Navigation device and driving control device

Abstract

To make it possible to receive power required for driving a vehicle from a ground power supply apparatus.SOLUTION: A travel mode proposal device for proposing a travel mode to a destination of a vehicle 3 includes: a first route selection unit 731 which selects a first travel route to the destination by a predetermined algorithm unrelated to non-contact power supply; an amount-of-power estimation unit 732 which, on the assumption of traveling on a predetermined travel route, calculates an estimated amount of power supply estimated to be supplied in a power supply section where non-contact power supply is performed in the travel route; a second route selection unit 733 which, if the estimated amount of power supply on the assumption of traveling on the first travel route is less than a predetermined reference amount of power, selects a second travel route such that the estimated amount of power supply becomes equal to or greater than the reference amount of power; and a travel mode proposal unit 735 which, as a travel route to the destination, proposes the first travel route, and further proposes the second travel route when the second travel route is selected.SELECTED DRAWING: Figure 6

Description

[Technical field]

[0001] The present disclosure relates to a driving mode suggestion device, a navigation device, and a driving control device. Regarding. [Background technology]

[0002] Conventionally, it is known that while an electric vehicle (including BEV, PHEV, HEV, etc.) is traveling, power is supplied to the vehicle in a non-contact manner from a ground power supply device installed on the ground. It is being considered to calculate the power supplied from the ground power supply device to the vehicle based on the time the vehicle travels on a road on which the ground power supply device is installed and the charging efficiency from the ground power supply device to the vehicle, and to control the ground power supply device based on the calculated power supply (for example, see Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2013-188032 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the method described in Patent Document 1, depending on the length of a power supply section in which a ground power supply device is installed along a vehicle's travel route, even if the power transmission capacity of the ground power supply device is increased to its limit, there are cases in which it is not possible to supply the vehicle with enough power to reach its destination.

[0005] In view of the above problems, an object of the present disclosure is to enable a vehicle to receive power necessary for operating the vehicle from a ground power feeding device by appropriately receiving power from the ground power feeding device while the vehicle is traveling. [Means for solving the problem]

[0006] The gist of the present disclosure is as follows.

[0007] (1) A driving mode suggestion device that suggests a driving mode for a vehicle to a destination, comprising: a first route selection unit that selects a first travel route to the destination using a predetermined algorithm that is unrelated to wireless power supply; an electric power amount prediction unit that predicts a parameter value related to an expected amount of power that is expected to be supplied in a power supply section in which wireless power supply is performed from a ground power supply device to the vehicle on a predetermined travel route, assuming that the vehicle travels along the predetermined travel route; a second route selection unit that, when a predicted value of the parameter when the vehicle is assumed to travel along the first travel route is a value indicating that the predicted power supply amount is less than a predetermined reference power amount, selects a second travel route such that the predicted power supply amount is equal to or greater than the reference power amount; a driving mode proposal unit that proposes the first driving route as a driving route to a destination and, when the second driving route is selected, further proposes the second driving route. (2) The driving mode suggestion device described in (1) above, further comprising a reference power amount setting unit that sets the reference power amount as a value obtained by adding a predetermined amount of power required at arrival to the amount of power required for the vehicle to travel along each driving route, minus the current charge amount of the battery of the vehicle. (3) The driving mode suggestion device according to (2) above, wherein the required amount of power upon arrival is zero. (4) The driving mode suggestion device according to any one of (1) to (3), wherein the power amount prediction unit calculates the predicted power amount based on an average speed of a vehicle that has traveled through the power supply section in the past, a length of the power supply section, and a predicted power supply per unit time from a ground power supply device to the vehicle when traveling through the power supply section. (5) further comprising an arrival time estimation unit that estimates an arrival time to the destination when each travel route is traveled; The driving mode suggestion device according to any one of (1) to (4), wherein, when a contact power supply facility is present along the first driving route, the arrival time estimation unit estimates, as a predicted arrival time to the destination when the first driving route is traveled, a time at which the vehicle will arrive at the destination, assuming that power is supplied by the contact power supply facility so that a charge amount of the battery of the vehicle when the destination is reached is equal to or greater than a predetermined amount of power required for arrival. (6) A driving mode suggestion device according to any one of (1) to (5) above, a route selection unit that allows a user to select a driving route to be guided from among the driving routes proposed by the driving mode suggestion device; and a travel route setting unit that sets the travel route selected by the user as a travel route to a destination. (7) The driving mode suggestion device according to (5) above, and a travel route setting unit that, when the second travel route is proposed by the travel-pattern proposal device, sets, as a travel route to a destination, one of the first travel route and the second travel route which has an earlier arrival time estimated by the arrival time estimation unit. (8) A driving mode suggestion device according to any one of (1) to (5) above, a travel route setting unit that sets the second travel route as a travel route to a destination when the second travel route is proposed by the travel mode suggestion device; A driving control unit that controls the vehicle so that the vehicle autonomously drives along the driving route set by the driving route setting unit. (9) The driving mode suggestion device according to (5) above, a travel route setting unit that sets, when the second travel route is proposed by the travel-mode proposal device, one of the first travel route and the second travel route, which has an earlier arrival time estimated by the arrival time estimation unit, as a travel route to a destination; A driving control unit that controls the vehicle so that the vehicle autonomously drives along the driving route set by the driving route setting unit. (10) A driving mode suggestion device that suggests a driving mode for a vehicle to a destination, comprising: a first route selection unit that selects a first travel route to the destination using a predetermined algorithm that is unrelated to wireless power supply; an electric power amount prediction unit that predicts a parameter value related to an expected amount of power that is expected to be supplied in a power supply section in which wireless power supply from a ground power supply device to the vehicle on a predetermined travel route is performed when the vehicle travels at a predetermined reference speed in the power supply section, assuming that the vehicle travels along the predetermined travel route; and a driving mode proposal unit that, when a predicted value of the parameter when assuming that the vehicle travels along the first driving route is a value indicating that the predicted power supply amount is less than a predetermined reference power amount, proposes traveling through the power supply section at a target driving speed that is slower than the reference speed. (11) The driving pattern suggestion device described in (10) above, further comprising a reference power amount setting unit that sets the reference power amount as a value obtained by adding a predetermined amount of power required at arrival to the amount of power required for the vehicle to travel along each driving route, minus a current amount of charge in the battery of the vehicle. (12) The driving mode suggestion device according to (11) above, wherein the amount of power required upon reaching the target is zero. (13) The driving mode proposal device according to any one of (10) to (12), wherein the power amount prediction unit calculates a predicted power amount based on a reference speed of a vehicle traveling in the power supply section, a length of the power supply section, and power supplied per unit time from a ground power supply device to the vehicle when traveling in the power supply section. (14) The vehicle further includes a second route selection unit that selects a second travel route such that the amount of supplied power is equal to or greater than the reference power amount when a predicted value of the parameter when the vehicle is assumed to travel along the first travel route is a value indicating that the predicted amount of supplied power is less than the reference power amount, The driving mode suggestion device according to any one of (10) to (13), wherein, when the second driving route is selected, the driving mode suggestion unit suggests the second driving route in addition to the first driving route as a driving route to a destination. (15) The driving mode suggestion device according to (14) above, a vehicle travel control device that controls the vehicle to take the second travel route when the second travel route has been proposed by the travel mode proposal device and the target travel speed is less than a lower limit speed; Effect of the Invention

[0008] According to the present disclosure, by appropriately receiving power from the ground power supply device while the vehicle is traveling, it becomes possible to receive the power necessary for driving the vehicle from the ground power supply device. [Brief description of the drawings]

