Vehicle control device

Abstract

A vehicle control device is used in a traveling power supply system (1) that has a power transmission coil (21) provided on a road (4) and a power reception coil (35) provided on a vehicle (10) and that supplies power to the traveling vehicle (10) in a non-contact manner, the vehicle control device being provided with a travel route setting unit (111) that sets the travel route of the traveling vehicle (10) in a non-contact manner, the travel route setting unit (111) setting the travel route of the traveling vehicle (10) in a non-contact manner, and the travel route setting unit (111) setting the travel route of the traveling vehicle (10) in a non-contact manner. The travel route setting unit uses an HD map to set a travel route including information relating to a travel position of a vehicle in a width direction of a road. The travel path setting unit sets the travel path of the vehicle such that the power reception coil and the power transmission coil face each other when the vehicle travels in a power-supply-enabled section, which is a section of a road in which the power transmission coil is provided.

Description

Citation of related applications

[0001] This application is based on Japanese Patent Application No. 2022-89580 filed on June 1, 2022, and the contents thereof are incorporated herein by reference. Technical Field

[0002] The present disclosure relates to a vehicle control device in a running power supply system. Background Art

[0003] In recent years, electric vehicles have become increasingly popular. Electric vehicles use the electricity stored in the on-board battery to drive the motor, which rotates the wheels and travels. For such vehicles that use electrical energy for power, a driving power supply system that supplies power contactlessly has been developed using a technology called DWPT (dynamic wireless power converter: dynamic wireless charging). In this driving power supply system, power is transmitted contactlessly from a power transmission coil buried in the ground to a power receiving coil installed on the floor of the vehicle.

[0004] On the other hand, Patent Document 1 describes a map data generation device that provides dynamic mapping corresponding to static information provided by other vehicles or roadside devices in an automatic driving assistance system. Generally speaking, in an automatic driving system (ADS), a driving path is determined and vehicle driving control is performed based on lane connection lines (lane center lines) of high-precision three-dimensional map data (HD map: High-Definition Map). Prior art literature Patent Literature

[0005] Patent Document 1: Japanese Patent Application Publication No. 2020-30362 Summary of the invention

[0006] In the above-mentioned prior art, for example, when a vehicle is traveling on a driving path set by an automatic driving system, if the vehicle continues to travel while the power receiving coil on the vehicle side is not opposite to the power transmitting coil on the road side and is offset from each other, a problem of not being able to charge occurs. In addition, in the above-mentioned power supply system during driving, since the power transmitting coil is buried underground, it cannot be simply moved. The present disclosure is proposed in view of the above-mentioned problems, and its purpose is to provide a vehicle control device that can fully supply power when a vehicle with a power receiving coil is traveling on a set driving path.

[0007] The present disclosure can be implemented in the following forms.

[0008] According to one embodiment of the present disclosure, a vehicle control device is provided. The vehicle control device is a vehicle control device used in a running power supply system, the running power supply system having a power transmission coil arranged on a road and a power receiving coil arranged on a vehicle, and supplying power to a running vehicle in a non-contact manner, wherein the vehicle control device includes a driving route setting unit, the driving route setting unit using an HD map to set a driving route including information related to the driving position of the vehicle in the width direction of the road, and the driving route setting unit sets the driving route of the vehicle in a manner that the power receiving coil and the power transmission coil are in a state of relative power supply when the vehicle is running in a section of the road where the power transmission coil is arranged, i.e., a power supplyable section.

[0009] According to the above configuration, the driving route setting unit sets the driving route so that the power receiving coil and the power transmitting coil are in a power supplyable state relative to each other when the vehicle is traveling in the power supplyable section. Therefore, stable power supply can be performed when the vehicle is traveling on the set driving route. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] The above objects, other objects, features and advantages of the present disclosure will become more apparent with reference to the accompanying drawings and the following detailed description. Figure 1 1 is a block diagram showing a schematic configuration of a running power supply system in the first embodiment of the present disclosure. Figure 2 1 is a block diagram showing a schematic structure of a vehicle control device according to a first embodiment of the present disclosure. Figure 3 It is a plan view schematically showing the embedding manner of the power transmission coil in the power transmission device according to the first embodiment. Figure 4 This is a flowchart showing a processing procedure related to setting of a travel route during automatic driving, which is executed by the vehicle control device according to the first embodiment. Figure 5 A diagram showing an example of a display screen in a notification device. Figure 6 This is a flowchart showing a processing procedure related to setting of a driving route during automatic driving, which is executed by the vehicle control device according to the second embodiment of the present disclosure. Figure 7 It is a plan view schematically showing a method of burying a power transmission coil in a power transmission device according to the second embodiment. Figure 8 It is a plan view schematically showing a method of burying a power transmission coil in a power transmission device according to another embodiment. DETAILED DESCRIPTION

[0011] The following is based on Figures 1 to 8A plurality of embodiments of the present disclosure are described. A. First Implementation Method: A1. Structure of the power supply system 1 during driving: like Figure 1 As shown, a running power supply system 1 includes a power transmission device 2 installed on a road 4 and a power receiving device 3 on the vehicle 10 side. The running power supply system 1 is a system capable of wirelessly supplying power from the power transmission device 2 to the vehicle 10 while the vehicle 10 is running. The vehicle 10 is configured as an electric vehicle or a hybrid vehicle, for example.

