Contactless power transmission system control device

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 contactless power transfer system. [Background technology]

[0002] In recent years, research and development has been conducted into charging mobility vehicles equipped with secondary batteries that contribute to energy efficiency, in order to ensure that more people have access to affordable, reliable, sustainable, and advanced energy.

[0003] For example, research and development on charging and supplying electricity has been conducted on contactless charging, which charges a battery mounted on a vehicle without contact. For example, Patent Documents 1 to 3 disclose contactless power transmission systems that transmit power contactlessly from a primary coil provided in a power transmission device to a secondary coil provided in a vehicle.

[0004] Patent Document 3 also describes that a controller provided in a power transmitting device controls a converter provided in the power transmitting device as feedback control based on a power measurement value and a power command value on the power transmitting device side so that the power measurement value approaches the power command value. Patent Document 3 also describes that the power command value used in the feedback control is corrected based on a power measurement value and a power command value on the power receiving device side that receives power from the power receiving device. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] International Publication No. 2010 / 137145 [Patent Document 2] Japanese Patent Application Publication No. 2017-028792 [Patent Document 3] Japanese Patent Application Laid-Open No. 2017-175698 Summary of the Invention [Problem to be solved by the invention]

[0006] However, when people get in and out of the vehicle or load and unload luggage while the vehicle is being wirelessly charged, the vehicle vibrates up and down, causing the distance between the primary coil and the secondary coil to fluctuate.If this fluctuation in the distance between the primary coil and the secondary coil interferes with feedback control based on information received from the vehicle, control oscillation may occur, which could affect the vehicle.

[0007] The present invention provides a control device for a contactless power transmission system that can suppress the influence of vehicle vibrations on a vehicle during contactless charging, thereby contributing to improved energy efficiency. [Means for solving the problem]

[0008] The present invention provides A control device for a contactless power transfer system that transfers power contactlessly from a primary coil provided in a charging facility to a secondary coil provided in a vehicle, The control device provided in the charging facility, controlling an output power output from the vehicle side through feedback control based on information transmitted from a vehicle side control device provided in the vehicle; Vibration of the vehicle When a change in the distance between the primary coil and the secondary coil or a movement of the vehicle is detected, The feedback control is temporarily stopped, and the output power outputted on the vehicle side is controlled by feedforward control. . The present invention also provides A control device for a contactless power transfer system that transfers power contactlessly from a primary coil provided in a charging facility to a secondary coil provided in a vehicle, The control device provided in the charging facility, controlling an output power output from the vehicle side through feedback control based on information transmitted from a vehicle side control device provided in the vehicle; When a change in the distance between the primary coil and the secondary coil due to vibration of the vehicle or a rocking of the vehicle is detected, the feedback gain in the feedback control is reduced. The present invention also provides A control device for a contactless power transfer system that transfers power contactlessly from a primary coil provided in a charging facility to a secondary coil provided in a vehicle, the vehicle is configured to be able to detect an electronic key used to operate the vehicle; The control device provided in the charging facility, controlling an output power output from the vehicle side through feedback control based on information transmitted from a vehicle side control device provided in the vehicle; When the vehicle does not detect the electronic key and it is detected that the change in distance between the primary coil and the secondary coil due to the vibration of the vehicle or the shaking of the vehicle exceeds a predetermined threshold, the transmission of power from the primary coil to the secondary coil is stopped. [Effects of the Invention]

[0009] According to the present invention, it is possible to suppress the influence of vehicle vibrations on the vehicle during contactless charging. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a diagram showing an overall configuration of a contactless power transfer system 1 according to each embodiment. [Figure 2] 1 is a block diagram showing an internal configuration of a contactless power transfer system 1 according to a first embodiment. [Figure 3] FIG. 2 is a block diagram of feedback control executed in the contactless power transfer system 1. [Figure 4] 2 is a block diagram of feedforward control executed in the contactless power transfer system 1. FIG. [Figure 5] 10 is a flowchart showing a first example of a change in the control mode of the output power. [Figure 6] 10 is a flowchart showing a second example of a change in the control mode of the output power. [Figure 7] 10 is a flowchart showing a modified example of the second example of changing the control mode of the output power. [Figure 8] FIG. 8 is a diagram showing a modification of the flowchart of FIG. 7. [Figure 9] FIG. 10 is a block diagram showing the internal configuration of a contactless power transfer system 1 according to a second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, embodiments of a control device for a contactless power transmission system according to the present invention will be described with reference to the accompanying drawings.

