Non-contact power supply system, power supply device, and power supply management server

Abstract

The present invention provides a non-contact power supply system, a power supply device, and a power supply management server. It is possible to suppress power shortage during congestion and efficiently manage the power consumption of power supply devices in the entire power supply section. The non-contact power supply system transmits power to an electric vehicle. The non-contact power supply system includes a power supply device, a receiving device, and an electronic control unit. The power supply device includes a plurality of power supply coils arranged along the driving road of the electric vehicle and transmits power to the power receiving coil of the power receiving device in a non-contact manner. The receiving device receives congestion information on the driving road. The electronic control unit controls the power transmitted from each of the plurality of power supply coils to the power receiving coil, i.e., the transmitted power. The electronic control unit controls the power supply device so that the transmitted power of the power supply coil located in the congestion occurrence section included in the power supply section, i.e., the section where a plurality of power supply coils are arranged on the driving road, is higher than the transmitted power of the power supply coil located in the non-congestion occurrence section included in the power supply section.

Description

Technical Field

[0001] The present invention relates to a non-contact power supply system, a power supply device, and a power supply management server for controlling power transmitted to an electric vehicle in a non-contact manner. Background Art

[0002] Patent Document 1 discloses a hybrid vehicle having an internal combustion engine and an electric motor as drive sources. The hybrid vehicle includes: a generator capable of generating electricity by the power of the internal combustion engine, a power storage device that stores the electricity generated by the generator, and a control device. The control device charges the power storage device by operating the internal combustion engine and the generator when the SOC (State Of Charge) of the power storage device is lower than a predetermined lower limit value. Further, the hybrid vehicle includes a power receiving device that receives power transmitted in a non-contact manner from a power supply device provided corresponding to a predetermined section of the traveling road. On this basis, the control device is configured such that, as the hybrid vehicle enters the above-described predetermined section, the power receiving device starts receiving power from the power supply device, and when the SOC is lower than the above-described lower limit value, the internal combustion engine is stopped.

[0003] Prior Art Documents

[0004] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2010-167898 Summary of the Invention

[0005] Problems to be Solved by the Invention

[0006] In the power supply section of the vehicle traveling road where the power supply device is provided, congestion may occur. When the electric vehicle repeatedly starts and stops due to congestion, the degree of decrease in SOC per unit distance becomes high, and power shortage may occur. Therefore, it is conceivable that, assuming congestion occurs, the power transmitted from the power supply device to the power receiving device on the vehicle side, that is, the transmitted power, is increased for all the power supply devices provided in the power supply section. However, it can be said that increasing the transmitted power of all the power supply devices regardless of whether congestion occurs is not appropriate in terms of efficiently managing the power consumption of the entire power supply devices in the power supply section.

[0007] The present invention has been made in view of the above problems, and an object thereof is to provide a non-contact power supply system, a power supply device, and a power supply management server that can suppress power shortage during congestion and efficiently manage the power consumption of the entire power supply devices in the power supply section.

[0008] Means for Solving the Problems

[0009] The non-contact power supply system according to the present invention transmits power to an electric vehicle having a power storage device and a power receiving device that supplies power to the power storage device. The non-contact power supply system includes a power supply device, a receiving device, and an electronic control unit. The power supply device includes a plurality of power supply coils provided along the driving road of the electric vehicle, and transmits power to the power receiving coil of the power receiving device in a non-contact manner. The receiving device receives traffic congestion information on the driving road. The electronic control unit controls the power transmitted from each of the plurality of power supply coils to the power receiving coil, that is, the transmitted power.

[0010] The electronic control unit controls the power supply device so that the transmitted power of the power supply coil located in the traffic congestion occurrence section included in the power supply section, that is, the section where a plurality of power supply coils are provided on the driving road, is higher than the transmitted power of the power supply coil located in the non-traffic congestion occurrence section included in the power supply section.

[0011] Alternatively, the electronic control unit controls the power supply device so that when the required time for the electric vehicle to pass through the traffic congestion occurrence section is long, the transmitted power is higher than when the required time is short.

[0012] Alternatively, the electronic control unit controls the power supply device so that when the electric vehicle traveling in the power supply section has a power generation device, the transmitted power is lower than when the electric vehicle traveling in the power supply section does not have a power generation device.

[0013] The power supply device according to the present invention transmits power to an electric vehicle having a power storage device and a power receiving device that supplies power to the power storage device. The power supply device includes a plurality of power supply coils, a receiving device, and an electronic control unit. The plurality of power supply coils are provided along the driving road of the electric vehicle, and transmit power to the power receiving coil of the power receiving device in a non-contact manner. The receiving device receives traffic congestion information on the driving road. The electronic control unit controls the power transmitted from each of the plurality of power supply coils to the power receiving coil, that is, the transmitted power.

[0014] The electronic control unit controls the energization of the plurality of power supply coils so that the transmitted power of the power supply coil located in the traffic congestion occurrence section included in the power supply section, that is, the section where a plurality of power supply coils are provided on the driving road, is higher than the transmitted power of the power supply coil located in the non-traffic congestion occurrence section included in the power supply section.

[0015] Alternatively, when the required time for the electric vehicle to pass through the traffic congestion occurrence section is long, the electronic control unit controls the energization of the plurality of power supply coils so that the transmitted power is higher than when the required time is short.

[0016] Alternatively, the electronic control unit controls the energization of multiple power supply coils so that, when the electric vehicle traveling in the power supply section is equipped with a power generation device, the transmitted power is lower than when the electric vehicle traveling in the power supply section is not equipped with a power generation device.

[0017] The power supply management server according to the present invention is connected to a power supply device that transmits power to an electric vehicle via a wireless communication network. The electric vehicle has a power storage device and a power receiving device that supplies power to the power storage device. The power supply device includes multiple power supply coils, and the multiple power supply coils are arranged along the traveling road of the electric vehicle and transmit power to the power receiving coil of the power receiving device in a non-contact manner.