[0009] [Figure 1] FIG. 1 is a diagram illustrating a schematic configuration of a contactless power supply system. [Diagram 2] FIG. 2 is a diagram illustrating a schematic hardware configuration of the server. [Diagram 3] FIG. 3 is a diagram illustrating a schematic configuration of a ground power supply device and a vehicle in a wireless power supply system. [Figure 4] FIG. 4 is a schematic configuration diagram of the controller and devices connected to the controller. [Diagram 5] FIG. 5 is a schematic diagram of the vehicle ECU and devices connected to the ECU. [Figure 6] FIG. 6 is a diagram showing a schematic diagram of a driving route to a destination. [Figure 7] FIG. 7 is a functional block diagram of the vehicle's processor. [Figure 8] FIG. 8 is a flowchart showing the flow of the driving pattern suggestion process performed in the driving pattern suggestion device. [Figure 9] FIG. 9 is a functional block diagram similar to FIG. 7, of a processor of a vehicle according to a second embodiment. [Figure 10] FIG. 10 is a flowchart showing the flow of a process for setting a driving route, which is performed in a navigation device including a driving mode suggestion device. [Figure 11] FIG. 11 is a functional block diagram similar to FIG. 7, of a processor of a vehicle according to a third embodiment. [Figure 12] FIG. 12 is a functional block diagram similar to FIG. 7, of a processor of a vehicle according to a fourth embodiment. [Figure 13] FIG. 13 is a flowchart showing the flow of driving-pattern suggestion processing performed in the driving-pattern suggestion device according to the fourth embodiment. [Figure 14] FIG. 14 is a functional block diagram similar to FIG. 7, of a processor of a vehicle according to a fourth embodiment. [Figure 15] FIG. 15 is a flowchart showing the flow of a driving control process performed in a driving control device including a driving-pattern suggestion device. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Hereinafter, the embodiments will be described in detail with reference to the drawings. In the following description, like elements are designated by like reference numerals.

[0011] (First embodiment) <Overall configuration of the non-contact power supply system>

[0012] FIG. 1 is a diagram illustrating a schematic configuration of a contactless power supply system 100. The contactless power supply system 100 includes a server 1, a ground power supply device 2, and a vehicle 3, and performs contactless power transmission from the ground power supply device 2 to the vehicle 3 by magnetic field resonant coupling (magnetic field resonance). In particular, in the contactless power supply system 100 of the present embodiment, contactless power transmission from the ground power supply device 2 to the vehicle 3 is performed when the vehicle 3 is traveling. Therefore, the ground power supply device 2 transmits power to the vehicle 3 in a contactless manner when the vehicle 3 is traveling, and the vehicle 3 receives power from the ground power supply device 2 in a contactless manner when the vehicle 3 is traveling. The ground power supply device 2 includes a power transmission device 4 configured to transmit power to the vehicle 3 in a contactless manner, and the vehicle 3 includes a power receiving device 5 configured to receive power from the power transmission device 4 in a contactless manner (see FIG. 3). As shown in FIG. 1, the ground power supply devices 2 are arranged side by side in the direction of travel of the vehicles 3, and the power transmission devices of each ground power supply device 2, such as the power transmission device 4, are embedded within the road on which the vehicles 3 are traveling (underground), for example, in the center of the lane on which the vehicles 3 are traveling.

[0013] The term "driving" refers to a state in which the vehicle 3 is located on a road in order to drive. Therefore, the term "driving" includes not only a state in which the vehicle 3 is actually driving at any speed greater than zero, but also a state in which the vehicle 3 is stopped on the road, for example, while waiting for a traffic light. On the other hand, even if the vehicle 3 is located on the road, for example, when it is parked or stopped, it is not included in the "driving" state.

[0014] <Server configuration> The server 1 communicates with the ground-side communication device 22 (FIG. 4) of the ground power supply device 2 and the vehicle-side communication device 61 (FIG. 5) of the vehicle 3. Specifically, the server 1 is connected to a plurality of wireless base stations 16 via a communication network 15 configured with optical communication lines and the like. The vehicle-side communication device 61 and the ground-side communication device 22 communicate with the wireless base station 16 using wide-area wireless communication. Therefore, the vehicle-side communication device 61 of the vehicle 3 and the ground-side communication device 22 of the ground power supply device 2 communicate with the server 1 using wide-area wireless communication. As the wide-area wireless communication, various wireless communication with long communication distances can be used, and for example, communication conforming to any communication standard such as 4G, LTE, 5G, WiMAX, etc. established by 3GPP and IEEE is used.

[0015] The ground communication device 22 may be connected to the communication network 15 by a wire. Therefore, the ground communication device 22 may be connected to the server 1 by a wire rather than wirelessly. Therefore, the server 1 communicates with the vehicle 3 by wide-area wireless communication and also communicates with the ground power supply device 2 wirelessly or by a wire.

[0016] Fig. 2 is a diagram illustrating a schematic hardware configuration of the server 1. As illustrated in Fig. 2, the server 1 includes an external communication module 11, a storage device 12, and a processor 13. The server 1 may also include input devices such as a keyboard and a mouse, and an output device such as a display.

[0017] The external communication module 11 communicates with devices (such as the ground power supply device 2 and the vehicle 3) outside the server 1. The external communication module 11 includes an interface circuit for connecting the server 1 to a communication network 15. The external communication module 11 is configured to be able to communicate with each of the multiple vehicles 3 and the ground power supply devices 2 via the communication network 15 and a wireless base station 16.

[0018] The storage device 12 has a volatile semiconductor memory (e.g., RAM), a non-volatile semiconductor memory (e.g., ROM), a hard disk drive (HDD), a solid state drive (SSD), or an optical recording medium. The storage device 12 stores computer programs for executing various processes by the processor 13, and various data used when the various processes are executed by the processor 13. In this embodiment, the storage device 12 also stores map information. The map information includes information on roads, as well as information such as installation position information of the ground power supply device 2, and position information and power supply capacity information of contact power supply equipment such as charging stands.

[0019] The processor 13 has one or more CPUs and their peripheral circuits. The processor 13 may further have an arithmetic circuit such as a GPU, a logical arithmetic unit, or a numerical arithmetic unit. The processor 13 executes various arithmetic processes based on computer programs stored in the storage device 12 of the server 1.

[0020] <Configuration of Ground Power Supply Equipment> Fig. 3 is a diagram that shows a schematic configuration of the ground power supply device 2 and the vehicle 3 in the contactless power supply system 100. Fig. 4 is a schematic configuration diagram of the controller 24 and devices connected to the controller 24. As shown in Fig. 3 and Fig. 4, the ground power supply device 2 includes a power source 21, a ground side communication device 22, a ground side sensor 23, and a controller 24 in addition to the power transmission device 4. The power source 21, the ground side communication device 22, and the controller 24 may be embedded in the road, or may be located at a location other than the road (including on the ground).

[0021] The power source 21 supplies power to the power transmission device 4. The power source 21 is, for example, a commercial AC power source that supplies single-phase AC power. Note that the power source 21 may be another AC power source that supplies three-phase AC power, or may be a DC power source such as a fuel cell.

[0022] The power transmission device 4 transmits the electric power supplied from the power source 21 to the vehicle 3. The power transmission device 4 has a power transmission side rectifier circuit 41, an inverter 42, and a power transmission side resonant circuit 43. In the power transmission device 4, the AC power supplied from the power source 21 is rectified in the power transmission side rectifier circuit 41 and converted into a DC current, and the DC current is converted into AC power in the inverter 42. The AC power is supplied to the power transmission side resonant circuit 43.

[0023] The power transmission side rectifier circuit 41 is electrically connected to the power source 21 and the inverter 42. The power transmission side rectifier circuit 41 rectifies AC power supplied from the power source 21 and converts it into DC power, and supplies the DC power to the inverter 42. The power transmission side rectifier circuit 41 is, for example, an AC / DC converter.

[0024] The inverter 42 is electrically connected to the power transmitting side rectifier circuit 41 and the power transmitting side resonant circuit 43. The inverter 42 converts the DC power supplied from the power transmitting side rectifier circuit 41 into AC power (high frequency power) having a higher frequency than the AC power of the power source 21, and supplies the high frequency power to the power transmitting side resonant circuit 43.

[0025] The power transmission side resonant circuit 43 has a resonator composed of a coil 44 and a capacitor 45. Various parameters of the coil 44 and the capacitor 45 (such as the outer diameter and inner diameter of the coil 44, the number of turns of the coil 44, and the capacitance of the capacitor 45) are determined so that the resonant frequency of the power transmission side resonant circuit 43 becomes a predetermined set value. The predetermined set value is, for example, 10 kHz to 100 GHz, and is preferably 85 kHz, which is determined by the SAE TIR J2954 standard as a frequency band for contactless power transmission.

