Power transmission equipment

Abstract

To provide a power transmission device capable of sufficiently supplying power when a vehicle having a power reception coil travels along a set travel route.SOLUTION: A power transmission device (2) is used in a traveling power supply system (1) for performing contactless power supply to a vehicle (10) during traveling. The power transmission device comprises: a power transmission coil (21) that is provided on a road (4) taking, as a reference line, a guide line (51) that is a line used when a travel route is set using an HD map in a travel route setting device (111) and supplies power to a power reception coil (35) of the vehicle in a non-contact manner; and a power transmission circuit (24) that supplies power to the power transmission coil.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to a power transmission device in a moving vehicle power supply system. [Background technology]

[0002] Electric vehicles have become increasingly popular in recent years. Electric vehicles run by rotating the wheels using a motor powered by electricity stored in an on-board battery. For vehicles that use such electrical energy as their power source, a motion-sensitive charging system has been developed that supplies power contactlessly using a technology called DWPT (Dynamic Wireless Power Transfer). In this motion-sensitive charging system, power is transmitted contactlessly from a transmitting coil embedded on the ground to a receiving coil installed under the floor of the vehicle.

[0003] Meanwhile, Patent Document 1 describes a map data generation device that provides a dynamic map by associating dynamic information provided from other vehicles or roadside devices with static information in an automated driving assistance system. Generally, automated driving systems (ADS) determine a driving route and control the vehicle's driving based on lane links (lane centerlines) of high-precision three-dimensional map data (HD map: High-Definition Map). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2020-30362 Summary of the Invention [Problem to be solved by the invention]

[0005] In the above-described conventional technology, for example, when a vehicle travels along a route set by an autonomous driving system, if the vehicle continues traveling with the power receiving coil on the vehicle side and the power transmitting coil on the road side not facing each other but shifted from each other, a problem occurs in which charging is not possible. Note that in the above-described in-motion power transfer system, the power transmitting coil is buried underground and cannot be easily relocated. The present disclosure has been made in consideration of the above-described problems, and its purpose is to provide a power transmitting device that can sufficiently supply power to a vehicle having a power receiving coil when the vehicle travels along a set route. [Means for solving the problem]

[0006] The present disclosure can be realized in the following forms.

[0007] According to one embodiment of the present disclosure, there is provided a power transmission device used in an in-motion power supply system (1) that contactlessly supplies power to a traveling vehicle (10), the power transmission device including: a power transmission coil (21) that is provided on a road based on a guide line (51) that is a line used when a traveling route is set by a traveling route setting device (111) using an HD map, and that supplies power contactlessly to a power receiving coil (35) of the vehicle; and a power transmission circuit (24) that supplies power to the power transmission coil.

[0008] According to the above configuration, the power transmitting coil of the power transmitting device is installed on the road based on the guide lines, which are lines used when setting a driving route using an HD map. Therefore, when a vehicle travels along a driving route set using the guide lines, the power transmitting coil of the power transmitting device and the power receiving coil on the vehicle side tend to face each other. Therefore, when the vehicle travels along the set driving route, the power transmitting coil and the power receiving coil are maintained facing each other for a certain period of time, enabling stable power supply. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a block diagram showing a schematic configuration of a traveling power supply system according to a first embodiment of the present disclosure. [Figure 2] 1 is a block diagram showing a schematic configuration of a vehicle control device according to a first embodiment of the present disclosure. [Figure 3] 2 is a plan view schematically showing an embedded form of a power transmission coil in the power transmission device of the first embodiment. FIG. [Figure 4] FIG. 10 is a plan view schematically showing an embedded form of a power transmission coil in a power transmission device according to a second embodiment. [Figure 5] FIG. 11 is a plan view schematically showing an embedded form of a power transmission coil in a power transmission device according to a third embodiment. [Figure 6] FIG. 10 is a plan view schematically showing an embedded form of a power transmission coil in a power transmission device according to a fourth embodiment. [Figure 7] FIG. 10 is a schematic diagram illustrating a connection between an inverter and a power transmission coil in a power transmission device according to a fifth embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, several embodiments of the present disclosure will be described with reference to FIGS. A. First embodiment: A1. Configuration of in-motion charging system 1: As shown in Fig. 1, the in-motion power supply system 1 includes a power transmission device 2 installed on a road 4 and a power receiving device 3 on the vehicle 10 side. The in-motion power supply system 1 is a system that can wirelessly supply power from the power transmission device 2 to the vehicle 10 while the vehicle 10 is traveling. The vehicle 10 is configured as, for example, an electric vehicle or a hybrid vehicle.

