Non-contact charge control device

Abstract

To provide a non-contact charge control device capable of suppressing an erroneous determination in an alignment check just before charging even in a case where a ground height of a vehicle is varied after fine positioning.SOLUTION: A non-contact charge control device has: a first determination threshold to be used for a determination in fine positioning in which an alignment of a power reception unit and a power transmission unit during parking is performed based on a detection result of detection means for detecting a positional displacement amount between the power reception unit and the power transmission unit; and a second determination threshold to be used for a determination in an alignment check in which an alignment of the power reception unit and the power transmission unit after the fine positioning and just before charging is checked based on the detection result of the detection means. The first determination threshold is set to an error reduction margin in the second determination threshold-a ground height variation of a vehicle, and the second determination threshold is set to a value taking a detection error of the detection means into account without the ground height variation of the vehicle.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present invention relates to a wireless charging control device. [Background technology]

[0002] Patent document 1 discloses a vehicle parking assistance device that aligns a power transmission unit and a power receiving unit using the relationship between the distance between the power receiving unit and the power transmitting unit and the power receiving status, which is predetermined according to the output of a ground height detection sensor. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 4868093 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the vehicle parking assistance device disclosed in Patent Document 1, if the vehicle's ground clearance changes after fine positioning, which checks the alignment of the power transmission unit and the power receiving unit while parked, due to people getting in and out or loading and unloading luggage, there is a risk that the alignment check, which checks the alignment just before charging, will make an erroneous judgment.

[0005] The present invention has been made in consideration of the above-mentioned problems, and its purpose is to provide a contactless charging control device that can prevent erroneous judgments from being made in alignment checks immediately before charging, even if the vehicle's ground clearance changes after fine positioning. [Means for solving the problem]

[0006] In order to solve the above-mentioned problems and achieve the object, the contactless charging control device of the present invention is a contactless charging control device provided in a vehicle that can contactlessly receive power transmitted from a power transmission unit of a power supply facility provided outside the vehicle using a power receiving unit and store the power in a power storage device, and is characterized in that it has: a first judgment threshold used in fine positioning judgment to determine the alignment of the power receiving unit and the power transmission unit while parked based on the detection results of a detection means that detects the amount of positional misalignment between the power receiving unit and the power transmission unit; and a second judgment threshold used in alignment check to check the alignment of the power receiving unit and the power transmission unit after the fine positioning and immediately before charging based on the detection results of the detection means, wherein the first judgment threshold is set to the second judgment threshold minus the error reduction margin due to fluctuations in the vehicle's ground clearance, and the second judgment threshold is set to a value that takes into account the detection error of the detection means when there are no fluctuations in the vehicle's ground clearance. [Effects of the Invention]

[0007] The non-contact charging control device according to the present invention has the effect of being able to suppress erroneous determinations in alignment checks immediately before charging, even if the ground clearance of the vehicle changes after fine positioning. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a diagram showing the overall configuration of a vehicle power supply system to which a contactless charging control device according to an embodiment is applied. [Figure 2] FIG. 2 is a diagram for explaining the principle of power transmission by the resonance method. [Figure 3] FIG. 3 is a detailed configuration diagram of the vehicle. [Figure 4] FIG. 4 is a functional block diagram of the control device. [Figure 5] FIG. 5 is a flowchart showing an example of a procedure of contactless charging control executed by the control device according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, an embodiment of a contactless charging control device according to the present invention will be described, but the present invention is not limited to the embodiment.

[0010] 1 is an overall configuration diagram of a vehicle power supply system 10 to which a wireless charging control device according to an embodiment is applied. The vehicle power supply system 10 according to the embodiment includes a vehicle 100 and a power supply facility 200 provided outside the vehicle. The vehicle 100 includes a power receiving unit 110, a camera 120, a communication unit 130, a height sensor 135, and a control device 180 (see FIG. 3) which is a wireless charging control device.

[0011] The power receiving unit 110 is fixed to the underside of the vehicle body of the vehicle 100 and is configured to contactlessly receive power transmitted from the power transmitting unit 220 of the power feeding facility 200. Specifically, the power receiving unit 110 has a self-resonant coil and receives power contactlessly from the power transmitting unit 220 by resonating with the self-resonant coil included in the power transmitting unit 220 via an electromagnetic field. The camera 120 is provided to detect the positional relationship between the vehicle 100 and the power transmitting unit 220, and is attached to the vehicle body so that it can capture images of, for example, the rear of the vehicle. The communication unit 130 is a communication interface for communication between the vehicle 100 and the power feeding facility 200.

