JP5582074B2 - Vehicle, automatic parking support equipment and automatic parking system - Google Patents

Description

  The present invention relates to an automatic parking technique for accurately guiding a vehicle to a parking space.

  Japanese Patent Laying-Open No. 2006-273122 (Patent Document 1) discloses a parking braking assist device that can stop a vehicle at an appropriate parking position based on a captured image of an in-vehicle camera.

JP 2006-273122 A JP 2007-97345 A

  However, in the technique of Patent Document 1, parking alignment is performed depending on the captured image of the in-vehicle camera. Therefore, the alignment accuracy may be decreased in the rain or at night when the captured image accuracy of the in-vehicle camera is decreased. In addition, it is difficult to align the vehicle under the vehicle floor.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to accurately guide a vehicle to a parking space regardless of the weather or time zone.

  The vehicle according to the present invention is a detection device that detects a physical quantity capable of determining whether or not a wheel is in contact with a wheel and a step facility provided around the parking space and capable of contacting the wheel. And a parking control device that executes automatic parking control for automatically parking the vehicle in the parking space. The parking control device automatically controls the steering direction of the vehicle based on the output result of the detection device during execution of the automatic parking control.

  Preferably, the step equipment is provided around the parking space other than the entrance side. When the parking control device is moving forward, it steers to the right when only the left front wheel comes into contact with the step equipment, and steers to the left when only the right front wheel comes into contact with the step equipment. When only the right rear wheel comes into contact with the step equipment, it steers to the left, and when only the left rear wheel comes into contact with the step equipment, it steers to the right.

  Preferably, the detection device is a plurality of air pressure sensors that respectively detect air pressures of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel of the vehicle. During the execution of the automatic parking control, the parking control device monitors the amount of increase in the air pressure of each wheel, and determines that the wheel whose amount of increase in air pressure is equal to or greater than the first predetermined amount has contacted the step equipment.

  Preferably, the level difference facility includes a central level difference portion that contacts the left and right front wheels or the left and right rear wheels when the vehicle is parked at a reference position in the parking space. When the first condition that the increase amount of the air pressure of both the left and right front wheels or the increase amount of the air pressure of both the left and right rear wheels becomes equal to or greater than the second predetermined amount within a predetermined time is satisfied, The automatic parking control is terminated by stopping the vehicle on the assumption that the position of the vehicle is the reference position.

  Preferably, the ground in the parking space is provided with a power transmission coil for automatically powering the vehicle with power from a power supply facility provided outside the vehicle. The vehicle further includes a power receiving coil disposed on the bottom surface of the vehicle body for receiving power from the power transmitting coil.

  Preferably, the parking control device communicates with the power supply facility during execution of the automatic parking control, and the position of the vehicle is a position where the power transmission efficiency from the power transmission coil to the power reception coil is maximized. If the second condition is satisfied, the vehicle is stopped and the automatic parking control is ended even before the first condition is satisfied.

  Preferably, when the vehicle is parked at the reference position, the distance between the center of the power reception coil and the center of the power transmission coil in the vehicle front-rear direction is determined in advance from the power transmission efficiency from the power transmission coil to the power reception coil. It is provided at a position that is equal to or less than a predetermined allowable width.

  Preferably, the power receiving coil has a distance between the center of the front wheel and the center of the power receiving coil as viewed from the side of the vehicle, and the distance between the center of the rear wheel and the center of the power receiving coil as viewed from the side of the vehicle. It is provided in the position which becomes equal.

  Preferably, the step equipment includes a center step portion, a first step portion extending from one end of the center step portion to the entrance side of the parking space, and a second step portion extending from the other end of the center step portion to the entrance side of the parking space. With. The distance between the first step portion and the second step portion is set so as to increase as it approaches the entrance side of the parking space.

  An automatic parking support facility according to another aspect of the present invention is provided around a parking space provided with a power transmission coil for automatically transmitting power to a vehicle, and assists automatic parking of the vehicle. . This automatic parking assist facility has a central stepped portion that abuts the left and right front wheels or left and right rear wheels of the vehicle when the vehicle is parked at a reference position in the parking space, and an entrance side of the parking space from one end of the central stepped portion. A first step portion that extends and a second step portion that extends from the other end of the central step portion to the entrance side of the parking space are provided.

  Preferably, the distance between the first step portion and the second step portion is set so as to increase as the distance from the entrance side of the parking space becomes closer.

  Preferably, the central step portion is provided at a position where a distance between one end of the central step portion and the center of the power transmission coil is equal to a distance between the other end of the central step portion and the center of the power transmission coil.

