Patent Publication Number: US-9840153-B2

Title: Non-contact power supply system and non-contact power supply device for charging a vehicle battery

Description:
This application is a U.S. National stage application of International Application No. PCT/JP2014/058091, filed Mar. 24, 2014, which claims priority to Japanese Patent Application No. 2013-072228 filed in Japan on Mar. 29, 2013. The entire disclosure of Japanese Patent Application No. 2013-072228 is hereby incorporated herein by reference. 
     BACKGROUND 
     Field of the Invention 
     The present invention relates to a non-contact power supply system and a power supply device. 
     Background Information 
     A power supply system of an electric vehicle that supplies power in a non-contact manner from a power supply device provided on the ground to an electric vehicle, in which a vehicle detection unit for determining whether or not the electric vehicle has entered a chargeable area is provided in the power supply device, and communication is established with the electric vehicle and the power supply device by wireless communication after the sensor detects that the electric vehicle has entered a chargeable area, to supply power from a power supply unit of the power supply device to a power reception unit of the electric vehicle has been disclosed. (See, e.g., International Publication No. 2012-042902). 
     SUMMARY 
     However, in the system described above, the system of the power supply device is not activated until after the vehicle enters a chargeable area; as a result, there is a problem that the user cannot grasp the state of the power supply device before parking the vehicle in the chargeable area. 
     The problem to be solved by the present invention is to provide a power supply device or a non-contact power supply system in which the user can grasp the state of the power supply device before parking the vehicle in a chargeable area. 
     The present invention solves the problem by receiving a startup signal for activating a power supply device by wireless communication, detecting the possible state of non-contact power supply which represents a state in which power can be supplied in a non-contact manner from a power transmission coil, causing a notification means to make a notification in a first notification state when detecting a non-contact power supply possible state, and setting the notification state of the notification means to a state that is different from the first notification state described above, when not detecting a non-contact power supply possible state. 
     Since the state of the power supply device is notified after activating the power supply device by wireless communication, the present invention achieves the effect that the user can grasp the state of the power supply device before parking the vehicle in a chargeable area. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Referring now to the attached drawings which form a part of this original disclosure. 
         FIG. 1  is a control block diagram of a non-contact power supply system according to an embodiment of the present invention. 
         FIG. 2  is a control block diagram of the vehicle side controller and the power supply device side controller in  FIG. 1 . 
         FIG. 3  is a plan for explaining the positional relationships of a plurality of vehicles, and a plurality of parking spaces each provided with a power supply device. 
         FIG. 4  is a schematic view of a power pattern list that is generated on the vehicle side in  FIG. 1 . 
         FIG. 5  is a flow chart illustrating the control flow of the vehicle side controller and the power supply device side controller in  FIG. 1 . 
         FIG. 6  is a flow chart illustrating the control flow of step S 100  in  FIG. 5 . 
         FIG. 7  is a flow chart illustrating the specific control flow of step S 200  and step S 300  in  FIG. 5 . 
         FIG. 8  is a flow chart illustrating the specific control flow of step S 400  in  FIG. 5 . 
         FIG. 9  is a flow chart illustrating the specific control flow of step S 500  and the control flow of the power supply device side, among the controls of step S 600 , in  FIG. 5 . 
         FIG. 10  is a flow chart illustrating the control flow of the vehicle side, among the controls of step S 600 , in  FIG. 5 . 
         FIG. 11  is a flow chart illustrating the specific control flow of step S 700  and the control flow of the vehicle side, among the controls of step S 800 , in  FIG. 5 . 
         FIG. 12  is a flow chart illustrating the control flow of the power supply device side, among the controls of step S 800 , in  FIG. 5 . 
         FIG. 13  is a flow chart illustrating the specific control flow of step S 100  in  FIG. 5 , which is the control procedure of the controller in a stopped vehicle. 
         FIG. 14  is a flow chart illustrating the specific control flow of step S 110  in  FIG. 6 . 
     
    
    
     DETAILED DESCRIPTION OF THE EMBODIMENTS 
     Embodiments of the present invention will be explained below based on the drawings. 
     First Embodiment 
       FIG. 1  is a block diagram of a non-contact power supply system according to an embodiment of the present invention. The non-contact power supply system of the present embodiment supplies power in a non-contact manner from a power transmission coil of a power supply device provided on the ground side to a power reception coil on the vehicle side, by means of at least a magnetic coupling. The system then charges the battery of the vehicle by the power that is received by the power reception coil. The non-contact power supply system is a system that is capable of charging by two systems: a system according to non-contact power supply and a system according to contact power supply. In a contact power supply system method, a charging cable is connected between a power supply device and a charging port of a vehicle. 
     Non-contact power supply systems are provided to parking facilities such as parking spaces of homes and shared facilities such as a parking space along a highway. A non-contact power supply system comprises a vehicle  2  and a power supply device  1 . The power supply device  1  is provided to a parking space for parking a vehicle  2 , and is a ground side unit that supplies power by non-contact power supply between coils, when the vehicle  2  is parked in a predetermined parking position. The vehicle  2  is a vehicle  2 , such as an electric vehicle or a plug-in hybrid vehicle, which is capable of charging a battery that is provided in the vehicle by an external power source. 
     The configuration of the power supply device  1  and the vehicle  2 , which configure the non-contact power supply system, will be described below. In the present embodiment, a description will be given of an electric vehicle as the vehicle  2 . In  FIG. 1 , the dotted arrows represent respective signal lines between controllers  10  and  20 , and the configuration inside the power supply device  1  and the configuration inside the vehicle  2 , while the thick lines represent power lines when charging a battery  24  with the power of an AC power source  3 , representing power lines of a contact power supply system and power lines of a non-contact power supply system. 
     The power supply device  1  comprises a controller  10 , a power transmission coil  11 , a sensor  12 , a power unit  13 , a self-diagnosis circuit  14 , a memory  15 , a wireless communication unit  16 , a display unit  17 , and a relay switch  18 . 
     The controller  10  is a main controller for controlling the entire power supply device  1 . The configuration of the controller  10  will be described below. 
     The power transmission coil  11  is a parallel circular shaped coil for supplying power in a non-contact manner to a power reception coil  21 , which is provided on the vehicle  2  side, and is provided in a parking space in which is provided the non-contact power supply device of the present embodiment. The sensor  12  is a sensor for detecting the relative position of the power reception coil  21  with respect to the power transmission coil  11 , and is configured by, for example, an image sensor or an infrared sensor of a camera. The detection values of the sensor  12  are outputted to the controller  10 . 
     The power unit  13  is a circuit for converting the AC power that is transmitted from an AC power source  3  to a high frequency AC power and transmitting the same to the power transmission coil  11 , comprising a rectifier, a power factor correction circuit (PFC (Power Factor Correction) circuit), an inverter, and a sensor for detecting the output value to the power transmission coil  11 . The power unit  13  outputs the desired power to the power transmission coil  11  by having a switching element provided to the inverter PWM-controlled by the controller  10 . 
     The self-diagnosis circuit  14  is a circuit for diagnosing abnormalities such as a ground fault of the non-contact power supply system including the wiring from the power unit  13  and the AC power source  3  to the power transmission coil  11 , a disconnection in the wiring, a detection failure of the sensor  12 , and a ground fault of the contact power supply system. The diagnosis results of the self-diagnosis circuit  14  are outputted to the controller  10 . 
     The memory  15  is a recording medium for recording identification information (ID) that is provided to each power supply device  1  in advance, and information that is transmitted from the vehicle  2  side. The wireless communication unit  16  is a transceiver that performs bidirectional communication with a wireless communication unit  26  that is provided on the vehicle  2  side. A frequency that is different from the frequency that is used in vehicle peripherals, such as intelligence keys, is set as the communication frequency between the wireless communication unit  16  and the wireless communication unit  26  so that vehicle peripherals are less susceptible to interference by the communication even if communication is performed between the wireless communication unit  16  and the wireless communication unit  26 . For example, various wireless LAN systems are used for the communication between the wireless communication unit  16  and the wireless communication unit  26 . 
     The display unit  17  is a display device for notifying the state of the power supply device  1  to the outside, and is configured from a lamp or a display, etc. The relay switch  18  is provided to the wiring that configures the contact power supply system, and is a switch for switching between ON and OFF based on the control of the controller  10 . When charging the battery by contact power supply, the relay switch  18  is turned ON. 
     The configuration of the vehicle  2  is described next. The vehicle  2  comprises a controller  20 , a power reception coil  21 , a sensor  22 , a power reception circuit  23 , a battery  24 , a display  25 , a wireless communication unit  26 , a camera  27 , a GPS  28 , a memory  29 , a parking confirmation button  31 , a charging port  32 , a charger  33 , and a park lock mechanism  34 . 
     The controller  20  is not limited to the charging control when charging the battery  24 , and performs various controls in the EV system of a vehicle. 
     The power reception coil  21  is provided on the bottom surface (chassis), etc., of the vehicle  2  between the rear wheels. Then, when the vehicle  2  is parked in a predetermined parking position, the power reception coil  21  is positioned above the power transmission coil  11 , while maintaining the distance from the power transmission coil  11 . The power reception coil  21  is a circular shape coil that is parallel to the surface of the parking space. 
     The sensor  22  is a sensor for detecting the current and the voltage that is outputted from the power reception coil  21  to the battery  24 . The detection value of the sensor  22  is outputted to the controller  20 . The power reception circuit  23  is connected between the power reception coil  21  and the battery  24 , and comprises a circuit and a relay switch for converting the AC power that is received by the power reception coil to DC power. The relay switch switches between ON and OFF based on a control of the controller  20 . When charging the battery  24  by a non-contact power supply, the relay switch is turned ON. 
     The battery  24  is a secondary battery that outputs, via an inverter that is not diagrammed, power to a motor (not shown), which is the power source of the vehicle  2 . The battery  24  is configured by connecting a plurality of secondary batteries such as lithium-ion batteries in series or in parallel. The battery  24  is electrically connected to the power reception coil  21  via the relay switch of the power reception circuit  23 . The battery  24  is connected to the charger  33 . 
     The display  25  is, for example, provided to an instrument panel of the vehicle  2 , and displays a map in a navigation system and a captured image or the like of a camera  27  in a parking assist system. The display  25  also displays the state of the power supply device  1  and the position of the power supply device  1  on the map. The display  25  also displays a guide screen for charging, when charging the battery  24  with the power supply device  1 . 
     The wireless communication unit  26  is a communication transceiver for performing wireless communication with the wireless communication unit  16  on the power supply device  1  side. The camera  27  is an imaging device for capturing the surroundings of the vehicle. The camera  27  is provided in the vehicle  2  in a position capable of capturing the surroundings of the vehicle  2 . There may be a plurality of cameras  27 . 
