JP7683370B2 - Non-contact charging system and notification method - Google Patents

Description

This disclosure relates to a non-contact charging system and a notification method, and in particular to a non-contact charging system including an electric vehicle and a notification method for specific information in the non-contact charging system.

Conventionally, there have been devices that provide non-contact charging lanes along the travel lanes of roads and wirelessly charge the batteries of vehicles traveling along these non-contact charging lanes (see, for example, Patent Document 1).

Japanese Patent Application Publication No. 8-237890

However, in the case of a device like that described in Patent Document 1, if vehicles wanting to charge rush into the non-contact charging lane, there is a possibility that the non-contact charging lane will become congested.

This disclosure has been made to solve the above-mentioned problems, and its purpose is to provide a wireless charging system and notification method that can reduce congestion in wireless charging lanes.

The non-contact charging system according to this disclosure is a non-contact charging system including an electric vehicle. The electric vehicle includes a battery that stores power for driving, a power receiving unit capable of receiving power non-contactly from a power transmitting device buried in the road and charging the battery with the received power, and a notification unit that notifies the driver of predetermined information. The non-contact charging system includes a control unit that issues a command to the notification unit of the electric vehicle to notify the predetermined information. When the electric vehicle does not satisfy a priority driving condition that is a condition under which priority driving in a non-contact charging lane in which a power transmitting device is buried is permitted and the electric vehicle is driving in the non-contact charging lane, the control unit issues a command to the notification unit of the electric vehicle to notify information that encourages other vehicles to drive preferentially in the non-contact charging lane.

With this configuration, when an electric vehicle does not satisfy the priority driving conditions under which priority driving is permitted in a non-contact charging lane in which a power transmission device is embedded, and the electric vehicle is driving in the non-contact charging lane, information encouraging other vehicles to give priority to driving in the non-contact charging lane is reported by the notification unit of the electric vehicle. Therefore, when such information is reported, the driver of the electric vehicle gives priority to other vehicles to drive in the non-contact charging lane. As a result, a non-contact charging system that can reduce congestion in the non-contact charging lane can be provided.

The priority driving condition may be that the distance to the destination is equal to or greater than a reference distance.

With this configuration, electric vehicles whose distance to the destination is equal to or greater than the reference distance can travel preferentially through the non-contact charging lane while receiving power from a power transmission device embedded in the non-contact charging lane.

The priority driving condition may be that the battery's SOC is less than a reference value.

With this configuration, electric vehicles whose battery SOC is below a reference value can preferentially travel in the non-contact charging lane while receiving power from a power transmission device embedded in the non-contact charging lane.

The priority driving condition may be that the vehicle speed is equal to or greater than a reference speed when the non-contact charging lane is not congested.

With this configuration, when the non-contact charging lane is not congested, electric vehicles traveling at speeds equal to or greater than the reference speed can travel preferentially in the non-contact charging lane while receiving power from a power transmission device embedded in the non-contact charging lane.

The electric vehicle may further include an external notification unit that notifies the outside of the electric vehicle that the electric vehicle satisfies or does not satisfy the priority driving condition.

This configuration makes it possible to inform drivers of other vehicles that they are driving in the non-contact charging lane even though they do not meet the priority driving conditions. As a result, the driver of the electric vehicle will give priority to other vehicles in the non-contact charging lane to avoid being criticized.

The electric vehicle may further include an external notification unit that notifies the outside of the electric vehicle that the electric vehicle is or is not receiving power at the power receiving unit.

This configuration allows the driver of another vehicle to be notified that the electric vehicle is receiving power from a power transmission device embedded in the non-contact charging lane. As a result, if the electric vehicle does not meet the priority driving conditions, the driver of the electric vehicle allows other vehicles to drive preferentially in the non-contact charging lane to avoid being criticized.

According to another aspect of this disclosure, the notification method is a method for notifying predetermined information in a contactless charging system including an electric vehicle. The electric vehicle includes a battery that stores electric power for driving, a power receiving unit capable of receiving electric power contactlessly from a power transmitting device buried in a road and charging the battery with the received electric power, and a notification unit that notifies a driver of the predetermined information. The contactless charging system includes a control unit that issues a command to the notification unit of the electric vehicle to notify the predetermined information. The notification method includes a step in which, when the electric vehicle does not satisfy a priority driving condition that is a condition under which priority driving in a contactless charging lane in which a power transmitting device is buried is permitted and the electric vehicle is driving in the contactless charging lane, the control unit issues a command to the notification unit of the electric vehicle to notify information that encourages other vehicles to drive preferentially in the contactless charging lane.

This configuration provides a notification method that can reduce congestion in non-contact charging lanes.

This disclosure provides a wireless charging system and notification method that can reduce congestion in wireless charging lanes.

1 is a diagram illustrating a schematic configuration of a vehicle management system according to an embodiment of the present disclosure. 1 is a diagram showing a schematic configuration of a vehicle according to an embodiment of the present invention; 1 is a diagram illustrating an installation situation of a non-contact power transmission system according to an embodiment of the present invention. 1 is a diagram illustrating an example of a configuration of a contactless power transmission system according to an embodiment of the present invention. 1 is a diagram showing contactless transmission and reception of power in a contactless power transmission system according to this embodiment. FIG. FIG. 2 is a diagram showing a configuration example of a user interface of an HMI device or the like in this embodiment. 5 is a flowchart showing a flow of a priority travel-related process executed by an ECU of the vehicle in the first embodiment. 1 is an external view showing an example of an external notification device according to an embodiment of the present invention; 13 is a flowchart showing a flow of a priority travel-related process executed by a control device of a server in a second embodiment.

The following describes in detail the embodiments of the present disclosure with reference to the drawings. Note that the same or corresponding parts in the drawings are given the same reference numerals and their description will not be repeated.

[First embodiment]
FIG. 1 is a diagram illustrating a schematic configuration of a vehicle management system 100 according to an embodiment of the present disclosure. The vehicle management system 100 includes a server 1, vehicles 3 and 4, and a charging facility group 5. The server 1 manages the vehicles 3 and 4. The vehicles 3 and 4 are electric vehicles. The electric vehicles may be vehicles that use the power of a battery 30 as a power source, for example, electric vehicles (hereinafter also referred to as "Battery Electric Vehicles (BEVs)") or plug-in hybrid vehicles (hereinafter also referred to as "Plug-in Hybrid Electric Vehicles (PHEVs)"). The vehicle 4 is an ultra-compact mobility vehicle, and the vehicle 3 is a vehicle other than the ultra-compact mobility vehicle. The server 1 sets a target value for charging the battery 30 using the charging facility group 5, and provides a driving route to the vehicles 3 and 4. Although only one vehicle 3 and 4 is shown in FIG. 1, the vehicle management system 100 includes multiple vehicles.

