JP2022107345A - Charging system - Google Patents

Abstract

To provide a charging system which can resolve a power shortage of a vehicle.SOLUTION: The charging system includes: a first vehicle which has a first processor while being provided with a non-contact type power incoming device; a second vehicle which has a second processor configured so as to perform non-contact power supply by allowing a non-contact type power supply device to approach the non-contact type power incoming device while being provided with the non-contact type power supply device; and a navigation server which has a third processor configured so as to output routing information reaching a position of the first vehicle to the second vehicle based on a charging request from the first vehicle.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to a charging system.

Patent Document 1 discloses a resonance type non-contact power feeding system for a vehicle including a plurality of power feeding lanes branched from a traveling path for a vehicle and a non-contact power feeding device provided along the power feeding lanes, respectively. ing.

International Publication No. 2011/142421

If the remaining amount of the vehicle's running battery becomes less than the specified value and it becomes difficult to drive due to power shortage, the vehicle may run to the position of the non-contact power supply device and cannot secure power. There is.

The present disclosure has been made in view of the above problems, and an object of the present disclosure is to provide a charging system capable of solving a power shortage of a vehicle.

In the charging system according to the present disclosure, a first vehicle having a first processor provided with a non-contact power receiving device and a non-contact power feeding device are provided, and the non-contact power receiving device is provided with the non-contact type. The second vehicle having a second processor configured to bring the power supply devices closer to each other to perform non-contact power supply, and the second vehicle based on a charging request from the first vehicle. It comprises a navigation server having a third processor configured to output route information to the position of the first vehicle.

In the present disclosure, it is possible to solve the power shortage of the vehicle.

FIG. 1 is a diagram showing a charging system according to an embodiment. FIG. 2 is a schematic configuration diagram of a non-contact power receiving device and a non-contact power feeding device. FIG. 3 is a schematic configuration diagram of an in-vehicle terminal. FIG. 4 is a diagram showing a case where a non-contact power supply is performed by a power supply vehicle to an electric vehicle which is a power supply target vehicle. FIG. 5 is a diagram showing an example of a charge control routine implemented by the charge system according to the embodiment.

Hereinafter, embodiments of the charging system according to the present disclosure will be described. The present embodiment is not limited to the present disclosure.

FIG. 1 is a diagram showing a charging system according to an embodiment. The electric vehicle 10 and the power supply vehicle 600 applied to the charging system are vehicles that drive a traveling motor with the electric power of a battery to travel.

The charging system includes an in-vehicle terminal 30, a center server 100, a charging infrastructure information server 300, a non-contact power supply device 400, a communication network 500, and a vehicle control device 601. The in-vehicle terminal 30 is an in-vehicle information communication terminal device associated with the electric vehicle 10. The center server 100 functions as a navigation server provided in the vehicle information center. The charging infrastructure information server 300 is provided in the charging infrastructure center. The non-contact power feeding device 400 is provided on a road that is a travel path of the electric vehicle 10. The communication network 500 is an Internet or the like that connects an in-vehicle terminal 30, a center server 100, a charging infrastructure information server 300, a non-contact power supply device 400, and a vehicle control device 601 so as to be able to communicate with each other. A wireless base station 510 is connected to the communication network 500, and the in-vehicle terminal 30 and the vehicle control device 601 are connected to the communication network 500 via the wireless base station 510.

The electric vehicle 10 includes a battery 20 that serves as an energy source for traveling. The electric vehicle 10 has a cable-connected power supply system that supplies power to the battery 20 from an external power source via the charging cable 110, and a non-contact power supply system that receives the electric power transmitted from the non-contact power supply device 400 in a non-contact manner to supply power to the battery 20. It has two power supply systems, one with a contact power supply system.

The cable connection type power supply system includes a power receiving port 50, a charger 51, and a charging ECU (Electronic Control Unit) 52. The power receiving port 50 is a connection port of the connection plug 111 of the charging cable 110. The charger 51 converts the electric power supplied to the power receiving port 50 into the electric power for charging the battery 20 to charge the battery 20. The charging ECU 52 is a charging control device that controls charging of the battery 20 by the charger 51. The non-contact power supply system includes a non-contact power receiving device 60. The output of the charger 51, which is the output of the cable-connected power supply system, and the output of the non-contact power receiving device 60 are each connected to the input terminal of the changeover switch 70, and one of the outputs is selectively sent to the battery 20. Connected to the charging path.

