In-motion wireless power supply system

Abstract

To provide a non-contact power supply system during traveling capable of suppressing unnecessary short-range wireless communication while suppressing an overcharge of a power storage device.SOLUTION: A non-contact power supply system during traveling according to the present invention is a non-contact power supply system during traveling configured to supply electric power in a non-contact manner from a road-side power supply device to a vehicle on which a vehicle-side power receiving device is mounted during traveling to charge a power storage device mounted in the vehicle. The road-side power receiving device includes a first communication device performing wide-range wireless communication and a second communication device performing short-range wireless communication. The vehicle-side power receiving device includes a third communication device performing wide-range wireless communication and a fourth communication device performing short-range wireless communication. The vehicle can perform regenerative braking to charge the power storage device. When compatibility between the road-side power supply device and the vehicle-side power receiving device is satisfied, and there is a possibility that the power storage device is overcharged, predetermined charging control is performed by the short-range wireless communication. When there is no possibility that the power storage device is overcharged, the predetermined charging control by the short-range wireless communication is not performed.SELECTED DRAWING: Figure 9

Description

[Technical Field]

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

[0002] Patent Document 1 discloses a technology including a communication unit that performs wireless communication between a power transmitting device and a power receiving device, and the communication unit switches the communication range between wide-area wireless communication and narrow-area wireless communication. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2013-240132 Summary of the Invention [Problem to be solved by the invention]

[0004] In-motion wireless power transfer, in which power is supplied contactlessly from a power transfer device to a moving vehicle equipped with a power receiving device, requires high-speed, high-capacity communication. Therefore, information such as vehicle identification information, required power, charges, vehicle specifications, and vehicle location is exchanged in advance via wide-area wireless communication, and power transfer begins after verifying the vehicle identification information via short-range wireless communication. However, while constant short-range wireless communication can be wasteful, not using short-range wireless communication can result in overcharging of the power storage device, leaving room for improvement.

[0005] The present invention has been made in consideration of the above-mentioned problems, and its object is to provide a wireless power supply system for a vehicle in motion that can suppress overcharging of a power storage device while suppressing unnecessary short-range wireless communication. [Means for solving the problem]

[0006] In order to solve the above-mentioned problems and achieve the object, the in-motion contactless power supply system of the present invention is an in-motion contactless power supply system that supplies power contactlessly from a road-side power supply device to a moving vehicle equipped with a vehicle-side power receiving device to charge a power storage device equipped in the vehicle, wherein the road-side power supply device has a first communication device for performing wide-area wireless communication with the vehicle-side power receiving device and a second communication device for performing short-range wireless communication with the vehicle-side power receiving device, the vehicle-side power receiving device has a third communication device for performing the wide-area wireless communication with the road-side power supply device and a fourth communication device for performing the short-range wireless communication with the road-side power supply device, the vehicle can charge the power storage device by performing regenerative braking, the road-side power supply device and the vehicle-side power receiving device are compatible, and the system performs predetermined charging control via short-range wireless communication when there is a possibility of overcharging of the power storage device, and does not perform the predetermined charging control via short-range wireless communication when there is no possibility of overcharging of the power storage device.

[0007] As a result, the in-motion contactless power transfer system according to the present invention can suppress unnecessary short-range wireless communication while suppressing overcharging of the power storage device.

[0008] Furthermore, in the above, the specified charging control may be such that the regenerative braking is permitted if the vehicle-side power receiving device can send a power command to the road-side power supply device via the short-range wireless communication, and the regenerative braking is prohibited if the vehicle-side power receiving device cannot send a power command to the road-side power supply device via the short-range wireless communication.

[0009] This makes it possible to prevent the power storage device from being overcharged due to regenerative braking during contactless power supply while the vehicle is running.

[0010] In addition, in the above, the predetermined charging control may be such that when the brake of the vehicle is ON, the vehicle-side power receiving device requests power from the road-side power supply device via the short-range wireless communication, and when the brake is OFF, the vehicle-side power receiving device does not request power from the road-side power supply device via the short-range wireless communication.

[0011] As a result, when regenerative braking is performed during contactless power supply while the vehicle is traveling, a power request is made via short-range wireless communication, making it possible to prevent overcharging of the power storage device. [Effects of the Invention]

[0012] The in-motion contactless power transfer system according to the present invention has the effect of suppressing unnecessary short-range wireless communication while suppressing overcharging of the power storage device. [Brief explanation of the drawings]

[0013] [Figure 1] FIG. 1 is a schematic diagram showing a wireless power transmission system according to an embodiment. [Figure 2] FIG. 2 is a diagram showing the overall configuration of a wireless power transmission system. [Figure 3] FIG. 3 is a schematic diagram for explaining wide-area wireless communication in a wireless power transmission system. [Figure 4] FIG. 4 is a block diagram illustrating the functional configuration of the power transmission ECU. [Figure 5] FIG. 5 is a block diagram illustrating the functional configuration of the vehicle ECU. [Figure 6] FIG. 6 is a diagram for explaining the power transmission process. [Figure 7] FIG. 7 is a sequence diagram showing a case where communication is performed between a vehicle and a supply device using wide-area wireless communication. [Figure 8] FIG. 8 is a sequence diagram showing the operation after the power supply from the supply device to the vehicle during travel is completed. [Figure 9]FIG. 9 is a flowchart showing an example of control performed in the wireless power transmission system according to the embodiment. [Figure 10] FIG. 10 is a flowchart showing another example of control performed in the wireless power transmission system according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0014] Hereinafter, an embodiment of a wireless power supply system for a vehicle in motion according to the present invention will be described, but the present invention is not limited to the embodiment.

[0015] 1 is a schematic diagram showing a wireless power transfer system according to an embodiment. The wireless power transfer system 1 includes a supply facility 2 and a vehicle 3, and is a wireless power transfer system for when the vehicle 3 is moving, supplying power from the supply facility 2 to the vehicle 3. The supply facility 2 is a facility for supplying power wirelessly to the vehicle 3 while the vehicle 3 is moving. The vehicle 3 is an electrically powered vehicle that can be charged with power supplied from an external power source, such as a battery electric vehicle (BEV) or a plug-in hybrid vehicle (PHEV).

[0016] This wireless power transmission system 1 transmits wireless power from a supply facility 2 to a vehicle 3 by magnetic field resonant coupling (magnetic resonance). The wireless power transmission system 1 transmits power contactlessly from the supply facility 2 to the vehicle 3 traveling on a road 4. In other words, the wireless power transmission system 1 transmits power by a magnetic field resonant method, and realizes power supply to the vehicle 3 while it is traveling by using magnetic field resonant coupling (magnetic field resonance). The wireless power transmission system 1 can be expressed as a dynamic wireless power transmission (D-WPT) system or a magnetic field dynamic wireless power transmission (MF-D-WPT) system.

[0017] The supply facility 2 includes a supply device 5, which is a roadside power supply device, and an AC power source 6 that supplies power to the supply device 5. The supply device 5 contactlessly transmits the power supplied from the AC power source 6 to the vehicle 3. The AC power source 6 is, for example, a commercial power source. The supply device 5 includes a power transmission device 10 having a primary coil 11.

[0018] The supply device 5 includes a segment 7 including a primary coil 11 and a management device 8 that manages the segment 7. The segment 7 is embedded in a lane of the road 4. The management device 8 is installed beside the road 4. The segment 7 is electrically connected to the management device 8. The management device 8 is electrically connected to an AC power source 6 and supplies power from the AC power source 6 to the segment 7. The segment 7 is electrically connected to the AC power source 6 via the management device 8. A plurality of segments 7 can be arranged along the lane of the road 4. For example, as shown in FIG. 1 , the supply device 5 includes three segments 7 installed side by side along the lane of the road 4 and one management device 8 to which the three segments 7 are connected. The segment 7 has the function of contactlessly transmitting power from the supply device 5 to the vehicle 3. The management device 8 has the function of controlling wireless power transmission in the segment 7.

[0019] The vehicle 3 is equipped with a power receiving device 20, which is a vehicle-side power receiving device having a secondary coil 21. The power receiving device 20 is provided on the bottom of the body of the vehicle 3. When the vehicle 3 travels on a road 4 on which a primary coil 11 is installed, the primary coil 11 on the ground side and the secondary coil 21 on the vehicle side face each other in the vertical direction. The wireless power transmission system 1 transmits power contactlessly from the primary coil 11 of the power transmitting device 10 to the secondary coil 21 of the power receiving device 20 while the vehicle 3 is traveling on the road 4.

[0020] In this explanation, "driving" refers to a state in which the vehicle 3 is positioned on the road 4 in order to drive. "Driving" also includes a state in which the vehicle 3 is temporarily stopped on the road 4. For example, a state in which the vehicle 3 is stopped on the road 4 while waiting at a traffic light is also included in "driving." On the other hand, even if the vehicle 3 is positioned on the road 4, for example, if the vehicle 3 is parked or stopped, it is not included in "driving."