The charging equipment group 5 includes multiple charging equipment 6 and multiple power transmission devices 70. The number of charging equipment 6 and power transmission devices 70 included in the charging equipment group 5 is arbitrary. The vehicles 3 and 4 are configured to be capable of both charging the battery 30 using direct current power supplied from the charging equipment 6 (hereinafter also referred to as "DC (Direct Current) charging") and charging the battery 30 using power transmitted contactlessly from the power transmission devices 70 (hereinafter also referred to as "contactless charging"). The configuration of the vehicles 3 and 4 will be described later with reference to FIG. 2.

The charging equipment 6 is a contact-type charging equipment that supplies DC power. The charging equipment 6 includes a charging cable 61 and a charging connector 62. When DC charging is performed, the charging connector 62 is connected to the inlet 43 of the vehicles 3 and 4.

The power transmission device 70 has a power transmission coil 71. The vehicles 3 and 4 include a power receiving device 45 having a power receiving coil 451. When the power receiving device 45 is located directly above the power transmission device 70, the power receiving coil 451 receives power from the power transmission coil 71 in a non-contact manner. In the first embodiment, a power transmission system is formed including at least one power transmission device 70. The power transmission system is provided under the ground of a driving lane in which the vehicles 3 and 4 can travel. Each of the power transmission devices 70 included in the power transmission system is arranged in a line in the driving lane, for example, along the traveling direction of the vehicles 3 and 4. The power transmission device 70 supplies power in a non-contact manner to the vehicles 3 and 4 traveling in the driving lane in which the power transmission device 70 is provided. In the following, the lane in which the power transmission system (power transmission device 70) is provided among the driving lanes is also referred to as a "non-contact charging lane".

The server 1 includes a control device 10, a storage device 12, and a communication device 14. The control device 10, the storage device 12, and the communication device 14 are connected by a bus 16.

The control device 10 is configured, for example, by an integrated circuit including a CPU (Central Processing Unit). The control device 10 is configured to execute a predetermined arithmetic process described in a program.

The storage device 12 includes primary storage devices such as ROM (Read Only Memory) and RAM (Random Access Memory), and secondary storage devices such as a hard disk drive. The ROM stores the programs executed by the control device 10. The RAM temporarily stores data generated by the execution of the programs in the control device 10 and data input via the communication device 14. The RAM also functions as a temporary data memory used as a working area. The secondary storage device also includes a database that stores vehicle information, which will be described later, and map information.

The map information includes information on nodes indicating intersections, dead ends, etc., links formed by connecting the nodes, and facilities (buildings, parking lots, etc.) along the links. The map information also includes information on the specifications (e.g., charging method, charging capacity), installation locations, etc. of each of the multiple charging facilities 6 and each of the multiple power transmission devices 70. Because new roads may be constructed, road shapes may be changed, charging facilities may be installed, or charging facilities may be replaced, the map information is updated periodically to the latest version by, for example, an administrator of the server 1.

The communication device 14 is configured to be capable of two-way communication with external devices via the communication network 9. The external devices include, for example, the communication devices 41 (FIG. 2) of the vehicles 3 and 4, each of the multiple charging equipment 6, and each of the multiple power transmission devices 70. The communication between the communication device 14 and the external devices is performed, for example, by wired communication and wireless communication.

The control device 10 collects location information (GPS information) and SOC (State Of Charge) information from the vehicles 3 and 4 via the communication device 14. These pieces of information are periodically transmitted from the vehicles 3 and 4 to the server 1. The control device 10 links the collected information (location information and SOC information) to a vehicle ID and stores it in the storage device 12 as "vehicle information." The vehicle ID information is information for uniquely identifying the vehicles 3 and 4, and may be, for example, a VIN (Vehicle Identification Number). The vehicle information further includes information regarding the make, year, model, specifications (including the specifications of the battery 30), and status (for example, the battery's deterioration state and full charge capacity) of the vehicles 3 and 4.

The control device 10 also acquires information on the required power together with information on the vehicle ID from the vehicles 3 and 4 via the communication device 14. The information on the required power is sent from the vehicles 3 and 4 to the server 1, for example, when the vehicles 3 and 4 request power supply from a non-contact charging lane. That is, the information on the required power indicates the power that the vehicles 3 and 4 want to obtain from the non-contact charging lane. The server 1 links the information on the vehicle ID and the information on the required power and transmits them to each of the multiple power transmission devices 70. As will be described later, the communication device 41 of the vehicles 3 and 4 is configured to be able to communicate with each of the multiple power transmission devices 70 in a short-range manner. When each of the multiple power transmission devices 70 receives information on the vehicle ID from the vehicles 3 and 4 via short-range communication, it is driven to supply power indicated by the information on the required power linked to the vehicle ID.

The control device 10 also works in conjunction with the navigation system 42 (Figure 2) of the vehicles 3 and 4 to search for a route (driving route) to a destination input to the navigation system 42 by the driver of the vehicle 3 or 4, and provides the search results (which may include multiple driving routes) to the navigation system 42.

Figure 2 is a diagram showing a schematic configuration of vehicles 3 and 4 according to this embodiment. With reference to Figures 1 and 2, vehicles 3 and 4 include a battery 30, a monitoring unit 31, a system main relay (hereinafter also referred to as "SMR (System Main Relay)") 35, a power control unit (hereinafter also referred to as "PCU (Power Control Unit)") 36, a motor generator 37, a transmission gear 38, drive wheels 39, an ECU (Electronic Control Unit) 40, a communication device 41, a navigation system 42, an external notification device 48, and an HMI (Human Machine Interface) device 49. The HMI device 49 will be described later in Figure 6.

Battery 30 is installed as a driving power source (i.e., a power source) for vehicles 3 and 4. Battery 30 is an assembled battery including multiple cells. Each cell is, for example, a secondary battery such as a nickel-metal hydride battery or a lithium-ion battery. Each cell may be a battery having a liquid electrolyte between the positive and negative electrodes, or a battery having a solid electrolyte (an all-solid-state battery).

The monitoring unit 31 monitors the state of the battery 30. The monitoring unit 31 includes a voltage sensor 32, a current sensor 33, and a temperature sensor 34. The voltage sensor 32 detects the voltage (battery voltage) VB of the battery 30 and outputs a signal indicating the detection result to the ECU 40. The current sensor 33 detects the input/output current (battery current) IB of the battery 30 and outputs a signal indicating the detection result to the ECU 40. The temperature sensor 34 detects the temperature (battery temperature) TB of the battery 30 and outputs a signal indicating the detection result to the ECU 40.

The SMR 35 is electrically connected to power lines PL, NL that connect the PCU 36 and the battery 30. When the SMR 35 is in a closed state, power is supplied from the battery 30 to the PCU 36. When the SMR 35 is in an open state, power is not supplied from the battery 30 to the PCU 36. The SMR 35 switches between a closed state and an open state in accordance with a control signal from the ECU 40.