     The GPS  28  (Global Positioning System) is a system for measuring the current position of the vehicle  2 , using a receiver for receiving signals from a satellite. The memory  29  is a recording medium for recording identification information (ID) that is provided to each vehicle in advance, and information that is transmitted from the power supply device  1  side. The parking confirmation button  31  is a button for confirming that the driver has the intention to park, and is a switch for starting the parking assist system by an operation of the user. The parking confirmation button  31  is provided to the instrument panel. 
     The charging port  32  is a terminal for connecting a plug of a charging cable. When charging the battery  24  by a contact power supply, the charging cable that is connected to the power supply device  1  is connected to the charging port  32 . 
     The charger  33  is a conversion circuit for converting the power that is outputted from the power supply device  1  via the charging port  32  and the charging cable to DC power, and comprises an inverter, a rectifier, and a smoothing circuit, etc. The controller  20  converts the AC power that is outputted from the power supply device  1  to a power that is suitable for charging the battery  24  by controlling the switching element included in the inverter, based on the charging state of the battery  24  (SOC: State of Charge), and supplies the same to the battery  24 . The charging state of the battery  24  is calculated based on a value of the voltage or the current of the battery  24  detected by a detection sensor (not shown) connected to the battery  24 . 
     The park lock mechanism  34  is a mechanical mechanism for fixing the rotation of the wheels, such as an emergency brake or a parking rod. 
     The configuration of the power supply device  1  side controller  10  and the configuration of the vehicle  2  side controller  20  will be described next, using  FIG. 1  and  FIG. 2 . 
     The controller  10  comprises a parked vehicle determination unit  101 , a state detection unit  102 , a coil position detection unit  103 , and a non-contact power supply control unit  104 . 
     The parked vehicle determination unit  101  is a control unit for determining whether or not a vehicle is stopped in a parking space of the power supply device  1 , based on the detection value of the sensor  12 . The controller  10  makes the control when the vehicle is stopped in a parking space and the control when the vehicle is not stopped in a parking space, different controls, as described below. Accordingly, the parked vehicle determination unit  101  determines whether or not a vehicle is parked in a parking space, in order to determine with which control flow the controller  10  controls the power supply device  1 . 
     The state detection unit  102  detects the state of the power supply device  1 , based on the detection value of the sensor  12  and the diagnostic results of the self-diagnosis circuit  14 . The states of the power supply device  1  include: a non-contact power supply possible state in which non-contact power supply can be performed normally; a recoverable state in which, even if there is some kind of abnormality, the abnormality or the problem can be removed by the user of the vehicle  2 ; a contact power supply possible state in which only charging by contact power supply is possible; and a power supply disabled state representing a state in which charging cannot be performed by either non-contact power supply or contact power supply. 
     When there is no abnormality in the circuit, etc., inside of the power supply device  1  according to the self-diagnosis circuit  14 , and there is no foreign object on the power transmission coil  11  according to the detection value of the sensor  12 , the state detection unit  102  detects the state to be a state in which power can be supplied from the power transmission coil  11  to the power reception coil  21  in a non-contact manner; that is, to be the non-contact power supply possible state. 
     The state detection unit  102  determines whether or not there is a foreign object on the power transmission coil  11  by analyzing a captured image on the power transmission coil  11  obtained from the sensor  12 . When there is a metallic foreign object on the power transmission coil  11 , such as an empty can, there are cases in which the magnetic flux that is outputted from the power transmission coil  11  is affected by the foreign object during the non-contact power supply, and the coupling between the coils becomes poor. On the other hand, the foreign object on the power transmission coil  11  can be easily removed by the user of the vehicle. Accordingly, the state detection unit  102  detects a state, in which the user is able to recover from a state in which power cannot be supplied in a non-contact manner to a non-contact power supply possible state, i.e., a recoverable state, if the power supply device  1  is detected to be normal by the self-diagnosis circuit  14  and a foreign object is detected on the power transmission coil  11  by the sensor  12 . 
     In addition, the state detection unit  102  also determines the state to be the recoverable state described above when the self-diagnosis circuit  14  detects that the cable of the power supply device  1  is detached from the AC power source  3 . If the power supply device  1  is configured so that the user is able to connect the cable of the power supply device  1  to an AC power source  3 , said cable detachment is also a problem that can be removed by the user. A cable detachment can be detected by the self-diagnosis circuit  14  by detecting an impedance change or a potential difference caused by the presence/absence of a cable connection. Accordingly, the state detection unit  102  detects a recoverable state based on the diagnostic results of the self-diagnosis circuit  14 . 
     The recoverable state is not limited to a problem due to a foreign object on the power transmission coil  11  or due to a cable not being connected to the AC power source  3 , and may be a state in which there are other flaws or problems that can be solved by the user. An example is when the system is temporarily shut down for maintenance of the non-contact power supply system and charging by the non-contact power supply cannot be performed immediately even when the user parks in a parking space, but charging can be performed after completion of the maintenance. In such a case, a user is able to solve the problem of not being able to perform non-contact charging by setting a timer in accordance with the completion time of the maintenance. Accordingly, the state detection unit  102  may also determine such a state to be a recoverable state. 
     Additionally, the state detection unit  102  also diagnoses abnormalities in the charging circuit according to the contact power supply with the self-diagnosis circuit  14 . Accordingly, the state detection unit  102  detects the state to be a contact power supply possible state, when the non-contact power supply cannot be performed and when only charging by a contact power supply is possible. In addition, the state detection unit  102  detects the state to be a power supply disabled state when neither a non-contact power supply nor a contact power supply can be performed, and when not in a recoverable state. 
     The coil position detection unit  103  detects the relative position of the power reception coil  21  with respect to the power transmission coil  11  using the sensor  12 . 
     The non-contact power supply control unit  104  outputs the power of the AC power source  3  to the power transmission coil  11  to control the charging of the battery  24 , by controlling the power unit  13  based on a signal that is received by the wireless communication unit  16 . Since the startup signal of the power supply device  1  can be transmitted from the vehicle  2  in the present embodiment, the non-contact power supply control unit  104  can start a non-contact power supply based on the startup signal that is received by the wireless communication unit  16 . Additionally, the non-contact power supply control unit  104  obtains the required output of the vehicle  2  side via the wireless communication of the wireless communication units  16  and  26 , and controls the power unit  13  so that the required output is outputted from the power transmission coil  11 . The required power is set on the vehicle  2  side in accordance with the charging state of the battery  24 . 
     The controller  20  on the vehicle  2  side comprises a parking position guide unit  201 , a startup signal control unit  202 , a power supply device guide unit  203 , and a coupling control unit  204 . 
     The parking position guide unit  201  is a control unit for controlling a parking assist system. When the parking confirmation button  31  is pressed by the user, the parking position guide unit  201  activates the parking assist system, displays the image of the surroundings of the vehicle  2  on the display  25  based on the captured image of the camera  27 , and performs guidance on the display screen of the display  25  to guide the position of the vehicle  2  to a predetermined parking position. In particular, in a non-contact charging system, the coupling between coils becomes weak when the positional displacement between the coils is large. Accordingly, the present embodiment is configured so that the positioning of the power transmission coil  11  and the power reception coil  21  will be easy, with the parking position guide unit  201 . 
     The parking position guide unit  201  is not limited to the periphery of a parking space comprising a power supply device  1 , and notifies on the display  25  that there is a power supply device  1  comprising a non-contact power supply system, for example, 30 m away from the current position of the vehicle. 
     The startup signal control unit  202  transmits a startup signal for activating a power supply device  1  from a running vehicle with the wireless communication unit  26 , based on the current position of the vehicle  2  that is measured by the GPS  28  system, or, an operation of the parking confirmation button  31 . In addition, the startup signal control unit  202  transmits a startup signal for activating a power supply device  1  from a stopped vehicle with the wireless communication unit  26 , based on a timer setting or the state of the power switch. Furthermore, the startup signal control unit  202  makes the startup signal that is transmitted from a running vehicle  2 , and the startup signal that is transmitted from a stopped vehicle  2 , separate startup signals. Accordingly, a controller  10  that receives a startup signal is able to differentiate whether the startup signal is a signal transmitted from a running vehicle  2  or a signal transmitted from a stopped vehicle  2 . 
     The power supply device guide unit  203  informs the state of the power supply device  1 , by displaying the detection results of the state detection unit  102 , which is received from the wireless communication unit  26 , on the display  25 . 
     The coupling control unit  204  allocates a power pattern based on the identification information (ID) of the power supply device  1 , which is transmitted from the power supply device  1 , and transmits a power pattern list that is allocated to each power supply device  1  to the power supply device  1 . Then, the coupling control unit  204  detects the pattern of the power received by the power reception coil  21  after being transmitted from the power supply device  1  based on the power pattern, and determines whether or not a paired communication has been established between the vehicle  2  and the power supply device  1 , based on the detected power pattern. 
     As a feature of the communication of the wireless communication unit  16  and the wireless communication unit  26  using the wireless LAN method or the like, for example, when transmitting a signal with the wireless communication unit  26  on the vehicle  2  side, a plurality of wireless communication units  16  positioned within the communication range of the wireless communication unit  26  receive the signal. The wireless communication unit  26  of the vehicle  2  can also receive a signal from the wireless communication unit  16  of the power supply device  1 , and can also receive a signal from a wireless communication unit  16  of another power supply device  1  other than this power supply device  1 . Consequently, even if the vehicle  2  is parked in a parking space to which a power supply device  1  is provided, the power supply device  1  cannot grasp which vehicle has parked, and the vehicle  2  cannot grasp to which parking spot and at which power supply device  1  the vehicle has parked, by wireless communication alone. Consequently, communication cannot be established between the vehicle  2  and the power supply device  1  of the parking space to which the vehicle has parked. 
     On the other hand, separately providing close range communication units that are different from the wireless communication units  16  and  26 , in order to make a one-to-one dedicated communication between the power supply device  1  and the vehicle  2 , is not preferable, from the point of view of cost. Accordingly, in the present embodiment, communication between the power supply device  1  and the vehicle  2  is established by utilizing non-contact power supply between the power transmission coil  11  and the power reception coil  21 . The coupling control unit  204  is a control unit for establishing such a paired communication between the vehicle  2  and the power supply device  1 . 
     Herein below, a state in which the power supply device  1  side has grasped the identification information of the parked vehicle  2 , and in which a one-to-one communication has been established between the power supply device  1  and the vehicle  2 , in other words, a state in which the vehicle  2  side has grasped the identification information of the power supply device  1  at which the vehicle has parked, shall be referred to as a state in which coupling has been established. The control to establish this coupling corresponds to the coupling control. 
     The control of the controllers  10  and  20  is described next, using  FIG. 1  and  FIG. 2 . The basic control, from transmitting a startup signal from the vehicle  2  to the power supply device  1 , to controlling the charging by a non-contact power supply with the power supply device  1 , will be described. 