[0012] [First embodiment] (Configuration of contactless power transmission system) 1, the contactless power transfer system 1 of the first embodiment includes a charging facility 10 on the primary side (power transmission side) installed in a predetermined parking space or the like, and a vehicle 20 on the secondary side (power reception side). The vehicle 20 is an electrically powered 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 run by driving a motor (not shown) that serves as a drive source using the power stored in the battery BAT.

[0013] The contactless power transfer system 1 transfers power from a primary coil 13 provided in a charging facility 10 to a secondary coil 23 provided in a vehicle 20 by using, for example, magnetic coupling between coils such as a magnetic field resonance method or an electromagnetic induction method, or an electric field resonance method. The battery BAT is charged contactlessly by supplying the power received by the secondary coil 23 to the battery BAT.

[0014] 2, charging equipment 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 charging equipment 10.

[0015] The power converter 12 converts 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 covered with a power supply pad and installed on the ground, such as in a parking space, and functions as a power transmission unit that contactlessly transmits the power supplied from the power converter 12 to a secondary coil 23 of the vehicle 20 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 having a processor, such as a CPU, read and execute a program stored in a memory based on the detection result of the current / voltage detector 14. As will be described in detail later, the primary-side ECU 15 performs feedback control based on information transmitted from the vehicle 20 during wireless charging. The primary-side communication device 16 wirelessly communicates with a secondary-side communication device 26 of the vehicle 20. For example, Wi-Fi (registered trademark) or Bluetooth (registered trademark) can be used for the wireless communication. The primary-side communication device 16 is connected to the primary-side ECU 15 via 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 while being covered with a 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 contactless charging. The secondary-side ECU 25 calculates a required value of 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 wirelessly communicates with the primary-side communication device 16 and is connected to the secondary-side ECU 25 by a communication line. The secondary-side communication device 26 is also configured to be able to wirelessly communicate with a frequency-operated button (FOB) key 40, which is an electronic key that can operate the vehicle 20.

[0018] The vehicle 20 is also provided with an occupancy detection unit 31 and a distance detection unit 32. The occupancy detection unit 31 detects a person occupying the vehicle 20. For example, the occupancy detection unit 31 detects a person occupying the vehicle 20 based on an interior image captured by an in-vehicle camera, detection results from seat occupancy sensors provided in each seat, etc. 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 a load applied to each wheel detected by a suspension sensor provided in a suspension (not shown). Note that the above configurations of the occupancy detection unit 31 and the distance detection unit 32 are merely examples, and various configurations may be adopted.

[0019] (Control during wireless charging) Next, a feedback control executed in the contactless power transfer system 1 during contactless 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 FB compensator 152), a switching unit 153, and a vehicle sway detection circuit 154.

[0021] While the vehicle 20 is being charged, the target value calculation unit 150 calculates a target value of the output power on the vehicle 20 side (specifically, a 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-side ECU 25 from the target value calculated by the target value calculation unit 150, and inputs the obtained deviation to the FB compensator 152.

[0022] In FB compensator 152, primary-side ECU 15 multiplies the deviation between the target value and required value of output power on the vehicle 20 side by a predetermined feedback gain, and outputs the obtained feedback control value to power converter 12, which is the controlled object. Based on the feedback control value, primary-side ECU 15 controls power converter 12 by current / voltage control. As a result, transmission power is generated in primary coil 13, and this transmission power is transmitted contactlessly from primary coil 13 to secondary coil 23, and power that takes into account a predetermined conversion gain (described later) is output from secondary coil 23.