[0018] The power supply management server is equipped with a receiving device and an electronic control unit. The receiving device receives traffic congestion information of the traveling road. The electronic control unit controls the power transmitted from each power supply coil among the multiple power supply coils to the power receiving coil, that is, the transmitted power.

[0019] The electronic control unit controls the power supply device so that the transmitted power of the power supply coil located in the congestion occurrence section included in the power supply section, that is, the section where multiple power supply coils are arranged on the traveling road, is higher than the transmitted power of the power supply coil located in the non-congestion occurrence section included in the power supply section.

[0020] Alternatively, the electronic control unit controls the power supply device so that, when the required time for the electric vehicle to pass through the congestion occurrence section is long, the transmitted power is higher than when the required time is short.

[0021] Alternatively, the electronic control unit controls the power supply device so that, when the electric vehicle traveling in the power supply section is equipped with a power generation device, the transmitted power is lower than when the electric vehicle traveling in the power supply section is not equipped with a power generation device.

[0022] Advantages of the Invention

[0023] According to the non-contact power supply system, power supply device, and power supply management server of the present invention, the transmitted power of the power supply coil located in the congestion occurrence section is higher than that of the power supply coil located in the non-congestion occurrence section. Thus, compared with the example of increasing the transmitted power of all power supply devices regardless of whether congestion occurs or not, it is possible to suppress power shortage during congestion and efficiently manage the power consumption of the power supply devices in the entire power supply section. Brief Description of the Drawings

[0024] Figure 1 It is a diagram schematically showing an example of the structure of the non-contact power supply system according to Embodiment 1 of the present invention.

[0025] Figure 2It is a flowchart showing an example of the process related to the control of the transmitted power P according to Embodiment 1 of the present invention.

[0026] Figure 3 It is a flowchart showing another example of the process related to the control of the transmitted power P according to Embodiment 1 of the present invention.

[0027] Figure 4 It is a flowchart showing still another example of the process related to the control of the transmitted power P according to Embodiment 1 of the present invention.

[0028] Figure 5 It is a diagram schematically showing an example of the structure of the power supply device according to Embodiment 2 of the present invention.

[0029] Figure 6 It is a flowchart showing an example of the process related to the control of the transmitted power P according to Embodiment 2 of the present invention.

[0030] Figure 7 It is a flowchart showing an example of the process related to the control of the transmitted power P according to Embodiment 3 of the present invention.

[0031] Figure 8 It is a diagram schematically showing an example of the structure of the non-contact power supply system according to the reference example associated with the present invention.

[0032] Figure 9 It is a flowchart showing an example of the process related to the control of the transmitted power P according to the reference example associated with the present invention. Detailed Embodiments

[0033] In each of the embodiments described below, the same reference numerals are assigned to the common elements in the respective figures, and redundant explanations are omitted or simplified. Further, in the embodiments shown below, when referring to the number, quantity, amount, range, etc. of each element, the present invention is not limited to the mentioned quantity, unless otherwise specifically stated or clearly determined to be that quantity in principle. In addition, the structures or steps, etc. described in the embodiments shown below are not necessarily essential in the present invention, unless otherwise specifically stated or clearly determined herein in principle.

[0034] 1. Embodiment 1

[0035] 1-1. Example of the Structure of the Non-Contact Power Supply System

[0036] Figure 1This is a diagram schematically showing an example of the structure of the non-contact power supply system 1 of Embodiment 1. The non-contact power supply system 1 is configured to transmit (supply) power to an electric vehicle traveling or stopped on a traveling road 2.

[0037] 1-1-1. Power supply device

[0038] The non-contact power supply system 1 includes a power supply device 10. Power is supplied from an AC power source (external power source) 3 to the power supply device 10. The power supply device 10 includes a plurality of power supply coils 12 arranged along the traveling road 2. As Figure 1 shown, the section of the traveling road 2 where a plurality of power supply coils 12 are provided is determined as a power supply section 4.

[0039] The power supply device 10 is configured to transmit power from the power supply coil 12 to a power receiving coil 54 described later on the electric vehicle side in a non-contact manner, for example, using the magnetic field resonance method. The plurality of power supply coils 12 are typically arranged Figure 1 near the road surface of the traveling road 2 as shown. However, as long as the plurality of power supply coils 12 are arranged along the traveling road 2, they can be arranged above or on the side of the electric vehicle along the traveling road instead of Figure 1 the example shown. In addition, in order to transmit power in a non-contact manner, instead of the magnetic field resonance method, for example, the electromagnetic induction method can be used.

[0040] In Figure 1 the example shown, the plurality of power supply coils 12 are respectively included in power supply units 14. The power supply unit 14 includes a power supply circuit 16, a communication device 18, and an electronic control unit (ECU) 20 together with the power supply coil 12. The power supply circuit 16 includes a converter. The power supply circuit 16 controls the energization of the power supply coil 12 based on an instruction from the ECU 20. More specifically, the power supply circuit 16 controls the power "transmitted power P" transmitted from the power supply coil 12 to the power receiving coil 54.

[0041] The communication device 18 communicates with a communication device 32 of a server 30 described later via a wireless communication network such as 4G or 5G, and communicates with communication devices 48 of electric vehicles 40 and 60 using, for example, short-range wireless communication.

[0042] The ECU 20 controls the transmitted power P by controlling the power supply circuit 16. Specifically, the ECU 20 includes a processor 20a and a storage device 20b. A program for controlling the power supply circuit 16 is stored in the storage device 20b. The processor 20a reads and executes the program stored in the storage device 20b. Thereby, various processes of the processor 20a related to the control of the transmitted power P described later are realized.

[0043] 1-1-2. Server

[0044] The non-contact power supply system 1 also includes a server (remote server) 30. In the example of the non-contact power supply system 1, the server 30 sends information for controlling the transmitted power P in the electrical device 10 to the power supply device 10. Specifically, the server 30 includes a communication device 32 and an ECU 34. The communication device 32 can communicate not only with the communication device 18 but also with the traffic congestion information provider 36 via a wireless communication network such as 4G or 5G.