  Preferably, a power receiving coil for receiving power from the power transmitting coil is provided on the bottom surface of the vehicle body. The length of the central step portion is set to a value obtained by adding an allowable width determined in advance from the power transmission efficiency from the power transmission coil to the power reception coil to the width of the vehicle.

  Preferably, the difference between the distance between the center step portion and the center of the power transmission coil and the distance between the center of the front wheel or the center of the rear wheel and the center of the power reception coil when viewed from the side of the vehicle is less than an allowable width. Set to

  An automatic parking system according to another aspect of the present invention is for automatically parking a vehicle in a parking space. This automatic parking system is provided around the parking space other than the entrance side, and has a step facility having a step that can come into contact with a vehicle wheel, and a steering direction depending on whether the wheel contacts the step facility. A vehicle that is automatically controlled.

  According to the present invention, the steering direction is switched depending on whether or not the wheel is in contact with the step equipment (automatic parking support equipment) provided around the parking space (whether or not the air pressure of the wheel has changed). The vehicle can be accurately guided to the parking space regardless of the weather or the time zone (for example, in the rainy weather or night when the accuracy of the captured image of the camera is lowered).

1 is an overall configuration diagram of a vehicle power supply system including an automatic parking system. 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 detailed block diagram of an electric vehicle. It is a figure which shows a guide rod in detail. It is a figure (the 1) which shows the modification of guide equipment. It is a figure (the 2) which shows the modification of guide equipment. It is a functional block diagram of a control device. It is a flowchart (the 1) which shows the process sequence of a control apparatus. It is a figure which shows a motion of the electric vehicle in the case of automatically parking in reverse. It is a figure which shows a motion of the electric vehicle in the case of making it park ahead. It is a flowchart (the 2) which shows the process sequence of a control apparatus. It is a flowchart (the 3) which shows the process sequence of a control apparatus.

  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.

  FIG. 1 is an overall configuration diagram of a vehicle power supply system 10 including an automatic parking system according to the present embodiment. In addition, although the case where this invention is applied to the automatic parking control of an electric vehicle below is illustrated below, this invention is applicable also to the automatic parking control of a normal engine vehicle, for example.

  The vehicle power supply system 10 includes an electric vehicle 100, a power supply facility 200, and a guide rod 300 that is an automatic parking assist facility.

  Electric vehicle 100 includes a power receiving unit 110, air pressure sensors 120-1 to 120-4, and a communication unit 130.

  The power receiving unit 110 is fixed to the bottom surface of the vehicle body, and is configured to receive power transmitted from a power transmitting unit 220 (described later) of the power supply facility 200 in a contactless manner. As a non-contact power transmission technology, three technologies that are known are power transmission using electromagnetic induction, power transmission using microwaves, and power transmission using a resonance method. Hereinafter, power transmission by the resonance method will be described as an example. The resonance method is a non-contact power transmission technology in which a pair of resonators (for example, a pair of self-resonant coils) are resonated in an electromagnetic field (near field) and transmitted via the electromagnetic field. It is also possible to transmit power (for example, several meters). Note that automatic power feeding may be performed using a power cord or a power transmission cable.

  The power receiving unit 110 includes a self-resonant coil (described later), and receives power from the power transmitting unit 220 in a non-contact manner by resonating with a self-resonant coil included in the power transmitting unit 220 via an electromagnetic field. The distance L1 between the front wheel center and the coil center of the power receiving unit 110 when viewed from the side of the vehicle is equal to the distance L1 between the center of the rear wheel and the coil center of the power receiving unit 110 when viewed from the side of the vehicle.

  The air pressure sensors 120-1 to 120-4 are provided inside the tires of the four tires (left front tire, right front tire, left rear tire, right rear tire) of the electric vehicle 100, and detect the air pressure of each tire. The detection result is wirelessly transmitted to the control device 180. Communication unit 130 is a communication interface for performing communication between electric vehicle 100 and power supply facility 200.

  The power supply facility 200 includes a power supply device 210, a power transmission unit 220, and a communication unit 230. The 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 transmission unit 220. In addition, the frequency of the high frequency electric power which the power supply device 210 produces | generates is 1M-several dozen MHz, for example.

  The power transmission unit 220 is fixed to the floor surface of the parking space, and is configured to send high-frequency power supplied from the power supply device 210 to the power receiving unit 110 of the electric vehicle 100 in a non-contact manner. Communication unit 230 is a communication interface for performing communication between power supply facility 200 and electric vehicle 100.