[0011] The power transmission device 2 on the road 4 side includes a plurality of power transmission coils 21, a plurality of power transmission circuits 24 that apply an AC voltage to each of the plurality of power transmission coils 21 to supply power, an external power source 25 (hereinafter abbreviated as "power source 25") that supplies power to the plurality of power transmission circuits 24, and a power transmission control unit 26.

[0012] The multiple power transmitting coils 21 are installed in a line along the traveling direction of the road 4. The power transmitting coils 21 are divided into multiple sectors. A more specific manner in which the power transmitting coils 21 are embedded in the road 4 will be described later with reference to FIG. 3. The power transmitting circuit 24 is a circuit that converts a DC voltage supplied from a power source 25 into a high-frequency AC voltage and applies it to the power transmitting coils 21, and includes an inverter circuit, a filter circuit, and a resonant circuit. In this embodiment, the inverter circuit, the filter circuit, and the resonant circuit are well known, so their description will be omitted.

[0013] The power supply 25 is a circuit that supplies a DC voltage to the power transmission circuit 24. For example, the power supply 25 supplies power to the power transmission circuit 24 from a system power supply via a power factor correction circuit (PFC). Note that the power supply 25 may receive power from the system power supply, convert the voltage to 50 / 60 Hz AC, and distribute the converted power to each power transmission circuit, which may then perform PFC and AC-to-DC conversion. PFC is not shown in the figure. The DC voltage output by the power supply 25 does not have to be a perfect DC voltage and may include a certain degree of fluctuation (ripple). The power transmission control unit 26 causes the power transmission circuit 24 and the power transmission coil 21 to transmit power.

[0014] The vehicle 10 includes a main battery 31, an auxiliary battery 32, a power supply control unit 33, a power receiving circuit 34, a power receiving coil 35, a DC / DC converter circuit 36, an inverter circuit 37, a motor generator 41, auxiliary equipment 42, tires 43, and a power meter 44. The vehicle 10 also includes an automatic driving control system 100 (see FIG. 2) that mainly relates to automatic driving control, and the configuration of these components will be described later using FIG. 2.

[0015] The power receiving coil 35 is connected to a power receiving circuit 34, and the output of the power receiving circuit 34 is connected to the main battery 31, the high-voltage side of a DC / DC converter circuit 36, and an inverter circuit 37. The low-voltage side of the DC / DC converter circuit 36 ​​is connected to the auxiliary battery 32 and an auxiliary device 42. The inverter circuit 37 is connected to a motor generator 41. In the first embodiment, the power receiving coil 35 is provided near the center of the vehicle 10 in the width and length directions. The power receiving coil 35 receives power supplied from the power transmitting coil 21.

[0016] The power receiving circuit 34 includes a rectifier circuit that converts the AC voltage output from the power receiving coil 35 into a DC voltage. The power receiving circuit 34 may also include a DC / DC converter circuit that converts the DC voltage generated by the rectifier circuit into a voltage suitable for charging the main battery 31. The DC voltage output from the power receiving circuit 34 can be used to charge the main battery 31 or to drive the motor generator 41 via the inverter circuit 37. In addition, by stepping down the voltage using the DC / DC converter circuit 36, the DC voltage can also be used to charge the auxiliary battery 32 or to drive the auxiliary equipment 42.