[0045] The ECU 34 includes a processor 34a and a storage device 34b. The processor 34a reads and executes the program stored in the storage device 34b. Thereby, various processes of the processor 34a are realized.

[0046] In the present embodiment, the ECU 34 on the server 30 side receives traffic congestion information related to the power supply section 4 of the driving road 2 by using the communication device 32. Therefore, in the present embodiment, the communication device 32 is an example of the "receiving device" according to the present invention. In addition, as will be described in detail later, the ECU 34 and the ECU 20 on the power supply device 10 side together execute processes related to the control of the transmitted power P.

[0047] 1-1-3. Electric vehicle

[0048] Figure 1 An example of an electric vehicle that can use the non-contact power supply system 1 is shown. Here, the electric vehicle that receives power from the power supply device 10 is classified into an electric vehicle 40 having a power generation device 52 and an electric vehicle 60 not having a power generation device 52.

[0049] Together with the driving motor 42 and the power storage device 44, the electric vehicle 40 includes a power receiving device 46, a communication device 48, a vehicle ECU 50, and a power generation device 52. The power receiving device 46 includes a power receiving coil 54 that receives the power transmitted from the power supply coil 12 and a power receiving circuit 56. The power receiving circuit 56 includes a rectifier that rectifies the AC power received by the power receiving coil 54 and converts it into DC power. The power storage device 44 is, for example, a lithium-ion battery and is connected to the power receiving circuit 56 and the power generation device 52. The power storage device 44 is charged with the power supplied from the power supply device 10 via the power receiving device 46. As described above, the communication device 48 communicates with the communication devices 18 of the respective power supply units 14.

[0050] The vehicle ECU 50 performs various vehicle controls. Specifically, the vehicle ECU 50 controls the drive motor 42. In addition, the vehicle ECU 50 controls the power received from the power supply device 10 by controlling the power receiving circuit 56. Further, in the electric vehicle 40 equipped with the power generation device 52, the vehicle ECU 50 also performs control related to power generation using the power generation device 52. The vehicle ECU 50 includes a processor 50a and a storage device 50b. The processor 50a reads and executes the program stored in the storage device 50b. Thereby, various processes of the processor 50a related to various vehicle controls are realized.

[0051] The power generation device 52 is, for example, a combination of an internal combustion engine and a generator that generates electricity using the power of the internal combustion engine. That is, an example of the electric vehicle 40 is a hybrid vehicle. Another example of the power generation device 52 is a fuel cell. That is, another example of the electric vehicle 40 is a fuel cell vehicle. The power storage device 44 is connected to the power generation device 52. Therefore, in the electric vehicle 40, the power storage device 44 can also be charged using the power generated by the power generation device 52.

[0052] The electric vehicle 60 does not have the power generation device 52, but like the electric vehicle 40, includes the motor 42, the power storage device 44, the power receiving device 46, the communication device 48, and the vehicle ECU 50. The electric vehicle 60 is, for example, a battery electric vehicle. Another example of the electric vehicle 60 is a small robot vehicle (micro pallet) that can autonomously drive and is used to transport people or goods.

[0053] 1-2. Control of the transmitted power P considering traffic congestion information

[0054] In the control of the transmitted power P in the present embodiment, the traffic congestion occurrence section included in the power supply section 4 of the driving road 2 is determined based on the traffic congestion information. On this basis, the power supply device 10 (each power supply unit 14) is controlled so that the transmitted power P from each power supply coil 12 located in the traffic congestion occurrence section to the electric vehicles 40 and 60 is higher than the transmitted power P in the non-traffic congestion occurrence section included in the power supply section 4. Further, in the present embodiment, such control of the transmitted power P is executed by the ECU 20 built in each power supply unit 14 and the ECU 34 of the server 30.

[0055] Figure 2 is a flowchart showing an example of the process related to the control of the transmitted power P in Embodiment 1. In Figure 2Among them, the processing related to the server 30 is repeatedly executed at a predetermined time interval. Therefore, the congestion information obtained by the server 30 is updated over time. The processing related to the electric vehicles 40 and 60 is repeatedly executed for each vehicle. The processing related to the power supply unit 14 is a process that is repeatedly executed for each power supply unit 14 and starts each time vehicle information is received.

[0056] First, the processing related to the server 30 will be described. In step S100, the ECU 34 (processor 34a) obtains congestion information from the congestion information provider 36 using the communication device 32. More specifically, the ECU 34 obtains, for example, the congestion information of each location in the power supply section 4. Then, the processing proceeds to step S102.

[0057] In step S102, the ECU 34 determines whether congestion has occurred in the power supply section 4 based on the obtained congestion information. As a result, if congestion has occurred, the processing proceeds to step S104. On the other hand, if no congestion has occurred, the processing proceeds to step S106.

[0058] In step S104, the ECU 34 determines the congestion occurrence section included in the power supply section 4 based on the obtained congestion information, and on this basis, determines the power supply unit 14 located within the congestion occurrence section. Then, the processing proceeds to step S106.

[0059] In step S106, the ECU 34 sends the target transmission power Pt as power supply instruction information to each power supply unit 14. Here, in the present embodiment, the value obtained by adding the power correction amount Pc1 to the base value Ptb (= Ptb + Pc1) is used as the target transmission power Pt. As the base value Ptb, for example, a previously determined value is used.

[0060] The power correction amount Pc1 is changed depending on whether the power supply unit 14 is located within the congestion occurrence section or within the non-congestion occurrence section. Specifically, for the power supply unit 14 located within the congestion occurrence section, a positive predetermined value α is used as the power correction amount Pc1. On the other hand, for the power supply unit 14 located within the non-congestion occurrence section, the power correction amount Pc1 is set to zero.

[0061] Therefore, according to the processing of this step S106, the target transmission power Pt obtained by adding the predetermined value α to the base value Ptb is sent as power supply instruction information to the power supply unit 14 located within the congestion occurrence section. On the other hand, the target transmission power Pt equal to the base value Ptb is sent as power supply instruction information to the power supply unit 14 located within the non-congestion occurrence section.