In response to a control signal from the ECU 40, the PCU 36 converts the DC power stored in the battery 30 into AC power and supplies it to the motor generator 37. The PCU 36 also converts the AC power generated by the motor generator 37 into DC power and supplies it to the battery 30. The PCU 36 is configured to include, for example, an inverter and a converter that boosts the DC voltage supplied to the inverter to a voltage equal to or higher than the output voltage of the battery 30.

The motor generator 37 is, for example, a three-phase AC synchronous motor with a permanent magnet embedded in the rotor. The motor generator 37 is driven by the PCU 36 to generate a rotational driving force. The driving force generated by the motor generator 37 is transmitted to the drive wheels 39 via a transmission gear 38.

The communication device 41 is configured to be capable of two-way communication with the communication device 14 of the server 1. The communication between the communication device 41 and the communication device 14 is performed, for example, by wireless communication. The communication device 41 is also configured to be capable of two-way communication with each of the multiple power transmission devices 70. The communication between the communication device 41 and each of the multiple power transmission devices 70 is performed, for example, by short-range communication.

The ECU 40 is composed of a CPU, memory (ROM and RAM), and input/output ports through which various signals are input and output (all not shown). The ECU 40 inputs signals from various sensors and outputs control signals to various devices, and also controls the various devices. Note that these controls are not limited to software processing, and can also be constructed and processed using dedicated hardware (electronic circuits).

The ECU 40 is configured to be able to calculate the SOC (State Of Charge) of the battery 30. Various known methods can be used to calculate the SOC, such as a method based on current integration (Coulomb counting) or a method based on open circuit voltage (OCV) estimation.

The ECU 40 transmits its own position information and SOC information to the server 1 via the communication device 41 at each predetermined control period. The position information transmitted to the server 1 is used by the server 1 to identify the positions of the vehicles 3 and 4. The SOC information is used by the server 1 in the process of determining a recommended route. In addition, when requesting power supply from a non-contact charging lane, the ECU 40 transmits vehicle ID information and requested power information to the server 1 via the communication device 41.

The ECU 40 also transmits vehicle ID information to the power transmission device 70 by short-range communication via the communication device 41. The power transmission device 70 receives the vehicle ID information by short-range communication and detects that the vehicles 3 and 4 are passing directly above it.

The navigation system 42 provides guidance on the driving route of the vehicles 3 and 4. The navigation system 42 includes a CPU 421, a memory 422, a GPS (Global Positioning System) receiver 423, and a display 424 with a touch panel.

The memory 422 contains a map information DB (DataBase). The CPU 421 receives the latest map information from the server 1 and stores it in the map information DB. For example, the server 1 transmits new map information to the vehicles 3 and 4 (navigation system 42) every time the map information is updated.

The GPS receiver 423 identifies the positions of the vehicles 3 and 4 based on radio waves from an artificial satellite (not shown). The CPU 421 outputs the position information (GPS information) of the vehicles 3 and 4 identified by the GPS receiver 423 to the ECU 40 at each predetermined control period.

The display 424 displays various information and accepts various operations by the user via the touch panel. More specifically, the display 424 displays the current locations of the vehicles 3 and 4, the locations of the charging equipment 6 and the non-contact charging lanes, superimposed on a road map of the area around the vehicles 3 and 4. The display 424 also accepts various operations such as inputting a destination and selecting a presented (displayed) search result (driving route).

When a destination is input by operating the display 424, the CPU 421 outputs information indicating the destination to the ECU 40. The ECU 40 transmits the information indicating the destination to the server 1. At this time, the ECU 40 may transmit the information indicating the destination and the position information of the vehicles 3 and 4 to the server 1. As described above, the server 1 searches for a driving route and returns the search result to the vehicles 3 and 4. The CPU 421 displays the search result (which may include multiple driving routes) on the display 424 and allows the driver to select one driving route from the search result. The CPU 421 may have a function of searching for and presenting a driving route based on map information stored in the map information DB, position information of the vehicles 3 and 4, and traffic information acquired from a traffic information receiving device (not shown).

Vehicles 3 and 4 further include an inlet 43 and a charging relay 44 as a configuration for DC charging.

The inlet 43 is configured to be connectable to a charging connector 62 provided at the end of a charging cable 61 of the charging equipment 6. When performing DC charging, the charging connector 62 is connected to the inlet 43. When the charging connector 62 is inserted into the inlet 43, the inlet 43 and the charging equipment 6 are electrically connected, enabling power transmission (contact charging) from the charging equipment 6 to the vehicles 3 and 4.

The charging relay 44 is a relay for electrically connecting and disconnecting the inlet 43 and the battery 30. The charging relay 44 is electrically connected between the inlet 43 and the battery 30. The charging relay 44 switches between a closed state and an open state according to a control signal from the ECU 40.

Vehicles 3 and 4 further include a power receiving device 45, a charging relay 46, and a DC/DC converter 47 as components for non-contact charging.

The DC/DC converter 47 is electrically connected between the power receiving device 45 and the power lines PL and NL. The DC/DC converter 47 converts the voltage of the DC power received from the power receiving device 45 into a voltage for charging the battery 30 in accordance with a control signal from the ECU 40.

The charging relay 46 is a relay for electrically connecting/disconnecting the power receiving device 45 and the DC/DC converter 47. The charging relay 46 is electrically connected between the power receiving device 45 and the DC/DC converter 47. The charging relay 46 switches between a closed state and an open state according to a control signal from the ECU 40.

The power receiving device 45 is disposed, for example, on the underside of a floor panel of the vehicle 3, 4. The power receiving device 45 includes a power receiving coil 451. The power receiving coil 451 receives the power transmitted from the power transmitting device 70 in a non-contact manner. The power receiving device 45 rectifies the power transmitted from the power transmitting device 70 and outputs it to the charging relay 46.

The power transmission device 70 receives power from an AC power source 8. The AC power source 8 is, for example, a commercial power grid. The power transmission device 70 includes a power transmission coil 71 (FIG. 1).

When the power transmission device 70 receives vehicle ID information from the vehicles 3 and 4 through short-range communication, it receives AC power from the AC power source 8 and forms an electromagnetic field around the power transmission coil 71. For example, the power transmission device 70 continues to operate until a predetermined time has elapsed since receiving vehicle ID information from the vehicles 3 and 4 through short-range communication. When the vehicles 3 and 4 pass directly above the power transmission device 70, power is transmitted contactlessly to the power receiving coil 451 of the power receiving device 45 of the vehicles 3 and 4. The power transmission device 70 may be configured to switch between operation and non-operation according to a control signal from the server 1. In this case, for example, the server 1 may identify the power transmission device 70 through which the vehicles 3 and 4 pass based on the position information of the vehicles 3 and 4, and output a control signal (operation command) to instruct the power transmission device 70 to operate. In addition, the server 1 may output a control signal (non-operation command) to instruct the power transmission device 70 to not operate after the vehicles 3 and 4 pass the power transmission device 70. Alternatively, when the server 1 detects the intrusion of the vehicles 3 and 4 into a non-contact charging lane that includes multiple power transmission devices 70, the server 1 may collectively operate the multiple power transmission devices 70 included in the non-contact charging lane until the vehicles 3 and 4 pass through the non-contact charging lane.