[0017] The main battery 31 is a secondary battery that outputs a relatively high DC voltage for driving the motor generator 41. The motor generator 41 operates as a three-phase AC motor and generates driving force for propelling the vehicle 10. The motor generator 41 operates as a generator when the vehicle 10 is decelerating and generates a three-phase AC voltage. When the motor generator 41 operates as a motor, the inverter circuit 37 converts the DC voltage of the main battery 31 into a three-phase AC voltage and supplies it to the motor generator 41. When the motor generator 41 operates as a generator, the inverter circuit 37 converts the three-phase AC voltage output by the motor generator 41 into a DC voltage and supplies it to the main battery 31.

[0018] The DC / DC converter circuit 36 ​​converts the DC voltage of the main battery 31 into a DC voltage suitable for driving the auxiliary equipment 42 and supplies it to the auxiliary battery 32 and the auxiliary equipment 42. The auxiliary equipment battery 32 is a secondary battery that outputs a DC voltage for driving the auxiliary equipment 42. The auxiliary equipment 42 includes peripheral devices such as an air conditioning system, an electric power steering system, headlights, blinkers, and wipers of the vehicle 10, as well as various accessories of the vehicle 10. The DC / DC converter circuit 36 ​​may be omitted.

[0019] The power meter 44 measures the amount of power received by the power receiving coil 35. The amount of power measured by the power meter 44 is stored in a storage unit (not shown). The amount of power measured by the power meter 44 may be displayed, for example, on a monitor screen (announcement device 150, described later with reference to FIG. 2) provided inside the vehicle. When receiving contactless power while traveling, the power feeding control unit 33 controls the power receiving circuit 34 to receive power.

[0020] A2. Configuration of the autonomous driving control system 100: As shown in FIG. 2, the vehicle 10 is equipped with an automatic driving control system 100. The vehicle 10 is capable of automatic driving and manual driving. In automatic driving, the vehicle 10 is steered and driven automatically even if the driver does not operate a steering wheel for operating the vehicle 10. In some automatic driving modes, the steering is performed by the driver and acceleration and deceleration are automatically controlled. In manual driving, the driver operates the steering wheel, accelerator pedal, and brake pedal to perform steering, acceleration, and deceleration, and drive the vehicle 10.

[0021] In this embodiment, the autonomous driving control system 100 includes a vehicle control device 110, a surrounding sensor 120, an internal sensor 130, a road information storage unit 140, an autonomous driving control unit 210, a driving force control ECU (Electronic Control Unit) 220, a braking force control ECU 230, and a steering control ECU 240. The vehicle control device 110, the autonomous driving control unit 210, the driving force control ECU 220, the braking force control ECU 230, the steering control ECU 240, and the power supply control unit 33 are connected via an in-vehicle network 250.

[0022] The surrounding sensor 120 acquires surrounding information outside the vehicle that is necessary for autonomous driving. The surrounding sensor 120 includes a camera 121 and an object sensor 122. The camera 121 captures images of the surroundings of the vehicle 10. The object sensor 122 detects the situation around the vehicle 10. Examples of the object sensor 122 include object sensors that use reflected waves such as laser radar, millimeter wave radar, and ultrasonic sensors.

[0023] The internal sensor 130 includes a vehicle position sensor 131, an acceleration sensor 132, a vehicle speed sensor 133, and a yaw rate sensor 134. The vehicle position sensor 131 detects the current position of the vehicle 10. Examples of the vehicle position sensor 131 include a Global Navigation Satellite System(s) (GNSS) and a gyro sensor.

[0024] The acceleration sensor 132 is a detector that detects the acceleration of the vehicle 10. The acceleration sensor 132 includes, for example, a longitudinal acceleration sensor that detects longitudinal acceleration in the longitudinal direction of the vehicle 10, and a lateral acceleration sensor that detects lateral acceleration of the vehicle 10. The vehicle speed sensor 133 measures the current traveling speed of the vehicle 10. The yaw rate sensor 134 is a detector that detects the yaw rate (rotational angular velocity) around the vertical axis of the center of gravity of the vehicle 10. A gyro sensor, for example, can be used as the yaw rate sensor 134. The peripheral sensor 120 and the internal sensor 130 transmit the various acquired data to the vehicle control device 110.

