Power supply system and power supply method

Abstract

To sufficiently supply power to a vehicle while suppressing congestion.SOLUTION: A power supply system includes first power supply facilities, second power supply facilities, and a control device. The first power supply facilities supply power to a vehicle traveling in a first travel lane. The second power supply facilities supply power to a vehicle traveling in a second travel lane. The control device is configured to transmit a first guidance signal for guiding the vehicle to the first travel lane and a second guidance signal for guiding the vehicle to the second travel lane. When vehicle speed of the vehicle traveling in the second travel lane is within a predetermined first range, the control device transmits the first guidance signal to the vehicle, and when the vehicle speed of the vehicle traveling in the first travel lane is within a second range set at a higher speed side than the first range, the control device transmits the second guidance signal to the vehicle.SELECTED DRAWING: Figure 5

Description

[Technical field]

[0001] The present disclosure relates to a power supply system, a server, and a power supply method. [Background technology]

[0002] Japanese Patent Application Laid-Open Publication No. 2020-10451 (Patent Document 1) discloses a road equipped with power supply equipment that supplies power to vehicles traveling on the road. Hereinafter, a lane equipped with the power supply equipment is also referred to as a "power supply lane." A power supply lane is also generally referred to as a "charging lane." [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2020-10451 A Summary of the Invention [Problem to be solved by the invention]

[0004] Meanwhile, there are two types of vehicles that travel in the power supply lane: vehicles that prioritize time over power supply (i.e., vehicles in a hurry) and vehicles that prioritize power supply over time (i.e., vehicles that want to receive power for a long time). Vehicles that are in a hurry travel fast, while vehicles that want to receive power for a long time travel slowly. If there is a large difference in vehicle speed between vehicles traveling in the same lane, congestion is likely to occur.

[0005] In order to prevent congestion, it is possible to set a minimum vehicle speed when driving in the power supply lane. However, if congestion is prevented by such a method, there is a possibility that sufficient power cannot be supplied to vehicles that need it.

[0006] The present disclosure has been made to solve the above-mentioned problems, and has an object to supply sufficient power to vehicles while suppressing congestion. [Means for solving the problem]

[0007] A power supply system according to a first aspect of the present disclosure includes a first power supply facility, a second power supply facility, and a control device. The first power supply facility is configured to supply power to a vehicle traveling in a first driving lane. The second power supply facility is configured to supply power to a vehicle traveling in a second driving lane. The control device is configured to transmit a first guiding signal for guiding a vehicle to the first driving lane and a second guiding signal for guiding a vehicle to the second driving lane. The control device is configured to transmit the first guiding signal to a vehicle traveling in the second driving lane when the vehicle speed of the vehicle traveling in the second driving lane is within a predetermined first range. The control device is configured to transmit the second guiding signal to the vehicle when the vehicle speed of the vehicle traveling in the first driving lane is within a second range set to be faster than the first range. Hereinafter, the control device is also referred to as a "vehicle control device."

[0008] In the above power supply system, at least two power supply lanes (a first driving lane and a second driving lane) are provided. Then, a vehicle traveling at a speed within a first range (slower than the second range) is guided to the first driving lane, and a vehicle traveling at a speed within a second range (higher than the first range) is guided to the second driving lane. In this way, by guiding a vehicle to a power supply lane corresponding to the vehicle speed, the vehicle speed variation between vehicles traveling in the same lane is reduced, and congestion is suppressed. For example, a vehicle in a hurry can travel quickly in the second driving lane. Also, a vehicle that wants to receive power for a long time can travel slowly in the first driving lane. According to the above configuration, it is possible to supply sufficient power to a vehicle while suppressing congestion.

[0009] The vehicle speed used in determining whether to transmit the guiding signal may be any of an actual measurement value, an estimated value, and a target value. For example, when a deceleration request is issued to a vehicle traveling in the second driving lane faster than the first range and the target vehicle speed of the vehicle falls within the first range, the vehicle control device may transmit a first guiding signal to the vehicle before the actual vehicle speed of the vehicle falls within the first range. Also, when an acceleration request is issued to a vehicle traveling in the first driving lane slower than the second range and the target vehicle speed of the vehicle falls within the second range, the vehicle control device may transmit a second guiding signal to the vehicle before the actual vehicle speed of the vehicle falls within the second range.

[0010] The number of power supply lanes (lanes equipped with power supply equipment that supplies power to traveling vehicles) is not limited to two lanes, and may be three or more lanes. In addition to the first and second driving lanes, a driving lane that is not a power supply lane (a non-power supply lane) may be provided.

[0011] The vehicle control device may be configured to determine whether or not one or more vehicles capable of platooning are present on the second travel lane when transmitting the second guide signal. When one or more vehicles capable of platooning are present on the second travel lane, the vehicle control device may be configured to transmit a first platooning command instructing the vehicle guided to the second travel lane by the second guide signal and the one or more vehicles capable of platooning on the second travel lane to platoon in the second travel lane.

[0012] According to the above configuration, vehicles guided to the second driving lane by the second guide signal can easily platoon together with vehicles in the second driving lane. Platooning is performed by each vehicle that receives the first platooning command. Platooning is when multiple vehicles form a platoon and drive on a road. Various effects can be expected from platooning. Examples of the effects of platooning include reduced energy consumption (improved electricity or fuel efficiency) due to reduced air resistance, reduced congestion, reduced rear-end collisions, and improved operational efficiency. The vehicles that form the platoon may be trucks, buses, or passenger cars, and one platoon may be formed by multiple types of vehicles (for example, trucks, buses, and passenger cars).

[0013] The second power supply facility may include a power supply relay that switches between connection and disconnection of the power supply path, and a power supply control device that controls the power supply relay. When power is supplied to each vehicle traveling in a platoon, the power supply control device may be configured to maintain the power supply relay in a connected state from when power supply to the leading vehicle begins until power supply to the rearmost vehicle ends, and to switch the power supply relay to a disconnected state after power supply to the rearmost vehicle ends.

[0014] According to the above configuration, the power supply relay is switched on (connected) / off (disconnected) for each vehicle in the platoon. Specifically, the power supply relay is maintained in a connected state from the start of power supply to the leading vehicle until power supply to the rearmost vehicle is completed. This reduces the number of times the power supply relay is switched compared to when the power supply relay is switched for each vehicle traveling alone (not traveling in a platoon). Furthermore, reducing the number of times the power supply relay is switched reduces power loss.

[0015] The vehicle control device may include an information acquisition unit and a power supply fee calculation unit. The information acquisition unit may be configured to acquire platoon information and a power supply record for each vehicle traveling in the platoon. The power supply fee calculation unit may be configured to calculate a power supply fee for each vehicle traveling in the platoon, using a power supply unit price set using the platoon information and the power supply record. The platoon information may include information identifying whether or not the vehicle is the leading vehicle in the platoon. The power supply fee calculation unit may be configured to set, for a plurality of vehicles included in one platoon, a power supply unit price for the leading vehicle in the platoon lower than power supply unit prices for vehicles other than the leading vehicle in the platoon.

[0016] When traveling in a convoy, the leading vehicle experiences the same wind pressure as when traveling alone without forming a convoy, while the following vehicles experience lower wind pressure when traveling than when traveling alone. For this reason, a mechanism is required to correct the unfairness between the leading vehicle and the following vehicles. In the above power supply system, the power supply unit price (unit price of power supply fee) applied to the leading vehicle when traveling in a convoy is set lower (cheaper) than that of the following vehicles. This mechanism can provide an incentive to travel as the leading vehicle.

[0017] Each vehicle traveling in a platoon may include a first computer. The first computer may be configured to determine whether or not there is a leading vehicle traveling in front and whether or not there is a following vehicle traveling behind during platooning, and to create platoon information using these determination results. The second power supply equipment may include a second computer. The second computer may be configured to create a power supply record using a detection value of the power supply when power is supplied to each vehicle traveling in a platoon on the second travel lane.

[0018] In the above-described power supply system, platoon information and power supply records for each vehicle traveling in a platoon on the second travel lane can be easily and accurately created.

[0019] The first computer may be configured, when receiving a first platooning command from the vehicle control device, to execute automatic driving of the vehicles so that the vehicles platoon in accordance with the first platooning command. The first computer may be configured, when the vehicle equipped with the first computer is not a lead vehicle in platooning, to detect behavior of a leading vehicle and execute automatic driving to follow the leading vehicle.

[0020] According to the above configuration, platooning becomes easier. Note that autonomous driving refers to driving in general in which at least one of acceleration, deceleration, and steering is performed without the user's driving operation. In addition to autonomous driving (autonomous driving) in which the vehicle itself drives autonomously, autonomous driving also includes cooperative autonomous driving in which the vehicle drives with support from infrastructure (e.g., roads), and remote driving in which the vehicle drives by remote control from a computer outside the vehicle.

[0021] Each configuration of the second power supply facility described above may be applied to a third power supply facility described later.

[0022] The vehicle control device may be configured to transmit, as a first guidance signal, an autonomous driving command to guide a vehicle to the first driving lane when a vehicle capable of automatic driving in accordance with an instruction from the vehicle control device is traveling in the second driving lane and a vehicle speed of the vehicle is within a first range. The vehicle control device may be configured to transmit, as a second guidance signal, an autonomous driving command to guide a vehicle to the second driving lane when a vehicle capable of automatic driving in accordance with an instruction from the vehicle control device is traveling in the first driving lane and a vehicle speed of the vehicle is within a second range.

[0023] According to the above configuration, it becomes easier to properly guide a vehicle that can be automatically driven in accordance with instructions from a vehicle control device using the first and second guidance signals.

[0024] The vehicle control device may be configured to transmit, when a vehicle equipped with a first notification device for notifying an instruction from the vehicle control device is traveling in the second driving lane and the vehicle speed of the vehicle is within a first range, a signal for causing the first notification device to notify an instruction to guide the vehicle to the first driving lane as a first guidance signal. The vehicle control device may be configured to transmit, when a vehicle equipped with a second notification device for notifying an instruction from the vehicle control device is traveling in the first driving lane and the vehicle speed of the vehicle is within a second range, a signal for causing the second notification device to notify an instruction to guide the vehicle to the second driving lane as a second guidance signal.

[0025] According to the above configuration, it becomes easier to accurately guide a vehicle equipped with a notification device that notifies instructions from a control device using the first and second guidance signals. The notification device may be a navigation system, a meter panel, a head-up display, or a smart speaker that accepts voice input.

[0026] The first range may be less than a predetermined reference speed, and the second range may be equal to or greater than the reference speed.

[0027] In the power supply system, vehicles traveling at a speed less than a reference speed are guided to a first driving lane, and vehicles traveling at a speed equal to or greater than the reference speed are guided to a second driving lane. Vehicles in a hurry can travel faster in the second driving lane. Vehicles that wish to receive power for a long time can travel slowly in the first driving lane. With the above configuration, it is possible to supply sufficient power to vehicles while suppressing congestion.

[0028] The power supply system may further include a third power supply facility that supplies power to a vehicle traveling in the third travel lane. The vehicle control device may be configured to transmit a third guiding signal that guides a vehicle to the third travel lane. The vehicle control device may be configured to transmit the third guiding signal to a vehicle traveling in the second travel lane when the vehicle speed of the vehicle traveling in the second travel lane is within a third range set to be faster than the second range. The vehicle control device may be configured to transmit the second guiding signal to the vehicle traveling in the third travel lane when the vehicle speed of the vehicle traveling in the third travel lane is within the second range. The vehicle control device may be configured to determine whether or not one or more vehicles capable of platooning are present on the third travel lane when transmitting the third guiding signal. When one or more vehicles capable of platooning are present on the third travel lane, the vehicle control device may be configured to transmit a second platooning command to each of the vehicle guided to the third travel lane by the third guiding signal and the one or more vehicles capable of platooning on the third travel lane.

