JP2017028953A - Parking assist system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a parking assist system capable of reliably guiding an electric vehicle to a position at which non-contact charging can be performed with high efficiency.SOLUTION: A parking assist system 10 comprises: a first storage unit 121 storing first information about a shape of a power transmission pad 230 provided on a charging stand 200; a second storage unit 122 storing second information about a shape of a power reception pad 330 provided on an electric vehicle 300; a calculation unit 111 calculating a voltage map indicating a relationship between a horizontal distance from the power transmission pad 230 to the power reception pad 330 and a magnitude of a voltage generated in the power reception pad 330 on the basis of the first information and the second information; and a notification unit 312 calculating and notifying a horizontal distance at a present point of time on the basis of the voltage map.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a parking assistance system that guides an electric vehicle to a chargeable area in a charging stand for performing non-contact charging.

  In recent years, electric vehicles that run on electric power stored in storage batteries have begun to spread. An electric vehicle drives a rotating electrical machine with electric power stored in a storage battery and travels with the driving force of the rotating electrical machine. Such an electric vehicle includes a vehicle that travels only by the driving force of the rotating electrical machine and a vehicle that travels by the driving force of the rotating electrical machine and the driving force of the internal combustion engine, that is, a so-called hybrid vehicle.

  Power supply from the outside to the storage battery of the electric vehicle, that is, charging is often performed through the cable after the ground unit of the charging stand and the electric vehicle are connected by a cable. In recent years, it has been proposed to perform non-contact charging by an electromagnetic induction method (see, for example, Patent Document 1 below) instead of such a mode.

  In a charging stand for performing non-contact charging on an electric vehicle, a power transmission pad for outputting electric power to the outside is embedded near the ground surface. In addition, a power receiving pad for receiving power from the power transmission pad is provided in a lower portion of the electric vehicle capable of non-contact charging. Each of the power transmission pad and the power reception pad is provided with a coil, a core, or the like for electromagnetic induction.

  When performing non-contact charging to the electric vehicle, the driver moves the electric vehicle to a predetermined position at the charging station, so that the power transmission pad and the power reception pad are generally facing each other (viewed from above). Each center position is generally matched). In such a state, when an alternating current is supplied to the power transmission pad, an alternating current is also generated in the power receiving pad by electromagnetic induction. The alternating current is supplied to the storage battery of the electric vehicle through a rectifier or the like.

  It is known that the efficiency of power supply from the power transmission pad to the power reception pad varies greatly depending on the shapes of the power transmission pad and the power reception pad and the positional relationship between the two. For this reason, in the charging station, the electric vehicle must be parked at an appropriate position (chargeable area) for charging. Patent Document 1 below describes a parking assist device that can guide an electric vehicle to an efficient power supply point in a parking area based on the intensity of electric power generated at a power receiving pad of the electric vehicle.

JP 2014-35746 A

  The relationship between the position of the electric vehicle and the strength of the electric power generated at the power receiving pad is not always the same, and varies depending on the shape of the power transmitting pad and the power receiving pad. Further, if the shape of the power transmission pad or the power reception pad is different, the position and shape of the chargeable region in the charging stand will also be different.

  At present, the shape of the power transmission pad is not standardized. For this reason, various shapes of power transmission pads exist for each manufacturer and model of power transmission pads. The same applies to the power receiving pad of the electric vehicle. In addition, there is a possibility that the detailed shape may not be standardized so that the relationship between the position of the electric vehicle and the strength of the electric power generated at the power receiving pad for each manufacturer or model completely matches.

Therefore, in the parking assistance system described in Patent Document 1, the electric vehicle cannot be guided to the correct position (because the shape of the power transmission pad is different) in some charging stations, and the power supply There is a possibility that the non-contact charging to the electric vehicle is performed in a state where the efficiency of the vehicle is very low, or the non-contact charging cannot be performed.

  This invention is made in view of such a subject, The objective is to provide the parking assistance system which can guide an electric vehicle reliably to the position which can perform non-contact charge with high efficiency. is there.

  In order to solve the above problems, a parking support system according to the present invention is a parking support system that guides an electric vehicle to a chargeable area in a charging station for performing non-contact charging, and is provided in the charging station. A first storage unit that stores first information related to the shape of the power transmission pad; a second storage unit that stores second information related to the shape of the power receiving pad provided in the electric vehicle; and a horizontal distance from the power transmission pad to the power receiving pad; The third information indicating the relationship between the electrical characteristics of the electric power generated in the power receiving pad and the calculation unit for calculating the third distance based on the first information and the second information; and the horizontal distance at the present time based on the third information. A notification unit for calculating and notifying.

  In such a parking support system, the third information is calculated based on the first information regarding the shape of the power transmission pad and the second information regarding the shape of the power receiving pad. The third information is information indicating a relationship between the horizontal distance from the power transmission pad to the power reception pad and the magnitude of electric characteristics (for example, a voltage value or a power value) of power generated in the power reception pad. Based on such third information, the current horizontal distance is calculated and notified.

  That is, the current horizontal distance from the power transmission pad to the power reception pad is accurately calculated based on the respective shapes of the power transmission pad and the power reception pad actually used for non-contact charging, and is notified to the driver, for example. For this reason, even when contactless charging is performed at a charging station different from usual, the driver can grasp the horizontal distance at the present time relatively accurately, and the electric vehicle is surely guided to the chargeable area. Will be. As a result, non-contact charging to the electric vehicle is always performed with high efficiency.

  ADVANTAGE OF THE INVENTION According to this invention, the parking assistance system which can guide an electric vehicle reliably to the position which can perform non-contact charge with high efficiency is provided.

It is a figure showing the whole parking support system composition concerning a 1st embodiment of the present invention. It is a figure which shows the structure inside a charging stand, and the structure inside an electric vehicle. It is a figure for demonstrating the positional relationship of a power transmission pad and a power receiving pad when non-contact charge is performed. It is a figure for demonstrating a chargeable area | region. It is a figure for demonstrating the change of the horizontal distance between a power transmission pad and a power receiving pad. It is a figure which shows typically the structure of the information server shown by FIG. It is a figure which shows typically the structure of the electric vehicle shown by FIG. It is a flowchart which shows the flow of the process performed by the manufacturer of a power transmission pad, etc. before non-contact charge is performed. It is a flowchart which shows the flow of the process performed by the manufacturer etc. of a receiving pad prior to performing non-contact charge. It is a flowchart which shows the flow of the process performed in an information server before non-contact charge is performed. It is a graph which shows an example of the relationship (map) of a horizontal distance and a coupling coefficient. It is a graph which shows an example of the relationship (map) of a horizontal distance and the voltage which arises in a receiving pad. It is a flowchart which shows the flow of the process performed in an electric vehicle in order to search a charging station. It is a flowchart which shows the flow of the process performed in an electric vehicle in order to guide an electric vehicle to a chargeable area | region. It is a flowchart which shows the specific content of a parking assistance process. It is a figure which shows the example of the position of an electric vehicle at the time of the voltage which generate | occur | produces in a receiving pad becomes maximum value. In the parking assistance system which concerns on 2nd Embodiment of this invention, it is a flowchart which shows the flow of the process performed by the manufacturer of a power transmission pad, etc. before non-contact charge is performed. It is a flowchart which shows the flow of the process performed in an information server before non-contact charge is performed in the parking assistance system which concerns on 2nd Embodiment of this invention. It is a flowchart which shows the flow of the process performed in an information server before non-contact charge is performed in the parking assistance system which concerns on 3rd Embodiment of this invention. In the parking assistance system concerning a 4th embodiment of the present invention, it is a flow chart which shows the flow of processing performed in an information server before non-contact charge is performed. It is a figure which shows the example of the information displayed on a touchscreen screen. It is a figure which shows the example of the information displayed on a touchscreen screen. It is a figure which shows the example of the information displayed on a touchscreen screen.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In order to facilitate the understanding of the description, the same constituent elements in the drawings will be denoted by the same reference numerals as much as possible, and redundant description will be omitted.