The battery 20 is provided with an SOC detector 71 that detects an SOC (System Of Charge), which is a value indicating the state of charge of the battery 20. The SOC detector 71 outputs a signal representing a value indicating an index of the amount of electric energy that can be output from the battery 20 as the SOC to the CAN communication line 72 of the CAN (Control Area Network) communication system at a predetermined cycle. Hereinafter, the SOC detected by the SOC detector 71 is also referred to as the remaining battery level. The remaining battery level may be represented by, for example, the charge rate [%] or the amount of electrical energy that can be output from the battery 20.

The charging ECU 52 includes a processor including a CPU (Central Processing Unit) and an FPGA (Field-Progressable Gate Array), and a computer including a RAM (Random Access Memory) and a ROM (Read Only Memory). It is configured using. When charging the battery 20, the remaining battery level detected by the SOC detector 71 is acquired from the CAN communication line 72, and the charger 51 is used until the remaining battery level reaches a target value set by the user (for example, fully charged). To charge the battery 20. Further, the charging ECU 52 sets the selection state of the changeover switch 70 so that the cable connection type power supply system is electrically connected to the battery 20 when the connection plug 111 of the charging cable 110 is attached to the power receiving port 50. Switch. Further, the charging ECU 52 sets the selection state of the changeover switch 70 so that the non-contact power supply system is electrically connected to the battery 20 when the connection plug 111 of the charging cable 110 is not attached to the power receiving port 50. Switch. The power receiving port 50 is provided with a detection switch 53 for detecting that the connection plug 111 is connected. The charging ECU 52 inputs the detection signal of the detection switch 53 to determine whether or not the connection plug 111 is connected, and switches and controls the changeover switch 70.

The electric vehicle 10 includes a PCU (Power Control Unit) 80, a motor 81 for traveling, and a motor ECU 82 as a configuration of a traveling drive system. The PCU 80 converts the DC power output from the battery 20 into three-phase AC power. The motor 81 is driven by the three-phase AC power output from the PCU 80 to rotate the wheels W. The motor ECU 82 is a motor control unit that controls the output of the PCU 80 according to the driving operation of the driver. The motor ECU 82 is configured by using a microcomputer including a processor including a CPU and an FPGA and a memory including a RAM and a ROM.

The power supply vehicle 600 is, for example, an EV (Electric Vehicle) or a PHEV (Plug-in Hybrid Electric Vehicle). The power supply vehicle 600 includes a vehicle control device 601, a communication device 602, a storage device 603, a positioning device 604, a navigation device 605, an arm drive device 606, a non-contact power supply device 607, and the like.

The vehicle control device 601 is an ECU (Electronic Control Unit) that comprehensively controls the operation of various components mounted on the power feeding vehicle 600. The communication device 602 is composed of, for example, a DCM (Data Communication Module) or the like, and communicates with the center server 100 by wireless communication via the communication network 500. Information about the vehicle position detected by the positioning device 604 (hereinafter, referred to as "vehicle position information") is stored in the storage device 603 as needed.

The positioning device 604 receives radio waves from a GPS (Global Positioning System) satellite and detects vehicle position information. In response to this, the vehicle control device 601 periodically transmits vehicle position information to the center server 100 through the communication network 500. The method for detecting vehicle position information is not limited to the method using GPS satellites, and for example, a method using a combination of LiDAR (Light Detection and Ranking, Laser Imaging Detection and Ranking) and a three-dimensional digital map, or the like is used. May be good.

The navigation device 605 inputs and outputs data such as map information and travel route information, a navigation program, and the like to and from the vehicle control device 601. As a result, the vehicle control device 601 autonomously causes the power supply vehicle 600 to travel by supplying various command signals to each component constituting the power supply vehicle 600. The navigation device 605 itself may include a control unit such as a CPU, RAM, and ROM, and a recording medium.

Specifically, the navigation device 605 includes input / output means such as a touch panel display and a speaker microphone. These input / output means notify the predetermined information to the outside by displaying characters, figures, or the like on the screen of the touch panel display or outputting voice from the speaker microphone according to the control by the vehicle control device 601. Further, the input / output means inputs predetermined information to the vehicle control device 601 by the occupant of the power feeding vehicle 600 operating the touch panel display or emitting a voice toward the speaker microphone.

The arm drive device 606 drives an arm 608 (FIG. 4) having a base end attached to the lower part of the vehicle and a non-contact power supply device 607 attached to the tip end by power from a power source such as a motor, for example. ..