     First, the controller  20  of the vehicle  2  determines whether or not the vehicle  2  is traveling or stopped based on, for example, the rotational speed of the motor (not shown) of the vehicle  2 . Then, the startup signal control unit  202  generates a startup signal (traveling) when the state of the vehicle  2  is traveling, and generates a startup signal (stopped) when the state of the vehicle  2  is stopped. The startup signal (traveling) and the startup signal (stopped) comprise an identifier which indicates the state of the vehicle  2 , traveling or stopped. Then, the startup signal control unit  202  transmits a startup signal (traveling or stopped) to the power supply device  1  with the wireless communication unit  26 . 
     When receiving a startup signal that is transmitted from the vehicle  2 , the power supply device  1  determines whether or not a vehicle is parked in the parking space with the parked vehicle determination unit  101 . 
     When the parked vehicle determination unit  101  determines that a vehicle  2  is not parked in the parking space and a startup signal (traveling) is received, the controller  10  performs a control to diagnose the state of the power supply device  1  by the state detection unit  102 . That is, when the power supply device  1  receives a startup signal from a traveling vehicle  2  in a state in which a vehicle  2  is not parked in the parking space, there is the possibility that the vehicle that transmitted the startup signal will park at this power supply device  1 . At this time, if, for example, the power supply device  1  cannot perform charging by a non-contact power supply but is in a contact power supply possible state, notifying the state of the power supply device  1  before the vehicle  2  parks in the parking space is preferable. Accordingly, the state detection unit  102  performs a control to diagnose the state of the power supply device  1 . 
     Additionally, when the parked vehicle determination unit  101  determines that a vehicle  2  is not parked in the parking space and a startup signal (traveling) is received, the controller  10  causes the non-contact power supply control unit  104  to output weak power to establish a coupling with the vehicle  2 . The coupling control utilizes the non-contact power supply between coils; when the positional displacement of the power reception coil  21  with respect to the power transmission coil  11  is great, there is a possibility that sufficient power to allow detection cannot be received by the power reception coil  21 , even if power for coupling is outputted from the power transmission coil  11 . 
     Accordingly, the controller  10  detects the position of the power reception coil  21  with respect to the power transmission coil  11  while the vehicle  2  is parking or after the vehicle  2  has parked but before the coupling control, with the coil position detection unit  103 . When the positional displacement between the coils is outside of the allowable range, the coil position detection unit  103  causes the wireless communication unit  16  to transmit a signal to instruct re-parking and display information instructing re-parking on the display unit  17 . The allowable range represents the upper limit of the positional displacement of the coils with which coupling control can be performed. 
     When the positional displacement of the coils is within the allowable range according to the coil position detection unit  103 , the controller  10  causes the wireless communication unit  16  to transmit a signal indicating the start of the coupling. 
     In addition, when receiving an advance notice signal for coupling from the power supply device  1  side, the controller  20  on the vehicle  2  side starts the control of the coupling with the coupling control unit  204 . The coupling control will be described in detail below. 
     After the coupling has been established, the controllers  10  and  20  perform charging control of the battery  24  by the non-contact power supply. If a timer has been set, the charging of the battery  24  is started when the set time arrives. If a timer has not been set, and the charging is not canceled, charging of the battery  24  is started when the power switch (not shown) of the vehicle  2  is switched from an ON state to an OFF state, or, when switched from a Ready state to the OFF state. 
     Here, the ON state represents a transitioned state by an ON operation of the power switch. The controller  20  is activated when the power switch is in the ON state, but the relay switch of the power reception circuit  23  is OFF, and between the motor and the battery  24  as well as between the charger  33  and the battery are also cut off due to relay off (a switch different from the relay switch of the power reception circuit  23 ); as a result the vehicle  2  cannot be driven, and the battery  24  is not in a state that can be charged by an external power source. 
     The Ready state is a state in which the brake pedal is depressed, and represents a transitioned state by an ON operation of the power switch. In the Ready state, the controller  20  is activated, between the motor and the battery  24  becomes an electrically conductive state, the relay switch of the power reception circuit  23  is turned OFF, and between the charger  33  and the battery  24  is cut off. Consequently, the vehicle  2  can be driven, but the battery  24  is not in a state that can be charged by an external power source. 
     On the other hand, when reaching the set time for timer charging, or, when an instruction to start charging is inputted to the controller  20  by the user and the power switch is switched from the ON state to the OFF state, or from the Ready state to the OFF state, the controller  20  is activated, the relay switch of the power reception circuit  23  is turned ON, and between the charger  33  and the battery  24  there is an electrically conductive state. The vehicle  2  thereby enters a chargeable state electronically as well. 
     When controlling the charging of the battery  24 , the controller  20  manages the charging state of the battery  24 , and transmits the required power to the power supply device  1  side to adjust the charging power of the battery  24 , in accordance with the SOC of the battery  24 . The controller  10  of the power supply device  1  controls the power unit  13  with the non-contact power supply control unit  104 , in accordance with the required power from the vehicle  2  side. Then, when the SOC of the battery  24  reaches a target SOC, the controller  20  transmits a stop signal for stopping the charging to the power supply device  1 . The non-contact power supply control unit  104  stops the output of power based on the stop signal. 
     The control described above is an outline of the control of the controller  10  of the power supply device  1  and the controller  20  of the vehicle  2 ; however, the controller  10  on the power supply device  1  side omits a part of the control described above depending on whether or not a vehicle is stopped in a parking space, and whether or not the startup signal that is transmitted from the vehicle  2  was transmitted while traveling. 
     Thus, the specific control of the controllers  10  and  20  according to the state of the vehicle and whether or not a vehicle is stopped in the parking space will be described below, using  FIG. 1 - FIG. 3 .  FIG. 3  is a plan view for explaining the positional relationships of a plurality of vehicles  2  and a plurality of parking spaces, each provided with a power supply device  1 . In  FIG. 3 , the vehicle (CAR_A) is trying to park at the nearest power supply device (GC_A) among a plurality of power supply devices  1  (GC_A, GC_B, GC_C). The vehicle (CAR_C) is already stopped in a parking space of power supply device (GC_C), but is not performing charging of the battery  24  by the contact power supply or non-contact power supply. Since a vehicle (CAR_C) is stopped at the nearest power supply device (GC_C), the vehicle (CAR_B) is trying to park at the next closest power supply device (GC_B). The CAR_A, B, C in the drawing represent the identification information (ID) of the vehicles  2 , and GC_A, B, C represent the identification information of the power supply devices  1 . 
     The control for when startup signals are transmitted from the running vehicles (CAR_A, CAR_B) will be described first. 
     The generation of a startup signal by the vehicle  2  will be described. The controller  20  determines whether or not the parking confirmation button  31  has been pressed during the traveling of the vehicle  2 . Then, if the parking confirmation button  31  has been pressed, the startup signal control unit  202  transmits a startup signal (traveling) along with the identification information. Even when the parking confirmation button  31  has not been pressed, the controller  20  determines whether or not the distance between the current position of the vehicle and the position of a registered power supply device  1  is equal to or less than a predetermined determination threshold. Then, if the distance between the current position of the vehicle and the position of the power supply device  1  is less than or equal to the predetermined determination threshold, the startup signal control unit  202  turns the wireless communication unit  26  ON and transmits a startup signal (traveling) along with the identification information. A registered power supply device  1  is, for example, a power supply device  1  in a home parking space or in the vicinity of a travel route to a destination, and is recorded in the memory  29 . The power supply device  1  may be registered by the user, or, when the battery  24  becomes lower than a predetermined value, a power supply device  1  in the vicinity of the current position of the vehicle or in the vicinity of a reachable point of the vehicle  2 , can be identified by the controller  20  and registered in the memory  29 . 
     On the other hand, if the parking confirmation button  31  is not pressed and the distance between the current position of the vehicle  2  and the position of a registered power supply device  1  is longer than the predetermined determination threshold while the vehicle is traveling, the startup signal control unit  202  turns the wireless communication unit  26  OFF and does not transmit a startup signal (traveling). Additionally, if the wireless communication unit  26  is ON and the distance between the current position of the vehicle  2  and the position of a registered power supply device  1  becomes longer than the predetermined determination threshold, the startup signal control unit  202  switches the wireless communication unit  26  from ON to OFF. 
     In the example in  FIG. 3 , the distances between the positions of the vehicles (CAR_A, CAR_B) and the positions of the registered power supply devices (GC_A, B, C) are equal to or less than the predetermined determination threshold, and the startup signal control unit  202  transmits the identification signals of the vehicle (CAR_A or CAR_B) and a start signal (traveling) to the power supply devices (GC_A, B, C). After transmitting the startup signal (traveling), the controller  20  of the vehicles (CAR_A, CAR_B) enters a state of waiting for a signal from the power supply device  1 . 
     The control of the controller  10  on the power supply device  1  side, which has received a startup signal (traveling)), will be described next. When receiving a startup signal (traveling), the controller  10  activates the systems other than the reception system of the wireless communication. The parked vehicle determination unit  101  determines whether or not a vehicle  2  is stopped in the parking space. Since a vehicle is not stopped in the parking space, the power supply devices (GC_A, B) determine that there is no parked vehicle. On the other hand, since a vehicle (CAR_C) is stopped in the parking space, the power supply device (GC_C) determines that there is a parked vehicle. 
     If the parked vehicle determination unit  101  determines that there is no parked vehicle, the controller  20  cross-checks the identification information of the vehicle that is contained in the received startup signal and the vehicle identification information that is registered in the memory  15 . 
     Regarding the identification information that is recorded in the memory  15 , if, for example, the power supply device  1  is set in a home parking space, the identification information of the vehicle of the owner of the power supply device  1  is recorded in the memory  15 . Alternatively, if the non-contact power supply system of the present embodiment is a member-only system, the identification information of subscribed vehicles, or the identification information that indicates one to be a member, is recorded in the memory  15 . When using identification information that is common for members, the identification information is recorded in the memory  29  of the vehicle  2  side as well, and is transmitted to the power supply device  1  from the vehicle  2  along with the start signal. 
     When the identification information that is received along with the startup signal (traveling) and the identification information in the memory  15  match, the controller  10  determines that the identification information is permitted. On the other hand, when the received identification information and the identification information in the memory  15  do not match, the controller  10  determines that the identification information is not permitted. If the identification information is not permitted, the controller  10  does not perform the coupling control and the self-diagnosis control by the state detection unit  102 , and enters a sleep state. 
     If the identification information is not permitted, non-contact charging is not performed even if the vehicle having the unpermitted identification information parks in the parking space; therefore, performing self-diagnosis control, etc., is not necessary. In addition, if the self-diagnosis results of the power supply device  1  are notified to the vehicle with the unpermitted identification information, there is a possibility that the user of the vehicle will see the notification results and erroneously park the vehicle  2  in the parking space, even though non-contact charging is not permitted. Therefore, if the identification information is not permitted, the controller  10  omits the self-diagnosis control, etc., and enters a sleep state. The present embodiment can thereby suppress the power consumption of the power supply device  1 . 