[0012] The power transmission device 2 on the road 4 side includes: multiple power transmission coils 21; multiple power transmission circuits 24, the multiple power transmission circuits 24 apply AC voltage to the multiple power transmission coils 21 respectively to supply power; an external power supply 25 (hereinafter referred to as "power supply 25"), the external power supply 10 supplies power to the multiple power transmission circuits 24; and a power transmission control unit 26.

[0013] The plurality of power transmission coils 21 are arranged in a row along the traveling direction of the road 4. The power transmission coils 21 are divided into a plurality of sections. Figure 3 The power transmission circuit 24 is a circuit that converts the DC voltage supplied from the power supply 25 into a high-frequency AC voltage and applies it to the power transmission coil 21, and includes an inverter circuit, a filter circuit, and a resonant circuit. In this embodiment, the inverter circuit, the filter circuit, and the resonant circuit are well known, so the description is omitted.

[0014] The power supply 25 is a circuit that supplies a DC voltage to the power transmission circuit 24. For example, the power supply 25 supplies the power to the power transmission circuit 24 from the system power supply via a power factor improvement circuit (PFC). In addition, it is also possible to receive power from the system power supply through the power supply 25, distribute the 50 / 60Hz AC after voltage conversion to each power transmission circuit, and perform PFC and AC-DC conversion in each power transmission circuit. Regarding PFC, the illustration is omitted. The DC voltage output by the power supply 25 may not be a complete DC voltage, and may also contain a certain degree of variation (fluctuation). The power transmission control unit 26 enables the power transmission circuit 24 and the power transmission coil 21 to perform power transmission.

[0015] The vehicle 10 includes a main battery 31, an auxiliary battery 32, a power supply control unit 33, a power receiving circuit 34, a power receiving coil 35, a DC / DC converter circuit 36, an inverter circuit 37, a motor generator 41, auxiliary equipment 42, tires 43, and a power meter 44. In addition, the vehicle 10 includes an automatic driving control system 100 mainly related to automatic driving control (see Figure 2 ), for these structures, use Figure 2 This will be explained later.

[0016] The power receiving coil 35 is connected to the power receiving circuit 34, and the main battery 31, the high voltage side of the DC / DC converter circuit 36, and the inverter circuit 37 are connected to the output of the power receiving circuit 34. The auxiliary battery 32 and the auxiliary equipment 42 are connected to the low voltage side of the DC / DC converter circuit 36. The inverter circuit 37 is connected to the motor generator 41. In the first embodiment, the power receiving coil 35 is provided near the center of the width direction and the length direction of the vehicle 10. The power receiving coil 35 receives the power supplied from the power transmitting coil 21.

[0017] The power receiving circuit 34 includes a rectifier circuit that converts the AC voltage output from the power receiving coil 35 into a DC voltage. In addition, the power receiving circuit 34 may also include a DC / DC converter circuit that converts the DC voltage generated by the rectifier circuit into a voltage suitable for charging the main battery 31. The DC voltage output from the power receiving circuit 34 can be used to charge the main battery 31 or drive the motor generator 41 via the inverter circuit 37. In addition, by using the DC / DC converter circuit 36 ​​to step down the voltage, it can also be used for charging the auxiliary battery 32 and driving the auxiliary equipment 42.

[0018] The main battery 31 is a secondary battery that outputs a relatively high DC voltage for driving the motor generator 41. The motor generator 41 operates as a three-phase AC motor and generates a driving force for the vehicle 10 to travel. When the vehicle 10 decelerates, the motor generator 41 operates as a generator and generates a three-phase AC voltage. When the motor generator 41 operates as a motor, the inverter circuit 37 converts the DC voltage of the main battery 31 into a three-phase AC voltage and supplies it to the motor generator 41. When the motor generator 41 operates as a generator, the inverter circuit 37 converts the three-phase AC voltage output by the motor generator 41 into a DC voltage and supplies it to the main battery 31.

[0019] The DC / DC converter circuit 36 ​​converts the DC voltage of the main battery 31 into a DC voltage suitable for driving the auxiliary equipment 42 and supplies it to the auxiliary battery 32 and the auxiliary equipment 42. The auxiliary battery 32 is a secondary battery that outputs a DC voltage for driving the auxiliary equipment 42. The auxiliary equipment 42 includes peripheral devices such as an air conditioner, an electric power steering device, a headlight, a turn signal lamp, and a wiper of the vehicle 10, and various accessories of the vehicle 10. The DC / DC converter circuit 36 ​​may not be present.

[0020] The power meter 44 measures the amount of power supplied by the power receiving coil 35. The amount of power measured by the power meter 44 is stored in a storage unit (not shown). The amount of power measured by the power meter 44 may be displayed on a monitor screen installed in the vehicle (see Figure 2The notification device 150 described later) etc. When receiving contactless power supply during driving, the power supply control unit 33 controls the power receiving circuit 34 to perform power reception.

[0021] A2. Structure of the automatic driving control system 100: like Figure 2 As shown, the vehicle 10 includes an automatic driving control system 100. The vehicle 10 is capable of automatic driving and manual driving. In automatic driving, even if the steering wheel used to operate the driving of the vehicle 10 is not operated by the driver, the vehicle 10 will automatically perform steering driving. In addition, in automatic driving, there is also a method in which the driver performs steering and automatically controls acceleration and deceleration. In manual driving, the driver operates the steering wheel, accelerator pedal, and brake pedal to steer or accelerate and decelerate, thereby driving the vehicle 10.