[0012] The height sensor 135 is a sensor for detecting changes in the vehicle height of the vehicle 100. As an example, the height sensor 135 is provided on the suspension of the vehicle 100, and detects changes in the vehicle height by measuring the amount of sinking of the vehicle 100 relative to a predetermined reference position as magnetic displacement or resistance displacement. Note that the height sensor 135 may be a laser displacement meter installed on the bottom of the vehicle body, which directly measures changes in the distance from the road surface. Various known height sensors can be used for this type of height sensor 135.

[0013] The power supply facility 200 includes a power supply device 210, a power transmission unit 220, a light emitting unit 230, and a communication unit 240. The power supply device 210 converts commercial AC power supplied from, for example, a power grid into high-frequency power and outputs the high-frequency power to the power transmission unit 220. The frequency of the high-frequency power generated by the power supply device 210 is, for example, 1 MHz to several tens of MHz.

[0014] Power transmitting unit 220 is fixed to the floor of the parking lot and configured to contactlessly transmit high-frequency power supplied from power supply device 210 to power receiving unit 110 of vehicle 100. More specifically, power transmitting unit 220 has a self-resonant coil and transmits power contactlessly to power receiving unit 110 by resonating with the self-resonant coil included in power receiving unit 110 via an electromagnetic field. A plurality of light-emitting units 230 are provided on power transmitting unit 220 to indicate the position of power transmitting unit 220. Light-emitting unit 230 is formed, for example, by an LED. Communication unit 240 is a communication interface for communication between power supply equipment 200 and vehicle 100.

[0015] In vehicle power supply system 10, high-frequency power is transmitted from power transmission unit 220 of power supply equipment 200, and a self-resonant coil included in power receiving unit 110 of vehicle 100 and a self-resonant coil included in power transmission unit 220 resonate via an electromagnetic field, thereby supplying power from power supply equipment 200 to vehicle 100. Here, in order to efficiently supply power from power supply equipment 200 to vehicle 100, it is necessary to guide vehicle 100 to power supply equipment 200 and align the positions of power receiving unit 110 of vehicle 100 and power transmission unit 220 of power supply equipment 200. In this embodiment, parking control of vehicle 100 to power supply equipment 200 is performed in two stages.

[0016] In the first stage, vehicle 100 is guided to power transmission unit 220 of power supply facility 200 by controlling the steering of vehicle 100 based on an image captured by camera 120. More specifically, a plurality of light-emitting units 230 provided on power transmission unit 220 is captured by camera 120, and the positions and orientations of the plurality of light-emitting units 230 are recognized through image recognition. Then, based on the result of the image recognition, the positions and orientations of power transmission unit 220 and vehicle 100 are recognized, and vehicle 100 is guided to power transmission unit 220 of power supply facility 200 by controlling the steering based on the recognition result.

[0017] When the steering control ends and vehicle 100 is guided to a predetermined position relative to power transmitting unit 220, the system switches from the first stage to the second stage. In this second stage, power is supplied from power transmitting unit 220 to power receiving unit 110, and the speed of vehicle 100 is controlled (decelerated / stopped) based on the power reception status of power receiving unit 110, thereby aligning power transmitting unit 220 with power receiving unit 110. More specifically, the distance between power transmitting unit 220 and power receiving unit 110 is estimated based on the power reception status of power receiving unit 110. Then, the speed of vehicle 100 is controlled (decelerated / stopped) based on the estimation result, thereby aligning power transmitting unit 220 with power receiving unit 110.

[0018] Here, when the vehicle height of vehicle 100 changes due to a change in the number of occupants or the weight of luggage, the distance between power transmitting unit 220 and power receiving unit 110 changes. As a result, even if the amount of positional deviation (amount of deviation horizontal to the road surface) of power receiving unit 110 relative to power transmitting unit 220 remains the same, the power receiving state of power receiving unit 110 changes. Therefore, in this embodiment, multiple maps showing the relationship between the power receiving state (received power voltage) and the above-mentioned amount of positional deviation are created in advance according to the output of height sensor 135, and a map is selected based on the output of height sensor 135. Then, using the selected map, the amount of positional deviation of power receiving unit 110 relative to power transmitting unit 220 is estimated based on the power receiving state of power receiving unit 110, and the positions of power transmitting unit 220 and power receiving unit 110 are aligned based on the estimation result.

