In-motion wireless power supply system

Abstract

To make compatible safety and efficiency in restarting a power transmission process after power failure by making clear a restarting method of a road-side power supply apparatus after recovery from a disaster in a case where the disaster occurs.SOLUTION: A system for non-contact power supply during traveling supplies power in a non-contact manner from a power transmission device in a road-side power supply apparatus to a traveling vehicle on which a vehicle-side power reception apparatus is mounted. The road-side power supply apparatus comprises: a first communication unit capable of executing a wide-range radio communication with the vehicle-side power reception apparatus; a second communication unit capable of executing a narrow-range radio communication with the vehicle-side power reception apparatus; a power transmission control section which controls the power transmission device; and an abnormality determination section capable of determining occurrence of an abnormality. When a disaster is determined, the abnormality determination section turns on a disaster flag and notifies the power transmission control section of it. The power transmission control section stops a power supply operation by the transmission device in a case where it is determined that the disaster flag is turned on, and causes the road-side power supply apparatus to execute a predetermined operation in a case where it is determined that the disaster flag is turned off.SELECTED DRAWING: Figure 9

Description

[Technical Field]

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

[0002] Patent document 1 discloses a technology in which the control unit of a contactless charger temporarily stops charging when it receives a signal indicating an abnormality in the power receiving device or detects a charging abnormality in the contactless charger, and then takes steps to resume charging when a first predetermined time has elapsed since the signal indicating the abnormality was received or the charging abnormality was detected. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2016-092978 Summary of the Invention [Problem to be solved by the invention]

[0004] In the case of in-motion power supply, in a road-side power supply device that transmits power from the road side to a vehicle, if the road-side power supply device experiences a power outage due to a disaster or if the power supply to the road-side power supply device is cut off in response to a disaster, the method for resuming operation after a power outage is unclear, and there is room for improvement regarding what resumption processing should be performed after a power outage when a power outage occurs or when drive power is stopped.

[0005] The present disclosure has been made in consideration of the above-mentioned problems, and its purpose is to provide an in-motion contactless power supply system that can achieve both safety and efficiency in restarting the power transmission process after a power outage by clarifying a method for restarting road-side power supply devices when a disaster occurs and after recovery from the disaster. [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 according to the present disclosure is an in-motion contactless power supply system that contactlessly supplies power from a power transmission device in a road-side power supply device to a moving vehicle equipped with a vehicle-side power receiving device, the road-side power supply device comprising: a first communication device capable of performing wide-area wireless communication with the vehicle-side power receiving device; a second communication device capable of performing short-range wireless communication with the vehicle-side power receiving device; a power transmission control unit that controls the power transmission device; and an abnormality determination unit that can determine the occurrence of a disaster, wherein when the abnormality determination unit determines that a disaster has occurred, it turns on a disaster flag and notifies the power transmission control unit, and when the power transmission control unit determines that the disaster flag has been turned on, it stops the power supply operation by the power transmission device, and when it determines that the disaster flag has been turned off, it causes the road-side power supply device to execute a predetermined process. [Effects of the Invention]

[0007] The in-motion contactless power supply system of the present disclosure makes it possible to achieve both safety and efficiency in resuming the power transmission process after a power outage in the event of a disaster by clarifying how to restart the roadside power supply device after recovery from the disaster. [Brief explanation of the drawings]

[0008] [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 in the wireless power transmission system when a disaster occurs. [Figure 10] FIG. 10 is a flowchart showing another example of control in the wireless power transmission system when a disaster occurs. [Figure 11] FIG. 11 is a flowchart for explaining the predetermined processing. DETAILED DESCRIPTION OF THE INVENTION

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

[0010] 1 is a schematic diagram showing a wireless power transfer system according to an embodiment. The wireless power transfer system 1 includes a supply facility 2 and a vehicle 3, and is a 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).

[0011] This wireless power transmission system 1 transmits wireless power from a supply facility 2 to a vehicle 3 by magnetic field resonant coupling (magnetic resonance). The wireless power transmission system 1 transmits power contactlessly from the supply facility 2 to the vehicle 3 traveling on a road 4. In other words, the wireless power transmission system 1 transmits power by a magnetic field 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.