The non-contact power supply device 607 is supplied with power from the power supply battery mounted on the power supply vehicle 600 via the power cable, and supplies power to the non-contact power receiving device provided in the power supply target vehicle in a non-contact manner. Charge the battery of the vehicle to be powered. As the configuration related to the non-contact power supply of the non-contact power supply device 607, a known configuration can be adopted, and for example, the same configuration as that of the non-contact power supply device 400 can be applied. Further, the vehicle to be supplied with power is not limited to a passenger vehicle such as the electric vehicle 10 as shown in FIG. Any vehicle provided with the device may be used.

In addition to the configuration shown in FIG. 2, the power supply vehicle 600 includes an inverter, a motor, a traveling battery, and the like. The vehicle control device 601 of the power supply vehicle 600 can detect the information on the remaining battery level of each of the traveling battery and the power supply battery, and transmits the information on the remaining battery level to the center server 100 as needed. .. The power supply vehicle 600 may be configured to share the power supply battery and the traveling battery.

FIG. 2 is a schematic configuration diagram of a non-contact power receiving device 60 and a non-contact power feeding device 400. The non-contact power receiving device 60 provided in the non-contact power feeding system is non-contactly fed from the non-contact power feeding device 400 provided on the road. The non-contact power supply device 400 includes an AC power supply 401, a high frequency conversion device 402, an electromagnetic induction coil 403, a primary resonance coil 404, a variable capacitor 405, a communication device 406, a power supply ECU 407 as a power supply control device, and an external communication device 408. I have. The power supply ECU 407 is configured by using a microcomputer including a processor including a CPU and an FPGA and a memory including a RAM and a ROM.

The AC power supply 401 is, for example, a system power supply supplied from an electric power company. The high frequency converter 402 converts the electric power supplied from the AC power supply 401 into electric power having a predetermined frequency, and outputs the converted electric power to the electromagnetic induction coil 403. The electromagnetic induction coil 403 is arranged coaxially with the primary resonance coil 404 and can be magnetically coupled to the primary resonance coil 404 by electromagnetic induction, and the high frequency power supplied from the high frequency converter 402 is electromagnetically induced. Output to the primary resonance coil 404.

The primary resonance coil 404 is an LC resonance coil, and is configured to be able to transmit power to the electric vehicle 10 by resonating with the secondary resonance coil 61 of the non-contact power receiving device 60 mounted on the electric vehicle 10 via an electromagnetic field. Resonance. The variable capacitor 405 is provided to change the capacitance of the resonance system formed by the primary resonance coil 404 and the secondary resonance coil 61 of the non-contact power receiving device 60.

The communication device 406 determines the position of the electric vehicle 10 to which the power is supplied, in detail, the position of the secondary resonance coil 61 of the non-contact power receiving device 60 mounted on the electric vehicle 10, and the detected value of the speed of the electric vehicle 10. It is provided for receiving. The communication device 406 receives the detected values of the position and speed of the electric vehicle 10 wirelessly transmitted from the communication device 66 provided in the non-contact power receiving device 60.

When power is supplied from the non-contact power supply device 400 to the electric vehicle 10, the power supply ECU 407 has a primary resonance coil 404 and a non-primary resonance coil 404 according to the detected values of the position and speed of the electric vehicle 10 received by the communication device 406. The capacitance of the resonance system formed by the secondary resonance coil 61 of the contact type power receiving device 60 is changed. When the distance between the primary resonance coil 404 and the secondary resonance coil 61 of the non-contact power receiving device 60 changes, the capacitance between the primary resonance coil 404 and the secondary resonance coil 61 changes, resulting in resonance. The resonance frequency of the system changes. If the resonance frequency deviates significantly from the frequency of the transmitted power, that is, the frequency of the high frequency power generated by the high frequency converter 402, the transmission efficiency is significantly reduced. Therefore, the power feeding ECU 407 controls the variable capacitor 405 according to each detected value of the position and speed of the electric vehicle 10 so that the resonance frequency of the resonance system approaches the frequency of the high frequency power generated by the high frequency converter 402. Then, the capacitance of the resonance system is adjusted. For example, the power feeding ECU 407 is adjusted so that the capacitance of the variable capacitor 405 becomes smaller as the vehicle speed increases, and the more the electric vehicle 10 moves away from the non-contact power feeding device 400 (the primary resonance coil 404 and the secondary resonance coil 61). Adjust so that the capacitance of the variable capacitor 405 becomes smaller (as the distance increases).

