CONTACT-FREE CHARGING DEVICE

专利摘要:
non-contact charging device The present invention relates to a non-contact charging device that includes an energy receiving device that has at least one energy receiving coil 1b, which receives electrical energy from a transmission coil. energy 1a in a non-contact way through magnetic coupling; a battery 5 that is charged by electrical energy; a charge status detection unit for detecting the battery charge status 5; and an allowable charging range configuration unit for configuring an allowable charging range, which indicates the range of the position of the power transmission coil 1a relative to the position of the power receiving coil 1b, in which the battery charge is allowed, according to the state of charge detected by the charge state detention unit.
公开号:BR112013016594B1
申请号:R112013016594-4
申请日:2011-11-16
公开日:2020-09-08
发明作者:Toshihiro Kai；Throngnumchai Kraisorn
申请人:Nissan Motor Co., Ltd.；
IPC主号:

专利说明:

[0001] The present invention relates to a contactless charging device. This application is based on Japanese Patent Application No. 2010-290133 and claims its priority benefit, filed on December 27, 2010, the contents of which are incorporated here as part of the description by reference, as for the designated countries, where the incorporation of the document by reference is approved. Fundamentals of the Invention
[0002] A charging system that is known includes a charging device pre-installed in the vicinity of a vehicle stop position and configured to charge a vehicle-mounted battery when it is stopped in the predetermined position; a mobile unit charged by a vehicle driver and with a communication function; a vehicle communication unit mounted on the vehicle and configured to communicate with the mobile unit; and a battery charge control unit mounted on the vehicle and configured to start charging the battery when a determination is made that the driver is moving away from the vehicle, or to finish charging the battery when a determination is made that the driver is approaching the vehicle, based on the results obtained by the vehicle's communication unit communicating with the mobile unit, in which the battery is charged by transmitting and receiving electrical energy through the electromagnetic coupling between an energy receiving unit of the vehicle and a charging device power supply unit, while maintaining a non-contact state between them (see Patent Literature 1). Citation Literature
[0003] Patent Literature 1: Publication of Japanese Patent Application No. 2009089452. Summary of the Invention Technical problem
[0004] However, no determination is made as to whether or not charging is possible, based on the position of the power receiving unit and the position of a power supply unit, and therefore a user cannot see in the degree to which the position of the power supply unit can be shifted from the power receiving unit position, which in turn leads to the problem of causing inconvenience to the vehicle user.
[0005] An object of the present invention is to provide a contactless charging device that achieves an improvement in user convenience. Solution to the Problem
[0006] In order to solve the above problem, the present invention provides a non-contact charging device, including a charge state detection unit to detect the charge status of a battery, and a charge range configuration unit allowed to configure an allowable charging range, indicating the position range of a power transmission coil, according to the charge state detected by the charge state detection unit. Advantageous Effects of the Invention
[0007] According to the present invention, the permissible charging range is configured according to the charge state, or the charging time is calculated according to the charge state and the position of the power transmission coil, and so on. For example, when the state of charge is high, the amount of electrical energy required for charging is small and therefore the permitted charging range is configured correspondingly wide and thus a range in which the position shift of the power transmission coil is allowed can be extended, or, for example, when the charging time is long due to the position shift of the power transmission coil, a user can check the charging time and make a judgment to start charging, and as a As a result, user convenience can be improved. Brief Description of Drawings
[0008] FIG. 1 is a block diagram of a contactless charging system, according to an embodiment of the present invention. FIG. 2 is a block diagram of a battery controller and an electronic control unit illustrated in FIG. 1. FIG. 3A is a plan view and perspective views illustrating a power transmission coil and a power receiving coil of FIG. 1 facing each other. FIG. 3B is a plan view and perspective views illustrating the energy transmission coil and the energy receiving coil of FIG. 1, facing each other, illustrating said coils offset from each other in the direction of the X axis. FIG. 4 illustrates the characteristics of the energy received by the energy receiving coil 1B in the direction of the X axis (or in the direction of the Y axis) and in the direction of the Z axis illustrated in FIGs. 3A and 3B. FIG. 5A is a graph illustrating the charging energy characteristics for a battery 5 with respect to the charging time in FIG. 1, illustrating the characteristics in the case of charging under a condition where the electrical energy received by the energy receiving coil is equal to 3.0 kW. FIG. 5B is a graph illustrating the charging energy characteristics for a battery 5 with respect to the charging time in FIG. 1, illustrating the characteristics in the case of charging under a condition where the electrical energy received by the energy receiving coil is equal to 1.5 kW. FIG. 6A is a graph illustrating the charging energy characteristics for a battery 5 with respect to the charging time in FIG. 1, illustrating the characteristics in the case of charging under a condition where the electrical energy received by the energy receiving coil is equal to 3.0 kW. FIG. 6B is a graph illustrating the charging energy characteristics for a battery 5 with respect to the charging time in FIG. 1, illustrating the characteristics in the case of charging under a condition where the electrical energy received by the energy receiving coil is equal to 1.5 kW. FIG. 7 is an aid view for explaining an allowable charge range configured by an allowable charge range configuration unit illustrated in FIG. 2. FIG. 8 is a flow chart illustrating a control procedure in the contactless charging system illustrated in FIG. 1. FIG. 9 is a block diagram of a battery controller and an electronic control unit for a non-contact charging system, according to another embodiment of the present invention. FIG. 10 is a flow chart illustrating a control procedure for the contactless charging system illustrated in FIG. 9. FIG. 11 is a block diagram of a battery controller and an electronic control unit for a non-contact charging system, in accordance with yet another embodiment of the present invention. FIG. 12 is a flow chart illustrating a control procedure for the contactless charging system illustrated in FIG. 11. FIG. 13 is a block diagram of a battery controller and an electronic control unit for a non-contact charging system, according to an additional embodiment of the present invention. FIG. 14 is a flow chart illustrating a procedure for controlling the contactless charging system illustrated in FIG. 13. FIG. 15 is a block diagram of a battery controller and an electronic control unit for a non-contact charging system, according to a further embodiment of the present invention. FIG. 16 is a flow chart illustrating a control procedure for the contactless charging system illustrated in FIG. 15. Detailed Description of the Invention
[0009] Non-contact charging devices, in accordance with the modalities of the present invention, will be described below with respect to the drawings. [First Mode]
[0010] FIG. 1 is a block diagram illustrating a non-contact loading system to which an embodiment of the present invention is applied, and the system includes a unit on the ground 100 and a unit on the vehicle 200 and is configured in such a way that the unit on the ground 100 installed in a power supply station or similar provides a non-contact power source to a load, such as a battery 5, from the unit in the vehicle 200 mounted in a vehicle or similar, to charge the battery 5. In the first mode , the contactless charging device, including the contactless charging system, will be described here below as an example as being mounted on a charging device provided in an electric vehicle and a parking space for the vehicle; however, the contactless charging device, including the first mode contactless charging system, can be supplied in a vehicle other than the electric vehicle, or can be supplied in another vehicle.
[0011] Ground unit 100 includes a power transmission coil 1A, an electrical circuit on ground 2A, an electronic control unit (ECU) 3, a system power supply 4, and a ground communication device 8A. The power supply for system 4 supplies AC power to the electrical circuit on ground 2A. The electrical circuit on the ground 2A is a circuit that includes a rectifier, a power converter, a resonant circuit, and the like, and converts the AC power transmitted from the system's power supply 4 into an AC wave of AC power and transmits the AC power converted to the 1A power transmission coil. The power transmission coil 1A transmits high frequency energy to a power receiving coil 1B through an electromagnetic induction action with the coils being in their non-contact states. The power transmission coil 1A is provided in the parking space in a parking area in which the first mode non-contact charging system is provided. When the vehicle supplied with the unit in vehicle 200 is parked in the parking space, the energy transmission coil 1A is located under the energy receiving coil 1B, while maintaining a distance from the energy receiving coil 1B. ECU 3 is a controller for controlling the entire unit on the ground 100, and controls the electrical circuit on the ground 2A, for example, to start and end the transmission of electricity from the power transmission coil 1A to the receiving coil. energy 1B, and thus adjust the electrical energy to be transmitted from the energy transmission coil 1A. The ground communication device 8A communicates with the communication device in the vehicle 8B to thus transmit the energy transmission time interval, the energy transmitted or similar to the unit in the vehicle 200, under a control signal from the ECU 3 Also, the ground communication device 8A transmits the position of the power transmission coil 1A to the unit in vehicle 200.
[0012] The unit in vehicle 200 includes the energy receiving coil 1B, an electrical circuit in vehicle 2B, battery 5, an electronic control unit (ECU) 7, a battery controller (BC) 6, and a communication device in the vehicle 8B. The energy receiving coil 1B is a coil that receives the high frequency energy transmitted from the energy transmission coil 1A through an electromagnetic induction action with the coils being in their non-contact states, and is supplied on a surface base (or chassis) or similar of the vehicle supplied with the unit in vehicle 200. The electrical circuit in vehicle 2B is a circuit including a resonant circuit, a rectifier, a junction block (J / B) and the like, and converts the electrical energy transmitted from the energy receiving coil 1B and supplies electrical energy to battery 5 to charge battery 5 in other words, the electrical circuit in vehicle 2B serves as a charger to charge the battery 5. Battery 5 is a battery formed from a connection of several secondary batteries, and serves as a power source for the vehicle supplied with the unit in vehicle 200. BC 6 is a controller for managing battery 5 and detects the charge status (SOC) of battery 5, remaining battery capacity 5, or similar. ECU 7 is a controller to perform centralized control on the energy receiving coil 1B, the electrical circuit in vehicle 2B and BC 6, and controls the electrical circuit in vehicle 2B to manage battery 5, according to the state of the battery 5 under the management of BC 6. The communication device in the vehicle 8B communicates with the communication device on the ground 8A to thus receive the position information indicating the position of the energy transmission coil 1A, the information of the electrical energy transmitted from the power transmission coil 1A, or similar, and transmits the received information to ECU 7.
[0013] Next, the BC 6 and ECU 7 configurations will be described with reference to FIG. 2. FIG. 2 is a block diagram illustrating the BC 6 and ECU 7 configurations. The BC 6 includes a charge status detection unit 601. The charge status detection unit 601 detects the SOC of the battery 5. The SOC has a correlation with battery voltage 5, so the charge status detection unit 601 can detect battery SOC 5 by detecting battery voltage 5. Battery SOC information 5 detected by the detection unit charge status 601 is transmitted to ECU 7.