[0019] The magnitude of the power transmitted from power transmitting unit 220 during the second stage is set to be smaller than the power supplied from power transmitting unit 220 to power receiving unit 110 after the alignment of power transmitting unit 220 and power receiving unit 110 is completed. The reason why power is transmitted from power transmitting unit 220 during the second stage is to align power transmitting unit 220 and power receiving unit 110, and the large power required for full-scale power supply is not required.

[0020] Next, a description will be given of an example of a contactless power feeding method in the vehicle power feeding system 10. In this embodiment, power is fed from the power feeding equipment 200 to the vehicle 100 using a resonance method.

[0021] Fig. 2 is a diagram for explaining the principle of power transmission using the resonance method. In this resonance method, two LC resonance coils having the same natural frequency resonate in an electromagnetic field (near field) in the same way as two tuning forks resonate, and power is transmitted from one coil to the other coil via the electromagnetic field.

[0022] Specifically, primary coil 320 is connected to high-frequency power supply 310, and high-frequency power of 1 MHz to 10-odd MHz is supplied to primary self-resonant coil 330, which is magnetically coupled to primary coil 320 by electromagnetic induction. Primary self-resonant coil 330 is an LC resonator formed by the coil's own inductance and stray capacitance, and resonates with secondary self-resonant coil 340, which has the same resonant frequency as primary self-resonant coil 330, via an electromagnetic field (near field). Energy (power) then transfers from primary self-resonant coil 330 to secondary self-resonant coil 340 via the electromagnetic field. The energy (power) transferred to secondary self-resonant coil 340 is extracted by secondary coil 350, which is magnetically coupled to secondary self-resonant coil 340 by electromagnetic induction, and supplied to load 360. Secondary self-resonant coil 340 and secondary coil 350 correspond to power receiving unit 110 in FIG. 1, and primary coil 320 and primary self-resonant coil 330 correspond to power transmitting unit 220 in FIG. 1.

[0023] 3 is a detailed configuration diagram of vehicle 100. Vehicle 100 includes a power storage device 150, a system main relay SMR1, a boost converter 162, inverters 164, 166, motor generators 172, 174, an engine 176, a power split device 177, and drive wheels 178. Vehicle 100 also includes a secondary self-resonant coil 112, a secondary coil 114, a rectifier 140, a DC / DC converter 142, a system main relay SMR2, and a voltage sensor 190. Vehicle 100 also includes a control device 180, a camera 120, a communication unit 130, a height sensor 135, a touch display 182, a parking assist switch (PA switch) 184, and a power supply request switch 186.

[0024] The vehicle 100 is equipped with an engine 176 and a motor generator 174 as power sources. The engine 176 and the motor generators 172, 174 are connected to a power split device 177. The vehicle 100 runs using driving force generated by at least one of the engine 176 and the motor generator 174. The power generated by the engine 176 is split into two paths by the power split device 177. That is, one path is transmitted to drive wheels 178, and the other path is transmitted to the motor generator 172.

[0025] Motor generator 172 is an AC rotating electric machine, and is formed, for example, by a three-phase AC synchronous motor with a permanent magnet embedded in the rotor. Motor generator 172 generates electricity using the kinetic energy of engine 176 split by power split device 177. For example, when the state of charge (SOC) of power storage device 150 falls below a predetermined value, engine 176 starts and motor generator 172 generates electricity, thereby charging power storage device 150.

[0026] Motor generator 174 is also an AC rotating electric machine, and like motor generator 172, is formed, for example, by a three-phase AC synchronous motor with a permanent magnet embedded in the rotor. Motor generator 174 generates driving force using at least one of the electric power stored in power storage device 150 and the electric power generated by motor generator 172. The driving force of motor generator 174 is then transmitted to drive wheels 178.

[0027] Furthermore, when braking the vehicle 100 or reducing acceleration on a downhill slope, the mechanical energy stored in the vehicle 100 as kinetic energy or potential energy is used to rotate the motor generator 174 via the drive wheels 178, causing the motor generator 174 to operate as a power generator. This causes the motor generator 174 to operate as a regenerative brake that converts running energy into electric power and generates braking force. The electric power generated by the motor generator 174 is stored in the power storage device 150.