     Next, if the identification information is permitted, the controller  10  detects the state of the power supply device  1  with the state detection unit  102 . In the example in  FIG. 3 , self-diagnosis control is performed by the power supply devices (GC_A, B) receiving the start signal of the vehicle (CAR_A). 
     If the state detection unit  102  detects a non-contact power supply possible state of the power supply device  1 , the controller  10  lights the lamp display of the display unit  17  “blue”. If the state detection unit  102  detects a recoverable state of the power supply device  1 , the controller  10  blinks the lamp display of the display unit  17  “blue”. If the state detection unit  102  detects a contact power supply possible state of the power supply device  1 , the controller  10  blinks the lamp display of the display unit  17  “red”. Furthermore, if the state detection unit  102  detects a power supply disabled state of the power supply device  1 , the controller  10  lights the lamp display of the display unit  17  “red”. That is, in the present embodiment, the display state of the display unit  17  is differentiated depending on the detection result of the state detection unit  102 . 
     When wireless communication with the vehicle  2  is being continued, the controller  10  continues the lamp display by the display unit  17  as described above. On the other hand, when a predetermined time has elapsed since the wireless communication with the vehicle  2  was interrupted; the controller  10  controls the display unit  17  to turn off the lamp display. A case in which the wireless communication is interrupted is, for example shown in the example in  FIG. 3 , a case in which a vehicle (CAR_A) approaches a power supply device (GC_A) but passes without stopping in the parking space of the power supply device (GC_A). In such a case, displaying the state of the power supply device  1  on the display unit  17  even though the vehicle  2  is not present in the vicinity of the power supply device  1  becomes unnecessary. Accordingly, the controller  10  turns off the lamp display. 
     In addition, in the present embodiment, the state of the power supply device  1  is not notified by a lamp display of the display unit  17  of the power supply device  1 , with respect to a vehicle  2  with an unpermitted identification signal. Referring to  FIG. 3 , for example, it shall be assumed that a power supply device (GC_B) is owned by the user of a vehicle (CAR_D), and only CAR_D is registered to the memory  15  of the power supply device (GC_B) as the vehicle identification information. In this case, if the state of the power supply device  1  is notified by a lamp display without performing identity authentication, the display unit  17  would be lit, even if vehicles (CAR_A, B) other than the vehicle (CAR_D) are traveling in the vicinity of the power supply device (GC_B). Accordingly, in the present embodiment, the controller  10  performs a control so that the state of the power supply device  1  is not displayed by the display unit  17  with respect to a vehicle  2  with an unpermitted identification signal. 
     Additionally, if the detection result of the state detection unit  102  is a non-contact power supply possible state, if the detection result is a recoverable state, or if in a contact power supply possible state, the controller  10  transmits the detection result to the vehicle  2  by wireless communication. After transmitting the detection results, the controller  10  enters a state of waiting for a signal from the vehicle  2 . 
     On the other hand, if the detection result of the state detection unit  102  is a power supply disabled state, the controller  10  does not transmit the detection result by wireless communication. In the case that charging cannot be performed by the power supply device  1  and the problem causing the disabled charging cannot be solved by the user of the vehicle  2 , the detection result would not be meaningful information for the user of the vehicle  2  even if the detection result is notified to the vehicle  2  side. Accordingly, in the present embodiment, if the detection result is a power supply disabled state, the detection result is not transmitted by wireless communication. 
     The users of the vehicles (CAR_A, B) can thereby confirm the state of the power supply devices (GC_A, B) from the differences in the display of the display unit  17  before parking at the power supply devices (GC_A, B). For example, if the power supply device (GC_A) is in a power supply disabled state and the power supply device (GC_B) is in a recoverable state, the users of the running vehicles (CAR_A, B) can recognize that the power supply device (GC_A) cannot perform charging, by checking the “red” lit state of the power supply device (GC_A). Additionally, the users of the running vehicles (CAR_A, B) can recognize that non-contact power supply is possible after the users solve some kind of abnormality, by checking the “blue” lit state of the power supply device (GC_B). 
     On the other hand, if the parked vehicle determination unit  101  determines that there is a parked vehicle, the controller  10  enters a sleep state without performing the authentication control of the identification information or the self-diagnosis control of the power supply device  1  described above. This control corresponds to the control of the power supply device (GC_C) in the example of  FIG. 3 . 
     Even if the power supply device (GC_C) receives a startup signal (traveling) from the vehicles (CAR_A, B), a vehicle (CAR_C) is already stopped. Accordingly, the vehicles (CAR_A, B) cannot be charged at the power supply device (GC_C); therefore, the power supply device (GC_C) does not need to authenticate the identification information of the vehicles (CAR_A, B), and notifying the state of the power supply device (GC_C) to the vehicles (CAR_A, B) is also not necessary. Accordingly, the power supply device (GC_C) immediately enters a sleep state when receiving a startup signal (traveling) from the vehicles (CAR_A, B). The present embodiment can thereby suppress the power consumption of the power supply device  1 . 
     The control of the vehicle side, which has received information on the detection results of the state detection unit  102 , will be described next. As described above, the vehicles (CAR_A, B) are in a state waiting for a signal from the power supply device  1  after transmitting the startup signal (traveling), and informs the state of the power supply device  1  by receiving a signal that contains the results of the self-diagnosis from the power supply device  1 . 
     If a signal containing the detection result of a non-contact power supply possible state is received, the power supply device guide unit  203  displays the detection results and the position of the normal power supply device  1  corresponding to the detection results, on a map on the display  25 . The power supply device guide unit  203  may indicate that a power supply device  1  is normal and capable of non-contact power supply by color identification, or, display on the display  25  that the power supply device  1  is normal by means of a pop-up function. 
     Additionally, if a signal containing the detection result of a recoverable state is received, the power supply device guide unit  203  displays the detection results and the position of the power supply device  1  corresponding to the detection results, on a map on the display  25 . The power supply device guide unit  203  displays on the display  25  power supply devices that include abnormalities that can be solved by the user. When displaying a power supply device  1  that is in a recoverable state on the display  25 , the display may be done with, for example, a different color from the display color of a normal power supply device  1 , or displayed by means of a pop-up function. At this time, the abnormality causing the recoverable state may also be displayed. 
     In addition, if a signal containing the detection result of a contact power supply possible state is received, the power supply device guide unit  203  displays the power supply device that can only perform the contact power supply on the display  25 . When displaying a power supply device  1  that is in a contact power supply possible state on the display  25 , the display may be done with, for example, a different color from the display color of a normal power supply device  1  and the display color of a power supply device  1  in a recoverable state, or displayed by means of a pop-up function. 
     When a plurality of power supply devices  1  are contained in the map that is displayed by the display  25 , the position of each power supply device  1  and the respective state that corresponds to each power supply device  1  are displayed on the display. 
     When the detection result of the state detection unit  102  is a power supply disabled state, the detection result is not transmitted by wireless communication; therefore, the power supply device guide unit  203  does not display the information of the power supply device  1  in the power supply disabled state on the display  25 . That is, the power supply device guide unit  203  displays, on the display  25 , a power supply device  1  that is capable of performing either non-contact charging or contact charging, and a power supply device  1  that is in a state that can be recovered to a chargeable state by the user of the vehicle  2 . Accordingly, the user of the vehicle  2  can easily confirm that the state of the power supply device  1  is a chargeable state, by the display of the display  25 . 
     Then, the users of vehicles (CAR_A, B) will park the vehicles in a parking space of the power supply devices (GC_A, B), while checking the display of the display unit  17  of the power supply device  1 , or, the display of the display  25  of the vehicle  2 . 
     When the vehicle approaches the parking space of the power supply device  1  (parking spaces of power supply devices (GC_A, B)) that transmitted a signal indicating the detection results of the state of the power supply device  1 , the controller  20  transmits a parking signal to the power supply device  1  indicating the intention to park. The determination of whether or not the vehicle  2  has approached the power supply device  1  may be determined by, for example, comparing the position of the power supply device  1  and the current position of the vehicle, or, determined by measuring the reception strength of the wireless signal that is transmitted from the power supply device  1 . 
     The coupling control of the power supply devices (GC_A, B) and the vehicles (CAR_A, B), with respect to a vehicle that is traveling in a parking space or a stopped vehicle that has parked, will be described next. First, the controller  10  receives the parking signal described above. 
     At this time, if the state of the power supply device  1  is a non-contact power supply possible state, the positional displacement between the coils is detected by the coil position detection unit  103 . On the other hand, if the state of the power supply device  1  is a recoverable state, the controller  10  detects the positional displacement between the coils with the coil position detection unit  103 , after confirming that the abnormality that is causing the recoverable state has been removed. Additionally, if the state of the power supply device  1  is a contact power supply possible state, the controller  10  performs a charging control by contact charging, without performing the coupling control or the detection control of the coil positions with the coil position detection unit  103 . 
     Then, if the position of the power reception coil  21  of the vehicle  2  is detected by the coil position detection unit  103  based on the detection value of the sensor  12  and the positional displacement between the power transmission coil  11  and the power reception coil  21  is within an allowable range, the controller  10  transmits an excitation advance notice signal to the vehicle  2 , indicating that preparation has been made for accepting coupling. 
     Here, in the example of  FIG. 3 , the vehicle (CAR_A) is assumed to have transmitted a parking signal before the vehicle (CAR_B). In addition, the power supply devices (GC_A, B, C) are assumed to have received the parking signal from the vehicle (CAR_A) before the parking signal from the vehicle (CAR_B). 
     In this case, the controller  10  of the power supply device (GC_A) transmits an excitation advance notice signal to the vehicles (CAR_A, B) by receiving the parking signal from the vehicle (CAR_A). The controller  10  of the power supply device (GC_B) transmits an excitation advance notice signal to the vehicles (CAR_A, B) by receiving the parking signal from the vehicle (CAR_A). At this time, the power supply device (GC_A) is in a position that is closer to the vehicle (CAR_A), which transmitted the parking signal first, than the power supply device (GC_B). Accordingly, the excitation advance notice signal of the power supply device (GC_A) is transmitted before the excitation advance notice signal of the power supply device (GC_B). 
     Then, the vehicle (CAR_A) receives the excitation advance notice signal of the power supply device (GC_B) after receiving the excitation advance notice signal of the power supply device (GC_A). In the same way, the vehicle (CAR_B) receives the excitation advance notice signal of the power supply device (GC_B) after receiving the excitation advance notice signal of the power supply device (GC_A). That is, the reception order of the excitation advance notice signals received by the vehicle (CAR_A) will be the same as the reception order of the excitation advance notice signals received by the vehicle (CAR_B). 