  FIG. 1 shows an electric vehicle 300 and a charging stand 200 for performing non-contact charging on the electric vehicle 300. The parking assistance system 10 according to the first embodiment of the present invention guides the electric vehicle 300 to an appropriate position (chargeable region) in the charging stand 200 so that non-contact charging can be performed reliably and with high efficiency. Is for. As will be described later, a part of the parking assist system 10 according to the present embodiment is mounted on the electric vehicle 300 and the other part is mounted on the external information server 100.

  First, after briefly explaining the configurations of the charging stand 200 and the electric vehicle 300, an outline of non-contact charging performed between them will be described.

  The charging stand 200 includes a ground unit 210 and a power transmission pad 230. The ground unit 210 is a box-shaped device installed upright on the outdoor ground surface GR. A control device 220 is housed inside the ground unit 210. The control device 220 is configured as a computer device that includes a CPU, a ROM, a RAM, a communication interface, and the like. The control device 220 controls output of electric power via a power transmission pad 230 described later. The control device 220 also has a function of performing wireless communication with the information server 100 and the electric vehicle 300.

  The power transmission pad 230 is a rectangular pad as viewed from above, which is constituted by a coil and a core, and is a part for outputting electric power (non-contact) toward the electric vehicle 300. The power transmission pad 230 is embedded in a position near the ground unit 210 and slightly below the ground surface GR. The shape of the power transmission pad 230 need not be limited to a rectangle, and may be a circle, for example.

  The electric vehicle 300 is a vehicle including a storage battery and a rotating electric machine (both not shown in FIG. 1). The electric vehicle is configured to supply electric power stored in the storage battery by non-contact charging to the rotating electrical machine and to travel by driving force generated by the rotating electrical machine.

  The electric vehicle 300 includes a control device 310 and a power receiving pad 330. The control device 310 is configured as a computer device that includes a CPU, a ROM, a RAM, a communication interface, and the like. The electric vehicle 300 controls the operation of the electric vehicle 300 so that processing necessary for non-contact charging via the power receiving pad 330 is performed. Further, as will be described later, control device 310 forms part of parking assist system 10 and has a function of guiding electric vehicle 300 to an appropriate position (chargeable region).

  The power receiving pad 330 is a rectangular pad that is configured by a coil and a core as viewed from above, and is a part for receiving power from the power transmitting pad 230. The power receiving pad 330 is provided on the lower side of the electric vehicle 300, that is, on the bottom surface portion. Note that the shape of the power receiving pad 330 is not necessarily limited to a rectangle, and may be, for example, a circle.

  The non-contact charging performed between the charging stand 200 and the electric vehicle 300 will be described with reference to FIG. As shown in FIG. 2, the non-contact charging is performed in a state where the power transmission pad 230 and the power reception pad 330 face each other up and down. Hereinafter, non-contact charging is also simply referred to as “charging”.

  In such a state, the charging station 200 outputs DC power from the internal DC power supply 211. The DC power is converted to AC power by an inverter 212 provided in the ground unit 210 and then supplied to the power transmission pad 230. In the power transmission pad 230, when an alternating current flows through the coil, an induced magnetic field fluctuates in the vicinity thereof.

  At this time, AC power is also generated in the power receiving pad 330 by electromagnetic induction. The AC power is converted into DC power by a rectifier 301 provided in the electric vehicle 300, and then supplied to the storage battery 302 and charged.

  A voltmeter 304 is provided in the middle of the power path connecting the power receiving pad 330 and the rectifier 301. The voltage value measured by the voltmeter 304, that is, the voltage value of the electric power before rectification generated at the power receiving pad 330 is input to the control device 310. A relay 303 is provided in the middle of the power path connecting the rectifier 301 and the storage battery 302. The opening / closing operation of the relay 303 is controlled by the control device 310. Supply and interruption of power to the storage battery 302 are switched by the relay 303.

By the way, the efficiency of power supply from the power transmission pad 230 to the power reception pad 330, that is, the efficiency of charging performed on the electric vehicle 300 is the power transmission pad 230 and the power reception pad 330.
It changes greatly depending on each shape and the positional relationship between them.

  FIG. 3 schematically shows the positional relationship between the power transmitting pad 230 and the power receiving pad 330 when viewed from above (when viewed from the top). As shown in FIG. 3A, the charging efficiency is highest when the center CP1 of the power transmission pad 230 and the center CP2 of the power reception pad 330 are substantially coincident (strictly speaking, the power transmission pad 230). If the size of the power receiving pad 330 is different from the size of the power receiving pad 330, the charging efficiency is maximized when the position of the center CP1 and the position of the center CP2 are slightly shifted.

  In the following description, a state in which the center CP1 and the center CP2 completely overlap with each other when viewed from above is referred to as a state where the power transmitting pad 230 and the power receiving pad 330 are “facing”. Further, the distance between the center CP1 and the center CP2 in the top view is also referred to as “horizontal distance” from the power transmission pad 230 to the power reception pad 330.

  When the positional deviation between the power transmission pad 230 and the power reception pad 330 increases and the horizontal distance increases, the charging efficiency decreases accordingly. If the horizontal distance is further increased, the electric vehicle 300 cannot be charged. In FIG. 3, the range of positions of the power receiving pad 330 that can be charged (hereinafter referred to as “possible range 401”) is indicated by a dotted line. The possible range 401 extends around the power transmission pad 230, and when the shape of the power transmission pad 230 is rectangular as in the present embodiment, the region is a generally rectangular region in top view.

  As shown in FIG. 3B, when the center CP1 of the power receiving pad 330 is included in the possible range 401, the electric vehicle 300 can be charged (in other words, such a possible range as such a region). 401 is defined). FIG. 3B shows an example of a state in which the power receiving pad 330 is farthest from the power transmitting pad 230 among the states in which the electric vehicle 300 can be charged. As shown in FIG. 3C, when the power receiving pad 330 is further away from the power transmitting pad 230 and the center CP1 is outside the possible range 401, the electric vehicle 300 cannot be charged. Therefore, in order to charge the electric vehicle 300, the electric vehicle 300 needs to be parked at a position where the center CP1 of the power receiving pad 330 is included in the possible range 401.

  Note that the position and shape of the possible range 401 vary depending on the shape of the power transmission pad 230 and the shape of the power reception pad 330. Depending on the shape of the power receiving pad 330 or the like, for example, as shown in FIG. 3D, the possible range 401 may be relatively narrow.

  In FIG. 3D, the positional relationship between the power transmission pad 230 and the power reception pad 330 is the same as that shown in FIG. However, since the possible range 401 is narrow, the center CP1 of the power receiving pad 330 is outside the possible range 401. For this reason, in the case as shown in FIG. 3D, the electric vehicle 300 cannot be charged.