[0022] In this embodiment, the automatic driving control system 100 includes a vehicle control device 110, a peripheral sensor 120, an internal sensor 130, a road information storage unit 140, an automatic driving control unit 210, a driving force control ECU (Electronic Control Unit) 220, a braking force control ECU 230, and a steering control ECU 240. The vehicle control device 110, the automatic driving control unit 210, the driving force control ECU 220, the braking force control ECU 230, the steering control ECU 240 and the power supply control unit 33 are connected via the vehicle network 250.

[0023] The surrounding sensor 120 obtains the surrounding information outside the vehicle required for autonomous driving. The surrounding sensor 120 includes a camera 121 and an object sensor 122. The camera 121 captures the surroundings of the vehicle 10 and obtains an image. The object sensor 122 detects the surrounding conditions of the vehicle 10. As the object sensor 122, for example, an object sensor using reflected waves such as a laser radar, a millimeter wave radar, and an ultrasonic sensor can be cited.

[0024] The internal sensor 130 includes a vehicle position sensor 131, an acceleration sensor 132, a vehicle speed sensor 133, and a yaw rate sensor 134. The vehicle position sensor 131 detects the current position of the vehicle 10. As the vehicle position sensor 131, for example, a Global Navigation Satellite System(s) (GNSS) or a gyro sensor can be cited.

[0025] The acceleration sensor 132 is a detector that detects the acceleration of the vehicle 10. The acceleration sensor 132 includes, for example, a longitudinal acceleration sensor that detects the longitudinal acceleration in the front-rear direction of the vehicle 10 and a lateral acceleration sensor that detects the lateral acceleration of the vehicle 10. The vehicle speed sensor 133 measures the current travel speed of the vehicle 10. The yaw rate sensor 134 is a detector that detects the yaw rate (rotational angular velocity) of the vertical axis around the center of gravity of the vehicle 10. As the yaw rate sensor 134, for example, a gyro sensor can be used. The peripheral sensor 120 and the internal sensor 130 send the various acquired data to the vehicle control device 110.

[0026] The road information storage unit 140 stores detailed road information related to the road on which the vehicle 10 is scheduled to travel. Road information is static information contained in an HD map (High-Definition Map: high-precision three-dimensional map data). For example, road information includes information such as the number of lanes, lane width, center coordinates of each lane, stop line position, signal position, guardrail position, road slope, road type of curve or straight section, curvature radius of curve, length of curve section, etc. In addition, the road information includes information related to the power supply section where the power transmission coil 21 described later is buried. In addition, these road information and the like are appropriately updated to the latest information via a wide area network.

[0027] The notification device 150 is a device that notifies the occupants (mainly the driver) of the vehicle 10 of various information using images or sounds. The various information includes, for example, information on micro-corrections to the width direction of the lane, information on lane changes, etc. The notification device 150 includes a display device and a speaker. As the display device, for example, a HUD (Head-Up Display) or a display device provided on the instrument panel can be used. In addition, "image" also includes animation and text.

[0028] The vehicle control device 110 includes a driving route setting unit 111, a peripheral information recognition unit 112, a charging plan formulation unit 113, a notification unit 114, a control decision unit 115, and a communication unit 116. The vehicle control device 110 is composed of a central processing unit (CPU), a microcomputer composed of RAM and ROM, etc., and the functions of these parts are realized by executing a pre-installed program by the microcomputer. However, some or all of the functions of these parts can also be realized by hardware circuits.

[0029] The driving route setting unit 111 sets the route for the vehicle 10 to travel. More specifically, the driving route setting unit 111 sets the driving route to a predetermined destination using the road information stored in the road information storage unit 140. The "driving route" in this embodiment does not refer to a simple route to the destination, but a detailed route showing the driving position in the driving lane or road. The driving route setting unit 111 is equivalent to a "driving route setting device".

[0030] The surrounding information recognition unit 112 uses the detection signal of the surrounding sensor 120 to recognize the surrounding information of the vehicle 10. More specifically, the surrounding information recognition unit 112 recognizes the existence and position of the left and right dividing lines of the road on which the vehicle is traveling, the existence and position of the traffic lights, the indication content, the existence, position, size, distance, and traveling direction of other vehicles, the existence and movement of the drivers of other vehicles, and the existence and position of people around other vehicles as surrounding information based on the image captured by the camera 121 and the output signal of the object sensor 122. In addition, the surrounding information recognition unit 112 may also obtain part or all of this information through wireless communication with traffic lights, external servers, etc., and recognize it.

[0031] The charging plan formulation unit 113 uses the information from the road information storage unit 140 and the vehicle position sensor 131 to formulate a charging plan so that the vehicle 10 can perform power supply by the power supply system 1 while driving. Specifically, for example, the charging plan is formulated in such a way that the power supply section described later is included in the driving route to the destination. The charging plan formulated by the charging plan formulation unit 113 is referred to by the driving route setting unit 111, and for example, the driving route setting unit 111 sets the driving route so that sufficient power is supplied before reaching the destination.