[0026] The power transmitting side resonant circuit 43 is disposed in the center of a lane on which the vehicle 3 passes so that the center of the coil 44 is located in the center of the lane. When high frequency power supplied from the inverter 42 is applied to the power transmitting side resonant circuit 43, the power transmitting side resonant circuit 43 generates an AC magnetic field for power transmission. Note that when the power source 21 is a DC power source, the power transmitting side rectifier circuit 41 may be omitted.

[0027] The ground side communication device 22 communicates with the wireless base station 16 by wide area wireless communication, and further communicates with the server 1 via the communication network 15. Alternatively, the ground side communication device 22 is connected to the communication network 15 by wire and communicates with the server 1. In addition, the ground side communication device 22 is connected to the controller 24 via a signal line.

[0028] The ground sensor 23 detects the state of the ground power supply device 2. In this embodiment, the ground sensor 23 includes, for example, a current sensor that detects current flowing through various devices of the power transmission device 4, a voltage sensor that detects voltage applied to various devices of the power transmission device 4, and a foreign object sensor that detects a foreign object on the road where the power transmission device 4 is embedded. An output of the ground sensor 23 is input to the controller 24.

[0029] The controller 24 is, for example, a general-purpose computer, and performs various controls of the ground power supply device 2. For example, the controller 24 is electrically connected to an inverter 42 of the power transmission device 4, and controls the inverter 42 to control power transmission by the power transmission device 4. Furthermore, the controller 24 controls the ground communication device 22.

[0030] The controller 24 includes a communication interface 241, a memory 242, and a processor 243. The communication interface 241, the memory 242, and the processor 243 are connected to each other via signal lines.

[0031] The communication interface 241 has an interface circuit for connecting the controller 24 to various devices (e.g., the ground communication device 22, the ground sensor 23, and the inverter 42) constituting the ground power supply device 2. The controller 24 communicates with other devices via the communication interface 241.

[0032] The memory 242 includes, for example, a volatile semiconductor memory (for example, a RAM), a non-volatile semiconductor memory (for example, a ROM), etc. The memory 242 stores computer programs for executing various processes in the processor 243, various data used when the processor 243 executes various processes, etc.

[0033] The processor 243 has one or more central processing units (CPUs) and their peripheral circuits. The processor 243 may further have an arithmetic circuit such as a logic arithmetic unit or a numerical arithmetic unit. The processor 243 executes various processes based on computer programs stored in the memory 242.

[0034] <Vehicle configuration> 5 is a schematic configuration diagram of an ECU 70 of a vehicle 3 and devices connected to the ECU 70. As shown in FIG. 3, the vehicle 3 has a motor 31, a battery 32, and a power control unit (PCU) 33 in addition to the power receiving device 5. In addition, as shown in FIG. 5, the vehicle 3 further includes a vehicle-side communication device 61, a GNSS receiver 62, a storage device 63, a plurality of vehicle-side sensors 64, a human-machine interface (HMI) 65, a vehicle actuator 66, and an electronic control unit (ECU) 70. In this embodiment, the vehicle 3 is an electric vehicle (BEV) in which the motor 31 drives the vehicle 3. However, the vehicle 3 may be a hybrid vehicle (HEV, PHEV) in which an internal combustion engine drives the vehicle 3 in addition to the motor 31.

[0035] The motor 31 is, for example, an AC synchronous motor, and functions as an electric motor and a generator. When functioning as an electric motor, the motor 31 is driven by electricity stored in a battery 32 as a power source. The output of the motor 31 is transmitted to the wheels 30 via a reduction gear and an axle. On the other hand, when the vehicle 3 decelerates, the motor 31 is driven by the rotation of the wheels 30, and functions as a generator to generate regenerative power.

[0036] The battery 32 is a rechargeable secondary battery, and is, for example, a lithium ion battery, a nickel metal hydride battery, or the like. The battery 32 stores the electric power required for the vehicle 3 to travel (for example, the driving power of the motor 31). When the electric power received by the power receiving device 5 from the power transmitting device 4 is supplied, the battery 32 is charged. When the regenerative power generated by the motor 31 is supplied to the battery 32, the battery 32 is charged. When the battery 32 is charged, the charge amount of the battery 32 is restored. The battery 32 may also be chargeable by an external power source other than the ground power supply device 2 via a charging port provided in the vehicle 3.

[0037] The PCU 33 is electrically connected to the battery 32 and the motor 31. The PCU 33 has an inverter, a boost converter, and a DC / DC converter. The inverter converts DC power supplied from the battery 32 into AC power and supplies the AC power to the motor 31. Meanwhile, the inverter converts AC power (regenerative power) generated by the motor 31 into DC power and supplies the DC power to the battery 32. The boost converter boosts the voltage of the battery 32 as necessary when the power stored in the battery 32 is supplied to the motor 31. The DC / DC converter lowers the voltage of the battery 32 when the power stored in the battery 32 is supplied to electronic devices such as headlights.

[0038] The power receiving device 5 receives power from the power transmitting device 4 and supplies the received power to the battery 32. The power receiving device 5 includes a power receiving side resonant circuit 51, a power receiving side rectifier circuit 54, and a charging circuit 55, as shown in FIG.

[0039] The power receiving side resonant circuit 51 is disposed at the bottom of the vehicle 3 so as to reduce the distance from the road surface. In this embodiment, the power receiving side resonant circuit 51 is disposed at the center of the vehicle 3 in the vehicle width direction. The power receiving side resonant circuit 51 has a configuration similar to that of the power transmitting side resonant circuit 43, and has a resonator composed of a coil 52 and a capacitor 53. Various parameters of the coil 52 and the capacitor 53 (outer diameter and inner diameter of the coil 52, the number of turns of the coil 52, the capacitance of the capacitor 53, etc.) are determined so that the resonant frequency of the power receiving side resonant circuit 51 matches the resonant frequency of the power transmitting side resonant circuit 43. Note that if the deviation between the resonant frequency of the power receiving side resonant circuit 51 and the resonant frequency of the power transmitting side resonant circuit 43 is small, for example, if the resonant frequency of the power receiving side resonant circuit 51 is within a range of ±20% of the resonant frequency of the power transmitting side resonant circuit 43, the resonant frequency of the power receiving side resonant circuit 51 does not necessarily need to match the resonant frequency of the power transmitting side resonant circuit 43.

[0040] 3, when the power receiving side resonant circuit 51 faces the power transmitting side resonant circuit 43 and an AC magnetic field is generated by the power transmitting side resonant circuit 43, the vibration of the AC magnetic field is transmitted to the power receiving side resonant circuit 51 which resonates at the same resonant frequency as the power transmitting side resonant circuit 43. As a result, an induced current flows in the power receiving side resonant circuit 51 due to electromagnetic induction, and an induced electromotive force is generated in the power receiving side resonant circuit 51 due to the induced current. That is, the power transmitting side resonant circuit 43 transmits power to the power receiving side resonant circuit 51, and the power receiving side resonant circuit 51 receives power from the power transmitting side resonant circuit 43.

[0041] The power receiving side rectifier circuit 54 is electrically connected to the power receiving side resonant circuit 51 and the charging circuit 55. The power receiving side rectifier circuit 54 rectifies the AC power supplied from the power receiving side resonant circuit 51 and converts it into DC power, and supplies the DC power to the charging circuit 55. The power receiving side rectifier circuit 54 is, for example, an AC / DC converter.

[0042] The charging circuit 55 is electrically connected to the power receiving side rectifier circuit 54 and the battery 32. In particular, the charging circuit 55 is connected to the battery 32 via a relay 38. The charging circuit 55 converts the DC power supplied from the power receiving side rectifier circuit 54 to a voltage level of the battery 32 and supplies the converted power to the battery 32. When the power transmitted from the power transmitting device 4 is supplied to the battery 32 by the power receiving device 5, the battery 32 is charged. The charging circuit 55 is, for example, a DC / DC converter.