[0029] In the power supply system, at least three power supply lanes (a first driving lane, a second driving lane, and a third driving lane) are provided. A vehicle traveling at a speed within a first range (slower than the second range) is guided to the first driving lane, a vehicle traveling at a speed within a second range (higher than the first range) is guided to the second driving lane, and a vehicle traveling at a speed within a third range (higher than the second range) is guided to the third driving lane. In this way, by guiding a vehicle to a power supply lane corresponding to the vehicle speed, the vehicle speed variation between vehicles traveling in the same lane is reduced, and congestion is suppressed. A vehicle that is in a hurry can travel quickly in the third driving lane. Furthermore, a vehicle that needs to receive power for a long time can travel slowly in the first driving lane. Furthermore, a vehicle that requires more power supply due to a change in driving conditions (for example, a destination) while traveling in the third driving lane may be guided to the second driving lane by reducing its driving speed. According to the above configuration, it is possible to supply sufficient power to a vehicle while suppressing congestion.

[0030] A server according to a second aspect of the present disclosure includes a control device. The control device is configured to transmit a first guiding signal for guiding a vehicle to a first driving lane in which a first power supply facility that supplies power to the vehicle while traveling is provided, and a second guiding signal for guiding a vehicle to a second driving lane in which a second power supply facility that supplies power to the vehicle while traveling is provided. The control device is configured to transmit the first guiding signal to a vehicle when the vehicle speed of the vehicle while traveling in the second driving lane is within a predetermined first range, and to transmit the second guiding signal to the vehicle when the vehicle speed of the vehicle while traveling in the first driving lane is within a second range set to be faster than the first range.

[0031] The server described above also makes it possible to supply sufficient power to vehicles while suppressing congestion, similar to the power supply system described above.

[0032] A power supply method according to a third aspect of the present disclosure is a power supply method using a power supply system provided with a first power supply device that supplies power to a vehicle traveling in a first driving lane and a second power supply device that supplies power to a vehicle traveling in a second driving lane, and includes transmitting a first guidance signal to the vehicle traveling in the second driving lane to guide the vehicle to the first driving lane when the vehicle speed of the vehicle traveling in the second driving lane is within a predetermined first range, and transmitting a second guidance signal to the vehicle traveling in the first driving lane to guide the vehicle to the second driving lane when the vehicle speed of the vehicle traveling in the first driving lane is within a second range that is set faster than the first range.

[0033] Like the power supply system described above, the power supply method described above also makes it possible to supply sufficient power to vehicles while suppressing congestion. Effect of the Invention

[0034] According to the present disclosure, it is possible to supply sufficient power to vehicles while suppressing congestion. [Brief description of the drawings]

[0035] [Figure 1] 1 is a diagram illustrating an overall configuration of a power supply system according to an embodiment of the present disclosure. [Diagram 2] 2 is a diagram illustrating the configuration of each of the vehicle, the server, and the power supply facility illustrated in FIG. 1. [Diagram 3] 3 is a flowchart showing a process relating to power supply executed by the vehicle, the server, and the power supply facility shown in FIG. 2. [Figure 4] FIG. 1 is a diagram for explaining a configuration of a power supply system according to an embodiment of the present disclosure. [Diagram 5] 3 is a flowchart showing vehicle control executed by a control device of the server shown in FIG. 2. [Figure 6] 5 is a flowchart showing a process executed by a control device of the server shown in FIG. 2 when transmitting a second guiding signal. [Figure 7] FIG. 7 is a diagram for explaining vehicle control executed by the process shown in FIG. 6. [Figure 8] FIG. 2 is a diagram for explaining vehicle platooning. [Figure 9] 3 is a flowchart showing a process for creating platoon information executed by a control device (ECU) of the vehicle shown in FIG. 2. [Figure 10] 4 is a flowchart showing a process related to calculation and notification of a power supply fee in a power supply method according to an embodiment of the present disclosure. [Figure 11] 11 is a flowchart showing details of the process relating to the power supply fee calculation shown in FIG. 10. [Figure 12] FIG. 5 is a diagram illustrating a modification of the power supply system illustrated in FIG. [Figure 13] 6 is a flowchart showing a modified example of the process shown in FIG. 5. [Figure 14] 13 is a flowchart showing a process executed by a control device of a server when transmitting a third guiding signal in a modified example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0036] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are designated by the same reference characters and their description will not be repeated.

[0037] FIG. 1 is a diagram illustrating an overall configuration of a power supply system 10 according to an embodiment of the present disclosure. Referring to FIG. 1, the power supply system 10 includes a server 200 and a power supply facility 300. The power supply facility 300 includes a power transmission coil 320 provided on a road R. Each of the vehicles 100A and 100B is configured to receive power from the power supply system 10 (more specifically, the power transmission coil 320). Each of the vehicles 100A and 100B is configured to be able to communicate with the server 200 via a communication network NW. The communication network NW is a wide area network constructed by, for example, the Internet and a wireless base station. The server 200 is connected to the communication network NW via, for example, a communication line. The power supply facility 300 is configured to be able to wirelessly communicate with each of the vehicles 100A and 100B. The vehicles 100A and 100B are configured to be able to perform vehicle-to-vehicle communication (V2V communication) with each other. In this embodiment, the power supply facility 300 accesses the communication network NW by wireless communication and communicates with the server 200 via the communication network NW. However, the present invention is not limited to this configuration, and the server 200 and the power supply facility 300 may be directly connected by a communication line and communicate with each other without going through the communication network NW.

[0038] Each of the vehicles 100A and 100B has a configuration shown in Fig. 2, which will be described below. Hereinafter, when no distinction is required, each of the vehicles 100A and 100B will be referred to as "vehicle 100". The vehicle 100 corresponds to an example of an object (power supply object) to which the power supply equipment 300 supplies power in the power supply system 10. Fig. 2 is a diagram showing the configurations of the vehicle 100, the server 200, and the power supply equipment 300.

[0039] Referring to FIG. 2, the vehicle 100 includes a battery 110, a monitoring module 110a, a PCU (Power Control Unit) 120, a motor generator (hereinafter referred to as "MG") 130, an electronic control unit (hereinafter referred to as "ECU") 150, a receiving coil 160, a charging circuit 165, an autonomous driving sensor 170, a navigation system (hereinafter referred to as "NAVI") 180, an HMI (Human Machine Interface) 185, and a communication device 190.

[0040] The ECU 150 is a computer including a processor 151, a RAM (Random Access Memory) 152, and a storage device 153. The ECU 150 corresponds to an example of a "first computer" according to the present disclosure. The processor 151 may be a CPU (Central Processing Unit). The RAM 152 functions as a working memory that temporarily stores data processed by the processor 151. The storage device 153 is configured to be able to save stored information. In addition to programs, the storage device 153 stores information used by the programs (for example, maps, formulas, and various parameters). In this embodiment, the processor 151 executes the programs stored in the storage device 153, thereby executing various controls in the vehicle 100. However, this is not limited to this, and the various controls may be executed by dedicated hardware (electronic circuits).

[0041] Although details will be described later, the vehicle 100 is configured to be capable of platooning. For example, an advanced driver assistance system (ADAS) and a cooperative adaptive cruise control system (CACC) are implemented in the vehicle 100. The number of processors included in the ECU 150 is arbitrary, and a processor may be provided for each function.

[0042] The vehicle 100 includes a battery 110 that stores electric power for traveling. The vehicle 100 is configured to be able to travel using the electric power stored in the battery 110. The vehicle 100 according to this embodiment is an electric vehicle (BEV) that does not include an engine (internal combustion engine). A known vehicle power storage device (for example, a liquid type secondary battery, an all-solid-state secondary battery, or a battery pack) can be used as the battery 110. Examples of the vehicle secondary battery include a lithium ion battery and a nickel-metal hydride battery. The monitoring module 110a includes various sensors that detect the state of the battery 110 (for example, voltage, current, and temperature), and outputs the detection results to the ECU 150. The monitoring module 110a may be a BMS (Battery Management System) that further includes a SOC (State Of Charge) estimation function, a SOH (State of Health) estimation function, a cell voltage equalization function, a diagnosis function, and a communication function in addition to the above sensor functions. The ECU 150 can obtain the state of the battery 110 (for example, the temperature, the current, the voltage, the SOC, and the internal resistance) based on the output of the monitoring module 110a.

[0043] The PCU 120 includes, for example, an inverter, a converter, and a relay (hereinafter, referred to as "SMR (System Main Relay)"). The PCU 120 is controlled by the ECU 150. The MG 130 is, for example, a three-phase AC motor generator. The MG 130 is configured to be driven by the PCU 120 and rotate the drive wheels of the vehicle 100. The PCU 120 drives the MG 130 using power supplied from the battery 110. The MG 130 is also configured to perform regenerative power generation and supply the generated power to the battery 110. The number of motors (MGs) for running is arbitrary, and may be one, two, or three or more. The motor for running may be an in-wheel motor. The SMR is configured to switch between connection and disconnection of a power path from the battery 110 to the MG 130. The SMR is set in a closed state (connected state) when the vehicle 100 is running.

[0044] In this embodiment, the power receiving coil 160 is installed under the body of the vehicle 100 (for example, under the floor). However, the position of the power receiving coil can be changed as appropriate, and the power receiving coil may be provided near the wheel. The power receiving coil 160 is configured to receive power from the power transmitting coil 320 (FIG. 1) of the power supply system 10 in a non-contact manner. Any method of wireless power transmission (WPT) may be used, and may be a magnetic resonance method or an electromagnetic induction method. Other methods may also be adopted. The charging circuit 165 is located in the power path from the power receiving coil 160 to the battery 110. The charging circuit 165 is configured to convert the power supplied from the power supply system 10 to the power receiving coil 160 into power suitable for charging the battery 110. The charging circuit 165 includes, for example, an AC / DC conversion circuit that converts the AC power output from the power receiving coil 160 into DC power, and a charging relay that switches between connection and disconnection of the electric path from the power receiving coil 160 to the battery 110. The charging circuit 165 may further include a DC / DC converter and a filter circuit. The charging relay is controlled by the ECU 150. The charging relay is basically in an open state (disconnected state), but is switched to a closed state (connected state) when charging of the battery 110 is performed by the power received by the power receiving coil 160.

[0045] The vehicle 100 is configured to be capable of being charged while the vehicle 100 is traveling. Charging the vehicle 100 while the vehicle 100 is traveling is a charging operation in which power from the power supply system 10 (more specifically, the power transmitting coil 320) is input to the battery 110 via the power receiving coil 160 and the charging circuit 165 while the vehicle 100 is traveling. When charging while the vehicle 100 is traveling is performed, the charging relay is closed while the vehicle 100 is traveling.

[0046] The vehicle 100 is an autonomous vehicle configured to be capable of autonomous driving. The vehicle 100 according to this embodiment is configured to be capable of both manned driving (driving with a person inside the vehicle) and unmanned driving (driving with no person inside the vehicle). The vehicle 100 is configured to be capable of autonomous driving without a person inside the vehicle, but can also be driven manually by a user (manned driving). The vehicle 100 can also perform autonomous driving (for example, auto cruise control) while being manned.