[0025] The road information storage unit 140 stores detailed road information and the like relating to roads along which the vehicle 10 is scheduled to travel. The road information is static information contained in an HD map (High-Definition Map: high-precision three-dimensional map data). For example, the road information includes information such as the number of lanes, lane width, center coordinates of each lane, stop line positions, traffic light positions, guardrail positions, road gradient, road types of curves and straight sections, radius of curvature of curves, and length of curve sections. Note that this road information and the like is updated to the latest information as appropriate via a wide area network.

[0026] The notification device 150 is a device that notifies various pieces of information to the occupants (mainly the driver) of the vehicle 10 using images and sounds. The notification device 150 includes a display device and a speaker. The display device may be, for example, a HUD (Head-Up Display) or a display device provided on an instrument panel. Note that the term "image" also includes moving images and character strings.

[0027] The vehicle control device 110 includes a driving route setting unit 111, a surrounding information recognition unit 112, a notification unit 114, a control decision unit 115, and a communication unit 116. The vehicle control device 110 is composed of a microcomputer configured with a central processing unit (CPU), RAM, and ROM, and realizes the functions of each of these units by the microcomputer executing a pre-installed program. However, some or all of the functions of each of these units may be realized by hardware circuits.

[0028] The driving route setting unit 111 sets a route along which the vehicle 10 will travel. More specifically, the driving route setting unit 111 sets a target driving route to a predetermined destination using road information stored in the road information storage unit 140. In this embodiment, the "target driving route" does not simply refer to a route to the destination, but refers to a detailed route including the driving lanes, driving positions within the road, etc. The driving route setting unit 111 corresponds to a "driving route setting device."

[0029] The surrounding information recognition unit 112 recognizes surrounding information of the vehicle 10 using a detection signal from the surrounding sensor 120. More specifically, based on an image captured by the camera 121 and an output signal from the object sensor 122, the surrounding information recognition unit 112 recognizes, as surrounding information, the presence and positions of lane markings on the left and right sides of the road on which the vehicle is traveling (hereinafter referred to as "lane markers"), the presence and positions and instructions of traffic lights, the presence, positions, sizes, distances, and traveling directions of other vehicles, the presence and actions of drivers of other vehicles, the presence and positions of people around other vehicles, etc. Note that the surrounding information recognition unit 112 may acquire and recognize some or all of this information via wireless communication with traffic lights, an external server, etc.

[0030] The notification unit 114 notifies the occupants of various information such as the driving route and vehicle position information using the notification device 150, which is capable of image display and audio output. The notification unit 114, for example, notifies information about a hands-on request in accordance with the driving conditions of the vehicle 10, in accordance with the processing of the control decision unit 115. A hands-on request is a request to switch from a hands-off state, in which the driver is not holding the steering wheel while autonomous driving is being performed, to a hands-on state, in which the driver is holding the steering wheel. The notification unit 114 also notifies information about the current amount of power in accordance with the processing of the control decision unit 115 in accordance with the driving conditions of the vehicle 10.

[0031] The control decision unit 115 decides the control content of the vehicle 10 and outputs the control content to the autonomous driving control unit 210 via the in-vehicle network 250 to control the vehicle 10. The communication unit 116 acquires, for example, traffic information, weather information, accident information, obstacle information, traffic regulation information, etc. from an information center (not shown) via an antenna (not shown). The communication unit 116 may acquire various information from other vehicles through vehicle-to-vehicle communication. The communication unit 116 may also acquire various information from roadside units installed at various points on the road through road-to-vehicle communication.

[0032] The autonomous driving control unit 210 includes a microcomputer configured with a central processing unit (CPU), RAM, and ROM, and realizes an autonomous driving function by having the microcomputer execute a pre-installed program. The autonomous driving control unit 210 controls, for example, the driving force control ECU 220, the braking force control ECU 230, and the steering control ECU 240 so that the vehicle 10 travels along a travel route determined by the travel route setting unit 111. For example, when the vehicle 10 changes lanes to an adjacent lane, the autonomous driving control unit 210 may perform merging assistance so that the vehicle 10 travels from the reference line of the lane in which the vehicle 10 is traveling to the reference line of the adjacent lane.