[0023] In this way, the primary-side ECU 15 performs feedback control based on information transmitted from the secondary-side ECU 25 (in this embodiment, a required value of 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 period while the vehicle 20 is being charged.

[0024] The aforementioned conversion gain is a transmission efficiency determined based on the distance between the primary coil 13 and the secondary coil 23 (corresponding to gap G in FIG. 1; hereinafter also referred to as the distance between the coils), and its value changes depending on the distance between the coils. Specifically, the smaller the distance between the coils, the larger the conversion gain, and the larger the output power on the vehicle 20 side. On the other hand, the larger the distance between the coils, the smaller the conversion gain, and the smaller the output power on the vehicle 20 side.

[0025] When passengers get on and off the vehicle 20 or when luggage is loaded or unloaded while the vehicle 20 is being charged, the vehicle 20 vibrates, causing the inter-coil distance to fluctuate. Here, the fluctuation in the inter-coil distance includes fluctuations in a state where the inter-coil distance is reduced, for example, when a passenger gets on the vehicle, and fluctuations in a state where the inter-coil distance is increased, for example, when a passenger gets off the vehicle. Such fluctuations in the inter-coil distance (in other words, disturbances) cause fluctuations in the conversion gain. If the fluctuation frequency of the conversion gain is lower than the cutoff frequency of the feedback control, it may interfere with the feedback control, resulting in control oscillation. Furthermore, if the fluctuation frequency of the conversion gain is higher than the cutoff frequency of the feedback control, the responsiveness of the feedback control may be insufficient, resulting in overshoot. Thus, fluctuations in the inter-coil distance during wireless charging may affect the vehicle 20.

[0026] Therefore, when the primary-side ECU 15 detects a change in the distance between the coils, it changes the control mode of the output power output on the vehicle 20. Hereinafter, first and second examples of the change in the control mode by the primary-side ECU 15 will be described.

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

[0028] The vehicle sway detection circuit 154 detects sway of the vehicle 20, i.e., a fluctuation in the distance between the coils. When a fluctuation in the distance between the coils has not been detected, the primary-side ECU 15 operates the FB compensator 152 and controls the switching unit 153 so that a feedback control value by the FB compensator 152 is output to the power converter 12. However, when a fluctuation in the distance between the coils is detected, the primary-side ECU 15 stops the operation of the FB compensator 152 and controls the switching unit 153 so that a fixed output is output to the power converter 12, as shown in FIG. 4. When a fluctuation in the distance between the coils is detected, the primary-side ECU 15 switches to feedforward control (also referred to as FF in the figure), fixes the feedback control value output from the FB compensator 152 immediately before the detection of the fluctuation in the distance between the coils, and outputs this fixed output to the power converter 12.

[0029] In the first embodiment, the primary-side ECU 15 determines whether a variation in the inter-coil distance has been detected based on the inter-coil distance detected by the distance detection unit 32. Specifically, the secondary-side ECU 25 transmits the inter-coil distance detected by the distance detection unit 32 to the primary-side ECU 15, and the primary-side ECU 15 determines whether a variation in the inter-coil distance has occurred based on a time change in the inter-coil distance in the vehicle sway detection circuit 154. Because it is determined whether a variation in the inter-coil distance has been detected based on the inter-coil distance, the variation in the inter-coil distance can be accurately detected.

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

[0031] The primary-side ECU 15 first determines whether or not a change in the distance between the coils has been detected (step S100). If a change in the distance between the coils has not been detected (step S100: NO), the primary-side ECU 15 ends this flowchart.

[0032] If a change in the distance between the coils is detected (step S100: YES), the primary-side ECU 15 temporarily stops the feedback control based on the information transmitted from the secondary-side ECU 25 (step S102) and switches to feedforward control (step S104).