[0043] The vehicle-side communication device 61 communicates with the wireless base station 16 by wide-area wireless communication, and further communicates with the server 1 via the communication network 15. The vehicle-side communication device 61 is also connected to the ECU 70 via an in-vehicle network.

[0044] The GNSS receiver 62 detects the vehicle 3's own position (e.g., latitude and longitude of the vehicle 3) based on positioning information obtained from a plurality of (e.g., three or more) positioning satellites. Specifically, the GNSS receiver 62 captures a plurality of positioning satellites and receives radio waves transmitted from the positioning satellites. The GNSS receiver 62 then calculates the distance to the positioning satellite based on the difference between the transmission time and reception time of the radio waves, and detects the vehicle 3's own position based on the distance to the positioning satellite and the position (orbit information) of the positioning satellite. The output of the GNSS receiver 62, i.e., the vehicle 3's own position detected by the GNSS receiver 62, is transmitted to the ECU 70 via an in-vehicle network. For example, a GPS receiver is used as the GNSS receiver 62.

[0045] The storage device 63 stores data. The storage device 63 includes, for example, a hard disk drive (HDD), a solid state drive (SSD), or an optical recording medium. In this embodiment, the storage device 63 stores map information. The map information includes information on roads, as well as installation position information of the ground power supply device 2, position information of contact power supply devices such as charging stations, and power supply capacity information. The ECU 70 acquires the map information from the storage device 63. Note that the storage device 63 does not necessarily need to include the map information. In this case, the ECU 70 may acquire the map information from outside the vehicle 3 (for example, the server 1) via the vehicle-side communication device 61.

[0046] The vehicle-side sensor 64 detects the state of the vehicle 3 and the state around the vehicle 3. In this embodiment, the vehicle-side sensor 64 includes, as sensors for detecting the state of the vehicle 3, a charge amount sensor for detecting the charge amount of the battery 32, a speed sensor for detecting the speed of the vehicle 3, a current sensor for detecting the charging current value and the discharging current value of the battery 32, a current sensor for detecting the current flowing through various devices of the power receiving device 5, and the like. In addition, when the vehicle 3 is an autonomous driving vehicle, the vehicle-side sensor 64 includes, as sensors for detecting the state around the vehicle 3, a camera for photographing the surroundings of the vehicle 3, and a distance measuring sensor (LiDAR, millimeter wave radar, etc.) for detecting the distance to an object around the vehicle 3. The output of the vehicle-side sensor 64 is input to the ECU 70 via an in-vehicle network.

[0047] The HMI 65 notifies the driver of the vehicle 3 of the notification information received from the ECU 70 via the in-vehicle network. Thus, the HMI 65 functions as a notification device that notifies the driver of information. Specifically, the HMI 65 has, for example, a display device such as a liquid crystal display, a meter such as a speedometer, a warning light, and a speaker. The HMI 65 also receives input from an occupant and transmits the received input to the ECU 70 via the in-vehicle network. Thus, the HMI 65 functions as an input device that receives input from an occupant or a driver. Specifically, the HMI 65 has a touch panel, a switch, a button, and a remote control. The HMI 65 is provided, for example, on an instrument panel.

[0048] The vehicle actuator 66 is an actuator (excluding the PCU 33 and the motor 31) used to control the operation of the vehicle 3. Specifically, the vehicle actuator 66 has, for example, a drive actuator that controls the internal combustion engine and a braking actuator that controls the brakes that brake the vehicle 3. The vehicle actuator 66 may have a steering actuator that controls the steering of the vehicle 3. The vehicle actuator 66 controls the acceleration and braking of the vehicle 3 in accordance with a control signal transmitted from the ECU 70 via the in-vehicle network, and controls the steering of the vehicle 3 when the vehicle actuator has a steering actuator.

[0049] The ECU 70 performs various controls of the vehicle 3. For example, the ECU 70 is electrically connected to a charging circuit 55 of the power receiving device 5, and controls the charging circuit 55 to control charging of the battery 32 with power transmitted from the power transmitting device 4. The ECU 70 is also electrically connected to the PCU 33, and controls the PCU 33 to control the exchange of power between the battery 32 and the motor 31. Furthermore, the ECU 70 controls devices connected via an in-vehicle network, such as the vehicle-side communication device 61, the storage device 63, the HMI 65, and the vehicle actuator 66.

[0050] The ECU 70 is connected to the PCU 33, the charging circuit 55, the vehicle-side communication device 61, the GNSS receiver 62, the storage device 63, the vehicle-side sensors 64, the HMI 65, and the vehicle actuators 66 via an in-vehicle network conforming to a standard such as CAN (Controller Area Network). The ECU 70 has a communication interface 71, a memory 72, and a processor 73. The communication interface 71, the memory 72, and the processor 73 are connected to each other via signal lines.

[0051] The communication interface 71 has an interface circuit for connecting the ECU 70 to an in-vehicle network. The ECU 70 communicates with other devices via the communication interface 71.

[0052] The memory 72 includes, for example, a volatile semiconductor memory (for example, a RAM) and a non-volatile semiconductor memory (for example, a ROM). The memory 72 stores computer programs for executing various processes in the processor 73, various data used when the processor 73 executes various processes, and the like.

[0053] The processor 73 has one or more central processing units (CPUs) and their peripheral circuits. The processor 73 may further have an arithmetic circuit such as a logical arithmetic unit or a numerical arithmetic unit. The processor 73 executes various processes based on the computer programs stored in the memory 72.

[0054] In the present embodiment, the processor 73 functions as a driving mode suggestion device that suggests a driving mode to a destination of the vehicle 3. In addition, the processor 73 also functions as a navigation device that provides route guidance to the destination to the user of the vehicle 3.

[0055] <Proposal of driving mode> Incidentally, in a navigation device that provides route guidance to a destination for a user of the vehicle 3, or in an autonomous vehicle that drives the vehicle 3 at least partially autonomously, a driving mode suggestion device proposes a driving mode including a target driving route of the vehicle 3 and a driving speed of the vehicle 3. In the navigation device, route guidance is provided to the user along the target driving route proposed in this manner. Also, in an autonomous vehicle, the vehicle 3 is driven along the target driving route proposed in this manner, and the speed of the vehicle 3 is adjusted based on the target driving speed proposed in this manner.

[0056] Generally, such a target driving route is set based on the scheduled time when the vehicle 3 will reach the destination, the toll required for the vehicle 3 to reach the destination, etc. Also, the target driving speed is set to the fastest speed within the range that does not exceed, for example, the speed limit set for each road or the upper speed limit set by the user.

[0057] However, when considering power supply from the ground power supply device 2 to the vehicle 3 while the vehicle 3 is traveling, the traveling mode set as described above is not necessarily optimal.

[0058] 6 is a diagram showing a schematic diagram of a travel route to a destination. Section X in the figure shows an area where the ground power supply device 2 is embedded along a lane. Therefore, when the vehicle 3 passes over this section X, power is supplied from the ground power supply device 2 to the vehicle 3.

[0059] In the example shown in FIG. 6, consider that the vehicle 3 in the figure heads to destination Y. In this case, the navigation system of the vehicle 3 and the route selection unit that selects the driving route of the vehicle 3 in the autonomous driving vehicle generally select route A with the shortest driving distance to the destination. However, the power supply section X in this route A is relatively short. Therefore, if the charge amount of the battery 32 of the vehicle 3 is low, the battery 32 of the vehicle 3 will not be sufficiently charged even if power is supplied in the power supply section X in the route A, and the charge amount of the battery 32 may become almost zero before the vehicle 3 reaches the destination Y.

[0060] 6 shows a route B to destination Y, which is different from route A. Although route B has a longer travel distance than route A, the overall power supply section X in route B is relatively long. Therefore, even if the charge level of the battery 32 of the vehicle 3 is low, the battery 32 of the vehicle 3 is sufficiently charged by power supply in the power supply section X in route B, and the vehicle 3 can reach destination Y without the charge level of the battery 32 becoming almost zero. Therefore, the driving mode proposal device of this embodiment proposes the driving mode, particularly the driving route, of the vehicle 3 in consideration of power supply from the ground power supply device 2.