[0032] The notification unit 114 uses the notification device 150 capable of image display and sound output to notify the occupants of various information such as the driving route and vehicle position information. For example, the notification unit 114 notifies the occupants of the information of the hands-on request based on the driving condition of the vehicle 10 and in accordance with the processing of the control decision unit 115. The hands-on request refers to a request to switch from a state in which the driver does not hold the steering wheel, i.e., the hands-off state, to a hands-on state in which the driver holds the steering wheel during the execution of the automatic driving. In addition, the notification unit 114 notifies the information of the current amount of electric power based on the driving condition of the vehicle 10 and in accordance with the processing of the control decision unit 115.

[0033] The control decision unit 115 determines the control content related to the driving of the vehicle 10, and outputs it to the automatic driving control unit 210 through the vehicle network 250 to control the vehicle 10. The communication unit 116 obtains traffic information, weather information, accident information, obstacle information, traffic restriction information, etc. from an information center not shown in the figure through an antenna not shown in the figure. The communication unit 116 can also obtain various information from other vehicles through vehicle-to-vehicle communication. In addition, the communication unit 116 can also obtain various information from roadside devices installed at various locations on the road through road-to-vehicle communication.

[0034] The automatic driving control unit 210 is composed of a central processing unit (CPU), a microcomputer composed of RAM and ROM, etc., and the automatic driving function is realized by executing a pre-installed program by the microcomputer. The automatic driving control unit 210 controls, for example, the driving force control ECU 220, the braking force control ECU 230, and the steering control ECU 240 to drive along the driving path determined by the driving path setting unit 111. For example, the automatic driving control unit 210 can also perform merging assistance to make the vehicle 10 drive from the baseline of the lane being driven to the baseline of the adjacent lane when the vehicle 10 changes lanes to the adjacent lane.

[0035] The driving force control ECU 220 is an electronic control device that controls an actuator such as an engine that generates driving force for the vehicle 10. When the driver is driving manually, the driving force control ECU 220 controls the power source, which is the engine or the motor, according to the amount of operation of the accelerator pedal. On the other hand, when the automatic driving is performed, the driving force control ECU 220 controls the power source according to the required driving force calculated by the automatic driving control unit 210.

[0036] The braking force control ECU 230 is an electronic control device that controls a brake actuator that generates a braking force of the vehicle 10. When the driver is driving manually, the braking force control ECU 230 controls the brake actuator according to the amount of operation of the brake pedal. On the other hand, when the automatic driving is performed, the braking force control ECU 230 controls the brake actuator according to the required braking force calculated by the automatic driving control unit 210.

[0037] The steering control ECU 240 is an electronic control device that controls the motor that generates the steering torque of the vehicle 10. When the driver is driving manually, the steering control ECU 240 controls the motor according to the operation of the steering wheel, thereby generating an auxiliary torque for the steering operation. As a result, the driver can operate the steering device with a small amount of force and realize the steering of the vehicle 10. On the other hand, when the automatic driving is performed, the steering control ECU 240 controls the motor according to the required steering angle calculated by the automatic driving control unit 210 to perform steering.

[0038] In the automatic driving, the driving route setting unit 111 creates a driving plan for the vehicle 10 based on the road information stored in the road information storage unit 140, the current position detected by the vehicle position sensor 131, and the positions and speeds of other vehicles around the vehicle 10 detected by the surrounding sensor 120. The driving plan includes a turning plan and an acceleration and deceleration plan for the vehicle 10 until several seconds later.

[0039] Basically, the driving path is set using the lane connection line 51 so that the vehicle 10 travels in the center of the driving lane. Figure 3 As shown in FIG. 1 , the travel path is set so that the center line C in the width direction of the vehicle 10 is located on the lane connection line 51. The lane connection line 51 has the same meaning as the lane center line.

[0040] A3. Details of the buried position of the power transmission coil 21: Next, the buried position in the road of the power transmission coil 21 possessed by the power transmission device 2 of the running power supply system 1 described in detail above is described. The power transmission coil 21 is buried in the road with the guide line as a reference. The guide line is static information contained in the HD map, and is a line used when the driving route is set using the HD map in the driving route setting unit 111. In the first embodiment, the guide line is the "lane connection line 51", and the power transmission coil 21 is buried at a position consistent with the lane connection line 51. In addition, in this way, the power transmission coil 21 set on the lane connection line 51 is also referred to as the "power transmission coil 21 for center power supply" below.

[0041] In the first embodiment, since the power receiving coil 35 is provided near the center of the vehicle 10, the power transmitting coil 21 faces the power receiving coil 35 when the center line C in the width direction of the vehicle 10 (hereinafter, also referred to as the "center line C") coincides with the lane connection line 51. Hereinafter, the state in which the power receiving coil 35 faces the power transmitting coil 21 and the vehicle 10 is traveling is referred to as the "power supply capable state". In addition, hereinafter, the section in which the power transmitting coil 21 is buried in the road 4 is referred to as the "power supply capable section".

[0042] The power supply section includes not only information indicating the section from 30 meters before a specific intersection with a signal to the intersection, but also information indicating "at which position in the lane the power transmission coil 21 is buried". The information of the power supply section is pre-stored in the road information storage unit 140, and when a new power transmission coil 21 is buried, the latest information is appropriately updated. In addition, in general vehicles, there are many cases where the vehicle is slow or stopped, such as in the section before the intersection where the signal is located (tens of meters), so by actively installing the power transmission coil 21 in such a section, more stable power supply can be achieved.