[0021] In this description, a lane in which the primary coil 11 (segments 7) is embedded may be referred to as a D-WPT lane, and a section of the road 4 where wireless power transmission by the supply device 5 is possible may be referred to as a D-WPT charging site. In the D-WPT lane and the D-WPT charging site, multiple primary coils 11 (multiple segments 7) are installed side by side in the direction of travel of the vehicle 3 over a predetermined section of the road 4.

[0022] 2 is a diagram showing the overall configuration of the wireless power transmission system 1. In the power supply facility 2, a power supply device 5 is electrically connected to an AC power source 6. In the power supply device 5, a segment 7 is electrically connected to a management device 8.

[0023] The supplying device 5 includes a configuration provided in the management device 8 and a configuration provided in the segment 7. The supplying device 5 includes a power transmitting device 10, a power transmitting ECU (Electronic Control Unit) 110, a first communication device 120, a second communication device 130, and a foreign object detection device 140.

[0024] The power transmitting device 10 includes an electric circuit connected to an AC power supply 6. The power transmitting device 10 includes a PFC (Power Factor Correction) circuit 210, an inverter (INV) 220, a filter circuit 230, and a power transmitting side resonant circuit 240.

[0025] The PFC circuit 210 improves the power factor of AC power input from the AC power supply 6, converts the AC power into DC power, and outputs it to the inverter 220. The PFC circuit 210 includes an AC / DC converter. The PFC circuit 210 is electrically connected to the AC power supply 6.

[0026] The inverter 220 converts the DC power input from the PFC circuit 210 into AC power. Each switching element of the inverter 220 is configured by an IGBT (Insulated Gate Bipolar Transistor), a MOSFET (Metal-Oxide-Semiconductor Field Effect Transistor), or the like, and performs switching operations in response to control signals from the power transmission ECU 110. For example, the drive frequency of the inverter 220 is 85 kHz. The inverter 220 outputs the converted AC power to the filter circuit 230.

[0027] The filter circuit 230 removes noise contained in the AC current input from the inverter 220 and supplies the AC power from which the noise has been removed to the power transmitting side resonant circuit 240. The filter circuit 230 is an LC filter that combines a coil and a capacitor. For example, the filter circuit 230 is configured as a T-type filter in which two coils and one capacitor are arranged in a T shape. The PFC circuit 210, the inverter 220, and the filter circuit 230 configure the power conversion unit 12 of the power transmitting device 10.

[0028] The power transmitting side resonant circuit 240 is a power transmitting unit that contactlessly transmits the AC power supplied from the filter circuit 230 to the power receiving device 20. When AC power is supplied from the filter circuit 230 to the power transmitting side resonant circuit 240, a current flows in the primary coil 11, generating a magnetic field for power transmission.

[0029] The power transmitting side resonant circuit 240 includes a primary coil 11 and a resonant capacitor. The primary coil 11 is a power transmitting coil. The resonant capacitor is connected in series to one end of the primary coil 11 and adjusts the resonant frequency of the power transmitting side resonant circuit. This resonant frequency is 10 kHz to 100 GHz, and preferably 85 kHz. For example, the power transmitting device 10 is configured so that the resonant frequency of the power transmitting side resonant circuit 240 matches the drive frequency of the inverter 220. The power transmitting side resonant circuit 240 constitutes the primary device 13 of the power transmitting device 10.

[0030] The power transmission device 10 includes a power conversion unit 12 and a primary device 13. The power conversion unit 12 includes a PFC circuit 210, an inverter 220, and a filter circuit 230. The primary device 13 includes a power transmission side resonant circuit 240. The power transmission device 10 has a configuration in which the power conversion unit 12 is provided in the management device 8, and the primary device 13 is provided in the segment 7.

[0031] In the supply device 5, the power conversion unit 12 of the power transmission device 10, the power transmission ECU 110, and the first communication device 120 are provided in the management device 8, and the primary device 13 of the power transmission device 10, the second communication device 130, and the foreign object detection device 140 are provided in the segment 7.

[0032] The power transmission ECU 110 is an electronic control device that controls the supply device 5. The power transmission ECU 110 includes a processor and a memory. The processor includes a central processing unit (CPU), a digital signal processor (DSP), a field-programmable gate array (FPGA), and the like. The memory is a main storage device including a random access memory (RAM) and a read-only memory (ROM). The power transmission ECU 110 loads a program stored in a storage unit into a working area of ​​the memory (main storage device) and executes it. The power transmission ECU 110 controls each component through the execution of the program, thereby achieving a function that meets a predetermined purpose. The storage unit includes a storage medium such as an erasable programmable read-only memory (EPROM), a hard disk drive (HDD), and removable media. Examples of removable media include disc storage media such as a universal serial bus (USB) memory, a compact disc (CD), a digital versatile disc (DVD), and a Blu-ray (registered trademark) disc (BD). The storage unit can store an operating system (OS), various programs, various tables, various databases, etc. Signals from various sensors are input to the power transmission ECU 110. A signal from the foreign object detection device 140 is input to the power transmission ECU 110. The power transmission ECU 110 then performs various controls based on the signals input from the various sensors.

[0033] For example, the power transmitter ECU 110 executes power control to adjust the power to be transmitted. In this power control, the power transmitter ECU 110 controls the power transmitting device 10. The power transmitter ECU 110 outputs a control signal to the power conversion unit 12 in order to control the power supplied from the power conversion unit 12 to the primary device 13. The power transmitter ECU 110 controls the switching elements included in the PFC circuit 210 to adjust the power to be transmitted, and also controls the switching elements included in the inverter 220 to adjust the power to be transmitted.

[0034] Furthermore, the power transmitter ECU 110 executes communication control to control communication with the vehicle 3. In the communication control, the power transmitter ECU 110 controls the first communication device 120 and the second communication device 130.

[0035] The first communication device 120 is a ground-side communication device that performs wide-area wireless communication. The first communication device 120 performs wireless communication with vehicles 3 that are traveling on a road 4 and that are about to approach a D-WPT lane. The state before approaching a D-WPT lane refers to a state in which the vehicle 3 is in a position where it cannot perform short-range wireless communication with the supply device 5.

[0036] Wide-area wireless communication is communication with a communication distance of 10 meters to 10 kilometers. Wide-area wireless communication is communication with a longer communication distance than short-range wireless communication. Various wireless communication methods with long communication distances can be used for wide-area wireless communication. For example, communication compliant with communication standards such as 4G, LTE, 5G, and WiMAX established by 3GPP (registered trademark) and IEEE is used for wide-area wireless communication. In the wireless power transmission system 1, vehicle information linked to vehicle identification information (vehicle ID) is transmitted from the vehicle 3 to the supply device 5 using wide-area wireless communication.

[0037] The second communication device 130 is a ground-side communication device that performs short-range wireless communication. The second communication device 130 performs wireless communication with vehicles 3 that are approaching or have entered a D-WPT lane among vehicles 3 traveling on a road 4. The state of approaching a D-WPT lane means that the vehicle 3 is in a position where it can perform short-range wireless communication with the supply device 5.

[0038] Short-range wireless communication is communication with a communication distance of less than 10 meters. Short-range wireless communication is communication with a shorter communication distance than wide-area wireless communication. As short-range wireless communication, various short-distance wireless communication methods with short communication distances can be used. For example, communication compliant with any communication standard established by IEEE, ISO, IEC, etc. is used for short-range wireless communication. As examples, Wi-Fi (registered trademark), Bluetooth (registered trademark), ZigBee (registered trademark), etc. are used for short-range wireless communication. Alternatively, technologies for performing short-range wireless communication may include RFID (Radio Frequency Identification) and DSRC (Dedicated Short Range Communication). In the wireless power transmission system 1, vehicle identification information, etc. is transmitted from the vehicle 3 to the supply device 5 using short-range wireless communication.

[0039] The foreign object detection device 140 detects metallic foreign objects, living organisms, and the like present above the primary coil 11. The foreign object detection device 140 is configured, for example, with a sensor coil or an imaging device installed on the ground. The foreign object detection device 140 is used to perform a foreign object detection function (Foreign Object Detection: FOD) and a living object protection function (Living Object Protection: LOP) in the wireless power transmission system 1.