[0033] After switching to feedforward control, the primary-side ECU 15 determines whether the fluctuation in the distance between the coils has settled (step S106). If the fluctuation in the distance between the coils has not settled (step S106: NO), the primary-side ECU 15 monitors the fluctuation until it settles. If the fluctuation in the distance between the coils has settled (step S106: YES), the primary-side ECU 15 resumes feedback control (step S108).

[0034] In this way, the primary-side ECU 15 performs feedforward control when it detects a change in the distance between the coils, thereby suppressing control oscillation that occurs due to interference with feedback control, and suppressing the impact of control oscillation on the vehicle 20.

[0035] (Second example of change in control mode) Next, a second example of changing the control mode will be described. When the primary-side ECU 15 detects a change in the distance between the coils, it reduces the feedback gain of the FB compensator 152 while maintaining the feedback control as shown in FIG.

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

[0037] The primary-side ECU 15 first determines whether or not a change in the distance between the coils has been detected (step S200). If a change in the distance between the coils has not been detected (step S200: NO), the primary-side ECU 15 ends this flowchart.

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

[0039] After reducing the feedback gain, the primary-side ECU 15 determines whether the fluctuation in the inter-coil distance has settled (step S204). If the fluctuation in the inter-coil distance has not settled (step S204: YES), the primary-side ECU 15 monitors the fluctuation until it settles. If the fluctuation in the inter-coil distance has settled (step S204: NO), the primary-side ECU 15 returns the feedback gain to the value in the steady state (step S206).

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

[0041] (Modification of the second example) The primary-side ECU 15 may reduce the feedback gain based on the variation in the inter-coil distance, and then maintain the reduced feedback gain based on the occupant status of the vehicle 20.

[0042] 7, the primary-side ECU 15 detects a change in the distance between the coils (step S200: YES), reduces the feedback gain (step S202), and after determining that the change in the distance between the coils has subsided (step S204: YES), determines whether the vehicle is in an empty state (step S205). If the vehicle is not in an empty state, i.e., if an occupant is in the vehicle 20 (step S205: NO), the primary-side ECU 15 maintains the reduced feedback gain and monitors the vehicle until the vehicle becomes empty. If the vehicle becomes empty (step S205: YES), the primary-side ECU 15 returns the feedback gain to the value for the steady state (step S206).

[0043] When there are passengers on board the vehicle 20, fluctuations in the distance between the coils are likely to occur, so by maintaining the feedback gain small, it is possible to reduce control oscillations that may occur due to fluctuations in the distance between the coils, thereby reducing the impact of control oscillations on the vehicle 20.

[0044] As shown in FIG. 8, the primary-side ECU 15 may be configured to determine whether or not the vehicle is empty (step S205) after reducing the feedback gain (step S202).

[0045] [Second embodiment] In the first embodiment described above, the primary-side ECU 15 detects a variation in the inter-coil distance based on the inter-coil distance detected by the distance detection unit 32 provided in the vehicle 20. In the second embodiment, the primary-side ECU 15 detects a variation in the inter-coil distance based on the coil current flowing through the primary coil 13 detected by the current / voltage detector 14. In the following, components common to the first embodiment are denoted by the same reference numerals, and descriptions thereof will be omitted.

[0046] 9, the charging equipment 10 of the second embodiment further includes a fluctuation detection unit 17 that detects fluctuations in the inter-coil distance. When the inter-coil distance fluctuates, the load of power transmission from the primary coil 13 to the secondary coil 23 also fluctuates, which in turn fluctuates the coil current flowing through the primary coil 13. The fluctuation detection unit 17 utilizes the fact that the coil current flowing through the primary coil 13 also fluctuates in accordance with fluctuations in the inter-coil distance, and detects fluctuations in the inter-coil distance by comparing 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 a steady state, and outputs the detected fluctuations to the primary-side ECU 15.

[0047] Since the fluctuation detection unit 17 is provided in the charging equipment 10, the primary-side ECU 15 can detect fluctuations in the inter-coil distance without relying on information from the vehicle 20, unlike the first embodiment. Therefore, the response to fluctuations in the inter-coil distance is improved.