[0062] Next, the processing related to the electric vehicles 40 and 60 will be described. In step S200, the vehicle ECU 50 (processor 50a) determines whether the SOC (State Of Charge) of the power storage device 44 is equal to or higher than a predetermined threshold value. That is, it is determined whether power supply from the power supply device 10 is required. The SOC can be calculated based on the voltage and current of the power storage device 44 detected using, for example, a voltage sensor and a current sensor (not shown).

[0063] When the SOC is less than the threshold value in step S200, that is, when power supply is required, the processing proceeds to step S202. An example of the wireless communication between the communication device 48 on the vehicle side and the communication device 18 on the power supply unit 14 side is short-range wireless communication using RFID (radio frequency Identification) technology. The communication device 48 on the vehicle side includes an IC tag storing rewritable vehicle information. The communication device 18 on the power supply unit 14 side includes a reader that emits a carrier wave to the surroundings to read the IC tag. In this step S202, the vehicle ECU 50 sets the information indicating that the electric vehicle 40 or 60 is a power supply target vehicle as the vehicle information stored in the IC tag.

[0064] On the other hand, when the SOC is equal to or higher than the threshold value in step S200, that is, when power supply is not required, the processing proceeds to step S204. In step S204, the vehicle ECU 50 sets the information indicating a power supply stop request and the information indicating that the electric vehicle 40 or 60 is a power supply target vehicle as the vehicle information stored in the IC tag.

[0065] Next, the processing related to the power supply unit 14 will be described. When the electric vehicle 40 or 60 (communication device 48) approaches the power supply unit 14 (communication device 18) to a short distance, the communication device 18 receives the vehicle information from the electric vehicle 40 or 60 that is the power supply target. The power supply unit 14 (ECU 20) can detect the approach of the electric vehicle 40 or 60 to the power supply unit 14 using such communication of the vehicle information. And, along with the reception of the vehicle information, the processing related to the power supply unit 14 for the electric vehicle 40 or 60 that has sent the vehicle information is started.

[0066] In step S300, the ECU 20 (processor 20a) determines whether the power supply instruction information (target transmission power Pt) sent from the server 30 has changed from the stored value (refer to step S302). The power supply instruction information changes according to the occurrence or elimination of congestion at the location where the power supply unit 14 with the transmission target is installed.

[0067] In the case where there is a change in the power supply indication information in step 300, the process proceeds to step S302. In step S302, the ECU 20 updates the target transmission power Pt according to the changed power supply indication information. Therefore, in the case where the installation location of the power supply unit 14 is included in the congestion occurrence section along with the occurrence of congestion, the target transmission power Pt is changed from the base value Ptb to the target transmission power Pt for congestion occurrence (=Ptb + α). In addition, in this step S302, the ECU 20 stores the newly updated target transmission power Pt as a stored value in the storage device 20b. Then, the process proceeds to step S304.

[0068] On the other hand, in the case where there is no change in the power supply indication information in step S300, the process proceeds to step S304 without updating the target transmission power Pt.

[0069] In step S304, the ECU 20 determines whether a power supply stop request has been received (that is, whether the received vehicle information includes information indicating a power supply stop request). As a result, in the case where a power supply stop request has been received, the process proceeds to step S306, and the ECU 20 changes the target transmission power Pt to zero. Then, the process proceeds to step S308. In addition, in the case where a power supply stop request has not been received in step S304, the process proceeds to step S308 without changing the target transmission power Pt from the value just updated in step S302.

[0070] In step S308, the ECU 20 controls the power supply circuit 16 so as to obtain a transmission power P having a magnitude that satisfies the target transmission power Pt. In addition, in the case where the target transmission power Pt is changed to zero in step S306, power supply is not performed from the power supply unit 14 that has performed the process of step S306 to the electric vehicle 40 or 60 that has sent the power supply stop request. On the other hand, in the case where the target transmission power Pt is not zero, when the power receiving coil 54 of the electric vehicle 40 or 60 to be supplied with power approaches the power supply coil 12, power corresponding to the target transmission power Pt is transmitted.

[0071] 1 - 3. Effects

[0072] According to the above description Figure 2For the processing of the flowchart shown, the target transmission power Pt used in the congestion-occurring section is higher than the target transmission power Pt used in the non-congestion-occurring section. As a result, the transmission power P of the power supply coil 12 (power supply unit 14) located in the congestion-occurring section can be made higher than the transmission power P of the power supply coil 12 located in the non-congestion-occurring section. Thus, compared with the example of increasing the transmission power P of all the power supply devices 10 in the power supply section 4 regardless of whether congestion occurs or not, it is possible to suppress power shortage during congestion and efficiently manage the power consumption of the overall power supply devices 10 in the power supply section 4.

[0073] 1 - 4. Other setting examples of the target transmission power Pt

[0074] 1 - 4 - 1. Setting example of the target transmission power Pt considering the required time for passing through congestion

[0075] In this example, the target transmission power Pt used in the congestion-occurring section is determined by considering not only the occurrence of congestion but also the required time T taken for the electric vehicle 40 or 60 to pass through the congestion-occurring section. Specifically, when the required time T is longer, the target transmission power Pt is determined to be higher than when the required time T is shorter.

[0076] Figure 3 It is a flowchart showing another example of the process related to the control of the transmission power P in the first embodiment. The processing of this flowchart is different from the processing of the flowchart shown in a part of the processing related to the server 30 described below. Figure 2 shown

[0077] In the processing related to the server 30, the ECU 34 first obtains congestion information in step S400. The congestion information obtained from the congestion information provider 36 in this step S400 includes prediction information (predicted value) of the required time T together with the congestion information of each location in the power supply section 4 (refer to step S100). Then, the process proceeds to step S102.