  In the vehicle power supply system 10, high-frequency power is transmitted from the power transmission unit 220 of the power supply facility 200, and the self-resonant coil included in the power receiving unit 110 of the electric vehicle 100 and the self-resonant coil included in the power transmission unit 220 are electromagnetic fields. The electric power is supplied from the power supply facility 200 to the electric vehicle 100 by resonating with the electric vehicle 100.

  When power is supplied from the power supply facility 200 to the electric vehicle 100, it is necessary to align the power receiving unit 110 of the electric vehicle 100 and the power transmission unit 220 of the power supply facility 200. Therefore, it is desirable to automatically guide the electric vehicle 100 accurately to the parking space where the power supply facility 200 is provided.

  Guide bar 300 is equipment (automatic parking assistance equipment) for supporting automatic guidance (automatic parking control) of electric vehicle 100 to the parking space. The guide rod 300 is fixedly installed in a parking space where the power supply facility 200 is provided. The height of the guide rod 300 is set to a height that abuts against the tire of the electric vehicle 100 when the electric vehicle 100 is automatically guided to the parking space.

  Next, a non-contact power feeding method (resonance method) used for the vehicle power feeding system 10 will be described.

  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, a primary coil 520 is connected to a high-frequency power source 510, and high-frequency power of 1 M to 10 and several MHz is supplied to a primary self-resonant coil 530 that is magnetically coupled to the primary coil 520 by electromagnetic induction. The primary self-resonant coil 530 is an LC resonator having an inductance and stray capacitance of the coil itself, and resonates with a secondary self-resonant coil 540 having the same resonance frequency as the primary self-resonant coil 530 via an electromagnetic field (near field). . Then, energy (electric power) moves from the primary self-resonant coil 530 to the secondary self-resonant coil 540 via the electromagnetic field. The energy (electric power) transferred to the secondary self-resonant coil 540 is taken out by the secondary coil 550 that is magnetically coupled to the secondary self-resonant coil 540 by electromagnetic induction and supplied to the load 560. Note that power transmission by the resonance method is realized when the Q value indicating the resonance intensity of the primary self-resonant coil 530 and the secondary self-resonant coil 540 is greater than 100, for example.

  1, the secondary self-resonant coil 540 and the secondary coil 550 correspond to the power receiving unit 110 in FIG. 1, and the primary coil 520 and the primary self-resonant coil 530 correspond to the power transmission 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 detailed configuration diagram of electric vehicle 100 shown in FIG. Referring to FIG. 4, electrically powered vehicle 100 includes power storage device 150, system main relay SMR 1, boost converter 162, inverters 164 and 166, motor generators 172 and 174, engine 176, and power split device 177. Drive wheel 178. Electric 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. Electric vehicle 100 further includes a control device 180, air pressure sensors 120-1 to 120-4, and a communication unit 130.

  This electric 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. Electric vehicle 100 travels by 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.

  The motor generator 174 is also an AC rotating electric machine, and is composed of, for example, a three-phase AC synchronous motor in which a permanent magnet is embedded in a rotor, like the 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 includes 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.

  The power storage device 150 is a rechargeable DC power source, and is composed of, 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 facility 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 is formed of 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 are formed of, for example, a three-phase bridge circuit.

  The secondary self-resonant coil 112 is an LC resonant coil whose both ends are open (not connected), and receives power from the power supply facility 200 by resonating with a primary self-resonant coil (described later) of the power supply facility 200 via an electromagnetic field. The capacitance component of the secondary self-resonant coil 112 is the stray capacitance of the coil, but capacitors connected to both ends of the coil may be provided. Regarding the secondary self-resonant coil 112, the primary self-resonant coil and the secondary self-resonant coil 112 are based on the distance from the primary self-resonant coil of the power supply facility 200, the resonance frequency of the primary self-resonant coil and the secondary self-resonant coil 112, and the like. The number of turns is appropriately set so that the Q value (for example, Q> 100) indicating the resonance intensity with the resonance coil 112 and κ indicating the coupling degree thereof are increased.

  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 VH between rectifier 140 and DC / DC converter 142 and outputs the detected value to control device 180.

  Control device 180 generates signals PWC, PWI1, and PWI2 for driving boost converter 162 and motor generators 172 and 174, respectively, based on the accelerator opening, vehicle speed, and other signals from various sensors. The signals PWC, PWI1, and PWI2 are output 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.

  When power is supplied from the power supply facility 200 (FIG. 1) to the electric vehicle 100, the control device 180 receives tire pressure information from the air pressure sensors 120-1 to 120-4. And the control apparatus 180 performs automatic parking control based on this data.

  When the automatic parking control is completed, control device 180 transmits a power supply command to power supply facility 200 via communication unit 130 and turns on system main relay SMR2. Then, the control device 180 drives the DC / DC converter 142.