[0014] ECU 7 includes an allowable loading range configuration unit 701, a determination unit 702, a determination result notification unit 703 and a load control unit 704. The allowable loading range configuration unit 701 configures an allowable charging range, according to the SOC detected by the charge status detection unit 601. The allowable charging range indicates the range of the position of the power transmission coil 1A in relation to the position of the power receiving coil 1B , in which battery charging 5 is allowed. The power transmission coil 1A is supplied in the unit on the ground 100 and the power receiving coil 1B is provided in the unit in the vehicle 200, and therefore the position of the power transmission coil 1A in relation to the position of the power coil. 1B power receipt varies depending on the position of the parked vehicle. In the first modality, the allowed charging range is configured as a criterion for the relative positions of the coils, in which battery charging 5 is allowed when the vehicle is parked in the parking space, as described later.
[0015] The determination unit 702 determines whether or not charging of battery 5 is allowed, according to the position of the energy transmission coil 1A in relation to the position of the energy receiving coil 1B. In the parked vehicle position, charging is allowed if the position of the power transmission coil 1A is within the allowable charging range, or charging is not allowed if the position of the power transmission coil 1A is outside the charging range allowed. The determination result notification unit 703 notifies a user of the results determined by determination unit 702, for example, via a navigation system (not shown) provided on an instrument panel, or by voice or similar.
[0016] For charging battery 5, here, the optimal energy for charging is pre-configured according to the SOC, and is configured in such a way that it becomes smaller as the SOC is closer to the full charge. Then BC 6, which manages the SOC of battery 5, makes a request to the charge control unit 704 for the power required for charging, based on a pre-configured charging mode. Then, the charge control unit 704 controls the electrical energy that the electrical circuit in vehicle 2B supplies to battery 5 at the time of charging it, according to the energy requested by BC 6, in order to gradually reduce the output energy from the electrical circuit in vehicle 2B as the SOC value of battery 5 becomes greater, thus limiting the charging energy of said battery 5. Specifically, under the control of the charge control unit 704, the charging of the battery 5 by the charger of the electrical circuit in the vehicle 2B is carried out, for example, by a charging mode that starts with a constant current charging and switches to a multistage constant current charging or to the multistage constant voltage charging.
[0017] Next, the description will be given with reference to FIGs. 3 and 4 with respect to the fact that the electrical energy received by the energy receiving coil 1B varies according to the relative positions of said energy transmission coil 1A and energy receiving coil 1B. FIGs. 3A and 3B illustrate, in a plan view a) and in perspective views b) and c), the energy transmission coil 1A and the energy receiving coil 1B facing each other. In FIGs. 3A and 3B, the X axis and the Y axis indicate the two-dimensional directions of the energy transmission coil 1A and the energy receiving coil 1B, and the Z axis indicates the direction of their height. Incidentally, both the power transmission coil 1A and the power receiving coil 1B have the same circular shape for the sake of the description; however, in the first embodiment, the energy transmission coil 1A and the energy receiving coil 1B do not necessarily have to be circular in shape, nor do they have to be identical in shape.
[0018] Now, when the energy transmission coil 1A is supplied on the ground and the energy receiving coil 1B is mounted on the vehicle, as illustrated in FIG. 3A, it is desirable that the vehicle is parked in the parking space in such a way that the energy receiving coil 1B coincides with the energy transmission coil 1A in the directions of the X axis and the Y axis, as the two-dimensional directions; however, as illustrated in FIG. 3B, the relative positions of the energy transmission coil 1A and the energy receiving coil 1B can be shifted in two-dimensional directions, depending on the driver's experience. Also, the height of the vehicle varies according to the type of vehicle or the amount of load, and therefore a distance between the energy transmission coil 1A and the energy receiving coil 1B in the direction of height Z also varies from according to the height of the vehicle.
[0019] With constant electrical power being supplied from the electrical circuit on the ground 2A to the power transmission coil 1A, the efficiency of receiving electrical energy from the power receiving coil 1B is higher than when the power receiving coil 1B is in a position that coincides with the position of the power transmission coil 1A (which corresponds to a position illustrated in FIG. 3A), while efficiency is low when a central point of the power receiving coil 1B is away from a central point of the 1A power transmission coil.
[0020] FIG. 4 illustrates the characteristics of the energy received by the energy receiving coil 1B in the direction of the X axis (or in the direction of the Y axis) and in the direction of the Z axis illustrated in FIGs. 3A and 3B. Incidentally, it is assumed that the electrical energy supplied by the electrical circuit in the ground 2A to the power transmission coil 1A is constant. As illustrated in FIG. 4, an increase in the distance between the energy transmission coil 1A and the energy receiving coil 1B in the direction of the Z axis without changes in the positions of said energy transmission coil 1A and said energy receiving coil 1B leads to ample space between them and, therefore, a decrease in the electrical energy received by the 1B energy receiving coil.
[0021] The energy receiving coil 1B is fixed to the vehicle, and the distance between the energy receiving coil 1B and the energy transmission coil 1A in the Z direction is fixed at a distance (Z1) in the Z direction without significant change with respect to to the position of the parked vehicle. With the distance in the Z direction fixed at Z1, a dashed line in FIG. 4 indicates the maximum energy received by the 1B energy receiving coil. When the energy transmission coil 1A and the energy receiving coil 1B are in their positions facing each other and perpendicular to each other without displacement of position between the central point of said energy transmission coil 1A and the central point of said energy receiving coil 1B in two-dimensional directions (corresponding to FIG. 3A), the maximum energy received by the energy receiving coil 1B is 3.0 kW (indicated at point A in FIG. 4). When a distance between the energy transmission coil 1A and the energy receiving coil 1B in the X direction becomes X1 by displacing the center point of the energy transmission coil 1A from its central point in the X direction ( or in the Y direction) (which corresponds to FIG. 3B), the maximum energy received by the energy receiving coil 1B decreases to 1.5 kW (indicated at a point B in FIG. 4). When the distance between the energy transmission coil 1A and the energy receiving coil 1B in the X direction becomes X2 by the additional displacement of the central point of the energy transmission coil 1A from its central point in the X direction ( or in the Y direction), the electrical energy received by the energy receiving coil 1B decreases further to 1.0 kW (indicated at a point C in FIG. 4).
[0022] Next, the description will be given with reference to FIG. 5 in relation to the electrical energy received by the energy receiving coil 1B and the charging time of the battery 5. FIGs. 5A and 5B are graphs illustrating the charging energy characteristics of battery 5 with respect to charging time, and FIG. 5A illustrates the characteristics in the case of charging under a condition where the electrical energy received by the energy receiving coil 1B is 3.0 kW, and FIG. 5B illustrates the characteristics in the case of charging under a condition where the electrical energy received by the 1B energy receiving coil is 1.5 kW. Charging starts from a condition where the SOC of battery 5 is 10%, and charging ends when the SOC of battery 5 reaches 100%. The loading characteristics illustrated in FIG. 5A indicate the characteristics in the case where, in the relative positions of the coils illustrated in FIG. 3A, charging takes place at the electrical energy indicated in point A in FIG. 4, and the loading characteristics illustrated in FIG. 5B indicate the characteristics in the case where, in the relative positions of the coils illustrated in FIG. 3B, charging takes place at the electrical energy indicated in point B in FIG. 4.
[0023] Also, the charge control unit 704 charges battery 5 by setting the charging energy for battery 5 to 3.0 kW, before the battery SOC 5 reaches 80%, then reducing battery charging energy 5 to 2, 5 kW when the SOC of the battery 5 reaches 80%, thereby reducing the charging energy of the battery 5 to 1.5 kW when the SOC of the said battery 5 reaches 90%, then reducing the charging energy of the battery 5 to 1 , 2 kW when the SOC of said battery 5 reaches 94%, then reducing the charging energy of battery 5 to 1.0 kW when the SOC of said battery 5 reaches 96% and thus reducing the charging energy of battery 5 to 0 , 8 kW when the SOC of said battery 5 reaches 98%.
[0024] As illustrated in FIG. 5A, when charging starts from a condition where the SOC is 10% under a condition where the maximum energy received by the 1B energy receiving coil is equal to 3.0 kW, the load control unit 704 sets the maximum energy (3.0 kW) received by the 1B energy receiving coil as the charging energy and supplies it to the battery 5 to charge it, and gradually reduces the charging energy, according to the SOC under the loading control described above. As for the charging time, the time required for the SOC to increase from 10% to 80% is 6 hours, the time required for the SOC to increase from 80% to 90% is 0.5 hours, the time required for the SOC increase from 90% to 94% is 0.5 hours, the time required for SOC to increase from 94% to 96% is 0.5 hours, the time required for SOC to increase from 96% to 98% is 0.5 hours, and the time required for the SOC to increase from 98% to 100% is 0.5 hours. Then, the charging time required to charge until full charge, starting from the condition where the SOC of said battery 5 is equal to 10%, is 8.5 hours (= 6 + 0.5 + 0.5 + 0.5 + 0.5 + 0.5).
[0025] Furthermore, as illustrated in FIG. 5B, when charging starts from a condition where the SOC is 10% under a condition where the maximum energy received by the 1B energy receiving coil is equal to 1.5 kW, the load control unit 704 configures the maximum energy (1.5 kW) received by the 1B energy receiving coil as the charging energy and supplies it to battery 5 to charge it. As described above, battery 5 of the first mode can be charged with 1.5 kW or more of energy until the SOC reaches 94%. In the coil positions illustrated in FIG. 3B, however, the maximum energy received by the 1B energy receiving coil is equal to 1.5 kW, so the charging energy is set to 1.5 kW for charging until the SOC of battery 5 reaches 94%, and the charging energy is reduced, gradually, in the same manner as described above, after the time when the SOC of battery 5 has reached 94%.
[0026] As for the loading time, the time required for the SOC to increase from 10% to 80% is 12 hours, the time required for the SOC to increase from 80 to 90% is 0.835 hours, the time required for the SOC increase from 90 to 94% is 0.5 hours, the time required for the SOC to increase from 94 to 96% is 0.5 hours, the time required for the SOC to increase from 96 to 98% is 0, 5 hours, and the time required for the SOC to increase from 98 to 100% is 0.5 hours. Then, the charging time required to charge to full charge, starting from the condition where the SOC of said battery 5 is 10%, is 14.835 hours (= 12 + 0.835 + 0.5 + 0.5 + 0, 5 + 0.5).
[0027] In other words, at the coil positions illustrated in FIG. 3B, the maximum energy received by the 1B energy receiving coil is less and, therefore, the charging time to charge up to the full charge, starting from the condition where the SOC of said battery is 10%, is higher, if compared to the coil positions illustrated in FIG. 3A.
[0028] Next, the description will be given with reference to FIG. 6 considering the electrical energy received by the energy receiving coil 1B and the charging time of the battery 5. FIG. 6 is different from FIG. 5 due to the fact that loading starts at the moment the SOC is 90%. FIGs. 6A and 6B are graphs illustrating the charging energy characteristics of battery 5 with respect to charging time, and FIG. 6A illustrates the characteristics in the case of charging under a condition where the electrical energy received by the energy receiving coil 1B is equal to 3.0 kW, and FIG. 6B illustrates the characteristics in the case of charging under a condition where the electrical energy received by the 1B energy receiving coil is equal to 1.5 kW. The loading characteristics illustrated in FIG. 6A indicate the characteristics in the case where, in the relative positions of the coils illustrated in FIG. 3A, charging takes place at the electrical energy indicated in point A in FIG. 4, and the loading characteristics illustrated in FIG. 6B indicate the characteristics in the case where, in the relative positions of the coils illustrated in FIG. 3B, charging takes place at the electrical energy indicated by point B in FIG. 4.