[0040] In the power supply device 5, the power transmission device 10 is configured to be divided into segments 7 and a management device 8, and three segments 7 are connected to one management device 8. The power transmission device 10 is configured so that one inverter supplies power to three power transmission-side resonant circuits 240. In the power supply device 5, signals from each segment 7 are input to the management device 8. Signals from the second communication device 130 and foreign object detection device 14 provided in the first segment are input to the power transmission ECU 110. Similarly, signals from the second communication device 130 and foreign object detection device 14 provided in the second segment are input to the power transmission ECU 110. Signals from the second communication device 130 and foreign object detection device 14 provided in the third segment are input to the power transmission ECU 110. The power transmission ECU 110 can grasp the status of each segment 7 based on the signals input from each segment 7.

[0041] The vehicle 3 includes a power receiving device 20, a charging relay 310, a battery 320, a vehicle ECU 330, a third communication device 340, a fourth communication device 350, and a GPS (Global Positioning System) receiver 360.

[0042] The power receiving device 20 supplies the power received from the power transmitting device 10 to a battery 320, which is a power storage device. The power receiving device 20 is electrically connected to the battery 320 via a charging relay 310. The power receiving device 20 includes a power receiving-side resonant circuit 410, a filter circuit 420, and a rectifier circuit 430.

[0043] The power receiving side resonant circuit 410 is a power receiving unit that receives power transmitted contactlessly from the power transmitting device 10. The power receiving side resonant circuit 410 is configured with a power receiving side resonant circuit including a secondary coil 21 and a resonant capacitor. The secondary coil 21 is a power receiving coil that receives power transmitted contactlessly from the primary coil 11. This resonant capacitor is connected in series to one end of the secondary coil 21 and adjusts the resonant frequency of the power receiving side resonant circuit. The resonant frequency of the power receiving side resonant circuit 410 is set to match the resonant frequency of the power transmitting side resonant circuit 240.

[0044] The resonant frequency of the power receiving side resonant circuit 410 is the same as the resonant frequency of the power transmitting side resonant circuit 240. Therefore, when the power transmitting side resonant circuit 240 generates a magnetic field while the power receiving side resonant circuit 410 faces the power transmitting side resonant circuit 240, the vibration of the magnetic field is transmitted to the power receiving side resonant circuit 410. The primary coil 11 and the secondary coil 21 are in a resonant state. When an induced current flows in the secondary coil 21 due to electromagnetic induction, an induced electromotive force is generated in the power receiving side resonant circuit 410. In this way, the power receiving side resonant circuit 410 receives the power transmitted contactlessly from the power transmitting side resonant circuit 240. The power receiving side resonant circuit 410 then supplies the power received from the power transmitting side resonant circuit 240 to the filter circuit 420. The power receiving side resonant circuit 410 constitutes the secondary device 22 of the power receiving device 20.

[0045] The filter circuit 420 removes noise contained in the AC current input from the power receiving side resonant circuit 410 and outputs the AC power from which the noise has been removed to the rectifier circuit 430. The filter circuit 420 is an LC filter that combines a coil and a capacitor. For example, the filter circuit 420 is configured as a T-type filter in which two coils and one capacitor are arranged in a T shape.

[0046] The rectifier circuit 430 converts the AC power input from the filter circuit 420 into DC power and outputs it to the battery 320. The rectifier circuit 430 is configured, for example, by a full-bridge circuit in which four diodes are full-bridge connected as rectifier elements. A switching element is connected in parallel to each diode of the rectifier circuit 430. Each switching element of the rectifier circuit 430 is configured by an IGBT and performs switching operation in response to a control signal from the vehicle ECU 330. The rectifier circuit 430 supplies the converted DC power to the battery 320. The filter circuit 420 and the rectifier circuit 430 configure the power conversion unit 23 of the power receiving device 20.

[0047] The power receiving device 20 includes a secondary device 22 and a power conversion unit 23. The secondary device 22 includes a power receiving side resonant circuit 410. The power conversion unit 23 includes a filter circuit 420 and a rectifier circuit 430.

[0048] Charging relay 310 is provided between rectifier circuit 430 and battery 320. The open / close state of charging relay 310 is controlled by vehicle ECU 330. When power transmitting device 10 charges battery 320, charging relay 310 is controlled to a closed state. When charging relay 310 is in a closed state, rectifier circuit 430 and battery 320 are electrically connected to each other. When charging relay 310 is in an open state, rectifier circuit 430 and battery 320 are electrically disconnected from each other. For example, when charging relay 310 is in an open state, vehicle 3 does not request power supply.

[0049] The battery 320 is a rechargeable DC power supply, and is configured, for example, by a lithium-ion battery or a nickel-metal hydride battery. The battery 320 stores power supplied from the power transmitting device 10 to the power receiving device 20. The battery 320 can also supply power to a traction motor of the vehicle 3. The battery 320 is electrically connected to the traction motor via a PCU (Power Control Unit). The PCU is a power conversion device that converts DC power from the battery 320 into AC power and supplies it to the traction motor. Each switching element of the PCU is configured by an IGBT, and performs switching operation in response to a control signal from the vehicle ECU 330.

[0050] The vehicle ECU 330 is an electronic control device that controls the vehicle 3. The vehicle ECU 330 has the same hardware configuration as the power transmission ECU 110. Signals from various sensors mounted on the vehicle 3 are input to the vehicle ECU 330. Furthermore, a positioning signal received by a GPS receiver 360 is input to the vehicle ECU 330. The vehicle ECU 330 can acquire current position information of the vehicle 3 from the GPS receiver 360. Then, the vehicle ECU 330 performs various controls based on the signals input from the various sensors.

[0051] For example, the vehicle ECU 330 performs contactless charging control to transmit power from the primary coil 11 to the secondary coil 21 in a contactless manner and store the power received by the secondary coil 21 in the battery 320. In the contactless charging control, the vehicle ECU 330 controls the rectifier circuit 430, the charging relay 310, the third communication device 340, and the fourth communication device 350. The contactless charging control includes power control to control charging power and communication control to control communication with the supply device 5. In the power control, the vehicle ECU 330 controls a switching element included in the rectifier circuit 430 to adjust the power (charging power) supplied from the power receiving device 20 to the battery 320. In the communication control, the vehicle ECU 330 controls the third communication device 340 and the fourth communication device 350.

[0052] The third communication device 340 is a vehicle-side communication device that performs wide-area wireless communication. The third communication device 340 performs wireless communication with the first communication device 120 of the supply device 5 before the vehicle 3 traveling on the road 4 approaches the D-WPT lane. The wide-area wireless communication is two-way wireless communication. The communication between the first communication device 120 and the third communication device 340 is performed by high-speed wireless communication.

[0053] The fourth communication device 350 is a vehicle-side communication device that performs short-range wireless communication. The fourth communication device 350 performs wireless communication with the second communication device 130 of the supply device 5 when the vehicle 3 is approaching or entering a D-WPT lane. The short-range wireless communication is one-way wireless signaling. The one-way wireless signaling is P2PS (Point to Point Signaling). P2PS is used to notify the vehicle 3 of vehicle identification information to the supply device 5 in each of the activities of pairing, alignment check, magnetic coupling check, end of power transmission, and end of power transmission. P2PS can also be used as a means for lateral alignment check. The lateral direction refers to the width direction of the lane, i.e., the width direction of the vehicle 3.

[0054] The GPS receiver 360 detects the current position of the vehicle 3 based on positioning information obtained from a plurality of positioning satellites. The current position information of the vehicle 3 detected by the GPS receiver 360 is transmitted to the vehicle ECU 330.

[0055] In the supply device 5, the filter circuit 230 may be included in the management device 8 instead of in the segment 7. That is, the filter circuit 230 may be installed at the side of the road 4. In this case, the power conversion unit 12 includes the PFC circuit 210, the inverter 220, and the filter circuit 230, and the primary device 13 includes the power transmitting side resonant circuit 240.

[0056] The filter circuit 230 may be provided for each primary coil 11 individually, or may be provided for a plurality of primary coils 11 collectively.

[0057] Furthermore, the filter circuit 230 is not limited to a T-type filter, and may be, for example, a band-pass filter in which a coil and a capacitor are connected in series. This also applies to the filter circuit 420 of the vehicle 3.

[0058] Furthermore, in the power transmission device 10, when the inverter 220 is connected to the multiple primary coils 11, a changeover switch for switching the primary coil 11 to be energized may be provided in each primary device 13. This changeover switch may be provided in the management device 8 at the side of the road 4, or may be provided near the primary coil 11.

[0059] Furthermore, the power transmitting side resonant circuit 240 is not limited to a configuration in which the primary coil 11 and the resonant capacitor are connected in series. The primary coil 11 and the resonant capacitor may be connected in parallel, or a combination of parallel and series may be used. In short, the power transmitting side resonant circuit 240 is only required to be configured so that the resonant frequency of the power transmitting side resonant circuit 240 matches the drive frequency of the inverter 220, and there are no particular limitations on the connection relationship of its components. The same applies to the power receiving side resonant circuit 410 of the vehicle 3.

