JP2011015549A - Parking support system, and method of controlling the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a parking support system for providing support to ensure accuracy of parking a vehicle at power supply equipment and reducing possibility of bumping to an obstacle, and to provide a method of controlling the system.SOLUTION: The parking support system includes: a camera 120 for photographing the rear of the vehicle, a display unit 121 for displaying a first image obtained by the camera 120, and a controller 180 for controlling display of the display unit 121. When a distance between the vehicle and a target parking position becomes smaller than a predetermined value, the controller 180 creates a second image including information of positioning, the information not being obtained from the first image, and causes the display unit 121 to start to display.

Description

  The present invention relates to a parking support system and a control method thereof, and more particularly, to a parking support system including a camera and a display unit for photographing the rear of a vehicle and a control method thereof.

  In recent years, vehicles such as electric vehicles and plug-in hybrid vehicles have been developed in which a battery that supplies electric power to a vehicle driving motor can be charged from the outside.

  Japanese Patent Laying-Open No. 2007-97345 (Patent Document 1) discloses a vehicle equipped with a parking assistance device that can be easily charged. This vehicle performs support control for alignment between the vehicle-side power transfer unit and the device-side power transfer unit of equipment provided on the ground.

JP 2007-97345 A Japanese Patent Laid-Open No. 2005-35542

  2. Description of the Related Art Some vehicle parking assistance control devices capture the rear of a vehicle with a camera attached to the rear of the vehicle, and synthesize a guide line indicating a distance, a traveling direction, and the like into an image and display the image. However, when the power receiving unit of the vehicle is provided, for example, at the bottom of the vehicle (the lower surface of the floor panel), when the vehicle approaches the parking target position, the device-side power transfer unit does not appear in the camera. It becomes difficult to visually align the primary power supply unit with the primary side power supply unit.

  In the case of a device that uses a power cord or a power transmission cable for charging, the parking position shifts because the driver connects when connecting the power cord or power transmission cable even if the parking position of the vehicle is not positioned very accurately. Tolerable to some extent. However, in the case of non-contact power transmission without using a power cord or a power transmission cable, it is advantageous in terms of power transmission efficiency to accurately position the parking position. Even in the case of a device that charges using a power cord or a power transmission cable, it is better to determine the parking position accurately, but in particular, in the case of non-contact charging, there is a high demand for accurately positioning the parking position.

  As a non-contact power transmission technology, three technologies are known: a power transmission technology using battery induction, a power transmission technology using a microwave, and a power transmission technology using a resonance method. Among them, the resonance method is a non-contact power transmission technology that resonates a pair of resonators (a pair of self-resonant coils) in an electromagnetic field (near field) and transmits power through the electromagnetic field. It is also possible to transmit power over a relatively long distance, for example (a few meters).

  In order to make positioning accurate, it is conceivable to provide a positioning means for supporting the primary coil so that the primary coil can be moved on the power supply equipment side. Therefore, a simpler system configuration is desired. Further, in the resonance method, it is necessary to devise a simple position detection method.

  Furthermore, in addition to the conventional rear image, auxiliary information such as the distance between the power transmission unit and the power receiving unit can be combined with the camera image or displayed in a switched manner. A person's attention concentrates on auxiliary information rather than a back image, and the possibility of touching an obstacle etc. increases.

  Furthermore, it may be difficult for the driver to know at which parking position the power supply unit is stopped for optimal charging.

  An object of the present invention is to provide a parking assistance system and a control method therefor that provide assistance to ensure the accuracy of parking to a power supply facility and reduce the possibility of contact with an obstacle.

  In summary, the present invention is a parking assistance system mounted on a vehicle, a camera for photographing the rear of the vehicle, a display unit for displaying a first image photographed by the camera, and a display unit And a control unit that performs display control. When the distance between the vehicle and the target parking position is smaller than a predetermined value, the control unit creates a second image including information about alignment that cannot be obtained from the first image, and causes the display unit to start displaying the second image. .

  Preferably, the control unit causes the second image to be overwritten and displayed on a partial region of the first image. The second image includes an image that visually displays a deviation amount between the parking target position and the current vehicle position when the vehicle is viewed from above.

  More preferably, the vehicle includes a power storage device that can be externally charged and a power receiving unit that receives power to charge the power storage device. The power receiving unit receives power from a power supply unit installed on the ground. The control unit detects a positional deviation amount between the power receiving unit and the power feeding unit. In the second image, a first mark indicating the position of the power receiving unit and a second mark indicating the position of the power feeding unit are displayed according to the amount of positional deviation.

  More preferably, the position of the first mark on the display unit and the position of the second mark on the display unit can be selected to be switched according to user settings.

  Preferably, the vehicle includes a power storage device capable of external charging and a power receiving unit for receiving power to be charged in the power storage device. The power receiving unit receives power from a power supply unit installed on the ground. The control unit obtains information indicating the position and the parking direction from the power supply unit, and displays a parking frame of a vehicle suitable for receiving power from the power supply unit on the first image.

  Preferably, the parking assistance system further includes an obstacle sensor. When the obstacle sensor detects an obstacle, the control unit displays the first image on the display unit and prohibits the display of the second image in principle.

  In another aspect, the present invention provides a method for controlling a parking assistance system mounted on a vehicle, wherein the parking assistance system displays a camera for photographing the rear of the vehicle and a first image photographed by the camera. And a display unit for The control method includes a step of determining whether or not the distance between the vehicle and the target parking position is smaller than a predetermined value, and an alignment that cannot be obtained in the first image when the distance is smaller than the predetermined value. Creating a second image including the above information and starting display on the display unit.

  ADVANTAGE OF THE INVENTION According to this invention, possibility of avoiding unforeseen circumstances, such as a contact with an obstruction, increases while assisting the positioning of the vehicle with respect to the power supply facility.

1 is an overall configuration diagram of a vehicle power supply system according to an embodiment of the present invention. It is a figure for demonstrating the principle of the power transmission by the resonance method. It is the figure which showed the relationship between the distance from an electric current source (magnetic current source), and the intensity | strength of an electromagnetic field. It is a block diagram which shows the detail of the vehicle 100 shown in FIG. It is a functional block diagram of the control apparatus 180 shown in FIG. It is a figure for demonstrating switching of the image displayed on the display part 121 of FIG. It is a figure for demonstrating position alignment with an electric power feeding unit and an electric power receiving unit. It is the figure which showed the state of the alignment seen from the vehicle side. It is the figure which showed the relationship between a primary side voltage and the distance L. FIG. It is the figure which showed the relationship between a secondary side voltage and the distance L. FIG. It is the figure which showed the relationship between a primary side electric current and the distance L. FIG. It is the figure which showed a mode that the differential value of the distance L became zero. It is the figure which showed the transition of the initial setting screen of parking assistance control. It is a flowchart for demonstrating the parking assistance operation | movement which a control apparatus performs in this Embodiment. It is a figure for demonstrating the display change of the screen pattern. It is a figure for demonstrating the change of the display of the screen pattern. It is a figure for demonstrating the change of the display of the screen pattern 3. FIG. It is a figure which shows the 1st modification of the auxiliary | assistant image demonstrated on the screen 520 of FIG. It is the figure which showed the 2nd modification of the auxiliary | assistant image demonstrated on the screen 520 of FIG. It is a figure for demonstrating the electric power feeding unit 220 arrange | positioned on the ground, and the mark 720 drawn on it. It is a flowchart for demonstrating the automatic display process of a target parking frame. It is a figure which shows the screen 730 on which the parking frame was displayed.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Overall configuration of power supply system for vehicle]
FIG. 1 is an overall configuration diagram of a vehicle power supply system according to an embodiment of the present invention.