  In order to charge the electric vehicle 300, an area where the entire electric vehicle 300 should be accommodated in the top view is referred to as a “chargeable area 410” below. The chargeable area 410 is an area determined in correspondence with the already described possible range 401. When the entire electric vehicle 300 is within the chargeable region 410, the center CP1 of the power receiving pad 330 is within the possible range 401. Further, when part or all of electric vehicle 300 is outside chargeable region 410, center CP <b> 1 of power receiving pad 330 is outside possible range 401.

  In FIG. 4, a state in which the electric vehicle 300 is parked in the chargeable area 410 of the charging stand 200 and the power transmission pad 230 and the power reception pad 330 are facing each other is schematically illustrated in a top view. In FIG. 4, reference numeral 420 denotes a white line for vehicle guidance drawn on the ground surface of the charging stand 200.

  FIG. 4A shows an example of the chargeable region 410 when the possible range 401 is relatively wide as shown in FIG. In this case, since chargeable area 410 is relatively wide, a driving operation for parking electric vehicle 300 in chargeable area 410 is relatively easy.

  On the other hand, FIG. 4B shows an example of the chargeable region 410 when the possible range 401 is relatively narrow as shown in FIG. In this case, since the chargeable area 410 is relatively narrow, a driving operation for parking the electric vehicle 300 in the chargeable area 410 is relatively difficult.

  In any case, the chargeable area 410 is not drawn on the ground surface. For this reason, the process for charging is performed in a state where a part of the electric vehicle 300 is outside the chargeable area 410, and charging may fail. The parking assistance system 10 according to the present embodiment guides the electric vehicle 300 to an appropriate position and prevents the above situation.

  Specifically, when the driver moves the electric vehicle 300 backward or forward and moves it within the white line of the parking frame of the charging stand 200, the driver notifies the driver of the current horizontal distance (symbol DL in FIG. 5). It is. FIG. 5 schematically shows the positions of the power transmitting pad 230 and the power receiving pad 330 at this time in a top view.

  As the electric vehicle 300 (the power receiving pad 330) moves in the direction of the arrow in FIG. 5 (reverse direction or forward direction), the horizontal distance (DL) gradually decreases. By recognizing the change in the horizontal distance, the driver can park the electric vehicle 300 in an appropriate position, that is, in the chargeable area 410. The “notification” of the horizontal distance to the driver may be an aspect in which the horizontal distance is displayed as a specific numerical value or an aspect in which the horizontal distance is transmitted by voice. Moreover, it is not shown as a specific numerical value, but may be an aspect in which the change in the horizontal distance is indicated by the level of the electronic sound or the period of the intermittent electronic sound.

  In an autonomous driving vehicle in which driving is automatically performed, the notified target (the other party) is not a driver but an automatic driving control device.

  With reference to FIG. 6, the configuration of the information server 100 forming a part of the parking support system 10 will be described. The information server 100 is an external device installed at a location different from the charging stand 200 and the electric vehicle 300. The information server 100 includes a control device 110 and a storage device 120.

  The control device 110 is configured as a computer device that includes a CPU, a ROM, a RAM, a communication interface, and the like. The control device 110 includes a calculation unit 111 and a communication unit 112 as functional control blocks.

  The calculation unit 111 is a part that reads information from a storage device 120 described later and performs calculation based on the information. Specific contents of the calculation performed in the storage device 120 will be described later.

  The communication unit 112 is a part that performs wireless communication with external devices (the ground unit 210 and the electric vehicle 300). For example, the result obtained by the calculation by the calculation unit 111 is transmitted to the electric vehicle 300 by wireless communication performed by the communication unit 112. In addition, information (full / vacant information) regarding the status of the charging station 200 is transmitted from the ground unit 210 to the information server 100.

  The storage device 120 is an auxiliary storage device connected to the control device 110, and specifically a hard disk drive. The storage device 120 includes a first storage unit 121, a second storage unit 122, and an information management unit 123.

  The first storage unit 121 stores a plurality of shapes (first information) of the power transmission pad 230. Note that what is stored in the first storage unit 121 is provided not only in the shape of the power transmission pad 230 provided in the single charging stand 200 but also in each of the plurality of charging stands 200 installed in various places. The shape of the power transmission pad 230. That is, the first storage unit 121 stores a database related to the shape of the power transmission pad 230. Note that some of the plurality of charging stations 200 are provided with only a single power transmission pad 230, and some are provided with a plurality of power transmission pads 230.

  The second storage unit 122 stores a plurality of shapes (second information) of the power receiving pad 330. Note that what is stored in the second storage unit 122 is not only the shape of the power receiving pad 330 provided in the single electric vehicle 300 but also the shape of the power receiving pad 330 provided in each of the plurality of electric vehicles 300. It is. That is, the second storage unit 122 stores a database relating to the shape of the power receiving pad 330.

  The information management unit 123 stores full / vacant information of each charging station 200, that is, information on the number of power transmission pads 230 that are currently being charged and the number of power transmission pads 230 that are not being charged. In addition, the full / vacant information of each charging station 200 is regularly transmitted from each ground unit 210 to the information server 100 by wireless communication. Accordingly, the full / vacant information of each charging station 200 stored in the information management unit 123 is constantly updated to be the latest information.

  With reference to FIG. 7, the configuration of the control device 310 provided in the electric vehicle 300 will be described. The control device 310 includes a selection unit 311, a notification unit 312, and a communication unit 313 as functional control blocks.

  The selection unit 311 is a part that receives information related to a driver's operation performed on a touch panel screen (not shown). In this embodiment, it functions as a part for specifying the charging station 200 selected by the driver from the plurality of charging stations 200.

  The notification unit 312 is a part for displaying various types of information on the touch panel screen and notifying the driver of the information. In this embodiment, the alerting | reporting part 312 displays the horizontal distance (code | symbol DL of FIG. 5) from the power transmission pad 230 to the power receiving pad 330 on a touch panel screen. As a result, the driver can park the electric vehicle 300 at an appropriate position while recognizing the value of the horizontal distance at the present time and the change thereof.

  The communication unit 313 is a part that performs wireless communication with external devices (the information server 100 and the ground device 210). In the present embodiment, information necessary for calculating the current horizontal distance is transmitted from the information server 100 to the electric vehicle 300 by wireless communication performed by the communication unit 313. Further, wireless communication is also performed between the communication unit 313 and the ground unit 210 (control device 220) so that an operation necessary for calculating the horizontal distance (output of minute power described later) is performed on the ground unit 210 side. Is done.

  A process performed for adding information to the first storage unit 121 of the information server 100 will be described with reference to FIG. The process shown in FIG. 8 is performed by a manufacturer that manufactures a power transmission pad each time a new power transmission pad is developed and released.

  In step S01, the shape of the power transmission pad 230 is transmitted to the information server 100 and added as new data to the database of the first storage unit 121. Even when the specification of the existing power transmission pad 230 is changed, the shape of the power transmission pad 230 is similarly transmitted to the information server 100, and the existing data stored in the database of the first storage unit 121 is added. Is done.

  In addition, although the addition of the information with respect to the 1st memory | storage part 121 may be performed by the manufacturer which manufactures a power transmission pad as mentioned above, it is not limited to such an aspect. For example, it may be performed manually by a company that operates the information server 100.