[0043] A4. Processing of the vehicle control device 110: Next, the processing related to setting of the driving route during automatic driving, which is executed by the vehicle control device 110 described in detail above, will be described. Figure 4 The processing shown is repeatedly executed at predetermined time intervals during the travel of the vehicle 10. In addition to the mode of being executed at predetermined time intervals, the processing may be appropriately executed when the time when the power supplyable section is expected to be entered approaches or after the time has passed.

[0044] like Figure 4 As shown, in step 11 (hereinafter, the step is referred to as "S"), it is determined whether the vehicle 10 has started traveling in the power supply section. For example, based on information from the vehicle position sensor 131, the surrounding sensor 120, the road information storage unit 140, and the signal from the surrounding information recognition unit 112, it is determined whether the vehicle 10 has entered the power supply section in which the power transmission coil 21 is buried. In the case where it is determined that the vehicle has started traveling in the power supply section (S11: Yes), the process proceeds to S12, and the offset value is set to 0. The "offset value" mentioned here refers to the value in the width direction of the lane 53 from the lane connection line 51 (refer to Figure 3 ) to the center line C of the vehicle 10.

[0045] Next, in S13, it is determined whether the vehicle 10 has left the power supply section. If it is determined that the vehicle 10 has not left the power supply section (S13: No), the process proceeds to S14 to determine whether the received power E is greater than the predetermined received power Er. The predetermined received power Er is set, for example, to a value slightly lower than the assumed received power obtained when the power receiving coil 35 of the traveling vehicle 10 travels in the power supply section for a predetermined time in the power supply state relative to the power transmission coil 21. For example, by comparing the value of the received power E obtained from the power meter 44 during driving with the predetermined received power Er, it is determined whether the received power E is greater than the predetermined received power Er.

[0046] When it is determined that the received power E is greater than the predetermined received power Er (S14: Yes), the control process ends. When the received power E is greater than the predetermined received power Er, it means that the vehicle is in a power supply state and is properly powered during the current power supply section. Therefore, the offset value is maintained at 0 until the end of the power supply section. As a result, the vehicle can maintain the lane connection line 51 and the center line C of the vehicle 10 in a state of being consistent, and power can be smoothly received.

[0047] On the other hand, in S14, if it is not determined that the received power amount E is greater than the predetermined received power amount Er, that is, if the received power amount E is less than the predetermined received power amount Er (S14: No), the process proceeds to S15 and the offset value is changed. The received power amount E being less than the predetermined received power amount Er means that the received power amount E has not reached the predetermined received power amount Er, and although the vehicle is traveling in the power supplyable section, it cannot receive power appropriately, that is, it is not in the power supplyable state.

[0048] The offset value changed in S15 is set to, for example, a value of several centimeters to 10 centimeters on the sidewalk side in the width direction of the lane 53. Figure 3 As shown, the direction of the offset can also be set to a direction separating from other vehicles 52 when other vehicles 52 traveling in an adjacent lane 55 are detected by the surrounding sensor 120, or set to a direction approaching the center line 54 when no other vehicles 52 are detected by the surrounding sensor 120.

[0049] Originally, in the power supply section, if the lane connection line 51 and the center line C of the vehicle 10 are in the same state, the vehicle 10 should be able to receive an appropriate amount of power. However, even if the path set by the driving path setting unit 111 is a path in which the lane connection line 51 and the center line C of the vehicle 10 are in the same state, the lane connection line 51 and the center line C of the vehicle 10 may not be consistent when there is a setting error or when an error occurs in the actual driving position. In this way, when the lane connection line 51 and the center line C of the vehicle 10 are inconsistent, even if the vehicle is traveling in the power supply section, the power receiving coil 35 is not opposite to the power transmitting coil 21 and the power supply state cannot be reached, so power cannot be received.

[0050] In the processing of S14 and S15 , poor power reception in such a power supplyable section is detected, and the travel path setting unit 111 corrects the width direction position of the vehicle 10 in the lane 53 so that the power receiving coil 35 and the power transmitting coil 21 face each other and can receive power.

[0051] The processing of S14 and S15 is repeated until the power supply section is left (S13: Yes) or the power receiving amount E is greater than the predetermined power receiving amount Er (S14: Yes). In addition, the change of the offset value in S15 may be performed a predetermined number of times toward the sidewalk and then toward the center line 54, for example.

[0052] If the vehicle has not started traveling in the power supply section in S11 (S11: No), the process of S11 is repeated until the vehicle starts traveling in the power supply section. If the vehicle has left the power supply section in S13 (S13: Yes), the control process ends.

[0053] In S15, after changing the offset value, the vehicle 10 corrects the driving position in the width direction of the lane. The correction information, that is, the information about how the vehicle 10 moves in the width direction thereafter, may also be notified by the notification device 150 so that the occupants can visually recognize it. Specifically, Figure 5 As shown, notification can be made by displaying a screen S showing the moving direction with an arrow on a display screen 151 included in the HUD or the like as the notification device 150 .

[0054] [Effect] In the first embodiment described above, the driving route setting unit 111 sets the driving route based on the power receiving amount E so that when the vehicle 10 is traveling in the power supply section, the power receiving coil 35 and the power transmitting coil 21 are in a power supply state relative to each other. Specifically, the power receiving failure in the power supply section is detected based on the power receiving amount, and the position of the lane 53 in the width direction is corrected by the driving route setting unit 111, so that the power receiving coil 35 and the power transmitting coil 21 are relative to each other and in a power receiving state. Therefore, when the vehicle 10 is traveling on the driving route set using the lane connecting line 51 stored in the HD map, stable power supply can be performed. In addition, even if the position information of the lane connecting line 51 deviates from the actual buried position of the power transmitting coil 21, the driving position can be corrected, so the power receiving amount can be ensured.