[0028] The power split device 177 is made up of a planetary gear having a sun gear, a pinion gear, a carrier, and a ring gear. The pinion gear is engaged with the sun gear and the ring gear. The carrier rotatably supports the pinion gear and is connected to the crankshaft of the engine 176. The sun gear is connected to the rotating shaft of the motor generator 172. The ring gear is connected to the rotating shaft of the motor generator 174 and to the drive wheels 178.

[0029] Power storage device 150 is a rechargeable DC power supply, and is formed, for example, by a secondary battery such as a lithium-ion or nickel-metal hydride battery. Power storage device 150 stores the power supplied from DC / DC converter 142, as well as the regenerative power generated by motor generators 172 and 174. Power storage device 150 then supplies the stored power to boost converter 162.

[0030] System main relay SMR1 is disposed between power storage device 150 and boost converter 162. When a signal SE1 from control device 180 is activated, system main relay SMR1 electrically connects power storage device 150 to boost converter 162, and when signal SE1 is deactivated, system main relay SMR1 interrupts the electrical path between power storage device 150 and boost converter 162. Boost converter 162 boosts the voltage of positive electrode line PL2 to a voltage equal to or higher than the voltage output from power storage device 150, based on a signal PWC from control device 180. Inverters 164 and 166 are provided corresponding to motor generators 172 and 174, respectively. Inverter 164 drives motor generator 172 based on a signal PWI1 from control device 180. Inverter 166 drives motor generator 174 based on a signal PWI2 from control device 180.

[0031] Secondary self-resonant coil 112 is an LC resonant coil with both ends open (unconnected), and receives power from power feeding equipment 200 by resonating with the primary self-resonant coil of power feeding equipment 200 via an electromagnetic field.

[0032] Secondary coil 114 is disposed coaxially with secondary self-resonant coil 112 and can be magnetically coupled to secondary self-resonant coil 112 by electromagnetic induction. Secondary coil 114 extracts the power received by secondary self-resonant coil 112 by electromagnetic induction and outputs the power to rectifier 140. Secondary self-resonant coil 112 and secondary coil 114 form power receiving unit 110 shown in FIG. 1 .

[0033] Rectifier 140 rectifies the AC power extracted by secondary coil 114. DC / DC converter 142 converts the power rectified by rectifier 140 to a voltage level of power storage device 150 based on a signal PWD from control device 180, and outputs the converted power to power storage device 150. System main relay SMR2 ​​is disposed between DC / DC converter 142 and power storage device 150. When a signal SE2 from control device 180 is activated, system main relay SMR2 ​​electrically connects power storage device 150 to DC / DC converter 142, and when signal SE2 is deactivated, system main relay SMR2 ​​interrupts the electrical path between power storage device 150 and DC / DC converter 142. Voltage sensor 190 detects voltage VH between rectifier 140 and DC / DC converter 142, and outputs the detected value to control device 180.

[0034] When control (parking assist control) is executed to guide and park vehicle 100 at a desired parking position, touch display 182 receives information about images captured by camera 120 from control device 180 and displays the received image information. In addition to displaying the image information, touch display 182 also receives input from the user to determine a parking position for vehicle 100 and outputs the input parking position information to control device 180. For example, a display of a car navigation device can be used as touch display 182.

[0035] Control device 180 generates signals PWC, PWI1, and PWI2 for driving boost converter 162 and motor generators 172 and 174, respectively, based on signals from various sensors such as the accelerator position and vehicle speed, and outputs generated signals PWC, PWI1, and PWI2 to boost converter 162 and inverters 164 and 166, respectively. When vehicle 100 is traveling, control device 180 activates signal SE1 to turn on system main relay SMR1, and deactivates signal SE2 to turn off system main relay SMR2.

[0036] Furthermore, when the PA switch 184 and the power supply request switch 186 are turned on by the user, the control device 180 receives information about an image captured by the camera 120 from the camera 120 and outputs the received image information to the touch display 182. Furthermore, the control device 180 receives, from the touch display 182, parking position information input by the user on the touch display 182. Furthermore, the control device 180 receives, from the voltage sensor 190, the detection value of the voltage VH detected by the voltage sensor 190. Then, based on these pieces of data, the control device 180 executes parking assistance control to guide the vehicle 100 to the power transmission unit 220 of the power supply facility 200.

[0037] Then, when the alignment of power transmitting unit 220 with power receiving unit 110 of vehicle 100 is completed, control device 180 transmits a power supply command to power feeding equipment 200 via communication unit 130, and activates signal SE2 to turn on system main relay SMR2. Furthermore, control device 180 generates signal PWD for driving DC / DC converter 142, and outputs the generated signal PWD to DC / DC converter 142. This causes charging of power storage device 150 by power feeding equipment 200 to start.