[0048] When a variation in the distance between the coils is detected, the primary-side 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 a reduction in the feedback gain as in the second example described above.

[0049] [Variations] If the inter-coil distance fluctuates during wireless charging while the user is not near the vehicle 20, there is a possibility that tampering has occurred with the vehicle 20. If wireless charging is continued when such an abnormal inter-coil distance fluctuation occurs, there is a risk that the suppression of control oscillation will be insufficient even if the change in control mode described above is executed.

[0050] Therefore, when the primary-side ECU 15 detects that the variation in the inter-coil distance exceeds a predetermined threshold while the vehicle 20 is not detecting the FOB key 40, it stops the transmission of power from the primary coil 13 to the secondary coil 23, i.e., stops contactless charging. Here, when the vehicle 20 is in a state where it is not detecting the FOB key 40, the vehicle 20 transmits information that the vehicle 20 is in a state where it is not detecting the FOB key 40 to the charging equipment 10 via the secondary-side communication device 26.

[0051] With this configuration, even if controlled oscillation occurs due to mischief or the like during contactless charging, the influence of the controlled oscillation on vehicle 20 can be reliably suppressed.

[0052] Although the embodiments of the present invention have been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to such embodiments. It is clear that those skilled in the art can conceive of various modifications and alterations within the scope of the claims, and it is understood that these also fall within the technical scope of the present invention. Furthermore, the components of the above embodiments may be combined in any manner without departing from the spirit of the invention.

[0053] For example, in each of the above-described embodiments, the primary-side ECU 15 changes the control mode of the output power output on the vehicle 20 side when it detects a fluctuation in the distance between the coils, but this is not limited thereto, and the primary-side ECU 15 may change the control mode of the output power output on the vehicle 20 side when it detects a sway of the vehicle 20. The sway of the vehicle 20 is a concept that also includes, for example, a sway in the horizontal direction, and the primary-side ECU 15 detects the sway of the vehicle 20 based on the detection results of the distance detection unit 32 and the fluctuation detection unit 17 described above.

[0054] This specification describes at least the following: In parentheses, components corresponding to those in the above-described embodiments are shown as examples, but the present invention is not limited to these.

[0055] (1) A control device (primary-side ECU 15) of a contactless power transfer system (contactless power transfer system 1) that transfers power contactlessly 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 provided in the charging facility, controlling an output power outputted on the vehicle side by feedback control based on information transmitted from a vehicle side control device (secondary side ECU 25) provided on the vehicle; When a change in the distance between the primary coil and the secondary coil or a movement of the vehicle is detected, a control mode of the output power output from the vehicle side is changed. A control device for a contactless power transmission system.

[0056] According to (1), when a change in the distance between the primary coil and the secondary coil (in other words, a change in the distance between the coils) or a vehicle sway is detected, the control device changes the control mode, so that the influence of control oscillation that occurs due to interference between the change in the distance between the coils and feedback control can be suppressed. Therefore, the influence of control oscillation on the vehicle can be suppressed.

[0057] (2) A control device for a contactless 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 movement of the vehicle, the control device temporarily stops the feedback control and controls the output power output from the vehicle side by a feedforward control. A control device for a contactless power transmission system.

[0058] According to (2), the influence of control oscillation caused by interference between fluctuations in the distance between the coils and feedback control can be reliably suppressed.

[0059] (3) A control device for a contactless power transmission system according to (1), the control device reduces a feedback gain in the feedback control when detecting a change in the distance between the primary coil and the secondary coil or a sway of the vehicle. A control device for a contactless power transmission system.

[0060] According to (3), the output power on the vehicle side is reduced, so that it is possible to reduce control oscillation that may occur due to fluctuations in the distance between the coils or vehicle vibration, thereby reducing the influence of control oscillation on the vehicle.

[0061] (4) A control device for a contactless power transmission system according to (3), and when the control device detects that an occupant is riding in 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 contactless power transmission system.