[0055] In the first embodiment, the vehicle control device 110 includes a charging plan formulation unit 113, which formulates a charging plan in such a way that a power supply section described later is included in the driving route to the destination. Since the charging plan formulated by the charging plan formulation unit 113 is referred to by the driving route setting unit 111, the vehicle 10 can be fully powered before driving on the set driving route and arriving at the destination.

[0056] In the first embodiment, after the offset value is changed, information about how the vehicle 10 will move in the width direction is notified to the occupant through the notification device 150. Therefore, the occupant can visually recognize the subsequent movement of the vehicle 10 in advance, thereby giving the occupant a sense of security.

[0057] B. Second Implementation Method: Next, refer to Figure 6 In the second embodiment and each of the embodiments described below, the overall structure of the power supply system 1 during driving ( Figure 1 ) and the vehicle control device 110 ( Figure 2 ) is substantially the same as that of the above-mentioned first embodiment, and therefore, substantially the same parts are marked with the same figure marks and their descriptions are omitted.

[0058] The second embodiment is different from the first embodiment in that the processing of S16 to S22 is performed instead of the processing of S14 to S15 in the first embodiment, and the other aspects are the same as those of the first embodiment. Figure 6 As shown, in S13, if it is determined that the vehicle 10 has not left the power supply section (S13: No), the process proceeds to S16, and the power receiving amount E0 at that time point is measured. Next, in S17, the offset value is changed. The changed offset value is set to, for example, a few centimeters to 10 centimeters on the sidewalk side in the width direction, similarly to the first embodiment described above. However, unlike the first embodiment, the offset value is changed by a predetermined amount regardless of the size of the power receiving amount E0 measured in S16.

[0059] Then, in S18, the power receiving amount En (n=1, 2, 3...) after the offset value is changed is measured. Next, in S19, it is determined whether n is greater than or equal to 1. I is a threshold number, for example, an arbitrary integer set in advance. In S19, if n is not greater than or equal to 1 (S19: No), the processing of S17 and S18 is repeated until n becomes greater than or equal to 1.

[0060] That is, in each process of S17 to S19, the driving position in the width direction of the lane 53 is shifted little by little by changing the offset value I times in advance, and each power receiving amount En during the shift is measured. In addition, after the offset value is changed in S17, when En is measured in S18, it is assumed that an appropriate time has passed. Alternatively, in the case of continuously executing S17 and S18, the vehicle may measure the power receiving amount En while changing the offset value, and detect the offset value at which the power receiving amount becomes the maximum. In addition, in this case, the vehicle may travel at a certain constant speed, for example, and detect the increase or decrease of the power receiving amount caused by the change of the offset value, on the basis of appropriately considering the increase or decrease of the power receiving amount caused by not providing the power transmission coil 21 in the traveling direction.

[0061] On the other hand, in S19, when n is greater than 1 (S19: Yes), the process proceeds to S20, compares the values ​​of the plurality of power receiving amounts E1, E2, E3, E4, ..., En, and selects the offset value when the power receiving amount En that takes the maximum value is taken. After the offset value is selected in S20, in S21, it is determined whether the other vehicle 52 is traveling in the lane 55 (hereinafter referred to as the "adjacent lane 55") adjacent to the lane 53 in which the vehicle 10 is traveling. This determination is made by the surrounding information recognition unit 112 based on the signal from the surrounding sensor 120.

[0062] When the other vehicle 52 is traveling in the adjacent lane 55 (S21: Yes), the process proceeds to S22, and the relative position in the front-rear direction with respect to the other vehicle 52 is changed by the control decision unit 115 so as to separate from the other vehicle 52. Specifically, by performing control to slow down or speed up the speed of the vehicle 10, the vehicle 10 can separate from the other vehicle 52 while maintaining the position in the width direction of the lane 53, that is, in the state where power can be supplied. Thereafter, this control process ends.

[0063] According to the second embodiment, the same effect as the first embodiment can be achieved. In addition, as shown in the processing of S16 to S19, the driving position in the width direction of the lane 53 is appropriately shifted little by little, and the respective power receiving amounts En during the shift are compared and set to the maximum offset value. Therefore, the position that becomes a good power supply state can be ideally detected.

[0064] In addition, as shown in the processing of S21 and S22, when another vehicle 52 is traveling in the adjacent lane 55, the relative position in the front-rear direction with respect to the other vehicle 52 is changed so as to separate from the other vehicle 52. In particular, when the other vehicle 52 is a large vehicle and is close to the vehicle 10 in the width direction, the driver is likely to feel a sense of oppression or crisis. In order to avoid such a state, in order to stay away from the other vehicle 52, by moving in the front-rear direction instead of moving in the width direction, safety and driving comfort can be ensured, and the power supply state can be maintained.