[0038] PA switch 184 is a switch that allows the user to request parking assistance using camera 120 and touch display 182. Furthermore, power supply request switch 186 is a switch that allows the user to request charging of power storage device 150 by power supply equipment 200.

[0039] 4 is a functional block diagram of control device 180. Control device 180 includes a parking assist ECU (Electronic Control Unit) 410, a steering ECU 420, a vehicle ECU 430, a motor control ECU 440, and a charging ECU 450.

[0040] When PA switch 184 and power supply request switch 16 are turned on, parking assist ECU 410 executes control to guide vehicle 100 to power transmission unit 220 of power supply equipment 200 based on image information received from camera 120 .

[0041] Specifically, the parking assist ECU 410 outputs image information received from the camera 120 to the touch display 182, and recognizes the power transmitting unit 220 based on the image information. The power transmitting unit 220 is provided with a plurality of light emitting elements 230 that indicate the position and orientation of the power transmitting unit 220. The parking assist ECU 410 recognizes the positional relationship (approximate distance and orientation) with the power transmitting unit 220 based on the images of the plurality of light emitting elements 230 displayed on the camera 120. The parking assist ECU 410 receives the output of the height sensor 135 and corrects the positional relationship based on the output of the height sensor 135.

[0042] Furthermore, the parking assist ECU 410 receives parking position information input by the user via the touch display 182 from the touch display 182. Then, based on the recognition result of the power transmitting unit 220 and the parking position information received from the touch display 182, the parking assist ECU 410 outputs a reverse command to the vehicle ECU 430 to cause the vehicle 100 to reverse at a predetermined speed VS1, and outputs a steering command to the steering ECU 420 to guide the vehicle 100 in an appropriate direction to the power transmitting unit 220.

[0043] Furthermore, when the steering control ends and vehicle 100 is guided to a predetermined position, parking assist ECU 410 notifies vehicle ECU 430 of this fact. As an example, the predetermined position may be the position at which power transmitting unit 220 moves out of the shooting range of camera 120 by a predetermined amount as vehicle 100 approaches power transmitting unit 220. Steering ECU 420 actually performs automatic steering control based on the steering command received from parking assist ECU 410.

[0044] When vehicle 100 is traveling normally, vehicle ECU 430 outputs a control command to motor control ECU 440 in accordance with the operation status of the accelerator pedal / brake pedal, the traveling status of vehicle 100, and the like.

[0045] During parking assist control, when vehicle ECU 430 receives a reverse command from parking assist ECU 410, it generates a signal to drive motor generator 174 so that vehicle 100 reverses at speed VS1 and outputs the signal to motor control ECU 440.

[0046] Then, when receiving a notification from parking assistance ECU 410 indicating that vehicle 100 has been guided to a predetermined position relative to power transmitting unit 220, vehicle ECU 430 controls (decelerates / stops) the speed of vehicle 100 based on the power reception status of power receiving unit 110. In this way, power transmitting unit 220 and power receiving unit 110 are aligned with each other.

[0047] Specifically, vehicle ECU 430 generates a signal for moving vehicle 100 backward at speed VS2 lower than speed VS1 and outputs the signal to motor control ECU 440. Furthermore, vehicle ECU 430 transmits a power supply command requesting power transmission for alignment to power supply equipment 200 via communication unit 130, and receives from charging ECU 450 a detected value of voltage VH indicating the power receiving voltage from power supply equipment 200. Then, vehicle ECU 430 estimates the amount of positional deviation (amount of lateral deviation in the horizontal direction of the road surface) between power transmitting unit 220 and power receiving unit 110 based on the detected value of voltage VH.

[0048] Vehicle ECU 430 outputs a command to motor control ECU 440 to decelerate or stop vehicle 100 based on the result of estimating the distance between power transmitting unit 220 and power receiving unit 110. Then, alignment of power transmitting unit 220 and power receiving unit 110 is completed, and vehicle 100 stops.

[0049] Vehicle ECU 430 transmits a power supply command to charge power storage device 150 to power supply equipment 200 via communication unit 130, and outputs a command to charge ECU 450 to instruct the start of charging power storage device 150.