  A process performed to add information to the second storage unit 122 of the information server 100 will be described with reference to FIG. The process shown in FIG. 9 is performed by a manufacturer that manufactures a power receiving pad each time a new power receiving pad is developed and released.

  In step S <b> 11, the shape of the power receiving pad 330 is transmitted to the information server 100 and added as new data to the database of the second storage unit 122. In addition, when the specification of the existing power receiving pad 330 is changed, the shape of the power receiving pad 330 is similarly transmitted to the information server 100, and the existing data stored in the database of the second storage unit 122 is added. Is done.

  In addition, although the addition of the information with respect to the 2nd memory | storage part 122 may be performed by the manufacturer which manufactures a power receiving pad as mentioned above, it is not limited to such an aspect. For example, it may be performed manually by a company that operates the information server 100.

  The flow of processing executed by the information server 100 will be described with reference to FIG. The series of processes shown in FIG. 10 is executed by the control device 110 of the information server 100 every time the processes shown in FIGS. 8 and 9 are performed. That is, it is performed in advance at a time before the guidance of the electric vehicle 300 by the parking assistance system 10 is started.

  In the first step S <b> 21, information is registered in the first storage unit 121 and the second storage unit 122. When only the shape of the power transmission pad 230 is newly added, only addition of information to the first storage unit 121 is performed, and the second storage unit 122 is not updated. Similarly, when only the shape of the power receiving pad 330 is newly added, only addition of information to the second storage unit 122 is performed, and the first storage unit 121 is not updated.

  In step S22 subsequent to step S21, the calculation unit 111 calculates a map showing the relationship between the coupling coefficient determined by the combination of the power transmission pad 230 and the power reception pad 330 (however, it varies depending on the horizontal distance between the two) and the horizontal distance. And stored in the storage device 120. The map calculated and stored here is hereinafter referred to as a “coefficient map”.

  Note that such a coefficient map is calculated and stored for each combination of all power transmission pads 230 and power reception pads 330 (including the additional portion in step S21) stored in the storage device 120. For example, when the first storage unit 121 stores n types of power transmission pad 230 shapes and the second storage unit 122 stores m types of power reception pad 330 shapes, Xm types of coefficient maps are stored in the storage device 120.

  FIG. 11 is a graph showing an example of the coefficient map as described above. As shown in FIG. 11, the value of the coupling coefficient determined by the combination of the power transmission pad 230 and the power reception pad 330 is small when the horizontal distance is long (when the position of the power reception pad 330 is far), and the horizontal distance is short. Grows according to. However, it does not increase monotonously, but once it reaches the maximum value, it starts to decrease. After that, when the horizontal distance becomes shorter, it starts increasing again.

  Returning to FIG. In step S <b> 23 subsequent to step S <b> 22, a map indicating the relationship between the voltage value generated in the power receiving pad 330 and the horizontal distance is calculated by the calculation unit 111 and stored in the storage device 120. The map calculated and stored here is hereinafter referred to as a “voltage map”.

  The “value of the voltage generated in the power receiving pad 330” means the power generated in the power receiving pad 330 by electromagnetic induction when the voltage value of the AC power supplied to the power transmitting pad 230 is a predetermined value (for example, 10V). Is the voltage value.

  Note that, in place of the voltage map as described above, a power map indicating the relationship between the power value generated in the power receiving pad 330 and the horizontal distance is calculated by the calculation unit 111 and stored in the storage device 120. There may be. That is, the characteristic value indicated as the relationship with the horizontal distance is not limited to the voltage value as in the present embodiment, and may be any value that indicates the magnitude of the electric characteristic of the electric power generated in the power receiving pad 330.

  Similar to the coefficient map, the voltage map is also calculated and stored for each combination of all power transmission pads 230 and power reception pads 330 stored in the storage device 120 (including the additional portion in step S21). The voltage map is calculated based on the value of the coupling coefficient obtained from the coefficient map and the voltage value of the power transmission pad 230.

  FIG. 12 is a graph showing an example of the voltage map as described above. As shown in FIG. 12, the voltage value at the power receiving pad 330 changes based on the horizontal distance in the same manner as the coupling coefficient in the coefficient map.

  The voltage value at the power receiving pad 330 is small when the horizontal distance is long (when the position of the power receiving pad 330 is far), and increases as the horizontal distance decreases. However, it does not increase monotonously, but once it reaches the maximum value, it starts to decrease. After that, when the horizontal distance becomes shorter, it starts increasing again. In FIG. 12, the horizontal distance at the time when the voltage value at the power receiving pad 330 first reaches the maximum value as the horizontal distance decreases is shown as the distance DT1.

  Returning to FIG. Subsequent to step S22, step S24 is executed in parallel with step S23. In step S <b> 24, information on the possible range 401 in the charging station 200 is calculated by the calculation unit 111 and stored in the storage device 120. Hereinafter, this information is also referred to as “charging area information”. The charging area information includes the position and shape of the possible range 401.

  The possible range 401 (see FIG. 3) varies depending on the combination of the power transmission pad 230 and the power reception pad 330. Accordingly, the charging area information is calculated and stored for each combination of all the power transmission pads 230 and the power reception pads 330 stored in the storage device 120 (including the additional portion in Step S21).

  In the present embodiment, the charging area information is calculated based on the value of the coupling coefficient obtained from the coefficient map. Specifically, a possible range 401 is calculated as the range of the position of the center CP1 of the power receiving pad 330 such that the value of the coupling coefficient falls within a range from a predetermined lower limit value to an upper limit value, and the shape of the possible range 401, etc. Is stored as charging area information. Note that information (position and shape) related to the chargeable area 410 may be calculated and stored as “charge area information” instead of the information related to the possible range 401 or together with the information related to the possible range 401.

  With reference to FIG. 13, the flow of processing executed by the control device 310 of the electric vehicle 300 will be described. The control device 310 has both a stand search function that is a function for searching for the charging station 200 and a parking support function that is a function for guiding the electric vehicle 300 into the chargeable region 410. FIG. 13 shows a series of processes performed for the stand search function. A series of processes shown in FIG. 13 is started based on a start operation (for example, an operation on the touch panel) performed by the driver.

  In the first step S31, the charging station 200 around the position (for example, the current position) designated by the operation performed by the driver is searched. The search for the charging station 200 is performed in cooperation with the car navigation system included in the electric vehicle 300. Instead of such a mode, a mode in which a search range is transmitted to the information server 100 and a search result based on the search range, that is, a list of charging stations 200 is returned from the information server 100 may be used.

  In step S32 following step S31, the charging area information for each charging station 200 hit in the search is transmitted from the information server 100 and received by the control device 310.

  Specifically, a list of charging stations 200 as a search result and information indicating the type of power receiving pad 330 mounted on the electric vehicle 300 are transmitted from the control device 310 to the information server 100. In the information server 100, the charging area information corresponding to the combination of the power transmission pad 230 of each charging station 200 shown in the list and the power receiving pad 330 corresponding to the information (the information calculated in step S24 in FIG. 10). ) Is called from the storage device 120 and transmitted to the control device 310. In addition, the full / vacant information of each charging station 200 shown in the list is called from the storage device 120 (information management unit 123) and transmitted to the control device 310.

  In step S33 following step S32, a list of charging stations 200 as a search result is displayed on the touch panel screen (display device) together with charging area information and full / vacant information corresponding to each. In the present embodiment, the area of the chargeable area 410 or the possible range 401 is displayed for each charging station 200 as the charging area information and presented to the driver. Such information display is performed by the notification unit 312 of the control device 310.