  Referring to FIG. 1, a vehicle power supply system 10 includes a vehicle 100 and a power supply device 200. Vehicle 100 includes a power receiving unit 110, a camera 120, and a communication unit 130.

  The power receiving unit 110 is installed on the bottom surface of the vehicle body (the lower surface of the floor panel), and is configured to receive the power transmitted from the power supply unit 220 of the power supply apparatus 200 in a non-contact manner. Specifically, the power receiving unit 110 includes a self-resonant coil described later, and receives power from the power feeding unit 220 in a non-contact manner by resonating with the self-resonant coil included in the power feeding unit 220 via an electromagnetic field. The camera 120 is used to assist positioning during parking, and is attached to the vehicle body so as to be able to photograph the rear of the vehicle, for example. Communication unit 130 is a communication interface for performing communication between vehicle 100 and power supply apparatus 200.

  The power supply device 200 includes a high frequency power supply device 210, a power supply unit 220, and a communication unit 240. The high frequency power supply device 210 converts, for example, commercial AC power supplied from a system power supply into high frequency power and outputs it to the power supply unit 220. The frequency of the high frequency power generated by the high frequency power supply device 210 is, for example, 1 MHz to several tens of MHz.

  The power supply unit 220 is fixed to the ground (a floor surface of a parking lot or the like), and is configured to send the high frequency power supplied from the high frequency power supply device 210 to the power receiving unit 110 of the vehicle 100 in a non-contact manner. Specifically, the power feeding unit 220 includes a self-resonant coil, and transmits power to the power receiving unit 110 in a non-contact manner by resonating with the self-resonant coil included in the power receiving unit 110 via an electromagnetic field. Communication unit 240 is a communication interface for performing communication between power feeding apparatus 200 and vehicle 100.

  In the vehicle power supply system 10, high-frequency power is transmitted from the power supply unit 220 of the power supply apparatus 200, and the self-resonant coil included in the power receiving unit 110 of the vehicle 100 and the self-resonant coil included in the power supply unit 220 generate an electromagnetic field. The power is fed from the power feeding device 200 to the vehicle 100 by resonating through the power.

  Here, when power is supplied from the power supply apparatus 200 to the vehicle 100, it is necessary to guide the vehicle 100 to the power supply apparatus 200 to align the power receiving unit 110 of the vehicle 100 and the power supply unit 220 of the power supply apparatus 200.

  First, in the first stage, the positional relationship between the power receiving unit 110 of the vehicle 100 and the power supply unit 220 of the power supply apparatus 200 is detected based on the image captured by the camera 120, and based on the detection result. The vehicle is controlled to guide the vehicle to power supply unit 220. More specifically, a mark attached on the power supply unit 220 is photographed by the camera 120, and the position and orientation of the power transmission unit are image-recognized from the mark. Then, the position and orientation of the power supply unit 220 and the vehicle are recognized based on the result of the image recognition, and the vehicle is guided to the power supply unit 220 based on the recognition result.

  Here, when the vehicle approaches the parking target position, the power supply unit 220 enters the lower part of the vehicle body, so that the power supply unit 220 cannot be photographed by the camera 120. Therefore, when the amount of deviation between the vehicle and the parking target position becomes smaller than the predetermined distance, the parking assistance control is switched from the first stage to the second stage. In the second stage, power is supplied from the power supply unit 220 to the power reception unit 110, and the distance between the power supply unit 220 and the power reception unit 110 is detected based on the power supply status. Then, the distance information is displayed on a display such as a car navigation system so that the driver can visually recognize the distance information, and the driver can finely adjust the vehicle position while looking at it.

  Note that the magnitude of power transmitted as a test signal from the power supply unit 220 in the second stage is the charge supplied from the power supply unit 220 to the power reception unit 110 after the alignment between the power supply unit 220 and the power reception unit 110 is completed. Is set smaller than the power for. The reason why power is sent from the power supply unit 220 in the second stage is to detect the distance between the power supply unit 220 and the power receiving unit 110, and because large power is not required when performing full-scale power supply. .

  Next, a non-contact power feeding method used in the vehicle power feeding system 10 according to this embodiment will be described. In the vehicle power supply system 10 according to this embodiment, power is supplied from the power supply apparatus 200 to the vehicle 100 using the resonance method.

FIG. 2 is a diagram for explaining the principle of power transmission by the resonance method.
Referring to FIG. 2, in this resonance method, in the same way as two tuning forks resonate, two LC resonance coils having the same natural frequency resonate in an electromagnetic field (near field), and thereby, from one coil. Electric power is transmitted to the other coil via an electromagnetic field.

  Specifically, the primary coil 320 is connected to the high frequency power supply 310, and 1 M to several tens of MHz high frequency power is supplied to the primary self-resonant coil 330 that is magnetically coupled to the primary coil 320 by electromagnetic induction. The primary self-resonant coil 330 is an LC resonator having an inductance and stray capacitance of the coil itself, and resonates with a secondary self-resonant coil 340 having the same resonance frequency as the primary self-resonant coil 330 via an electromagnetic field (near field). . Then, energy (electric power) moves from the primary self-resonant coil 330 to the secondary self-resonant coil 340 via the electromagnetic field. The energy (electric power) transferred to the secondary self-resonant coil 340 is taken out by the secondary coil 350 magnetically coupled to the secondary self-resonant coil 340 by electromagnetic induction and supplied to the load 360. Note that power transmission by the resonance method is realized when the Q value indicating the resonance intensity between the primary self-resonant coil 330 and the secondary self-resonant coil 340 is greater than 100, for example.

  1, the secondary self-resonant coil 340 and the secondary coil 350 correspond to the power receiving unit 110 in FIG. 1, and the primary coil 320 and the primary self-resonant coil 330 correspond to the power supply unit 220 in FIG. 1. Correspond.