[0012] The supply facility 2 includes a supply device 5 and an AC power source 6 that supplies power to the supply device 5. The supply device 5 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.

[0013] A supply device 5 as a roadside power supply device includes a segment 7 including a primary coil 11 and a management device 8 that manages the segment 7. The segment 7 is embedded in a lane of a road 4. The management device 8 is installed at the side of the road 4. The segment 7 is electrically connected to the management device 8. The management device 8 is electrically connected to an AC power source 6 and supplies power from the AC power source 6 to the segment 7. The segment 7 is electrically connected to the AC power source 6 via the management device 8. A plurality of 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 segments 7 have 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 segments 7.

[0014] The vehicle 3 is equipped with a power receiving device 20 having a secondary coil 21. The power receiving device 20, which is part of a vehicle-side power receiving device, 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.

[0015] 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."

[0016] 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.

[0017] 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.

[0018] 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.

[0019] 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.

[0020] 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.

[0021] The inverter 220 converts the DC power input from the PFC circuit 210 into AC power. Each switching element of the inverter 220 is 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.

[0022] The filter circuit 230 removes noise contained in the AC current input from the inverter 220 and supplies the AC power from which the noise has been removed to the power transmitting side resonant circuit 240. The filter circuit 230 is an LC filter that combines a coil and a capacitor. For example, the filter circuit 230 is configured 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.

[0023] 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.

[0024] 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.

[0025] 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.

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

[0027] The power transmission ECU 110 is an electronic control device that controls the supply device 5. The power transmission ECU 110 includes a processor and a memory. The processor includes a central processing unit (CPU), a digital signal processor (DSP), a field-programmable gate array (FPGA), and the like. The memory is a main storage device including a random access memory (RAM) and a read-only memory (ROM). The power transmission ECU 110 loads a program stored in the storage unit into a working area of ​​the memory (main storage device) and executes it. The power transmission ECU 110 controls each component through the execution of the program, thereby achieving functions that meet a predetermined purpose. The storage unit includes recording media such as an erasable programmable read-only memory (EPROM), a hard disk drive (HDD), and removable media. Examples of removable media include disc recording media such as a universal serial bus (USB) memory, a compact disc (CD), a digital versatile disc (DVD), and a Blu-ray 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.

[0028] 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.

[0029] 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.

[0030] The first communication device 120 is a ground-side communication device that performs wide-area wireless communication. The first communication device 120 performs wireless communication with 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.

[0031] 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.

[0032] The second communication device 130 is a ground-side communication device that performs short-range wireless communication. The second communication device 130 performs wireless communication with 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.

[0033] 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.

[0034] 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.

[0035] 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 140 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 140 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 140 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.

[0036] The vehicle 3 includes a power receiving device 20, a charging relay 310, a battery 320, a vehicle ECU 330, a third communication device 340, a fourth communication device 350, and a GPS (Global Positioning System) receiver 360.

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

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

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

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

[0041] The rectifier circuit 430 converts the AC power input from the filter circuit 420 into DC power and outputs it to the battery 320. The rectifier circuit 430 is configured, for example, by a full-bridge circuit in which four diodes are 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.

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

[0043] Charging relay 310 is provided between rectifier circuit 430 and battery 320. 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.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] The third communication device 340 is a vehicle-side communication device that performs wide-area wireless communication. The third communication device 340 performs wireless communication with the first communication device 120 of the supply device 5 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.

[0048] The fourth communication device 350 is a vehicle-side communication device that performs short-range wireless communication. The fourth communication device 350 performs wireless communication with the second communication device 130 of the supply device 5 when the vehicle 3 approaches or enters a D-WPT lane. The short-range wireless communication is unidirectional wireless signaling. The unidirectional 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.

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

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

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

[0052] 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.

[0053] 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.

[0054] Furthermore, the power transmitting side resonant circuit 240 is not limited to a configuration in which the primary coil 11 and the resonant capacitor are connected in series. The primary coil 11 and the resonant capacitor may be connected in parallel, or 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.

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

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

[0057] Furthermore, the foreign object detection device 140 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.