  FIG. 21 shows an example of information displayed on the touch panel screen. As shown in FIG. 21, an icon IC0 indicating the electric vehicle 300 is displayed at the center of the map on the touch panel screen. Also. Around the icon IC0, icons IC1, IC2, IC3, and IC4 indicating a plurality of charging stations 200 around the current location are displayed.

  In the present embodiment, the charging area information and the full information are indicated by the colors of the icons IC1, IC2, IC3, and IC4. Specifically, the charging station 200 having a sufficiently large chargeable area 410 (or possible range 401) and a space is indicated by a green icon (icon IC2 in the example of FIG. 21). Further, the charging station 200 in which the chargeable area 410 is narrow and has an empty space is indicated by a yellow icon (icon IC4 in the example of FIG. 21). The charging station 200 in which the chargeable area 410 is very narrow and has a space is indicated by a red icon (icon IC3 in the example of FIG. 21). The charging station 200 having no space is indicated by a gray icon (icon IC1 in the example of FIG. 21).

  The “charging station 200 having no space” means a charging station 200 in which other vehicles are being charged or reserved in all parking spaces.

  The charging area information may be indicated by the size (or together with the color) instead of the color of the icon IC1 or the like. FIG. 22 shows an example in which the charging area information and the fullness information are indicated by the color and size of the icon IC1 or the like. In the example of FIG. 22, the charging station 200 with a wide chargeable area 410 is displayed with a large icon (icons IC1 and IC2 in the example of FIG. 22), and the charging station 200 with a narrow chargeable area 410 is a small icon (example of FIG. 22). In this case, the icons IC3 and IC4) are displayed. Further, the charging station 200 having a space is displayed with a green icon (icons IC2, IC3, and IC4 in the example of FIG. 22), and the charging station 200 without a space is displayed with a red icon (the icon IC1 in the example of FIG. 22). Has been.

  The charging area information and the full / vacant information may be in the form indicated by the graphic displayed in the vicinity of the icon IC1 or the like instead of the color or size of the icon IC1 or the like. FIG. 23 shows an example in which the charging area information and fullness information of each charging station 200 are indicated by an ellipse CR1 displayed in the vicinity of each of the icons IC1 and the like. In the example of FIG. 23, an ellipse CR1 is displayed near the icon IC1, an ellipse CR2 is displayed near the icon IC2, an ellipse CR3 is displayed near the icon IC3, and an ellipse CR4 is displayed near the icon IC4. Yes.

  In the example of FIG. 23, a large ellipse (the ellipses CR1, CR2 in the example of FIG. 23) is displayed in the vicinity of the icon indicating the charging station 200 having a wide chargeable area 410 (icons IC1, IC2 in the example of FIG. 23). A small ellipse (the ellipses CR3 and CR4 in the example of FIG. 23) is displayed in the vicinity of the icon (the icons IC3 and IC4 in the example of FIG. 23) indicating the charging station 200 having a narrow chargeable area 410. In addition, the ellipse (the ellipses CR2, CR3, CR4 in the example of FIG. 23) shown in the vicinity of the icon (the icons IC2, IC3, IC4 in the example of FIG. 23) indicating the empty charging station 200 is displayed in green. An ellipse (ellipse CR1 in the example of FIG. 23) shown in the vicinity of the icon (icon IC1 in the example of FIG. 23) indicating the charging station 200 that has no space is displayed in red.

  As in the examples given above, in this embodiment, the charging area information and the fullness information are indicated by the icon IC1 or the like or the ellipse CR1 or the like, so that the driver can easily grasp the information.

  The driver selects a favorite charging station 200 from the displayed list of charging stations 200. Specifically, the charging station 200 is selected by touching the touch panel screen.

  For example, a driver who is not confident in driving can select the charging station 200 having a relatively wide chargeable region 410 (or possible range 401). In addition, a driver who is confident in driving can select the charging station 200 based on the distance from the current position or the like without considering the size of the chargeable region 410 (or possible range 401). Or you may display the list | wrist which selected the charging station 200 using the historical information of a parking position.

  When the charging station 200 is selected by the driver, the selection unit 311 transmits a signal to the charging station 200 via the communication unit 313 to reserve a charging place. Note that the communication for making such a reservation may be performed directly between the electric vehicle 300 and the charging station 200, but may be performed via the information server 100.

  Since the reservation of the charging place in the charging station 200 is performed as described above, when the electric vehicle 300 arrives at the charging station 200, charging can be started immediately at that time. In addition, since the full / vacant information is also displayed in the list for selecting the charging station 200, it is possible to reliably select (reserve) a charging station 200 that has an empty charging place.

  A parking support function, which is another function of the control device 310, will be described with reference to FIG. In the first step S41, a voltage map corresponding to the combination of the power receiving pad 330 of the electric vehicle 300 and the power transmitting pad 230 of the charging stand 200 to be used is acquired from the information server 100 by communication.

  Specifically, information indicating the type of the power receiving pad 330 mounted on the electric vehicle 300 and a signal designating the charging station 200 to be used are transmitted from the control device 310 to the information server 100. In the information server 100, the storage device 120 generates a voltage map (calculated in step S23 in FIG. 10) corresponding to the combination of the power transmission pad 230 of the designated charging station 200 and the power reception pad 330 corresponding to the information. And is transmitted to the control device 310.

  In addition, the process of the above step S41 is performed after operation for starting parking assistance is performed by the driver | operator. The process of step S41 may be executed in advance by the control device 310 at a time before an operation for starting parking assistance is performed by the driver. For example, it may be automatically executed while the reservation of the charging station 200 is completed and the electric vehicle 300 is traveling toward the charging station 200.

  In step S42 following step S41, parking assistance is executed based on the received voltage map. The specific processing content of parking assistance will be described with reference to FIG. The series of processing shown in FIG. 15 is performed by the cooperation of the control device 310 of the electric vehicle 300 and the ground unit 210 of the charging stand 200. Therefore, the processing entity of each step will be described as appropriate.

  In the first step S101, processing for starting parking assistance in the electric vehicle is performed. In the present embodiment, an operation (for example, an operation on the touch panel) for starting parking assistance is performed by the driver. Such an operation is performed while retracting the electric vehicle 300 toward the chargeable region 410 or immediately before starting to retract. Note that the electric vehicle 300 may autonomously start parking assistance without waiting for an operation by the driver.

  In step S102 following step S101, wireless communication is established between the control device 310 and the ground unit 210. In step S103 following step S102, a minute power transfer start request is transmitted from the control device 310 to the ground unit 210. The minute power transfer start request is a request signal for starting to output from the power transmission pad 230 a power smaller than the power at the time of charging.

In step S104 following step S103, a ground unit response signal is transmitted from the ground unit 210 to the control device 310. The ground unit response signal is a signal for the control device 310 to identify the ground unit 210. In the present embodiment, the ground unit response signal is transmitted as a signal superimposed on the waveform of the power transferred from the power transmission pad 230 to the power reception pad 330. The control device 310 reads the ground unit response signal and analyzes its contents to determine whether or not power is being transferred to the correct ground unit 210.
In step S105 following step S104, the ground unit 210 receives the minute power transfer start request transmitted in step S103, and accordingly, the output of minute power from the power transmission pad 230 is started. In the present embodiment, the minute electric power is output with the voltage at the power transmission pad 230 being a predetermined target value (10 V). In addition, the voltage map demonstrated so far shows the relationship between the voltage value of the electric power generated in the power receiving pad 330 and the horizontal distance when the voltage value of the power transmitting pad 230 is the target value. A plurality of the target values may be set, and a voltage map for each target value may be stored.