Further, the external communication device 408 transmits information indicating the operating status of the non-contact power supply device 400 to the charging infrastructure information server 300 via the communication network 500 at a predetermined cycle. In this case, the external communication device 408 adds an identification ID that identifies the non-contact power supply device 400, and transmits operating status information (information indicating whether or not power supply is possible). Many non-contact power feeding devices 400 are provided on the road. Therefore, in the charging infrastructure center, it is possible to grasp which non-contact power feeding device 400 is operating in the jurisdiction. Hereinafter, the position where the non-contact power feeding device 400 is arranged on the road is referred to as a non-contact power feeding position. In order to increase the amount of power supplied to the running electric vehicle 10, a plurality of non-contact power supply devices 400 are continuously provided at one non-contact power supply position.

On the other hand, the non-contact power receiving device 60 mounted on the electric vehicle 10 includes a secondary resonance coil 61, an electromagnetic induction coil 62, a rectifier 63, a DC / DC converter 64, a charging ECU 65 which is a charging control device, and a communication device. It has 66. The charging ECU 65 is configured by using a microcomputer including a processor including a CPU and an FPGA and a memory including a RAM and a ROM.

The secondary resonance coil 61 is an LC resonance coil, and is configured to be able to receive power from the non-contact power feeding device 400 by resonating with the primary resonance coil 404 of the non-contact power feeding device 400 via an electromagnetic field. The electromagnetic induction coil 62 is arranged coaxially with the secondary resonance coil 61, can be magnetically coupled to the secondary resonance coil 61 by electromagnetic induction, and electromagnetically receives the electric power received by the secondary resonance coil 61. It is taken out by induction and output to the rectifier 63. The rectifier 63 rectifies the AC power output from the electromagnetic induction coil 62, and outputs the rectified power to the DC / DC converter 64. The DC / DC converter 64 converts the power rectified by the rectifier 63 into a charging voltage level of the battery 20 and outputs the power to the battery 20. The charging ECU 65 charges the battery 20 by driving the DC / DC converter 64 when receiving power from the non-contact power feeding device 400. Further, the charging ECU 65 acquires information indicating the vehicle speed and the position of the own vehicle from the CAN communication line 72, and outputs the acquired information indicating the vehicle speed and the position of the own vehicle to the communication device 66. The communication device 66 wirelessly transmits information indicating the vehicle speed and the position of the own vehicle to the external communication device 408 of the non-contact power supply device 400.

Next, the in-vehicle terminal 30 will be described. FIG. 3 is a schematic configuration diagram of the in-vehicle terminal 30. The in-vehicle terminal 30 includes a main control unit 31, a display unit 32, an operation unit 33, a sounding unit 34, a wireless communication unit 35, a vehicle position detection unit 36, and a storage unit 37. The main control unit 31 is configured by using a microcomputer including a processor including a CPU and an FPGA and a memory including a RAM and a ROM. The display unit 32 and the operation unit 33 are configured by using a touch panel display such as a liquid crystal display or an organic EL. The sounding unit 34 is configured by using an amplifier, a speaker, or the like for voice guidance. The wireless communication unit 35 communicates with the outside via the wireless base station 510. The vehicle position detection unit 36 includes a GPS unit that detects the current position coordinates of the own vehicle based on radio waves from GPS satellites, and a gyro sensor that detects the traveling direction of the electric vehicle 10. The storage unit 37 is configured by using a storage device such as an EPROM (Erasable Program ROM) and a hard disk drive (Hard Disk Drive: HDD). The storage unit 37 stores information such as map information, facility information, and various vehicle characteristics.

The electric vehicle 10 is provided with a vehicle ECU which is a plurality of electronic control devices for controlling the vehicle state. Each vehicle ECU including the charging ECUs 52 and 65 and the motor ECU 82 and the SOC detector 71 are connected to the CAN communication line 72, and various vehicle information (for example, mileage information, SOC information, vehicle diagnosis information, and various types) are connected. (Request information, etc.) is transmitted to the CAN communication line 72. Therefore, each vehicle ECU is configured to be able to share vehicle information via the CAN communication line 72. Further, the in-vehicle terminal 30 is connected to the CAN communication line 72, and transmits the vehicle information transmitted to the CAN communication line 72 according to a predetermined procedure to the center server 100. The center server 100 transmits service information useful to the user to the vehicle-mounted terminal 30 based on the vehicle information transmitted from the vehicle-mounted terminal 30 and the external information acquired from the outside.