[0033] The driving force control ECU 220 is an electronic control device that controls an actuator, such as an engine, that generates driving force for the vehicle 10. When the driver drives manually, the driving force control ECU 220 controls the power source, such as the engine or electric motor, according to the amount of accelerator pedal operation. On the other hand, when autonomous driving is performed, the driving force control ECU 220 controls the power source according to the required driving force calculated by the autonomous driving control unit 210.

[0034] The braking force control ECU 230 is an electronic control device that controls a brake actuator that generates a braking force for the vehicle 10. When the driver drives manually, the braking force control ECU 230 controls the brake actuator in accordance with the amount of operation of the brake pedal. On the other hand, when autonomous driving is performed, the braking force control ECU 230 controls the brake actuator in accordance with the required braking force calculated by the autonomous driving control unit 210.

[0035] The steering control ECU 240 is an electronic control device that controls a motor that generates steering torque for the vehicle 10. When the driver drives manually, the steering control ECU 240 controls the motor in accordance with the operation of the steering wheel to generate an assist torque for the steering operation. This allows the driver to operate the steering wheel with a small amount of force, thereby realizing steering of the vehicle 10. On the other hand, when autonomous driving is performed, the steering control ECU 240 performs steering by controlling the motor in accordance with the required steering angle calculated by the autonomous driving control unit 210.

[0036] In autonomous driving, the driving route setting unit 111 creates a driving plan for the vehicle 10 based on the road information stored in the road information storage unit 140, the current position detected by the vehicle position sensor 131, and the positions and speeds of other vehicles around the vehicle 10. This driving plan includes a steering plan and an acceleration / deceleration plan for the vehicle 10 up to several seconds into the future.

[0037] Basically, a driving route is set using lane links so that the vehicle 10 travels in the center of the driving lane. That is, as shown in Fig. 3, the driving route is set so that the center line C of the vehicle 10 in the width direction is located on the lane link 51 (= lane center line).

[0038] A3. Details of the buried location of the power transmission coil 21: Next, the buried position in the road of the power transmission coil 21 provided in the power transmission device 2 of the in-motion power supply system 1 described above in detail will be described. The power transmission coil 21 is buried in the road based on a guide line, which is static information included in the HD map and is a line used when the driving route setting unit 111 sets a driving route using the HD map. In the first embodiment, the guide line is a "lane link 51," and the power transmission coil 21 is buried at a position that coincides with the lane link 51. Note that the power transmission coil 21 installed on the lane link 51 in this way will also be referred to as a "power transmission coil 21 for central power supply" hereinafter.

[0039] Note that "buried in the road with a guide line as a reference" does not only mean, as in the first embodiment, that the power transmitting coil 21 is buried so as to align with a lane link 51, which is an example of a guide line, but also means, as in a second embodiment described below, that the power transmitting coil 21 is buried at a position a predetermined distance away from the lane link 51 in the width direction of the lane, with the lane link 51 used as a reference line. In the first embodiment, the power receiving coil 35 is provided near the center of the vehicle 10, and therefore, when the center line C of the vehicle 10 in the width direction is aligned with the lane link 51, the power transmitting coil 21 and the power receiving coil 35 face each other.

[0040] In general, vehicles often travel at low speed or stop in sections (several tens of meters) before intersections with traffic lights, so it is advisable to proactively install the power transmitting coil 21 in such sections. The latest information on the sections where the power transmitting coil 21 is buried is updated as appropriate and stored in, for example, the road information storage unit 140.