[0061] <Driving mode suggestion device and navigation device> In this embodiment, the driving mode suggestion device suggests a driving route to the vehicle's destination, and the navigation device sets the driving route and provides route guidance along the set driving route.

[0062] 7 is a functional block diagram of the processor 73 of the vehicle 3. As shown in FIG. 7, the processor 73 has a first route selection unit 731, an electric power amount prediction unit 732, a second route selection unit 733, a reference electric power amount setting unit 734, a driving mode proposal unit 735, a route selection unit 736, and a driving route setting unit 737. The driving mode proposal device includes the first route selection unit 731, an electric power amount prediction unit 732, the second route selection unit 733, a reference electric power amount setting unit 734, and a driving mode proposal unit 735. In addition, the navigation device includes the first route selection unit 731, an electric power amount prediction unit 732, the second route selection unit 733, a reference electric power amount setting unit 734, a driving mode proposal unit 735, a route selection unit 736, and a driving route setting unit 737.

[0063] The first route selection unit 731 selects a first travel route to the destination using a predetermined algorithm that is unrelated to the non-contact power supply from the ground power supply device 2 to the vehicle 3. The predetermined algorithm is a travel route similar to a travel route generally selected by a navigation system or a route selection unit of an autonomous vehicle. Therefore, the first route selection unit 731 selects, for example, a travel route that will result in the earliest estimated arrival time for the vehicle 3 to reach the destination as the first travel route. Alternatively, the first route selection unit 731 selects, for example, a travel route that will result in the earliest estimated arrival time for the vehicle 3 to reach the destination among travel routes that require the minimum toll to reach the destination as the first travel route. The algorithm by which the first route selection unit 731 selects the first travel route may be predefined by the user via the HMI 65.

[0064] The power amount prediction unit 732 calculates an estimated amount of power that is expected to be supplied in a power supply section along a predetermined driving route where wireless power supply is performed from the ground power supply device 2 to the vehicle 3, assuming that the vehicle 3 travels along a predetermined driving route to the destination.

[0065] In this embodiment, the power amount prediction unit 732 calculates the expected power supply amount based on, for example, the average speed in the power supply section of various vehicles 3 that have traveled in the power supply section in the past, the length of the power supply section, and the expected power supply per unit time from the ground power supply device 2 to the vehicle 3 when traveling in the power supply section. For example, the power amount prediction unit 732 calculates the expected power supply amount by multiplying a value obtained by dividing the length of the power supply section by the average speed by the expected power supply per unit time. In the example shown in FIG. 6, the expected power supply amount that is expected to be supplied in the power supply section X in the route A is calculated based on the average speed in the power supply section X, the length L of the power supply section X, and the expected power supply per unit time when traveling in the power supply section X.

[0066] The average speed in the power supply section X is transmitted from the server 1 via the communication network 15. For example, the server 1 receives information on the vehicle's position from a large number of vehicles 3 traveling near the ground power supply device 2 located within a range where the server 1 can communicate with the vehicle 1. Then, the server 1 calculates the average speed of the vehicle 3 traveling on each ground power supply device 2, that is, the average speed in each power supply section, based on the transition of the vehicle's position. In addition, the server 1 transmits the average speed in each power supply section calculated in this manner to the vehicle 3 traveling within a range where the server 1 can communicate with the vehicle 1. As a result, the average speed in the power supply section around the current position of the vehicle 3 is stored in the memory 72 of each vehicle 3. Note that the server 1 can calculate the average speed in each power supply section in various ways, such as calculating the average speed in each power supply section based on the information on the vehicle's position and speed of each vehicle 3, rather than only on the information on the vehicle's position. The length of the power supply section X is stored in the storage device 63 as map information.

[0067] Further, the power supply per unit time varies mainly depending on the type of the power transmission device 4 of the ground power supply device 2 and the type of the power receiving device 5 of the vehicle 3. For example, when the coil 44 of the power transmission device 4 is configured to generate a strong magnetic field, the power supply per unit time becomes large. Therefore, the expected power supply Pt per unit time is calculated based on the type of the power transmission device 4 of each ground power supply device 2 stored as map information in the storage device 63. The power supply per unit time may be calculated based on other factors. For example, when a ground power supply device 2 transmits power by restricting its upper limit transmission power due to some circumstances, the power supply per unit time is calculated based on this restricted transmission power. In this case, the server 1 transmits the restricted upper limit transmission power to the vehicle 3 via the communication network 15, and the power amount prediction unit 732 of each vehicle 3 calculates the power supply per unit time based on the transmitted upper limit transmission power.

[0068] If the predicted power supply amount calculated by the power amount prediction unit 732 when assuming traveling along the first traveling route selected by the first route selection unit 731 is less than a predetermined reference power amount, the second route selection unit 733 selects a second traveling route such that the predicted power supply amount is equal to or greater than the reference power amount.

[0069] Specifically, for example, when the calculated estimated power supply amount is less than the reference power amount, the second route selection unit 733 first searches for a plurality of travel routes to the destination excluding the first travel route. Then, for each travel route found, the power amount prediction unit 732 calculates the estimated power supply amount. For each travel route found, the second route selection unit 733 determines whether the estimated power supply amount is equal to or greater than the reference power amount for that travel route. Then, the second route selection unit 733 selects, as the second travel route, the travel route with the earliest estimated arrival time among the travel routes whose estimated power supply amount is equal to or greater than the reference power amount.

[0070] The reference power amount setting unit 734 sets the reference power amount used in the second route selection unit 733. Particularly, in this embodiment, the reference power amount setting unit 734 sets the reference power amount corresponding to each travel route. Specifically, in this embodiment, the reference power amount setting unit 734 sets a value obtained by subtracting the current charge amount of the battery 32 of the vehicle 3 from a value obtained by adding a predetermined amount of power required at arrival to the amount of power required for the vehicle 3 to travel along each travel route to the destination, as the reference power amount.

[0071] Here, the amount of power required for the vehicle 3 to travel along the travel route to the destination is calculated based on the travel distance from the current position of the vehicle 3 to the destination, the altitude difference obtained by subtracting the altitude of the current position from the altitude of the destination, and the like. The longer the travel distance and the greater the altitude difference, the greater the amount of power required is calculated. In addition, the amount of power expected to be required for heating and cooling the vehicle 3 may be added to the required amount of power. The current amount of charge of the battery 32 is detected by a vehicle-side sensor 64 that detects the amount of charge of the battery 32.

[0072] Furthermore, the required amount of power upon arrival is the amount of power that is required to remain in the battery 32 when the vehicle 3 reaches the destination. Therefore, if the vehicle 3 is a BEV and is required to reach the destination, the required amount of power upon arrival is set to zero. If it is necessary that the battery 32 has some power remaining even after the destination is reached, the required amount of power upon arrival is set to an arbitrary positive value. If the vehicle 3 is an HEV or PHEV and can generate power by the internal combustion engine before the vehicle 3 reaches the destination, the required amount of power upon arrival is set to an arbitrary negative value.

[0073] The driving mode suggestion unit 735 proposes the first driving route selected by the first route selection unit 731 as a driving route to the destination, and also proposes the second driving route when the second route selection unit 733 selects a second driving route.

[0074] The route selection unit 736 allows the user to select a travel route to be guided among the travel routes proposed by the travel mode proposal unit 735. That is, the route selection unit 736 allows the user to select which of the first and second travel routes to guide along. Specifically, the route selection unit 736 causes the display device of the HMI 65 to display the first and second travel routes. In addition, the route selection unit 736 causes the display device of the HMI 65 to display the estimated arrival time when each travel route is traveled and the estimated charge amount of the battery 32 at the time of arrival. Then, the route selection unit 736 accepts an input from the user of the travel route to be adopted for guidance to the destination via the HMI 65 functioning as an input device.