[0047] The autonomous driving sensor 170 is a sensor used for autonomous driving. However, the autonomous driving sensor 170 may be used in a predetermined control when autonomous driving is not being performed. The autonomous driving sensor 170 includes a sensor that acquires information for recognizing the external environment of the vehicle 100 (hereinafter also referred to as an "external environment sensor"), a sensor that acquires information for recognizing the in-vehicle environment of the vehicle 100 (hereinafter also referred to as an "in-vehicle environment sensor"), and a sensor that acquires information regarding the behavior of the vehicle 100 (hereinafter also referred to as a "behavior sensor"). The detection results of each sensor are output to the ECU 150.

[0048] Examples of the external environment sensor include at least one of a camera, a millimeter wave radar, and a lidar facing the outside of the vehicle. The ECU 150 can recognize the external environment of the vehicle 100 (for example, the external environment in at least one direction of the front, right side, left side, and rear of the vehicle 100) based on the output of the external environment sensor. Examples of the in-vehicle environment sensor include at least one of a camera and an infrared sensor facing the inside of the vehicle. The ECU 150 can determine whether the vehicle 100 is in a occupant / unoccupied state based on the output of the in-vehicle environment sensor. The automatic driving sensor 170 may include a seating sensor or a seat belt sensor as the in-vehicle environment sensor. Examples of the behavior sensor include at least one of an IMU (Inertial Measurement Unit) and a GPS (Global Positioning System) sensor. The GPS sensor is a position sensor that uses GPS. The automatic driving sensor 170 may include at least one of a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor as the behavior sensor. The ECU 150 can detect or predict the position and attitude (current state or future state) of the vehicle 100 based on the output of the behavior sensors.

[0049] NAVI180 includes a GPS module and a storage device (both not shown). The storage device stores map information. The GPS module is configured to receive signals from GPS satellites (not shown) (hereinafter referred to as "GPS signals"). NAVI180 can identify the position of vehicle 100 using the GPS signals. NAVI180 is configured to perform route search to find an optimal route (e.g., the shortest route) from the current position of vehicle 100 to the destination by referring to the map information. NAVI180 may wirelessly communicate with a data center to successively update the map information.

[0050] The HMI 185 includes an input device and a display device. The HMI 185 may include a touch panel display. The HMI 185 may include a smart speaker that accepts voice input. The HMI 185 may display various information input by a user and various information acquired from outside the vehicle (for example, the server 200). The HMI 185 may display a route searched by the NAVI 180.

[0051] The ECU 150 executes various controls related to the driving of the vehicle 100 (for example, drive control, braking control, and steering control). The ECU 150 is configured to execute automatic driving according to a predetermined automatic driving program. The ECU 150 may execute automatic driving according to a driving route and driving schedule set in the NAVI 180 by controlling an accelerator device, a brake device, and a steering device (none of which are shown) of the vehicle 100 using various information acquired by the automatic driving sensor 170. The automatic driving program may be updated successively by OTA (Over The Air).

[0052] The communication device 190 includes a long-range communication module, a short-range communication module, and a V2V communication module.

[0053] The long-distance communication module corresponds to a communication I / F (interface) for long-distance communication. The long-distance communication module includes, for example, a DCM (Data Communication Module). Furthermore, the long-distance communication module may include a communication I / F corresponding to at least one of 5G (5th generation mobile communication system) and WiMAX (registered trademark). The long-distance communication module is configured to be able to access the communication network NW (wide area network) shown in FIG. 1. The vehicle 100 (ECU 150) is configured to access the communication network NW by the long-distance communication module and to perform wireless communication with the server 200 through the communication network NW.

[0054] The short-range communication module corresponds to a communication I / F for short-range communication. The short-range communication has a shorter communication distance than the long-range communication. The communication distance of the short-range communication module may be less than 200 m, or may be 1 m or more and 30 m or less. Examples of short-range communication include communication by a wireless LAN (Local Area Network), Bluetooth (registered trademark), or ZigBee (registered trademark). In the short-range communication, at least one of RFID (Radio Frequency Identification) and DSRC (dedicated Short Range Communication) may be adopted. The vehicle 100 (ECU 150) is configured to perform short-range wireless communication with the power supply equipment 300 (more specifically, a communication device 340 described later) by the short-range communication module.

[0055] The V2V communication module corresponds to a communication I / F for vehicle-to-vehicle communication. For example, the vehicle 100A and the vehicle 100B shown in FIG. 1 are configured to perform wireless communication between the vehicles through the V2V communication modules mounted on both the vehicles.

[0056] The communication device 190 may further include at least one of a communication module that performs vehicle-to-infrastructure (V2I) wireless communication and a communication module that performs wireless communication with a terminal (e.g., a smartphone or a wearable device) brought into the vehicle.

[0057] The power supply facility 300 includes a plurality of power transmission coils 320 provided on a road R, a power conversion circuit 330 provided for each of the power transmission coils 320, a monitoring module 330a provided for each of the power conversion circuits 330, a power supply relay 335, a communication device 340, a computer (hereinafter, referred to as "COM") 350, and a power line PL. The COM 350 corresponds to an example of a "second computer" according to the present disclosure.

[0058] A plurality of power transmitting coils 320 and a plurality of power conversion circuits 330 provided on the road R constitute a power supply circuit 310 that supplies power to vehicles traveling on the road R. A monitoring module 330a is provided for each power conversion circuit 330. The monitoring module 330a includes a power supply sensor that detects power output from the corresponding power conversion circuit 330 to the outside via the power transmitting coil 320. The number of power transmitting coils 320 included in the power supply facility 300 is arbitrary.

[0059] A power conversion circuit 330 is provided for each of the power transmission coils 320. The power conversion circuit 330 is electrically connected to the corresponding power transmission coil 320. Each of the power conversion circuits 330 included in the power supply circuit 310 is electrically connected to a power supply line PL. The power supply line PL is electrically connected to a power source 500 (for example, a power system) via a power supply relay 335. The power supply relay 335 is controlled by the COM 350. The COM 350 corresponds to an example of a "power supply control device" according to the present disclosure. The power supply relay 335 is configured to switch between connection and disconnection of a power supply path. The power supply relay 335 is basically in an open state (disconnected state), but is closed (connected state) when the power supply circuit 310 executes power supply.

[0060] The COM 350 includes a processor 351 (e.g., a CPU), a RAM 352, and a storage device 353. In addition to programs, the storage device 353 stores information used by the programs (e.g., maps, formulas, and various parameters). Although details will be described later, when power supply is reserved for the power supply equipment 300, information (e.g., identification information) related to the vehicle that has reserved the power supply is stored in the storage device 353. In this embodiment, the processor 351 executes the programs stored in the storage device 353, thereby performing various types of control in the power supply equipment 300. However, this is not limited to the above, and the various types of control may be performed by dedicated hardware (electronic circuitry).

[0061] The power conversion circuit 330 includes, for example, an inverter (INV) controlled by the COM 350. When the power supply relay 335 is in a closed state (connected state), the power conversion circuit 330 receives power from the power supply line PL, generates power for WPT, and outputs the generated power to the power transmission coil 320. For example, an electromagnetic field is formed around the power transmission coil 320 by supplying AC power from the power conversion circuit 330 to the power transmission coil 320, and the power transmission coil 320 of the power supply equipment 300 and the power receiving coil 160 of the vehicle 100 are electrically coupled through the electromagnetic field, and power is transmitted from the power supply equipment 300 to the vehicle 100 in a contactless manner.

[0062] The monitoring module 330a includes various sensors (for example, a current sensor, a voltage sensor, and a temperature sensor) that detect the state of the power conversion circuit 330, and outputs the detection results to the COM 350. The monitoring module 330a is configured to detect the supply power supplied to the vehicle on the road R via the corresponding power conversion circuit 330 and the power transmitting coil 320. Specifically, the monitoring module 330a includes a current sensor and a voltage sensor for detecting the supply power.

[0063] The communication device 340 includes a long-distance communication module and a short-distance communication module, similar to the above-mentioned communication device 190. The power supply facility 300 (COM350) is configured to access the communication network NW by the long-distance communication module and to perform wireless communication with the server 200 through the communication network NW. The power supply facility 300 (COM350) is also configured to perform short-distance wireless communication with the vehicle 100 (more specifically, the communication device 190) by the short-distance communication module. Therefore, when the vehicle 100 approaches the power supply facility 300, information can be exchanged between them by short-distance wireless communication.

[0064] The server 200 includes a communication device 210, a database 220, and a control device 250. The communication device 210 is configured to communicate with each of the vehicle 100 and the power supply equipment 300 through a communication network NW. The control device 250 is configured to exchange information bidirectionally with each of the power supply equipment 300 (COM 350) and the vehicle 100 (ECU 150).

[0065] The control device 250 includes a processor 251 (e.g., a CPU), a RAM 252, and a storage device 253. The storage device 253 stores information used by the programs (e.g., maps, formulas, and various parameters) in addition to programs. In this embodiment, the processor 251 executes the programs stored in the storage device 253, thereby executing various processes in the server 200. However, this is not limited to the above, and the various processes may be executed by dedicated hardware (electronic circuits).

[0066] The database 220 includes a map information database 221, a vehicle information database 222, and a power supply facility database 223. In the following, the database will be abbreviated as "DB."

[0067] The vehicle information DB 222 stores information about each vehicle registered in the server 200. In this embodiment, a plurality of vehicles 100 (FIG. 2) are registered in the server 200, and information about the plurality of vehicles 100 is managed in the vehicle information DB 222. The vehicle information DB 222 individually manages information about the vehicle (hereinafter also referred to as "vehicle information") in association with information for identifying the vehicle (hereinafter also referred to as "vehicle ID"). The vehicle information includes, for example, information indicating the specifications of the vehicle (e.g., vehicle type and rated charging power), the position of the vehicle, the driving situation (manned driving, unmanned driving, platoon driving, vehicle speed, etc.), the driving plan (e.g., destination), the state of the power storage device (e.g., SOC), information about a power supply request (presence or absence of a request, requested power), and information about the power supply record.

[0068] The power supply equipment DB 223 stores information about each power supply equipment registered in the server 200. In this embodiment, a plurality of power supply equipment 300 (FIG. 2) is registered in the server 200, and information about the plurality of power supply equipment 300 is managed in the power supply equipment DB 223. The power supply equipment DB 223 individually manages information about the power supply equipment (hereinafter also referred to as "equipment information") in association with information that identifies the power supply equipment (hereinafter also referred to as "equipment ID"). The equipment information includes, for example, information indicating the specifications of the power supply equipment (e.g., manufacturer, model number, power supply method, and rated power supply), the location of the power supply equipment, and maintenance information (e.g., inspection time, part replacement time, and usage history).

[0069] Map information DB221 stores map information. The map information indicates various roads in a predetermined area. The control device 250 may refer to the map information DB221, the vehicle information DB222, and the power supply equipment DB223 to grasp the respective positions of the vehicle and the power supply equipment on the map. The server 200 may further acquire traffic congestion information and weather information for each area from the outside. The traffic congestion information and weather information may be provided on the communication network NW by, for example, a known service. The map information DB221, the vehicle information DB222, and the power supply equipment DB223 are updated to the latest information periodically or at a predetermined timing. For example, when a travel plan set in the NAVI180 in the vehicle 100 is changed, the latest travel plan is transmitted from the vehicle 100 to the server 200, and the vehicle information DB222 is updated.