[0058] 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.

[0059] 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.

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

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

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

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

[0064] 4 is a block diagram showing the functional configuration of the power transmitting ECU 110. The power transmitting ECU 110 includes a first communication control unit 510, a second communication control unit 520, a power transmitting control unit 530, and an abnormality determination unit 540. The abnormality determination unit 540 also includes a disaster flag setting unit 541 as a disaster flag setting means, and an operation flag setting unit 542 as an operation flag setting means.

[0065] 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).

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

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

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

[0069] The disaster flag setting unit 541 functions as a flag setting unit that turns a disaster flag on or off when disaster information is acquired. The abnormality determination unit 540 can determine the occurrence of a disaster when the disaster flag setting unit 541 turns the disaster flag on or off. The operation flag setting unit 542, which serves as an operation flag setting means, turns on or off an operation flag that sets the start of operation in the supply device 5 after the disaster flag setting unit 541 turns on or off the disaster flag. The abnormality determination unit 540 can determine an abnormality based on the state of the flag, such as when the disaster flag is turned on or off or when the operation flag is turned on or off.

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

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

[0072] The fourth communication control unit 620 executes fourth communication control 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).

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

[0074] In the wireless power transmission system 1 configured 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.

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

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

[0077] The activities that make up the power transmission process include a power transmission service session (D-WPT service session A70) 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.

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

[0079] Preparation A20 is a preparation state of the supplying device 5. In preparation A20, the supplying device 5 starts up the circuit and checks safety without communicating with the vehicle 3. The supplying device 5 transitions to the preparation A20 state when the master power supply 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.

[0080] 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 enters 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.

[0081] The communication setup and D-WPT service request A60 is initiated by the vehicle ECU 330. In response to the communication setup 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 setup 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 the vehicle 3 is planning 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 setup 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.

[0082] FIG. 7 is a sequence diagram showing a case where communication is performed between the vehicle 3 and the supply device 5 using wide-area wireless communication. The vehicle 3 transmits vehicle information to the server 30 (step S11). In step S11, the third communication device 340 of the vehicle 3 transmits the vehicle information to the server 30. The vehicle information includes vehicle identification information, various parameters of the power receiving device 20, current 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.

[0083] 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.

[0084] 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.

[0085] 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.

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

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

[0088] In this way, when the vehicle 3 starts wide-area wireless communication and both the supply device 5 and the vehicle 3 are in 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.

[0089] Returning to FIG. 6, the D-WPT service session A70 transmits power contactlessly from the power transmitting side resonant circuit 240 of the supplying device 5 to the power receiving side resonant circuit 410 of the vehicle 3 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.

[0090] 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).

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

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

[0093] 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.

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

[0095] 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.

[0096] 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.

[0097] 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.

[0098] 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.

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

[0100] 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.

[0101] The detailed positioning A120 is basically performed manually or automatically on the vehicle 3 side. The 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.

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

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

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

[0105] First, the vehicle ECU 330 recognizes that the vehicle 3 has approached or entered a D-WPT lane. For example, the vehicle ECU 330 has map information including the D-WPT lane and compares it with the 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.

[0106] 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.

[0107] When the second communication device 130 receives the modulated signal from the vehicle 3, the supplying device 5 compares the vehicle identification information received by the short-range wireless communication with the vehicle identification information in the identification information list obtained 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.

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

[0109] 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.

[0110] 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.

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

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

[0113] 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.

[0114] 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 increase 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 power demand for driving 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.

[0115] 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.

[0116] 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 ranges and maximize the transmitted power during the transition.

[0117] The power receiving device 20 basically receives the transmitted power from the power transmitting device 10 without any control. However, the power receiving device 20 starts control when the transmitted power exceeds or is about to exceed a limit, such as the rated power of the battery 320, which 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.

[0118] 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.

[0119] There is a possibility that the power control in the power transmission ECU 110 and the power receiving device 20 may interfere with each other. In particular, there is a possibility of interference when the 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.

[0120] 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.

[0121] 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.

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

[0123] 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.

[0124] 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.

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

[0126] When the server 30 receives the power reception end information from the vehicle 3 and 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.