  When the output of the minute power from the power transmission pad 230 is started, the power starts to be transferred to the power receiving pad 330 accordingly. At this time, since the power transmission pad 230 and the power reception pad 330 are not facing each other, the voltage value at the power reception pad 330 is also small.

Note that when a minute electric power is output from the power transmission pad 230, the relay 303 (see FIG. 2) provided in the electric vehicle 300 is in an open state. For this reason, there is no need to wait for connection of the relay 303.

  In step S106 following step S105, the control device 310 monitors the voltage value at the power receiving pad 330 (measured value of the voltmeter 304). As described with reference to FIG. 12, when the electric vehicle 300 moves backward or forwards and the horizontal distance becomes shorter, the voltage value of the power receiving pad 330 increases accordingly.

  In step S107 following step S106, control device 310 determines whether or not the voltage value at power receiving pad 330 has reached a maximum value. That is, it is determined whether or not the voltage value of the power receiving pad 330 is a point (maximum point) at which the voltage value first switches from increase to decrease. If the voltage value of the power receiving pad 330 has not yet reached the maximum value, the processing after step S106 is executed again. When it is determined that the voltage value of the power receiving pad 330 has reached the maximum value, the process proceeds to step S108.

  In step S108, the current horizontal distance (distance DT1) is calculated based on the voltage map acquired in step S41 of FIG. For example, based on the example of the voltage map shown in FIG. 12, the horizontal distance at this time can be easily calculated.

  In FIG. 16, the position of the electric vehicle 300 at the time when the voltage value of the power receiving pad 330 reaches the maximum value is schematically illustrated in a top view. In addition, it cannot be overemphasized that the magnitude | size (distance DT1) of the horizontal distance at this time changes according to each shape of the power transmission pad 230 and the power receiving pad 330. FIG. An arrow AR in FIG. 16 indicates the direction in which the electric vehicle 300 travels (retreats).

  Returning to FIG. 15, the description will be continued. In step S109 following step S108, the moving distance of the electric vehicle 300 is calculated by the control device 310. Here, the “movement distance” is a distance that the electric vehicle 300 has further moved from the position at the time when the process of step S108 was performed. The travel distance is calculated based on the rotation speed and rotation angle of the drive rotating electrical machine included in the electric vehicle 300, or the rotation speed and rotation angle of the wheels.

  In step S110 following step S109, the current horizontal distance is calculated again. Here, the current horizontal distance is calculated by subtracting the movement distance calculated in step S109 from the horizontal distance (distance DT1) calculated in step S108.

  As described above, after step S108, the rotation speed or rotation angle of the rotating electric machine for driving provided in the electric vehicle 300 or the wheel is not based on the change in the voltage value of the power receiving pad 330 (measured value of the voltmeter 304). The current horizontal distance is calculated based only on the number of rotations and the rotation angle. For this reason, monitoring of the voltage value is unnecessary, but monitoring of the voltage value may be continued even after step S108. That is, the output of minute electric power from the power transmission pad 230 may be continuously performed after step S108.

  In step S111 following step S110, the notification unit 312 notifies the driver of the horizontal distance calculated in step S110. In the present embodiment, the driver is notified by displaying the horizontal distance on the touch panel screen. As a method for informing the horizontal distance, various methods such as voice and electronic sound can be employed. The driver continues to move the electric vehicle 300 backward while recognizing the horizontal distance at the present time.

  In step S112 following step S111, it is determined whether or not the current horizontal distance calculated in step S110 has reached a predetermined value. This “predetermined value” is a state in which the electric vehicle 300 is stopped at a position where the horizontal distance becomes zero if the driver starts a stop operation (depressing the brake) when the horizontal distance reaches the predetermined value. Is set in advance. In the present embodiment, the predetermined value is shorter than the horizontal distance (distance DT1) at the time when the voltage value of the power receiving pad 330 reaches the maximum value (for example, 250 mm shorter than this when DT1 is 300 mm). Is set.

  If the horizontal distance has not yet reached the predetermined value, the processes after step S109 are executed again. If the horizontal distance is less than or equal to the predetermined value, the process proceeds to step S113.

  In step S113, the notification unit 312 notifies the driver to immediately start the stop operation. This is because if the stop operation is not started before the position to be stopped, the electric vehicle 300 cannot be stopped at the position to be stopped and passes. For such notification, various methods such as voice or electronic sound can be used. Based on this, the driver performs an operation to stop the electric vehicle 300 at an accurate timing, and reliably holds the electric vehicle 300 at a position where the horizontal distance becomes 0, that is, at a position where the power transmission pad 230 and the power reception pad 330 are generally facing each other. Can be stopped.

  In step S114 following step S113, it is determined whether or not electric vehicle 300 is traveling. If it is running, the process proceeds to step S115. In step S115, the same processing as the series of processing (pre-stop processing) from step S108 to S111 in FIG. 15 is executed again. If it is determined in step S114 that electric vehicle 300 is stopped, the process proceeds to step S116.

  In step S116, a stop notification signal is transmitted from communication unit 313 of control device 310, and ground unit 210 receives this signal. The stop notification signal is a signal for transmitting to the ground unit 210 that parking of the electric vehicle 300 is completed.

  In step S117 following step S116, the voltage value at the power receiving pad 330 is measured again. At this time, if the output of minute power is stopped, a request to start outputting minute power is transmitted from the control device 310 to the ground unit 210. Whether or not charging is possible is determined based on whether or not the measured value is within a predetermined range.

  If the voltage value is within the predetermined range, it is determined that charging is possible, and the process proceeds to step S118. In step S <b> 118, a minute power transfer end request is transmitted from control device 310 to ground unit 210. The micro power transfer end request is a request signal for stopping the output of micro power from the power transmission pad 230. When the ground unit 210 receives the micro power transfer end request, the ground unit 210 stops the micro power output from the power transmission pad 230 (step S119). Thereby, the series of processing (parking support) shown in FIG. 15 is completed, and the electric vehicle 300 can be charged.

  In step S117, when the voltage value at the power receiving pad 330 is not within the predetermined range, it is determined that charging is impossible, and the process proceeds to step S120. In step S120, the driver is notified by the display on the touch panel screen that it is necessary to repark and change the position of the electric vehicle 300.

  As described above, in the parking support system 10 according to the present embodiment, the first information related to the shape of the power transmission pad 230 is stored in the first storage unit 121 of the information server 100, and the second information related to the shape of the power receiving pad 330. Is stored in the second storage unit 122 of the information server 100. In addition, a voltage map (third information) indicating a relationship between the horizontal distance from the power transmission pad 230 to the power reception pad 330 and the magnitude of the voltage (electrical characteristic of electric power) generated at the power reception pad 330 is the first information and the first information. 2 is calculated by the calculation unit 111 of the information server 100 based on the information. The notification unit 312 of the control device 310 mounted on the electric vehicle 300 calculates the current horizontal distance based on the voltage map and notifies the driver.

