according to the coil - to - coil distance. Specifically, the smaller the coil - to - coil distance, the larger the conversion gain, and the larger 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.

[0025] During charging of the vehicle 20, if people get on and off or luggage is loaded and unloaded, the vehicle 20 vibrates and the distance between the coils varies. Here, the variation in the coil-to-coil distance includes cases where the coil-to-coil distance decreases, such as when a person gets in the vehicle, and cases where the coil-to-coil distance increases, such as when a person gets out of the vehicle. Due to such a variation in the coil-to-coil distance (in other words, disturbance), the conversion gain varies. When the variation frequency of the conversion gain is lower than the cut-off frequency of the feedback control, there is a possibility that it interferes with the feedback control and control oscillation occurs. Also, when the variation frequency of the conversion gain is higher than the cut-off frequency of the feedback control, overshoot may occur because the responsiveness of the feedback control cannot cope. Thus, when the coil-to-coil distance varies during non-contact charging, it may affect the vehicle 20.

[0026] Therefore, when the primary ECU 15 detects a variation in the coil-to-coil distance, it 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 by the primary ECU 15 will be described.

[0027] (First example of change in control mode) First, the first example of the change in the control mode will be described. When the primary ECU 15 detects a variation in the coil-to-coil distance, it temporarily stops the feedback control and controls the output power output on the vehicle 20 side by feedforward control.

[0028] The vehicle shake detection circuit 154 detects the shake of the vehicle 20, that is, the variation in the distance between the coils. When the variation in the distance between the coils is not detected, the primary ECU 15 operates the FB compensator 152 and controls the switching unit 153 so that the feedback control value by the FB compensator 152 is output to the power converter 12. When the variation in the distance between the coils is detected, as shown in FIG. 4, the operation of the FB compensator 152 is stopped, and the switching unit 153 is controlled so that a fixed output is output to the power converter 12. When the variation in the distance between the coils is detected, the primary ECU 15 switches to feed-forward control (also denoted as FF in the figure), fixes the feedback control value output from the FB compensator 152 immediately before the detection of the variation in the distance between the coils, and outputs this fixed output to the power converter 12.

[0029] In the first embodiment, the primary ECU 15 determines whether the variation in the distance between the coils is detected based on the distance between the coils detected by the distance detection unit 32. Specifically, the secondary ECU 25 transmits the distance between the coils detected by the distance detection unit 32 to the primary ECU 15, and the primary ECU 15 determines whether the variation in the distance between the coils has occurred based on the temporal change in the distance between the coils in the vehicle shake detection circuit 154. Since it is determined whether the variation in the distance between the coils is detected based on the distance between the coils, the variation in the distance between the coils can be accurately detected.

[0030] FIG. 5 is a flowchart showing a first example of the change in the control mode executed by the primary ECU 15 during non-contact charging. The primary ECU 15 repeatedly executes this flowchart at a predetermined control cycle during charging.

[0031] The primary ECU 15 first determines whether the variation in the distance between the coils is detected (step S100). When the variation in the distance between the coils is not detected (step S100: NO), the primary ECU 15 ends this flowchart.

[0032] When the variation in the coil pitch 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 the feed-forward control (step S104).

[0033] After switching to the feed-forward control, the primary ECU 15 determines whether or not the variation in the coil pitch has subsided (step S106). If the variation in the coil pitch has not subsided (step S106: NO), the primary ECU 15 monitors until the variation subsides. If the variation in the coil pitch has subsided (step S106: YES), the primary ECU 15 resumes the feedback control (step S108).

[0034] In this way, when the primary ECU 15 detects the variation in the coil pitch, it executes the feed-forward control, so that it is possible to suppress the control oscillation generated by interfering with the feedback control, and suppress the influence on the vehicle 20 due to the control oscillation.

[0035] (Second example of control mode change) Subsequently, a second example of the change in the control mode will be described. When the primary ECU 15 detects the variation in the coil pitch, while maintaining the feedback control as shown in FIG. 4, it decreases the feedback gain of the FB compensator 152.