[0070] In the power supply system 10 shown in Fig. 1, the power supply equipment 300 is configured to supply power to the vehicle 100 while it is traveling in a non-contact manner. Fig. 3 is a flowchart showing a process executed by the vehicle 100, the power supply equipment 300, and the server 200 when the vehicle 100 receives power supply from the power supply equipment 300. In the following, each step in the flowchart will be simply denoted as "S".

[0071] 1 and 2, first, in S200, the vehicle 100 (ECU 150) makes a power supply request to the server 200. The power supply request (S200) is executed when a predetermined condition (hereinafter, referred to as a "power supply start condition") is satisfied. For example, the power supply start condition may be satisfied when a user makes a predetermined input (input requesting power supply) to the HMI 185 while the vehicle 100 is traveling with a person in the vehicle. Alternatively, while the vehicle 100 is traveling without a person in the vehicle, the ECU 150 may determine whether or not the power supply start condition is satisfied using at least one of the position of the vehicle 100, the travel plan, and the SOC of the battery 110. For example, the power supply start condition may be satisfied in a situation where it is determined that charging of the battery 110 is necessary.

[0072] In the above-mentioned power supply request (S200), ECU 150 transmits a predetermined power supply request signal to server 200. The power supply request signal includes identification information (vehicle ID) of vehicle 100 and requested power Prq [kW]. ECU 150 may issue a power supply request by specifying a power supply facility to which power supply is requested. In this case, ECU 150 transmits a power supply request signal to server 200 that includes information for identifying the power supply facility (for example, a facility ID and / or a location). Hereinafter, vehicle 100 that has issued a power supply request to server 200 is referred to as a "target vehicle."

[0073] After transmitting a power supply request signal to server 200, the target vehicle sequentially transmits information indicating its own status (e.g., vehicle position, vehicle speed, and platoon information described below) to server 200 until the requested power supply is completed (or until the reserved power supply is canceled). When the target vehicle is traveling unmanned, the target vehicle sequentially transmits a target value for driving control (e.g., a target vehicle speed) in addition to the current status (e.g., current position and current vehicle speed) to server 200. The traveling status of the target vehicle after the power supply request is monitored in real time by server 200.

[0074] When the server 200 receives the power supply request signal from the target vehicle, the server 200 executes the process of S400. In S400, the control device 250 identifies the power supply facility to which the target vehicle requests power supply, and transmits a predetermined power supply reservation signal to the identified power supply facility. When the power supply facility is not specified by the power supply request signal, the control device 250 may identify the power supply facility to which the target vehicle requests power supply, using vehicle information of the target vehicle (for example, the vehicle position, the driving plan, and the SOC of the battery 110). The control device 250 may transmit a power supply reservation signal to one or more power supply facilities located on the planned driving route of the target vehicle, for example. In this case, the location information of the power supply facility for which power supply is reserved may be transmitted from the server 200 to the target vehicle, and the driving route including the power supply facility may be set in the NAVI 180 of the target vehicle. When the driving route including the reserved power supply facility is set in the NAVI 180, the target vehicle may start automatic driving toward the reserved power supply facility according to the driving route.

[0075] The power supply reservation signal includes information about the target vehicle (for example, a vehicle ID and requested power Prq). The control device 250 may add vehicle information extracted from the vehicle information DB 222 based on the vehicle ID indicated in the power supply request signal to the power supply reservation signal. Hereinafter, the power supply facility for which power supply is reserved (i.e., the power supply facility to which the server 200 transmits the power supply reservation signal) is referred to as the "target facility." In this embodiment, the power supply facility 300 shown in FIG. 2 is the target facility.

[0076] When the target equipment (power supply equipment 300) receives the power supply reservation signal, vehicle information (for example, vehicle ID and requested power Prq) included in the power supply reservation signal is registered in the target equipment, and the process of S310 is executed. When the server 200 transmits power supply reservation signals to multiple power supply equipment 300, the series of processes (S310 to S350) shown in Fig. 3 are executed for each target equipment (power supply equipment 300). When one power supply equipment 300 receives power supply reservation signals from multiple vehicles 100, the target equipment (power supply equipment 300) executes the series of processes (S310 to S350) shown in Fig. 3 for each target vehicle.

[0077] In S310, the COM 350 of the target facility judges whether or not the target vehicle has approached the communication device 340 of the target facility installed on the road. The communication device 340 is configured to be capable of short-distance communication with the vehicle 100. Hereinafter, the range in which the target facility is capable of short-distance communication is also referred to as the "power supply zone." The presence of the vehicle 100 in the power supply zone means that the vehicle 100 has approached the target facility (including the power supply circuit 310 and the communication device 340). When the COM 350 receives the vehicle ID of the target vehicle through short-distance communication, it judges YES in S310. While the target vehicle is not approaching (NO in S310), the judgment in S310 is repeatedly executed. When the COM 350 does not confirm the approach of the target vehicle even after a predetermined time has elapsed since the reservation of power supply (reception of a power supply reservation signal), it may end the series of processes shown in FIG. 3 by timeout and cancel the reservation.

[0078] When the target vehicle (vehicle 100) approaches the target facility (YES in S210) after transmitting the power supply request signal (S200), short-range communication between the target facility and the target vehicle is started. Then, in S220, ECU 150 of the target vehicle transmits a predetermined power supply start signal to the target facility by short-range communication. The power supply start signal includes identification information (vehicle ID) of the target vehicle and platoon information (see FIG. 9) described later. Continuing short-range communication between the target facility and the target vehicle means that the target vehicle is present within the power supply zone of the target facility.

[0079] When the target facility (power supply facility 300) receives the power supply start signal, the COM 350 of the target facility collates the vehicle ID registered by the power supply reservation signal with the vehicle ID included in the power supply start signal. If the two match, YES is determined in S310, and the process proceeds to S320. In S320, the COM 350 sets the power supply circuit 310 to a power transmission active state (a state in which WPT is possible). As a result, power is supplied from the power conversion circuit 330 to the power transmission coil 320. During power transmission, the power supply relay 335 is maintained in a closed state (connected state). If the power receiving coil 160 of the vehicle 100 is present above the power transmission coil 320, WPT from the target facility to the vehicle 100 is performed. After authentication using the vehicle ID, the COM 350 may control the power supply circuit 310 and the power supply relay 335 so that power transmission is started in accordance with the timing of the vehicle passing. Then, the COM 350 performs power transmission control in S330. Specifically, the COM 350 controls the power conversion circuit 330 (inverter) so that power corresponding to the required power Prq of the target vehicle is supplied to the power transmitting coil 320. The COM 350 may control the amplitude of the AC current of the power transmitting coil 320 according to the required power Prq of the target vehicle. The detection value of the power supply by the monitoring module 330a during power supply is sequentially recorded in the storage device 353 together with the acquisition time.

[0080] On the other hand, after transmitting the power supply start signal (S220), the ECU 150 of the target vehicle sets the charging circuit 165 to a power receiving active state (a state in which charging is possible while traveling) in S230. This causes the charging relay to be in a closed state (connected state), and power from the target facility (power supply facility 300) is input to the battery 110 via the power receiving coil 160 and the charging circuit 165 of the target vehicle. Next, the ECU 150 performs charging control of the battery 110 in S240. Specifically, the ECU 150 controls the charging circuit 165 so that the power (charging power) input to the battery 110 approaches the required power Prq [kW]. The ECU 150 also performs vehicle speed control of the target vehicle based on the required amount of power Wrq [kWh]. The slower the vehicle speed of the target vehicle is, the greater the amount of power input to the battery 110. Using the detected voltage and current values ​​of the battery 110, the ECU 150 can calculate the received power [kW] from the target facility and the amount of received power [kWh] obtained by integrating the received power over time.

[0081] In the next step S250, ECU 150 of the target vehicle determines whether charging of battery 110 has been completed. For example, when the charge amount reaches the requested power amount Wrq or when battery 110 is fully charged, charging is determined to have been completed. Also, when short-range communication with the target facility is interrupted (i.e., when the target vehicle leaves the power supply zone), charging is determined to have been completed. While charging is not completed (NO in S250), charging of battery 110 is performed in S240.

[0082] When charging is completed (YES in S250), ECU 150 of the target vehicle cancels the power receiving active state of charging circuit 165 in S260. This stops charging circuit 165 and the charging relay is opened (cut off). When the process of S260 is executed, the charging process in the target vehicle is completed.

[0083] In S340, the COM 350 of the target facility determines whether the target vehicle has left the power supply zone, and while the target vehicle is in the power supply zone (NO in S340), executes power transmission in S330. Then, when the target vehicle leaves the power supply zone (YES in S340), the COM 350 releases the power transmission active state of the power supply circuit 310 in S350. This stops the power conversion circuit 330 (inverter), and the supply of power to the power transmission coil 320 is stopped. However, at this stage, the power supply relay 335 is still in a closed state (connected state). After the power transmission is stopped, the power supply relay 335 is controlled by the process shown in FIG. 10, which will be described later. When the process of S350 is executed, the power transmission process in the target facility ends.

[0084] FIG. 4 is a diagram for explaining the configuration of the power supply system 10 according to this embodiment. With reference to FIG. 4, a road R10 includes three travel lanes R1 to R3. Each of the travel lanes R1 and R2 corresponds to a power supply lane, and the travel lane R3 corresponds to a non-power supply lane. The travel lane R2 is located between the travel lanes R1 and R3. A gate may be provided at the entrance to the road R10 so that only vehicles that have reserved power supply can enter the power supply lane (travel lanes R1, R2). Each of the vehicles V1 to V6 in FIG. 4 is a vehicle traveling on the road R10, and has the same configuration as the vehicle 100 shown in FIG. 2. The vehicles V1 to V6 will be described later.

[0085] The power supply system 10 according to this embodiment includes a plurality of power supply facilities 300A and a plurality of power supply facilities 300B embedded in a road R10. The power supply facilities 300A are arranged at a predetermined interval in the travel lane R1. The power supply facilities 300B are arranged at a predetermined interval in the travel lane R2. The interval between the power supply facilities 300A in the travel lane R1 and the interval between the power supply facilities 300B in the travel lane R2 may be the same or different. Each of the power supply facilities 300A and the power supply facilities 300B has the same configuration as the power supply facility 300 shown in FIG. 2. The power supply facility 300A is configured to supply power to a vehicle traveling in the travel lane R1. The power supply facility 300B is configured to supply power to a vehicle traveling in the travel lane R2. Control device 250 of server 200 is configured to be able to communicate with each of vehicles V1-V6 and power supply facilities 300A, 300B via communication network NW. Control device 250, driving lane R1, driving lane R2, power supply facility 300A, and power supply facility 300B are each examples of a "control device," "first driving lane," "second driving lane," "first power supply facility," and "second power supply facility" according to the present disclosure, respectively.

[0086] The control device 250 functions as a vehicle control device. The control device 250 is configured to transmit a first guiding signal for guiding the vehicle to the driving lane R1 and a second guiding signal for guiding the vehicle to the driving lane R2. The control device 250 is configured to transmit the first guiding signal to the vehicle when the vehicle speed of the vehicle traveling in the driving lane R2 is within a predetermined first range. The control device 250 is configured to transmit the second guiding signal to the vehicle when the vehicle speed of the vehicle traveling in the driving lane R1 is within a second range set to be faster than the first range. In this embodiment, a speed range less than a predetermined reference speed (hereinafter, referred to as "Vs") is defined as the first range. Also, a speed range equal to or greater than Vs is defined as the second range. Vs is stored in the storage device 253. Vs may be a fixed value or may be variable depending on the situation.