[0050] The motor control ECU 440 controls the motor generators 172, 174 and the boost converter 162 based on commands from the vehicle ECU 430. In more detail, the motor control ECU 440 generates signals for driving the motor generators 172, 174 and the boost converter 162, and outputs the signals to the inverters 164, 166 and the boost converter 162, respectively.

[0051] Charging ECU 450 receives from voltage sensor 190 a detected value of voltage VH indicating the voltage received from power feeding equipment 200, and outputs the received value to vehicle ECU 430. Furthermore, upon receiving a command to start charging from vehicle ECU 430, charging ECU 450 activates signal SE2 output to system main relay SMR2, thereby turning on system main relay SMR2. Then, charging ECU 450 generates a signal for driving DC / DC converter 142 and outputs the signal to DC / DC converter 142. Thus, charging of power storage device 150 is performed.

[0052] In control device 180, guidance control unit 460 is configured by parking assistance ECU 410 and steering ECU 420. Guidance control unit 460 controls the steering of vehicle 100 based on the image captured by camera 120, thereby guiding vehicle 100 to power transmission unit 220 of power feeding equipment 200 (steering mode). Furthermore, vehicle ECU 430, motor control ECU 440, and charging ECU 450 configure vehicle control unit 470. Vehicle control unit 470 estimates the amount of positional deviation of power receiving unit 110 with respect to power transmission unit 220 based on the power receiving state (voltage VH) of power receiving unit 110. Then, vehicle control unit 470 controls (decelerates / stops) the speed of vehicle 100 based on the estimation result, thereby aligning power transmission unit 220 with power receiving unit 110 (deceleration / stop mode).

[0053] The amount of misalignment between the power transmitting unit 220 and the power receiving unit 110 is estimated using a map showing the relationship between the power receiving voltage (voltage VH) of the power receiving unit 110 and the distance between the power transmitting unit 220 and the power receiving unit 110. Here, since the power receiving voltage (voltage VH) depends on the distance between the power transmitting unit 220 and the power receiving unit 110, in this embodiment, a plurality of such maps are created in advance according to the output of a height sensor 135 that detects changes in the vehicle height of the vehicle 100. Then, a map is selected based on the output of the height sensor 135, and the amount of misalignment between the power transmitting unit 220 and the power receiving unit 110 is estimated based on the voltage VH using the selected map. Note that instead of the power receiving voltage (voltage VH) of the power receiving unit 110, the efficiency of power transmission from the power transmitting unit 220 to the power receiving unit 110 may be used as an index of the power receiving situation.

[0054] FIG. 5 is a flowchart showing an example of a procedure for contactless charging control executed by the control device 180 according to the embodiment.

[0055] First, while the vehicle 100 is parked, the control device 180 performs fine positioning (alignment) between the power receiving unit 110 and the power transmitting unit 22, which detects their positions using a first determination threshold, and determines whether parking is OK (step S1). If the control device 180 determines that parking is OK (the fine positioning determination is OK) (Yes in step S1), the control device 180 displays "Parking OK" on the touch display 182 or the like (step S2). Next, a person gets out of the vehicle 100 (step S3). Next, the control device 180 performs an alignment check (alignment check) between the power receiving unit 110 and the power transmitting unit 22, which detects their positions using a second determination threshold, just before charging, and determines whether parking is OK (step S4). If the control device 180 determines that parking is OK (the alignment check determination is OK) (Yes in step S4), the control device 180 displays "Parking OK" on the touch display 182 or the like (step S5). Next, the control device 180 starts charging (step S6). Next, the control device 180 ends the charging when the battery is fully charged (step S7), and then ends the series of contactless charging controls.

[0056] Furthermore, in step S1, if the control device 180 determines that parking is NG (the fine positioning determination is NG) (No in step S1), it displays parking NG on the touch display 182 or the like (step S8). Next, the control device 180 determines whether or not to perform a parking retry (step S9). If the control device 180 determines that parking should be retried (Yes in step S9), it retry parking the vehicle 100 (step S10) and proceeds to step S1. On the other hand, if the control device 180 determines that parking should not be retried (No in step S9), it ends the series of contactless charging controls.

[0057] Furthermore, in step S4, if the control device 180 determines that parking is NG (the alignment check determination is NG) (No in step S4), it displays NG parking on the touch display 182 or the like (step S11). Next, the control device 180 stops charging (step S12). Next, if the control device 180 determines that parking should be attempted again (Yes in step S13), it attempts to park the vehicle 100 again (step S14) and proceeds to step S1. On the other hand, if the control device 180 determines that parking should not be attempted again (No in step S13), it ends the series of contactless charging controls.