FIG. 3 is a diagram showing the relationship between the distance from the current source (magnetic current source) and the intensity of the electromagnetic field.
Referring to FIG. 3, the electromagnetic field includes three components. The curve k1 is a component that is inversely proportional to the distance from the wave source, and is referred to as a “radiated electromagnetic field”. A curve k2 is a component inversely proportional to the square of the distance from the wave source, and is referred to as an “induction electromagnetic field”. The curve k3 is a component inversely proportional to the cube of the distance from the wave source, and is referred to as an “electrostatic magnetic field”.

  Among these, there is a region where the intensity of the electromagnetic wave rapidly decreases with the distance from the wave source. In the resonance method, energy (electric power) is transmitted using this near field (evanescent field). That is, by using a near field to resonate a pair of resonators (for example, a pair of LC resonance coils) having the same natural frequency, one resonator (primary self-resonant coil) and the other resonator (two Energy (electric power) is transmitted to the next self-resonant coil. Since this near field does not propagate energy (electric power) far away, the resonance method transmits power with less energy loss than electromagnetic waves that transmit energy (electric power) by "radiation electromagnetic field" that propagates energy far away. be able to.

FIG. 4 is a configuration diagram showing details of the vehicle 100 shown in FIG. 1.
Referring to FIG. 4, vehicle 100 includes a power storage device 150, a system main relay SMR1, a boost converter 162, inverters 164 and 166, motor generators 172 and 174, an engine 176, a power split device 177, Drive wheel 178.

  Vehicle 100 further includes a secondary self-resonant coil 112, a secondary coil 114, a rectifier 140, a DC / DC converter 142, a system main relay SMR2, and a voltage sensor 190.

  The vehicle 100 further includes a control device 180, a camera 120, a display unit 121 that displays a camera image, a power supply button 122 for designating whether power is supplied, and an obstacle sensor that detects an obstacle with ultrasonic waves or the like. 123, a shift position switch 124 for detecting an operation of a lever for determining a shift range, and a communication unit 130 for performing communication with the power feeding apparatus.

  The vehicle 100 is equipped with an engine 176 and a motor generator 174 as power sources. Engine 176 and motor generators 172 and 174 are connected to power split device 177. Vehicle 100 travels with a driving force generated by at least one of engine 176 and motor generator 174. The power generated by the engine 176 is divided into two paths by the power split device 177. That is, one is a path transmitted to the drive wheel 178 and the other is a path transmitted to the motor generator 172.

  Motor generator 172 is an AC rotating electric machine, and includes, for example, a three-phase AC synchronous motor in which a permanent magnet is embedded in a rotor. Motor generator 172 generates power using the kinetic energy of engine 176 divided by power split device 177. For example, when the state of charge of power storage device 150 (also referred to as “SOC (State Of Charge)”) becomes lower than a predetermined value, engine 176 is started and motor generator 172 generates power to store power. Device 150 is charged.

  Motor generator 174 is also an AC rotating electric machine, and includes a three-phase AC synchronous motor in which, for example, a permanent magnet is embedded in a rotor, similarly to motor generator 172. Motor generator 174 generates a driving force using at least one of the electric power stored in power storage device 150 and the electric power generated by motor generator 172. Then, the driving force of motor generator 174 is transmitted to driving wheel 178.

  Further, when braking the vehicle or reducing acceleration on the down slope, the mechanical energy stored in the vehicle as kinetic energy or positional energy is used for rotational driving of the motor generator 174 via the drive wheels 178, and the motor generator 174 is Operates as a generator. Thus, motor generator 174 operates as a regenerative brake that converts running energy into electric power and generates braking force. The electric power generated by motor generator 174 is stored in power storage device 150.

  Power split device 177 can use a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear. The pinion gear engages with the sun gear and the ring gear. The carrier supports the pinion gear so as to be able to rotate and is coupled to the crankshaft of the engine 176. The sun gear is coupled to the rotation shaft of motor generator 172. The ring gear is connected to the rotation shaft of motor generator 174 and drive wheel 178.

  Power storage device 150 is a rechargeable DC power source, and includes, for example, a secondary battery such as lithium ion or nickel metal hydride. Power storage device 150 stores electric power supplied from DC / DC converter 142 and also stores regenerative power generated by motor generators 172 and 174. Power storage device 150 supplies the stored power to boost converter 162. Note that a large-capacity capacitor can also be used as the power storage device 150, and temporarily stores the power supplied from the power supply device 200 (FIG. 1) and the regenerative power from the motor generators 172 and 174, and boosts the stored power. Any power buffer that can be supplied to the converter 162 may be used.

  System main relay SMR1 is arranged between power storage device 150 and boost converter 162. System main relay SMR1 electrically connects power storage device 150 to boost converter 162 when signal SE1 from control device 180 is activated, and power storage device 150 and boost converter when signal SE1 is deactivated. The electric path to 162 is cut off. Boost converter 162 boosts the voltage on positive line PL <b> 2 to a voltage equal to or higher than the voltage output from power storage device 150 based on signal PWC from control device 180. Boost converter 162 includes a DC chopper circuit, for example.

  Inverters 164 and 166 are provided corresponding to motor generators 172 and 174, respectively. Inverter 164 drives motor generator 172 based on signal PWI 1 from control device 180, and inverter 166 drives motor generator 174 based on signal PWI 2 from control device 180. Inverters 164 and 166 include, for example, a three-phase bridge circuit.

  The secondary self-resonant coil 112 is connected to the capacitor 111 at both ends via a switch (relay 113). When the switch (relay 113) is in a conductive state, the secondary self-resonant coil 112 is connected to the primary resonant coil and the electromagnetic field via the primary resonant coil. Resonate. Power is received from the power feeding device 200 by this resonance. Although FIG. 4 shows an example in which the capacitor 111 is provided, the primary self-resonant coil may be adjusted so as to resonate with the stray capacitance of the coil instead of the capacitor.

  Note that the secondary self-resonant coil 112 has a Q value (for example, Q> 100) indicating the distance from the primary self-resonant coil of the power feeding apparatus 200 and the resonance strength between the primary self-resonant coil and the secondary self-resonant coil 112. The number of turns is appropriately set so that κ indicating the degree of coupling becomes large.

  The secondary coil 114 is disposed coaxially with the secondary self-resonant coil 112 and can be magnetically coupled to the secondary self-resonant coil 112 by electromagnetic induction. The secondary coil 114 takes out the electric power received by the secondary self-resonant coil 112 by electromagnetic induction and outputs it to the rectifier 140. The secondary self-resonant coil 112 and the secondary coil 114 form the power receiving unit 110 shown in FIG.

  The rectifier 140 rectifies the AC power extracted by the secondary coil 114. Based on signal PWD from control device 180, DC / DC converter 142 converts the power rectified by rectifier 140 into a voltage level of power storage device 150 and outputs the voltage level to power storage device 150.

  System main relay SMR <b> 2 is arranged between DC / DC converter 142 and power storage device 150. System main relay SMR2 electrically connects power storage device 150 to DC / DC converter 142 when signal SE2 from control device 180 is activated, and power storage device 150 when signal SE2 is deactivated. The electric circuit between the DC / DC converter 142 is cut off. Voltage sensor 190 detects voltage VR between rectifier 140 and DC / DC converter 142 and outputs the detected value to control device 180.