     The controller  10  may adjust the transmission timing between the power supply devices in order to make the reception order of the excitation advance notice signals the same among a plurality of vehicles that are present within the communication range. For example, if a parking signal containing the identification signal of the same vehicle is received by a plurality of power supply devices, the reception strength of the wireless signal will be higher for a power supply device that is closer to the vehicle. Accordingly, the controller  10  may adjust the transmission timing to be delayed more, the lower the reception strength. Additionally, for example, if information on the transmission time is included in the parking signal, the controller  10  can grasp the distance between the target vehicle and the power supply device from the time between the transmission time and the reception time. Then, the transmission timing can be made earlier as the distance to the power supply device  1  is shorter, and the transmission timing may be made later as the distance to the power supply device is longer. 
     A plurality of power patterns are recorded in advance in the memory  29  of the controller  10  of the vehicles (CAR_A, B). The number of power patterns is set according to, for example, the communication range of the wireless communication of the power supply device  1 , and the number of power supply devices  1  that are present within the communication range. 
     The power patterns are described here. A power pattern represents the pattern of the power that is transmitted from the power transmission coil  11  to the power reception coil  21 . A power pattern is an intensity distribution configured so that the intensity of power sent from the power transmission coil  11  is intermittently pulsed with respect to time. The power pattern is distinguished by changing the frequency, the intensity, or the duty, in the strength characteristics of the pulses with respect to time. The frequency, the intensity, and the duty may, for example, combine a plurality of elements, such as combining the frequency and the duty ratio. 
     The coupling control unit  204  generates a power pattern list by allocating the identification information that is included in the excitation advance notice signal to a plurality of power patterns in accordance with a rule that is set in advance. A rule that is set in advance is, for example, a case in which the identification information of the power supply device is allocated with respect to the sequence of a plurality of power patterns in the reception order of the excitation advance notice signal, or, a case in which the identification information of the power supply device is allocated in the registration order of the power supply device, which is included in the identification information. The identification information of the power supply device  1  is included in the excitation advance notice signal. In the present embodiment, a case in which the reception order of the excitation advance notice signal is configured as the rule that is set in advance will be described below. 
       FIG. 4  illustrates a schematic view of a power pattern list that is generated in the coupling control unit  204 . Four power patterns I-IV are recorded in the memory  29 . Then, the coupling control unit  204  allocates power patterns in order from I, in the reception order of the excitation advance notice signal, according to the rule that is set in advance. That is, in the example of  FIG. 3 , since the reception order of the excitation advance notice signal of the power supply device (GC_A) is first and the reception order of the excitation advance notice signal of the power supply device (GC_B) is second, the identification information (GC_A) is allocated to power pattern I, and the identification information (GC_B) is allocated to power pattern II. The power patterns are distinguished by the frequency. 
     Then, since the reception order of the excitation advance notice signal is the same for both the vehicle (CAR_A) and the vehicle (CAR_B), each coupling control unit  204  of the vehicles (CAR_A, B) generates the same power pattern list and records the same in the memory  29 . Then, the coupling control unit  204  transmits the generated power pattern list to the power supply devices (GC_A, B) wirelessly. 
     The power supply devices (GC_A, B) that receive a signal including a power pattern list, cross-checks their own identification information registered in the memory  15  and the identification information contained in the power pattern list, and extracts the power pattern that corresponds to the matched identification information. In addition, the power patterns I-IV are also registered in the memory  29 , and the power patterns are unified between the power supply device  1  and the vehicle  2 . 
     The controller  10  determines whether or not the extracted power pattern matches the power pattern that is registered in the memory  15 , by comparing the extracted power pattern and the power pattern that is recorded in the memory  15 . Then, if the extracted power pattern is confirmed to be the unified power pattern, with the extracted power pattern matching the power pattern of the memory  15 , the non-contact power supply control unit controls the power unit  13  according to the extracted power pattern, and causes the power transmission coil  11  to output a power that corresponds to the extracted power pattern. 
     Since the identification information (GC_A) in the examples of  FIG. 3  and  FIG. 4  is allocated to power pattern I, power is outputted from the power transmission coil  11  of the power supply device (GC_A) with the frequency of power pattern I. Since the identification information (GC_B) is allocated to power pattern II, power is outputted from the power transmission coil  11  of the power supply device (GC_B) with the frequency of power pattern II. 
     On the other hand, if the extracted power pattern is confirmed to be not the unified power pattern, with the extracted power pattern not matching the power pattern of the memory  15 , the controller  10  transmits a signal indicating a pattern mismatch to the vehicle side. 
     After transmitting the power pattern list, the vehicle side controller  20  enters a state in which power can be detected using the sensor  22 . When a power corresponding to the power pattern is transmitted from the power transmission coil  11 , the power reception coil  21  receives a power corresponding to the pattern, and the sensor  22  detects the power. The coupling control unit  204  measures the power pattern by measuring the frequency of the detected power, based on the detection value of the sensor. Then, the coupling control unit  204  determines whether or not the measured power pattern matches the power pattern to which identification information is allocated according to the power pattern list. 
     If the power patterns (frequency) match, the coupling control unit  204  determines that a coupling has been established with the power supply device having identification information with a matching power pattern. 
     On the other hand, if the power patterns do not match, the coupling control unit  204  transmits to the power supply device  1  again a signal for performing coupling. If coupling is to be performed again, the power supply device side controller  10  receives the signal for performing coupling again, transmits an excitation advance notice signal, and transmits power according to the power pattern that is transmitted from the vehicle side again, in the same way as described above. Additionally, the vehicle side controller  10  receives the excitation advance notice signal, generates a power pattern list in the same way as described above, transmits the same to the power supply device side, and then measures the power pattern with the sensor  22 . 
     In the example of  FIG. 3 , it is assumed that after the vehicles (CAR_A, B) generate the power pattern list of  FIG. 4  and transmit the same to the power supply device side, the vehicle (CAR_A) stops at the power supply device (GC_A) and performs a power pattern measurement for coupling with the power supply device (GC_A), while the vehicle (CAR_B) stops at the power supply device (GC_B) and performs a power pattern measurement for coupling with the power supply device (GC_B). 
     In this case, the coupling control unit  204  of the vehicle (CAR_A) determines that the vehicle (CAR_A) is stopped at the power supply device (GC_A), by measuring the power pattern corresponding to the power pattern I, and with the measured power pattern matching the power pattern I of the power pattern list, and determines that a coupling has been established between the vehicle (CAR_A) and the power supply device (GC_A). 
     In addition, the coupling control unit  204  of the vehicle (CAR_B) determines that the vehicle (CAR_B) is stopped at the power supply device (GC_B), by measuring the power pattern corresponding to the power pattern II, and with the measured power pattern matching the power pattern II, and determines that a coupling has been established between the vehicle (CAR_B) and the power supply device (GC_B). 
     As another example, it is assumed that after the vehicles (CAR_A, B) generate the power pattern list of  FIG. 4  and transmit the same to the power supply device side, the vehicle (CAR_A) stops at the power supply device (GC_B) and performs a power pattern measurement for coupling with the power supply device (GC_B), while the vehicle (CAR_B) stops at the power supply device (GC_A) and performs a power pattern measurement for coupling with the power supply device (GC_A). 
     In this case, the coupling control unit  204  of the vehicle (CAR_A) determines that the vehicle (CAR_A) is stopped at the power supply device (GC_B), by measuring the power pattern corresponding to the power pattern II, and with the measured power pattern matching the power pattern II of the power pattern list, and determines that a coupling has been established between the vehicle (CAR_A) and the power supply device (GC_B). Regarding the vehicle (CAR_B), a coupling is determined to have been established between the vehicle (CAR_B) and the power supply device (GC_A), by performing a coupling control based on the power pattern I, in the same way. 
     Additionally, it is assumed that the power pattern of  FIG. 4  that is generated in the vehicle (CAR_A) has been sent to the power supply devices (GC_A, B), but a power pattern list that is different from the power pattern list of  FIG. 4  is generated in the vehicle (CAR_B). In this case, a coupling can be established regardless of whether the vehicle (CAR_A) is stopped at the power supply device (GC_A) or at the power supply device (GC_B). On the other hand, the vehicle (CAR_B) cannot establish a coupling when stopping at either power supply device (GC_A, B). However, by performing a coupling again, the vehicle (CAR_B) can establish a coupling by generating a power pattern list again with respect to the power supply devices (GC_A, B) and measuring the power based on the power pattern of the generated power pattern list again. 
     When a coupling is established, the coupling control unit  204  registers in the memory  29  the identification information of the power supply device  1  on the partner side as an identification information that has been coupled. In addition, the coupling control unit  204  wirelessly transmits the coupling information (identification information in which a coupling has been established) by a signal indicating an established coupling, by corresponding the identification information of the power supply device of the coupling partner with the identification information of itself. 
     The controller  10  on the power supply device side receives the signal indicating an established coupling, and compares the identification information included in the signal and the identification information of itself. Then, if the identification signals match, the controller  10  determines that a coupling has been established with the vehicle corresponding to the matched identification information. In addition, the controller  10  registers in the memory  15  the identification information of the vehicle  2  on the partner side as an identification information that has been coupled. Then, after the coupling has been established, since the controllers  10  and  20  know the destination of the transmission, the controllers  10  and  20  are able to establish a one-to-one communication by wireless communication, by sending and receiving signals with the wireless communication units  16  and  26 , after including the identification information of itself and the identification information of the partner. 
     In addition, the controller  10  wirelessly transmits the coupling information (identification information in which a coupling has been established) by a signal indicating an established coupling. After the coupling has been established, the other power supply device  1  and the other vehicle  2  do not require the information of the vehicle  2  and the power supply device  1  between which a coupling has been established. Accordingly, the other power supply device  1  and the other vehicle  2  can increase the accuracy of coupling by removing from the target of coupling, based on the identification information that is included in the coupling established signal. 
     As described above, in the present embodiment, the coil position is detected while performing a coupling control based on a signal that is transmitted by wireless communication. Accordingly, even when a vehicle is not stopped in a parking space, the power supply device  1  that has received these signals enters a state of waiting for the detection of the coil position. Furthermore, when omitting a control by the coil position detection unit from the control on the controller  10  side, the controller  10  will control the power unit  13  to output a power from the power transmission coil  11 , based on the power pattern. 
     In the present embodiment, in order to shorten as much as possible the unnecessary control time described above, which is generated by performing wireless communication, the controller  10  of the power supply device  1 , which does not have a vehicle parked in the parking space, enters a state of waiting for the detection of the coil position, or ends the power control based on the power pattern and transitions to a sleep state, if the identification information that is included in the signal that is received by wireless communication and that is registered in advance (permitted), and the identification information of its own power supply device do not match. The power consumption of the power supply device  1  can thereby be suppressed. 
     After the coupling has been established, the vehicle side controller  20  displays on the display  25  that charging by a non-contact power supply is possible. Then, if the power switch is turned OFF without an operation by the user to cancel the charge start, the controller  20  activates the park lock mechanism  34  and fixes the wheels so that the wheels will not rotate. 