[0060] Furthermore, the drive frequency of the inverter 220 is not limited to 85 kHz, but may be a frequency close to 85 kHz. In other words, the drive frequency of the inverter 220 may be in a predetermined frequency band including 85 kHz.

[0061] Furthermore, the power transmitting device 10 may have a configuration in which a plurality of inverters 220 are connected to the output side power line (DC power line) of the PFC circuit 210.

[0062] Furthermore, the foreign object detection device 140 is not limited to being provided on the ground side, but may also be provided on the vehicle 3 side. For example, if the foreign object detection device on the vehicle 3 side detects a foreign object or living organism present above the primary coil 11, it can be configured to stop requesting power supply until the vehicle 3 passes the primary coil 11.

[0063] Furthermore, in the wireless power transmission system 1, the information transmitted from the vehicle 3 to the supply device 5 using short-range wireless communication includes, in addition to vehicle identification information, a power supply request, a requested power supply value, etc. The power supply request is information indicating a request for power transmission from the primary coil 11. The requested power supply value is a requested value for the amount of power to be transmitted from the supply device 5 to the vehicle 3. The vehicle ECU 330 can calculate the requested power supply value based on the SOC (State Of Charge) of the battery 320.

[0064] Furthermore, the wireless power transmission system 1 is not limited to a method of feeding power from the ground to the vehicle 3, but can also realize a method of feeding power from the vehicle 3 to the ground. In this case, the rectifier circuit 430 can be replaced with an inverter to realize rectification during power supply and power reception.

[0065] FIG. 3 is a schematic diagram for explaining wide-area wireless communication in the wireless power transmission system 1. As shown in FIG.

[0066] In the wireless power transmission system 1, the vehicle 3 can communicate with the server 30, and the supply device 5 can communicate with the server 30. The server 30 is connected to a network 40, and can communicate with a plurality of vehicles 3 and a plurality of supply devices 5 via the network 40. The network 40 is configured by a WAN (Wide Area Network), which is a public communication network such as the Internet, a telephone communication network for mobile phones, or the like.

[0067] The vehicle 3 connects to the network 40 by wide-area wireless communication using the third communication device 340. The vehicle 3 transmits information to the server 30 and receives information from the server 30.

[0068] The supplying device 5 connects to the network 40 by wide-area wireless communication using the first communication device 120. The supplying device 5 transmits information to the server 30 and receives information from the server 30.

[0069] 4 is a block diagram showing the functional configuration of power transmitter ECU 110. Power transmitter ECU 110 includes a first communication control unit 510, a second communication control unit 520, and a power transmission control unit 530.

[0070] The first communication control unit 510 executes first communication control that controls the first communication device 120. The first communication control controls wide area wireless communication on the supplying device 5 side, and controls communication of the supplying device 5 using the first communication device 120. In other words, the first communication control controls communication of the management device 8 of the supplying device 5. The first communication control controls communication between the supplying device 5 and the network 40, and also controls communication between the supplying device 5 and the server 30 via the network 40. The first communication control unit 510 is a Supply Equipment Communication Controller (SECC).

[0071] The second communication control unit 520 executes second communication control to control the second communication device 130. The second communication control controls short-range wireless communication on the supplying device 5 side, and controls communication of the supplying device 5 using the second communication device 130. In other words, the second communication control controls communication of segment 7 of the supplying device 5. The second communication control controls communication between the supplying device 5 and the vehicle 3 as communication that does not go through the network 40. The second communication control unit 520 is a PDCC (Primary Device Communication Controller).

[0072] The power transmission control unit 530 executes power transmission control to control the power transmitting device 10. The power transmission control is to control the power for transmission, and controls the power conversion unit 12 of the power transmitting device 10. The power transmission control unit 530 executes power control to control the PFC circuit 210 and the inverter 220.

[0073] 5 is a block diagram showing the functional configuration of vehicle ECU 330. Vehicle ECU 330 includes a third communication control unit 610, a fourth communication control unit 620, and a charging control unit 630.

[0074] The third communication control unit 610 executes third communication control that controls the third communication device 340. The third communication control controls wide area wireless communication on the vehicle 3 side, and controls communication of the vehicle 3 using the third communication device 340. The third communication control controls communication between the vehicle 3 and the network 40, and also controls communication between the vehicle 3 and the server 30 via the network 40. The third communication control unit 610 is an EVCC (EV Communication Controller).

[0075] The fourth communication control unit 620 executes fourth communication control that controls the fourth communication device 350. The fourth communication control controls short-range wireless communication on the vehicle 3 side, and controls communication of the vehicle 3 using the fourth communication device 350. The fourth communication control controls communication between the vehicle 3 and the supply device 5 as communication that does not go through the network 40. The fourth communication control unit 620 is an SDCC (Secondary Device Communication Controller).

[0076] The charging control unit 630 executes charging control to control the power receiving device 20 and the charging relay 310. The charging control includes power control to control the received power in the power receiving device 20 and relay control to control the connection state between the secondary device 22 and the battery 320. The charging control unit 630 executes power control to control the rectifier circuit 430. The charging control unit 630 executes relay control to switch the open / closed state of the charging relay 310.

[0077] In the wireless power transmission system 1 configured as above, when wireless communication is established between the vehicle 3 and the supply device 5, wireless power transmission is performed from the supply device 5 to the vehicle 3. When the vehicle 3 and the supply device 5 are paired by wireless communication, power is transmitted contactlessly from the primary coil 11 on the ground to the secondary coil 21 on the vehicle side. Then, in the vehicle 3, charging control is performed to supply the power received by the secondary coil 21 to the battery 320.

[0078] Next, the power transfer process (D-WPT process) will be described with reference to Fig. 6. The power transfer process is structured as a chain of multiple activities, and is a process derived from states and corresponding transitions.

[0079] Fig. 6 is a diagram for explaining the power transmission process. Fig. 6 shows basic activities for explaining the power transmission process. The thick arrows shown in Fig. 6 represent transition lines. The state of the wireless power transmission system 1 in the power transmission process is represented by the activities that make up the power transmission process.

[0080] The activities that make up the power transmission process include a power transmission service session (D-WPT service session A70) that is an activity in the stage where power transmission is performed, activities in the stage before power transmission, and activities in the stage after power transmission. Furthermore, the activities can be explained by dividing the actors that perform them depending on whether or not communication is performed between the supply device 5 and the vehicle 3. The activities are divided into those that represent the state of only the supply device 5 side without communication, those that represent the state of only the vehicle 3 side without communication, and those that represent the state of both the supply device 5 and the vehicle 3 with communication.

[0081] As shown in FIG. 6, the activities include a master power on state (Master power On) A10, preparation A20, waiting for a request from vehicle 3 (Waiting for D-WPT service request) A30, a master power on state (Master power On) A40, preparation A50, communication setup and D-WPT service request (Request D-WPT service) A60, a D-WPT service session (D-WPT service session) A70, and termination of the D-WPT service session (Terminate D-WPT service session) A80.

[0082] Preparation A20 is a preparation state of the supplying device 5. In preparation A20, the supplying device 5 starts up the circuit and checks safety without communicating with the vehicle 3. The supplying device 5 transitions to the preparation A20 state when the master power supply enters the on state A10. Then, if the supplying device 5 starts up the circuit and checks safety in preparation A20, the state transitions to waiting for a request from the vehicle 3 A30. On the other hand, if there is a problem with the supplying device 5, the supplying device 5 notifies the vehicle 3 by wide-area wireless communication of information indicating that the wireless power transmission system 1 cannot be used (unavailable notice). The first communication device 120 transmits the unavailable notice to the vehicle 3.

[0083] Preparation A50 is the preparation state of vehicle 3. In preparation A50, vehicle 3 starts the circuit and checks safety without communicating with supply device 5. Vehicle 3 transitions to the preparation A50 state when the master power supply is in the on state A40. Then, if vehicle 3 starts the circuit and checks safety in preparation A50, the state transitions to communication setup and D-WPT service request A60. On the other hand, if there is a problem with vehicle 3, vehicle 3 does not start wide-area wireless communication and does not perform the subsequent sequence in the D-WPT process.

[0084] The communication setting and D-WPT service request A60 is initiated by the vehicle ECU 330. In response to the communication setting and D-WPT service request A60, the vehicle ECU 330 initiates wide-area wireless communication. First, when the vehicle 3 transitions from preparation A50 to communication setting and D-WPT service request A60, the third communication device 340 transmits a D-WPT service request signal. The third communication device 340 wirelessly communicates with the first communication device 120 corresponding to the D-WPT lane into which the vehicle 3 is scheduled to enter or has entered. The first communication device 120 to communicate with is selected based on the relative positional relationship between the current position of the vehicle 3 and the position of the D-WPT lane. On the supply device 5 side, when the first communication device 120 receives a D-WPT service request signal while in a request waiting state A30 from the vehicle 3, the state transitions to communication setting and D-WPT service request A60. Various pieces of information for wide-area wireless communication and P2PS communication are linked using vehicle identification information. The processing sequence for this communication setting and D-WPT service request A60 is shown in FIG.