[0029] In an example illustrated in FIG. 6, charging is performed starting from a condition where the SOC of battery 5b is 90%, and therefore the charge control unit 704 charges battery 5 by setting the charging energy of said battery 5 to 1.5 kW before battery SOC 5 reaches 94%, thus reducing battery charging energy 5 to 1.2 kW when SOC reaches 94%, then reducing battery charging energy 5 to 1.0 kW when battery SOC reaches 96%, thus reducing battery charging energy 5 to 0.8 kW when SOC reaches 98%.
[0030] As illustrated in FIG. 6A, when charging starts from a condition where the SOC is 90%, under a condition where the maximum energy received by the 1B energy receiving coil is 3.0 kW, the load control unit 704 limits the energy maximum (3.0 kW) received by the 1B energy receiving coil for a charging energy (1.5 kW) and supplies the charging energy to battery 5 to charge it, and reduces the charging energy in a way gradual, according to the SOC under the loading control described above. As for the charging time, the time required for the SOC to increase from 90% to 94% is 0.5 hours, the time required for the SOC to increase from 94% to 96% is 0.5 hours, the time required for the SOC increase from 96% to 98% is 0.5 hours, and the time required for the SOC to increase from 98% to 100% is 0.5 hours. Therefore, the charging time required to charge up to full charge, starting from the condition where the SOC of said battery is 90%, is 2 hours (= 0.5 + 0.5 + 0.5 + 0.5 ).
[0031] Furthermore, as illustrated in FIG. 6B, when charging starts from a condition where the SOC is 90% under a condition where the maximum energy received by the 1B energy receiving coil is equal to 1.5 kW, the load control unit 704 configures the maximum energy (1.5 kW) received by the 1B energy receiving coil as the charging energy and supplies it to the battery 5 to charge it, and gradually reduces the charging energy, according to the SOC under the loading control described above. As for the charging time, the time required for the SOC to increase from 90% to 94% is 0.5 hours, the time required for the SOC to increase from 94% to 96% is 0.5 hours, the time required for the SOC increase from 96% to 98% is 0.5 hours and the time required for the SOC to increase from 98% to 100% is 0.5 hours. Therefore, the charging time required to charge up to full charge, starting from the condition where the SOC of said battery is 90%, is 2 hours (= 0.5 + 0.5 + 0.5 + 0.5 ).
[0032] In the positions on the coils illustrated in FIG. 3B, the maximum energy received by the energy receiving coil 1B is less compared to that energy in the positions of the coils illustrated in FIG. 3A. However, the maximum energy received by the energy receiving coil 1B is greater than or equal to the maximum charging energy at the time of charging of the battery 5, and so the charging time does not vary, even with the position shifting between the coils as illustrated in FIG. 3B.
[0033] In other words, when the SOC is close to full load, and the electricity required for charging can be small, as illustrated in FIGs. 5 and 6, and thus, the position shift between the coils is more tolerable as the SOC is closer to the full load.
[0034] Next, the control details in the contactless charging system of the first mode will be described with reference to FIGs. 2 and 7. FIG. 7 is a schematic view of the assistance where an allowed charging range is explained and corresponds to a plan view of the energy receiving coil 1B.
[0035] The first mode non-contact charging system operates when the vehicle is parked in the parking space provided with the unit on the ground 100. First, the charge status detection unit 601 detects the SOC of the battery 5 and transmits information about the SOC detected to the ECU 7. Then, the allowable charging range configuration unit 701 configures an allowable charging range according to the SOC of battery 5 as follows. The permissible charging range configuration unit 701 configures the permissible charging range along a direction of a main surface of the energy transmission coil 1A or energy receiving coil 1B. The allowed charging range is a virtual circular band centered around the 1B power receiving coil, and is a band that determines that charging is allowed when the power transmission coil 1A resides within the allowed charging range. Also, the allowed charging range is configured in such a way that charging is completed within a pre-assumed charging time. As illustrated in FIG. 5B, even when there is a large amount of position shift between the energy transmission coil 1A and the energy receiving coil 1B, battery charging 5 is possible, since the energy receiving coil 1B is in a position capable of receiving electrical energy. However, charging up to full charge, starting from a condition where the SOC of battery 5 is small, requires a long charging time. Then, the allowable charging range is configured according to the SOC of the battery 5, in such a way that an allowable position shift between the coils is in a strip in a horizontal direction (or in a direction parallel to the parking space), so that charging is completed within the pre-assumed charging time.
[0036] Specifically, as illustrated in FIG. 7, the allowed charging range configuration unit 701 configures an area (a) as the allowed charging range, when the SOC of battery 5 resides between 0% inclusive and 80% exclusive, configures an area (b) as the range allowed charging, when the SOC of battery 5 resides between 80% inclusive and 90% exclusive, or sets an area (c) as the allowed charging range when the SOC of battery 5 is greater than or equal to 90%. In other words, the allowable charge range configuration unit 701 sets the widest allowable charge range as the larger SOC, and thus the allowable amount of position shifting between the coils is greater as the SOC It's higher.
[0037] When the permitted loading range is configured by the permitted loading range configuration unit 701, ECU 7 uses a parking assist system that uses the navigation system and a vehicle-mounted camera (not shown), to display the loading range allowed on a navigation system screen. The vehicle driver can park the vehicle in a position suitable for charging, viewing the screen to adjust a parking position, such that the position of the power transmission coil 1A is within the permitted charging range.
[0038] Then, after the vehicle has been parked, ECU 7 detects the position of the power transmission coil 1A via communication devices 8A and 8B. Incidentally, in the first embodiment, the position of the energy transmission coil 1A is detected by the communication between the communication device on the ground 8A and the communication device on the vehicle 8B; however, for example, the energy transmission coil 1A or the energy receiving coil 1B can be provided with a position sensor for detection. Alternatively, the unit on the ground 100 can be provided with an antenna for signal transmission and the unit on the vehicle 200 can be provided with a receiver, such that the position of the coil is detected based on the communication status of a signal transmitted from the antenna.
[0039] When the position of the power transmission coil 1A is detected via the communication devices 8A and 8B, the determination unit 702 determines whether or not the position of the power transmission coil is within the permitted charging range. Then, when the position of the power transmission coil is within the allowable charging range, the determination unit 702 determines that battery 5 charging is possible. When the determination unit 702 determines that charging is allowed, the charge control unit 704 controls the electrical energy received by the energy receiving coil 1B to the appropriate charging energy for charging the battery 5, according to the SOC detected by the charge status detection unit 601, and supplies the charging energy to battery 5. In other words, when the electrical energy received by the 1B energy receiving coil is greater than the charging energy suitable for charging, the charge control unit 704 limits the energy received to the appropriate charging energy for charging and provides the appropriate charging energy to the battery 5. Furthermore, when the electrical energy received by the 1B energy receiving coil is less than the energy charging unit suitable for charging, the charge control unit 704 configures the electrical energy received by the energy receiving coil. a 1B as the charging energy and supplies the charging energy to the battery 5. When the determination unit 702 determines that charging is not allowed, the determination result notification unit 703 notifies the driver of the determined results and can also provide notification to said driver to induce him to park the vehicle once more.
[0040] The charge status detection unit 601 detects the SOC also while charging the battery 5, and the charge control unit 704 reduces the charging energy gradually as the SOC becomes higher. Then, the moment the battery 5 reaches full charge, the charge control unit 704 terminates the supply of electricity to battery 5. In this way, battery 5 is charged in the contactless charging system of the first mode.
[0041] Next, a procedure for controlling the first contactless charging system will be described with reference to FIG. 8. FIG. 8 is a flowchart that illustrates the control procedure of the unloaded loading system of the first mode. When control by the charging system without control of the first mode is initiated, in step S1, the charge status detection unit 601 detects the SOC of battery 5 and transmits the information about the detected SOC to ECU 7. In step S2, the allowable charge range configuration unit 701 sets an allowable charge range according to the detected SOC. In step S3, ECU 7 detects the position of the power transmission coil 1A via the ground communication device 8A and the communication device in the vehicle 8B. Incidentally, in the first contactless charging system, for example, when the vehicle is approaching the parking space, or when the vehicle parking in the parking space is initiated, the ground communication device 8A can initiate communication with the communication device in the vehicle 8B to detect the position of the energy transmission coil 1A.
[0042] In step S4, the determination unit 702 determines whether or not the position of the power transmission coil 1A is within the permitted charging range. When the position of the power transmission coil 1A is not within the permitted charging range, the determination unit 702 determines not to allow charging, and in step S401, the determination result notification unit 703 provides a screen for an occupant of the vehicle to induce him to park the vehicle once more, to thus notify the vehicle occupant of the determined results that indicate that loading is not allowed, and the control returns to step S1. When the position of the power transmission coil 1A is within the allowable charging range, the determination unit 702 determines to allow charging, and the control moves to step S5.
[0043] In step S5, the charge control unit 704 configures the charging energy according to the SOC of the battery 5 and the electrical energy received by the energy receiving coil 1B and supplies the charging energy to the battery 5 to start charging thus of said battery 5. Also, the determination result notification unit 703 notifies the vehicle occupant of the start of charging to thus notify him of the determined results which indicate that charging is permitted. Therefore, the SOC of battery 5 reaches a state of full charge, and control by the contactless charging system of the first mode comes to an end.
[0044] As described above, the first mode non-contact charging device includes the energy receiving coil 1B, the electrical circuit in vehicle 2B, the battery 5, the charge status detection unit 601, and the range setting unit allowed loading 701; and the permitted charging range that indicates the range of the position of the power transmission coil 1A in relation to the position of the power receiving coil 1B, in which battery charging 5 is allowed, is configured according to the SOC. The displacement of the position between the energy receiving coil 1 and the energy transmission coil 1A, which allows the battery 5 to be charged, varies according to the SOC of said battery 5. In the first mode, the allowed charging range is configured according to the SOC and thus a lane, in which the position shift is allowed, can be determined, for example, if the position shift between the coils is outside the permitted loading range, the driver can park the vehicle such that the position shift between the coils is within the permissible loading range and, therefore, the driver's convenience can be improved. Also, in the first mode, for example, when the allowed loading range is displayed on the navigation system screen using the parking aid system, the driver can adjust the position of the 1B energy receiving coil in relation to the position of the coil power transmission 1A within the range in which battery charging 5 is allowed, parking the vehicle, while viewing the permitted charging range. As a result, the first mode contactless charging device can improve user convenience.