[0087] Fig. 5 is a flowchart showing vehicle control executed by control device 250. The process shown in this flowchart is started, for example, when a vehicle (target vehicle) that has reserved power supply from power supply facilities (i.e., power supply facilities 300A and 300B) installed on road R10 enters road R10. A series of processes shown in Fig. 5 is executed for each target vehicle.

[0088] 1 and 2, in S100, the control device 250 determines which of the driving lanes R1 to R3 of the road R10 the target vehicle is traveling in. The control device 250 may identify the lane in which the target vehicle is traveling by using the position information of the target vehicle acquired from the target vehicle. The control device 250 may also identify the lane in which the target vehicle is traveling by using information acquired from the power supply equipment 300A or 300B (for example, identification information of the vehicle being supplied with power). If the target vehicle is traveling in the driving lane R1 ("R1" in S100), the process proceeds to S111. If the target vehicle is traveling in the driving lane R2 ("R2" in S100), the process proceeds to S121. If the target vehicle is traveling in the driving lane R3 ("R3" in S100), the process proceeds to S150.

[0089] In S111, the control device 250 judges whether the vehicle speed of the target vehicle is equal to or higher than Vs. Specifically, when the target vehicle is traveling with a person, the control device 250 judges whether the current vehicle speed (sensor detection value) of the target vehicle is equal to or higher than Vs, and when the target vehicle is traveling without a person, the control device 250 judges whether the target vehicle speed (target value of the vehicle speed in the traveling control) of the target vehicle is equal to or higher than Vs. If the vehicle speed of the target vehicle is equal to or higher than Vs (YES in S111), the control device 250 transmits a second guiding signal to the target vehicle in S112, and then the process proceeds to S150.

[0090] If the target vehicle is traveling unmanned in driving lane R1, an automatic driving command to guide the target vehicle to driving lane R2 is transmitted to the target vehicle as a second guidance signal in S112. When the target vehicle receives this second guidance signal, the ECU 150 of the target vehicle performs automatic driving according to the instruction from the control device 250. As a result, the target vehicle changes lanes from driving lane R1 to driving lane R2.

[0091] If the target vehicle is traveling in the driving lane R1 with an operator, in S112, a signal that causes the HMI 185 (e.g., a touch panel display) to notify the user of an instruction to guide the target vehicle to the driving lane R2 is transmitted to the target vehicle as a second guidance signal. When the target vehicle receives this second guidance signal, the HMI 185 of the target vehicle notifies the user of an instruction to guide the target vehicle to the driving lane R2. The HMI 185 may display, for example, a right-facing arrow (arrow indicating the direction of the driving lane R2). When the user changes lanes in accordance with this instruction, the target vehicle moves from the driving lane R1 to the driving lane R2. The HMI 185 corresponds to an example of a "second notification device" according to the present disclosure.

[0092] On the other hand, if the vehicle speed of the target vehicle is less than Vs (NO in S111), the second guide signal is not transmitted and the process proceeds to S150.

[0093] In S121, the control device 250 determines whether the vehicle speed of the target vehicle is less than Vs. Specifically, when the target vehicle is traveling with a person, the control device 250 determines whether the current vehicle speed (sensor detection value) of the target vehicle is less than Vs, and when the target vehicle is traveling without a person, the control device 250 determines whether the target vehicle speed (target value of vehicle speed in travel control) of the target vehicle is less than Vs. If the vehicle speed of the target vehicle is less than Vs (YES in S121), the control device 250 transmits a first guiding signal to the target vehicle in S122, and then the process proceeds to S150.

[0094] If the target vehicle is traveling unmanned in driving lane R2, an automatic driving command to guide the target vehicle to driving lane R1 is transmitted to the target vehicle as a first guidance signal in S122. When the target vehicle receives this first guidance signal, the ECU 150 of the target vehicle performs automatic driving according to the instruction from the control device 250. As a result, the target vehicle changes lanes from driving lane R2 to driving lane R1.

[0095] If the target vehicle is traveling in driving lane R2 with an operator, in S122, a signal that causes the HMI 185 (e.g., a touch panel display) to notify the user of an instruction to guide the target vehicle to driving lane R1 is transmitted to the target vehicle as a first guidance signal. When the target vehicle receives this first guidance signal, the HMI 185 of the target vehicle notifies the user of an instruction to guide the target vehicle to driving lane R1. The HMI 185 may display, for example, a left-facing arrow (arrow indicating the direction of driving lane R1). When the user changes lanes in accordance with this instruction, the target vehicle moves from driving lane R2 to driving lane R1. The HMI 185 corresponds to an example of a "first notification device" according to the present disclosure.

[0096] On the other hand, if the vehicle speed of the target vehicle is equal to or greater than Vs (NO in S121), the first guide signal is not transmitted and the process proceeds to S150.

[0097] In S150, the control device 250 determines whether the target vehicle is traveling on road R10 (target road). The control device 250 may determine whether the target vehicle is traveling on road R10 by using the position information of the target vehicle acquired from the target vehicle. While the target vehicle is traveling on road R10 (YES in S150), the process returns to the first step (S100). Then, when the target vehicle leaves road R10 (NO in S150), the series of processes shown in FIG. 5 ends.

[0098] 4 again, each of vehicles V1 to V6 is a vehicle that has reserved power supply at power supply facilities (i.e., power supply facilities 300A and 300B) provided on road R10, and can receive power supply from either power supply facility 300A or 300B. Hereinafter, the operation of server 200 will be described in an example where Vs is 50 km / h and the vehicle speeds of vehicles V1, V2, V3, V4, V5, and V6 are 20 km / h, 60 km / h, 70 km / h, 30 km / h, 80 km / h, and 100 km / h, respectively.

[0099] Of the vehicles V1 and V2 traveling in the driving lane R1, the vehicle speed of the vehicle V2 is equal to or greater than Vs. Therefore, the server 200 transmits a second guiding signal to the vehicle V2 (S112 in FIG. 5). Of the vehicles V3 and V4 traveling in the driving lane R2, the vehicle speed of the vehicle V4 is less than Vs. Therefore, the server 200 transmits a first guiding signal to the vehicle V4 (S122 in FIG. 5). Since both the vehicles V5 and V6 are traveling in the unpowered lane (driving lane R3) ("R3" in S100 in FIG. 5), the server 200 does not transmit a guiding signal to the vehicles V5 and V6.

[0100] The control device 250 of the server 200 is configured to execute the process shown in Fig. 6, which will be described below, when transmitting the second guiding signal. Fig. 6 is a flowchart showing the process executed by the control device 250 when transmitting the second guiding signal. The process shown in this flowchart is started, for example, when the control device 250 transmits the second guiding signal in S112 of Fig. 5.

[0101] 1 and 2, in S123, the control device 250 determines whether or not there are one or more vehicles capable of platooning in the driving lane R2. If there are vehicles capable of platooning in the driving lane R2 (YES in S123), the control device 250 transmits a platooning command (first platooning command) instructing the vehicle to platoon in the driving lane R2 to the vehicle guided to the driving lane R2 by the second guide signal and to each of the one or more vehicles capable of platooning in the driving lane R2 in S124. On the other hand, if there are no vehicles capable of platooning in the driving lane R2 (NO in S123), the platooning command is not transmitted and the series of processes shown in FIG. 6 ends.

[0102] Fig. 7 is a diagram for explaining vehicle control executed by the process shown in Fig. 6. Each of the vehicles 100A to 100D in Fig. 7 is a vehicle traveling on road R10, and has the same configuration as the vehicle 100 shown in Fig. 2. Hereinafter, with reference to Fig. 7, the operation of the server 200 will be described in an example where Vs is 50 km / h and the vehicle speeds of the vehicles 100A, 100B, 100C, and 100D are 60 km / h, 70 km / h, 60 km / h, and 70 km / h, respectively.

[0103] 7, the vehicle speed of vehicle 100C traveling in travel lane R1 is equal to or higher than Vs. Therefore, server 200 transmits a second guiding signal to vehicle 100C (S112 in FIG. 5). When control device 250 transmits the second guiding signal to vehicle 100C, vehicles 100A, 100B, and 100D are present on travel lane R2 around vehicle 100C. Since the vehicle speed of each of vehicles 100A, 100B, and 100D is equal to or higher than Vs, control device 250 determines that each of vehicles 100A, 100B, and 100D can travel in a convoy with vehicle 100C. Therefore, the control device 250 transmits a platoon driving command to vehicle 100C, which is guided to driving lane R2 by the second guidance signal, and to each of the vehicles 100A, 100B, and 100D on driving lane R2, instructing them to platoon in driving lane R2 (S124 in FIG. 6).

[0104] Fig. 8 is a diagram for explaining platooning. With reference to Fig. 8 together with Fig. 2, when ECU 150 (Fig. 2) of each of vehicles 100A-100D receives a platooning command (S124 in Fig. 6) from control device 250, ECU 150 executes automatic driving of the vehicle so that the vehicle travels in a platoon in accordance with the platooning command. As a result, vehicles 100A-100D travel in a platoon. Specifically, as shown in Fig. 8, vehicles 100A-100D travel continuously with a predetermined inter-vehicle distance, and platoon 400 is formed by vehicles 100A-100D.

[0105] A platoon includes a vehicle located at the front (hereinafter referred to as the "leading vehicle") and vehicles following the leading vehicle (hereinafter referred to as the "following vehicle"). Hereinafter, the vehicle located at the rearmost position among the following vehicles will be referred to as the "rearmost vehicle". And, a following vehicle that is not the rearmost vehicle will be referred to as the "middle vehicle". Also, a vehicle traveling in front of a reference vehicle will be referred to as the "preceding vehicle", and a vehicle traveling behind will be referred to as the "following vehicle". In the platoon 400 shown in FIG. 8, vehicle 100A corresponds to the leading vehicle, vehicle 100D corresponds to the rearmost vehicle, and vehicles 100B and 100C correspond to the middle vehicles. Also, the vehicle preceding vehicle 100B is vehicle 100A, and the vehicle following vehicle 100B is vehicle 100C.

[0106] When vehicles 100A-100D are traveling in a platoon, the wind pressure that the leading vehicle (vehicle 100A) experiences while traveling is the same as when the vehicles are traveling alone. On the other hand, the wind pressure that the following vehicles (vehicles 100B-100D) experience while traveling is smaller than the wind pressure when the vehicles are traveling alone. The sum of the energy consumed while the vehicles 100A-100D are traveling in a platoon is smaller than when each of the vehicles 100A-100D is traveling alone. The reduction in the running resistance of the following vehicles reduces the energy consumed for traveling. In this way, by actively promoting platooning, it is possible to reduce energy consumption in society as a whole.

[0107] Although details will be described later, in the power supply system according to this embodiment, in order to correct the unfairness between the leading vehicle and the following vehicles, the power supply unit price (unit price of power supply fee) applied to the leading vehicle in the platooning is set lower (cheaper) than that of the following vehicles (see FIG. 11). With this mechanism, an incentive to run as the leading vehicle can be given.