[0085] FIG. 7 is a sequence diagram showing a case where communication is performed between the vehicle 3 and the supply device 5 using wide-area wireless communication. The vehicle 3 transmits vehicle information to the server 30 (step S11). In step S11, the third communication device 340 of the vehicle 3 transmits the vehicle information to the server 30. The vehicle information includes vehicle identification information, various parameters of the power receiving device 20, current location information of the vehicle 3, and required power. The vehicle ECU 330 calculates the required power based on the SOC of the battery 320. In step S11, the vehicle ECU 330 causes the third communication device 340 to transmit the vehicle information at predetermined time intervals. The predetermined time interval is set according to the distance from the current location of the vehicle 3 to the start point of the D-WPT lane. The shorter the distance from the vehicle 3 to the start point of the D-WPT lane, the shorter the interval of the predetermined time.

[0086] When the server 30 receives the vehicle information from the vehicle 3, it identifies the vehicle identification information of the vehicle 3 located within the vicinity area of ​​the supply device 5 based on the current location information of the vehicle 3 included in the vehicle information (step S12). In step S12, the server 30 identifies the vehicle 3 located within a predetermined vicinity area from the supply device 5 based on the current location information of the vehicle 3 and the location information of the supply device 5. The vicinity area is set to an area within 500 meters, for example.

[0087] When the server 30 identifies the vehicle identification information of the vehicle 3, it transmits the vehicle information to the supplying device 5 (step S13). In step S13, the transmitting device of the server 30 transmits the vehicle information to the supplying device 5.

[0088] When the supplying device 5 receives the vehicle information from the server 30, it registers or deletes the vehicle identification information in the identification information list (step S14). In step S14, the power transmitting ECU 110 registers or deletes the vehicle identification information in the identification information list so that the vehicle identification information linked to the vehicle information is registered in the identification information list without excess or deficiency.

[0089] After registering or deleting the vehicle identification information in the identification information list, the supplying device 5 transmits the vehicle identification information registered in the identification information list to the server 30 (step S15). In step S15, the first communication device 120 of the supplying device 5 transmits the vehicle identification information to the server 30.

[0090] Then, when the server 30 receives the vehicle identification information from the supplying device 5, it transmits a list registration notification to the vehicle 3 corresponding to the vehicle identification information registered in the identification information list (step S16). In step S16, the communication device of the server 30 transmits the list registration notification to the vehicle 3. The list registration notification is a notification indicating that the vehicle identification information has been registered in the identification information list, and includes the identification information of the supplying device 5 and the location information of the supplying device 5.

[0091] In this way, when the vehicle 3 starts wide-area wireless communication and both the supply device 5 and the vehicle 3 are in the communication setup and D-WPT service request state A60, the communication setup via wide-area wireless communication is successful. With this successful communication setup, the state transitions to a D-WPT service session A70.

[0092] Returning to FIG. 6, the D-WPT service session A70 transmits power contactlessly from the power transmitting side resonant circuit 240 of the supplying device 5 to the power receiving side resonant circuit 410 of the vehicle 3 when a communication connection is established between the supplying device 5 and the vehicle 3. The D-WPT service session A70 begins when communication is successfully set up and ends when communication ends. When communication ends in the state of the D-WPT service session A70, the state transitions to end of D-WPT service session A80.

[0093] At the end of the D-WPT service session A80, the vehicle 3 ends the wide-area wireless communication with the supplying device 5. The vehicle 3 and the supplying device 5 can receive a trigger to end the D-WPT service session A70. Then, the vehicle ECU 330 prevents D-WPT from starting between the secondary device 22 and the vehicle 3 until the third communication device 340 receives the next notification (a request signal for the D-WPT service).

[0094] Here, detailed activities of the D-WPT service session A70 will be described.

[0095] The D-WPT service session A70 includes a compatibility check and service authentication A110, a vehicle lateral fine positioning A120, a pairing and alignment check A130, a magnetic coupling check A140, a perform power transfer A150, a standby A160, and a power transfer terminated A170.

[0096] The compatibility check and service authentication A110 will now be described. After the communication setup is successful, the vehicle ECU 330 and the power transmission ECU 110 confirm that the primary device 13 and the secondary device 22 are compatible. The compatibility check is performed on the supply device 5 side based on information associated with the vehicle identification information acquired through communication. Check items include the minimum ground clearance of the secondary device 22, the shape type of the secondary device 22, the circuit topology of the secondary device 22, the self-resonant frequency of the secondary device 22, and the number of secondary coils 21.

[0097] In the compatibility check and service authentication A110, first, the vehicle 3 transmits compatibility information of the power receiving device 20 from the third communication device 340 to the supplying device 5. The first communication device 120 of the supplying device 5 receives the compatibility information of the power receiving device 20 from the vehicle 3. Then, the first communication device 120 of the supplying device 5 transmits the compatibility information of the power transmitting device 10 to the vehicle 3. The third communication device 340 of the vehicle 3 receives the compatibility information of the power transmitting device 10 from the supplying device 5.

[0098] The elements of the compatibility information that the vehicle 3 sends to the supply device 5 include vehicle identification information, WPT power classes, air gap classes, WPT operating frequencies, WPT frequency adjustment, WPT type, WPT circuit topology, fine positioning method, pairing method, alignment method, and information on whether or not the vehicle has a power adjustment function.

[0099] Elements of the compatibility information that the supply device 5 sends to the vehicle 3 include supply device identification information, WPT power class, gap class, WPT drive frequency, WPT frequency adjustment, WPT type, WPT circuit topology, detailed alignment method, pairing method, alignment method, and information on whether or not the power adjustment function is available.

[0100] The name of each element will be explained in detail. Note that each element of the compatibility information transmitted from the vehicle 3 to the supply device 5 will be explained, and the explanation of the compatibility information transmitted from the supply device 5 to the vehicle 3 that overlaps with the compatibility information transmitted from the vehicle 3 to the supply device 5 will be omitted.

[0101] The gap class is information indicating the gap class that the secondary device 22 can receive power. The WPT power class is information indicating the power class that the secondary device 22 can receive power. The WPT drive frequency is information indicating the frequency of the power received by the secondary device 22. The WPT frequency adjustment is information indicating whether the drive frequency can be adjusted. The WPT type is information indicating the shape type of the secondary device 22, and indicates the coil shape of the secondary coil 21. Examples of WPT types include circular and solenoid. The WPT circuit topology is information indicating the connection structure between the secondary coil 21 and the resonant capacitor. The WTP circuit topology includes series and parallel. The detailed alignment method is information indicating the method for performing alignment. The pairing method is a method for performing pairing in which the vehicle 3 identifies the supply device 5. The alignment method indicates a method for confirming the relative positions of the secondary device 22 and the primary device 13 before starting power transmission.

[0102] Next, detailed vehicle lateral alignment A120 will be described. The vehicle 3 performs detailed vehicle lateral alignment A120 prior to or in parallel with the pairing and alignment check A130. The vehicle ECU 330 starts detailed vehicle lateral alignment A120 when it determines that the vehicle 3 has approached or entered an area where the supply device 5 is installed (WPT lane).

[0103] Vehicle ECU 330 guides vehicle 3 to align primary device 13 and secondary device 22 within a range that establishes sufficient magnetic coupling for wireless power transfer.

[0104] The vehicle lateral detailed positioning A120 is basically performed manually or automatically on the vehicle 3 side. The vehicle lateral detailed positioning A120 can be linked with an ADAS (Automated Driving Assistance System). The end of this communication is the end of the D-WPT service session A80.

[0105] The activity of vehicle lateral detailed alignment A120 then continues until the vehicle 3 leaves the D-WPT charging site or the state changes to communication end, and can be performed based on alignment information transmitted from the supply device 5 to the vehicle 3 via wide-area wireless communication.

[0106] The pairing and alignment check A130 will now be described. Here, the pairing and alignment check will be described separately.

[0107] Pairing: The P2PS interface, which provides short-range wireless communication, ensures that the primary device 13 and secondary device 22 are uniquely paired. The pairing process is as follows:

[0108] First, the vehicle ECU 330 recognizes that the vehicle 3 has approached or entered a D-WPT lane. For example, the vehicle ECU 330 has map information including the D-WPT lane and compares it with the vehicle's own position information obtained by the GPS receiver 360 to recognize the approach or entry based on the straight-line distance, etc. The vehicle 3 transmits to the server 30 via wide-area wireless communication which D-WPT lane it has approached. In short, the third communication device 340 notifies the cloud with a signal indicating that the vehicle 3 has approached one of the D-WPT lanes. Furthermore, when the vehicle ECU 330 recognizes that the vehicle 3 has approached or entered a D-WPT lane, the fourth communication device 350 begins transmitting modulated signals at regular intervals to pair the primary device 13 and the secondary device 22.