[0041] In the first embodiment, the power transmitting coil 21 included in the power transmitting device 2 is provided on the road so as to coincide with the lane link 51, which serves as a guide line used when a driving route is set using an HD map. Therefore, when the vehicle travels along a driving route set using the guide line, the power transmitting coil 21 of the power transmitting device 2 and the power receiving coil 35 on the vehicle 10 are likely to face each other. This allows the power transmitting coil 21 and the power receiving coil 35 to remain facing each other for a certain period of time, enabling stable power supply. Furthermore, in autonomous driving, the vehicle is typically controlled to travel in the center of the lane 53 under normal circumstances, allowing reliable charging while traveling along the set driving route. Furthermore, in manual driving, the driver typically tends to travel in the center of the lane 53, allowing stable charging.

[0042] B. Second embodiment: Next, a second embodiment will be described with reference to Fig. 4. In the second embodiment and each embodiment described later, the overall configuration of the in-motion power supply system 1 (Fig. 1) and the configuration of the vehicle control device 110 (Fig. 2) are substantially similar to those in the first embodiment, so the same reference numerals are used for substantially the same parts and descriptions thereof will be omitted.

[0043] As shown in FIG. 4 , the second embodiment differs from the first embodiment in that the power receiving coil 35 is not provided near the center of the vehicle 10, but is provided inside the tire 43 or near the tire 43 and below a suspension device of the vehicle 10. Furthermore, in the power transmitting device 2 of the second embodiment, the power transmitting coil 21 is embedded in a position spaced a predetermined distance L from the lane link 51 in both width directions of the road, so as to form two parallel lines in a plan view. The spacing between these two lines is substantially the same as the spacing between the power receiving coils 35 in the width direction of the vehicle 10. In other words, when the vehicle 10 is traveling with the center line C of the vehicle 10 in the width direction aligned with the lane link 51, the power transmitting coil 21 and the power receiving coil 35 face each other. Note that the power transmitting coil 21 installed a predetermined distance from the lane link 51 in this manner will also be referred to as a "power transmitting coil 21 for tire power supply."

[0044] According to the second embodiment, it is possible to achieve the same effects as the first embodiment.

[0045] C. Third embodiment: Next, a third embodiment will be described with reference to Fig. 5. As shown in Fig. 5, the third embodiment differs from the second embodiment in that a power transmission coil 21 is also embedded above the lane link 51. That is, the power transmission device 2 of the third embodiment includes a power transmission coil 21 for central power feeding and a power transmission coil 21 for tire power feeding. The embedding of the power transmission coil 21 for central power feeding above the lane link 51 is the same as in the first embodiment.

[0046] According to the third embodiment, it is possible to achieve the same effects as the first embodiment. Furthermore, since the power receiving coil 35 can be installed in either the center or the vicinity of the tire 43, the power transmitting device 2 can be implemented as one that can more reliably supply power to various vehicles 10. Note that although Fig. 5 shows the vehicle 10 of the second embodiment, power can also be supplied when the vehicle 10 of the first embodiment is running.

[0047] D. Fourth embodiment: Next, a fourth embodiment will be described with reference to Fig. 6. As shown in Fig. 6, the fourth embodiment differs from the second embodiment in that a plurality of power transmitting coils 21 are arranged side by side in the width direction of the lane 53. Fig. 6 illustrates an example in which three power receiving coils 35 are arranged side by side in the width direction, centered at a position spaced a predetermined distance L from the lane link 51 in both width directions of the road 4.

[0048] According to the third embodiment, it is possible to achieve the same effects as the first embodiment. Furthermore, even if the driving line of the vehicle 10 is displaced in the width direction within the lane 53, a large area for transmitting power can be ensured in the power transmitting device 2, making it easier for the power receiving coil 35 to face the power transmitting coil 21, thereby enabling suitable power supply. Furthermore, it is also possible to supply power to vehicles 10 with different vehicle widths, i.e., different distances between the left and right tires 43.

[0049] E. Fifth embodiment: Next, a fifth embodiment will be described with reference to Fig. 7. As shown in Fig. 7, in the fifth embodiment, the installation form of the power transmitting coil 21 and the power receiving coil 35 is the same as in the third embodiment. In the power transmitting circuit 24 of the power transmitting device 2 of the fifth embodiment, a plurality of inverters 56 are provided in the connection path from a grid power receiving end 55 constituted by a switchboard or the like to the power transmitting coil 21. The inverters 56 convert the DC voltage supplied from the grid power receiving end 55 into a high-frequency AC voltage.