[0045] Also, in the first embodiment, the allowed loading range configuration unit 701 sets the widest allowed loading range as the SOC is higher. The optimal charging energy for charging battery 5 with high SOC is less than the charging energy for battery 5 with low SOC. Therefore, when the SOC is high, the electrical energy received by the 1B energy receiving coil may be small, and so the range in which the position shift between the coils is allowed is wide. In the first modality, the allowed loading range is configured wider as the SOC is higher, and thus, the position displacement range between the coils, which is allowed for loading, can be configured according to the SOC , and as a result, user convenience can be improved.
[0046] Also, in the first embodiment, the contactless charging device includes communication devices 8A and 8B for detecting the position of the power transmission coil, the determination unit 702 and the determination result notification unit 703 that provides the notification of the results determined by the determination unit 702, and the determination unit 702 determines that charging of the battery 5 is allowed, when the position of the energy transmission coil is within the permitted charging range. In this way, the vehicle occupant can see the notification of the determined results provided to him by the determination result notification unit 703, to check thus whether loading is possible or not in the present position of the parked vehicle. Also, when the vehicle is parked in an unsuitable position for loading, in which there is a large amount of position displacement between the coils, notification from the notification unit of the result of determination 703 allows the vehicle occupant to see the inadequate position, and as a result, the first modality can improve the user's convenience. Also, when the vehicle is parked in an inappropriate position for charging, in which there is a large amount of position displacement between the coils, the electrical energy received by the energy receiving coil 1B is small, and therefore the battery 5 cannot be fully charged, or the charging time to fully charge battery 5 is long. In the first mode, when the vehicle is in an unsuitable position for loading, in which there is a large amount of position displacement between the coils, notification from the notification unit of the result of determination 703 allows the vehicle occupant to see the position unsuitable for loading, and thus the occupant of the vehicle can park again, in such a way that said vehicle is in a position suitable for loading, and as a result, a reduction in loading time can be achieved .
[0047] Incidentally, in the first mode, the allowed loading range is circular; however, said permitted loading range does not necessarily have to be circular in shape, but can be rectangular in shape. Also, in the first modality, the permitted loading range is a two-dimensional plane; however, a three-dimensional region can be used as the permitted loading range.
[0048] Also, in the first mode, the allowable loading range is configured wider as the SOC is higher, and therefore, as illustrated in FIG. 7, the various permitted loading ranges are configured using SOC (80%) and SOC (90%) as limits between the ranges; however, the SOC (80%) and SOC (90%) are not necessarily required to be used as limits, and the permissible charging range can be varied continuously according to the SOC.
[0049] Also, in the first modality, a control part of a system in the vehicle is divided into BC 6 and ECU 7; however, BC 6 and ECU 7 can be configured as a controller.
[0050] Also, although the allowed charging range is pre-configured, in such a way that the charging is completed within the pre-assumed charging time, the length of the allowed charging range can be configured according to the charging time desired by the occupant. of the vehicle. For example, when the driver parks the vehicle and has plenty of time before the next direction, the loading time can be configured long. Also, when the charging time can be configured long, the electrical energy received by the energy receiving coil 1B can be small as illustrated in FIGS. 5 and 6, and thus the permitted charging range can be configured wide. In other words, the vehicle occupant sets a desired charging time, and the allowed charging range setting unit 701 sets the allowed charging range when the charging time is long, or sets the allowed charging range narrow when the loading time is short. Thus, in the first mode, the range in which the position shift between the coils is allowed can be configured according to the loading time desired by the vehicle occupant and the SOC, and thus, the user's convenience can be improved.
[0051] Incidentally, in the first embodiment, the electrical circuit in vehicle 2B may have a temperature detection circuit, such as a thermistor, to detect the temperature of the battery 5, and the allowable charging range configuration unit 701 can configure the temperature range. charging allowed according to the detected temperature of the battery 5. Also, the electrical circuit in vehicle 2B may have a temperature detection circuit, such as a thermistor, to detect a temperature in the vehicle, and the charging range configuration unit 701 can configure the permitted charging range according to the temperature detected in the vehicle. Thus, whether the charging is or cannot be determined properly according to the temperature of the battery 5 or according to the temperature in the vehicle, and thus, the user's convenience can be improved.
[0052] The energy receiving coil 1B and the electrical circuit in vehicle 2B correspond to a "energy receiving device" of the present invention; the charge status detection unit 601, to a "charge status detection device"; the permissible charging range configuration unit 701, a "permitted charging range configuration device"; the determination unit 702, a "determination device"; the determination result notification unit 703, a "determination result notification device"; the ground communication device 8A and the vehicle communication device 8B, a "position detection device"; the load control unit 704, a “load control device”; and the temperature sensing circuit included in the electrical circuit in vehicle 2B, a "temperature sensing device". [Second Mode]
[0053] FIG. 9 is a block diagram illustrating a contactless charging system, according to another embodiment of the invention. The second mode is different from the first mode mentioned above in that it includes a load time calculation unit 705 and a time notification unit 706. Since the remaining configuration is the same as the first mode mentioned above, the description of this will be incorporated when appropriate.
[0054] As illustrated in FIG. 9, ECU 7 includes the load control unit 704, the load time calculation unit 705 and the time notification unit 706. The load time calculation unit 705 calculates the load time (T1) for charge the battery 5, according to the SOC detected by the charge status detection unit 601 and the position of the energy transmission coil in relation to the position of the energy receiving coil 1B. As illustrated in FIG. 4, the electrical energy received by the energy receiving coil 1B varies according to the amount of displacement of the position of the energy receiving coil 1B in relation to the position of the energy transmission coil 1A. Therefore, the electrical energy received by the energy receiving coil 1B can be seen by detecting the amount of displacement of the position of the energy receiving coil 1B in relation to the position of the energy transmission coil 1A. Therefore, as illustrated in FIGs. 5 and 6, the charging time of the battery 5 can be calculated by obtaining the electrical energy received by the energy receiving coil 1B and the present SOC of the battery 5.
[0055] In the second embodiment, first, when the vehicle is parked in a predetermined parking space, ECU 7 detects the position of the energy transmission coil 1A through the ground communication device 8A and through the communication device in the vehicle 8B. Also, the charge status detection unit 601 detects the SOC of the battery 5. The charging time calculation unit 705 calculates the amount of position shift between the coils from the position of the power transmission coil 1A with respect to to the position of the 1B energy receiving coil. Therefore, the charging time calculation unit 705 calculates the electrical energy received by the energy receiving coil 1B from the amount of position shift between the coils. Incidentally, as for the electrical energy received by the energy receiving coil 1B, ECU 7 stores a map that is illustrated in FIG. 4, and refers to the map of the detected position of the energy transmission coil 1A, to calculate the electrical energy received by the energy receiving coil 1B.
[0056] When the output energy from the energy transmission coil 1A to the energy receiving coil 1B is fixed to the unit on the ground 100, the charging time calculation unit 705 can calculate the electrical energy received by the receiving coil energy 1B, calculating what percentage of pre-fixed output energy can be received by said energy receiving coil 1B, according to the amount of position shift between the coils. In addition, when the output energy from the energy transmission coil 1A to the energy receiving coil 1B is variable on the ground unit 100, ECU 7 detects the output energy from the configured energy transmission coil 1A by ECU 3 via communication devices 8A, 8B. Then, the charging time calculation unit 705 can calculate the electrical energy received by the energy receiving coil 1B, calculating what percentage of detected output energy can be received by the energy receiving coil 1B, according to the amount of position shift between the coils.
[0057] Then, the charge control unit 704 sets the charging energy for battery 5 based on the charging energy requested by BC 6 and based on the electrical energy received by the 1B energy receiving coil. The charging time calculation unit 705 calculates the charging time (T1) for charging up to the full charge, starting from the SOC, from the charging energy configured by the charge control unit 704 and SOC, based on in the charging mode of said charge control unit 704. Incidentally, for example, when the target SOC after charging is configured by user demand or similar, the charge control unit 704 calculates the charging time (T1) taken to increase the present SOC to the target SOC.
[0058] In this way, the charging time calculation unit 705 calculates the charging time (T1) from the detected position of the power transmission coil 1A and the detected SOC. The calculated charging time (T1) is longer as the amount of displacement of the position of the power transmission coil 1A in relation to the position of the power receiving coil 1B is longer, and the charging time (T1) is longer as the SOC is less.
[0059] Also, the charging time calculation unit 705 calculates the charging time (T2) in the case where the energy receiving coil 1B is located in a position corresponding to the position of the energy transmission coil 1A, from the SOC. The position of the energy receiving coil 1B corresponding to the position of the energy transmitting coil 1A refers to a position in which the center of the energy transmitting coil 1A coincides with the center of the energy receiving coil 1B in two-dimensional directions. energy transmission coil 1A or energy receiving coil 1B, and in this position, the energy reception efficiency of energy transmission coil 1A and energy receiving coil 1B is highest, and this position corresponds to the ideal position of the parked vehicle. Also, the ideal position of the parked vehicle is a position in which the energy transmission coil 1A and the energy receiving coil 1B are facing each other in a perpendicular way, and in that position, the charging time is the most I enjoy. Under a condition where the SOC has the same value, then, the loading time (T1) in the event of position shifting between the coils is greater than the loading time (T2).
[0060] When the energy receiving coil 1B is located in the position corresponding to the position of the energy transmission coil 1A (or in the ideal position of the parked vehicle), a loss of energy involved in the transmission of energy from the energy transmission coil 1A for the 1B energy receiving coil it is predetermined. Therefore, when the output energy from the energy transmission coil 1A to the energy receiving coil 1B is fixed, the electrical energy received by the energy receiving coil 1B, in the ideal position of the parked vehicle, is predetermined, and thus, the charging time calculation unit 705 can calculate the charging time (T2) using the present SOC without using the position information of the power transmission coil 1A.