[0109] Furthermore, the supplying device 5 may recognize that the vehicle 3 is approaching or entering a D-WPT lane using information obtained from the server 30 via wide-area wireless communication. The server 30 assigns the vehicle identification information of the vehicle 3 approaching each D-WPT lane to the supplying device 5 corresponding to that lane. Since the supplying device 5 only needs to refer to the vehicle identification information narrowed down by the server 30, the authentication process can be completed in a short time. When the supplying device 5 recognizes that the vehicle 3 is approaching a D-WPT lane, the second communication device 130 enters standby mode. In standby mode, the supplying device 5 waits to receive a modulated signal from the fourth communication device 350 of the vehicle 3. This modulated signal includes the vehicle identification information.

[0110] When the second communication device 130 receives the modulated signal from the vehicle 3, the supplying device 5 compares the vehicle identification information received by the short-range wireless communication with the vehicle identification information in the identification information list obtained as a result of the wide-area wireless communication with multiple vehicles 3 approaching the D-WPT lane. Through this comparison, the supplying device 5 identifies the vehicle 3.

[0111] When the vehicle ECU 330 recognizes that the vehicle 3 is outside the D-WPT lane, it stops transmission of the modulated signal from the fourth communication device 350. The vehicle ECU 330 can determine whether or not the vehicle 3 has passed through the D-WPT lane based on the map information and the position information of the vehicle itself.

[0112] The supply device 5 stops waiting for a modulated signal from the fourth communication device 350 when it determines that the vehicle 3 is not traveling in a D-WPT lane or when it determines that the vehicle 3 is not approaching a D-WPT lane.

[0113] Pairing continues with the primary device 13 until the vehicle 3 leaves the D-WPT charging site or the state changes to communication ended. Once pairing is complete, the state transitions to alignment check.

[0114] The alignment check is intended to verify that the lateral distance between the primary device 13 and the secondary device 22 is within an acceptable range. The alignment check is performed using short-range wireless communication (P2PS).

[0115] The alignment check continues to be performed based on P2PS until the vehicle 3 leaves the D-WPT charging site or the state changes to communication end. The result of the alignment check can be transmitted from the first communication device 120 to the third communication device 340 via wide-area wireless communication.

[0116] The magnetic coupling check A140 will now be described. In the magnetic coupling check A140, the supply device 5 checks the magnetic coupling state and confirms that the secondary device 22 is within an allowable range. When the magnetic coupling check A140 is completed, the state transitions to power transmission execution A150.

[0117] The execution of power transmission A150 will now be described. In this state, the power supply device 5 transmits power to the power receiving device 20. The power transmission device 10 and the power receiving device 20 must be capable of controlling the transmitted power (transmitted power and received power) to ensure the usefulness of MF-D-WPT and to protect the power receiving device 20 and the battery 320. Larger power transmission helps extend the travel distance of the power receiving device 20 without static wireless charging or conductive charging. However, the capacity of the battery 320 varies depending on the model of the vehicle 3, and the demand for driving power may fluctuate suddenly. One example of this sudden fluctuation is sudden regenerative braking. When regenerative braking is performed while traveling on a D-WPT lane, regenerative braking takes priority, so the received power from the power receiving device 20 is supplied to the battery 320 in addition to the regenerated power. In this case, the power receiving device 20 needs to adjust the transmitted power to protect the battery 320 from overcharging.

[0118] Despite the need for power control, no new communication is initiated between the power supplying device 5 and the power receiving device 20 in this state because the instability and latency of communication may impair response and accuracy in power control. Therefore, the power supplying device 5 and the power receiving device 20 transmit and control power based on the information known up to this state.

[0119] The supplying device 5 increases the transmitted power of the magnetic coupling check in response to a power request previously sent by the third communication device 340 using wide area wireless communication. The supplying device 5 tries to keep the current and voltage fluctuations within their limits and maximize the transmitted power during the transition.

[0120] The power receiving device 20 basically receives the transmitted power from the power transmitting device 10 without any control. However, the power receiving device 20 starts control when the transmitted power exceeds or is about to exceed a limit, such as the rated power of the battery 320, which fluctuates depending on the state of charge and the drive power demand of the vehicle 3. In addition, the power control in the vehicle ECU 330 is also required to deal with malfunctions in wide-area wireless communication. This malfunction can lead to a discrepancy between the power control target in the primary device 13 and the request from the third communication device 340, and a sudden failure of the power receiving device 20 or the battery 320 during power transmission. The power receiving device 20 controls the transmitted power based on the power request rate notified by the first communication device 120.

[0121] The power requirements are determined based on compatibility check information such as the WPT circuit topology, geometry, ground clearance, and EMC (electromagnetic compatibility) of the vehicle 3 and primary device 13. The magnetic field varies depending on these specifications, and power must be transmitted within a range that satisfies EMC.

[0122] There is a possibility that the power control in the power transmission ECU 110 and the power receiving device 20 may interfere with each other. In particular, there is a possibility of interference when the supply device 5 attempts to realize a power request greater than the latest power limit of the power receiving device 20 through wide-area wireless communication. An example of this is sudden regeneration control of the relatively small battery 320 in the vehicle 3. If possible, it is desirable that the supply device 5 be able to detect a mismatch between the power control target and the limit and adjust the power transmission to resolve the mismatch.

[0123] The state transitions to standby A160 if power transmission is interrupted for a short period while the secondary device 22 is still above the primary device 13, for example, if the foreign object detection device 14 detects a foreign object on the primary device 13, or if misalignment of the secondary device 22 causes low magnetic coupling. Note that if the vehicle 3 is equipped with a foreign object detection device, the vehicle 3 may also detect the foreign object.

[0124] When the secondary device 22 passes over the primary device 13, the state transitions to end power transfer A170. In this case, the magnetic coupling between the two devices is weakened, so less power is transferred. The supplying device 5 can detect this weakening of the magnetic coupling by monitoring the transmitted power, so the supplying device 5 essentially decides to transition to end power transfer A170 and then begins reducing the voltage to stop the power transfer.

[0125] The standby A160 will now be described. In this state, if power transmission is interrupted for a short time for some reason, and once D-WPT is ready in both the vehicle 3 and the supply device 5, the state returns to the execution of power transmission A150. When there is a possibility that power transmission may be interrupted, the state becomes standby A160.

[0126] The power transmission termination A170 will now be described. In this state, the supplying device 5 reduces the transmitted power to zero and retains or uploads power transmission result data such as total transmitted power, power transmission efficiency, and fault history. Each data is tagged with vehicle identification information. Finally, the supplying device 5 deletes the vehicle identification information of the vehicle 3 that has passed through the D-WPT lane. This allows the supplying device 5 to prepare for subsequent pairing and power transmission to other vehicles. The processing sequence for the power transmission termination A170 is shown in FIG. 8.

[0127] 8 is a sequence diagram showing the operation after the end of power supply from the supply device 5 to the vehicle 3 during travel. When the power receiving device 20 of the vehicle 3 ends receiving power from the supply device 5 (step S21), the vehicle 3 transmits power reception end information to the server 30 (step S22). In step S22, the power reception end information is transmitted from the third communication device 340 of the vehicle 3. The power reception end information includes, as information related to the reception of power from the supply device 5, for example, vehicle identification information of the vehicle 3, the received power from the supply device 5, the power receiving efficiency, and an abnormality detection result.

[0128] When the process of step S21 is performed, the supplying device 5 ends the power transmission to the vehicle 3 (step S23). The process of step S21 and the process of step S23 may or may not be performed simultaneously. When the process of step S23 is performed, the supplying device 5 transmits power transmission end information to the server 30 (step S24). In step S24, the power transmission end information is transmitted from the first communication device 120 of the supplying device 5.

[0129] When the server 30 receives the power reception end information from the vehicle 3 and the power transmission end information from the supply device 5, the server 30 performs a power supply end process to end the power supply from the supply device 5 to the vehicle 3 (step S25). In the power supply end process, a process of calculating the amount of power to be supplied from the supply device 5 to the vehicle 3 based on the power reception end information and the power transmission end information, and a process of charging the user of the vehicle 3 based on the calculated amount of power to be supplied are performed.

[0130] Furthermore, the vehicle 3 transmits the vehicle information to the server 30 regardless of the power supply termination process (step S26). In step S26, the vehicle information is transmitted from the third communication device 340 of the vehicle 3.