[0078] In addition, in Figure 3 in step S402 after step S104, the ECU 34 sends the target transmission power Pt as power supply instruction information to each power supply unit 14. The target transmission power Pt used in this step S402 is a value (= Ptb + Pc1 + Pc2) obtained by adding the following power correction amount Pc2 to the base value Ptb together with the power correction amount Pc1 (refer to step S106).

[0079] The power correction amount Pc2 is changed according to the required time T. Specifically, for the power supply unit 14 located in the congestion occurrence section, the power correction amount Pc2 (a positive value) is determined in advance such that it becomes larger when the required time T is longer than when the required time T is shorter. More specifically, the power correction amount Pc2 is determined, for example, such that it continuously (linearly or curvilinearly) increases as the required time T becomes longer. In addition, the power correction amount Pc2 can also be determined, for example, such that it increases stepwise in two or more levels as the required time T becomes longer. On the other hand, for the power supply unit 14 located in the non-congestion occurrence section, the power correction amount Pc2 is set to zero.

[0080] Therefore, according to the processing of this step S402, the target transmission power Pt obtained by adding the power correction amounts Pc1 and Pc2 to the base value Ptb is sent as power supply instruction information to the power supply unit 14 located in the congestion occurrence section. On the other hand, the target transmission power Pt equal to the base value Ptb is sent as power supply instruction information to the power supply unit 14 located in the non-congestion occurrence section.

[0081] When the required time T for passing through the congestion becomes longer, the SOC may significantly decrease. Regarding this additional problem, according to the processing of the flowchart shown above Figure 3 The target transmission power Pt used in the congestion occurrence section is determined such that it becomes larger when the required time T is longer than when the required time T is shorter. As a result, the transmission power P of the power supply coil 12 (power supply unit 14) located in the congestion occurrence section is controlled to become larger when the required time T is longer than when the required time T is shorter. Thus, compared with the example of supplying (transmitting) the same power to the electric vehicles 40 and 60 without depending on the required time T, it is possible to more effectively suppress the power shortage during congestion considering the required time T, and it is possible to effectively manage the power consumption of the power supply device 10 for the entire power supply section 4.

[0082] (Other acquisition examples of the required time T)

[0083] In the above step S400, as the required time T, the predicted value provided by the congestion information provider 36 is used. Instead of such an example, the required time T can be obtained, for example, by the following method. That is, it is considered that the required time T for passing through a certain congestion occurrence section is basically proportional to the congestion occurrence time of the congestion occurrence section. Therefore, the required time T calculated such that it becomes longer as the congestion occurrence time becomes longer can also be used. More specifically, the congestion occurrence time mentioned here can be, for example, the predicted value provided by the congestion information provider 36, or, for example, it can also be the duration of the actual congestion that occurs when the electric vehicles 40 and 60 actually enter the congestion occurrence section.

[0084] 1-4-2. Example of setting the target transmission power Pt considering the type of electric vehicle

[0085] In this example, the target transmission power Pt used in the congestion-occurring section is changed according to whether the electric vehicle to be powered has a power generation device. Specifically, the target transmission power Pt of the electric vehicle 40 having the power generation device 52 is determined to be lower than the target transmission power Pt of the electric vehicle 60 not having the power generation device 52.

[0086] Figure 4 It is a flowchart showing another example of the process related to the control of the transmission power P in the first embodiment. The process of this flowchart is different from the process of the flowchart shown in the following part of the processing related to the power supply unit 14 and the electric vehicles 40 and 60 respectively. Figure 3 shown flowchart processing.

[0087] In Figure 4 In the processing related to the electric vehicles 40 and 60, when the SOC is less than the threshold value in step S200 (that is, when power supply is required), the process proceeds to step S500. In step S500, as the vehicle information stored in the IC tag, together with the information indicating that this electric vehicle 40 or 60 is a vehicle to be powered, the vehicle ECU 50 sets the information indicating the presence or absence of the power generation device 52.

[0088] On the other hand, when the SOC is equal to or greater than the threshold value in step S200 (that is, when power supply is not required), the process proceeds to step S502. In step S502, as the vehicle information stored in the IC tag, together with the information indicating that this electric vehicle 40 or 60 is a vehicle to be powered and the information indicating the presence or absence of the power generation device 52, the vehicle ECU 50 sets the information indicating a power supply stop request.

[0089] In addition, Figure 4 The processing related to the power supply unit 14 in Figure 3 is different from the processing in

[0090] in that steps S600 and S602 are added between step S302 and step S304. In step S600, the ECU 20 calculates the power correction amount Pc3. This power correction amount Pc3 is changed according to the presence or absence of the power generation device 52.

[0090] Specifically, when the vehicle passing through the power supply unit 14 is the electric vehicle 40 having the power generation device 52, the power correction amount Pc3 is set to, for example, zero. On the other hand, when the vehicle passing through the power supply unit 14 is the electric vehicle 60 not having the power generation device 52, a positive predetermined value β is used as the power correction amount Pc3, for example. Then, the process proceeds to step S602. In addition, the power correction amount Pc3 for the electric vehicle 40 having the power generation device 52 may also be changed according to the capacity of the power generation device (the magnitude of the power that can be generated). Specifically, the power correction amount Pc3 for the electric vehicle 40 may be set, for example, to be closer to zero as the capacity of the power generation device is higher, and closer to the above-mentioned predetermined value β as the capacity of the power generation device is lower.

[0091] In step S602, the ECU 20 updates the target transmission power Pt with the value (= Ptb + Pc1 + Pc2 + Pc3) obtained by additionally adding the power correction amount Pc3 calculated in step S600 to the target transmission power Pt included in the power supply instruction information from the server 30 (refer to step S402). As a result, the target transmission power Pt of the electric vehicle 40 having the power generation device 52 is lower than the target transmission power Pt of the electric vehicle 60 not having the power generation device 52.

[0092] In the electric vehicle 40 having the power generation device 52, even if the SOC drops significantly, power can be generated spontaneously, so power shortage can be avoided. On the other hand, in the electric vehicle 60 not having the power generation device 52, when the SOC drops significantly, it will lead to power shortage.