[0061] Also, when the output energy from the energy transmission coil 1A to the energy receiving coil 1B is variable in the unit on the ground 100, ECU 7 detects the output energy from the configured energy transmission coil 1A by ECU 3 via communication devices 8A and 8B. ECU 7 calculates the electrical energy received by the 1B energy receiving coil, subtracting the energy loss involved in transmitting energy in the ideal position of the parked vehicle from the output energy. The charge control unit 704 configures the charging energy for battery 5, based on the charging energy requested by BC 6 and the electrical energy received by the energy receiving coil 1B. Then, the charging time calculation unit 705 can calculate the charging time (T2) using the charging energy and the present SOC.
[0062] When the charging time (T1) and the charging time (T2) are calculated by the 705 charging time calculation unit, ECU 7 calculates a time difference (ΔT) between the charging time (T1) and the charging time load (T2) and compare it with a pre-configured time difference (ΔTc). The time difference (ΔTc) indicates a time difference from the allowed charging time to the charging time (T2). In other words, in the event of displacement of the positions of the coils in relation to the positions of the coils corresponding to the loading time (T2), the loading time (T1) is greater than the loading time (T2), and the loading (T1) is greater as the amount of position shift between the coils is greater. Therefore, the time difference (ΔTc) is equivalent to the allowed amount of position shift between the coils. Incidentally, the time difference (ΔTc) can be configured to correspond to the pre-assumed charging time, or it can be configured according to the charging time desired by the vehicle occupant, and the time difference (ΔTc) is longer as the charging time desired by the vehicle occupant is greater.
[0063] Then, when the time difference (ΔT) is greater than the time difference (ΔTc), ECU 7 determines that the position shift between the coils occurs in such a degree that loading within the allowed loading time is impossible, and the time notification unit 706 notifies the vehicle occupant of the charging time (T1). When the vehicle occupant checks the charging time (T1) and determines that charging, which lasts the charging time (T1), can be performed for battery charging 5, the vehicle occupant operates a charge start button (not shown) or similar to start loading. In addition, when the vehicle occupant determines that charging, which lasts the charging time (T1), is not performed for charging the battery 5, the driver parks the vehicle once more in order to achieve a lesser amount of displacement. position between the coils.
[0064] When the time difference (ΔT) is less than the time difference (ΔTc), ECU 7 determines that the amount of position shift between the coils is such that loading within the allowed loading time is possible, and the ECU 7 controls the charge control unit 704 to start charging the battery.
[0065] Thus, in the second mode, the charging time (T1) is calculated according to the position of the power transmission coil 1A and the SOC, the notification of the charging time (T1) is provided according to a comparison result. between the charging time (T1) and the charging time (T2), and battery 5 is charged.
[0066] Next, a procedure for controlling the non-contact charging system of the second mode will be described with reference to FIG. 10. FIG. 10 is a flow chart illustrating the control procedure of the contactless charging system of the second mode. When control by the contactless charging system of the second mode is initiated, in step S11, the charge status detection unit 601 detects the SOC of the battery 5 and transmits information in the detected SOC to the ECU 7. In step S12, the ECU 7 detects the position of the power transmission coil 1A via the ground communication device 8A and the vehicle communication device 8B. In step S13, the charging time calculation unit 705 calculates the charging time (T1) according to the detected position of the power transmission coil 1A and the detected SOC. In step S14, the load time calculation unit 705 calculates the load time (T2) according to the SOC.
[0067] In step S15, ECU 7 calculates the time difference (AT) between the loading time (T1) and the loading time (T2) and compares the time difference (AT) with the pre-configured time difference (ATc ). When the time difference (AT) is less than or equal to the time difference (ΔTc), ECU 7 determines that charging within the pre-configured allowed time is possible, and the load control unit 704 configures the charging energy. according to the SOC of the battery 5 and the electrical energy received by the energy receiving coil 1B and supplies the charging energy to the battery 5 to start charging the battery 5 (in step S16).
[0068] In addition, when the time difference (AT) is greater than the time difference (ΔTc), ECU 7 determines that loading with the pre-configured allowed time is impossible, and the time notification unit 706 notifies the occupant the vehicle's loading time (T1) displaying the same on the screen or similar to the navigation system (in step S151). In step S151, the vehicle occupant determines whether or not to carry out the charging lasts the charging time (T1). When the vehicle occupant determines that battery charging 5 can last the charging time (T1) and the vehicle occupant operates the charge start button (not shown) or similar to start charging, the control moves to the step S16. When the vehicle occupant determines not to carry out the loading that lasts the loading time (T1), the driver parks the vehicle again at step S153, and the control returns to step S11. For example, in a case where the time difference (ΔTc) is set to 1 hour and the charging time (T1) is 9 hours and the charging time (T2) is 7 hours, when the vehicle occupant thinks that the charging within 10 hours is good enough, it is not necessary to park the vehicle again in its ideal parked position, and thus, in the second mode, charging that lasts the charging time (T1) is started. In addition, when the vehicle occupant wants charging within 8 hours, charging cannot be completed within its desired time at the relative positions of the coils that take the charging time (T1), and then the vehicle is parked again.
[0069] Then, the SOC of battery 5 reaches a state of full charge, and the control by the contactless charging system of the second mode ends.
[0070] As described above, the second contactless charging device includes the energy receiving coil 1B, the electrical circuit in the vehicle 2B, the battery 5, the charge status detection unit 601, the communication devices 8A, 8B , and the charging time calculation unit 705, and the charging time (T1) of the battery 5 is calculated according to the detected position of the power transmission coil 1A and the SOC. The charging time (T1) of the battery 5 varies according to the position shift between the energy receiving coil 1B and the energy transmission coil 1A and the SOC. In the second mode, the charging time (T1) can be calculated according to the position of the power transmission coil 1A and the SOC, and so, for example, when the vehicle occupant is notified of the charging time (T1) , the vehicle occupant can see the loading time (T1) according to the position shift between the coils. Also, when the notified loading time (T1) is long, the vehicle occupant can recognize that the amount of displacement between the coils is large, and thus, the vehicle occupant parks the vehicle again to reduce the amount of displacement position between the coils, and thus a reduction in loading time can be achieved. Also, when the vehicle occupant can allow time to charge, the vehicle occupant can charge battery 5 even if the amount of displacement between the coils is large, and therefore the charging time (T1) is long, and thus, the driver can save time and labor to park the vehicle again to adjust the positions of the coils, and as a result, the second mode can improve the user's convenience.
[0071] Also, for example, when the allowed loading time (T1) is configured, the amount of position shift allowed between the coils can be determined by the loading time, and thus, the comparison of the loading time (T1) with the time loading (Ts) makes it possible to see whether or not the loading can be completed within the loading time (Ts) in the present position of the parked vehicle. Specifically, charging is allowed when the charging time (T1) is less than the charging time (Ts), while on the other hand, charging is not allowed when the charging time (T1) is longer than the charging time. loading (Ts). Then, the driver can park the vehicle in order to maintain the relative positions of the permitted coils according to the SOC, according to the determined results, and thus, the second mode can improve the user's convenience. Also, when the loading time (T1) due to the position shift between the coils is outside the allowed loading time (Ts), the vehicle is parked again to reduce the amount of position shift between the coils, and thus, a reduction in total charging time can be achieved. Incidentally, the charging time (Ts) allowed may be the time set by the vehicle occupant.
[0072] Also, in the second mode, the charging time (T2) of the battery 5 in the case where the energy receiving coil i B is located in the position corresponding to the position of the energy transmission coil 1A is calculated. In the second mode, the charging time (T1) and the charging time (T2) are calculated, and thus, the amount of position shift between the energy transmission coil iA and the energy receiving coil 1B with respect to the central points of these can be determined by the loading time.
[0073] Also, in the second mode, when the time difference (ΔT) between the loading time (T1) and the loading time (T2) is greater than the time difference (ΔTc), the time notification unit 706 provides notification of at least the loading time (T1). Thus, the user can be notified that the loading cannot be completed within the allowable time because of a large amount of position shifting between the coils. Also, when the user can allow time, the user can perform the load that lasts the loading time (T1), while on the other hand, when the user cannot afford the time, the user can perform the load in a time less than the loading time (T1), for example, parking the vehicle again to change the positions of the coils. As a result, the second mode makes it possible to achieve a reduction in total load time, as well as an improvement in user convenience.
[0074] Incidentally, in step S15i, when the time difference (AT) is greater than the time difference (ΔTc), the time notification unit 706 provides notification of the loading time (T1); however, the time notification unit 706 can provide loading time notification (T1) in conjunction with the load time (T2), since only the time notification unit 706 provides notification of at least the loading time ( T1). The time notification unit 706 provides notification of the charging time (T1) and the charging time (T2), so that the vehicle occupant can see the charging time (T1) in the present position of the parked vehicle and the time of loading (T2) in the ideal position of the parked vehicle, so that the vehicle occupant can select the start of loading in the present position of the parked vehicle or the re-parking of the vehicle, if necessary, and then the second mode can improve user convenience.
[0075] The load time calculation unit 705 corresponds to a "load time calculation device" and the time notification unit 706 corresponds to a "load time notification device". [Third Mode]
[0076] FIG. 11 is a block diagram illustrating a contactless charging system according to yet another embodiment of the invention. The third modality is different from the second modality mentioned above in that it includes a 707 consumption calculation unit. Since the remaining configuration is the same as the second modality mentioned above, its description will be incorporated when appropriate.
[0077] As illustrated in FIG. 11, ECU 7 includes the load control unit 704, the load time calculation unit 705, the time notification unit 706, and the consumption calculation unit 707. The consumption calculation unit 707 calculates the amount of battery 5 consumed by moving the vehicle supplied with the unit in vehicle 200.
[0078] In the contactless charging system according to the second embodiment, in step S153 of FIG. 10, the driver parks the vehicle again to adjust the positions of the energy transmission coil 1A and the energy receiving coil 1B. Parking the vehicle again consumes electrical energy charged in battery 5. Then, when the vehicle is parked again and battery 5 is charged in the ideal position of the parked vehicle, the charging time is obtained by adding the charging time to charge the battery capacity corresponding to the amount of battery consumed by parking the vehicle again, at the charging time (T2).