[0127] 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.

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

[0129] Then, if a power supply device 5 has already performed the power supply termination process for a 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).

[0130] 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).

[0131] After the vehicle information is transmitted to each supplying device 5 in the process of step S29, when the supplying device 5 receives the vehicle information from the server 30, the supplying device 5 registers or deletes the vehicle identification information in the identification information list (step S30). The process of step S30 is 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.

[0132] Then, when the server 30 receives the vehicle identification information from the supplying device 5, it transmits a list registration notification to the vehicle 3 corresponding to the vehicle identification information registered in the identification information list (step S32). The processing of step S32 is similar to the processing of step S16 in FIG. 7.

[0133] 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.

[0134] Returning to FIG. 6 , at the end of power transfer A170, the power receiving device 20 does not need to take any action to zero the transmitted power. 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, the transition can occur 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 can be performed individually for multiple primary coils 11, or can be performed at a representative point for multiple primary coils 11.

[0135] 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.

[0136] 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.

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

[0138] The phenomena that occur due to a power outage include, first, an interruption in power supply, and, second, an interruption in authentication. Note that a power outage refers to a power outage in the components that make up the supply device 5. In the vehicle 3, communication with the management device 8 may be impossible, authentication may not be possible, or power supply may be stopped. Note that in this case, the following three situations are possible relative to the normal state. Normal state Normal operation: Wide-area wireless communication "Enabled", short-range communication "Enabled", power supply device "Enabled" Power outage Power supply outage: Wide-area wireless communication "operation", short-range communication "operation", power supply "outage (Outage)" Wide-area outage: Wide-area wireless communication "power outage", short-range communication "operation", power supply "operation" Total outage: Wide-area wireless communication "power outage", short-range communication "power outage", power supply "power outage" When these situations occur, i.e., when a power outage or disaster occurs, the power supply equipment first detects a drop in the grid voltage or DC link voltage and shuts down, then the control system and communication system, whose voltages are maintained by the voltage maintenance unit, execute shutdown procedures, and the equipment shuts down after the shutdown procedures are completed. This allows the supply equipment 5 and management device 8 to be safely shut down even in the event of a power outage. This operation functions as a software operation switch.

[0139] Furthermore, in the present disclosure, when the management device 8 or the supply device 5 recovers from a power outage, the recovery process is changed depending on the recovery status from the power outage. For example, if the time from power outage to recovery, i.e., the restart time, is longer than a predetermined time, the recovery process starts from the stage where the master power supply is in the ON state A10 (see FIG. 6). If the power outage is shorter than the predetermined time, the recovery process starts from the D-WPT service session A70 (see FIG. 6). Note that even if the abnormality determination unit 540 determines an abnormality, if the voltage monitored by the disaster flag setting unit 541 is within the normal range, the D-WPT service session A70 may be started. When starting from the D-WPT service session A70, it can start from either the pairing and alignment check A130 or the magnetic coupling check A140. The predetermined time can be selected and set from a range of several microseconds to 10 seconds. This prevents power control on the vehicle 3 from being disrupted by a sudden power transmission.

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

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

[0142] As a second example, if the AC power supply 6 and at least one of the components of the segment 7, primary device 13, and second communication device 130 suffer a power outage, when the power is restored, if a vehicle 3 is located directly above the segment 7, power supply is started from the vehicle 3 next to the one that the vehicle 3 passed. In other words, if a vehicle 3 located directly above the segment 7 receives power, power supply is resumed from the next segment 7 that the vehicle 3 reaches (opposes). If a vehicle 3 stays directly above the segment 7 for a predetermined time or longer, power supply is resumed from the D-WPT service session A70. If the power outage lasts for a predetermined time or longer, power supply is resumed from the ON state A10 in the supply device 5. In this case, the supply device 5 may transmit information to the vehicle 3 indicating that a power outage has occurred, and the vehicle 3 may also resume from the ON state A40.