  FIG. 5 shows the guide rod 300 in detail. In FIG. 5, the left diagram is a view of the guide rod 300 as viewed from above, and the right diagram is a diagram of the guide rod 300 as viewed from the side.

  The guide rod 300 is a guide facility for automatic parking assistance. Guide bar 300 is provided around the entrance side of the parking space (the vehicle entry side, the lower side in FIG. 5) and has a step with the road surface in the parking space. The height of the step is set to a value that makes contact with the wheel during parking.

  The guide bar 300 includes a central guide bar 310, a first guide bar 320, and a second guide bar 330.

  The center guide bar 310 contacts the left and right front wheels or the left and right rear wheels in a state where the electric vehicle 100 is parked at the reference position in the parking space (the chain line in FIG. 5). The center guide bar 310 is provided at a position where the distance between one end of the center guide bar 310 and the coil center of the power transmission unit 220 is equal to the distance between the other end of the center guide bar 310 and the coil center of the power transmission unit 220. The length A of the central guide bar 310 is set to a value obtained by adding the allowable width α to the vehicle width W. The allowable width α is a value determined in advance from the power transmission efficiency from the power transmission unit 220 to the power reception unit 110 (a value at which the power transmission efficiency is equal to or higher than the reference efficiency). Difference ΔL (= | L1-L2 |) between distance L1 between the coil center of power receiving unit 110 and the center of the front wheel or rear wheel and distance L2 between center guide rod 310 and the coil center of power transmission unit 220 in electric vehicle 100. Is set to an allowable width α or less. Of course, the difference ΔL = 0 may be set.

  The first guide bar 320 extends from one end of the central guide bar 310 to the entrance side of the parking space. The second guide bar 330 extends from the other end of the central guide bar 310 to the entrance side of the parking space. The distance B between the first guide bar 320 and the second guide bar 330 is set so as to increase as it is closer to the entrance side of the parking space (that is, from the entrance side toward the center guide bar 310).

  Note that the guide facility does not have to be a rod shape like the guide rod 300. 6 and 7 are diagrams showing a modification of the guide facility. As shown in FIG. 6, the guide facility may be a block-shaped guide block 300-1. As shown in FIG. 7, the guide facility may be a guide groove 300-2 formed by making the ground height inside the parking space frame lower than the ground height outside the parking space frame.

  The electric vehicle 100 is automatically parked in the parking space provided with the above-described guide rod 300 by the automatic parking control by the control device 180.

  FIG. 8 is a functional block diagram of a control device 180 of a part related to automatic parking and automatic power feeding. Each functional block shown in FIG. 8 may be realized by hardware or software.

  The control device 180 includes an automatic parking control unit 181 and an automatic power feeding unit 182. The automatic parking control unit 181 includes a power control unit 181A, a contact determination unit 181B, and a steering control unit 181C.

  The power control unit 181A starts the automatic parking control when the automatic parking control start condition is satisfied (for example, when the user requests the automatic parking control), and operates the engine 176 and the motor generators 172 and 174 to operate the electric vehicle. Move 100 forward or backward.

  The contact determination unit 181B determines whether or not each tire has contacted the guide rod 300 based on tire pressure information received from the air pressure sensors 120-1 to 120-4 during execution of the automatic parking control. Specifically, the contact determination unit 181B monitors the amount of increase in the air pressure of each tire, and determines that the tire whose amount of increase in air pressure is equal to or greater than the first predetermined amount has contacted the guide rod 300. The contact determination unit 181B also determines that both the left front tire and the right front tire are in contact with the center guide bar 310 when the increase in air pressure of both the left front tire and the right front tire is equal to or greater than the second predetermined amount within a predetermined time. It is determined that it has touched. The contact determination unit 181B also determines that both the left rear tire and the right rear tire are center guides when the increase in the air pressure of both the left rear tire and the right rear tire is equal to or greater than the second predetermined amount within a predetermined time. It determines with contact | abutting to the stick | rod 310. FIG.

  In a vehicle provided with a sensor for detecting a stroke amount of a suspension provided corresponding to each tire, a sensor for detecting vibration of each tire, or the like, the contact between each tire and the guide rod 300 is detected by these sensors. The determination may be made based on the detected value.