[0050] The inverter 56 is connected to multiple types (two types in this embodiment) of power transmission coils 21, including a power transmission coil 21 for central power supply and a power transmission coil 21 for tire power supply, each of which has a different size. One inverter 56 can transmit power to multiple types of power transmission coils 21. Power is sequentially supplied from the power transmission coil 21 to be supplied to the power receiving coil 35 depending on the installation position of the power receiving coil 35 on the vehicle 10. Note that the example shown in FIG. 7 illustrates an example in which one inverter 56 transmits power to multiple power transmission coils 21 arranged in an area approximately the length of one vehicle 10. However, the number of power transmission coils 21 connected to one inverter 56 and the installation area can be changed as appropriate depending on the amount of power that can be supplied at one time.

[0051] According to the fifth embodiment, it is possible to achieve the same effects as in the first embodiment. Furthermore, by supplying power to a plurality of power transmission coils 21 from a single inverter 56, a simple system configuration can be realized. That is, for example, if separate inverters were installed for the power transmission coil 21 for central power supply and the power transmission coil 21 for tire power supply, the inverters would be wasted when not in use and a large installation space would be required for the inverters. In this regard, according to the fifth embodiment, the installation space for the inverter 56 can be kept compact, making it possible to simplify the system configuration.

[0052] F. Other Embodiments: (F1) In each of the above embodiments, the vehicle 10 does not necessarily have to include the automatic driving control system 100. In this configuration, the vehicle 10 may simply use road information stored in the road information storage unit 140 to set a route to the destination using the driving route setting unit 111. Alternatively, the vehicle 10 may not have the driving route setting unit 111, and the driver may manually drive the driving route using a navigation app on a mobile device such as a smartphone. In such a configuration, a line corresponding to the installation position of the power transmitting coil 21, i.e., a lane link, may be displayed on the mobile device.

[0053] (F2) In the fifth embodiment, the power transmitting coil 21 and the power receiving coil 35 are installed in the same manner as in the third embodiment, but they may be arranged in the same manner as in the first, second, and fourth embodiments, or in a different manner. Furthermore, power may be transmitted from one inverter 56 to three or more different types of power transmitting coils 21.

[0054] (F3) In each of the above embodiments, the guide line is a "lane link 51," but the guide line is not limited to the lane link 51. As another example of a guide line, if the vehicle 10 is a route bus, the guide line may be a lane line along a bus lane that detours from a general lane to a bus stop, such as a line that is a predetermined distance from the center line of the bus lane and approaches the sidewalk. In this case, the travel route setting unit 111 sets the travel route so that the bus travels along the lane line. Therefore, by burying the power transmission coil 21 along the lane line, when the bus travels at low speed near the bus stop, the bus approaches the sidewalk, making it easier for passengers to get on and off at the bus stop and enabling efficient charging.

[0055] (F4) Furthermore, the guide line may be a curved line connecting the lane link of the lane in which the vehicle is currently traveling and the lane link of the lane to which the vehicle is about to turn right, such as when turning right at an intersection with two lanes in each direction and a right-turn lane. In this case, if the power transmission coil 21 is embedded at the position of this curve, it becomes possible to increase the opportunities for charging when the vehicle is temporarily stopped while waiting to turn right.