  In such a configuration, the current horizontal distance is accurately calculated based on the shapes of the power transmission pad 230 and the power reception pad 330 actually used for charging, and is notified to the driver. For this reason, even when charging is performed at the charging station 200 different from usual, the driver can grasp the horizontal distance at the present time relatively accurately, and the electric vehicle 300 is surely placed in the chargeable region 410. You will be guided. As a result, the electric vehicle 300 is always charged with high efficiency.

  The relationship between the voltage value of the power receiving pad 330 and the horizontal distance tends to vary depending on the height or depth of the power transmitting pad 230 from the ground and the height of the power receiving pad 330 from the ground. For this reason, for example, when the power transmission pad 230 is installed in a state where it is not embedded on the ground, compared to the embedded state, when the power reception pad 330 is approached or the number of people who board the electric vehicle 300 increases, When the position of the power receiving pad 330 approaches the ground surface due to the sinking of the vehicle body of the vehicle 300, the relationship between the voltage value of the power receiving pad 330 and the horizontal distance may deviate from that shown in the voltage map. is there. However, even in such a case, the horizontal distance at the time when the voltage value of the power receiving pad 330 reaches the maximum value varies only slightly. For this reason, the value of the horizontal distance calculated in the processing after step S108 does not greatly deviate from the actual value.

  When calculating the coefficient map and the voltage map, the distance (the distance in the height direction) between the power transmission pad 230 and the power reception pad 330 is required. For example, one of the shape information of the power receiving pad 330 stored in the second storage unit 122 includes the reference height with respect to the ground surface GR as one of the shape information of the power transmission pad 230 stored in the first storage unit 121. In addition, after including the reference height with respect to the ground surface GR, the coefficient map and the voltage map may be calculated using each reference height.

  By the way, depending on the combination of the power transmission pad 230 and the power reception pad 330, the horizontal distance when the voltage value of the power reception pad 330 reaches the maximum value may be extremely short. In such a case, it is difficult to stop the electric vehicle 300 in the chargeable region 410 even if the stop operation is started immediately after the voltage value reaches the maximum value. Therefore, when it is predicted based on the power reception map that the horizontal distance at the time when the voltage value reaches the maximum value is shorter than a predetermined minimum distance (for example, 200 mm), the parking assistance shown in FIG. It is good also as an aspect which is not performed. In this case, the notification unit 312 notifies the driver that parking assistance is not performed. However, since the horizontal distance can be calculated after the maximum value has been passed, parking assistance can be performed, for example, when the parking position is corrected after passing the directly-facing position (when parking is restarted).

  In the present embodiment, processing such as calculation of a coefficient map and calculation of a voltage map is performed in an information server 100 different from the charging station 200 and the electric vehicle 300. Instead of such an aspect, an aspect in which a part or all of the functions of the information server 100 described above are integrated into either the charging stand 200 or the electric vehicle 300 may be employed.

  For example, the function of calculating the voltage map based on the coefficient map may be provided in the control device 310 of the electric vehicle 300. In this case, only the coefficient map is transmitted from the information server 100 to the control device 310, and the voltage map is calculated by the control device 310 based on this.

  Subsequently, a second embodiment of the present invention will be described. The second embodiment is different from the first embodiment only in the type of information stored in the first storage unit 121 of the information server 100 and the contents of processing executed in the information server 100. Below, it demonstrates only in a different point from 1st Embodiment, and abbreviate | omits description about a common point with 1st Embodiment.

  The flowchart of FIG. 17 shows the flow of processing performed to add information to the first storage unit 121 of the information server 100. The process shown in FIG. 17 is performed by a manufacturer that manufactures a power transmission pad each time a new power transmission pad is developed and released.

  In the first step S51, a map indicating the relationship between the coupling coefficient and the horizontal distance is calculated based on the combination of the power transmission pad 230 to be added and the master power receiving pad. The power receiving pad of the master is not a power receiving pad 330 actually mounted on the electric vehicle 300, but a power receiving pad having a shape set in advance as a reference for creating a map indicating the relationship between the coupling coefficient and the horizontal distance. That is. Hereinafter, this map is also referred to as a “reference coefficient map”. If the shape of the power receiving pad 330 is standardized in the future, the power receiving pad 330 having a shape conforming to the standard is used as the power receiving pad of the master. Further, there may be a plurality of master power receiving pads, and in that case, the master power receiving pads are associated with the types of master power receiving pads.

  In step S52 following step S51, the created reference coefficient map is transmitted to the information server 100 and added to the database of the first storage unit 121 as new data. Thus, in the present embodiment, the first storage unit 121 does not store the shape of the power transmission pad 230 but stores the reference coefficient map calculated based on the power transmission pad 230 and the master power reception pad. The That is, in this embodiment, the reference coefficient map corresponds to the first information. Note that both the reference coefficient map and the shape of the power transmission pad 230 may be stored in the first storage unit 121.

  The flow of processing executed by the information server 100 will be described with reference to FIG. The series of processes shown in FIG. 18 is executed in place of the series of processes shown in FIG. In the first step S61, information is registered in the first storage unit 121. As already described, the information registered here is the reference coefficient map.

  In step S62 following step S61, a map (voltage map) indicating the relationship between the value of the voltage generated in the power receiving pad 330 and the horizontal distance using the shape of the master power receiving pad registered in advance is calculated by the calculation unit 111. Calculated and stored in the storage device 120. As in the case of the first embodiment, a voltage map is calculated and stored for each combination of all the power transmission pads 230 and the power reception pads 330.

  However, the voltage map in the present embodiment is calculated based on the coefficient map stored in the second storage unit 122. Note that it is difficult to calculate an accurate voltage map when the shape of the master power receiving pad used to calculate the coefficient map and the actual shape of the power receiving pad 330 are significantly different. In such a case, it is necessary to calculate a voltage map by the same method as in the first embodiment.

  Subsequent to step S61, step S63 is executed in parallel with step S62 described above. In step S <b> 63, information on the chargeable area 410 in the charging station 200 (charge area information) is calculated by the calculation unit 111 and stored in the storage device 120. Such a process is the same as the process performed in step S24 of FIG.

  As described above, in the present embodiment, the coefficient map is not calculated in the information server 100, but by using the master power receiving pad, the manufacturer of the power transmitting pad (that is, in a place different from the information server 100). ) Calculated in advance, and then stored (registered) in the information server 100. As a result, the calculation load on the information server 100 can be reduced. Further, the voltage map may be calculated in advance at a location different from the information server 100 and stored (registered) in the information server 100 after that, as described above. The calculation of the coefficient map and the voltage map may be performed by the manufacturer of the power transmission pad as described above, or may be performed by the charging station 200 or the electric vehicle 100. However, in a situation where the shape of the power receiving pad is not standardized and power receiving pads of various shapes are distributed, it is difficult to utilize the coefficient map calculated based on the power receiving pad of the master. Therefore, for the time being, it is desirable that the coefficient map is calculated for each combination of the power transmission pad 230 and the power reception pad 330 as in the first embodiment.

  Subsequently, a third embodiment of the present invention will be described. The third embodiment is different from the first embodiment in that it does not have a stand search function but has only a parking support function. The flowchart of FIG. 19 shows the flow of processing executed by the information server 100 of this embodiment instead of the series of processing shown in FIG. As shown in FIG. 19, in the present embodiment, the process of step S24 (required only for the stand search function) is not executed among the processes shown in FIG. In addition, the process performed by the electric vehicle 300 side in order to perform a parking assistance function is the same as the process (FIG. 14, FIG. 15) performed in 1st Embodiment.