[0093] Regarding the above additional problem, according to Figure 4 the processing of the flowchart shown, the target transmission power Pt used in the electric vehicle 40 having the power generation device 52 is lower than the target transmission power Pt used in the electric vehicle 60 not having the power generation device 52. As a result, the transmission power P to the electric vehicle 40 is lower than the transmission power P to the electric vehicle 60. Thus, compared with the example of supplying (transmitting) the same power to the electric vehicles 40 and 60 regardless of the presence or absence of the power generation device 52, the total value of the power supplied to both the electric vehicles 40 and 60 can be reduced, and in order to avoid power shortage, more power can be effectively supplied to the electric vehicle 60 not having the power generation device 52.

[0094] (Other setting examples of the target transmission power Pt)

[0095] In Figure 4In the process of step S600 shown, regardless of whether it is a congestion-occurring section or a non-congestion-occurring section, the power correction amount Pc3 for the electric vehicle 40 having the power generation device 52 is determined to be smaller than the power correction amount Pc3 for the electric vehicle 60 not having the power generation device 52. Instead of such an example, the change in the target transmission power Pt corresponding to the presence or absence of the power generation device 52 may also be performed only for the congestion-occurring section. Specifically, when the vehicle passing through the power supply unit 14 within the congestion-occurring section is the electric vehicle 40 having the power generation device 52, the power correction amount Pc3 may also be set to zero. When the vehicle passing through the power supply unit 14 is the electric vehicle 60 not having the power generation device 52, a positive predetermined value β may also be used as the power correction amount Pc3. And for the power supply unit 14 located within the non-congestion-occurring section, the power correction amount Pc3 may be set to zero regardless of the presence or absence of the power generation device 52.

[0096] In addition, the process related to the server 30 in Figure 4 the flowchart shown is the same as Figure 3 the process shown, but instead, it may be combined with the process related to the server 30 in Figure 2 which does not use the power correction amount Pc2. That is, as the target transmission power Pt finally commanded to the power supply circuit 16, a value obtained by adding the power correction amount Pc3 (refer to step S600) to the base value Ptb together with the power correction amount Pc1 (refer to step S106) (=Ptb+Pc1+Pc3) may also be used.

[0097] 2. Embodiment 2

[0098] In the above Embodiment 1 Figure 2 and 3 the example shown, the server 30 determines the target transmission power Pt. In addition, in Figure 4 the example shown, the target transmission power Pt determined by the server 30 is corrected by the power supply unit 14 (power supply device 10) (refer to step S602). In contrast, in Embodiment 2, the following Figure 5 shown power supply device 70 determines the target transmission power Pt.

[0099] 2-1. Structural example of the power supply device

[0100] Figure 5 is a diagram schematically showing an example of the structure of the power supply device 70 according to Embodiment 2. The power supply device 70 includes an ECU (hereinafter, for convenience, referred to as the “overall ECU”) 72 that overall controls the power supply device 70. The overall ECU 72 transmits (commands) power supply instruction information (target transmission power Pt) to the ECU 20 included in each power supply unit 14 provided in the power supply section 4.

[0101] Specifically, the overall ECU 72 includes: a processor 72a, a storage device 72b, and a communication device 72c. The processor 72a reads and executes a program stored in the storage device 72b. Thereby, various processes of the processor 72a are realized. The overall ECU 72 is connected to each ECU 20 by wire, for example. However, the overall ECU 72 can also communicate with each ECU 20 wirelessly.

[0102] The communication device 72c can communicate with the traffic congestion information provider 36 via a wireless communication network such as 4G or 5G. Figure 5 The shown structure is different from Figure 1 and does not include the server 30. Instead of the server 30, the overall ECU 72 directly obtains traffic congestion information using the communication device 72c. However, in the example of the power supply device 70 including the overall ECU 72, the overall ECU 72 can also obtain traffic congestion information through a server such as the server 30.

[0103] In addition, the server 30 (refer to Figure 1 ) is typically set by region or street unit. In other words, the server 30 is typically set to cover multiple power supply sections 4. In contrast, as Figure 5 shown, the overall ECU 72 is typically set to cover one power supply section 4. In this way, the overall ECU 72 is set for a narrower area compared to the server 30.

[0104] 2-2. Control Considering the Transmission Power P of Traffic Congestion Information

[0105] Figure 6 is a flowchart showing an example of the process related to the control of the transmission power P according to Embodiment 2. Except that the process related to the server 30 shown in Figure 4 is performed by the overall ECU 72, the process of the flowchart is the same as that of the flowchart shown in Figure 4 . Therefore, its detailed description is omitted.

[0106] 2-3. Effects

[0107] According to the process of the flowchart shown above Figure 6 , the control of the transmission power P considering traffic congestion information is performed by the overall ECU 72 and each ECU 20. By implementing Embodiment 2 in which the transmission power P is controlled in this way, the same effects as those of Embodiment 1 can also be achieved.

[0108] 2-4. Example of Setting Other Target Transmission Power Pt

[0109] According to the above Figure 6For the process shown, in order to determine the target transmission power Pt, power correction amounts Pc1, Pc2, and Pc3 are used. Instead of such an example, the overall ECU 72 and ECU 20 perform the processes of examples other than the Figure 4 example shown in the same manner as in Embodiment 1. Thus, in order to determine the target transmission power Pt, only the power correction amount Pc1, the power correction amounts Pc1 and Pc2, or the power correction amounts Pc1 and Pc3 may be used.

[0110] In addition, for Figure 6 the calculation of the target transmission power Pt using the power correction amount Pc3 (Steps S600 and S602), instead of ECU 20, the overall ECU 72 may perform the calculation. Further, in an example of a power supply device not provided with the overall ECU 72, the ECU 20 of each power supply unit 14 may also acquire congestion information and perform all processes related to the determination of the target transmission power Pt.