Figure 3 is a diagram that shows a schematic diagram of the installation status of the non-contact power transmission system 7 according to this embodiment. With reference to Figure 3, this embodiment shows an example in which a non-contact charging lane L1 and a normal lane L2 are provided in each of the opposing directions.

The non-contact charging lane L1 is a lane in which a non-contact power transmission system 7 including a plurality of the aforementioned power transmission devices 70 that transmit power non-contactly to the vehicles 3 and 4 is installed. The normal lane L2 is a lane in which a non-contact power transmission system 7 is not installed.

Figure 4 is a diagram showing an example of the configuration of a non-contact power transmission system 7 according to this embodiment. Figure 5 is a diagram showing non-contact transmission and reception of power in the non-contact power transmission system 7 according to this embodiment. With reference to Figures 4 and 5, the non-contact power transmission system 7 includes a plurality of power transmission devices 70, a sensor unit 15, a power conversion unit 13, and a controller 11.

The power transmission devices 70 are disposed (for example, buried) in the road surface of one of the travel lanes for the vehicles 3 and 4 (non-contact charging lane L1). Each of the power transmission devices 70 is configured to be able to transmit power to the vehicles 3 and 4 in a non-contact manner in accordance with a control signal from the controller 11 when the vehicles 3 and 4 are located above it. While FIG. 4 shows an example in which multiple power transmission devices 70 are arranged in a row, the number and arrangement of the power transmission devices 70 are not particularly limited, and the power transmission devices 70 may be arranged in two or more rows in one non-contact charging lane L1.

The sensor unit 15 detects the positions of the vehicles 3 and 4 passing over the power transmission device 70 and outputs the detection signal to the controller 11. The sensor unit 15 includes, for example, at least one of a camera, a radar, and a LIDAR (Laser Imaging Detection and Ranging). Note that instead of providing one sensor unit 15 for multiple power transmission devices 70, each of the multiple power transmission devices 70 may be provided with a sensor (for example, an optical sensor, a weight sensor, etc.) for detecting the positions of the vehicles 3 and 4.

The power conversion unit 13 is electrically connected to an external AC power source 8 (typically a commercial power source). The power conversion unit 13 converts the voltage of the AC power supplied from the AC power source 8 into a voltage required by the power transmission device 70. The power conversion unit 13 then outputs the converted AC power to a selected one of the multiple power transmission devices 70. The power conversion unit 13 may also be buried in the road surface.

The controller 11 is configured to be capable of two-way communication with the server 1, and controls the power conversion unit 13 according to instructions from the server 1. More specifically, the positions of the vehicles 3 and 4 are identified based on detection signals from the sensor unit 15. The controller 11 then controls the power conversion unit 13 so that AC power is output to the power transmission device 70 located below the vehicles 3 and 4 among the multiple power transmission devices 70. For example, when the vehicles 3 and 4 are detected above a certain power transmission device 70, the controller 11 selects the power transmission device 70. Then, an AC current flows through the power transmission coil 71 in the power transmission device 70, forming an electromagnetic field around the power transmission coil 71. As a result, power is transmitted to the power receiving coil 451 in the power receiving device 45 (described later) of the vehicles 3 and 4, and the transmitted power is charged to the battery 30 (non-contact charging). Thereafter, when the vehicle 3, 4 is no longer detected above the power transmission device 70, the controller 11 deselects the power transmission device 70, thereby stopping the output of AC power to the power transmission device 70. This series of controls is performed for each power transmission device 70, so that power can be transmitted contactlessly even when the vehicles 3, 4 are traveling. Naturally, contactless power transmission is also possible when the vehicles 3, 4 are stopped. The controller 11 may also be buried in the road surface.

Figure 6 is a diagram showing an example of the configuration of a user interface such as the HMI device 49 in this embodiment. The HMI device 49 includes an instrument panel 491, a HUD (Head-Up Display) 492, an indicator lamp 493, and the display 424 of the navigation system 42 described above.

The instrument panel 491 is an instrument panel on which meters are installed or displayed, and displays various conditions of the vehicles 3, 4 under the control of the ECU 40. The instrument panel 491 displays a speedometer, a trip meter, the SOC of the battery 30, and warning lights. The instrument panel 491 may be configured as a multi-information display (MID).

The HUD 492 projects various information as a virtual image onto the windshield in front of the driver's field of vision. Specifically, the HUD 492 displays the vehicle speed of the vehicles 3 and 4, the direction of travel to the destination, traffic signs, etc.

The indicator lamp 493 is provided on the dashboard. The indicator lamp 493 may be provided in another location, such as the rearview mirror or the side mirror. The indicator lamp 493 is configured to be switchable between two or more lighting colors.

The display 424 of the navigation system 42 is a display of the navigation system (not shown). The navigation system includes a GPS receiver for identifying the positions of the vehicles 3 and 4 based on radio waves from artificial satellites (not shown). The display 424 of the navigation system 42 displays information including the current positions of the vehicles 3 and 4 and a recommended route to the destination of the vehicles 3 and 4 based on the GPS data and road map data of the vehicles 3 and 4.

In the above-described configuration, if vehicles 3 and 4 wishing to charge rush into the non-contact charging lane L1, there is a possibility that the non-contact charging lane L1 will become congested. In particular, vehicles 4, which are ultra-compact mobility vehicles, have smaller battery 30 capacities than other types of vehicles 3, and therefore have a high need for non-contact charging in the non-contact charging lane L1.

Therefore, the vehicle management system 100 is a system including the vehicles 3 and 4. The vehicles 3 and 4 are provided with a battery 30 that stores electric power for driving, a power receiving device 45 that can receive electric power contactlessly from a power transmitting device 70 buried in the road and charges the received electric power to the battery 30, and a notification unit (for example, an HMI device 49, a display 424 of the navigation system 42) that notifies the driver of predetermined information. The vehicle management system 100 is provided with a control unit (for example, an ECU 40 of the vehicles 3 and 4, a control device 10 of the server 1) that issues a command to notify the notification unit of the vehicles 3 and 4 of predetermined information. When the vehicles 3 and 4 do not satisfy the priority driving condition that is a condition for allowing preferential driving in the non-contact charging lane L1 in which the power transmitting device 70 is buried and are driving in the non-contact charging lane L1, the control unit issues a command to notify the notification unit of the vehicles 3 and 4 of information that encourages other vehicles 3 and 4 to drive preferentially in the non-contact charging lane L1.