[0108] In this embodiment, the ECU 150 (FIG. 2) of each of the vehicles 100A-100D is configured to detect the behavior of a preceding vehicle and perform automatic driving to follow the preceding vehicle when the vehicle (the vehicle equipped with the ECU 150) is not the leading vehicle in the platoon. For example, the ECU 150 of the vehicle 100B detects the behavior of the vehicle 100A (the vehicle running in front of the vehicle 100B) and performs automatic driving to follow the vehicle 100A. In addition, the ECU 150 of the vehicle 100C running behind the vehicle 100B in the platoon detects the behavior of the vehicle 100B and performs automatic driving to follow the vehicle 100B. The vehicles 100A-100D included in the platoon may constantly communicate with each other by vehicle-to-vehicle communication (V2V communication) during the platoon. The ECU 150 of each following vehicle may receive information indicating the driving state of the preceding vehicle (for example, acceleration / deceleration information) through V2V communication, and execute driving control corresponding to the driving state of the preceding vehicle by an ADAS (Advanced Driver Assistance System). Adjustment of the inter-vehicle distance during platoon driving may be performed by a Cooperative Accelerator for Maintaining Distance (CACC). The inter-vehicle distance during platoon driving may be adjusted so that cutting in to the platoon is suppressed. Each of the vehicles 100A-100D may start the above-mentioned control for platoon driving when receiving a platoon driving command from the server 200 (control device 250), for example. Then, the behavior of the leading vehicle may be transmitted to the following vehicles in real time, so that integrated driving control may be performed in the platoon.

[0109] Each of the vehicles 100A-100D forming the platoon 400 may be manned or unmanned. Only the leading vehicle (vehicle 100A) may have a driver, and the following vehicles (vehicles 100B-100D) may be unmanned. The method of controlling platooning is not limited to the above and may be any method. For example, the server 200 may remotely control the vehicle platoon as a whole while individually transmitting platooning commands to each vehicle included in the vehicle platoon.

[0110] 7 again, the control device 250 according to this embodiment includes an information acquisition unit 250a that acquires platoon information and a power supply record for each vehicle traveling in a platoon, and a power supply fee calculation unit 250b that calculates a power supply fee for each vehicle traveling in a platoon, using a power supply unit price (unit price of power supply fee) set using the platoon information and the power supply record. In the control device 250, the information acquisition unit 250a and the power supply fee calculation unit 250b are embodied by, for example, the processor 251 shown in FIG. 2 and a program executed by the processor 251. However, without being limited thereto, each of the above units may be embodied by dedicated hardware (electronic circuit).

[0111] 9 is a flowchart showing a process for creating platoon information executed by vehicle 100. The process shown in this flowchart is repeatedly executed by ECU 150 while vehicle 100 is traveling (for example, while traveling at a speed range where platooning can be performed). The series of processes shown in FIG. 9 is executed for each vehicle 100.

[0112] In this embodiment, Fld and Fbk, which are parameters used in the process shown in FIG. 9, indicate platoon information. Fld and Fbk are stored in the storage device 253 shown in FIG. 2. Table T100 shows an example of platoon information indicated by Fld and Fbk. Specifically, Fld indicates whether there is a preceding vehicle or not according to 1 / 0. Fbk indicates whether there is a following vehicle or not according to 1 / 0. When Fld and Fbk are "0" and "0", respectively, it means that the vehicle is traveling alone. When Fld and Fbk are "0" and "1", respectively, it means that the vehicle is traveling in a platoon and is located at the front of the platoon. When Fld and Fbk are "1" and "0", respectively, it means that the vehicle is traveling in a platoon and is located at the rear end of the platoon. When Fld and Fbk are "1" and "1", respectively, it means that the vehicle is traveling in a platoon and is located in the middle of the platoon. As described above, the platoon information indicated by Fld and Fbk includes information for identifying whether the vehicle is the leading vehicle of the platoon. Fld is set in S521 and S522 described below, and Fbk is set in S551 to S554 described below.

[0113] 9 together with FIG. 2, in S510, ECU 150 determines whether or not there is a preceding vehicle traveling ahead of the vehicle (host vehicle). ECU 150 may determine whether or not there is a preceding vehicle based on a detection result of autonomous driving sensor 170 (for example, at least one of a camera, a millimeter wave radar, and a lidar facing the front of vehicle 100). For example, when another vehicle (a preceding vehicle) is detected within a predetermined distance ahead of the vehicle, it is determined that a preceding vehicle exists. Note that a method for determining whether or not there is a preceding vehicle is arbitrary and is not limited to the above.

[0114] When a preceding vehicle is detected (YES in S510), the ECU 150 sets Fld to "1" in S521, and then in the following S530, determines whether or not there is a following vehicle traveling behind the vehicle (own vehicle). In this embodiment, the ECU 150 determines whether or not there is a following vehicle based on whether or not the vehicle has received Nbk (S580) described later from the following vehicle. However, the present invention is not limited to this, and any method for determining whether or not there is a following vehicle may be used. In a form in which the autonomous driving sensor 170 includes at least one of a camera, a millimeter wave radar, and a lidar facing the rear of the vehicle 100, the ECU 150 may determine whether or not there is a following vehicle based on the detection result of the autonomous driving sensor 170. For example, when another vehicle (following vehicle) is detected within a predetermined distance behind the vehicle, it may be determined that a following vehicle exists.

[0115] If the vehicle does not receive Nbk (S580) from the following vehicle (NO in S530), ECU 150 sets Fbk to "0" in the following S551. Then, in the following S560, ECU 150 sets Nbk of the vehicle to "0", and the process proceeds to S580. Nbk indicates the number of following vehicles. Nbk is stored in storage device 253 shown in FIG. 2. If YES is determined in S510 and NO is determined in S530, the vehicle is considered to be the rearmost vehicle, and therefore Nbk is set to "0" (no following vehicles) in S560.

[0116] When the vehicle receives Nbk (S580) from the following vehicle (YES in S530), ECU 150 sets Fbk to "1" in S552, and then in the following S570, adds 1 to the Nbk (S580) received from the following vehicle, and stores the obtained value in storage device 253 as the Nbk of the vehicle. Then, processing proceeds to S580. When the determination is YES in S510 and YES in S530, the vehicle is considered to be an intermediate vehicle, and therefore in S570, the value obtained by adding 1 to the Nbk of the following vehicle is set as the Nbk of the vehicle.

[0117] In S580, ECU 150 transmits vehicle information including the vehicle IDs of the vehicle and the following vehicle (if the vehicle is the rearmost vehicle, only the vehicle ID of the vehicle) and the Nbk of the vehicle to the preceding vehicle by V2V communication. After that, the process returns to the first step (S510).

[0118] If no preceding vehicle is detected (NO in S510), ECU 150 sets Fld to “0” in S522, and then in the subsequent S540, determines whether or not there is a following vehicle traveling behind the subject vehicle (host vehicle). The process of S540 may be the same as the process of S530.

[0119] When the vehicle receives Nbk (S580) from the following vehicle (YES in S540), ECU 150 sets Fbk to "1" in S553, and then adds 1 to the Nbk (S580) received from the following vehicle in S590, and stores the obtained value in storage device 253 as the Nbk of the vehicle. If NO is determined in S510 and YES is determined in S540, the vehicle is considered to be the leading vehicle, and therefore in S590, the value obtained by adding 1 to the Nbk of the following vehicle is set as the Nbk of the vehicle. Then, the process returns to the first step (S510).

[0120] If the vehicle does not receive Nbk (S580) from the following vehicle (NO in S540), the ECU 150 sets Fbk to "0" in the following S554, and then the process returns to the first step (S510). If the results are NO in S510 and NO in S540, the vehicle is considered to be traveling alone.

[0121] As described above, the ECU 150 shown in FIG. 2 is configured to determine whether or not there is a preceding vehicle traveling in front and whether or not there is a following vehicle traveling behind while the vehicle 100 is traveling in a convoy, and to create convoy information using these determination results.

[0122] 10 is a flowchart showing a process related to calculation and notification of a power supply fee. For example, when the power supply reserved for the power supply facility 300 ends, the target facility (power supply facility 300) executes the process (S371 to S376) shown in FIG.

[0123] 10 together with FIG. 2, the COM350 of the target facility executes the process of S371 following the process of S350 in FIG. 3, for example. In S371, the COM350 determines whether the target vehicles are traveling in a convoy. The COM350 determines whether the target vehicles are traveling in a convoy, for example, using the convoy information (see table T100 in FIG. 9) included in the power supply start signal (S220 in FIG. 3) received from the target vehicles in communication before the start of power transmission. If the target vehicles are traveling in a convoy (YES in S371), the COM350 determines whether the target vehicle is the rearmost vehicle in S372 using the convoy information.

[0124] If the target vehicle is traveling in a platoon and is the rearmost vehicle (YES in both S371 and S372), the COM 350 opens the power supply relay 335 (disconnected state) in S373. On the other hand, if a NO decision is made in either S371 or S372, the COM 350 keeps the power supply relay 335 closed (connected state) in S374. In this way, when supplying power to each vehicle in the platoon (YES in S371), the COM 350 maintains the power supply relay 335 in the connected state from when power supply to the leading vehicle begins until power supply to the rearmost vehicle ends (NO in S372), and switches the power supply relay 335 to the disconnected state after power supply to the rearmost vehicle ends (YES in S372).

[0125] In the next S375, the COM 350 of the target facility creates a power supply record for the target vehicle using the detection value of the power supply by the monitoring module 330a during power supply. The power supply record includes the power supply date and time, the power supply power Psd [kW], the power supply time Tsd [seconds], and the power supply amount Wsd [kWh], and is created in association with the vehicle ID of the target vehicle. In this way, the COM 350 creates a power supply record for each vehicle using the detection value of the power supply by the monitoring module 330a when power is supplied to each vehicle traveling in a platoon on the power supply lane (for example, the travel lane R1 or R2 shown in FIG. 4).

[0126] In the next S376, the COM 350 of the target equipment transmits power supply history information regarding the target vehicle to the server 200. The power supply history information includes the power supply history and the vehicle ID of the target vehicle. The power supply history information may further include platoon information of the target vehicle and the equipment ID of the target equipment that supplied power to the target vehicle. When the process of S376 is executed, the series of processes shown in FIG. 10 related to the power supply equipment 300 (target equipment) ends. On the other hand, when the server 200 receives the power supply history information, the received power supply history information is stored in the storage device 253, and the series of processes shown in FIG. 10 related to the server 200 starts.

[0127] In S410, the control device 250 of the server 200 calculates a power supply fee to be charged to the user of the target vehicle, using the power supply record information received from the power supply equipment 300. Fig. 11 is a flowchart showing the details of S410.

[0128] 2 and 7, in S411, the information acquisition unit 250a of the control device 250 acquires platoon information of the target vehicles. The information acquisition unit 250a reads out the platoon information of the target vehicles from, for example, the storage device 253. The platoon information may be received from the power supply facility 300 and stored in the storage device 253, or may be received from the target vehicles and stored in the storage device 253.

[0129] In S412, the power supply fee calculation unit 250b of the control device 250 uses the platoon information of the target vehicle to determine whether the target vehicle was participating in platooning. If the target vehicle was not participating in platooning (NO in S412), in S414, the power supply fee calculation unit 250b sets the basic unit price P0 as the power supply unit price for the target vehicle. In this embodiment, a fee per unit amount of power supply is adopted as the power supply unit price. However, this is not limited to this, and the power supply unit price may be a fee per unit power supply time.

[0130] If the target vehicle is participating in the platooning (YES in S412), the power supply fee calculation unit 250b determines in S413 whether the target vehicle was the leading vehicle by using the platoon information of the target vehicle. If the target vehicle was the leading vehicle (YES in S413), the power supply fee calculation unit 250b sets the unit price P1 (preferential unit price) lower than the basic unit price P0 as the power supply unit price of the target vehicle in S415. If the target vehicle was not the leading vehicle (NO in S413), the power supply fee calculation unit 250b sets the unit price P2 higher than the unit price P1 as the power supply unit price of the target vehicle in S416. In this way, for multiple vehicles included in one platoon, the power supply fee calculation unit 250b sets the power supply unit price for the leading vehicle of the platoon lower (cheaper) than the power supply unit prices for vehicles other than the leading vehicle of the platoon. The unit price P2 and the basic unit price P0 may be the same or different.