[0111] 3. Embodiment 3

[0112] In Embodiment 3, an example in which the server 30 mainly controls the transmission power P will be described. Specifically, an example in which the server 30 determines the target transmission power Pt using the power correction amount Pc1 and an example in which the server 30 determines the target transmission power Pt using the power correction amounts Pc1 and Pc2 are respectively as described with reference to Figure 2 and Figure 3 in Embodiment 1. In the present embodiment, an example in which the server 30 determines the target transmission power Pt using only the power correction amount Pc1 or using the power correction amount Pc3 together with the power correction amounts Pc1 and Pc2 will be described. In addition, the server 30 that mainly controls the transmission power P corresponds to an example of the "power supply management server" according to the present invention.

[0113] 3-1. Control of Transmission Power P Considering Congestion Information

[0114] Figure 7 is a flowchart showing an example of a process related to the control of the transmission power P according to Embodiment 3. Here, a non-contact power supply system 1 having the Figure 1 structure shown will be described as an example. The processes related to the Figure 7 electric vehicles 40 and 60 shown are the same as the Figure 4 process shown.

[0115] The process related to each power supply unit 14 starts when vehicle information is received. In step S800, the ECU 20 transmits the vehicle information received from the electric vehicle 40 or 60 to the server 30 using the communication device 18.

[0116] InFigure 7 In this case, the processing related to the server 30 starts when vehicle information is received from each power supply unit 14 and is executed for each power supply unit 14. In step S700 after step S104, the ECU 34 determines whether a power supply stop request has been received. This processing is the same as the processing in step S304.

[0117] When a power supply stop request is received in step S700, the processing proceeds to step S702. In step S702, the ECU 20 sets the target transmission power Pt to zero, and on this basis, sends the set target transmission power Pt (i.e., power supply instruction information) to the power supply unit 14 that transmitted the vehicle information.

[0118] On the other hand, when a power supply stop request is not received in step S700, the processing proceeds to step S704. In step S704, the ECU 34 sends the following target transmission power Pt (power supply instruction information) to the power supply unit 14 that transmitted the vehicle information.

[0119] Specifically, when the power supply unit 14 is located in a non-congestion-occurring section, the ECU 34 sends the target transmission power Pt equal to the base value Ptb as the power supply instruction information. On the other hand, when the power supply unit 14 is located in a congestion-occurring section, the ECU 34 sends the target transmission power Pt obtained by adding the power correction amounts Pc1, Pc2, and Pc3 to the base value Ptb as the power supply instruction information. The calculation of the power correction amounts Pc1 to Pc3 by the ECU 34 can be performed using the method described in Embodiment 1.

[0120] The ECU 20 of the power supply unit 14 determines whether power supply instruction information has been received in step S802 after step S800. As a result, when power supply instruction information is received, the processing proceeds to step S308, and the ECU 20 controls the power supply circuit 16 so as to obtain a transmission power P having a magnitude that satisfies the target transmission power Pt.

[0121] 3-2. Effects

[0122] According to the processing of the flowchart shown above Figure 7 The calculation of the power correction amount Pc3 that takes into account the type of electric vehicle (presence or absence of the power generation device 52) and the control of the transmission power P that takes into account the congestion information are mainly performed by the ECU 34 of the server 30. Thus, by the third embodiment that controls the transmission power P, the same effects as those of the first embodiment are also achieved.

[0123] 3-3. Other execution examples of the control of the transmission power P mainly by the server

[0124] Instead of Figure 7In the example shown, when the power supply unit 14 that has sent vehicle information is located within the congestion occurrence section, the ECU 34 of the server 30 can also send the target transmission power Pt, which is obtained by adding only the power correction amounts Pc1 and Pc3 to the base value Ptb, to the power supply unit 14 as power supply instruction information.

[0125] In addition, the control of the power supply circuit 16 for obtaining the target transmission power Pt (i.e., the instruction of the target transmission power Pt for the power supply circuit 16) can also be performed by the ECU 34 of the server 30 via the communication device 18, instead of being performed by the ECU 20 of each power supply unit 14 as shown in the example. Figure 7 In the example shown, for example, it is performed by the ECU 34 of the server 30 via the communication device 18.

[0126] 4. Reference Example

[0127] Next, a reference example of the control of the transmission power P related to the present invention will be described. Figure 8 FIG. is a diagram schematically showing an example of the structure of a non-contact power supply system 100 related to a reference example associated with the present invention. The non-contact power supply system 100 is configured in the same manner as the non-contact power supply system 1 shown, except that it does not have the server 30. Figure 1 In the setting of the target transmission power Pt related to this reference example, the power correction amounts Pc1 and Pc2 based on congestion information are not used, and only the power correction amount Pc3 corresponding to the type of the electric vehicle (presence or absence of the power generation device 52) is used. That is, in this reference example, regardless of the occurrence of congestion, the electronic control unit (for example, the ECU 20) controls the power supply circuit 16 so that when the electric vehicle traveling in the power supply section 4 has the power generation device 52 (for example, the electric vehicle 40), the transmission power P becomes lower than when the electric vehicle traveling in the power supply section 4 does not have the power generation device 52 (for example, the electric vehicle 60).

[0128] FIG. is a flowchart showing an example of the flow of processing related to the control of the transmission power P related to this reference example. In this flowchart, the processing related to the electric vehicles 40 and 60 is the same as the processing shown.

[0129] Figure 9 The processing related to each power supply unit 14 starts when the vehicle information is received. In Figure 4 In this, the ECU 20 first determines whether there is a power supply stop request in step S304. As a result, when a power supply stop request is received, the processing proceeds to step S900, and the ECU 20 sets the target transmission power Pt to zero.

[0130] The processing related to each power supply unit 14 starts when the vehicle information is received. In Figure 9 In this, the ECU 20 first determines whether there is a power supply stop request in step S304. As a result, when a power supply stop request is received, the processing proceeds to step S900, and the ECU 20 sets the target transmission power Pt to zero.

[0131] On the other hand, in the case where a power supply stop request is not received in step S304, the process proceeds to step S902. In step S902, the ECU 20 sets the sum of the base value Ptb and the power correction amount Pc3 as the target transmission power Pt.