     In a non-contact power supply, the coupling coefficient changes when the distance between the coils is changed. If the wheels are rotated and the distance between the coils changes while charging the battery  24 , the coupling coefficient will be changed. At this time, if the coupling coefficient changes in a direction of improving, the charging current of the battery  24  becomes higher than the set current, and the load on the battery  24  becomes high. Accordingly, in the present embodiment, a park lock mechanism  34  is activated before the charging control. 
     The vehicle side controller  20  detects the charging state of the battery  24  that is starting to charge with a sensor and calculates the required power to the battery  24  from the SOC of the battery  24  and the target SOC. Then, the controller  20  transmits a request signal for charge start along with the calculated required power to the controller  10  on the power supply device side. 
     The non-contact power supply control unit  104  of the controller  10  controls the power unit  13  to output from the power transmission coil  11  the power corresponding to the required power from the vehicle  2 , when receiving a request signal for charge start from the vehicle. 
     The vehicle side controller  20  manages the state of the battery and charges the battery  24  with the power of the power reception coil  21 . Then, when the SOC of the battery  24  reaches the target SOC, the vehicle side controller  20  transmits a signal for ending the charging to the controller  10 , and ends the charging control. The power supply device side controller  10  ends the charging control by receiving a charge end signal. 
     In addition, when a timer for charging is set after displaying on the display  25  that charging by the contact power supply is possible, the vehicle  2  side controller  20  transmits to the controller  10  a signal indicating that the timer has been set. 
     When receiving a signal indicating that the timer has been set, the controller  10  starts a trial charge of the battery  24  by controlling the power unit  13  to transmit power from the power transmission coil  11  to the power reception coil  21  for a short time. 
     The vehicle side controller  20  detects the power of the power reception coil  21  using the sensor  22 . The controller  20  compares the detected power and a power threshold. The power threshold is the lower limit of the power that is required for charging the battery  24 . Then, if the detected power is greater than the power threshold, the controller  20  sets the timer mode and enters a standby state. The timer mode is a charging mode in which the charging is started at a set time. 
     On the other hand, when the detected power is equal to or less than the power threshold, the controller  10  displays on the display  25  that there is a power shortage. When there is a power shortage, the parking position of the vehicle should be changed to reduce the positional displacement between the coils. 
     Usually, if a timer is set, the user of the vehicle is not in the vicinity of the vehicle when the charging is started. Consequently, even if the positional displacement of the coils is large and there is a power shortage, parking the vehicle again, or adjusting the position of the coil by using a coil position adjustment mechanism, are not possible. Accordingly, in the present embodiment, a trial charge is performed when a timer has been set. 
     The trial charge is not necessarily required to actually charge the battery  24 ; being able to confirm that the power required for charging the battery  24  has been received by the power reception coil  21  is sufficient. 
     The above is the control for when startup signals are transmitted from the running vehicles (CAR_A, CAR_B). The control for when a startup signal is transmitted from the stopped vehicle (CAR_C) will be described next. 
     The generation of a startup signal by the vehicle  2  will be described. When a timer mode for charging is set, the startup signal control unit  202  transmits a startup signal (stopped) at the set time. 
     Additionally, if the vehicle (CAR_C) is parked in the parking space of the power supply device (GC_C) but the control sequence described above is canceled, the controller  20  keeps the cancel history in the memory  29 . If the user operates the power switch and turns the power switch to the ON state or to the Ready state, in a state in which a timer mode for charging has not been set, the controller  20  displays a setting screen for starting the charging by non-contact power supply on the display  25 . Then, if the power switch is turned OFF after the user performs a charge start operation, the startup signal control unit  202  transmits a startup signal (stopped). 
     When receiving a startup signal (stopped), the power supply device side controller  10  activates the systems other than the reception system of the wireless communication. The parked vehicle determination unit  101  determines the presence/absence of a parked vehicle. When a parked vehicle is present, the controller  10  performs a cross-check of the identification information with the vehicle  2 . 
     If the identification information is permitted, the controller  10  detects the state of the power supply device (GC_C) with the state detection unit  102 . The control of the state detection unit  102  is the same as described above. 
     When the state detection unit  102  detects a non-contact power supply possible state of the power supply device  1 , the controller  10  transmits a signal to the vehicle side, indicating that accepting of charging by a non-contact power supply is possible (hereinafter referred to as the acceptable signal). 
     On the other hand, when the state detection unit  102  detects a recoverable state, a contact power supply possible state, or a power supply disabled state, the controller  10  does not transmit an acceptable signal, and enters a sleep state. The controller  10  may wirelessly transmit a signal representing the detection results, to compensate for not transmitting an acceptable signal. 
     Then, the vehicle side controller  20  performs a coupling control and starts the charging after receiving the acceptable signal, in the same way as above. The power supply device side controller  10  also performs a coupling control and starts the charging after transmitting the acceptable signal, in the same way as above. If a coupling control is already being performed at the time of stopping the vehicle, the controllers  10  and  20  may omit the coupling control based on the sending and receiving of the acceptable signal. 
     When the parked vehicle determination unit  101  determines that there is no parked vehicle after receiving a startup signal (stopped), the power supply device side controller  10  enters a sleep state without performing a cross-check of the identification information, the self-diagnosis control, or the coupling control. 
     The present embodiment can thereby activate the power supply device  1  even from a stopped vehicle without being limited to a running vehicle, by separating the startup signal from the vehicle  2  depending on whether the vehicle is traveling or the vehicle is stopped. Since the startup signals are distinguished, the power supply device  1  is able to separate a control with respect to a running vehicle and a control with respect to a stopped vehicle. That is, when a startup signal (stopped) is received in a state in which a vehicle is not stopped in the parking space, the possibility for a running vehicle to stop in the parking space is slight. Accordingly, by omitting the cross-check of the identification information, the self-diagnosis control, and the coupling control, etc., from the control sequence of the power supply device  1 , the control flow can be shortened while suppressing power consumption. 
     Additionally, since the startup signal is transmitted from the vehicle side even when a timer mode for charging is set in the present embodiment, charging can be started automatically. 
     In addition, for example as a first scene, when the charging by non-contact charging is canceled after stopping in the parking space of the power supply device  1  and the charging is to be started again, charging can be started by switching the power switch from the OFF state to the ON state and then to the OFF state again, or, by switching the power switch from the OFF state to the Ready state and then to the OFF state again. As a second scene, when the charging by non-contact charging is not canceled after stopping in the parking space of the power supply device  1  and a timer mode for charging has not been set, charging can be started when the power switch is switched from the ON state to the OFF state, or, when the power switch is switched from the Ready state to the OFF state. 
     The behavior of the power switch as a trigger for charging will thereby become the same in either scene; as a result, a non-contact power supply system that is easy for the user to understand can be achieved. 
     The control of the power supply device side controller  10  and the vehicle side controller  20  will be described next, using  FIG. 5 - FIG. 13 .  FIG. 5  illustrates a general overview of the control flow of the controllers  10  and  20 .  FIG. 6  illustrates the specific control flow of step S 100  in  FIG. 5 .  FIG. 7  illustrates the specific control flow of step S 200  and step S 300  in  FIG. 5 .  FIG. 8  illustrates the specific control flow of step S 400  in  FIG. 5 .  FIG. 9  illustrates the specific control flow of step S 500  and the control flow of the power supply device side, among the controls of step S 600 , in  FIG. 5 .  FIG. 10  illustrates the control flow of the vehicle side, among the controls of step S 600 , in  FIG. 5 .  FIG. 11  illustrates the specific control flow of step S 700  and the control flow of the vehicle side, among the controls of step S 800 , in  FIG. 5 .  FIG. 12  illustrates the control flow of the power supply device side, among the controls of step S 800 , in  FIG. 5 .  FIG. 13  illustrates the specific control flow of step S 100  in  FIG. 5 , which is the control procedure of the controller  20  in a stopped vehicle.  FIG. 14  illustrates the specific control flow of step S 110  in  FIG. 6 . 
     In step S 100 , the vehicle side controller  20  performs a control for generating a startup signal and transmits the startup signal to the power supply device  1 , as illustrated in  FIG. 5 . In step S 200 , the power supply device side controller  10  determines whether or not a vehicle is stopped in the parking space. In step S 300 , the controller  10  performs a self-diagnosis control for inside of the device, and transmits the diagnosis results to the vehicle  2  in accordance with the state of the power supply device  1 . 
     In step S 400 , the controller  20  informs the state of the power supply device, based on the signal of the power supply device  1  side. 
     After the control of step S 300 , the controller  10  detects the coil position in step S 500 . After step S 400  and after step S 500 , the controllers  10 ,  20  perform a coupling control. After step S 600 , the controller  20  performs a control to prepare for charging in step S 700 . 
     Then, after step S 600  on the power supply device side and after step S 700  on the vehicle side, the controllers  10 ,  20  perform a charging control and end the control. 
     In the control of step S 100  in  FIG. 5 , the vehicle side controller  20  first determines whether or not the vehicle is traveling in step S 101 , as illustrated in  FIG. 6 . If the vehicle is traveling, the controller  20  determines whether or not the parking confirmation button  31  has been switched from OFF to ON, in step S 102 . If the parking confirmation button  31  has not been turned ON, the controller  20  acquires the current position of the vehicle with the GPS  28  (step S 103 ). 
     The controller  20  measures the distance between the current position of the vehicle and the position of a registered power supply device  1  and determines whether or not the measured distance is equal to or less than a determination threshold, in step S 104 . Then, if the measured distance is equal to or less than the determination threshold, the controller  20  transmits a startup signal (traveling) with the startup signal control unit  202  (step S 105 ). 
     Returning to step S 102 , even if the parking confirmation button  31  has been turned ON, the controller  20  transmits a startup signal (traveling) (step S 105 ). Returning to step S 101 , if the vehicle is stopped, the controller  20  performs a control for when the vehicle is stopped, in step S 110 . The control for when the vehicle is stopped will be described below, with reference to  FIG. 13 . 
     Then, after step S 105  or step S 110 , the controller  20  enters a state of waiting for a wireless signal from the power supply device  1  in step S 120 , and ends the control of step S 100 . 
     Returning to step S 104 , if the measured distance is longer than the determination threshold, the controller  20  switches the wireless communication unit  26  ON or OFF (step S 106 ) and ends the control of the present embodiment. 
     In the control of step S 200  in  FIG. 5 , the wireless communication unit  16  on the power supply device side first receives a startup signal (traveling) in step S 201 , as illustrated in  FIG. 7 . The controller  10  activates the systems other than the system relating to the reception of the wireless communication unit  16  from a sleep state, in step S 202 . The controller  10  determines whether or not a vehicle  2  is stopped in the parking space with the parked vehicle determination unit  101 , in step S 203 . If there is no parked vehicle, the step proceeds to step S 309  and the controller  10  transitions to a sleep state. When entering the sleep state, the control flow of the controllers  10  and  20  escapes from the control flow of  FIG. 5 . The above is the control of step S 200 , and below is the control of step S 300 . 