Hereinafter, with respect to the functions of the in-vehicle terminal 30 and the center server 100, the configuration related to the setting of the recommended route from the departure point to the destination and the presentation of the recommended route to the user will be described.

The main control unit 31 provided in the in-vehicle terminal 30 includes a vehicle information transmission unit 311, a navigation control unit 312, a travel route information acquisition unit 313, and a travel route information providing unit 314. The vehicle information transmission unit 311 identifies the vehicle ID (electric vehicle 10 or in-vehicle terminal 30) of its own vehicle information (for example, current position information, SOC information, electricity cost information, vehicle diagnosis information, etc.) and various request commands. It is transmitted to the center server 100 together with the ID). The navigation control unit 312 guides the own vehicle to the destination set by the user based on the map information stored in the storage unit 37 and the own vehicle position detected by the vehicle position detection unit 36. The travel route information acquisition unit 313 acquires the travel route information (recommended route information) transmitted from the center server 100 and the detailed information related to the travel route information (recommended route information). The travel route information providing unit 314 uses the display unit 32 to display the travel route information (recommended route information) acquired by the travel route information acquisition unit 313 and the detailed information related to the travel route information (recommended route information). To provide. The vehicle information transmission unit 311, the navigation control unit 312, the travel route information acquisition unit 313, and the travel route information providing unit 314 are realized by executing a control program (navigation program) of the microcomputer.

The center server 100 includes a microcomputer including a processor including a CPU and an FPGA, a memory including a RAM and a ROM, and a storage device such as an EPROM and a hard disk drive as a main part. As shown in FIG. 1, the center server 100 includes a communication control unit 101, a vehicle information management unit 102, a map information management unit 103, a charging infrastructure information management unit 104, and an information creation / providing unit 105. The communication control unit 101 connects to the communication network 500 to perform communication control. The vehicle information management unit 102 stores and manages the vehicle information together with the user information. The map information management unit 103 stores and manages road map information. The charging infrastructure information management unit 104 stores and manages information related to the infrastructure of the charging facility. The information creation / providing unit 105 creates and provides useful information to the user.

The charging infrastructure information server 300 includes a microcomputer including a processor including a CPU and an FPGA and a memory including a RAM and a ROM as a main part. The charging infrastructure information server 300 collects the latest operating status from each charging facility (for example, a facility that charges a battery such as a non-contact power supply device 400 or a power supply station), and charges infrastructure information indicating the operating status of each charging facility. To create. Then, the charging infrastructure information server 300 transmits the created charging infrastructure information to the center server 100 in real time via the communication network 500. In the center server 100, the charging infrastructure information management unit 104 stores and updates the latest charging infrastructure information transmitted from the charging infrastructure information server 300. The charging infrastructure information management unit 104 of the center server 100 stores the position of each charging facility on the map in association with the map information stored in the map information management unit 103. The charging infrastructure information management unit 104 also stores power supply capacity information for each non-contact power supply device 400. This power supply capacity information sets the amount of electric power that can be supplied to the electric vehicle 10 when the electric vehicle 10 passes through the non-contact power supply position at a vehicle speed assumed in advance.

FIG. 4 is a diagram showing a case where the power feeding vehicle 600 performs non-contact power feeding to the electric vehicle 10 which is the power feeding target vehicle.

As shown in FIG. 4, the power feeding vehicle 600 includes an arm 608 having a base end attached to the lower part of the vehicle and a non-contact power feeding device 607 attached to the tip. The arm 608 can be bent by a plurality of joints. When the power feeding vehicle 600 supplies power to the electric vehicle 10, for example, as shown in FIG. 4, the power feeding vehicle 600 is placed sideways on the electric vehicle 10. Next, the power feeding vehicle 600 operates the arm 608 by the arm driving device 606 based on the command signal from the vehicle control device 601 and inserts the non-contact power feeding device 607 through the gap between the electric vehicle 10 and the road surface. Then, the non-contact power feeding device 607 is brought close to the non-contact power receiving device 60 provided at the lower part of the electric vehicle 10. Then, the power supply vehicle 600 supplies electric power from the power supply battery to the non-contact power supply device 607 via the power cable, and supplies electric power to the non-contact power receiving device 60 of the electric vehicle 10 in a non-contact manner. 10 batteries 20 are charged.