  A resistor 144 and a relay 146 connected in series are provided between the rectifier 140 and the DC / DC converter 142. As will be described later, relay 146 is controlled to be in a conductive state by control device 180 when the vehicle position is adjusted when vehicle 100 performs non-contact power feeding.

  Control device 180 generates signals PWC, PWI1, and PWI2 for driving boost converter 162 and motor generators 172 and 174, respectively, based on accelerator opening, vehicle speed, and other signals from various sensors. Control device 180 outputs generated signals PWC, PWI1, and PWI2 to boost converter 162 and inverters 164 and 166, respectively. When the vehicle travels, control device 180 activates signal SE1 to turn on system main relay SMR1, and deactivates signal SE2 to turn off system main relay SMR2.

  In addition, when power is supplied from power supply device 200 (FIG. 1) to vehicle 100, control device 180 receives an image captured by camera 120 from camera 120. Further, the control device 180 receives information (voltage and current) of the power transmitted from the power supply device 200 from the power supply device 200 via the communication unit 130, and receives the detected value of the voltage VR detected by the voltage sensor 190 as a voltage sensor. Receive from 190. Based on these data, control device 180 performs vehicle parking control by a method described later so as to guide the vehicle to power supply unit 220 (FIG. 1) of power supply device 200.

  When the parking control to power supply unit 220 is completed, control device 180 transmits a power supply command to power supply device 200 via communication unit 130 and activates signal SE2 to turn on system main relay SMR2. Then, control device 180 generates a signal PWD for driving DC / DC converter 142 and outputs the generated signal PWD to DC / DC converter 142.

FIG. 5 is a functional block diagram of control device 180 shown in FIG.
Referring to FIG. 5, control device 180 includes IPA (Intelligent Parking Assist) -ECU (Electronic Control Unit) 410, EPS (Electric Power Steering) 420, MG (Motor-Generator) -ECU 430, and ECB (Electronically). Controlled Brake) 440, EPB (Electric Parking Brake) 450, resonance ECU 460, and HV (Hybrid Vehicle) -ECU 470 are included.

  When the operation mode of the vehicle is the charging mode, IPA-ECU 410 performs guidance control for guiding the vehicle to power supply unit 220 (FIG. 1) of power supply device 200 based on image information received from camera 120 (first control). Guidance control).

  Specifically, IPA-ECU 410 recognizes power supply unit 220 based on image information received from camera 120. Here, a mark indicating the position and orientation of the power supply unit 220 is attached to the power supply unit 220, and the IPA-ECU 410 is positioned relative to the power supply unit 220 based on the image of the mark displayed on the camera 120 ( Approximate distance and orientation). Then, IPA-ECU 410 determines a target parking frame based on the recognition result, and outputs a command to EPS 420 so that the vehicle is guided to power supply unit 220 in an appropriate direction.

  Further, when the power supply unit 220 enters the lower part of the vehicle body due to the approach of the vehicle to the power supply unit 220 and the camera 120 cannot photograph the power supply unit 220, the IPA-ECU 410 performs guidance control based on image information from the camera 120 (first control). Is notified to the HV-ECU 470. The EPS 420 performs automatic steering control based on a command from the IPA-ECU 410 during the first guidance control.

  MG-ECU 430 controls motor generators 172 and 174 and boost converter 162 based on a command from HV-ECU 470. Specifically, MG-ECU 430 generates signals for driving motor generators 172 and 174 and boost converter 162 and outputs the signals to inverters 164 and 166 and boost converter 162, respectively.

  The ECB 440 controls braking of the vehicle based on a command from the HV-ECU 470. Specifically, ECB 440 controls the hydraulic brake based on a command from HV-ECU 470 and performs cooperative control between the hydraulic brake and the regenerative brake by motor generator 174. EPB 450 controls the electric parking brake based on a command from HV-ECU 470.

  The resonance ECU 460 receives information on the power transmitted from the power supply apparatus 200 (FIG. 1) from the power supply apparatus 200 via the communication unit 130. In addition, resonance ECU 460 receives a detected value of voltage VR indicating the received voltage in the vehicle from voltage sensor 190 (FIG. 4). Resonance ECU 460 detects the distance between power supply unit 220 of power supply device 200 and power reception unit 110 of the vehicle, for example, by comparing the power transmission voltage from power supply device 200 with voltage VR.

[Display control during parking assistance]
FIG. 6 is a diagram for explaining switching of images displayed on the display unit 121 of FIG.

  As shown in FIG. 6, a screen for parking assistance is displayed on the display unit 121 of FIG. Initially, screen 500 is displayed, and screen 520 is displayed when approaching the target parking position. In the screen 500, a reference line 504 and a target parking frame 502, which are guides for distance and traveling direction, are combined with a vehicle rear image in which the vehicle 512 and the power supply unit 220 are photographed, and a stop button 506, a target change button 508, An operating mark 510 and a caution message 516 are combined and displayed. The image mainly composed of the vehicle rear image in this case is referred to as a “first image”.

  On the other hand, the screen 520 is displayed by further combining the auxiliary image 522 and the distance display 528. The auxiliary image 522 and the distance display 528 in this case are referred to as “second image”. The auxiliary image 522 is an image indicated by marks 524 and 526 indicating the relationship between the position of the power receiving unit 110 and the position of the power supply unit 220. The distance display 528 is a display that allows the driver to know the distance, for example, “10 cm more”. When the distance between the vehicle and the target parking position becomes smaller than a predetermined value, the power feeding unit sinks into the lower part of the vehicle, and information for aligning the positions of the power feeding unit 220 and the power receiving unit 110 in the first image. Cannot be obtained.

  When the distance between the vehicle and the target parking position becomes smaller than a predetermined value, the control device 180 in FIG. 4 provides information (such as an auxiliary image 522 and a distance display 528) about alignment that cannot be obtained from the first image. A second image including the image is created and displayed on the display unit 121.

  FIG. 7 is a diagram for explaining alignment between the power feeding unit and the power receiving unit.

  With reference to FIG. 7, a view of an example of moving the vehicle as viewed from above the vehicle is shown. In this example, there is shown a case where there is a power feeding unit 220 while other vehicles 511 and 512 that are performing parallel parking are present, and the vehicle 100 is parked in the target parking frame 502. The vehicle 100 has the power receiving unit 110 mounted on the lower surface of the rear floor panel. In the screen 520 of FIG. 6, the power feeding unit 220 is indicated by a mark 526, and the power receiving unit 110 is indicated by a mark 524 in FIG. Yes.