     If there is a parked vehicle, the controller  10  cross-checks the identification information of the vehicle included in the startup signal (traveling) and the identification information of permitted vehicles that are registered in the memory  15 , in step S 301 . If the transmitted identification information of the vehicle is permitted, the controller  10  detects the state of the power supply device  1  by controlling the state detection unit  102  (step S 302 ). The controller  10  determines whether or not the detection result of the state detection unit  102  is a non-contact power supply possible state, in step S 303 . If the detection result is a non-contact power supply possible state, the controller  10  wirelessly transmits the detection result, in step S 304 . The controller  10  sets the display state of the display unit  17  to a blue lit state, in step S 305 . 
     The controller  10  determines whether or not a wireless signal is continuously being received from the vehicle  2 , in step S 306 . If the wireless communication is being continued, the controller  10  enters a state of accepting the vehicle in preparation for coupling (step S 307 ), and ends the control of step S 300 . 
     Returning to step S 306 , when the wireless signal from the vehicle  2  disappears and the communication is interrupted, the controller  10  sets the display state of the display unit  17  to a turned off state, in step S 308 . The controller  10  enters a sleep state in step S 309 . That is, a time when the vehicle passes without stopping at the parking space corresponds to the controls of step S 308 , S 309 . 
     Returning to step S 303 , if the detection result of the state detection unit  102  is not a non-contact power supply possible state, the controller  10  determines whether or not the detection result of the state detection unit  102  is a recoverable state (step S 310 ). If the detection result is a recoverable state, the controller  10  wirelessly transmits the detection result, in step S 311 . The controller  10  sets the display state of the display unit  17  to a blue blinking state, in step S 312 . 
     The controller  10  determines whether or not a wireless signal is continuously being received from the vehicle  2 , in step S 313 . If wireless communication is being continued, the step returns to step S 302 . Then, when the recoverable state becomes the non-contact power supply possible state while looping the control flow of step S 302 -step S 313 , the step proceeds from step S 303  to step S 304 . 
     On the other hand, if the wireless signal from the vehicle  2  has disappeared, the step proceeds to step S 308 . 
     Returning to step S 310 , if the detection result of the state detection unit  102  is not a recoverable state, the controller  10  determines whether or not the detection result of the state detection unit  102  is a contact power supply possible state (step S 314 ). If the detection result is a contact power supply possible state, the controller  10  wirelessly transmits the detection result, in step S 315 . The controller  10  sets the display state of the display unit  17  to a red blinking state, in step S 316 . 
     The controller  10  determines whether or not a charging cable for a contact power supply has been connected to the charging port  32 , in step S 317 . If a charging cable has been connected, the controller  10  starts the charging control by a contact power supply, in step S 318 . When performing a charging control of a contact power supply, the control flow of the controllers  10  and  20  escapes from the control flow of  FIG. 7 , and the flow is ended. 
     Returning to step S 317 , if a charging cable has not been connected, the controller  10  determines whether or not a wireless signal is continuously being received from the vehicle  2 , in step S 319 . If wireless communication is being continued, the step returns to step S 316 . If the wireless signal from the vehicle  2  has disappeared, the step proceeds to step S 308 . 
     Returning to step S 314 , if the detection result of the state detection unit  102  is not a contact power supply possible state, the display state of the display unit  17  is set to a red lit state, in step S 320 . The controller  10  determines whether or not a wireless signal is continuously being received from the vehicle  2 , in step S 321 . If a wireless communication is being continued, the step returns to step S 320 . If the wireless signal from the vehicle  2  has disappeared, the step proceeds to step S 308 . 
     Returning to step S 301 , if the transmitted identification information of the vehicle is permitted, the detection control by the state detection unit  102  described above is not performed and the display of the display unit  17  is kept off so as not to notify the state of the power supply device  1 , and the step proceeds to step S 309 . The above is the control flow of step S 300 . 
     In the control of step S 400  in  FIG. 5 , the vehicle side controller  20  first determines whether or not a signal representing the detection result of the state detection unit  102  has been received in step S 401 , as illustrated in  FIG. 8 . If a signal representing the detection result has been received, the controller  20  determines whether or not the state represented by the detection result is a non-contact power supply possible state, in step S 402 . If the state is a non-contact power supply possible state, the controller  20  displays on the display  25  the position of the power supply device  1  that is in a non-contact power supply possible state, and that the state is a non-contact power supply possible state, as a normal power supply device  1 , with the power supply device guiding unit  203 , in step S 403 . 
     The controller  20  determines whether or not the vehicle  2  has approached the power supply device  1  that is displayed on the display  25 , in step S 404 . If the vehicle has approached the power supply device, the controller  20  transmits to the power supply device  1  a parking signal indicating the intention to park and ends the control of step S 400 , in step S 405 . 
     Returning to step S 402 , if the state represented by the detection result is not a non-contact power supply possible state, the controller  20  determines whether or not the state represented by the detection result is a recoverable state (step S 406 ). If the state is a recoverable state, the controller  20  displays on the display  25  the position of the power supply device  1  that is in the recoverable state, and that the state is a recoverable state, as a power supply device that includes an abnormality that can be solved by the user, with the power supply device guide unit  203 , in step S 407 . The step then proceeds to step S 404 . 
     Returning to step S 406 , if the state represented by the detection result is not a recoverable state, the controller  20  displays on the display  25  the position of the power supply device  1  that is in the contact power supply possible state, as a power supply device in which only charging by contact power supply is possible, with the power supply device guide unit  203 , in step S 408 . The step then proceeds to step S 404 . 
     Then, if the vehicle  2  has not approached the power supply device that is displayed on the display  25  in step S 404 , the controller  20  determines whether or not a predetermined time has elapsed since entering the standby state according to step S 120  of  FIG. 6 , in step S 409 . Then, if a predetermined time has elapsed, the control of step S 400  is ended. On the other hand, if a predetermined time has not elapsed (has not timed out), the step returns to step S 401 . The control flow above is the control flow of step S 400 . 
     In the control of step S 500  of  FIG. 5 , the power supply device side controller  10  first receives a parking signal (refer to step S 405  in  FIG. 8 ) or a re-coupling signal (refer to step S 621  in  FIG. 10 ) in step S 501 , as illustrated in  FIG. 9 . The controller  10  detects the position of the power reception coil  21  with the coil position detection unit  103 , in step S 501 . The controller  10  determines whether or not the positional displacement between the coils is within the allowable range, in step S 503 . If the positional displacement between the coils is outside of the allowable range, the controller  10  transmits a signal to instruct re-parking to the vehicle  2  in step S 504 , and the controller  10  transitions to a sleep state in step S 609 . The above is the control of step S 500 , and below is the control of step S 600 . 
     If the positional displacement between the coils is within the allowable range in step S 502 , the controller  10  transmits an excitation advance notice signal (coupling advance notice signal), in step S 601 . 
     The controller  10  receives a signal containing a power pattern list, as a response signal with respect to the coupling advance notice signal, in step S 602 . The controller  10  determines whether or not the power pattern list is a unified pattern, by comparing the received power pattern list and the power pattern list that is recorded in the memory  15 , in step S 603 . 
     If the power pattern list is a unified pattern, the controller  10  extracts the power pattern that corresponds to the identification information of itself (power supply device  1 ) from the received power pattern list, in step S 604 . Then, the controller  10  controls the power unit  13  and causes the non-contact power supply control unit  104  to output power according to the extracted power pattern from the power transmission coil  11 . 
     The controller  10  determines whether or not a coupling established signal including the identification information of itself has been received, in step S 605 . If a coupling established signal has been received, the identification information of the vehicle with which coupling has been established is recorded in the memory  15 , in step S 606 . In step S 607 , the controller  10  transmits a signal indicating an established coupling to the other vehicles, enters a state of waiting for a charge request from the vehicle  2  side, and ends the control of step S 600 . 
     Returning to step S 605 , if a coupling established signal has not been received, the controller  10  determines whether or not a predetermined time has elapsed since power was outputted in step S 604 , in step S 608 . If the predetermined time has elapsed, the coupling is considered to have failed, and the controller  10  transitions to a sleep state (step S 610 ). On the other hand, if a predetermined time has not elapsed (has not timed out), the step returns to step S 604 . 
     Returning to step S 603 , if the received power pattern list is not a unified pattern, the controller  10  transmits a signal indicating a pattern inconsistency to the vehicle side, in step S 609 . The controller  10  transitions to a sleep state in step S 610 , and ends the control of step S 600 . The control flow above is the control flow of step S 500  and S 600  on the power supply device side. 
     In the control on the vehicle side of step S 600  in  FIG. 5 , the controller  20  first receives an excitation advance notice signal in step S 611 , as illustrated in  FIG. 10 . The controller  20  generates a power pattern list with the coupling control unit  204  in accordance with a rule that is set in advance, using the identification information that is contained in the excitation advance notice signal, in step S 612 . The controller  20  transmits the power pattern list to the power supply device  1 , in step S 613 . 
     The controller  20  determines whether or not a signal indicating a pattern inconsistency has been received, in step S 614 . If a signal indicating a pattern inconsistency has not been received, the controller  20  detects the power that is received by the power reception coil  21  using the sensor  22 , in step S 615 . The controller  20  measures the power pattern from the detected power, in step S 616 . The controller  20  compares the measured power pattern and the power pattern in the power pattern list to determine whether or not a coupling has been established based on the comparison result, in step S 617 . 
     If a coupling has been established, the controller  20  transmits a signal indicating an established coupling to the power supply device  1 , in step S 618 . The controller records the identification information of the power supply device  1  with which a coupling has been established in the memory  29 , in step S 619 . The controller  20  displays on the display  25  that the state is one in which charging by a non-contact power supply is possible, in step S 620 . Then, the control of step S 600  on the vehicle side is ended. 
     Returning to step S 617 , if a coupling has not been established, the controller  20  transmits a re-coupling signal for performing a coupling control again to the power supply device  1 , in step S 621 . Returning to step S 614 , if a signal indicating a pattern inconsistency has been received, the controller  20  transmits a re-coupling signal to the power supply device  1 , in step S 621 . The control flow above is the control flow of step S 600  on the vehicle side. 
     In the control of step S 700  of  FIG. 5 , the controller  20  first determines whether or not an instruction to cancel the charging of the battery  24  has been inputted based on an operation of the user, when a screen informing charge start is being displayed (corresponding to step S 620 ), in step S 701 , as illustrated in  FIG. 11 . If there is no cancel instruction, the controller  20  determines whether or not the power switch is in an OFF state, in step S 702 . If the power switch is not in an OFF state, the step returns to step S 701 . 
     On the other hand, if the power switch is in an OFF state, the controller  20  actuates the park lock mechanism  34 , in step S 703 . The controller  20  determines whether or not a timer mode for charging has been set, in step S 704 . If a timer mode has not been set, the step proceeds to step S 801 , and if a timer mode has been set, the step proceeds to step S 806 . 