As a result, when the vehicles 3, 4 do not satisfy the priority driving conditions under which priority driving is permitted in the non-contact charging lane L1 in which the power transmission device 70 is embedded, and the vehicles 3, 4 are driving in the non-contact charging lane L1, information encouraging the other vehicles 3, 4 to drive preferentially in the non-contact charging lane L1 is reported by the reporting unit of the vehicles 3, 4. Therefore, when such information is reported, the drivers of the vehicles 3, 4 give priority to the other vehicles 3, 4 to drive in the non-contact charging lane L1. As a result, congestion in the non-contact charging lane L1 can be suppressed.

Figure 7 is a flowchart showing the flow of priority travel-related processing executed by the ECU 40 of the vehicles 3 and 4 in the first embodiment. Referring to Figure 7, this priority travel-related processing is called from a higher-level process and executed by the ECU 40 at each predetermined control period.

First, the ECU 40 determines whether the vehicle 3, 4 is traveling in the non-contact charging lane L1 (step S311). The ECU 40 can determine whether the vehicle 3, 4 is traveling in the non-contact charging lane L1 by, for example, querying the navigation system 42, and can determine whether the vehicle 3, 4 is traveling in the non-contact charging lane L1 of the road depending on whether the vehicle 3, 4 can communicate with the controller 11 of the non-contact power transmission system 7.

If it is determined that the vehicle 3, 4 is traveling in the non-contact charging lane L1 (YES in step S311), the ECU 40 determines whether a priority traveling condition is satisfied, that is, the distance to the destination of the vehicle 3, 4 is equal to or greater than a reference distance (step S312). The ECU 40 can determine whether the distance to the destination is equal to or greater than the reference distance, for example, by querying the navigation system 42.

If it is determined that the priority driving condition that the distance to the destination is equal to or greater than the reference distance is not satisfied (NO in step S312), the ECU 40 calculates the SOC of the battery 30 using the method described above, and determines whether the priority driving condition that the calculated SOC is less than the reference value is satisfied (step S313).

If it is determined that the priority driving condition that the SOC is less than the reference value is not satisfied (NO in step S313), the ECU 40 determines whether the priority driving condition that the non-contact charging lane L1 in which the vehicle is traveling is uncongested and the vehicle speed is equal to or greater than the reference speed is satisfied (step S314). The vehicle speed can be determined from the rotation speed of the transmission gear 38, etc.

If it is determined that the priority driving condition that the vehicle speed is equal to or greater than the reference speed even though there is no traffic jam is not satisfied (NO in step S314), that is, if it is determined that all priority driving conditions are not satisfied, or if it is determined that the vehicle is not traveling in the non-contact charging lane L1 (NO in step S311), the ECU 40 sets the priority driving flag, which indicates whether or not the priority driving condition, which is a condition that allows preferential driving in the non-contact charging lane L1, is satisfied, to an OFF state indicating that the priority driving condition is not satisfied (step S315). The ECU 40 then proceeds to execute the process in step S321.

If it is determined that the priority driving condition that the distance to the destination is equal to or greater than the reference distance is satisfied (YES in step S312), if it is determined that the priority driving condition that the SOC is less than the reference value is satisfied (YES in step S313), or if it is determined that the priority driving condition that there is no traffic jam and the vehicle speed is equal to or greater than the reference speed is satisfied (YES in step S314), the ECU 40 sets the priority driving flag to an ON state indicating that the priority driving condition is satisfied (step S316). The ECU 40 then proceeds to step S321.

Next, the ECU 40 determines whether the priority driving flag is on (step S321). If it is determined that the priority driving flag is on (YES in step S321), the ECU 40 displays information indicating that the priority driving condition is met on the HMI device 49 (step S322). For example, the instrument panel 491 or HUD 492 of the HMI device 49 or the display 424 of the navigation system 42 may display the words "Priority driving condition met," or the indicator lamp 493 may be illuminated in a manner indicating that the priority driving condition is met (for example, lit in blue or green).

In addition, the ECU 40 displays information indicating that the priority driving condition is satisfied on the external notification device 48 (step S323). The ECU 40 then advances the process to step S331.

Figure 8 is an external view showing an example of the external notification device 48 in this embodiment. Referring to Figure 8, the external notification device 48 is composed of a display device such as an LED (Light Emitting Diode) display, digital signage, or an electronic bulletin board, and in this embodiment, is installed inside the rear window of the vehicles 3 and 4 in a position that is easily visible from vehicles behind. Here, the words "Priority driving conditions met" are displayed on the external notification device 48 as information indicating that the priority driving conditions are met.

Returning to FIG. 7, if it is determined that the priority driving flag is not on (NO in step S321), the ECU 40 displays information indicating that the priority driving conditions are not met on the HMI device 49 (step S324). For example, the instrument panel 491 or HUD 492 of the HMI device 49 or the display 424 of the navigation system 42 may display the words "Priority driving conditions not met," or the indicator lamp 493 may be illuminated in a manner indicating that the priority driving conditions are not met (for example, flashing red or yellow).

In addition, the ECU 40 displays information indicating that the priority driving conditions are not met, such as the text "Priority driving conditions not met," on the external notification device 48 (step S325). The ECU 40 then advances the process to step S331.

Next, the ECU 40 determines whether the vehicles 3, 4 are receiving power in a non-contact manner (step S331). Whether or not power is being received in a non-contact manner can be determined by the ECU 40 detecting whether power is being received by the power receiving device 45. If it is determined that power is being received in a non-contact manner (YES in step S331), the ECU 40 displays information indicating that power is being received in a non-contact manner on the HMI device 49 (step S332).

When information indicating that the priority driving condition is satisfied or not satisfied is displayed, it may be displayed alternately with information indicating that power is being received non-contact. For example, the instrument panel 491 or HUD 492 of the HMI device 49 or the display 424 of the navigation system 42 may display the words "priority driving condition satisfied" and "non-contact power receiving" alternately, or the indicator lamp 493 may be lit in a manner indicating that the priority driving condition is satisfied and non-contact power is being received (for example, flashing blue or green).

In addition, the ECU 40 displays information on the external notification device 48 indicating that contactless power reception is in progress (step S333).

If it is determined that power is not being received contactlessly (NO in step S331), the ECU 40 displays information indicating that power is not being received contactlessly on the HMI device 49 (step S334). For example, the instrument panel 491 or HUD 492 of the HMI device 49 or the display 424 of the navigation system 42 may display the words "Non-contact power not being received," or the indicator lamp 493 may be lit in a manner indicating that power is not being received contactlessly (for example, lit in purple).