FIG. 8 is a diagram showing a state of alignment viewed from the side of the vehicle.
Referring to FIG. 8, vehicle 100 has a camera 120 mounted on the rear side. The viewing angle VA of the camera 120 is limited by the bumper of the vehicle, and it is not possible to photograph directly under the power receiving unit 110. At the time of parking, the distance L between the power receiving unit 110 and the power feeding unit 220 decreases as the vehicle 100 moves backward. If the distance L becomes small to some extent, the viewing angle VA of the camera 120 deviates, and the power supply unit 220 is not captured by the camera. For this reason, in the normal image, the driver cannot visually perform positioning.

  Therefore, as shown in the screen 520 of FIG. 6, a mark 524 indicating the power receiving unit 110 and a mark 526 indicating the power supply unit 220 are displayed in the auxiliary image 522, and the distance L is separately detected and reflected in the auxiliary image. I will let you. As a result, the driver can accurately position the parking position.

  In addition, if the auxiliary image 522 is displayed at an early stage of retreating when aligning with the power supply unit, the driver is distracted only by the auxiliary image 522 and does not pay attention to the rear image. There is a possibility of causing an unexpected situation such as touching. Therefore, the auxiliary image 522 and the distance display 528 may be displayed only when the vehicle is sufficiently close to the power supply unit 220. As a result, while retreating, it is possible to move to the vicinity of the power supply unit while confirming the safety of the surroundings, and then the position can finally be finely adjusted using the auxiliary image 522.

  For example, the distance L at the start of displaying the auxiliary image 522 is a distance corresponding to the case where the power supply unit 220 is removed from the viewing angle VA in FIG. 8, or enters the final stage of parking and is in contact with other obstacles. What is necessary is just to set to the distance (for example, L = 1m-30cm) etc. which possibility reduced.

  The auxiliary image 522 and the distance display 528 can be displayed by detecting a distance L by executing a distance detection process described below.

  On the vehicle side, first, control for setting the relay 113 to the ON state is executed. Then, the target position is set and parking control is started. In the first stage of parking control, an IPA (Intelligent Parking Assist) system using a camera is used.

  When the vehicle approaches the power feeding position to some extent, the distance detection request is set to the on state within the control device 180. Then, control device 180 sets relay 146 to an on state. Then, the fact that the test signal power transmission request is turned on is transmitted to the power supply apparatus side. Then, the power feeding device detects that the test signal transmission request is set to the on state, and transmits the test signal to the vehicle. This test signal may transmit the same electric power as that used when power is transmitted after the start of charging, but is preferably set to a signal that is weaker than the signal transmitted during full-scale power transmission.

  Then, using this test signal, it is detected that the vehicle has reached a distance that can be fed when the voltage generated at both ends of the resistor 144 reaches a certain voltage.

FIG. 9 is a diagram showing the relationship between the primary side voltage and the distance L. As shown in FIG.
FIG. 10 is a diagram showing the relationship between the secondary side voltage and the distance L. As shown in FIG.

  Specifically, for a certain primary side voltage (output voltage from the power feeding device 200) as shown in FIG. 9, the secondary side voltage (received voltage of the vehicle 100) is fed as shown in FIG. It changes according to the distance L between the power feeding unit 220 of the apparatus 200 and the power receiving unit 110 of the vehicle 100. Therefore, a map or the like is created by measuring the relationship between the primary side voltage and the secondary side voltage shown in FIGS. 9 and 10 in advance, and based on the detected value of the voltage VR indicating the secondary side voltage. The distance between the power feeding unit 220 and the power receiving unit 110 can be detected.

It is also possible to detect the distance based on the primary side current.
FIG. 11 is a diagram showing the relationship between the primary side current and the distance L. As shown in FIG.

  As shown in FIG. 11, the primary side current (output current from the power feeding device 200) also changes according to the distance L between the power feeding unit 220 and the power receiving unit 110. The distance between the power feeding unit 220 and the power receiving unit 110 may be detected based on the detected value of the output current.

  The HV-ECU 470 receives distance information between the power feeding unit 220 of the power feeding device 200 and the power receiving unit 110 of the vehicle from the resonance ECU 460, and based on the distance information, the distance between the power feeding unit 220 and the power receiving unit 110 is minimized. In addition, a command is output to MG-ECU 430 and ECB 440 that control driving and braking of the vehicle, respectively.

  The determination that the distance between the power supply unit 220 and the power reception unit 110 is minimum is made based on, for example, when the differential value of the distance L between the power supply unit 220 and the power reception unit 110 received from the resonance ECU 460 becomes zero. The

  FIG. 12 is a diagram showing how the differential value of the distance L becomes zero. The driver may make a determination using the auxiliary image 522 on the screen 520 in FIG. 6, but when the stop is automatically performed, the vehicle can be stopped when dL / Dt = 0 shown in FIG. 12. That's fine.

FIG. 13 is a diagram illustrating a transition of the initial setting screen for parking support control.
Referring to FIG. 13, when the shift range is set to reverse (R) and the main switch for parking assist control is pressed, for example, screen 540 for selecting parking or power feeding is displayed on display unit 121. Is displayed. On the screen 540, a “memory storage” button 542 is a button for storing the vehicle parking position in the memory inside the control device by touching. The “left / right switching” button 544 is a button for switching the left and right of the target parking position in parallel parking by touching.

  The screen 540 further displays a “parking only” button 550 and a “parking & power supply” button 552. The driver can specify whether the parking is only performed or the power is supplied by touching one of the buttons 550 and 552.

  The “parking only” button 550 is a button for designating normal parking assistance. The “parking & power supply” button 552 is a button for designating the position of the power supply unit and inputting an instruction to execute parking assist so as to match the position of the power supply unit.

  On the screen 540, the other vehicles 511 and 512 and the power supply unit 220 are shown in the background image of these buttons.

  When “parking only” button 550 is selected on screen 540, as shown on screen 560, arrow button 548, “confirm” button 554, target parking frame 562, and avoidance pole 564 are displayed. The arrow button 548 is a button for moving the target parking frame 562 in the touched direction by touching. In this case, the driver can change the position of the target parking frame 562 by selectively touching the arrow button 548. In addition, the avoidance pole 564 shows the standard of the position which contacts an obstacle at the time of target parking position setting. The “confirm” button 554 is a button for confirming the target parking position by touching.

  Thus, when the “parking only” button 550 is selected, the driver determines the position of the target parking frame 562.

  On the other hand, when the “parking & power supply” button 552 is selected on the screen 540, a power supply unit designation cursor 572 is displayed as shown on the screen 570. The driver can change the position of the power supply unit 220 by operating the arrow button 548.

  On the screen 570, by aligning the power supply unit designation cursor 572 with the image of the power supply unit 220, the parking assist ECU 410 of the vehicle can read the orientation of the power supply unit 220 from the image. Then, by pressing the “confirm” button 554, the driver can confirm the position of the power supply unit designation cursor 572.