[0131] When the server 30 receives the vehicle information from the vehicle 3 after performing the power supply end process, the server 30 identifies the vehicle identification information of the vehicle 3 located within the vicinity of each supply device 5 based on the vehicle information (step S27).

[0132] Then, if a power supply device 5 has already performed the power supply termination process for a certain vehicle 3, the server 30 deletes the vehicle identification information of the vehicle 3 for which the power supply termination process has already been performed from the vehicle identification information of the vehicles 3 within the vicinity of the supply device 5 identified in the process of step S27 (step S28).

[0133] Then, the server 30 transmits to each supply device 5 vehicle information linked to the vehicle identification information of the vehicle 3 identified as being located within the vicinity area of ​​each supply device 5 that has not been deleted in the processing of step S28 (step S29).

[0134] After the vehicle information is transmitted to each supplying device 5 in the process of step S29, when the supplying device 5 receives the vehicle information from the server 30, the supplying device 5 registers or deletes the vehicle identification information in the identification information list (step S30). The process of step S30 is the same as the process of step S14 in FIG. 7. Thereafter, the supplying device 5 transmits the vehicle identification information registered in the identification information list to the server 30 (step S31). The process of step S31 is the same as the process of step S15 in FIG. 7.

[0135] Then, when the server 30 receives the vehicle identification information from the supplying device 5, it transmits a list registration notification to the vehicle 3 corresponding to the vehicle identification information registered in the identification information list (step S32). The processing of step S32 is similar to the processing of step S16 in FIG. 7.

[0136] 8 is performed, the identification information list will contain the vehicle identification information of vehicles 3 that are located within the vicinity of each supply device 5, that have not terminated power supply from that supply device 5, and that have not received a request to delete the vehicle identification information. If the vehicle identification information of the vehicle 3 is registered in the identification information list of any supply facility 2, the vehicle 3 will receive a list registration notification. Therefore, by receiving the list registration notification, the vehicle ECU 330 can determine that the vehicle is registered in any supply device 5. If the vehicle 3 moves out of the vicinity of the supply device 5, the vehicle identification information of the vehicle 3 will be deleted from the identification information list of the supply device 5.

[0137] Returning to FIG. 6 , at the end of power transfer A170, the power receiving device 20 does not need to do anything to set the transmitted power to zero. The P2PS interface remains active when the vehicle 3 is in the D-WPT lane, and the state of the power receiving device 20 automatically transitions to pairing for the next power transfer from the primary device 13. As shown in FIG. 6 , the state transitions from the end of power transfer A170 to the pairing and alignment check A130. As shown in FIG. 6 , when a predetermined transition condition is met, it is possible to transition from the magnetic coupling check A140 to the pairing and alignment check A130, or from the execution of power transfer A150 to the pairing and alignment check A130. Pairing may be performed individually for multiple primary coils 11, or may be performed at a representative point for multiple primary coils 11.

[0138] If there is no D-WPT request from the vehicle ECU 330, or if the sequence of states from the communication setup and D-WPT service request A60 to the power transmission termination A170 is prohibited, the D-WPT service session A70 transitions to the D-WPT service session termination A80, which terminates the wide-area wireless communication between the first communication device 120 and the third communication device 340. For example, D-WPT is terminated when the battery 320 is too charged or when the power receiving device 20 is too hot for continuous power transmission. Such unnecessary D-WPT can be disabled simply by deactivating the P2PS interface. However, by terminating the wide-area wireless communication, the power transmitting ECU 110 can free up memory occupied by the vehicle 3 without requiring D-WPT by terminating the established wide-area wireless communication.

[0139] Furthermore, the D-WPT service session A70 is not limited to transitions such as those shown by the transition lines in Figure 6. When activities after the pairing and alignment check A130 are completed in the D-WPT service session A70, if the condition for the power transmission process to remain in the D-WPT service session A70 is met, the state does not transition to the end of the D-WPT service session A80, but transitions to the compatibility check and service authentication A110. For example, if a predetermined transition condition is met in the state of the magnetic coupling check A140, the state can transition to the compatibility check and service authentication A110.

[0140] In the wireless power transmission system 1 according to the embodiment, the vehicle 3 can charge the battery 320 by performing regenerative braking. In the wireless power transmission system 1 according to the embodiment, when the vehicle 3 approaches or enters the D-WPT lane, if the compatibility between the primary device 13 of the supply device 5 and the secondary device 22 of the vehicle 3 (power receiving device 20) is satisfied and there is a possibility of overcharging the battery 320, predetermined charging control by short-range wireless communication is performed. On the other hand, in the wireless power transmission system 1 according to the embodiment, if the compatibility between the primary device 13 of the supply device 5 and the secondary device 22 of the vehicle 3 (power receiving device 20) is satisfied and there is no possibility of overcharging the battery 320, the predetermined charging control by short-range wireless communication is not performed. Thereby, the wireless power transmission system 1 according to the embodiment can suppress unnecessary short-range wireless communication while suppressing overcharging. Further, the predetermined charging control is particularly preferably performed in a small vehicle such as a compact car where the capacity of the battery 320 is small and power adjustment is strict.

[0141] In the wireless power transmission system 1 according to the embodiment, the vehicle ECU 330 of the vehicle 3 determines whether there is a possibility of overcharging the battery 320 based on the maximum value of the power that the supply device 5 can transmit, the chargeable amount of the battery 320 of the vehicle 3, and the maximum value of the electric power generated by the regenerative braking that occurs during the braking operation of the vehicle 3. For example, when the vehicle ECU 330 sets the maximum value of the power that the supply device 5 can transmit as Pw_max, the maximum value of the electric power generated by the regenerative braking that occurs during the braking operation as Pr_max, and the chargeable amount of the battery 320 of the vehicle 3 as Win, it determines whether the relationship Win < Pw_max + Pr_max is satisfied. Note that the maximum value Pw_max of the electric power generated by the regenerative braking is preferably variable according to the vehicle speed of the vehicle 3.

[0142] When the vehicle ECU 330 determines that the relationship Win < Pw_max + Pr_max is satisfied, it determines that there is a possibility of overcharging the battery 320 due to the power from the supply device 5 and the power from regenerative braking. On the other hand, when the vehicle ECU 330 determines that the relationship Win < Pw_max + Pr_max is not satisfied, it determines that there is no possibility of overcharging the battery 320 due to the power from the supply device 5 and the power from regenerative braking. Then, when the vehicle ECU 330 determines that there is a possibility of overcharging the battery 320, it prohibits the regenerative braking of vehicle 3. On the other hand, when the vehicle ECU 330 determines that there is no possibility of overcharging the battery 320, it permits the regenerative braking of vehicle 3.

[0143] The determination of whether there is a possibility of overcharging the battery 320 is made only when it is determined in the compatibility check performed between vehicle 3 and the supply device 5 that there is compatibility between the primary device 13 of the supply device 5 in the D-WPT lane that vehicle 3 has approached or entered and the secondary device 22 of vehicle 3.

[0144] Then, when the vehicle ECU 330 determines through the compatibility check that there is compatibility and that there is a possibility of overcharging the battery 320, for example, it may be configured to determine whether a power command by short-range wireless communication is possible. And, as the predetermined charge control to be implemented when there is a possibility of overcharging the battery 320, for example, if a power command by short-range wireless communication from vehicle 3 to the supply device 5 is possible, the regenerative braking of vehicle 3 is permitted, and if a power command by short-range wireless communication from vehicle 3 to the supply device 5 is not possible, the regenerative braking of vehicle 3 is prohibited.

[0145] The determination of whether a power command can be sent from the vehicle 3 to the supply device 5 via short-range wireless communication is made taking into account, for example, the amount of information that can be transmitted from the vehicle 3 to the supply device 5 via short-range wireless communication and the communication time required for short-range wireless communication between the vehicle 3 and the supply device 5. That is, because the amount of information that can be transmitted via short-range wireless communication is limited, if there is not enough available information to transmit a power command, based on information about other vehicles 3, including vehicle identification information, it is determined that a power command cannot be sent via short-range wireless communication. On the other hand, if there is enough available information to transmit a power command, it is determined that a power command can be sent via short-range wireless communication. Furthermore, if the communication time for short-range wireless communication is such that enough time can be secured to adjust the amount of power and transmit power from the supply device 5 to the vehicle 3 before the vehicle 3 passes over the supply device 5, it is determined that a power command can be sent via short-range wireless communication. On the other hand, if the communication time for short-range wireless communication is such that enough time cannot be secured to adjust the amount of power and transmit power from the supply device 5 to the vehicle 3 before the vehicle 3 passes over the supply device 5, it is determined that a power command cannot be sent via short-range wireless communication.