     Returning to step S 701 , if there is a cancel instruction, the controller  20  transmits a signal indicating to cancel the charging to the power supply device  1 , in step S 705 . The controller  20  turns OFF the wireless communication by the wireless communication unit  26 , in step S 706 . The controller  20  determines whether or not the power switch is in the OFF state, in step S 707 . If the power switch is in the OFF state, the control of the present embodiment is ended. On the other hand, if the power switch is not in the OFF state, the controller  20  waits until the power switch is in the OFF state. The control flow above is the control flow of step S 700 . The control flow of step S 800  on the vehicle side will be described below. 
     Returning to step S 704 , if a timer is not set, the controller  20  transmits a request signal to start the charging to the power supply device  1 , in step S 801 . The controller  20  measures the SOC of the battery  24 , in step S 802 . The controller  20  calculates a required power for charging the battery  24  with a charging power that is suitable for charging the battery  24 , in accordance with the SOC of the battery  24 , in step S 803 . Then, the controller  20  transmits the calculated required power to the power supply device  1 . 
     The controller  20  determines whether or not the SOC of the battery  24  has reached the target SOC, in step S 804 . If the SOC has reached the target SOC, the controller  20  transmits a charge end signal to the power supply device  1  in step S 805 , and ends the control of the present embodiment. On the other hand, if the SOC has not reached the target SOC, the step returns to step S 802 . 
     Returning to step S 704 , if a timer is set, the controller  20  transmits a request signal for performing charging in the timer mode to the power supply device  1  (step S 806 ). The controller  20  starts a trial charge with the power that is outputted from the power transmission coil  11 , in step S 807 . The controller  20  detects the power of the power reception coil  21  during the trial charge, in step S 808 . The controller  20  compares the detected power and a power threshold that is set in advance, in step S 809 . Then, if the detected power is greater than the power threshold, the controller  20  waits in the timer mode, in step S 810 . On the other hand, if the detected power is equal to or less than the power threshold, the controller  20  displays on the display  25  that there is a power shortage due to a positional displacement of the coils, in order to prompt the user to re-park (step S 811 ). The control flow above is the control flow of step S 800  on the vehicle side. 
     In the control on the power supply device side of step S 800  in  FIG. 5 , the controller  10  determines whether or not a request signal for timer mode charging has been received in step S 821 , as illustrated in  FIG. 12 . If a request signal for timer mode charging has not been received, the controller  10  determines whether or not a request signal for charge start has been received. If a request signal for charge start has not been received, the step returns to step S 821 . 
     If a request signal for charge start has been received, the controller  10  receives the required power for charging the battery from the vehicle side, in step S 823 . The controller  20  controls the power unit  13  to cause the non-contact power supply control unit  104  to output the required power from the power transmission coil  11 , in step S 824 . 
     The controller  10  determines whether or not a signal indicating a charge end has been received, in step S 825 . If a charge end signal has been received, the control of the present embodiment is ended. On the other hand, if a charge end signal has not been received, the step returns to step S 823 . 
     Returning to step S 821 , if a request signal for timer mode charging has been received, the controller  20  controls the power unit  13  to cause the non-contact power supply control unit  104  to output the power for trial charge from the power transmission coil  11  for a predetermined time (step S 826 ). The control flow above is the control flow of step S 800  on the power supply device side. 
     The control of step S 110  in  FIG. 6 , and the control when a vehicle that is stopped transmits a startup signal (stopped) (corresponding to step S 100  in  FIG. 5 ) will be described next, using  FIG. 13 . In the control of step S 110 , the controller  20  first determines whether or not the time is the charge start time that is set in the timer mode for charging, in step S 111 . 
     On the other hand, if the time is not the charge start time, the controller  20  determines whether the state of the power switch is the ON state or the Ready state, in step S 112 . If the state of the power switch is the ON state or the Ready state, the controller  20  displays on the display  25  that the state is one in which charging by non-contact power supply is possible, in step S 113 . The controller  20  determines whether or not the state of the power switch is the OFF state, in step S 114 . If the power switch is in the OFF state, the controller  20  determines whether or not charging is set to start, in step S 115 . Charge start is set by a command to start charging being inputted to the controller  20  by an operation of the user, when a guide screen for the charge start is being displayed (corresponding to step S 113 ). 
     If the charge start is set, the controller  20  transmits a startup signal (stopped) to the power supply device  1  with the startup signal control unit  202 , in step S 116 . Then, after ending the control of step S 110 , the step proceeds to step S 120 . 
     Returning to step S 115 , if charge start is not set, the control of the present embodiment is ended. 
     Returning to step S 114 , if the power switch is not in the OFF state, the controller  20  determines whether or not the vehicle has started running, in step S 117 . If the vehicle is running, charging by non-contact charging is not performed; therefore, the control of the present embodiment is ended. On the other hand, if the vehicle is not running, the step returns to step S 113 . 
     Returning to step S 112 , if the power switch is not in the ON state or the Ready state, the control of the present embodiment is ended. 
     Returning to step S 111 , if the time is the charge start time of the timer mode, the controller  20  transmits a startup signal (stopped) to the power supply device  1  with the startup signal control unit  202 , in step S 116 . The control flow above is the control flow of step S 110 . 
     In the control of step S 200  in  FIG. 5 , the wireless communication unit  16  on the power supply device side first receives a startup signal (stopped) in step S 211 , as illustrated in  FIG. 14 . The controller  10  activates the systems other than the system relating to the reception of the wireless communication unit  16  from a sleep state, in step S 212 . The controller  10  determines whether or not a vehicle is stopped in the parking space with the parked vehicle determination unit  101 , in step S 213 . If there is no parked vehicle, the step proceeds to step S 336  and the controller  10  transitions to a sleep state. The above is the control of step S 200 , and below is the control of step S 300 . 
     If there is a parked vehicle, the controller  10  cross-checks the identification information of the vehicle included in the startup signal (stopped) and the identification information of permitted vehicles that are registered in the memory  15 , in step S 331 . If the transmitted identification information of the vehicle is permitted, the controller  10  detects the state of the power supply device  1  by controlling the state detection unit  102  (step S 332 ). The controller  10  determines whether or not the detection result of the state detection unit  102  is a non-contact power supply possible state, in step S 333 . 
     If the state is a non-contact power supply possible state, the controller  10  transmits an acceptable signal for charging by non-contact charging to the vehicle side, in step S 334 . Then, the controller  10  enters a state of accepting the vehicle in preparation for coupling (step S 335 ), and ends the control of step S 300 . 
     Returning to step S 333 , if the state is not a non-contact power supply possible state, the controller  10  enters a sleep state in step S 336 . Returning to step S 331 , if the transmitted identification information of the vehicle is not permitted, the controller  10  enters a sleep mode in step S 336 . 
     As described above, in the present embodiment, when the state detection unit  102  detects a non-contact power supply possible state, the display unit  17  or the display  25  is displayed in a first display state (corresponding to “blue lit”, or, corresponding to a pop-up display on the display  25  indicating that the power supply device  1  is normal), and when the state detection unit  102  does not detect a non-contact power supply possible state, the state is set to a state that is different from the first display state (corresponding to “blue blinking,” “red blinking,” “red lit,” or “no display”). Thus, in the present embodiment, since the state of the power supply device  1  is notified after activating the power supply device  1  by wireless communication, the user can grasp the state of the power supply device  1  before parking the vehicle  2  in a chargeable area. 
     Additionally, in the present embodiment, if the state detection unit  102  detects a recoverable state, the display unit  17  or the display  25  is displayed in a second display state (corresponding to “blue blinking,” or, corresponding to a pop-up display on the display  25  indicating that the state is a recoverable state). Thus, if the power supply device  1  has an abnormality that can be solved by the user, the state of the power supply device  1  is notified so that charging will be performed after the user solves the abnormality; as a result, the options of the power supply devices  1  that are capable of providing non-contact charging to the user can be expanded. 
     Additionally, in the present embodiment, if the state detection unit  102  detects a contact power supply possible state, the display unit  17  or the display  25  is displayed in a third display state (corresponding to “red blinking,” or, corresponding to a pop-up display on the display  25  indicating that only contact power supply is possible). If the power supply device  1  is only capable of contact power supply, the options of power supply devices  1  that are capable of supplying power to the user can be expanded, by notifying the state of the power supply device  1 . 
     Additionally, in the present embodiment, if the state detection unit  102  detects a power supply disabled state, the display unit  17  is displayed in a fourth display state (corresponding to “red lit”). Thus, in the present embodiment, the user is able to grasp that the power supply device  1  is in a power supply disabled state before parking the vehicle  2  in a chargeable area. 
     Additionally, in the present embodiment, if the state detection unit  102  detects a power supply disabled state, the detection result of the power supply disabled state is not wirelessly transmitted to the vehicle side. Since a power supply device that is not capable of supplying power is not notified to the vehicle side, the user of the vehicle  2  erroneously parking the vehicle  2  in a parking space with a power supply device that is not capable of supplying power can thereby be prevented. 
     Additionally, in the present embodiment, the state of the power supply device  1  is not displayed on the display unit  17  or the display  25  if the identification information of the vehicle  2  that is stored in the memory  15  and the identification information contained in the signal that is received by wireless communication do not match. Since the state of the power supply device is not notified with respect to unpermitted identification information, the user erroneously parking the vehicle  2  in a parking space with a power supply device that is not capable of supplying power can thereby be prevented. 
     In the present embodiment, the parking confirmation button  31  may be displayed on the display  25  as a parking button, and does not necessarily have to be a switch for activating a parking assist system. The button only needs to be at least one that is operated by a user with the intention to park a vehicle, when parking, or before parking, a running vehicle in a predetermined position. 
     Additionally, in the present embodiment, the required power was calculated by the vehicle side controller  20  when charging the battery  24  by the non-contact power supply; however, for example, the vehicle side controller  20  may transmit information about the battery  24  to the power supply device  1 , and the power that is suitable for the state of the battery  24  may be calculated by the power supply device side controller  10 , based on the received battery information. 
     Furthermore, the control flow of steps S 331 -S 334  in the present embodiment may be omitted. 
     Additionally, when applying a hybrid vehicle as the vehicle  2  in the present embodiment, the power switch shall be replaced by an ignition switch for starting the engine. The sensor  22  may be connected between the battery  24  and the power reception circuit  23 . 
     The notification of the state of the power supply device  1  may be notified by voice or sound, instead of the display by the display unit  17  or the display  25 . 
     The wireless communication units  16 ,  26  described above correspond to the “communication circuit” recited in the claims; the display unit  17  or the display  25  corresponds to the “power supply device state notification unit” recited in the claims; the sensor  12 , the self-diagnosis circuit  14 , or the state detection unit  102  corresponds to the “detection circuit” recited in the claims; the controller  10  corresponds to the “controller” recited in the claims; the memory  15  corresponds to the “recording medium” recited in the claims; the controller  20  corresponds to the “vehicle side controller” recited in the claims; and the controller  10  corresponds to the “power supply device side controller” recited in the claims.