In the charging system according to the embodiment, the center server 100 guides the traveling route to the standby position of the electric vehicle 10 to the power supply vehicle 600 based on the charging request from the electric vehicle 10 which is the power supply target vehicle. This guidance is performed in collaboration with the in-vehicle terminal 30 of the electric vehicle 10, the center server 100, and the vehicle control device 601 of the power supply vehicle 600. Hereinafter, a process in which the center server 100 guides the traveling route to the standby position of the electric vehicle 10 with respect to the power supply vehicle 600 and the battery 20 of the electric vehicle 10 is charged by the power supply vehicle 600 will be described.

FIG. 5 is a diagram showing an example of a charge control routine implemented by the charge system according to the embodiment. The charge control routine shown in FIG. 5 is executed by the control routine executed by the in-vehicle terminal 30 of the electric vehicle 10, the control routine executed by the center server 100, and the vehicle control device 601 of the power feeding vehicle 600. It consists of a control routine.

When this control routine is activated, the in-vehicle terminal 30 of the electric vehicle 10 which is the power supply target vehicle detects in step S11 that the remaining battery level is equal to or less than a predetermined value. Next, the in-vehicle terminal 30 outputs a charge request for the battery 20 to the center server 100 in step S12. When outputting this charging request, vehicle information including information on at least the specifications and mounting position of the non-contact power receiving device 60 of the electric vehicle 10 and a predetermined position (standby position) to stand by for charging are performed. It also outputs information about. Then, in step S13, the in-vehicle terminal 30 waits at a predetermined position and ends the control routine.

When the center server 100 acquires the charge request from the electric vehicle 10, in step S21, the center server 100 outputs the vehicle information of the electric vehicle 10 and the route information to the standby position of the electric vehicle 10 to the vehicle control device 601 of the power feeding vehicle 600. do. The center server 100 derives the route information to the standby position of the electric vehicle 10 from, for example, the current position of the power supply vehicle 600 acquired via the communication network 500 and the standby position of the electric vehicle 10.

In step S31, the vehicle control device 601 autonomously moves the power supply vehicle 600 to the standby position of the electric vehicle 10 which is the power supply target vehicle based on the route information acquired from the center server 100. Next, in step S32, the vehicle control device 601 operates the arm 608 by the arm drive device 606 based on the vehicle information acquired from the center server 100, and does not contact the non-contact power receiving device 60 of the electric vehicle 10. The type power feeding device 607 is brought close to each other. Next, in step S33, the vehicle control device 601 supplies power from the power supply battery to the non-contact power supply device 607 via the power cable, and supplies power to the non-contact power receiving device 60 in a non-contact manner. Power supply is started and this control routine is terminated.

Further effects and variations can be easily derived by those skilled in the art. The broader aspects of the present disclosure are not limited to the particular details and representative embodiments described and described above. Therefore, various changes can be made without departing from the spirit or scope of the general disclosure concept defined by the attached claims and their equivalents.

10 Electric vehicle 20 Battery 30 In-vehicle terminal 32 Display unit 33 Operation unit 34 Sound unit 35 Wireless communication unit 36 Vehicle position detection unit 37 Storage unit 50 Power receiving port 51 Charger 52 Charging ECU
53 Detection switch 60 Non-contact power receiving device 61 Secondary resonance coil 62 Electromagnetic induction coil 63 Rectifier 64 DC / DC converter 65 Charging ECU
66 Communication device 70 Changeover switch 71 SOC detector 72 CAN communication line 80 PCU
82 Motor ECU
100 Center server 101 Communication control unit 102 Vehicle information management unit 103 Map information management unit 104 Charging infrastructure information management unit 105 Information creation and provision unit 110 Charging cable 111 Connection plug 300 Charging infrastructure information server 311 Vehicle information transmission unit 312 Navigation control unit 313 Traveling Route information acquisition unit 314 Travel route information provider 400 Non-contact power supply device 401 AC power supply 402 High frequency converter 403 Electromagnetic induction coil 404 Primary resonance coil 405 Variable capacitor 406 Communication device 407 Power supply ECU
408 External communication device 500 Communication network 600 Power supply vehicle 601 Vehicle control device 602 Communication device 603 Storage device 604 Positioning device 605 Navigation device 606 Arm drive device 607 Non-contact power supply device 608 Arm

Claims (1)

A first vehicle with a first processor, provided with a non-contact power receiving device, and
A second vehicle provided with a non-contact power supply device and having a second processor configured to bring the non-contact power supply device close to the non-contact power supply device to perform non-contact power supply.
A navigation server having a third processor configured to output route information to the position of the first vehicle to the second vehicle based on a charge request from the first vehicle.
Charging system with.

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