[0132] In step S308 after step S900 or S902, the ECU 20 controls the power supply circuit 16 so as to obtain a transmission power P having a magnitude that satisfies the target transmission power Pt.

[0133] As described above, in the electric vehicle 40 having the power generation device 52, even if the SOC drops significantly, power generation can be spontaneously performed, so that power shortage can be avoided. On the other hand, in the electric vehicle 60 not having the power generation device 52, when the SOC drops significantly, it will lead to a power shortage. Regarding the problems of such reference examples, according to Figure 9 the processing of the flowchart shown, the target transmission power Pt in the electric vehicle 40 having the power generation device 52 is lower than the target transmission power Pt used in the electric vehicle 60 not having the power generation device 52. As a result, the transmission power P to the electric vehicle 40 is lower than the transmission power P to the electric vehicle 60. Thus, compared with an example in which the same power is supplied (transmitted) to the electric vehicles 40 and 60 regardless of the presence or absence of the power generation device 52, the total value of the power supplied to both the electric vehicles 40 and 60 can be reduced, and in order to avoid a power shortage, more power can be efficiently supplied to the electric vehicle 60 not having the power generation device 52.

[0134] Description of Reference Numerals

[0135] 1, 100 Non-contact power supply system

[0136] 2 Traveling road

[0137] 3 AC power supply

[0138] 4 Power supply section

[0139] 10, 70 Power supply device

[0140] 12 Power supply coil

[0141] 14 Power supply unit

[0142] 16 Power supply circuit

[0143] 18, 32, 48, 72c Communication device

[0144] 20, 34, 50, 72 Electronic control unit (ECU)

[0145] 30 Server

[0146] 36 Congestion information provider

[0147] 40 Electric vehicle (with power generation device)

[0148] 42 Electric motor

[0149] 44 Electric energy storage device

[0150] 46 Power receiving device

[0151] 52 Power generation device

[0152] 54 Power receiving coil

[0153] 60 Electric vehicle (without power generation device).

Claims

1. A non-contact power supply system for transmitting power to an electric vehicle, the electric vehicle having a power storage device and a power receiving device for supplying power to the power storage device, wherein the non-contact power supply system is characterized in that the non-contact power supply system includes: a power supply device including a plurality of power supply coils arranged along the travel path of the electric vehicle, and transmitting power to the power receiving coil of the power receiving device in a non-contact manner; a receiving device for receiving traffic congestion information of the travel path; and an electronic control unit for controlling the power transmitted from each of the plurality of power supply coils to the power receiving coil, i.e., the transmitted power, the electronic control unit controls the power supply device so that the transmitted power of the power supply coils located in a congestion occurrence section included in a power supply section, i.e., a section where the plurality of power supply coils are arranged in the travel path, is higher than the transmitted power of the power supply coils located in a non-congestion occurrence section included in the power supply section.

2. The non-contact power supply system according to claim 1, characterized in that the electronic control unit controls the power supply device so that when the required time for the electric vehicle to pass through the congestion occurrence section is longer, the transmitted power is higher than in the case where the required time is shorter.

3. The non-contact power supply system according to claim 1 or 2, characterized in that the electronic control unit controls the power supply device so that when the electric vehicle traveling in the power supply section has a power generation device, the transmitted power is lower than in the case where the electric vehicle traveling in the power supply section does not have the power generation device.

4. A power supply device for transmitting power to an electric vehicle, the electric vehicle having a power storage device and a power receiving device for supplying power to the power storage device, wherein the power supply device is characterized in that the power supply device includes: a plurality of power supply coils arranged along the travel path of the electric vehicle, and transmitting power to the power receiving coil of the power receiving device in a non-contact manner; a receiving device for receiving traffic congestion information of the travel path; and an electronic control unit for controlling the power transmitted from each of the plurality of power supply coils to the power receiving coil, i.e., the transmitted power, the electronic control unit controls the energization of the plurality of power supply coils so that the transmitted power of the power supply coils located in a congestion occurrence section included in a power supply section, i.e., a section where the plurality of power supply coils are arranged in the travel path, is higher than the transmitted power of the power supply coils located in a non-congestion occurrence section included in the power supply section.

5. The power supply device according to claim 4, characterized in that the electronic control unit controls the energization of the plurality of power supply coils so that when the required time for the electric vehicle to pass through the congestion occurrence section is longer, the transmitted power is higher than in the case where the required time is shorter.

6. The power supply device according to claim 4 or 5, characterized in that The electronic control unit controls the energization of the plurality of power supply coils so that, when the electric vehicle traveling in the power supply section has a power generation device, the transmitted power is lower than that when the electric vehicle traveling in the power supply section does not have the power generation device.

7. A power supply management server is connected to a power supply device that transmits power to an electric vehicle via a wireless communication network. The electric vehicle has a power storage device and a power receiving device that supplies power to the power storage device. The power supply device includes a plurality of power supply coils that are arranged along the traveling road of the electric vehicle and transmit power to the power receiving coil of the power receiving device in a non-contact manner. The power supply management server is characterized in that the power supply management server includes: a receiving device that receives traffic congestion information of the traveling road; and an electronic control unit that controls the power transmitted from each of the plurality of power supply coils to the power receiving coil, that is, the transmitted power, the electronic control unit controls the power supply device so that the transmitted power of the power supply coils located in a congestion occurrence section included in a power supply section, that is, a section where the plurality of power supply coils are arranged in the traveling road, is higher than the transmitted power of the power supply coils located in a non-congestion occurrence section included in the power supply section.

8. The power supply management server according to claim 7, characterized in that the electronic control unit controls the power supply device so that, when the required time for the electric vehicle to pass through the congestion occurrence section is longer, the transmitted power is higher than that when the required time is shorter.

9. The power supply management server according to claim 7 or 8, characterized in that the electronic control unit controls the power supply device so that, when the electric vehicle traveling in the power supply section has a power generation device, the transmitted power is lower than that when the electric vehicle traveling in the power supply section does not have the power generation device.

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