[0036] FIG. 6 is a flowchart showing a second example of the change in the control mode executed by the primary ECU 15 during non-contact charging. The primary ECU 15 repeatedly executes this flowchart at a predetermined control cycle during charging.

[0037] First, the primary ECU 15 determines whether or not it has detected the variation in the coil pitch (step S200). If it has not detected the variation in the coil pitch (step S200: NO), the primary ECU 15 ends this flowchart.

[0038] When the variation in the coil-to-coil distance is detected (step S200: YES), the primary ECU 15 decreases the feedback gain of the FB compensator 152 (step S202).

[0039] After the primary ECU 15 decreases the feedback gain, it determines whether the variation in the coil-to-coil distance has subsided (step S204). If the variation in the coil-to-coil distance has not subsided (step S204: YES), it monitors until the variation subsides. If the variation in the coil-to-coil distance has subsided (step S204: NO), it returns the feedback gain to the value in the steady state (step S206).

[0040] In this way, when the variation in the coil-to-coil distance is detected, the primary ECU 15 decreases the feedback gain of the FB compensator 152, so the power transmitted from the primary coil 13 decreases, and the output power output on the vehicle 20 side decreases. Therefore, the control oscillation that may occur due to the variation in the coil-to-coil distance can be reduced, and the influence on the vehicle 20 due to the control oscillation can be reduced.

[0041] (Modification of the second example) After the primary ECU 15 decreases the feedback gain based on the variation in the coil-to-coil distance, it may maintain the state in which the feedback gain is decreased based on the occupant state of the vehicle 20.

[0042] As shown in FIG. 7, the primary ECU 15 detects the variation in the coil-to-coil distance (step S200: YES), decreases the feedback gain (step S202), and after determining that the variation in the coil-to-coil distance has subsided (step S204: YES), it determines whether it is an empty vehicle state (step S205). If it is not in the empty vehicle state, that is, if there is an occupant in the vehicle 20 (step S205: NO), it monitors until it becomes an empty vehicle state while maintaining the state in which the feedback gain is decreased. When it becomes an empty vehicle state (step S205: YES), it returns the feedback gain to the value in the steady state (step S206).

[0043] When an occupant is in the vehicle 20, the distance between the coils is likely to vary. Therefore, by maintaining the feedback gain at a low level, it is possible to reduce the control oscillation that may occur due to the variation in the distance between the coils, and reduce the impact on the vehicle 20 caused by the control oscillation.

[0044] Note that, as shown in FIG. 8, the primary ECU 15 may be configured to determine whether the vehicle is in an unloaded state (step S205) after reducing the feedback gain (step S202).

[0045] [Second Embodiment] In the first embodiment described above, the primary ECU 15 detects the variation 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 ECU 15 detects the variation 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 configurations common to the first embodiment, the same reference numerals are given and the description is omitted.

[0046] As shown in FIG. 9, the charging facility 10 of the second embodiment further includes a variation detection unit 17 that detects the variation in the distance between the coils. When the distance between the coils varies, the load of power transmission from the primary coil 13 to the secondary coil 23 also varies, and thereby the coil current flowing through the primary coil 13 also varies. The variation detection unit 17 utilizes the fact that the coil current flowing through the primary coil 13 also varies in response to the variation in the distance between the coils, and 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, thereby detecting the variation in the distance between the coils and outputting it to the primary ECU 15.

[0047] Since the variation detection unit 17 is provided in the charging facility 10, unlike the first embodiment, the primary ECU 15 can detect the variation in the distance between the coils without relying on information from the vehicle 20 side. Therefore, the responsiveness to the variation in the distance between the coils becomes better.

[0048] When the variation in the coil spacing is detected, the primary ECU 15 changes the control mode of the output power output on the vehicle 20 side based on the detection result of the variation detection unit 17. The change in the control mode of the output power may be a switch from feedback control to feedforward control as in the first example described above, or may be to reduce the feedback gain as in the second example described above.

[0049] [Modification Example] When the coil spacing varies during non-contact charging and the user is not near the vehicle 20, there is a possibility that the vehicle 20 is being tampered with. If such an abnormal variation in the coil spacing occurs and non-contact charging is continued, there is a risk that suppression of control oscillation will be insufficient even if the control mode change described above is executed.