[0065] C. Third Implementation Method: Next, refer to Figure 7 The third embodiment is described below. Figure 7 As shown, the third embodiment is different from the first embodiment described above in that the power receiving coil 35 is not provided near the center of the vehicle 10, but is provided inside the tire 43, or near the tire 43, and around the lower side of the suspension device included in the vehicle 10. In addition, the power transmission coil 21 is buried in a position separated by a predetermined distance L from the lane connection line 51 to both sides in the width direction of the road so as to form two lines parallel to each other when viewed from above.

[0066] The distance between the two lines is set to be approximately the same as the distance between the power receiving coils 35 in the width direction of the vehicle 10 as specified as a standard. In this way, when the vehicle 10 is traveling with the center line C in the width direction of the vehicle 10 aligned with the lane connection line 51, the power transmission coil 21 and the power receiving coil 35 face each other. Figure 7, the center line C and the lane connection line 51 are shown to be consistent, but in order to make each line easier to understand, the lane connection line 51 and the center line C are slightly offset from each other. In addition, as described above, the power transmission coil 21 set at a predetermined distance from the lane connection line 51 is also referred to as the "tire power transmission coil 21" below.

[0067] The third embodiment is also similarly executed with respect to the control described in detail in the first and second embodiments (see Figure 4 , Figure 6 For example, in the case of a small car 11 with a smaller width than the standard, when the center line C1 of the small car 11 coincides with the lane connection line 51, the left and right power receiving coils 35 will not be opposite to the power transmitting coil 21. Figure 7 As shown, when the center line C1 is separated from the lane connection line 51, one side (at Figure 7 In the example shown, the power receiving coil 35 (on the left side when viewed in the traveling direction) is in a state opposite to the power transmitting coil 21. Figure 4 In the case of control, since the power is received by a single wheel, the predetermined power receiving amount Er is changed to the amount of a single wheel and compared in S14.

[0068] According to the third embodiment, even when the small vehicle 11 starts traveling in the travelable section in a state where the center line C1 of the small vehicle 11 coincides with the lane connection line 51 and power cannot be supplied, the travel position in the width direction of the small vehicle 11 is corrected so that the power receiving coil 35 on one side is opposite to the power transmitting coil 21. Therefore, the power supply state can be achieved, and power can be received ideally as in the first and second embodiments described above.

[0069] D. Other implementation methods: (D1) In each of the above embodiments, the vehicle 10 may not include the automatic driving control system 100. In the case of this structure, only the road information stored in the road information storage unit 140 may be used, and only the route to the destination may be set by the driving path setting unit 111. In addition, the vehicle control device 110 is installed in the vehicle 10, but is not limited to this method. For example, the driver may also use a navigation application implemented by a portable device such as a smartphone that has the function of serving as the driving path setting unit 111, and travel on the driving path by manual driving. In this structure, correction information of the driving position in the width direction of the lane 53 may also be displayed on the portable device.

[0070] (D2) In addition, in the above-mentioned embodiments, the setting control of the driving path during automatic driving is described as an example, but the above-mentioned control may also be performed during manual driving. In the case of this structure, the correction information when the offset value is changed may be notified to the notification device 150, and the driver may operate the steering wheel based on the notified correction information.

[0071] (D3) In the power transmission device 2 of each of the above-mentioned embodiments, the configuration includes either the power transmission coil 21 for tire power supply or the power transmission coil 21 for center power supply, but may include both. In addition, a plurality of power transmission coils 21 may be arranged in a row in the width direction of the lane 53. Figure 8 As shown, the power transmission coil 21 may be arranged only on the side separated from the lane connection line 51 .

[0072] (D4) In each of the above embodiments, the determination process of whether to leave the power supply section shown in S13 may not be performed. Figure 6 During the repeated processing shown in S17 to S19, a judgment process corresponding to S13 is added to determine whether the vehicle 10 has left the power supply section, and if the vehicle 10 has left the power supply section during the processing, the process is terminated. Figure 6 The control process shown.

[0073] (D5) In the third embodiment described above, the installation width of the power transmission coil 21 in the vehicle 10 or the small car 11 may be acquired in advance as vehicle information by a vehicle information acquisition unit (not shown) of the running power supply system 1. Furthermore, in the case where the installation width of the power transmission coil 21 is inconsistent with the installation width of the power receiving coil 35, the information may be sent to the vehicle control device 110 via a wide area communication unit (not shown) of the running power supply system 1. Furthermore, the running route setting unit 111 may pre-set a running route assuming single-wheel power reception.

[0074] (D6) In each of the above embodiments, when changing the offset value, the direction or amount of the offset may be changed each time based on the information from the surrounding sensor 120 or the road information storage unit 140. For example, when a pedestrian walking on a sidewalk is detected, the offset may be set to the side opposite to the sidewalk. Alternatively, a safe driving route may be first set based on the information from the surrounding sensor 120 or the road information storage unit 140 and according to the surrounding conditions of the vehicle 10, and after the surrounding conditions have improved, the offset value for comparing the amount of power received may be changed.

[0075] The present disclosure is not limited to the above-mentioned embodiments, and can be implemented by various structures within the scope of the above-mentioned subject matter. For example, the technical features in each embodiment corresponding to the technical features in the method described in the invention content section can be appropriately replaced or combined to solve part or all of the above-mentioned technical problems, or to achieve part or all of the above-mentioned effects. In addition, the above-mentioned technical features can be appropriately deleted as long as they are not described as necessary structures in this specification.