[0062] According to (4), when there are passengers in the vehicle, fluctuations in the distance between the coils or swaying of the vehicle are likely to occur. Therefore, by maintaining a small feedback gain, control oscillation can be reduced, and the impact of control oscillation on the vehicle can be reduced.

[0063] (5) A control device for a contactless power transmission system according to any one of (1) to (4), the control device detects a change in distance between the primary coil and the secondary coil or a sway of the vehicle based on distance information between the primary coil and the secondary coil. A control device for a contactless power transmission system.

[0064] According to (5), the fluctuation in the distance between the primary coil and the secondary coil or the sway of the vehicle is detected based on the distance information between the primary coil and the secondary coil, so accurate detection is possible.

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

[0066] According to (6), the change in distance between the primary coil and the secondary coil or the sway of the vehicle can be detected without relying on information from the vehicle, thereby improving the responsiveness to the change in distance between the primary coil and the secondary coil or the sway of the vehicle.

[0067] (7) A control device for a contactless 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 to operate the vehicle, When the control device detects that a change in the distance between the primary coil and the secondary coil or a movement of the vehicle exceeds a predetermined threshold while the vehicle does not detect the electronic key, the control device stops transmission of power from the primary coil to the secondary coil. A control device for a contactless power transmission system.

[0068] According to (7), if controlled oscillation occurs due to mischief or the like during contactless charging, the influence of the controlled oscillation on the vehicle can be reliably suppressed. [Explanation of symbols]

[0069] 1. Contactless power transmission system 10 Charging equipment 13 Primary coil 15 Primary ECU (control unit) 20 vehicles 23 Secondary coil 25 Secondary ECU (vehicle control unit) 40 FOB key (electronic key)

Claims

1. A control device for a contactless power transfer system that transfers power contactlessly from a primary coil provided in a charging facility to a secondary coil provided in a vehicle, The control device provided in the charging facility, controlling an output power output from the vehicle side through feedback control based on information transmitted from a vehicle side control device provided in the vehicle; When a change in the distance between the primary coil and the secondary coil due to vibration of the vehicle or a rocking of the vehicle is detected, the feedback control is temporarily stopped, and the output power output from the vehicle side is controlled by a feedforward control. A control device for a contactless power transmission system.

2. A control device for a contactless power transmission system that transmits power contactlessly from a primary coil provided in a charging facility to a secondary coil provided in a vehicle, The control device provided in the charging facility, controlling an output power output from the vehicle side through feedback control based on information transmitted from a vehicle side control device provided in the vehicle; When a change in the distance between the primary coil and the secondary coil due to vibration of the vehicle or a sway of the vehicle is detected, a feedback gain in the feedback control is reduced. A control device for a contactless power transmission system.

3. The control device for the contactless power transmission system according to claim 2, and when the control device detects that an occupant is riding in 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 contactless power transmission system.

4. A control device for a contactless power transmission system according to any one of claims 1 to 3, the control device detects a change in distance between the primary coil and the secondary coil or a sway of the vehicle based on distance information between the primary coil and the secondary coil. A control device for a contactless power transmission system.

5. A control device for a contactless power transmission system according to any one of claims 1 to 3, The control device detects a change in distance between the primary coil and the secondary coil or a sway of the vehicle based on a value of a current flowing through the primary coil. A control device for a contactless power transmission system.

6. A control device for a contactless power transmission system that transmits power contactlessly from a primary coil provided in a charging facility to a secondary coil provided in a vehicle, the vehicle is configured to be able to detect an electronic key used to operate the vehicle; The control device provided in the charging facility, controlling an output power output from the vehicle side through feedback control based on information transmitted from a vehicle side control device provided in the vehicle; When it is detected that a change in distance between the primary coil and the secondary coil or a movement of the vehicle caused by vibration of the vehicle exceeds a predetermined threshold while the vehicle does not detect the electronic key, the transmission of power from the primary coil to the secondary coil is stopped. A control device for a contactless power transmission system.

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