  Then, as shown in a screen 580, a target parking frame 582 that indicates an expected parking position based on the position of the power supply unit 220 is displayed. The driver can confirm the position of the target parking frame 582 by pressing a “confirm” button 554.

  In this way, a user interface using a display is provided, and the parking target (power feeding unit 220) is selected by the driver, and the planned parking position is displayed.

  FIG. 14 is a flowchart for illustrating a parking assist operation performed by the control device in the present embodiment.

  Referring to FIG. 14, first, when the process is started, in step S <b> 1, control device 180 determines whether or not the shift range is set to R (reverse: reverse). If it is determined in step S1 that the shift range is R, the process proceeds to step S2, and if it is determined that the shift range is not set to R, the process proceeds to step S13.

  In step S2, it is determined whether or not the IPA switch is set to an on state. For example, in the screen 540 of FIG. 13, the IPA switch is set to the on state when either the “parking only” button 550 or the “parking & power feeding” button 552 is on. As will be described later with reference to FIG. 15 and the like, instead of using these buttons 550 and 552, the IPA switch and the power supply switch are switched by the IPA button for turning on / off the parking support and the power supply button for designating whether or not to supply power, respectively. It may be.

  If the IPA switch is on in step S2, the process proceeds to step S3. If the IPA switch is not on, the process proceeds to step S6.

  In step S3, it is determined whether or not the power supply switch is on. If the power switch is on in step S3, the process proceeds to step S4. If the power switch is not on in step S3, the process proceeds to step S5. In step S4, screen pattern 2 is displayed. In step S5, screen pattern 1 is displayed.

  When the process proceeds from step S2 to step S6, it is determined in step S6 whether or not the power supply switch is in an ON state. If the power supply switch is on, that is, if there is a plan to supply power, the process proceeds to step S7, and if the power supply switch is not on, the process proceeds to step S8. In step S7, screen pattern 3 is displayed. On the other hand, in step S8, since parking assistance is not performed and there is no plan to supply power, only the vehicle rear image is displayed on the monitor, that is, only the back monitor is displayed.

  Here, when the process proceeds to step S5, parking assistance is performed but power feeding is not scheduled, and screen pattern 1 is displayed. When the process proceeds to step S4, parking assistance is performed and power supply is scheduled, and screen pattern 2 is displayed. Further, when the process proceeds to step S7, parking assistance is not performed, but there is a plan to supply power, and screen pattern 3 is displayed.

FIG. 15 is a diagram for explaining a change in display of the screen pattern 1.
FIG. 16 is a diagram for explaining a change in the display of the screen pattern 2.

FIG. 17 is a diagram for explaining a change in display of the screen pattern 3.
Referring to FIG. 15, in pattern 1, a parking frame is selected by the driver. This is a case where the “parking only” button 550 is selected or a case where the parking assistance switch (IPA switch) is turned on and the power supply switch is turned off as shown outside the frame of the screen 560. In this case, the screen of the display unit 121 changes from the screen 560 to the screen 500. In this case, a normal parking assist operation is performed. On the screen 500, a guide line 504 indicating a guide of distance and traveling direction is displayed, and a target parking frame 502 is displayed. The steering is also automatically controlled and the steering angle is appropriately determined.

  Note that the screen 500 displays a cancel button 506 for canceling the parking support operation and a target change button 508 for displaying an arrow button again when the target position is changed. In addition, an operating mark 510 indicating that parking assist control is being performed is displayed on the screen.

  In the case of the pattern 2 shown in FIG. 16, first, as shown on the screen 570, the power supply unit designation cursor 572 is displayed to allow the driver to designate the position of the power supply unit 220. The power supply unit 220 is embedded in the ground, but is marked so that it can be recognized by a captured image of the camera. Such a screen is displayed when the “parking & power supply” button 552 is selected as shown in the screen 570 or when both the IPA button and the power supply button shown outside the screen 570 are set to the on state. This is the case. In this case, when the distance between the power supply unit 220 and the vehicle 100 is reduced to some extent, the display on the display is switched from the screen 570 to the screen 520. On the screen 520, as described in FIG. 6, the auxiliary image 522 is displayed at the end of the touch display. In this auxiliary image 522, marks 524 and 526 are displayed that image a state in which the positional relationship between the power feeding unit 220 and the power receiving unit 110 is seen through from above the vehicle 100.

  Referring to FIG. 17, in pattern 3, vehicles 511 and 512 and power supply unit 220 are shown in the vehicle rear image, but power supply unit designation cursor 572 as shown in pattern 2 screen 570 is not displayed. In such a case, the driver performs parking by operating the accelerator and steering wheel by himself / herself. However, since the power supply switch is turned on, communication between the vehicle and the power supply unit 220 is performed. When the distance from the power supply unit 220 is reduced, an auxiliary image 522 is displayed as shown in the screen 610, and the final The driver is provided with assistance to finely adjust the position.

  Referring to FIG. 14 again, when the screen selection in steps S4 and S7 is completed, the process proceeds to step S9. On the other hand, when the display of the screens in steps S5 and S8 ends, the process returns to step S2.

  In step S9, the distance information is acquired by the control device on the vehicle side by receiving the test signal transmitted by the power feeding unit 220. The distance information can be acquired by, for example, the method described with reference to FIGS. 9 to 12. For example, another camera is provided at another position of the vehicle (for example, the lower surface of the floor panel), and the power feeding unit 220 is provided. It may be taken directly. In addition, when power is received from the side of the vehicle or the like, another camera for photographing the power feeding device may be provided on the side of the vehicle.

  In step S10, it is determined whether or not the distance between the power supply unit and the power receiving unit of the vehicle is smaller than a predetermined value. Specifically, it is determined whether or not the distance L <the predetermined value in FIG.

  If distance L <predetermined value is not satisfied in step S10, the process returns to step S2. On the other hand, if distance L <predetermined value is satisfied in step S10, the process proceeds to step S11.

  In step S11, it is determined whether the obstacle sensor 123 of FIG. 4 has detected an obstacle. When an obstacle is detected, an auxiliary image as shown in the screen 520 or the screen 610 in FIG. 16 or FIG. 17 is displayed, so that the driver has detected too many obstacles giving priority to alignment with the auxiliary image. In some cases, the auxiliary image is not displayed. Therefore, if the sensor detects an obstacle in step S11, the process returns to step S2 and the lower vehicle image (auxiliary image) is not displayed. On the other hand, if the sensor has not detected an obstacle in step S11, the process proceeds to step S12.

  In addition, when the power feeding device is installed in a narrow garage or the like, it is conceivable that the obstacle sensor 123 is activated when the vehicle is parked at a power feeding position. Therefore, the prohibition of the auxiliary image display when the obstacle sensor 123 is activated may be canceled by the driver.