[0075] The travel route setting unit 737 sets the travel route selected by the user in the route selection unit 736 as the travel route to the destination. Therefore, when the user selects the second travel route in the route selection unit 736, the travel route setting unit 737 sets the second travel route as the travel route to the destination. When the travel route to the destination is set in this manner, the user is guided along this travel route via the display device and speaker of the HMI 65.

[0076] In this embodiment, the travel route setting unit 737 sets, as the travel route to the destination, the travel route selected by the user in the route selection unit 736. However, when the second travel route is selected by the second route selection unit 733, the travel route setting unit 737 may set the second travel route as the travel route to the destination without prompting the user to make a selection, and when the second travel route is not selected by the second route selection unit 733, the travel route setting unit 737 may set the first travel route as the travel route to the destination.

[0077] In addition, in this embodiment, the power amount prediction unit 732 predicts the expected power supply amount that is expected to be supplied in each power supply section. However, the power amount prediction unit 732 does not necessarily need to predict the expected power supply amount that is expected to be supplied in each power supply section, and may predict other parameters related to the expected power supply amount. Specifically, for example, instead of the expected power supply amount, the expected travel time (a value obtained by multiplying the average speed by the length L of the power supply section) for traveling on each power supply section may be calculated. In this case, if the predicted value of the parameter when it is assumed that the first travel route is traveled is a value indicating that the expected power supply amount is less than a predetermined reference power amount, the second route selection unit 733 selects a second travel route such that the expected power supply amount is equal to or greater than the reference power amount.

[0078] Fig. 8 is a flowchart showing the flow of the driving mode suggestion process performed by the driving mode suggestion device. The driving mode suggestion process shown in Fig. 8 is executed, for example, when a new destination is input or when the vehicle 3's own position deviates from a previously set driving route.

[0079] 8, first, the first route selection unit 731 selects a first travel route to a destination using a predetermined algorithm unrelated to wireless power supply (step S11). In the example shown in FIG. 6, the first route selection unit 731 selects, for example, route A.

[0080] Next, assuming that the vehicle 3 travels along the first travel route to the destination, the power amount prediction unit 732 calculates an expected power supply amount Qp that is expected to be supplied in a power supply section on the first travel route where contactless power supply is performed from the ground power supply device 2 to the vehicle 3 (step S12). Therefore, in the example shown in Fig. 6, the power amount prediction unit 732 predicts an expected power supply amount that is expected to be supplied in a power supply section X on the route A.

[0081] Next, the reference power amount setting unit 734 sets a reference power amount Qs corresponding to the first traveling route (step S13).

[0082] Next, the second route selection unit 733 determines whether the estimated power supply amount Qp calculated in step S12 is less than the reference power amount Qs calculated in step S13 (step S14). If it is determined in step S14 that the estimated power supply amount Qp is equal to or greater than the reference power amount Qs, the second route selection unit 733 does not select the second travel route. Therefore, the travel mode proposal unit 735 proposes only the first travel route selected in step S11 as the travel route to the destination.

[0083] On the other hand, if it is determined in step S14 that the estimated power supply amount Qp is less than the reference power amount Qs, the second route selection unit 733 selects the second travel route (step S16). Next, the travel mode proposal unit 735 proposes the first travel route selected in step S11 and the second travel route selected in step S16 as travel routes to the destination (step S17).

[0084] In this embodiment, when the expected power supply amount is less than the reference power amount, in addition to the first traveling route, a second traveling route in which the expected power supply amount is equal to or greater than the reference power amount is proposed. Therefore, according to this embodiment, a traveling route that allows the vehicle 3 to appropriately receive power from the ground power supply device 2 while traveling is proposed, and therefore the power required for operating the vehicle 3 can be received from the ground power supply device 2.

[0085] Second embodiment Next, a contactless power supply system according to a second embodiment will be described with reference to Fig. 9 and Fig. 10. In the following, differences from the contactless power supply system according to the first embodiment will be mainly described. In this embodiment, the processor 73 of the ECU 70 of the vehicle 3 has an arrival time estimation unit 738.

[0086] Fig. 9 is a functional block diagram of the processor 73 of the vehicle 3 according to the second embodiment, similar to Fig. 7. As shown in Fig. 9, the processor 73 according to this embodiment has an arrival time estimation unit 738 in addition to a first route selection unit 731, an electric power amount prediction unit 732, a second route selection unit 733, a reference electric power amount setting unit 734, a driving mode proposal unit 735, and a driving route setting unit 737. The navigation device includes these units.

[0087] When both the first travel route and the second travel route are selected, the arrival time estimation unit 738 estimates the arrival time at the destination when the first travel route and the second travel route are traveled. In this embodiment, when there is a contact power feeding facility such as a charging station on the first travel route, the arrival time estimation unit 738 estimates the time at which the vehicle 3 reaches the destination on the assumption that the vehicle 3 has fed power through the contact power feeding facility. In particular, in this embodiment, the arrival time estimation unit 738 estimates, as the expected arrival time, the time at which the vehicle 3 reaches the destination on the assumption that the vehicle 3 has fed power through the contact power feeding facility so that the amount of charge of the battery 32 of the vehicle 3 when the vehicle 3 reaches the destination is equal to or greater than the above-mentioned required power amount at the time of arrival.

[0088] Here, as described above, the map information stored in the storage device 63 of the vehicle 3 stores the position information and the power supply capacity information of the contact power supply facility. Therefore, the arrival time estimation unit 738 determines whether or not there is a contact charging facility on the first travel route based on the map information stored in the storage device 63. Furthermore, when the arrival time estimation unit 738 determines that there is a contact charging facility on the first travel route, it calculates the power supply time of the contact power supply facility based on the power supply capacity information of the contact power supply facility and the amount of power required to be supplied by the contact power supply facility. The arrival time estimation unit 738 may calculate the power supply time of the contact power supply facility based on the congestion degree of the contact power supply facility transmitted from the server 1. Then, the arrival time estimation unit 738 estimates the expected arrival time to the destination on the assumption that power is supplied by the contact power supply facility by adding the calculated power supply time to the arrival time to the destination when traveling the first travel route without stopping at the contact power supply facility.

[0089] In this embodiment, when the second travel route is selected by the second route selection unit 733, the travel route setting unit 737 sets, as the travel route to the destination, the travel route having the earlier arrival time estimated by the arrival time estimation unit 738, out of the first and second travel routes. When the travel route to the destination is set in this manner, the user is guided along this travel route via the display device and speaker of the HMI 65.

[0090] In this embodiment, the expected arrival time when each travel route is traveled is estimated, taking into consideration the case where power is supplied from the contact power supply facility when the first travel route is traveled. Therefore, it is possible to reach the destination via a travel route with an earlier expected arrival time while maintaining the charge level of the battery 32.

[0091] Fig. 10 is a flowchart showing the flow of a process for setting a travel route performed in a navigation device including a travel mode suggestion device. The process shown in Fig. 10 is executed, like the travel mode suggestion process, when, for example, a new destination is input or when the vehicle 3's own position deviates from a previously set travel route. Note that steps S21 to S27 in Fig. 10 are similar to steps S11 to S17 in Fig. 8, and therefore will not be described.

[0092] When the driving mode proposal unit 735 proposes two driving routes in step S27, the arrival time estimation unit 738 judges whether or not there is a contact power feeding facility on the first driving route (step S28). The arrival time estimation unit 738 acquires the installation position of the contact power feeding facility from the map information stored in the storage device 63, and judges whether or not the acquired installation position is located on the second driving route. If it is determined in step S28 that there is a contact power feeding facility on the second driving route, the arrival time estimation unit 738 estimates the expected arrival time to the destination for each driving route (step S29). In particular, for the first driving route, the arrival time estimation unit 738 estimates the expected arrival time to the destination on the assumption that power is fed by the contact power feeding facility.