[0050] Therefore, when the primary ECU 15 detects that the variation in the coil spacing has exceeded a predetermined threshold value while the vehicle 20 is not detecting the FOB key 40, the transmission of power from the primary coil 13 to the secondary coil 23 is stopped, that is, non-contact charging is stopped. Here, when the vehicle 20 is not detecting the FOB key 40, the vehicle 20 transmits, via the secondary-side communication device 26, information indicating that the vehicle 20 is not detecting the FOB key 40 to the charging facility 10.

[0051] With such a configuration, when control oscillation occurs due to tampering or the like during non-contact charging, the influence of the control oscillation on the vehicle 20 can be surely suppressed.

[0052] As described above, each embodiment of the present invention has been described with reference to the accompanying drawings. Needless to say, the present invention is not limited to such embodiments. It is obvious that those skilled in the art can conceive of various modification examples or correction examples within the scope described in the claims, and it is naturally understood that those also belong to the technical scope of the present invention. Also, within the scope not departing from the gist of the invention, the respective components in the above embodiments may be arbitrarily combined.

[0053] For example, in each of the above-described embodiments, the primary ECU 15 changes the control mode of the output power output on the vehicle 20 side when detecting a change in the coil-to-coil distance. However, the present invention is not limited to this, and the control mode of the output power output on the vehicle 20 side may be changed when detecting the rocking of the vehicle 20. The rocking of the vehicle 20 is a concept including, for example, rocking in the horizontal direction, and the primary ECU 15 detects the rocking of the vehicle 20 based on the detection results of the distance detection unit 32 and the fluctuation detection unit 17 described above.

[0054] The present specification describes at least the following matters. In the parentheses, the corresponding components and the like in the above-described embodiments are shown as examples, but the present invention is not limited thereto.

[0055] (1) A control device (primary ECU 15) of a non-contact power transmission system (non-contact power transmission system 1) that transmits power non-contact from a primary coil (primary coil 13) provided in a charging facility (charging facility 10) to a secondary coil (secondary coil 23) provided in a vehicle (vehicle 20), The control device is Provided in the charging facility, Controls the output power output on the vehicle side by feedback control based on information transmitted from a vehicle-side control device (secondary ECU 25) provided in the vehicle, When detecting a change in the distance between the primary coil and the secondary coil or the rocking of the vehicle, changes the control mode of the output power output on the vehicle side. A control device for a non-contact power transmission system.

[0056] (1) 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 the rocking of the vehicle, the control device changes the control mode, so 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 on the vehicle due to control oscillation.

[0057] (2) The control device for a non-contact power transmission system according to (1), When the control device detects a change in the distance between the primary coil and the secondary coil or a rocking motion of the vehicle, the control temporarily stops the feedback control and controls the output power output on the vehicle side by feedforward control. Control device for a non-contact power transmission system.

[0058] (2) According to this, it is possible to reliably suppress the influence of control oscillation generated by the interference between the change in the coil distance and the feedback control.

[0059] (3) A control device for a non-contact power transmission system according to (1), When the control device detects a change in the distance between the primary coil and the secondary coil or a rocking motion of the vehicle, the control device reduces the feedback gain in the feedback control. Control device for a non-contact power transmission system.

[0060] (3) According to this, since the output power on the vehicle side becomes small, it is possible to reduce the control oscillation that may occur due to the change in the coil distance or the rocking motion of the vehicle, and it is possible to reduce the influence on the vehicle due to the control oscillation.

[0061] (4) A control device for a non-contact power transmission system according to (3), When the control device detects that a passenger is on board the vehicle after reducing the feedback gain, the control device maintains the state in which the feedback gain is reduced. Control device for a non-contact power transmission system.

[0062] (4) According to this, when a passenger is on board the vehicle, the change in the coil distance or the rocking motion of the vehicle is likely to occur. Therefore, by maintaining the reduced feedback gain, it is possible to reduce the control oscillation and the influence on the vehicle due to the control oscillation.