  In step S12, an auxiliary image (marks 526 and 524 indicating the positional relationship between the power feeding unit 220 and the power receiving unit 110) displayed on the edge of the screen 520 shown in FIG. 6 or FIG. 16 is displayed. That is, control device 180 creates a second image (auxiliary image 522 and distance display 528) that includes information about alignment that cannot be obtained in the first image (vehicle rear image) in which power supply unit 220 has already disappeared from view. Then, display is started on the display unit. Then, the process returns from step S12 to step S2.

  On the other hand, if it is determined in step S1 that the shift range is not R (reverse range), the process proceeds to step S13, and it is determined whether or not the shift range is P (parking range). If the shift range is the parking range in step S13, it is determined in step S14 whether or not there is a request for display of the lower vehicle image display (auxiliary image displayed on the screen 520 in FIG. 6). This is because when the driver sets the shift range to the parking range, sometimes the user wants to check whether the positional relationship between the power supply unit 220 and the power receiving unit 110 is appropriate. It is also possible to provide a button for this purpose.

  If there is a request for lower image display in step S14, vehicle lower image display is executed in step S12. On the other hand, if the shift range is not the parking range in step S13, or if there is no vehicle lower image display request in step S14, the process proceeds to step S15 and the control is moved to the main routine.

FIG. 18 is a diagram illustrating a first modification of the auxiliary image described on the screen 520 in FIG.
As shown in FIG. 18, on the screen 700, the vehicle position is displayed with respect to a mark 526 indicating the position of the power supply unit 220. And the mark 524 which shows the position of the power receiving unit 110 provided in the floor panel lower surface of the vehicle is displayed so as to overlap the image image of the vehicle. When the vehicle moves backward and approaches the power supply unit 220, the mark 524 moves in the direction of the arrow toward the 526 together with the image of the vehicle. When the screen 700 is displayed on a vertically arranged display, the mark 524 moves downward when the vehicle 100 approaches the power supply unit 220.

FIG. 19 is a diagram showing a second modification of the auxiliary image described on the screen 520 in FIG.
Referring to FIG. 19, screen 710 displays the screen in the up / down direction opposite to that of screen 700 in FIG. 18. That is, when screen 710 is displayed on a vertically arranged display, when vehicle 100 approaches power supply unit 220, mark 524 indicating the vehicle image and power reception unit 110 indicates power supply unit 220. It moves upward as indicated by an arrow toward the mark 526.

  18 and 19 may be set so that the direction can be switched according to the driver's preference. 18 and 19 show an example in which the mark indicating the power receiving device on the vehicle side moves. Conversely, the mark 524 indicating the power receiving unit 110 on the vehicle side is displayed at a fixed position, and the power feeding unit 220 is displayed. The setting may be changed so that the mark 526 shown moves.

[Automatic display of parking frame corresponding to the position of the power supply unit]
By holding the vehicle size and the mounting position of the vehicle-side power receiving unit in the IPA-ECU 410 in FIG. 5 in advance, after recognizing the non-contact power feeding unit, the parking frame corresponding to the power feeding unit is calculated and displayed. Can do.

  FIG. 20 is a diagram for explaining the power supply unit 220 arranged on the ground and the mark 720 drawn thereon.

  Referring to FIG. 20, a mark 720 is attached to the ground surface of the power supply unit 220, and the mark 720 can be recognized by photographing with a camera. The mark 720 has a shape that allows recognition of not only the center position of the power supply unit 220 but also the direction. For example, in the example of FIG. 20, the intersection of the cross marks indicates the center of the power supply unit 220, and the direction of the arrow indicates the forward direction of the parking position corresponding to the power supply unit 220. By attaching the mark that can recognize the center position and the forward direction to the power feeding unit 220, the parking position 722 of the vehicle can be known, and the corresponding target parking frame 724 can be obtained by calculation.

FIG. 21 is a flowchart for explaining automatic display processing of a target parking frame.
Referring to FIG. 21, when automatic parking assist control (intelligent parking assist (IPA) control) is started in step S51, it is determined in step S52 whether or not automatic power feeding is performed. For example, when the automatic power supply button is set to the on state, it is determined that automatic power supply is performed. If automatic power feeding is not performed in step S52, the process proceeds to step S54, and normal parking assistance control without automatic power feeding is executed.

  On the other hand, if it is determined in step S52 that automatic power supply is present, the process proceeds to step S53. In step S53, the presence of the power supply unit 220 is recognized from the image. Then, the process proceeds to step S55, and the vertical and horizontal directions of the unit are recognized based on the image of the power supply unit 220. As shown in FIG. 20, when a mark having a shape such as the center 720 that can be recognized as the center is provided, the vertical and horizontal directions are recognized by recognizing the image. Further, assuming linkage with car navigation, the direction of east, west, south, and north may be transmitted by communication or the like in conjunction with car navigation, without using the mark 720.

  Subsequently, in step S56, the vehicle size is loaded. The vehicle size corresponds to the size of the parking frame 724 in FIG. Parking frame data suitable for the vehicle size is stored in advance in a memory or the like inside the control device 180. In step S57, the power feeding unit position is loaded. This corresponds to where the power supply unit 220 is arranged with respect to the frame 724 in FIG.

  In step S58, a calculation for obtaining the shape of the vehicle parking frame to be displayed on the display unit 121 is performed based on the position of the power supply unit and the vertical and horizontal directions, and the vehicle parking frame 724 is displayed in step S59. And parking assistance control is started in step S60.

FIG. 22 is a diagram illustrating a screen 730 on which a parking frame is displayed.
On the screen 730, a mark 720 indicating the power feeding unit 220 is photographed, the center position and orientation of the power feeding unit 220 are extracted, and a parking frame 724 corresponding to the center position and orientation is displayed combined with the rear photographed image.

  According to the present embodiment, in a system capable of storing electric power in the vehicle from the outside, when performing position control from the vehicle to the power supply device, the power supply unit to be designated is specified by the driver, and the power supply unit The parking frame is displayed based on the position. Then, in order to confirm the positional relationship between the final parking position and the power feeding unit, as shown in the screen 520 in FIGS. To display. Then, a mark 524 indicating the position of the power receiving unit 110 on the vehicle side and a mark 526 indicating the position of the power supply unit 220 are combined with the rear image as an auxiliary image and displayed. Further, a distance display 528 between the power supply unit 220 and the power reception unit 110 obtained from the power supply unit 220 is displayed on the display.

  As described with reference to FIG. 6, the timing to start displaying the auxiliary image is when the power supply unit 220 is sufficiently close to the vehicle 100 or when the power supply unit 220 is under the vehicle 100 and is out of the range of the rear image of the vehicle. And

  As an auxiliary image, instead of using an image viewed from above the normal vehicle, for example, an image of the image viewed from the lower surface of the vehicle or an image of the image viewed from the upper surface + the power receiving unit attached to the lower surface is seen through The completed state is displayed as an auxiliary image. Further, the power supply possible range of the primary unit or the power receiving unit may be displayed on the auxiliary image.