  Subsequently, a fourth embodiment of the present invention will be described. The fourth embodiment is different from the first embodiment in that the parking support function is not provided and only the stand search function is provided. The flowchart of FIG. 20 shows the flow of processing executed by the information server 100 of this embodiment instead of the series of processing shown in FIG. As shown in FIG. 20, in the present embodiment, among the processes shown in FIG. 10, the process of step S <b> 23 (required only for the parking support function) is not executed. The process executed on the electric vehicle 300 side to execute the stand search function is the same as the process executed in the first embodiment (FIG. 13).

  As described above, in carrying out the present invention, it is not necessary to have both the stand search function and the parking support function, and an aspect in which only one of them is provided may be used.

  The embodiments of the present invention have been described above with reference to specific examples. However, the present invention is not limited to these specific examples. In other words, those specific examples that have been appropriately modified by those skilled in the art are also included in the scope of the present invention as long as they have the characteristics of the present invention. For example, the elements included in each of the specific examples described above and their arrangement, materials, conditions, shapes, sizes, and the like are not limited to those illustrated, but can be changed as appropriate. Further, the non-contact charging method can be changed not only to electromagnetic induction but also to magnetic field resonance that is power transfer using coupling of electromagnetic fields. Furthermore, it can be applied to automatic parking by automatic driving. Finally, the elements included in each of the above-described embodiments can be combined as far as technically possible, and combinations thereof are also included in the scope of the present invention as long as they include the features of the present invention.

10: Parking support system 100: Information server 111: Calculation unit 121: First storage unit 122: Second storage unit 123: Information management unit 200: Charging stand 230: Power transmission pad 300: Electric vehicle 311: Selection unit 312: Notification unit 330: Power receiving pad 410: Chargeable area

Claims (27)

A parking assistance system (10) for guiding an electric vehicle (300) to a chargeable area (410) in a charging station (200) for performing non-contact charging,
A first storage unit (121) for storing first information related to the shape of the power transmission pad (230) provided in the charging stand;
A second storage unit (122) for storing second information related to the shape of the power receiving pad (330) provided in the electric vehicle;
Calculation for calculating third information indicating a relationship between a horizontal distance from the power transmission pad to the power receiving pad and a magnitude of electric characteristics of electric power generated at the power receiving pad based on the first information and the second information. Part (111),
A parking support system, comprising: a notification unit (312) that calculates and notifies the horizontal distance at a current time based on the third information.   The parking assistance according to claim 1, wherein when the horizontal distance at the present time is calculated based on the third information, electric power smaller than electric power at the time of charging is output from the power transmission pad. system. The notification unit
The parking assistance system according to claim 2, wherein the horizontal distance at the present time is calculated based on a voltage value of electric power generated in the power receiving pad. The notification unit
The horizontal distance at the present time is calculated when the electric vehicle approaches the chargeable region and the voltage value of the electric power generated in the power receiving pad reaches a maximum value. The described parking assistance system. The notification unit
From the position of the electric vehicle at the time when the voltage value of the electric power generated in the power receiving pad becomes a maximum value, when the electric vehicle moves a predetermined distance toward the chargeable region,
The parking assistance system according to claim 4, wherein the driver is informed to start a stop operation necessary to stop the electric vehicle. The predetermined distance is
6. The parking assistance system according to claim 5, wherein the parking distance is shorter than the horizontal distance at the time when the voltage value of electric power generated in the power receiving pad reaches a maximum value. The notification unit
When the horizontal distance at the time when the voltage value of the electric power generated in the power receiving pad reaches a maximum value is expected to be shorter than a preset minimum distance,
The parking assistance system according to claim 4, wherein the driver is notified that the process of guiding the electric vehicle to the chargeable area is not performed.   The parking support system according to claim 2, wherein the first storage unit stores a plurality of pieces of the first information respectively corresponding to the plurality of charging stations. An information management unit (123) for managing position information regarding the installation location of each charging station and full / vacant information regarding the availability of each charging station;
The parking assistance system according to claim 8, further comprising a selection unit (311) that allows a driver to select the charging station based on the position information and the fullness information. The selection unit includes:
The parking support system according to claim 9, wherein the parking support system has a function of reserving the charging station selected by a driver.   2. The function of calculating a coupling coefficient map indicating a relationship between the horizontal distance and a coupling coefficient value determined corresponding to a combination of the power transmission pad and the power receiving pad. Parking assistance system.   The parking support system according to claim 11, wherein the third information is calculated based on the coupling coefficient map.   The parking support system according to claim 1, wherein the parking support system has a function of calculating a shape of the chargeable region based on the first information and the second information.   The parking support system according to claim 1, wherein the first storage unit and the second storage unit are provided in an information server (100) installed outside. The first storage unit stores a plurality of pieces of the first information corresponding to the plurality of charging stations,
The parking support system according to claim 14, wherein the second storage unit stores a plurality of pieces of second information respectively corresponding to the plurality of electric vehicles. The calculation unit is provided in the information server,
The parking support system according to claim 14 or 15, wherein the calculated third information is transmitted from the information server to the electric vehicle by communication. The information server is
The function of calculating the coupling coefficient map which shows the relationship between the said horizontal distance and the value of the coupling coefficient determined corresponding to the combination of the said power transmission pad and the said power receiving pad is characterized by the above-mentioned. The parking assistance system according to any one of the above. A display device for displaying information to the driver;
The parking support system according to claim 9, wherein when the driver selects the charging station, the fullness information for each of the charging stations is displayed on the display device. . On the display device, the charging stand is displayed as an icon,
The parking support system according to claim 18, wherein the fullness information is indicated by a color of each of the icons. On the display device, the charging stand is displayed as an icon,
19. The parking assistance system according to claim 18, wherein a graphic representing the fullness information by its color is shown in the vicinity of each icon. A display device for displaying information to the driver;
14. The display device according to claim 13, wherein when the driver selects the charging station, the display device displays a size of the chargeable area for each of the plurality of charging stations. Parking assistance system. On the display device, the charging stand is displayed as an icon,
The parking assistance system according to claim 21, wherein the chargeable area is indicated by the color of each icon. On the display device, the charging stand is displayed as an icon,
The parking assistance system according to claim 21, wherein the size of the chargeable area is indicated by the size of each icon. On the display device, the charging stand is displayed as an icon,
The parking support system according to claim 21, wherein a graphic representing the size of the chargeable area by its size is displayed in the vicinity of each icon.   The parking support system according to claim 1, wherein the third information is calculated in advance at a location different from an information server installed outside and then stored in the information server.   The parking support system according to claim 11, wherein the coupling coefficient map is calculated in advance at a location different from an information server installed outside and then stored in the information server. A parking assistance system for guiding an electric vehicle to a chargeable area in a charging station for performing non-contact charging,
A first storage unit that stores first information related to a shape of a power transmission pad provided in the charging stand;
A second storage unit that stores second information related to a shape of a power receiving pad provided in the electric vehicle;
A coupling coefficient map showing a relationship between a horizontal distance from the power transmission pad to the power receiving pad and a value of a coupling coefficient corresponding to a combination of the power transmission pad and the power receiving pad is represented by the first information and the first information. 2 a calculation unit for calculating based on the information;
A parking support system comprising: a notifying unit that calculates a shape of the chargeable region based on the coupling coefficient map and notifies a driver of information related to the shape.

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