In addition, the ECU 40 displays information indicating that power is not being received in a non-contact manner on the external notification device 48, for example, the text "Non-contact power not being received" (step S335). After step S333 or step S335, the ECU 40 returns the process to be executed to the higher-level process that called this priority driving-related process.

[Second embodiment]
In the first embodiment, as shown in Fig. 7, the ECU 40 of the vehicles 3 and 4 determines whether the priority driving condition is satisfied, and as a result of the determination, the ECU 40 of the vehicles 3 and 4 issues a command to notify information indicating whether the priority driving condition is satisfied. In the second embodiment, the control device 10 of the server 1 determines whether the priority driving condition is satisfied, and as a result of the determination, the control device 10 of the server 1 issues a command to notify information indicating whether the priority driving condition is satisfied.

Figure 9 is a flowchart showing the flow of priority travel-related processing executed by the control device 10 of the server 1 in the second embodiment. Referring to Figure 9, this priority travel-related processing is called from a higher-level process and executed by the control device 10 at each predetermined control period.

First, the control device 10 uses the location information acquired from each vehicle 3, 4 to determine whether or not any of the vehicles 3, 4 are traveling on a section of the road under the jurisdiction of the server 1 that has a non-contact charging lane L1 (step S110). If it is determined that no vehicles 3, 4 are traveling on a section that has a non-contact charging lane L1 (NO in step S110), the control device 10 advances the process to be executed to step S121.

If it is determined that there are vehicles 3, 4 traveling in a section where the non-contact charging lane L1 is located (YES in step S110), the control device 10 uses the vehicle ID of the vehicles 3, 4 traveling on the power transmission device 70 obtained from the controller 11 of the non-contact power transmission system 7 to determine whether the vehicles 3, 4 are traveling in the non-contact charging lane L1 (step S111).

If it is determined that the vehicle 3, 4 is traveling in the non-contact charging lane L1 (YES in step S111), the control device 10 uses the information acquired from the vehicle 3, 4 to determine whether the priority traveling condition that the distance to the destination of the vehicle 3, 4 is equal to or greater than a reference distance is satisfied (step S112).

If it is determined that the priority driving condition that the distance to the destination of the vehicle 3, 4 is equal to or greater than the reference distance is not satisfied (NO in step S112), the control device 10 acquires the SOC of the battery 30 of the vehicle 3, 4 from the vehicle 3, 4, and determines whether the priority driving condition that the acquired SOC is less than the reference value is satisfied (step S113).

If it is determined that the priority driving condition that the SOC of the battery 30 of the vehicle 3, 4 is less than the reference value is not satisfied (NO in step S113), the control device 10 uses the vehicle speed acquired from the vehicle 3, 4 and the congestion information acquired from the congestion monitoring system to determine whether the priority driving condition that the non-contact charging lane L1 in which the vehicle 3, 4 is traveling is free of congestion and the vehicle speed is equal to or greater than the reference speed is satisfied (step S114).

If it is determined that the priority driving condition for the vehicle 3, 4 is not satisfied (NO in step S114), that is, if it is determined that all priority driving conditions are not satisfied, or if it is determined that the vehicle 3, 4 is not traveling in the non-contact charging lane L1 (NO in step S111), the control device 10 turns off the priority driving flag for the vehicle 3, 4 (step S115). The control device 10 then proceeds to step S121.

When it is determined that the priority driving condition that the distance to the destination of the vehicle 3, 4 is equal to or greater than the reference distance is satisfied (YES in step S112), when it is determined that the priority driving condition that the SOC of the battery 30 of the vehicle 3, 4 is less than the reference value is satisfied (YES in step S113), or when it is determined that the priority driving condition that there is no traffic jam and the vehicle speed is equal to or greater than the reference speed is satisfied (YES in step S114), the control device 10 sets the priority driving flag of the vehicle 3, 4 to the ON state (step S116). The control device 10 then proceeds to step S121.

Next, the control device 10 judges whether the priority travel flag of each of the vehicles 3 and 4 managed by the server 1 is on (step S121). If it is judged that the priority travel flag of each of the vehicles 3 and 4 is on (YES in step S121), the control device 10 issues a command to the HMI device 49 of each of the vehicles 3 and 4 to display information indicating that the priority travel condition is satisfied (step S122). For example, the instrument panel 491 or HUD 492 of the HMI device 49 or the display 424 of the navigation system 42 may display the words "priority travel condition satisfied", or the display lamp 493 may be lit in a manner indicating that the priority travel condition is satisfied (for example, lit in blue or green).

In addition, the control device 10 issues a command to the external notification device 48 of the vehicle 3 or 4 to display information indicating that the priority driving condition is satisfied (step S123). After that, the control device 10 advances the process to be executed to step S131.

If it is determined that the priority driving flag of the vehicle 3, 4 is not on (NO in step S121), the control device 10 issues a command to the HMI device 49 of the vehicle 3, 4 to display information indicating that the priority driving conditions are not met (step S124). For example, the instrument panel 491 or HUD 492 of the HMI device 49 or the display 424 of the navigation system 42 may display the words "Priority driving conditions not met," or the indicator lamp 493 may be illuminated in a manner indicating that the priority driving conditions are not met (for example, flashing red or yellow).

In addition, the control device 10 issues a command to the external notification device 48 of the vehicle 3 or 4 to display information indicating that the priority driving condition is not met, for example, the text "Priority driving condition not met" (step S125). The control device 10 then advances the process to be executed to step S131.

Next, the control device 10 determines whether or not each of the vehicles 3, 4 managed by the server 1 is receiving power in a wireless manner (step S131). Whether or not each of the vehicles 3, 4 is receiving power in a wireless manner can be determined using information obtained from the controller 11 of the wireless power transmission system 7 indicating whether or not power is being transmitted to the vehicle 3, 4. If it is determined that each of the vehicles 3, 4 is receiving power in a wireless manner (YES in step S131), the control device 10 issues a command to the HMI device 49 of each of the vehicles 3, 4 to display information indicating that power is being received in a wireless manner (step S132).

When information indicating that the priority driving condition is satisfied or not satisfied is displayed, it may be displayed alternately with information indicating that power is being received non-contact. For example, the instrument panel 491 or HUD 492 of the HMI device 49 or the display 424 of the navigation system 42 may display the words "priority driving condition satisfied" and "non-contact power receiving" alternately, or the indicator lamp 493 may be lit in a manner indicating that the priority driving condition is satisfied and non-contact power is being received (for example, flashing blue or green).

In addition, the control device 10 issues a command to the external notification device 48 of the vehicle 3 or 4 to display information indicating that contactless power reception is in progress (step S133).