[0093] Next, the travel route setting unit 737 judges whether the estimated arrival time when traveling the second travel route is earlier than the estimated arrival time when traveling the first travel route (step S30). If it is determined in step S30 that the estimated arrival time when traveling the second travel route is earlier than the estimated arrival time when traveling the first travel route, the travel route setting unit 737 sets the travel route to the destination as the second travel route (step S31). On the other hand, if it is determined in step S30 that the estimated arrival time when traveling the second travel route is later than the estimated arrival time when traveling the first travel route, the travel route setting unit 737 sets the travel route to the destination as the first travel route (step S32). Also, if it is determined in step S28 that there is no contact power supply equipment on the second travel route, the travel route setting unit 737 sets the travel route to the destination as the second travel route (step S31).

[0094] Third embodiment Next, a contactless power supply system according to a third embodiment will be described with reference to Fig. 11. The following mainly describes the differences from the contactless power supply systems according to the first and second embodiments. In the above embodiments, the processor 73 of the ECU 70 of the vehicle 3 functions as a navigation device, whereas in this embodiment, the processor 73 functions as a driving control device that drives the vehicle 3 autonomously.

[0095] Fig. 11 is a functional block diagram of the processor 73 of the vehicle 3 according to the third embodiment, similar to Fig. 7. As shown in Fig. 11, the processor 73 according to this embodiment has an arrival time estimation unit 738 and a driving control unit 739 in addition to a first route selection unit 731, an electric power amount prediction unit 732, a second route selection unit 733, a reference electric power amount setting unit 734, a driving mode proposal unit 735, and a driving route setting unit 737. The driving control device includes these units.

[0096] In this embodiment, the travel route setting unit 737 sets a travel route to the destination, similarly to the travel route setting unit 737 of the vehicle 3 according to the second embodiment.

[0097] The driving control unit 739 controls the vehicle 3 so that the vehicle autonomously travels along the travel route set by the travel route setting unit 737. Specifically, the driving control unit 739 detects objects around the vehicle 3 based on the output of the camera, LiDAR, millimeter wave radar, etc. of the vehicle side sensor 64. In addition, the driving control unit 739 acquires the self-position information of the vehicle 3 detected by the GNSS receiver 62. Then, the driving control unit 739 sets a target travel route (including a target speed at each point) from the current position of the vehicle 3 to several hundred meters ahead. In addition, the driving control unit 739 drives the motor 31 and the vehicle actuator 66 to make the vehicle 3 travel according to the target travel route set in this way. As a result, the vehicle 3 autonomously travels along the travel route set by the travel route setting unit 737.

[0098] The travel route setting unit 737 may be configured to set the second travel route as a travel route to the destination when the second travel route is proposed by the second route selection unit 733. This allows the vehicle 3 to reach the destination autonomously without the user supplying power via a contact power supply facility and without the amount of charge of the battery 32 becoming substantially zero along the way.

[0099] (Fourth embodiment) Next, a contactless power supply system according to a fourth embodiment will be described with reference to Fig. 12. The following mainly describes the differences from the contactless power supply systems according to the first to third embodiments.

[0100] In the first to third embodiments described above, if the expected power supply amount when the vehicle travels along the first travel route is less than the reference power amount, the second travel route is proposed. In contrast, in this embodiment, in such a case, it is proposed to reduce the travel speed in the power supply section of the first travel route and to extend the power supply time.

[0101] Fig. 12 is a functional block diagram of the processor 73 of the vehicle 3 according to the fourth embodiment, similar to Fig. 7. As shown in Fig. 9, the processor 73 according to this embodiment has a first route selection unit 731, an electric power amount prediction unit 732, a reference electric power amount setting unit 734, a traveling mode proposal unit 740, and a traveling speed presentation unit 741. The first route selection unit 731, the electric power amount prediction unit 732, and the reference electric power amount setting unit 734 are similar to those in the above-mentioned embodiment, and therefore description thereof will be omitted.

[0102] In this embodiment, the driving mode proposal unit 740 proposes, as a driving route to the destination, the first driving route selected by the first route selection unit 731. In addition, if the predicted power supply amount calculated by the power amount prediction unit 732 when assuming that the first driving route selected by the first route selection unit 731 is traveled is less than a predetermined reference power amount, the driving mode proposal unit 740 proposes traveling through the power supply section of the first driving route at a target driving speed that is slower than the average speed.

[0103] The target traveling speed is an arbitrary speed at which the expected power supply amount is equal to or greater than the reference power amount if the vehicle 3 travels through the power supply section in the first traveling route at the target traveling speed. However, if the expected power supply amount is made large, the target traveling speed becomes slow, which would cause inconvenience to surrounding vehicles while traveling through the power supply section, so it is preferable that the target traveling speed is a speed at which the expected power supply amount is equal to the reference power amount.

[0104] The traveling speed presentation unit 741 sets the first traveling route proposed by the traveling mode proposal unit 740 as a traveling route to the destination. Therefore, the user is guided along the first traveling route via the display device and speaker of the HMI 65. In addition, the traveling speed presentation unit 741 presents the target traveling speed of the vehicle 3 in the power supply section of the first traveling route to the user. Specifically, the traveling speed presentation unit 741 displays the position of the power supply section in the first traveling route and the target traveling speed in the power supply section on the display device, and causes the speaker to provide audio guidance to the user so that the vehicle 3 travels at the target traveling speed immediately before or during traveling in the power supply section.

[0105] According to the present embodiment, it is proposed to reduce the traveling speed in the power supply section of the first traveling route. By reducing the traveling speed when traveling in the power supply section in this way, the amount of power supply in the power supply section can be increased, and therefore it becomes possible to receive enough power from the ground power supply device 2 to reach the destination.

[0106] In this embodiment, similarly to the first embodiment, the power amount prediction unit 732 calculates the expected power supply amount based on the average speed in the power supply section of various vehicles 3 that have traveled in the power supply section in the past. However, the power amount prediction unit 732 may calculate the expected power supply amount based on an arbitrary reference speed (e.g., a speed limit) that is different from the average speed. In this case, the traveling mode proposal unit 740 proposes traveling in the power supply section in the first traveling route at a target traveling speed that is slower than this reference speed.

[0107] Fig. 13 is a flowchart showing the flow of a driving mode suggestion process performed in the driving mode suggestion device according to the fourth embodiment. The driving mode suggestion process shown in Fig. 13 is executed, for example, when a new destination is input or when the vehicle 3's own position deviates from a previously set driving route. Note that steps S41 to S45 in Fig. 13 are similar to steps S11 to S15 in Fig. 8, and therefore description thereof will be omitted.

[0108] If it is determined in step S44 that the predicted power supply amount Qp is less than the reference power amount Qs, the driving mode proposal unit 740 calculates a target driving speed when traveling through the power supply section of the first driving route (step S46). Next, the driving mode proposal unit 740 proposes the first driving route selected in step S41 as the driving route to the destination, and proposes traveling through the power supply section of the first driving route at the target driving speed calculated in step S46 (step S47).

[0109] Fifth embodiment Next, a contactless power supply system according to a fifth embodiment will be described with reference to Fig. 14 and Fig. 15. The following description will focus on differences from the contactless power supply systems according to the first to fourth embodiments.

[0110] In this embodiment, if the expected power supply amount when traveling along the first traveling route is less than the reference power amount, it is suggested to both reduce the traveling speed in the power supply section of the first traveling route and to travel along the second traveling route as described above.

[0111] Fig. 14 is a functional block diagram of the processor 73 of the vehicle 3 according to the fifth embodiment, similar to Fig. 7. As shown in Fig. 9, the processor 73 according to this embodiment has a first route selection unit 731, an electric power amount prediction unit 732, a second route selection unit 733, a reference electric power amount setting unit 734, a driving control unit 739, and a driving mode proposal unit 742. The first route selection unit 731, the electric power amount prediction unit 732, the second route selection unit 733, and the reference electric power amount setting unit 734 are similar to those in the above-mentioned embodiment, and therefore description thereof will be omitted.

[0112] The driving mode proposal unit 742 proposes the first driving route selected by the first route selection unit 731 as the driving route to the destination as the first driving mode. In addition, if the predicted power supply amount calculated by the power amount prediction unit 732 is less than a predetermined reference power amount when it is assumed that the first driving route selected by the first route selection unit 731 is traveled, the driving mode proposal unit 740 proposes the first driving route as the driving route to the destination as the second driving mode, and proposes traveling through the power supply section of the first driving route at a target driving speed slower than the average speed.