[0058] In this embodiment, based on the detection results of a sensor (detection means) that detects the amount of misalignment between the power receiving unit 110 and the power transmitting unit 220, alignment (fine positioning) between the power receiving unit 110 and the power transmitting unit 220 while the vehicle is parked, and an alignment check (alignment check) between the power receiving unit 110 and the power transmitting unit 220 immediately before charging after fine positioning are performed. Therefore, for example, if an occupant (person) gets off the vehicle 100 after fine positioning, an alignment check is performed with the vehicle 100's ground clearance increased. In this case, if the same judgment threshold is used for fine positioning and the alignment check, if the detection error of the sensor (detection means) varies with the ground clearance of the vehicle 100, even if the fine positioning judges the alignment OK, the alignment check may judge the alignment OK because the detection error has changed. Therefore, in this embodiment, a judgment threshold that takes into account the margin for error reduction due to variations in the ground clearance of the vehicle 100 is used to prevent an NG judgment from occurring in the alignment check.

[0059] In the case of a sensor (detection means) whose positional deviation detection error changes due to fluctuations in the ground clearance of the vehicle 100 caused by passengers getting on and off the vehicle or loading and unloading luggage between fine positioning and alignment check, the judgment threshold is set taking into consideration the narrowing of the sensor detection error. In this embodiment, the judgment threshold for fine positioning and the judgment threshold for alignment check are set as follows:

[0060] Fine positioning judgment threshold = Alignment check judgment threshold - Error reduction margin due to ground clearance fluctuation of vehicle 100

[0061] Alignment check judgment threshold = value that takes into account the detection error of the sensor without any change in the ground clearance of the vehicle 100

[0062] For example, if the margin for reducing the detection error of the sensor due to the change in ground clearance of the vehicle 100 is 5 [mm], the following applies.

[0063] The ground clearance of vehicle 100 during fine positioning is 100 mm. The judgment thresholds for fine positioning are ±95 mm left and right and ±70 mm front and rear. The actual values ​​of the left and right position deviation during fine positioning are +95 mm left and right and +70 mm front and rear (positions where the judgment is OK if there is no sensor error). The sensor values ​​(estimated values) of the left and right position deviation during fine positioning are +94 mm left and right and +69 mm front and rear, and the fine positioning judgment is OK.

[0064] After fine positioning, when an occupant (person) gets off the vehicle 100, the ground clearance of the vehicle 100 at the time of the alignment check is 140 [mm]. The judgment thresholds for the alignment check are set to ±100 [mm] left and right and ±75 [mm] front and back. The actual values ​​of the left and right position deviation at the time of the alignment check are +95 [mm] left and right and +70 [mm] front and back (positions where the judgment is OK if there is no sensor error). The sensor values ​​(estimated values) of the left and right position deviation at the time of the alignment check are +99 [mm] left and right and +74 [mm] front and back, and the judgment of the alignment check is OK.

[0065] In this embodiment, the judgment threshold for fine positioning and the judgment threshold for the alignment check are different, and the judgment threshold for fine positioning is set to be stricter than the judgment threshold for the alignment check. Therefore, even if the ground clearance of vehicle 100 changes and the detection error of the sensor changes while the fine positioning judgment is still OK (parking OK), it is possible to prevent the alignment check from giving a judgment of NG (parking NG). [Explanation of symbols]

[0066] 10 Vehicle power supply system 100 vehicles 110 Power receiving unit 180 Control Device 220 Power Transmission Unit

Claims

[Claim 1] A wireless charging control device provided in a vehicle, capable of wirelessly receiving power transmitted from a power transmission unit of a power supply facility provided outside the vehicle by a power receiving unit and storing the power in a power storage device, a first determination threshold value used in fine positioning determination of alignment between the power receiving unit and the power transmitting unit during parking based on a detection result from a detection unit that detects a positional deviation between the power receiving unit and the power transmitting unit; and a second determination threshold value used in determining the alignment check between the power receiving unit and the power transmitting unit after the fine positioning and immediately before charging, the alignment check being performed based on the detection result of the detection means; and and The first determination threshold is set to the second determination threshold minus an error reduction margin due to a change in ground clearance of the vehicle; the second determination threshold is set to a value taking into consideration a detection error of the detection means when there is no change in the ground clearance of the vehicle. A non-contact charging control device characterized by the above.

Images