[0063] (5) A control device for a non-contact power transmission system according to any one of (1) to (4), The control device detects a distance variation between the primary coil and the secondary coil or a rocking motion of the vehicle based on the distance information between the primary coil and the secondary coil. A control device for a non-contact power transmission system.

[0064] According to (5), since the distance variation between the primary coil and the secondary coil or the rocking motion of the vehicle is detected based on the distance information between the primary coil and the secondary coil, accurate detection is possible.

[0065] (6) A control device for a non-contact power transmission system according to any one of (1) to (4), The control device detects a distance variation between the primary coil and the secondary coil or a rocking motion of the vehicle based on the current value flowing through the primary coil. A control device for a non-contact power transmission system.

[0066] According to (6), since the distance variation between the primary coil and the secondary coil or the rocking motion of the vehicle can be detected without relying on information from the vehicle side, the responsiveness to the distance variation between the primary coil and the secondary coil or the rocking motion of the vehicle becomes better.

[0067] (7) A control device for a non-contact power transmission system according to any one of (1) to (6), The vehicle is configured to be able to detect an electronic key (FOB key 40) used for operating the vehicle. When the control device detects that the distance variation between the primary coil and the secondary coil or the rocking motion of the vehicle has exceeded a predetermined threshold value in a state where the vehicle does not detect the electronic key, the control device stops the power transmission from the primary coil to the secondary coil. A control device for a non-contact power transmission system.

[0068] According to (7), when a control oscillation occurs due to mischief or the like during non-contact charging, the influence of the control oscillation on the vehicle can be surely suppressed.

Explanation of Signs

[0069] 1 Non-contact power transmission system 10 Charging equipment 13 Primary coil 15 Primary side ECU (control device) 20 Vehicle 23 Secondary coil 25 Secondary side ECU (vehicle side control device) 40 FOB key (electronic key)

Claims

1. A control device for a non-contact power transmission system that transmits power non-contact from a primary coil provided in a charging facility to a secondary coil provided in a vehicle, wherein the control device, is provided in the charging facility, controls the output power output on the vehicle side by feedback control based on information transmitted from a vehicle-side control device provided in the vehicle, and when detecting a distance variation between the primary coil and the secondary coil or a rocking of the vehicle, changes a control mode of the output power output on the vehicle side. A control device for a non-contact power transmission system.

2. The control device for a non-contact power transmission system according to Claim 1, wherein when detecting a distance variation between the primary coil and the secondary coil or a rocking of the vehicle, the control device temporarily stops the feedback control and controls the output power output on the vehicle side by feedforward control. A control device for a non-contact power transmission system.

3. The control device for a non-contact power transmission system according to Claim 1, wherein when detecting a distance variation between the primary coil and the secondary coil or a rocking of the vehicle, the control device reduces a feedback gain in the feedback control. A control device for a non-contact power transmission system.

4. The control device for a non-contact power transmission system according to Claim 3, wherein when detecting that a passenger is on board the vehicle after reducing the feedback gain, the control device maintains the state in which the feedback gain is reduced. A control device for a non-contact power transmission system.

5. The control device for a non-contact power transmission system according to any one of Claims 1 to 4, wherein the control device detects a distance variation between the primary coil and the secondary coil or a rocking of the vehicle based on distance information between the primary coil and the secondary coil. A control device for a non-contact power transmission system.

6. The control device for a non-contact power transmission system according to any one of Claims 1 to 4, wherein the control device detects a distance variation between the primary coil and the secondary coil or a rocking of the vehicle based on a current value flowing through the primary coil. A control device for a non-contact power transmission system.

7. The control device for a non-contact power transmission system according to any one of Claims 1 to 4, wherein the vehicle is configured to be able to detect an electronic key used for operation of the vehicle. When the control device detects that the distance variation between the primary coil and the secondary coil or the rocking of the vehicle exceeds a predetermined threshold value in a state where the vehicle does not detect the electronic key, the control device stops the transmission of power from the primary coil to the secondary coil. A control device for a non-contact power transmission system.

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