If it is determined that the vehicle 3, 4 is not receiving power in a non-contact manner (NO in step S131), the control device 10 issues a command to the HMI device 49 of the vehicle 3, 4 to display information indicating that the vehicle is not receiving power in a non-contact manner (step S134). For example, the instrument panel 491 or HUD 492 of the HMI device 49 or the display 424 of the navigation system 42 may display the words "Not receiving power in a non-contact manner," or the indicator lamp 493 may be illuminated in a manner indicating that the vehicle is not receiving power in a non-contact manner (for example, lit in purple).

In addition, the control device 10 issues a command to the external notification device 48 of the vehicle 3, 4 to display information indicating that power is not being received in a non-contact manner, for example, the text "Non-contact power not being received" (step S135). After step S133 or step S135, the control device 10 returns the process to be executed to the higher-level process that called this priority driving-related process.

[Other Modifications]
(1) In the above-described embodiment, the vehicles 3 and 4 are BEVs or PHEVs having the inlet 43. However, the present invention is not limited to this, and the vehicles 3 and 4 may be HEVs (Hybrid Electric Vehicles) or FCEVs (Fuel Cell Electric Vehicles) that do not have the inlet 43.

(2) In the embodiment described above, charging via the inlets 43 of the vehicles 3 and 4 is DC charging. However, this is not limited thereto, and the vehicles 3 and 4 may be configured to be capable of AC (Alternating Current) charging via the inlets 43, or may be configured to be capable of both AC charging and DC charging.

(3) In the embodiment described above, as shown in FIG. 7, information indicating that the priority driving conditions are met is displayed on the HMI device 49 and the external notification device 48. However, this is not limited to this, and the information indicating that the priority driving conditions are met may be output inside or outside the vehicle cabin as a voice (for example, a voice saying, "The priority driving conditions are not met. Please exit the non-contact charging lane.").

(4) In the above-described embodiment, as shown in step S324 in FIG. 7 and step S124 in FIG. 9, information indicating that the priority driving condition is not satisfied is notified by the HMI device 49 of the vehicles 3 and 4 as information to encourage other vehicles to have priority in the non-contact charging lane L1. However, this is not limited to this, and the information to encourage other vehicles to have priority in the non-contact charging lane L1 may be other information, for example, information to encourage an exit from the non-contact charging lane L1 or information to temporarily yield the non-contact charging lane L1 to other vehicles.

(5) In the embodiment described above, charging is not particularly restricted for vehicles 3 and 4 capable of contactless charging traveling in the contactless charging lane L1. However, this is not limited thereto, and contactless charging may be restricted for vehicles 3 and 4 in the contactless charging lane L1 for which the priority travel condition is not satisfied (for example, charging power may be limited, or charging itself may be prohibited).

(6) In the above-described embodiment, the priority driving conditions are three conditions, as shown in steps S312 to S314 in FIG. 7 and steps S112 to S114 in FIG. 9. However, the present invention is not limited to this, and the priority driving conditions may be any conditions that allow preferential driving in the non-contact charging lane L1.

(7) In the above-described embodiment, the driving mode in the non-contact charging lane L1 is not particularly limited. However, without being limited to this, the driving mode in the non-contact charging lane L1 may be limited to the driving mode in ECO mode (for example, a mode in which the absolute value of the upper limit of acceleration is limited to a predetermined value or less that is smaller than the absolute value of the upper limit during normal driving), or may be limited to driving at a predetermined speed or less. Furthermore, when a predetermined condition such as a priority driving condition is met, the driving speed in the non-contact charging lane may be slower than when the condition is not met. In addition to the priority driving condition, the predetermined condition may include a condition that the vehicle is transporting goods rather than people, or a condition that an arrival time is specified. Furthermore, the vehicle may be forcibly controlled to these driving modes.

(8) The above-described embodiment can be understood as disclosing a contactless charging system such as the vehicle management system 100, and as disclosing the vehicles 3, 4, contactless power transmission system 7, or server 1 included in the vehicle management system 100, and as disclosing a method, program, or medium carrying a program for notifying the satisfaction/non-satisfaction of priority driving conditions or the on/off of contactless power reception in these systems or devices.

[summary]
(1) As shown in Fig. 1, the vehicle management system 100 is a system including the vehicles 3 and 4. As shown in Fig. 2 to Fig. 6, the vehicles 3 and 4 are equipped with a battery 30 that stores electric power for running, a power receiving device 45 that can receive electric power contactlessly from a power transmitting device 70 buried in the road and charges the received electric power to the battery 30, and a notification unit (e.g., an HMI device 49, a display 424 of the navigation system 42) that notifies the driver of predetermined information. As shown in Fig. 1 and Fig. 2, the vehicle management system 100 is equipped with a control unit (e.g., an ECU 40 of the vehicles 3 and 4, a control device 10 of the server 1) that issues a command to cause the notification unit of the vehicles 3 and 4 to notify the driver of predetermined information. As shown in Figures 7 and 9, when the vehicle 3, 4 does not satisfy the priority driving conditions under which priority driving is permitted in the non-contact charging lane L1 in which the power transmission device 70 is embedded and is driving in the non-contact charging lane L1, the control unit issues a command to cause the notification unit of the vehicle 3, 4 to notify information encouraging other vehicles 3, 4 to drive preferentially in the non-contact charging lane L1 (step S324 in Figure 7, step 124 in Figure 9).

As a result, when the vehicles 3, 4 do not satisfy the priority driving conditions under which priority driving is permitted in the non-contact charging lane L1 in which the power transmission device 70 is embedded, and the vehicles 3, 4 are driving in the non-contact charging lane L1, information encouraging the other vehicles 3, 4 to drive preferentially in the non-contact charging lane L1 is reported by the reporting unit of the vehicles 3, 4. Therefore, when such information is reported, the drivers of the vehicles 3, 4 give priority to the other vehicles 3, 4 to drive in the non-contact charging lane L1. As a result, congestion in the non-contact charging lane L1 can be suppressed.

(2) As shown in Figures 7 and 9, the priority driving condition may be that the distance to the destination is equal to or greater than a reference distance.

As a result, vehicles 3 and 4 whose distance to the destination is equal to or greater than the reference distance can travel preferentially through the non-contact charging lane L1 while receiving power from the power transmission device 70 embedded in the non-contact charging lane L1.

(3) As shown in Figures 7 and 9, the priority driving condition may be that the SOC of the battery 30 is less than a reference value.

This allows vehicles 3 and 4 whose battery 30 SOC is less than the reference value to preferentially travel along the non-contact charging lane L1 while receiving power from a power transmission device 70 embedded in the non-contact charging lane L1.

(4) As shown in Figures 7 and 9, the priority driving condition may be that the vehicle speed is equal to or greater than a reference speed when the non-contact charging lane L1 is not congested.

As a result, when the non-contact charging lane L1 is not congested, vehicles 3 and 4 whose vehicle speed is equal to or greater than the reference speed can travel preferentially in the non-contact charging lane L1 while receiving power from the power transmission device 70 embedded in the non-contact charging lane L1.