[0076] (Method 1) A vehicle control device, The vehicle control device is used in a running power supply system (1), wherein the running power supply system comprises a power transmission coil (21) arranged on a road (4) and a power receiving coil (35) arranged on a vehicle (10), and supplies power to the running vehicle (10) in a non-contact manner. The vehicle control device includes a driving route setting unit (111) which uses an HD map to set a driving route including information related to the driving position of the vehicle in the width direction of the road. The travel route setting unit sets the travel route of the vehicle so that the power receiving coil and the power transmitting coil are in a power supplyable state relative to each other when the vehicle travels in a power supplyable section which is a section of the road where the power transmitting coil is installed. (Method 2) The vehicle control device according to embodiment 1, wherein: The driving route setting unit determines whether the vehicle is in the power supply capable state based on the amount of power received by the vehicle through the power supply system during driving, i.e., the amount of power received. If it is determined that the vehicle is not in the power supply capable state, the driving route is changed so that the driving position in the width direction is offset by a predetermined amount. (Method 3) The vehicle control device according to embodiment 1, wherein: The driving route setting unit sequentially sets a plurality of driving routes having different driving positions in the width direction in the power supply section, sequentially determines the amount of electric power received by the power supply system during driving when driving on each of the driving routes, i.e., the amount of electric power received, and sets the driving position in the width direction corresponding to the largest amount of electric power received among the plurality of determined amounts of electric power received as the driving route when driving in the remaining sections of the power supply section. (Method 4) A vehicle control device according to any one of Modes 1 to 3, wherein: The invention comprises a charging plan formulation unit (113), wherein the charging plan formulation unit obtains information about the power supply section and formulates a charging plan for the vehicle during driving using the obtained information about the power supply section. The travel route setting unit sets the travel route of the vehicle using the charging plan prepared by the charging plan preparation unit. (Method 5) A vehicle control device according to any one of Modes 1 to 4, wherein: The vehicle further includes a notification unit (114) configured to notify the driving route set by the driving route setting unit of guidance information via a notification device (150). (Method 6) A vehicle control device according to any one of Modes 1 to 5, wherein: The system further comprises a control decision unit (115) for determining control contents related to the driving of the vehicle. The control determination unit determines driving control in a manner to separate from the other vehicles by changing the relative position in the front-rear direction with respect to the other vehicles when the vehicle is traveling in the power supply capable state and other vehicles are traveling in a lane adjacent to the lane in which the vehicle is traveling. (Method 7) A vehicle control device according to any one of Modes 1 to 6, wherein: The driving route setting unit sets the driving route based on lane connection line information included in the HD map. (Method 8) A vehicle control device according to any one of Modes 1 to 7, wherein: The vehicle can be driven automatically or manually along the travel route set in the travel route setting unit.

Claims

1. A vehicle control device, the vehicle control device being used in a running power supply system (1), the running power supply system comprising a power transmission coil (21) arranged on a road (4) and a power receiving coil (35) arranged on a vehicle (10), and supplying power to the running vehicle (10) in a non-contact manner, The vehicle control device includes a driving route setting unit (111) for setting a driving route using an HD map, wherein the driving route includes information related to a driving position of the vehicle in a width direction of the road. The travel route setting unit sets the travel route of the vehicle so that the power receiving coil and the power transmitting coil are in a state where power supply is possible relative to each other when the vehicle travels in a section of the road where the power transmitting coil is installed, that is, a section where power supply is possible.

2. The vehicle control device according to claim 1, characterized in that: The driving route setting unit determines whether the vehicle is in the power supply capable state based on the amount of power received by the vehicle through the power supply system during driving, i.e., the amount of power received. If it is determined that the vehicle is not in the power supply capable state, the driving route is changed so that the driving position in the width direction is offset by a predetermined amount.

3. The vehicle control device according to claim 1, characterized in that: The driving route setting unit sequentially sets a plurality of driving routes having different driving positions in the width direction in the power supplyable section, sequentially determines the amount of electric power received by the power supply system during driving when driving on each of the driving routes, i.e., the amount of electric power received, and sets the driving position in the width direction corresponding to the largest amount of electric power received among the determined plurality of electric power received as the driving route when driving in the remaining sections of the power supplyable section.

4. The vehicle control device according to any one of claims 1 to 3, characterized in that: The invention comprises a charging plan formulation unit (113) which obtains the information of the power supply section and formulates a charging plan for the vehicle during driving by using the obtained information of the power supply section. The travel route setting unit sets the travel route of the vehicle using the charging plan prepared by the charging plan preparation unit.

5. The vehicle control device according to any one of claims 1 to 3, characterized in that: The vehicle further includes a notification unit (114) for notifying, via a notification device (150), guidance information on the driving route set by the driving route setting unit.

6. The vehicle control device according to any one of claims 1 to 3, characterized in that: The system further comprises a control decision unit (115) for deciding control contents related to the driving of the vehicle. The control determination unit determines travel control so as to separate from the other vehicle by changing a relative position in a front-rear direction with respect to the other vehicle when the vehicle is traveling in the power supply capable state and another vehicle is traveling in a lane adjacent to the lane in which the vehicle is traveling.

7. The vehicle control device according to any one of claims 1 to 3, characterized in that: The driving route setting unit sets the driving route based on lane connection line information included in the HD map.

8. The vehicle control device according to any one of claims 1 to 3, characterized in that: The vehicle is capable of automatic driving and manual driving along the driving route set in the driving route setting unit.

Images