[0143] FIG. 9 is a flowchart illustrating an example of control when a disaster is detected in a wireless power transmission system. The flowchart in FIG. 9 illustrates a process in which the supply device 5 has a passive operation switch. When the abnormality determination unit 540 determines an abnormality, the supply device 5 stops supplying power to the vehicle 3, turns off the operation switch, and resumes operation only when the administrator of the supply device 5 turns on the switch through hardware or software operations. In the following description, disasters include not only natural disasters but also various accidents and other phenomena that affect driving over a wide area, such as a state in which driving is disabled over a wide area. The abnormality determination unit 540 in the supply device 5 determines an abnormality by having the first communication control unit 510, acting as the SECC, perform a safety check in preparation A20 via the first communication device 120. The abnormality determination unit 540 checks for the presence or absence of accident / disaster information via wide-area wireless communication. If the accident / disaster information has not been received, the abnormality determination unit 540 transitions to a process for waiting for a request from the vehicle 3 (Waiting for D-WPT service request A30). If the accident / disaster information has been received, the abnormality determination unit 540 determines that a disaster has occurred. Furthermore, for abnormality determination in the vehicle 3, the third communication control unit 610 as the EVCC executes a safety check in preparation A50 via the third communication device 340. The vehicle ECU 330 checks the presence or absence of accident / disaster information by wide-area wireless communication, and if no accident / disaster information has been received, shifts processing to a D-WPT service request A60, whereas if accident / disaster information has been received, it determines that a disaster has occurred.

[0144] As shown in FIG. 9, the power transmission ECU 110 of the management device 8 monitors the occurrence of a disaster that may affect the power transmission or power supply of the supply device 5 using the abnormality determination unit 540 (step S41). The supply device 5 acquires disaster information related to the occurrence of a disaster and information about accidents such as flooding (hereinafter collectively referred to as disaster information) via wide-area wireless communication. In this case, the power transmission ECU 110 of the management device 8 in the supply device 5 determines whether or not to supply power at the preparation A20 stage (see FIG. 6). If the disaster flag setting unit 541 of the abnormality determination unit 540 determines that no disaster has occurred (step S41: No), step S41 continues. If the disaster flag setting unit 541 turns on the disaster flag due to the occurrence of a disaster (step S41: Yes), the power transmission ECU 110 stops the flow of the power supply operation (step S42). The power transmission ECU 110 also turns off a passive operation switch provided in the supply device 5 (step S43). The operation switch is a switch that can turn the operation of the supply device 5 on and off, and may be software-enabled and off by the power transmission ECU 110 in the supply device 5, or hardware-enabled and off by an administrator of the supply device 5. In other words, if power supply from the supply device 5 to the vehicle 3 is not possible, processing is limited to the D-WPT service request A60, and processing does not proceed to the D-WPT service session A70. Thereafter, P2PS communication between the supply device 5 and the vehicle 3 is not performed until recovery is determined by wide-area communication. This clarifies the processing when power supply is not possible after recovery from a stop state due to a disaster, for example, a power outage. Furthermore, if power supply is possible in preparation A20, resuming P2PS communication on the vehicle 3 side clarifies the method for resuming recovery from the stop state.

[0145] Next, the abnormality determination unit 540 continues monitoring the recovery from the accident or disaster that affects the power transmission or power supply of the supply device 5, and the disaster flag setting unit 541 determines whether the disaster flag is on (step S44). While the disaster flag setting unit 541 determines that the disaster flag is on (step S44: Yes), step S44 continues. On the other hand, if information indicating that the disaster flag has been turned off is input to the disaster flag setting unit 541 (step S44: No), the operation flag setting unit 542 waits for input of a power supply permission flag. Here, when information to turn on the power supply permission flag is input by the manager of the supply device 5 or the power transmission ECU 110, the operation flag setting unit 542 turns on the power supply permission flag and waits for the operation switch to be turned on (step S45). While the abnormality determination unit 540 determines that the operation switch remains off (step S45: No), step S45 continues. On the other hand, if the abnormality determination unit 540 determines that the operation switch has been turned on (step S45: Yes), the power supply operation is started by a predetermined operation (step S46). The predetermined operation will be described later.