[0079] In the third embodiment, the consumption calculation unit 707 calculates the amount of battery 5 consumed by parking the vehicle again to move the energy receiving coil 1B to the position corresponding to the position of the energy transmission coil 1A. In other words, the consumption calculation unit 707 calculates how much electrical energy the battery 5 consumes to move the vehicle from its present parked position to park the vehicle in its ideal parked position. Then, the charging time calculation unit 705 calculates the charging time (T3) to charge the amount of the battery consumed. In other words, the charging time calculation unit 705 converts the amount of battery 5 consumed into the charging time. When the vehicle is parked and the position shift between the coils occurs, the charging time to fully charge the battery 5 is the charging time (T1) calculated by the charging time calculation unit 705. Also, when the vehicle is parked again in its ideal parked position being moved from its parked position in which the position shift between the coils occurs, the charging time (T4) to fully charge the battery 5 is calculated by the charging time calculation unit 705 by adding it the loading time (T3) to the loading time (T2).
[0080] Before the vehicle is parked again, the charging time calculation unit 705 calculates the charging time (T4). Specifically, a travel path through which the vehicle is parked again in its ideal parked position being moved from its ideal parked position in which the position shift between the coils occurs is calculated using an optimal or similar route calculation system used in the navigation system, control to avoid obstacles, or similar, and thus, before the vehicle is parked again, the consumption calculation unit 707 can acquire the present SOC detected by the charge status detection unit 601 and calculate the amount of battery 5 consumed from the SOC and the travel path.
[0081] Then, ECU 7 compares the charging time (T1) with the charging time (T4). When the charging time (T1) is greater than the charging time (T4), a shorter charging time can be achieved by the driver by parking the vehicle again in its ideal parked position. Then, when the charging time (T1) is greater than the charging time (T4), ECU 7 performs control so that the time notification unit 706 provides notification of the charging time (T1) and the time load (T4) for the vehicle occupant to determine whether to start loading or park the vehicle again. Furthermore, when the loading time (T1) is shorter than the loading time (T4), the loading time becomes longer if the driver parks the vehicle again, and thus, a shorter loading time can be achieved by running the loading in the present position of the parked vehicle. Then, when the charging time (T1) is less than the charging time (T4), ECU 7 takes charge control unit 704 to start charging the battery 5.
[0082] Thus, in the third mode, the charging time (T1) in the present position of the parked vehicle and the charging time (T4) in the ideal position allowing the amount of battery 5 consumed to park the vehicle again are calculated, and the battery 5 is loaded according to a result of the comparison between the loading time (T1) and the loading time (T4).
[0083] Next, a procedure for controlling the non-contact charging system of the third mode will be described with reference to FIG. 12. FIG. 12 is a flow chart illustrating the control procedure of the contactless charging system of the third mode. When the control by the contactless charging system of the third mode is initiated, the control operations of steps S21 to S24 are performed. As the control operations of steps S21 to S24 are the same as the control operations of steps S11 to S14 according to the second modality, the description of the control operations will be omitted. After step S24, the consumption calculation unit 707 calculates the amount of battery 5 consumed by parking the vehicle again to move the energy receiving coil 1B to the position corresponding to the energy transmission coil 1A. Then, the charging time calculation unit 705 calculates the charging time (T3) to charge the battery capacity corresponding to the amount of battery consumed (in step S25). In step S26, ECU 7 takes the load time calculation unit 705 to calculate the load time (T4) by adding the load time (T3) to the load time (T2), and compares the load time (T1) with the loading time (T4).
[0084] When the charging time (T1) is less than or equal to the charging time (T4), a shorter charging time can be achieved by performing the charging in the present position of the parked vehicle, instead of parking the vehicle again, and thus, under the control of ECU 7, the charge control unit 704 configures the charging energy according to the SOC of the battery 5 and the electrical energy received by the energy receiving coil 1B and supplies the charging energy to the battery 5 to start like this charging battery 5 (in step S27).
[0085] Furthermore, when the charging time (T1) is longer than the charging time (T4), a shorter charging time can be achieved by parking the vehicle again in its ideal parked position, and thus, in step S261, the unit time notification 706 notifies the vehicle occupant of the charging time (T1) and the charging time (T4) by displaying them on the screen or similar of the navigation system. In step S262, the vehicle occupant determines whether or not to carry out the loading that lasts the loading time (T1). When the vehicle occupant determines that battery charging 5 can last the charging time (T1) and the vehicle occupant operates the charge start button (not shown) or similar to start charging, the control moves to the step S27. When the vehicle occupant wishes and determines to execute the loading that lasts the loading time (T4) less than the loading time (T1), the driver parks the vehicle again in step S263, and the control returns to step S21.
[0086] Then, the SOC of battery 5 reaches a state of full charge, and the control by the non-contact charging system of the third mode ends.
[0087] As described above, in the non-contact charging device of the third mode, the consumption calculation unit 707 calculates the amount of battery 5 consumed when parking the vehicle with the unit in the vehicle 200 again to move the energy receiving coil 1B to the position corresponding to the power transmission coil 1A, and the charging time (T3) to charge the battery capacity corresponding to the amount of the battery consumed is calculated. This makes it possible to calculate the charging time in the case of re-parking the vehicle, allowing the amount of battery 5 consumed when parking the vehicle again in its ideal parked position. Also, in the third modality, the comparison of the loading time (T1) with the loading time (T4) makes it possible to see whether or not the vehicle will be parked again in order to achieve a shorter loading time, thus achieving a reduction in the charging time. full charge.
[0088] Also, in the third modality, the load time calculation unit 705 calculates the load time (T4) by adding the load time (T3) with the load time (T2), and, when the load time ( T4) is less than the charging time (T1), the time notification unit 706 provides notification of the charging time (T1) and the charging time (T4). Thus, in the third mode, the user can recognize that a shorter charging time can be achieved by parking the vehicle again, and also, the user can determine whether or not to park the vehicle again according to the loading time desired by the user. As a result, the third modality can improve the user's convenience.
[0089] Also, in the third mode, when the charging time (T4) is greater than the charging time (T1), charging starts at the position of the energy transmission coil 1A in relation to the position of the energy receiving coil 1B in which the position shift between the coils occurs. Thus, when a shorter loading time can be achieved by performing the loading in the present parked position of the vehicle instead of parking the vehicle again, the loading can be started without parking the vehicle again, and thus, the user's convenience can be improved .
[0090] Incidentally, in the third mode, when the vehicle is parked again, the output of a drive motor (not shown) from the vehicle can be limited to minimize battery consumption when re-parking the vehicle. This makes it easier to estimate battery consumption time. In addition, the easiest estimate is achieved by automating vehicle re-parking.
[0091] The consumption calculation unit 707 corresponds to a "consumption calculation device" of the present invention. [Fourth Mode]
[0092] FIG. 13 is a block diagram illustrating a contactless charging system according to an additional embodiment of the invention. The fourth modality is different from the second modality mentioned above in that it includes the consumption calculation unit 707, a parking time calculation unit 708, and a re-parking notification unit 709. The remaining configuration is the same of the second modality mentioned above, and the description of the second and third modality will be incorporated when appropriate.
[0093] As illustrated in FIG. 13, ECU 7 includes the load control unit 704, the load time calculation unit 705, the time notification unit 706, the consumption calculation unit 707, the parking time calculation unit 708, and the re-parking notification unit 709. The parking time calculation unit 708 calculates the parking time (Tp) to move the vehicle having the unit on the vehicle 200 from its present position parked to park the vehicle in its position ideal parked. Under the predetermined condition, the re-parking notification device 709 provides notification to the vehicle occupant to induce him to park the vehicle again. Notification is provided, for example, by displaying the notification on a display or similar unit of the navigation system. When the driver parks the vehicle again to adjust the positions of the energy transmission coil 1A and the energy receiving coil 1B, the parking time (Tp) to move the vehicle is required. Then, the loading time for loading to full load when parking the vehicle again in its ideal position with respect to a position in which the position shift between the coils occurs, can be configured allowing also the parking time (Tp).
[0094] In the fourth mode, then, the parking time calculation unit 708 calculates the parking time (Tp), and the charging time calculation unit 705 calculates the charging time (T5) by adding the charging time ( T3) and the parking time (Tp) to the loading time (T2). When the vehicle is parked and the position shift between the coils occurs, the charging time to fully charge the battery 5 is the charging time (T1) calculated by the charging time calculation unit 705. Also, when the vehicle is parked again in its ideal parked position being moved from its parked position in which the position shift between the coils occurs, the charging time (T5) to fully charge the battery 5 is calculated by the charging time calculation unit 705 adding the loading time (T3) and the parking time (Tp) to the loading time (T2).
[0095] Incidentally, before the vehicle is parked again, the parking time calculation unit 708 calculates the parking time (Tp). Specifically, the travel path through which the vehicle is parked again in its ideal parked position being moved from its parked position in which the position shift between the coils occurs is calculated using the optimal route calculation system or similar used in the navigation system, obstacle avoidance control, or similar, and so, before the vehicle is parked again, the parking time calculation unit 708 can calculate the parking time (Tp) from the travel and a pre-set average speed for parking.
[0096] Then, ECU 7 compares the charging time (T1) with the charging time (T5). When the charging time (T1) is greater than the charging time (T5), a shorter charging time can be achieved by the driver by parking the vehicle again in its ideal parked position. So, when the charging time (T1) is longer than the charging time (T5), under the control of ECU 7, while the time notification unit 706 provides notification of the charging time (T1) and the charging time. (T5), the re-parking notification unit 709 provides notification to park the vehicle again.
[0097] Thus, in the fourth mode, the charging time (T1) in the present position of the parked vehicle and the charging time (T5) in the ideal position allowing the amount of battery 5 consumed when parking the vehicle again and the parking time (Tp ) are calculated, and the battery 5 is charged according to a result of the comparison between the charging time (T1) and the charging time (T5).