[0056] The present disclosure is not limited to the above-described embodiments and can be realized in various configurations without departing from the spirit thereof. For example, the technical features in each embodiment corresponding to the technical features in the form described in the Summary of the Invention section can be appropriately replaced or combined to solve some or all of the above-described problems or achieve some or all of the above-described effects. Furthermore, if a technical feature is not described as essential in this specification, it can be appropriately deleted. (Claim 1) A power transmission device used in a traveling power supply system (1) that contactlessly supplies power to a traveling vehicle (10), a power transmission coil (21) that is provided on a road based on a guide line (51) that is a line used when a driving route is set using an HD map in a driving route setting device (111), and that supplies power to a power receiving coil (35) of the vehicle in a contactless manner; a power transmission circuit (24) for supplying power to the power transmission coil; A power transmission device comprising: (Claim 2) The power transmitting device according to claim 1 , wherein the guide lines are lane links as static information included in the HD map. (Claim 3) 3. The power transmitting device according to claim 2, wherein a plurality of the power transmitting coils are provided along the road in the lane link. (Claim 4) 3. The power transmission device according to claim 2, wherein a plurality of the power transmission coils are provided along the road at positions spaced a predetermined distance from the lane link in a width direction of the lane. (Claim 5) 5. The power transmitting device according to claim 1, wherein a plurality of the power transmitting coils are arranged side by side in a width direction of a lane. (Claim 6) further comprising an inverter (56); 6. The power transmitting device according to claim 1, wherein a single inverter supplies power to a plurality of power transmitting coils. (Claim 7) 7. The power transmitting device according to claim 6, wherein the single inverter supplies power to a plurality of different types of the power transmitting coils. (Claim 8) the vehicle is capable of automatic driving and manual driving along the travel route set by the travel route setting device, 8. The power transmitting device according to claim 1, wherein the power transmitting device is capable of supplying power to the vehicle that is capable of both automatic driving and manual driving. [Explanation of symbols]

[0057] 1...in-motion power supply system, 2...power transmission device, 3...power receiving device, 4...road, 10...vehicle, 21...power transmission coil, 24...power transmission circuit, 25...external power supply, 26...power transmission control unit, 31...main battery, 32...auxiliary battery, 33...power supply control unit, 34...power receiving circuit, 35...power receiving coil, 36...DC / DC converter circuit, 37...inverter circuit, 41...motor generator, 42...auxiliary device, 43...tire, 44...power meter, 51...lane link, 53...lane, 55...system receiving end, 56...inverter, 100...Automatic driving control system, 110...Vehicle control device, 111...Travel route setting unit, 112...Surrounding information recognition unit, 113...Determination unit, 114...Notification unit, 115...Control decision unit, 116...Communication unit, 120...Surrounding sensor, 121...Camera, 122...Object sensor, 130...Internal sensor, 131...Vehicle position sensor, 132...Acceleration sensor, 133...Vehicle speed sensor, 134...Yaw rate sensor, 140...Road information storage unit, 150...Notification device, 210...Automatic driving control unit, 250...In-vehicle network

Claims

1. A power transmission device used in a traveling power supply system (1) that contactlessly supplies power to a traveling vehicle (10), a power transmission coil (21) that is provided on a road based on a guide line (51) that is a line used when a driving route is set using an HD map in a driving route setting device (111), and that supplies power to a power receiving coil (35) of the vehicle in a contactless manner; a power transmission circuit (24) for supplying power to the power transmission coil; A power transmission device comprising:

2. The power transmitting device according to claim 1 , wherein the guide lines are lane links as static information included in the HD map.

3. The power transmitting device according to claim 2 , wherein a plurality of the power transmitting coils are provided along the road in the lane link.

4. The power transmission device according to claim 2 , wherein a plurality of the power transmission coils are provided along the road at positions spaced a predetermined distance from the lane link in a width direction of the lane.

5. The power transmission device according to any one of claims 1 to 4, wherein a plurality of the power transmission coils are arranged side by side in a width direction of a lane.

6. further comprising an inverter (56); The power transmitting device according to any one of claims 1 to 4, wherein a single inverter supplies power to a plurality of the power transmitting coils.

7. The power transmitting device according to claim 6 , wherein the single inverter supplies power to a plurality of different types of power transmitting coils.

8. the vehicle is capable of automatic driving and manual driving along the travel route set by the travel route setting device, The power transmission device according to any one of claims 1 to 4, wherein power can be supplied to the vehicle that is capable of automatic driving and manual driving.

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