[0131] When the power supply unit price of the target vehicle is set in any of S414 to S416, in S417, the information acquisition unit 250a of the control device 250 acquires the power supply record and the vehicle ID of the target vehicle. The information acquisition unit 250a reads out the power supply record information of the target vehicle from the storage device 253, for example.

[0132] Thereafter, the power supply fee calculation unit 250b calculates the power supply fee for the target vehicle in S418. For example, the power supply fee calculation unit 250b calculates the power supply fee for the target vehicle by multiplying the set power supply unit price [￥ / kWh] by the power supply amount [kWh] included in the power supply record. The processes shown in FIG. 10 and FIG. 11 are executed with each vehicle traveling in the platoon as the target vehicle. That is, the information acquisition unit 250a is configured to acquire platoon information (S411) and power supply record (S417) regarding each vehicle traveling in the platoon. In addition, the power supply fee calculation unit 250b calculates the power supply fee for each vehicle traveling in the platoon using the power supply unit price set using the platoon information and the power supply record (S418). When the process of S418 is executed, the process proceeds to S420 in FIG. 10.

[0133] 10 again together with FIG. 2, the server 200, in S420, stores the power supply fee calculated in S410 in the storage device 253 in association with the vehicle ID of the target vehicle. The server 200 manages the power supply fee for each vehicle ID. Thereafter, in S430, the control device 250 transmits power supply fee information including the power supply unit price (the unit price set in any one of S414 to S416 in FIG. 11) and the power supply fee (the fee calculated in S418 in FIG. 11) for the target vehicle to the target vehicle. If the set power supply unit price is not the basic unit price P0, the power supply fee information may further include the basic unit price P0. When the process of S430 is executed, the series of processes shown in FIG. 10 for the server 200 ends. On the other hand, when the target vehicle receives the power supply fee information, the series of processes shown in FIG. 10 for the vehicle 100 (target vehicle) starts.

[0134] In S270, the ECU 150 of the target vehicle displays the power supply unit price and the power supply fee included in the power supply fee information on the HMI 185 (for example, a touch panel display). When the target vehicle is the leading vehicle and a preferential unit price is applied, the ECU 150 controls the HMI 185 to inform the user that the power supply fee has been preferentially applied. For example, the HMI 185 may display the basic unit price P0 together with the unit price P1 (preferential unit price) to inform the user that a fee lower than the basic unit price P0 has been applied. This can motivate the user to run as the leading vehicle.

[0135] According to the power supply system 10 (see FIGS. 1 to 11) having the configuration described above, it is possible to supply sufficient power to a vehicle while suppressing congestion. Moreover, the power supply method according to this embodiment includes the processes shown in each of FIGS. 3, 5, 6, and 9 to 11. In the process shown in FIG. 5, when the vehicle speed of a vehicle traveling in the travel lane R2 (high-speed lane) is within a predetermined first range (a speed range less than Vs) (YES in S121), the control device 250 transmits a first guiding signal to the vehicle to guide the vehicle to the travel lane R1 (low-speed lane) (S122). Moreover, when the vehicle speed of a vehicle traveling in the travel lane R1 (low-speed lane) is within a second range (a speed range equal to or greater than Vs) set to be faster than the first range (YES in S111), the control device 250 transmits a second guiding signal to the vehicle to guide the vehicle to the travel lane R2 (high-speed lane) (S112). This method also makes it possible to supply sufficient power to vehicles while minimizing congestion.

[0136] In the above embodiment, whether or not the vehicle approaches the power supply facility is determined based on whether or not short-range communication is established between the vehicle and the power supply facility. However, the method of detecting the approach of the vehicle is not limited to this method and may be any method. For example, the approach of the vehicle may be detected by a sensor provided on the road or its surroundings.

[0137] In the process shown in FIG. 11, the same power supply unit price (unit price P2) is set for the following vehicles (see S416). However, this is not limited to the above, and the power supply unit price may be differentiated among the following vehicles. For example, the power supply unit price of the rearmost vehicle may be higher than that of the middle vehicles. Furthermore, the power supply unit price may be differentiated among the middle vehicles, so that the vehicle located further back has a higher power supply unit price. The power supply unit price of each vehicle in the platoon may be set so that at least one following vehicle in the same platoon bears the preferential portion of the unit price applied to the leading vehicle. For example, the control device 250 may determine an increase in the unit price P2 relative to the basic unit price P0 in response to a decrease in the unit price P1 relative to the basic unit price P0.

[0138] The road to which the power supply system is applied is not limited to the road R10 shown in FIG. 4. The road to which the power supply system is applied may be a general road or an expressway. The length of the power supply lane (the area on the road where the power supply equipment is installed) is arbitrary, and may be, for example, 5 km or more and 100 km or less, or may be several kilometers. In the road R10 shown in FIG. 4, the number of power supply lanes is two lanes and the number of non-power supply lanes is one lane, but there may be more non-power supply lanes than power supply lanes. In addition, the above-mentioned power supply system may be applied to a road having three or more lanes of power supply lanes.

[0139] Fig. 12 is a diagram showing a modified example of the power supply system shown in Fig. 4. Referring to Fig. 12, road R10A has the same configuration as road R10, except that travel lane R3A (power supply lane) is adopted instead of travel lane R3 (non-power supply lane). Road R10A may be a dedicated road for entering and exiting by passing through a gate. Each of vehicles V11 to V16 in Fig. 12 is a vehicle traveling on road R10A, and has the same configuration as vehicle 100 shown in Fig. 2. Vehicles V11 to V16 will be described later.

[0140] The power supply system 10A according to this modification includes a plurality of power supply facilities 300A, a plurality of power supply facilities 300B, and a plurality of power supply facilities 300C. Each of the power supply facilities 300A-300C is embedded in the road R10A and has the same configuration as the power supply facility 300 shown in FIG. 2. The power supply facilities 300C are arranged at predetermined intervals in the travel lane R3A. The power supply facilities 300C are configured to supply power to vehicles traveling in the travel lane R3A. The travel lane R3A and the power supply facilities 300C correspond to examples of a "third travel lane" and a "third power supply facility" according to the present disclosure, respectively.

[0141] The control device 250 of the server 200 is configured to be able to communicate with each of the vehicles V11-V16 and the power supply facilities 300A-300C via the communication network NW. When power is supplied by the power supply facilities provided on the road R10A (i.e., the power supply facilities 300A-300C shown in FIG. 12), the control device 250 executes the process shown in FIG. 13, which will be described below, instead of the process shown in FIG. 5.

[0142] Fig. 13 is a flowchart showing a modified example of the process shown in Fig. 5. The process shown in this flowchart is started, for example, when a vehicle (target vehicle) that has reserved power supply at a power supply facility installed on road R10A enters road R10A. A series of processes shown in Fig. 13 is executed for each target vehicle.

[0143] 2 and 12, in S100A, the control device 250 determines in which of the driving lanes R1, R2, and R3A of the road R10A the target vehicle is traveling. The determination method is, for example, similar to S100 in FIG.

[0144] When the target vehicle is traveling in the travel lane R1, the control device 250 determines in S111A whether the vehicle speed of the target vehicle is equal to or higher than a predetermined first speed (hereinafter, referred to as "Vs1"). The method of determining the vehicle speed is, for example, similar to S111 in FIG. 5. When the vehicle speed of the target vehicle is equal to or higher than Vs1 (YES in S111A), the control device 250 transmits a second guiding signal to the target vehicle in S112, and then the process proceeds to S150. On the other hand, when the vehicle speed of the target vehicle is lower than Vs1 (NO in S111A), the second guiding signal is not transmitted, and the process proceeds to S150. S112 and S150 in FIG. 13 are the same as S112 and S150 in FIG. 5, respectively.

[0145] When the target vehicle is traveling in the travel lane R2, the control device 250 determines in S121A whether the vehicle speed of the target vehicle is less than Vs1. The method of determining the vehicle speed is, for example, similar to S121 in FIG. 5. When the vehicle speed of the target vehicle is less than Vs1 (YES in S121A), the control device 250 transmits a first guiding signal to the target vehicle in S122, and the process proceeds to S150. S122 in FIG. 13 is the same as S122 in FIG. 5.

[0146] On the other hand, if the vehicle speed of the target vehicle is equal to or higher than Vs1 (NO in S121A), the control device 250 judges in S131 whether the vehicle speed of the target vehicle exceeds a predetermined second speed (hereinafter, referred to as "Vs2"). The method of judging the vehicle speed is the same as S111A and S121A. If the vehicle speed of the target vehicle exceeds Vs2 (YES in S131), the control device 250 transmits a third guiding signal to the target vehicle in S132, and the process proceeds to S150. The third guiding signal is a signal that guides the vehicle to the driving lane R3A.

[0147] If the target vehicle is traveling unmanned in driving lane R2, an automatic driving command to guide the target vehicle to driving lane R3A is transmitted to the target vehicle as a third guidance signal in S132. When the target vehicle receives this third guidance signal, ECU 150 of the target vehicle performs automatic driving according to the instruction from control device 250. As a result, the target vehicle changes lanes from driving lane R2 to driving lane R3A.

[0148] If the target vehicle is traveling in the driving lane R2 with a driver, in S132, a signal that causes the HMI 185 (notification device) to notify the user of an instruction to guide the target vehicle to the driving lane R3A is transmitted to the target vehicle as a third guidance signal. When the target vehicle receives this third guidance signal, the HMI 185 of the target vehicle notifies the user of an instruction to guide the target vehicle to the driving lane R3A. The HMI 185 may display, for example, a right-facing arrow (arrow indicating the direction of the driving lane R3A). When the user changes lanes in accordance with this instruction, the target vehicle moves from the driving lane R2 to the driving lane R3A.

[0149] If the vehicle speed of the target vehicle is equal to or lower than Vs2 (NO in S131), the third guide signal is not transmitted and the process proceeds to S150.

[0150] When the target vehicle is traveling in the driving lane R3A, the control device 250 determines in S141 whether the vehicle speed of the target vehicle is Vs2 or less. The method of determining the vehicle speed is similar to S111A and S121A. When the vehicle speed of the target vehicle is Vs2 or less (YES in S141), the control device 250 transmits a second guiding signal to the target vehicle in S142, and then the process proceeds to S150. On the other hand, when the vehicle speed of the target vehicle exceeds Vs2 (NO in S141), the second guiding signal is not transmitted, and the process proceeds to S150. The process of S142 is similar to the process of S112. The target vehicle that receives the second guiding signal transmitted in S142 is guided from the driving lane R3A to the driving lane R2 by the second guiding signal.

[0151] While the target vehicle is traveling on road R10A (target road) (YES in S150), the process returns to the first step (S100A). Then, when the target vehicle leaves road R10A (NO in S150), the series of processes shown in FIG. 13 ends.

[0152] 12 again, each of vehicles V11 to V16 is a vehicle that has reserved power supply at a power supply facility installed on road R10A, and can receive power supply from any of power supply facilities 300A to 300C. Hereinafter, the operation of server 200 will be described in an example where Vs1 and Vs2 are 50 km / h and 100 km / h, respectively, and the vehicle speeds of vehicles V11, V12, V13, V14, V15, and V16 are 30 km / h, 60 km / h, 110 km / h, 40 km / h, 80 km / h, and 120 km / h, respectively.