(5) As shown in FIG. 2 and FIG. 8, the vehicles 3 and 4 may further include an external notification device 48 that notifies the outside of the vehicles 3 and 4 that the vehicles 3 and 4 satisfy or do not satisfy the priority driving conditions.

This allows the drivers of the other vehicles 3 and 4 to know that they are traveling in the non-contact charging lane L1 even though they do not meet the priority travel conditions. As a result, the drivers of the vehicles 3 and 4 allow the other vehicles 3 and 4 to travel preferentially in the non-contact charging lane L1 in order to avoid being criticized.

(6) As shown in FIG. 2 and FIG. 8, the vehicles 3 and 4 may further include an external notification device 48 that notifies the outside of the vehicles 3 and 4 that the vehicles 3 and 4 are receiving or not receiving power via the power receiving device 45.

This allows the drivers of the other vehicles 3, 4 to be informed that the vehicles 3, 4 are receiving power from the power transmission device 70 embedded in the non-contact charging lane L1. As a result, if the vehicle 3, 4 does not satisfy the priority driving conditions, the driver of the vehicle 3, 4 allows the other vehicles 3, 4 to drive preferentially in the non-contact charging lane L1 to avoid being criticized.

The embodiments disclosed herein are also intended to be combined as appropriate. The embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present disclosure is indicated by the claims rather than the description of the embodiments above, and is intended to include all modifications within the meaning and scope of the claims.

LIST OF SYMBOLS 1 Server, 3, 4 Vehicle, 5 Charging equipment group, 6 Charging equipment, 7 Non-contact power transmission system, 8 AC power source, 9 Communication network, 10 Control device, 11 Controller, 12 Storage device, 13 Power conversion unit, 14, 41 Communication device, 15 Sensor unit, 16 Bus, 30 Battery, 31 Monitoring unit, 32 Voltage sensor, 33 Current sensor, 34 Temperature sensor, 35 SMR, 36 PCU, 37 Motor generator, 38 Transmission gear, 39 Drive wheel, 40 ECU, 42 Navigation system, 43 Inlet, 44, 46 Charging relay, 45 Power receiving device, 47 DC/DC converter, 48 External notification device, 49 HMI device, 61 Charging cable, 62 Charging connector, 70 Power transmitting device, 71 Power transmitting coil, 100 Management system, 421 CPU, 422 Memory, 423 GPS receiver, 424 display, 451 receiving coil, 491 instrument panel, 493 indicator lamp, L1 non-contact charging lane, L2 normal lane, NL, PL power line.

Claims (7)

A wireless charging system including an electric vehicle,
The electric vehicle includes:
A battery that stores electricity for driving;
a power receiving unit capable of receiving power in a wireless manner from a power transmitting device buried in a road and charging the battery with the received power;
A notification unit that notifies a driver of predetermined information,
The wireless charging system includes:
a control unit that issues a command to the notification unit of the electric vehicle to notify predetermined information;
the control unit, when the electric vehicle does not satisfy a priority driving condition, which is a condition under which priority driving in a non-contact charging lane in which the power transmission device is embedded, is permitted and the electric vehicle is driving in the non-contact charging lane, issues a command to cause the notification unit of the electric vehicle to notify information prompting other vehicles to be given priority in the non-contact charging lane;
The wireless charging system, wherein the priority driving condition is that a distance to a destination is equal to or greater than a reference distance. A wireless charging system including an electric vehicle,
The electric vehicle includes:
A battery that stores electricity for driving;
a power receiving unit capable of receiving power in a wireless manner from a power transmitting device buried in a road and charging the battery with the received power;
A notification unit that notifies a driver of predetermined information,
The wireless charging system includes:
a control unit that issues a command to the notification unit of the electric vehicle to notify predetermined information;
the control unit, when the electric vehicle does not satisfy a priority driving condition, which is a condition under which priority driving in a non-contact charging lane in which the power transmission device is embedded, is permitted and the electric vehicle is driving in the non-contact charging lane, issues a command to cause the notification unit of the electric vehicle to notify information prompting other vehicles to be given priority in the non-contact charging lane;
the priority driving condition is a condition that the SOC of the battery is less than a reference value,
The electric vehicle further includes an external notification unit that notifies an outside of the electric vehicle that the electric vehicle satisfies or does not satisfy the priority traveling condition . The wireless charging system according to claim 1 , wherein the electric vehicle further comprises an external notification unit that notifies an outside of the electric vehicle that the electric vehicle satisfies or does not satisfy the priority travel condition. The wireless charging system according to claim 1 , wherein the electric vehicle further comprises an external notification unit that notifies an outside of the electric vehicle that the electric vehicle is or is not receiving power at the power receiving unit. The wireless charging system according to claim 2 , wherein the external notification unit further notifies an outside of the electric vehicle that the electric vehicle is receiving power or is not receiving power at the power receiving unit. A method for notifying predetermined information in a wireless charging system including an electric vehicle, comprising:
The electric vehicle includes:
A battery that stores electricity for driving;
a power receiving unit capable of receiving power in a wireless manner from a power transmitting device buried in a road and charging the battery with the received power;
A notification unit that notifies a driver of predetermined information,
The wireless charging system includes:
a control unit that issues a command to the notification unit of the electric vehicle to notify predetermined information;
The notification method includes a step of, when the electric vehicle does not satisfy a priority travel condition that is a condition under which priority travel in a non-contact charging lane in which the power transmission device is embedded is permitted and the electric vehicle is traveling in the non-contact charging lane, issuing a command to the notification unit of the electric vehicle to notify information that prompts other vehicles to be given priority in the non-contact charging lane;
The notification method, wherein the priority driving condition is that a distance to a destination is equal to or greater than a reference distance. A method for notifying predetermined information in a wireless charging system including an electric vehicle, comprising:
The electric vehicle includes:
A battery that stores electricity for driving;
a power receiving unit capable of receiving power in a wireless manner from a power transmitting device buried in a road and charging the battery with the received power;
A notification unit that notifies a driver of predetermined information ;
an external notification unit that notifies an outside of the electric vehicle of predetermined information ;
The wireless charging system includes:
a control unit that issues a command to the notification unit of the electric vehicle to notify predetermined information;
The notification method includes a step of, when the electric vehicle does not satisfy a priority travel condition that is a condition under which priority travel in a non-contact charging lane in which the power transmission device is embedded is permitted and the electric vehicle is traveling in the non-contact charging lane, issuing a command to the notification unit of the electric vehicle to notify information that prompts other vehicles to be given priority in the non-contact charging lane;
the priority driving condition is a condition that the SOC of the battery is less than a reference value,
The notification method further includes a step in which the control unit issues a command to cause the external notification unit of the electric vehicle to notify that the electric vehicle satisfies or does not satisfy the priority driving condition .

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