[0098] Next, a procedure for controlling the fourth contactless charging system will be described with reference to FIG. 14. FIG. 14 is a flow chart illustrating the control procedure for the contactless charging system of the fourth modality. When control by the contactless charging system of the fourth mode is initiated, the control operations of steps S31 to S35 are performed. As the control operations of steps S31 to S 35 are the same as the control operations of steps S21 to S25 according to the third modality, the description of the control operations will be omitted. After step S35, the parking time calculation unit 708 calculates the parking time (Tp) to park the vehicle again to move the energy receiving coil 1B to the position corresponding to the energy transmission coil 1A (in step S36). In step S37, ECU 7 takes the charging time calculation unit 705 and calculates the charging time (T5) by adding the charging time (T3) and the parking time (Tp) to the charging time (T2 ), and compares the loading time (T1) with the loading time (T5).
[0099] When the charging time (T1) is less than or equal to the charging time (T5), a shorter charging time can be achieved by performing charging in the present position of the parked vehicle, instead of parking the vehicle again, and thus, under the control of ECU 7, the charge control unit 704 configures the charging energy according to the SOC of the battery 5 and the electrical energy received by the energy receiving coil 1B and supplies the charging energy to the battery 5 to start like this charging battery 5 (in step S38).
[0100] Furthermore, when the charging time (T1) is longer than the charging time (T5), a shorter charging time can be achieved by parking the vehicle again in its ideal parked position, and thus, in step S371, the unit Time Notification 706 notifies the vehicle occupant of the charging time (T1) and the charging time (T5) by displaying the charging time (T1) and the charging time (T5) on the screen or similar of the navigation system. Also, in step S372, the re-parking notification unit 709 notifies the vehicle occupant to park the vehicle again.
[0101] In step S373, the vehicle occupant determines whether or not to carry out the loading that lasts the loading time (T1). When the vehicle occupant determines that battery charging 5 can last the charging time (T1) and the vehicle occupant operates the charge start button (not shown) or similar to start charging, the control moves to the step S38. When the vehicle occupant wants and determines to execute the loading that lasts the loading time (T5) less than the loading time (T1), the driver parks the vehicle again in step S374, and the control returns to step S31.
[0102] Then, the SOC of battery 5 reaches a state of full charge, and control by the contactless charging system of the fourth mode ends.
[0103] As described above, in the fourth contactless charging device, the parking time calculation unit 708 calculates the parking time (Tp) to park the vehicle with the unit in the vehicle 200 again to move the energy receiving coil. 1B to the position corresponding to the power transmission coil 1A. This makes it possible to calculate the charging time in the case of re-parking the vehicle, allowing the parking time to park the vehicle again in its ideal parked position. Also, in the fourth mode, the comparison of the charging time (T1) with the charging time (T5) makes it possible to see whether or not the vehicle will be parked again in order to achieve a shorter charging time, thus achieving a reduction in the charging time. full load.
[0104] Also, in the fourth modality, the charging time calculation unit 705 calculates the charging time (T5) by adding the charging time (T3) and the parking time (Tp) to the charging time (T2), and , when the charging time (T5) is less than the charging time (T1), the time notification unit 706 provides notification of the charging time (T1) and the charging time (T5). Thus, in the fourth mode, the user can recognize that a shorter charging time can be achieved by parking the vehicle again, and also, the user can determine whether or not to park the vehicle again according to the loading time desired by the user. As a result, the fourth modality can improve the user's convenience.
[0105] Also, in the fourth mode, when the charging time (T5) is less than the charging time (T1), the re-parking notification unit 709 notifies the user to park the vehicle again. Thus, in the fourth mode, the user can recognize that a shorter charging time can be achieved by parking the vehicle again, and also, the user can determine whether or not to park the vehicle again according to the loading time desired by the user. With a result, the fourth modality can improve the user's convenience.
[0106] Also, in the fourth mode, when the charging time (T5) is longer than the charging time (T1), charging starts at the position of the energy transmission coil 1A in relation to the position of the energy receiving coil 1B in the which the position shift between the coils occurs. In this way, when a shorter loading time can be achieved by performing the loading in the present position of the parked vehicle instead of parking the vehicle again, the loading can be started without parking the vehicle again, and thus, the user's convenience can be enhanced.
[0107] The parking time calculation unit 708 corresponds to a "parking time calculation device" of the present invention, and the re-parking notification unit 709 corresponds to a "re-parking notification device". [Fifth Mode]
[0108] FIG. 15 is a block diagram illustrating a contactless charging system according to an even further embodiment of the invention. The fifth mode is different from the first mode mentioned above in that it includes the load time calculation unit 705 and the time notification unit 706. As the remaining configuration is the same as the first mode mentioned above, its description will be incorporated .
[0109] As illustrated in FIG. 15, ECU 7 includes allowable loading range configuration unit 701, determination unit 702, determination result notification unit 703, load calculation unit 704, load time calculation unit 705 , and the time notification unit 706. The allowable charge range configuration unit 701 configures the allowable charge range according to the SOC. The charging time calculation unit 705 calculates the charging time (T1) to charge to full charge from the position of the power transmission coil 1A relative to the position of the power receiving coil 1B and the SOC. Also, the charging time calculation unit 705 calculates the charging time (T2) in the case where the energy receiving coil 1B is located in the position corresponding to the position of the energy transmission coil 1A, from the SOC. The charging time (T1) indicates the charging time at the coil positions in the present position of the parked vehicle, and the charging time (T2) indicates the charging time at the coil positions in the ideal position of the parked vehicle. In ECU 7, the time difference (ΔTc) is pre-configured for comparison with the time difference (ΔT) between the loading time (T1) and the loading time (T2). The time difference (ΔTc) indicates the time difference from the allowed charging time to the charging time (T2).
[0110] Here, the permissible loading range and the time difference (ΔTc) indicate the allowed amount of position shift between the coils with respect to the ideal vehicle position, in terms of the space range and the time, respectively, and the time difference (ΔTc) is configured so that the allowed amount of position displacement between the coils is greater, when compared to the allowed loading range. For example, it is assumed that, when the SOC has a certain value, the position of the power transmission coil 1A is detected as being outside the permitted charging range; even in this case, when the time difference (AT) between the loading time (T1) and the loading time (T2) is less than the time difference (ΔTc), a determination is made that the amount of displacement position between the coils is less than the allowable quantity, and loading is allowed.
[0111] Next, a procedure for controlling the fifth contactless charging system will be described with reference to FIG. 16. FIG. 16 is a flowchart that illustrates the control procedure of the loading system without contact of the fifth modality. When the control by the contactless charging system of the fifth mode is initiated, in step S41, the charge status detection unit 601 detects the SOC of the battery 5 and transmits information in the detected SOC to the ECU 7. In step S42, the unit allowed charging range configuration 701 configures an allowed charging range according to the detected SOC. In step S43, ECU 7 detects the position of the power transmission coil 1A via the ground communication device 8A and the communication device in the vehicle 8B. In step S44, the determination unit 702 determines whether or not the position of the power transmission coil 1A is within the permitted charging range.
[0112] When the position of the power transmission coil 1A is within the permitted charging range, in step S45, the charge control unit 704 configures the charging energy according to the SOC of the battery 5 and the electrical energy received by the charging coil. receiving power 1B and supplies charging power to battery 5 to start charging battery 5.
[0113] In addition, when the position of the power transmission coil 1A is not within the permitted charging range, in step S441, the charging time calculation unit 705 calculates the charging time (T1) according to the detected position of the coil power transmission 1A and SOC detected. In step S442, the load time calculation unit 705 calculates the load time (T2) according to the SOC. In step S443, ECU 7 calculates the time difference (ΔT) between the loading time (T1) and the loading time (T2) and compares the time difference (AT) with the pre-configured time difference (ΔTc ). When the time difference (AT) is less than or equal to the time difference (ΔTc), ECU 7 determines that charging within the pre-configured permitted time is possible even if the coil position is outside the permitted charging range, and the charge control unit 704 configures the charging energy according to the SOC of the battery 5 and the electrical energy received by the energy receiving coil 1B and supplies the charging energy to the battery 5 to start charging the battery 5 (in step S45).
[0114] In addition, when the time difference (AT) is greater than the time difference (ΔTc), ECU 7 determines that loading within the pre-configured allowed time is impossible, and the time notification unit 706 notifies the occupant vehicle's loading time (T1) displaying the loading time (T1) on the screen or similar of the navigation system (in step S444). In step S445, the vehicle occupant determines whether or not to carry out the loading that lasts the loading time (T1). When the vehicle occupant determines that battery charging 5 can last the charging time (T1) and the vehicle occupant operates the charge start button (not shown) or similar to start charging, the control moves to the step S45. When the vehicle occupant determines not to perform the loading that lasts the loading time (T1), the driver parks the vehicle again at step S446, and the control returns to step S41.
[0115] Then, the SOC of battery 5 reaches a state of full charge, and the control by the contactless charging system of the fifth mode ends.
[0116] As described above, the contactless charging device of the fifth embodiment includes the energy receiving coil 1B, the electrical circuit in the vehicle 2B, the battery 5, the charge status detection unit 601, the communication devices 8A , 8B, the allowable charge range configuration unit 701, and the charge time calculation unit 705, and the allowable charge range indicates the range of the position of the power transmission coil 1A relative to the position of the power coil. 1B power receipt, in which battery charging is allowed, is configured according to the SOC, and also, the charging time (T1) for battery 5 is calculated according to the detected position of the energy transmission coil 1A and the SOC. In the fifth modality, the allowed loading range and loading time are calculated and whether or not loading is allowed is determined based on both the allowed loading range and the loading time, and thus, the accuracy of the determination can be improved , so that user convenience can be improved.
[0117] Incidentally, the fifth mode non-contact charging system can be configured as a system in which the charging time (T3) and the charging time (T4) are calculated and the control operations of step S26, step S27 and steps S261 to S263 are added, as is the case with the contactless charging system according to the third modality, or can be configured as a system in which the charging time (T5) and the parking time (Tp) are calculated and the control operations of step S37, step S38 and steps S371 to S373 are added. List of Reference Numbers 100 - ground unit 1A - power transmission coil 2A - electrical circuit on the ground 3 - ECU 4 - system power supply 8A - ground communication device 200 - unit in the vehicle 1B - energy receiving coil 2B - electrical circuit in the vehicle 5 - battery 6 - battery controller 7 - ECU 8B - vehicle communication device 601 - charge status detection unit 701 - allowed charging range configuration unit 702 - unit of determination 703 - determination result notification unit 704 - load control unit 705 - load time calculation unit 706 - time notification unit 707 - consumption calculation unit 708 - parking time calculation unit 709 - re-parking notification unit