[0153] Of the vehicles V11 and V12 traveling in the travel lane R1, the vehicle speed of the vehicle V12 is equal to or greater than Vs1. Therefore, the server 200 transmits a second guiding signal to the vehicle V12 (S112 in FIG. 13). Of the vehicles V13 and V14 traveling in the travel lane R2, the vehicle speed of the vehicle V13 is greater than Vs2, and the vehicle speed of the vehicle V14 is less than Vs1. Therefore, the server 200 transmits a third guiding signal to the vehicle V13 (S132 in FIG. 13) and transmits a first guiding signal to the vehicle V14 (S122 in FIG. 13). Of the vehicles V15 and V16 traveling in the travel lane R3A, the vehicle speed of the vehicle V15 is equal to or less than Vs2. Therefore, the server 200 transmits a second guiding signal to the vehicle V15 (S142 in FIG. 13).

[0154] As described above, the control device 250 of the server 200 transmits a first guiding signal to a vehicle traveling in the travel lane R2 when the vehicle speed is within a predetermined first range (a speed range less than Vs1), and transmits a second guiding signal to a vehicle traveling in the travel lane R1 when the vehicle speed is within a second range (a speed range of Vs1 or more and Vs2 or less) set on the higher side than the first range. Furthermore, the control device 250 transmits a third guiding signal to a vehicle traveling in the travel lane R2 when the vehicle speed is within a third range (a speed range exceeding Vs2) set on the higher side than the second range, and transmits a second guiding signal to a vehicle traveling in the travel lane R3A when the vehicle speed is within the second range.

[0155] When transmitting the second guiding signal in S112 or S142 of Fig. 13, the control device 250 of the server 200 executes the process shown in Fig. 6. When transmitting the third guiding signal, the control device 250 executes the process shown in Fig. 14, which will be described below.

[0156] 14 is a flowchart showing a process executed when the control device 250 transmits the third guiding signal. The process shown in this flowchart is started, for example, when the control device 250 transmits the third guiding signal in S132 of FIG.

[0157] 1 and 2, in S133, the control device 250 determines whether or not there are one or more vehicles capable of platooning on the driving lane R3A. If there are vehicles capable of platooning on the driving lane R3A (YES in S133), the control device 250 transmits a platooning command (second platooning command) instructing the vehicle to platoon on the driving lane R3A to each of the vehicle guided to the driving lane R3A by the third guide signal and the one or more vehicles capable of platooning on the driving lane R3A in S134. On the other hand, if there are no vehicles capable of platooning on the driving lane R3A (NO in S133), the platooning command is not transmitted and the series of processes shown in FIG. 14 ends.

[0158] According to the process shown in Fig. 14, platooning is more likely to be performed in the driving lane R3A (high speed lane). Also, by executing the process shown in Fig. 6 when the second guide signal is transmitted, platooning is more likely to be performed in the driving lane R2 (medium speed lane). However, this is not limited to the above, and platooning may be performed in the driving lane R1 (low speed lane) as necessary.

[0159] In the above embodiment, an on-premise server is used as the server 200 (see FIG. 1). However, the present invention is not limited to this, and functions of the server 200 (e.g., functions relating to vehicle control and power supply fee calculation) may be implemented on a cloud by cloud computing. Furthermore, at least a part of the functions of the server 200 (e.g., functions relating to at least one of vehicle control and power supply fee calculation) may be implemented in the COM 350 of the power supply facility 300.

[0160] The configuration of a vehicle (target vehicle) that receives power from the power supply system is not limited to the configuration described in the above embodiment (see FIG. 2). The configuration of the target vehicle may be changed as appropriate to a configuration dedicated to manned driving or a configuration dedicated to unmanned driving. For example, a vehicle dedicated to unmanned driving may not be equipped with parts (such as a steering wheel) for a person to operate the vehicle. The configuration of the target vehicle is not necessarily limited to a configuration equipped with an automatic driving function.

[0161] An xEV other than a BEV may be adopted as a target vehicle. An xEV is a vehicle that uses electricity as all or part of its power source. In addition to a BEV, a PHEV (plug-in hybrid vehicle), a FCEV (fuel cell vehicle), a range extender EV, etc. are also included in the xEV. The target vehicle may be equipped with a solar panel or a flying function. The target vehicle is not limited to a passenger car, but may be a bus or a truck. The target vehicle may be a personally owned vehicle (POV) or a MaaS (Mobility as a Service) vehicle. A MaaS vehicle is a vehicle managed by a MaaS operator. The target vehicle may be a multi-purpose vehicle customized according to the user's purpose of use. The target vehicle may be a mobile store vehicle, a robotaxi, an automated guided vehicle (AGV), or an agricultural machine. The target vehicle may be an unmanned or one-seater small BEV (for example, a micro-pallet).

[0162] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The technical scope of the present disclosure is defined by the claims, not by the description of the embodiments described above, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0163] 10,10A power supply system, 100 vehicle, 110 battery, 150 ECU, 160 power receiving coil, 170 autonomous driving sensor, 180 NAVI, 185 HMI, 190,210,340 communication device, 200 server, 250 control device, 250a information acquisition unit, 250b power supply fee calculation unit, 300 power supply equipment, 310 power supply circuit, 320 power transmission coil, 330 power conversion circuit, 335 power supply relay, NW communication network.

Claims

1. a first power supply facility that supplies power to a vehicle traveling in a first travel lane; a second power supply facility that supplies power to a vehicle traveling in a second travel lane; A power supply system including a control device that transmits a first guiding signal for guiding a vehicle to the first driving lane and a second guiding signal for guiding the vehicle to the second driving lane, The control device includes: When a vehicle speed of a vehicle traveling in the second travel lane is within a predetermined first range, the first guiding signal is transmitted to the vehicle; When a vehicle speed of a vehicle traveling in the first travel lane is within a second range set to be faster than the first range, the second guiding signal is transmitted to the vehicle, The control device includes: determining whether or not one or more vehicles capable of platooning are present in the second travel lane when transmitting the second guiding signal; when there are one or more vehicles capable of platooning on the second driving lane, a first platooning command is transmitted to each of the vehicle guided to the second driving lane by the second guidance signal and the one or more vehicles capable of platooning on the second driving lane, the first platooning command instructing the vehicle to platoon on the second driving lane, The second power supply facility includes: a power supply relay that switches between connection and disconnection of the power supply path; A power supply control device that controls the power supply relay, the power supply control device is configured, when supplying power to each vehicle traveling in a convoy, to maintain the power supply relay in a connected state from the start of power supply to the leading vehicle until power supply to the rearmost vehicle is completed, and to switch the power supply relay to a cut-off state after power supply to the rearmost vehicle is completed.

2. The control device includes: an information acquisition unit that acquires platoon information and power supply records regarding each vehicle traveling in the platoon; a power supply fee calculation unit that calculates a power supply fee for each vehicle traveling in the platoon using the power supply unit price set using the platoon information and the power supply record, The platoon information includes information for identifying whether the vehicle is a leading vehicle in the platoon, The power supply system according to claim 1 , wherein the power supply fee calculation unit sets a power supply unit price for a leading vehicle in a platoon lower than a power supply unit price for vehicles other than the leading vehicle in the platoon for a plurality of vehicles included in the platoon.

3. Each vehicle traveling in the platoon is a first computer that, during platoon traveling, determines whether there is a leading vehicle traveling in front and whether there is a following vehicle traveling behind, and creates the platoon information using these determination results; The second power supply facility includes: The power supply system according to claim 2 , further comprising a second computer that creates the power supply record using a detection value of power supply when power is supplied to each vehicle traveling in a platoon on the second travel lane.

4. the first computer is configured, when receiving the first platooning command from the control device, to execute automatic driving of the vehicles so that the vehicles travel in a platoon in accordance with the first platooning command; 4. The power supply system according to claim 3, wherein the first computer is configured to detect behavior of a preceding vehicle and perform automatic driving to follow the preceding vehicle when the vehicle equipped with the first computer is not a leading vehicle in the platooning.

5. The control device includes: When a vehicle capable of being automatically driven according to an instruction from the control device is driving in the second driving lane and the vehicle speed of the vehicle is within the first range, an automatic driving command for guiding the vehicle to the first driving lane is transmitted as the first guidance signal; The power supply system according to any one of claims 1 to 4, configured to transmit, as the second guidance signal, an automatic driving command for guiding the vehicle to the second driving lane when a vehicle capable of automatic driving in accordance with instructions from the control device is traveling in the first driving lane and the vehicle speed of the vehicle is within the second range.

6. The control device includes: When a vehicle including a first notification device that notifies an instruction from the control device is traveling in the second driving lane and the vehicle speed of the vehicle is within the first range, a signal for causing the first notification device to notify an instruction to guide the vehicle to the first driving lane is transmitted as the first guidance signal; The power supply system according to any one of claims 1 to 5, wherein when a vehicle equipped with a second notification device that notifies an instruction from the control device is traveling in the first driving lane and the vehicle speed of the vehicle is within the second range, a signal that causes the second notification device to notify an instruction to guide the vehicle to the second driving lane is transmitted as the second guidance signal.

7. the first range being less than a predetermined reference speed; The power supply system according to claim 1 , wherein the second range is equal to or greater than the reference speed.

8. The power supply system further includes a third power supply facility that supplies power to a vehicle traveling in a third travel lane, The control device is configured to transmit a third guiding signal to guide the vehicle to the third driving lane, The control device includes: When the vehicle speed of the vehicle traveling in the second travel lane is within a third range set to be faster than the second range, the third guiding signal is transmitted to the vehicle; When a vehicle speed of a vehicle traveling in the third travel lane is within the second range, the second guiding signal is transmitted to the vehicle, The control device includes: determining whether or not one or more vehicles capable of platooning are present in the third travel lane when transmitting the third guiding signal; The power supply system according to any one of claims 1 to 6, configured to transmit, when there are one or more vehicles capable of platooning on the third travel lane, a second platooning command instructing the vehicle guided to the third travel lane by the third guidance signal and the one or more vehicles capable of platooning on the third travel lane to platoon in the third travel lane.

9. A power supply method using a power supply system including a first power supply facility that supplies power to a vehicle traveling in a first driving lane, a second power supply facility that supplies power to a vehicle traveling in a second driving lane, and a control device, the method comprising: When a vehicle speed of the vehicle traveling in the second driving lane is within a predetermined first range, the control device transmits a first guiding signal to the vehicle to guide the vehicle to the first driving lane; When a vehicle speed of the vehicle traveling in the first driving lane is within a second range set to be faster than the first range, the control device transmits a second guiding signal to the vehicle to guide the vehicle to the second driving lane; determining whether or not one or more vehicles capable of platooning are present in the second travel lane when the control device transmits the second guiding signal; When one or more vehicles capable of platooning are present on the second driving lane, the control device transmits a platooning command to each of the vehicle guided to the second driving lane by the second guide signal and the one or more vehicles capable of platooning on the second driving lane, the platooning command instructing the vehicle to platoon on the second driving lane; when the power supply control device of the second power supply equipment supplies power to each vehicle traveling in a platoon, the power supply control device maintains a power supply relay provided in a power supply line of the second power supply equipment in a connected state from when power supply to the leading vehicle is started to when power supply to the rearmost vehicle is completed; After the power supply to the rearmost vehicle is completed, the power supply control device turns off the power supply relay; and A power supply method comprising:

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