[0146] By adjusting the amount of power according to a power command via short-range wireless communication and transmitting the power from the supply device 5 to the vehicle 3, it is possible to prevent the battery 320 from being overcharged by the power from the supply device 5 and the power from regenerative braking. Therefore, when the vehicle ECU 330 determines that a power command via short-range wireless communication is possible, it does not prohibit regenerative braking of the vehicle 3. On the other hand, when the vehicle ECU 330 determines that a power command via short-range wireless communication is not possible, the vehicle ECU 330 prohibits regenerative braking of the vehicle 3 because performing regenerative braking may cause the battery 320 to be overcharged by the power from the supply device 5 and the power from regenerative braking.

[0147] Further, when the vehicle ECU 330 determines that the primary device 13 and the secondary device 22 are compatible through compatibility check and that overcharging may occur in the battery 320, for example, it may be configured to determine whether to request power from the supply device 5 through short-range wireless communication. And, when overcharging may occur in the battery 320, as the predetermined charge control to be performed by the vehicle ECU 300, for example, when the brake of the vehicle 3 is ON, a power request is made from the vehicle 3 to the supply device 5 through short-range wireless communication, and when the brake of the vehicle 3 is OFF, a power request from the vehicle 3 to the supply device 5 through short-range wireless communication is not performed.

[0148] Further, the vehicle ECU 330 may be configured to determine to make a power request through short-range wireless communication when the accelerator of the vehicle 3 is OFF and not to make a power request through short-range wireless communication when the accelerator of the vehicle 3 is ON. Also, the vehicle ECU 330 may be configured to determine to make a power request through short-range wireless communication when the stop lamp switch of the vehicle 3 is ON. Also, the vehicle ECU 330 may be configured to determine not to make a power request through short-range wireless communication when the stop lamp switch of the vehicle 3 is OFF.

[0149] Note that the vehicle ECU 330 may be configured to determine whether to request power from the supply device 5 through short-range wireless communication based on the maximum power value Pw_max that the supply device 5 can transmit, the chargeable amount Win of the battery 320 of the vehicle 3, and the maximum power value Pr_max of the regenerative brake generated during the brake operation of the vehicle 3. That is, the vehicle ECU 330 determines to make a power request through short-range wireless communication when the relationship Win < Pw_max + Pr_max is satisfied. On the other hand, the vehicle ECU 330 determines not to make a power request through short-range wireless communication when the relationship Win < Pw_max + Pr_max is not satisfied.

[0150] 9 is a flowchart showing an example of control for suppressing overcharging performed in the wireless power transmission system 1 according to the embodiment. Note that, here, vehicle information including required power is communicated via wide-area wireless communication between the supply device 5 of the D-WPT lane that the vehicle 3 is approaching or entering and the vehicle 3.

[0151] First, the vehicle ECU 330 determines whether the primary device 13 of the supply device 5 and the secondary device 22 of the vehicle 3 are compatible with each other through a compatibility check performed with the supply device 5 of the D-WPT lane that the vehicle 3 has approached or entered (step S41). Next, if the vehicle ECU 330 determines that the primary device 13 and the secondary device 22 are compatible with each other (Yes in step S41), it determines whether the battery 320 of the vehicle 3 may be overcharged by power transmission from the supply device 5 (step S42). If the vehicle ECU 330 determines that the battery 320 may be overcharged (Yes in step S42), it determines whether a power command can be sent to the supply device 5 via short-range wireless communication (step S43). If the vehicle ECU 330 determines that a power command via short-range wireless communication is not possible (No in step S43), it prohibits regenerative braking of the vehicle 3 (step S44). Thereafter, the vehicle ECU 330 ends the series of controls.

[0152] On the other hand, if vehicle ECU 330 determines in step S41 that primary device 13 and secondary device 22 are not compatible (No in step S41), if it determines in step S42 that there is no possibility of overcharging battery 320 (No in step S42), or if it determines in step S43 that a power command via short-range wireless communication is possible (Yes in step S43), it permits regenerative braking of vehicle 3 (step S45). After that, vehicle ECU 330 ends the series of controls.

[0153] As a result, in the wireless power transmission system 1 according to the embodiment, it is possible to suppress unnecessary short-range wireless communication while suppressing overcharging of the battery 320 due to regenerative braking during contactless power supply while driving.

[0154] FIG. 10 is a flowchart showing another example of the control for suppressing overcharging performed in the wireless power transmission system 1 according to the embodiment.

[0155] First, the vehicle ECU 330 determines whether the primary device 13 of the supply device 5 and the secondary device 22 of the vehicle 3 are compatible with each other through a compatibility check performed with the supply device 5 (step S51). Next, if the vehicle ECU 330 determines that the primary device 13 and the secondary device 22 are compatible with each other (Yes in step S51), it determines whether the battery 320 of the vehicle 3 is likely to be overcharged (step S52). If the vehicle ECU 330 determines that the battery 320 is likely to be overcharged (Yes in step S52), it determines whether the accelerator of the vehicle 3 is OFF (step S53). If the vehicle ECU 330 determines that the accelerator of the vehicle 3 is OFF (Yes in step S53), it determines whether the brake of the vehicle 3 is ON (step S54). If the vehicle ECU 330 determines that the brake of the vehicle 3 is ON (Yes in step S54), it requests power through short-range wireless communication (step S55). Thereafter, vehicle ECU 330 ends the series of controls.

[0156] On the other hand, if the vehicle ECU 330 determines in step S51 that the primary device 13 and the secondary device 22 are not compatible (No in step S51), if it determines in step S52 that there is no possibility of overcharging the battery 320 (No in step S52), if it determines in step S53 that the accelerator of the vehicle 3 is ON (No in step S53), or if it determines in step S54 that the brake of the vehicle 3 is OFF (No in step S54), it does not request power through short-range wireless communication (step S56). Thereafter, the vehicle ECU 330 ends the series of controls.

[0157] As a result, in the wireless power transmission system 1 according to the embodiment, when regenerative braking is performed during contactless power supply while driving, a power request is made via short-range wireless communication, thereby preventing overcharging of the battery 320 and suppressing unnecessary short-range wireless communication. [Explanation of symbols]

[0158] 1. Wireless power transmission system 2 Supply equipment 3 vehicles 4 road 5 Feeding device 6 AC power supply 10 Power transmission equipment 11 Primary coil 13 Primary device 20 Power receiving device 21 Secondary coil 22 Secondary device 320 Battery 330 Vehicle ECU

Claims

1. A wireless power supply system for charging a power storage device mounted on a vehicle equipped with a vehicle-side power receiving device by supplying power from a road-side power supply device in a wireless manner while the vehicle is in motion, comprising: the road-side power supply device has a first communication device for performing wide-area wireless communication with the vehicle-side power receiving device, and a second communication device for performing short-range wireless communication with the vehicle-side power receiving device, the vehicle-side power receiving device includes a third communication device for performing the wide-area wireless communication with the road-side power supply device, and a fourth communication device for performing the short-range wireless communication with the road-side power supply device, the vehicle is capable of performing regenerative braking to charge the power storage device, The road-side power supply device and the vehicle-side power receiving device are compatible with each other, and When there is a possibility of overcharging of the power storage device, a predetermined charge control is performed by the short-range wireless communication, and when there is no possibility of overcharging of the power storage device, the predetermined charge control by the short-range wireless communication is not performed; The predetermined charging control is characterized in that the regenerative braking is permitted if the vehicle-side power receiving device can issue a power command to the road-side power supply device via the short-range wireless communication, and the regenerative braking is prohibited if the vehicle-side power receiving device cannot issue a power command to the road-side power supply device via the short-range wireless communication.

2. A wireless power supply system for charging a power storage device mounted on a vehicle equipped with a vehicle-side power receiving device by supplying power from a road-side power supply device in a wireless manner while the vehicle is in motion, the road-side power supply device has a first communication device for performing wide-area wireless communication with the vehicle-side power receiving device, and a second communication device for performing short-range wireless communication with the vehicle-side power receiving device, the vehicle-side power receiving device includes a third communication device for performing the wide-area wireless communication with the road-side power supply device, and a fourth communication device for performing the short-range wireless communication with the road-side power supply device, the vehicle is capable of performing regenerative braking to charge the power storage device, The road-side power supply device and the vehicle-side power receiving device are compatible with each other, and When there is a possibility of overcharging of the power storage device, a predetermined charge control is performed by the short-range wireless communication, and when there is no possibility of overcharging of the power storage device, the predetermined charge control by the short-range wireless communication is not performed; The predetermined charging control is characterized in that, when the brake of the vehicle is ON, the vehicle-side power receiving device requests power from the road-side power supply device via the short-range wireless communication, and when the brake is OFF, the vehicle-side power receiving device does not request power from the road-side power supply device via the short-range wireless communication.

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