  Furthermore, since the target parking frame 724 is automatically displayed only by recognizing the power supply unit 220, it is easy for the driver to use the parking support system.

  Finally, the present embodiment will be summarized with reference to FIG. 4 again. The parking assistance system includes a camera 120 for photographing the rear of the vehicle, a display unit 121 for displaying a first image photographed by the camera 120, and a control device 180 that performs display control of the display unit 121. . When the distance between the vehicle and the target parking position becomes smaller than a predetermined value, the control device 180 creates a second image that includes information about alignment that cannot be obtained from the first image, and displays the second image on the display unit 121. Let it begin.

  This reduces the possibility of distracting the driver from the rear image when moving backward, and reduces the possibility of unexpected situations such as contact with obstacles.

  Preferably, as shown on screen 520 in FIG. 6, control device 180 causes the second image (auxiliary image 522 and distance display 528) to be overwritten and displayed on a partial region of the first image (vehicle rear image). The second image includes an image that visually displays a deviation amount between the parking target position and the current vehicle position when the vehicle is viewed from above.

As a result, the driver can accurately align the parking position.
More preferably, the vehicle includes a power storage device 150 that can be externally charged and a power receiving unit 110 that receives power to charge the power storage device 150. The power receiving unit 110 receives power from the power supply unit 220 installed on the ground. The control device 180 detects a positional shift amount (distance L in FIG. 8) between the power receiving unit 110 and the power supply unit 220. In the second image, a first mark 524 indicating the position of the power receiving unit and a second mark 526 indicating the position of the power supply unit are displayed according to the amount of positional deviation. In this way, it is possible to easily show the position deviation state to the driver.

  More preferably, as described with reference to FIGS. 15 and 16, the position of the first mark on the display unit and the position of the second mark on the display unit can be selected to be switched according to user settings. It is. Thereby, the display method suitable for a driver | operator's liking can be selected.

  Preferably, vehicle 100 includes a power storage device 150 that can be externally charged, and a power receiving unit 110 that receives power for charging power storage device 150. As shown in FIG. 22, the power receiving unit 110 receives power from the power supply unit 220 installed on the ground. The control device 180 obtains information indicating the position and the parking direction from the power supply unit 220, and displays a parking frame 724 of a vehicle suitable for receiving power from the power supply unit 220 on the first image. As a result, the driver can easily set the parking frame.

  Preferably, the parking assistance system further includes an obstacle sensor 123. When the obstacle sensor 123 detects an obstacle (YES in step S11 in FIG. 14), the control device 180 displays the first image on the display unit 121 and prohibits the display of the second image in principle. Thereby, the situation where a vehicle contacts an obstruction during alignment can be avoided.

  In another aspect, the present invention is a method for controlling a parking assistance system mounted on a vehicle, and the parking assistance system includes a camera 120 for photographing the rear of the vehicle, and a first image photographed by the camera 120. And a display unit 121 for displaying. The control method includes the step of determining whether or not the distance L between the vehicle 100 and the target parking position is smaller than a predetermined value (S10 in FIG. 14), and the first method when the distance is smaller than the predetermined value. Creating a second image including information about alignment that cannot be obtained by the image and starting display on the display unit (S12 in FIG. 14).

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  10 Vehicle Power Supply System, 100 Vehicle, 110 Power Receiving Unit, 111 Capacitor, 112, 340 Secondary Self-Resonant Coil, 113, 146 Relay, 114, 350 Secondary Coil, 120 Camera, 121 Display Unit, 122 Power Feed Button, 123 Fault Object sensor, 124 Shift position switch, 130 Communication unit, 140 Rectifier, 142 DC / DC converter, 144 Resistance, 150 Power storage device, 162 Boost converter, 164, 166 Inverter, 172, 174 Motor generator, 176 Engine, 177 Power split device 178 Drive wheel, 180 control device, 190 voltage sensor, 200 power supply device, 210 high frequency power supply device, 220 power supply unit, 240 communication unit, 310 high frequency power supply, 320 primary coil, 30 Primary self-resonant coil, 360 load, 410 IPA-ECU, 420 EPS, 430 MG-ECU, 440 ECB, 450 EPB, 460 resonance ECU, 470 HV-ECU, 500, 520, 540, 560, 570, 580, 610 , 700, 710, 730 screen, 502 target parking frame, 504 guide line, 506 stop button, 508 target change button, 510 operating mark, 511, 512 vehicle, 516 caution message, 522 auxiliary image, 524, 526, 720 mark 528 Distance display, 542, 544, 550, 552, 554 button, 548 arrow button, 562 Target parking frame, 564 Avoidance pole, 572 Power supply unit designation cursor, 582 Target parking frame, 722 Parking position, 724 Parking frame, PL2 Positive Line, SMR1, SMR2 system main relay.

Claims (7)

A parking support system mounted on a vehicle,
A camera for photographing the rear of the vehicle;
A display unit for displaying a first image captured by the camera;
A control unit that performs display control of the display unit,
When the distance between the vehicle and the target parking position is smaller than a predetermined value, the control unit creates a second image including information about alignment that cannot be obtained from the first image, and the display unit Parking assistance system that starts display. The control unit causes the second image to be overwritten and displayed on a partial area of the first image,
The parking support system according to claim 1, wherein the second image includes an image that visually displays a deviation amount between a parking target position and a current vehicle position when the vehicle is viewed from above. The vehicle is
An externally chargeable power storage device;
A power receiving unit for receiving power to charge the power storage device,
The power receiving unit receives power from a power supply unit installed on the ground,
The control unit detects a positional shift amount between the power receiving unit and the power feeding unit,
3. The second image according to claim 2, wherein a first mark indicating a position of the power receiving unit and a second mark indicating a position of the power feeding unit are displayed in the second image according to the amount of positional deviation. Parking assistance system.   The parking support according to claim 3, wherein the position of the first mark on the display unit and the position of the second mark on the display unit can be selected to be switched according to a user setting. system. The vehicle is
An externally chargeable power storage device;
A power receiving unit for receiving power to charge the power storage device,
The power receiving unit receives power from a power supply unit installed on the ground,
The controller is
The parking assistance according to claim 1, wherein information indicating a position and a parking direction is obtained from the power supply unit, and a parking frame of a vehicle suitable for receiving power from the power supply unit is displayed on the first image. system. An obstacle sensor,
The parking support system according to claim 1, wherein the control unit causes the display unit to display the first image and the display of the second image is prohibited in principle when the obstacle sensor detects an obstacle. . A control method for a parking assistance system mounted on a vehicle,
The parking assistance system includes:
A camera for photographing the rear of the vehicle;
A display unit for displaying the first image taken by the camera,
The control method is:
Determining whether the distance between the vehicle and the target parking position is smaller than a predetermined value;
Parking assistance, including a step of creating a second image including information about alignment that cannot be obtained in the first image when the distance becomes smaller than the predetermined value, and starting display on the display unit. How to control the system.

Images