[0113] In addition, when the second driving route is selected by the second route selection unit 733, that is, when the expected power supply amount is less than a predetermined reference power amount, the driving mode suggestion unit 742 proposes the second driving route as a driving route to the destination as a third driving mode.

[0114] If the predicted power supply amount calculated by the power amount prediction unit 732 when assuming that the first driving route selected by the first route selection unit 731 is traveled is equal to or greater than the reference power amount, the driving control unit 739 sets the first driving route as the driving route to the destination.

[0115] On the other hand, when the expected power supply amount is less than the reference power amount and the target running speed is equal to or greater than the lower limit speed, the driving control unit 739 sets the first running route as the running route to the destination. In addition, at this time, the driving control unit 739 sets the running speed in the power supply section in the first running route to the target running speed proposed by the running mode proposal unit 742. Also, when the expected power supply amount is less than the reference power amount and the target running speed is less than the lower limit speed, the driving control unit 739 sets the second running route as the running route to the destination. Note that the lower limit speed is a speed at which it is expected that the vehicle 3 running in the power supply section will cause trouble to surrounding vehicles if the speed drops any lower than this, and is set in advance for example for each speed limit or each power supply section.

[0116] According to this embodiment, when the traveling speed in the power supply section is extremely slow, the traveling route to the destination is set to the second traveling route. On the other hand, when the traveling speed in the power supply section is not so slow, the traveling route to the destination is set to the shortest first traveling route. Therefore, it is possible to receive enough power from the ground power supply device 2 to reach the destination while making the arrival time at the destination as early as possible.

[0117] Fig. 15 is a flowchart showing the flow of the driving control process performed in a driving control device including a driving mode suggestion device. The driving control process shown in Fig. 15 is executed, like the driving mode suggestion process, when, for example, a new destination is input or when the vehicle 3's own position deviates from a previously set driving route. Note that steps S51 to S56 in Fig. 15 are similar to steps S41 to S46 in Fig. 13, and therefore description thereof will be omitted.

[0118] When the target travel speed when traveling through the power supply section of the first travel route is calculated in step S56, the second route selection unit 733 selects the second travel route (step S57). Next, the travel mode suggestion unit 742 proposes two travel modes to the destination: travel along the first travel route selected in step S51 and travel through the power supply section at the target travel speed calculated in step S56, and travel along the second travel route selected in step S16 (step S58).

[0119] Next, the driving control unit 739 determines whether the target traveling speed calculated in step S56 is equal to or greater than the lower limit speed (step S59). The lower limit speed is calculated based on, for example, the lower limit speed information for each power supply section stored as map information in the storage device 63 and the vehicle's own position detected by the GNSS receiver 62.

[0120] If it is determined in step S59 that the target traveling speed is equal to or greater than the lower limit speed, the driving control unit 739 sets a first traveling route as a traveling route to the destination, and causes the vehicle 3 to travel at the target traveling speed in the power supply section of the first traveling route (step S60). On the other hand, if it is determined in step S59 that the target traveling speed is less than the lower limit speed, the driving control unit 739 sets a second traveling route as a traveling route to the destination (step S61).

[0121] On the other hand, when only the first driving route is proposed by the driving mode suggestion unit 742 as the driving route to the destination in step S55, the driving control unit 739 sets the first driving route as the driving route to the destination (step S62). At this time, the driving control unit 739 does not cause the vehicle 3 to travel at the target driving speed calculated in step S56 in the power supply section of the first driving route.

[0122] Although the preferred embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and various modifications and changes can be made within the scope of the claims. [Explanation of symbols]

[0123] 1 Server 2 Ground power supply equipment 3. Vehicle 4 Power transmission equipment 5 Power receiving device 24 Controller 70 ECU

Claims

1. A driving mode suggestion device that suggests a driving mode to a destination of a vehicle, a first route selection unit that selects a first travel route to the destination using a predetermined algorithm that is unrelated to wireless power supply; an electric power amount prediction unit that predicts a parameter value related to an expected amount of power that is expected to be supplied in a power supply section in which wireless power supply is performed from a ground power supply device to the vehicle on a predetermined travel route, assuming that the vehicle travels along the predetermined travel route; a second route selection unit that, when a predicted value of the parameter when the vehicle is assumed to travel along the first travel route is a value indicating that the predicted power supply amount is less than a predetermined reference power amount, selects a second travel route such that the predicted power supply amount is equal to or greater than the reference power amount; a travel mode suggestion unit that suggests the first travel route as a travel route to a destination and, when the second travel route is selected, further suggests a second travel route; an arrival time estimation unit that estimates an expected arrival time to the destination when each travel route is traveled, the arrival time estimation unit, when a contact power supply facility is present along the first travel route, estimates, as a predicted arrival time to the destination when the first travel route is traveled, a time at which the vehicle will arrive at the destination on the assumption that power is supplied by the contact power supply facility so that a charge amount of the battery of the vehicle when the destination is reached is equal to or greater than a predetermined amount of power required for arrival; and a travel route setting unit that sets, when the second travel route is proposed by the travel-mode proposal device, one of the first travel route and the second travel route, which has an earlier arrival time estimated by the arrival time estimation unit, as a travel route to a destination, the power amount prediction unit calculates the predicted power supply amount based on an average speed of a vehicle that has traveled through the power supply section in the past, a length of the power supply section, and a predicted power supply per unit time from a ground power supply device to the vehicle when the vehicle is traveling through the power supply section.

2. 2. The navigation device according to claim 1, wherein the driving mode suggestion device further comprises a reference power amount setting unit that sets, as the reference power amount, a value obtained by adding a predetermined amount of power required upon arrival to an amount of power required for the vehicle to travel along each driving route, and subtracting a current amount of charge of the battery of the vehicle.

3. The navigation device according to claim 2 , wherein the amount of power required upon arrival is zero.

4. A driving mode suggestion device that suggests a driving mode to a destination of a vehicle, a first route selection unit that selects a first travel route to the destination using a predetermined algorithm that is unrelated to wireless power supply; an electric power amount prediction unit that predicts a parameter value related to an expected amount of power that is expected to be supplied in a power supply section in which wireless power supply is performed from a ground power supply device to the vehicle on a predetermined travel route, assuming that the vehicle travels along the predetermined travel route; a second route selection unit that, when a predicted value of the parameter when the vehicle is assumed to travel along the first travel route is a value indicating that the predicted power supply amount is less than a predetermined reference power amount, selects a second travel route such that the predicted power supply amount is equal to or greater than the reference power amount; a travel mode suggestion unit that suggests the first travel route as a travel route to a destination and, when the second travel route is selected, further suggests a second travel route; an arrival time estimation unit that estimates an expected arrival time to the destination when each travel route is traveled, the arrival time estimation unit, when a contact power supply facility is present along the first travel route, estimates, as a predicted arrival time to the destination when the first travel route is traveled, a time at which the vehicle will arrive at the destination on the assumption that power is supplied by the contact power supply facility so that a charge amount of the battery of the vehicle when the destination is reached is equal to or greater than a predetermined amount of power required for arrival; and a travel route setting unit that sets, when the second travel route is proposed by the travel-mode proposal device, one of the first travel route and the second travel route, which has an earlier predicted arrival time estimated by the arrival time estimation unit, as a travel route to a destination; a driving control unit that controls the vehicle so that the vehicle autonomously drives along the driving route set by the driving route setting unit, the power amount prediction unit calculates the predicted power supply amount based on an average speed of the vehicle that has traveled through the power supply section in the past, a length of the power supply section, and a predicted power supply per unit time from a ground power supply device to the vehicle when traveling through the power supply section.

5. 5. The driving control device according to claim 4, further comprising a reference power amount setting unit that sets, as the reference power amount, a value obtained by adding a predetermined amount of power required at arrival to an amount of power required for the vehicle to travel along each driving route, and subtracting a current amount of charge of the battery of the vehicle.

6. The cruise control device according to claim 5 , wherein the required amount of power upon reaching the target is zero.

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