权利要求:
Claims (5)
[0001]
Non-contact charging device, comprising: an energy receiving device (1B, 2B) having at least one energy receiving coil (1B) which is configured to receive electrical energy from an energy transmission coil (1A) in a non-contact manner by magnetic coupling ; a battery (5) that is configured to be charged by electrical energy; a charge status detection unit (601) that is configured to detect the charge status of the battery (5); and a charge control unit (704) that is configured to control charge energy for the battery (5) according to the charge state detected by the charge state detection unit (601), CHARACTERIZED by the fact that it still comprises: an allowable charging range configuration unit (701) configured to configure an allowable charging range indicating the range of the position of the power transmission coil (1A) in relation to the position of the power receiving coil (1B), in which charging of the battery (5) is possible and allowed, according to the state of charge detected by the state of charge detection unit (601), wherein the allowable charge range configuration unit (701) is configured to configure the widest allowable charge range as the charge state is greater.
[0002]
Non-contact charging device according to claim 1, CHARACTERIZED by the fact that it still comprises: a temperature sensing unit configured to detect a battery temperature (5) or a temperature in a vehicle having the energy receiving device (1B, 2B), where the allowable charge range configuration unit (701) is configured to configure the allowable charge range according to the temperature detected by the temperature sensing unit.
[0003]
Non-contact charging device according to claim 1 or 2, CHARACTERIZED by the fact that it still comprises: a position detection unit (8A, 8B) configured to detect the position of the power transmission coil (1A); a determination unit (702) configured to determine whether or not battery charging (5) is allowed; and a determination result notification unit (703) configured to provide notification of the results determined by the determination unit (702), where the determination unit (702) is configured to determine that battery charging (5) is allowed, when the position of the power transmission coil (1A) detected by the position detection unit (8A, 8B) is within the allowed charging range.
[0004]
Non-contact charging device, according to any one of the preceding claims, further characterized by the fact that it comprises: a position detection unit (8A, 8B) configured to detect the position of the power transmission coil (1A); and a charging time calculation unit (705) configured to calculate a first charge time for the battery (5) according to the state of charge detected by the charge state detection unit (601), and a first position of the power transmission coil (1A) detected by the position detection unit (8A, 8B).
[0005]
Non-contact charging device, according to any of the preceding claims, CHARACTERIZED by the fact that: the charge control unit (704) is configured to reduce the charging energy, gradually, as the charge state becomes greater.

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法律状态:
2018-03-27| B15K| Others concerning applications: alteration of classification|Ipc: B60L 11/18 (2006.01), H01M 10/44 (2006.01), H02J 5 |

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2018-12-18| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

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2019-08-06| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|

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2020-03-31| B06A| Notification to applicant to reply to the report for non-patentability or inadequacy of the application [chapter 6.1 patent gazette]|

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2020-07-21| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|

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2020-09-08| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 16/11/2011, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

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申请号 | 申请日 | 专利标题

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JP2010290133|2010-12-27|

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JP2010-290133|2010-12-27|

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PCT/JP2011/076427|WO2012090612A1|2010-12-27|2011-11-16|Non-contact charging device|

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