[0146] Fig. 10 is a flowchart showing another example of control when a disaster is detected in a wireless power transmission system. The flowchart shown in Fig. 10 shows a process in which an administrator has an electronic ticket that can execute a flow to confirm normal operation (normal operation confirmation flow) even if the operation switch is off, and a normality ticket that labels normal when a normality determination is made, and each power supply device executes the normal operation confirmation flow in response to the distribution of the electronic ticket, turns on the operation switch upon receiving the normality ticket, and resumes power supply operation in response to a subsequent power supply request from a vehicle.

[0147] As shown in FIG. 10, the power transmission ECU 110 of the management device 8 monitors the occurrence of a disaster that may affect the power transmission or power supply of the supply device 5 using the abnormality determination unit 540 (step S51). The supply device 5 acquires disaster information related to the occurrence of a disaster and information about accidents such as flooding (hereinafter collectively referred to as disaster information) via wide-area wireless communication. In this case, the power transmission ECU 110 of the management device 8 in the supply device 5 determines whether or not to supply power at the preparation A20 stage (see FIG. 6). If the disaster flag setting unit 541 of the abnormality determination unit 540 determines that no disaster has occurred (step S51: No), step S51 continues. If the disaster flag setting unit 541 turns on the disaster flag due to the occurrence of a disaster (step S51: Yes), the power transmission ECU 110 stops the flow of the power supply operation (step S52). The power transmission ECU 110 also turns off a passive operation switch provided in the supply device 5 (step S53). That is, if power supply from the supply device 5 to the vehicle 3 is not possible, the process is limited to a D-WPT service request A60 and does not proceed to a D-WPT service session A70 (see FIG. 6). After that, P2PS communication between the supply device 5 and the vehicle 3 is not performed until it is determined by wide area communication that power has been restored.

[0148] Next, the abnormality determination unit 540 continues monitoring the recovery from the accident or disaster that affects the power transmission or power supply in the supply device 5, and the disaster flag setting unit 541 determines whether the disaster flag is on (step S54). While the disaster flag setting unit 541 determines that the disaster flag is on (step S54: Yes), step S54 continues. On the other hand, if information indicating that the disaster flag has been turned off is input to the disaster flag setting unit 541 (step S54: No), the operation flag setting unit 542 waits for input of a test operation flag. Here, when information to turn on the test operation flag is input by the administrator of the supply device 5 or the power transmission ECU 110, the operation flag setting unit 542 turns on the test operation flag, starts a test operation processing flow (step S56), and waits for input of an electronic ticket. The electronic ticket is a ticket that can execute a flow to confirm normal operation (normal operation confirmation flow).

[0149] The abnormality determination unit 540 of the power transmission ECU 110 waits for the input of an electronic ticket until the electronic ticket is input (step S57: No). If the abnormality determination unit 540 determines that the electronic ticket has been input and turned on (step S57: Yes), test power feeding is started (step S58). Thereafter, the power transmission ECU 110 waits for the input of a normal ticket (step S59). The normal ticket is a ticket that labels normal when it is determined that the test power feeding is normal. While the abnormality determination unit 540 determines that a normal ticket has not been input (step S59: No), step S59 is continued. On the other hand, if the abnormality determination unit 540 determines that the normal ticket has been input and turned on (step S59: Yes), the operation flag setting unit 542 turns off the test operation flag (step S60). Thereafter, a predetermined operation is performed to start the power feeding operation (step S61).

[0150] Next, a predetermined operation will be described. FIG. 11 shows a flowchart of the predetermined operation in step S46 shown in FIG. 9 and step S61 shown in FIG. 10. As shown in FIG. 11, after the operation switch that was turned off in response to input of disaster information is turned on, the power transmission ECU 110 determines whether the stop time is equal to or longer than a predetermined time (step S71). If the stop time is equal to or longer than the predetermined time (step S71: Yes), the supplying device 5 resumes from the ON state A10 (step S72) (see FIG. 6). On the other hand, if the stop time is shorter than the predetermined time (step S71: No), the supplying device 5 resumes from the D-WPT service session A70 (step S73) (see FIG. 6). Note that resumption from the D-WPT service session A70 may start from a compatibility check and service authentication A110, or may start from a pairing / alignment check A130. Here, when counting the stop time, a stop determination time may be input to a non-volatile memory, and when resuming from a stop, a stop recovery time may be acquired and compared with the stop determination time to calculate the stop time. Alternatively, when the count exceeds a threshold, a predetermined time lapse determination may be input to the non-volatile memory, and when resuming from a stop, a recovery operation may be determined by referring to the determination result. The power transmission ECU 110 may monitor the ECU's operating voltage, and when it falls below a predetermined threshold, a predetermined time lapse determination may be input to the non-volatile memory, and when resuming from a stop, a recovery operation may be determined by referring to the determination result. The determination time and recovery time are standard time received via standard radio waves.

[0151] Here, when the abnormality determination unit 540 determines that a disaster has occurred in the supplying device 5, the power transmitting ECU 110 of the supplying device 5 may transmit information about the occurrence of the disaster and information about a recovery method to the vehicle 3 via the first communication device 120 or the second communication device 130. The information about the recovery method is information (normal confirmation information) about resuming (recovering) from the D-WPT service session A70 or resuming (recovering) from the ON state A10 (A40) (see FIG. 6). Based on the received normal confirmation information, the vehicle 3 causes the power receiving device 20 of the vehicle 3 to resume from the ON state A40 or the D-WPT service session A70.

[0152] The determination of disaster detection and selection of a restart process after a power outage may be performed by vehicle ECU 330 instead of power transmission ECU 110.

[0153] Furthermore, when recovering from a power outage, a delay time may be set for each of a plurality of segments or for each group of a plurality of segments, and restarting may be started sequentially.

[0154] The method of notifying the information from the supply device 5 to the vehicle 3 may be wide-area communication using cellular or the like, short-area communication, or a combination of both. [Explanation of symbols]

[0155] 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 20 Power receiving device 21 Secondary coil 540 Abnormality determination section 541 Disaster Flag Setting Unit 542 Operation flag setting section

Claims

1. A wireless power supply system for when a vehicle is moving, in which power is supplied from a power transmission device in a road-side power supply device to a vehicle equipped with a vehicle-side power receiving device in a wireless manner, the road-side power supply device includes a first communication device capable of performing wide-area wireless communication with the vehicle-side power receiving device, a second communication device capable of performing short-range wireless communication with the vehicle-side power receiving device, a power transmission control unit that controls the power transmitting device, and an abnormality determination unit that can determine the occurrence of a disaster; When the abnormality determination unit determines that a disaster has occurred, the abnormality determination unit turns on a disaster flag and notifies the power transmission control unit; The power transmission control unit If it is determined that the disaster flag is turned on, the power supply operation by the power transmission device is stopped; When it is determined that the disaster flag has been turned off, the roadside power supply device executes a predetermined process. Wireless power supply system for when the vehicle is moving.

2. the abnormality determination unit determines that the power has recovered from the disaster and transmits information indicating that the disaster flag has been turned off to the power transmission control unit; The power transmission control unit When it is determined that the disaster flag is off, the predetermined process is executed. The wireless power supply system for a vehicle in motion according to claim 1 .

3. The power transmission control unit When it is determined that the information indicating that the disaster flag is on is received, the operation flag is turned off; When it is determined that the information that the disaster flag has been turned off has been received, and when it is determined that the information that the operation flag has been turned on by an operation by an administrator has been received, the predetermined process is executed. The wireless power supply system for a vehicle in motion according to claim 1 .

4. The power transmission control unit by operating the device to switch on a test operation flag, the device is put into a test operation state until it can be powered; Initiating a power supply operation by receiving an electronic ticket for the test operation; Upon receiving a normal ticket, the test operation flag is switched off and the predetermined process is resumed. The wireless power supply system for a vehicle in motion according to claim 1 .

5. the road-side power supply device includes a plurality of segments capable of supplying power to the vehicle-side power receiving device; Each of the plurality of segments includes a communication device configured to be able to receive at least one of an electronic ticket and a valid ticket, The power transmission control unit resumes the predetermined process in the segment in which the normal ticket is received. The wireless power supply system for when the vehicle is moving according to claim 4.

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