  When the contact determination unit 181B determines that any tire has contacted the guide rod 300, the steering control unit 181C automatically controls steering so as to avoid contact between the tire and the guide rod 300. To do. Specifically, when the vehicle is moving forward, the steering control unit 181C steers to the right by a predetermined angle when it is determined that only the left front tire is in contact with the guide rod 300, and only the right front tire moves to the guide rod 300. When it is determined that the contact has occurred, the vehicle is steered to the left by a predetermined angle. When the vehicle is moving backward, the steering control unit 181C steers left by a predetermined angle when it is determined that only the right rear tire is in contact with the guide rod 300, and only the left rear tire hits the guide rod 300. When it is determined that the contact has been made, the vehicle is steered to the right by a predetermined angle.

  The power control unit 181A ends the automatic parking control according to the determination result by the contact determination unit 181B. Specifically, when it is determined that both the left front tire and the right front tire are in contact with the center guide rod 310 during the forward movement, the power control unit 181A stops the forward movement and ends the automatic parking control. Further, when it is determined that both the left rear tire and the right rear tire are in contact with the central guide rod 310 during reverse travel, the power control unit 181A stops reverse travel and ends automatic parking control.

  The automatic power supply unit 182 outputs a start command for starting the power supply facility 200 to the power supply facility 200 via the communication unit 130 after the automatic parking control is completed, closes the system main relay SMR2, and the DC / DC converter 142. Drive. Thereby, automatic power supply from the power supply facility 200 to the electric vehicle 100 is started.

  FIG. 9 is a flowchart showing a processing procedure of the control device 180 when automatic parking control is performed. This flowchart is started when the automatic parking control start condition is satisfied. In addition, the flowchart of FIG. 9 has illustrated the case where it parks automatically in reverse.

  When the automatic parking control start condition is satisfied, the control device 180 starts the automatic parking control in S10, and starts the reverse of the vehicle in S11.

  In S12, control device 180 determines whether only the right rear tire is in contact with guide rod 300 by the above-described method, and when only the right rear tire is in contact with guide rod 300 (YES in S12). In step S13, the vehicle is steered to the left by a predetermined angle.

  In S14, control device 180 determines whether only the left rear tire is in contact with guide rod 300 by the above-described method, and when only the left rear tire is in contact with guide rod 300 (YES in S14). In step S15, the vehicle is steered to the right by a predetermined angle.

  In S16, control device 180 determines whether both the left rear tire and the right rear tire are in contact with guide bar 300 (central guide bar 310) by the above-described method, and left rear tire and right rear tire. When both of them come into contact with the guide rod 300 (YES in S16), it is assumed that the electrically powered vehicle 100 is at the reference position in the parking space, and the reverse of the vehicle is terminated in S17, and the automatic parking control is terminated in S18. .

  When it is not detected that both the left rear tire and the right rear tire are in contact with guide rod 300 (NO in S16), control device 180 determines in S19 whether or not there is an abnormal state. For example, the control device 180 determines that the automatic parking control is in an abnormal state when the duration of the automatic parking control reaches the upper limit time or when any air pressure exceeds a threshold value for a predetermined time ( In S19, YES), the automatic parking control is abnormally terminated in S20, and the user is notified. On the other hand, if not in an abnormal state (NO in S19), the process returns to S12, and automatic parking control is continued.

  FIG. 10 is a diagram illustrating the movement of the electric vehicle 100 when the vehicle is automatically parked in reverse. When the right rear tire comes into contact with the guide rod 300 at time t1 during reverse travel, the electric vehicle 100 is automatically steered to the left and proceeds in the rear left direction. Thereafter, when the left rear tire comes into contact with the guide rod 300 at time t2, the electric vehicle 100 is automatically steered to the right and proceeds in the right rear direction. Since the distance between the first guide bar 320 and the second guide bar 330 is set so as to narrow toward the central guide bar 310 from the entrance side, the electric vehicle 100 moves toward the central guide bar 310 by automatic steering. Will go on. Then, when both the right rear tire and the left rear tire come into contact with the guide rod 300 at time t3, the automatic parking control is terminated assuming that the position of the electric vehicle 100 substantially coincides with the reference position. Thereby, electric vehicle 100 is appropriately guided near the reference position in the parking space.

  FIG. 11 is a diagram illustrating the movement of the electric vehicle 100 when parked forward. When the left front tire comes into contact with the guide rod 300 at time t11 during forward movement, the vehicle is automatically steered to the right and the electric vehicle 100 advances in the right front direction. Thereafter, when the right front tire comes into contact with the guide rod 300 at time t12, the left side is automatically steered to the left and the electric vehicle 100 advances in the left front direction. Then, when both the right front tire and the left front tire come into contact with the guide rod 300 at time t13, the automatic parking control is ended.

  As described above, in the automatic parking system according to the present embodiment, the guide bars are provided around the parking space so that the entrance side is opened and the left and right intervals are narrowed from the entrance side toward the back. And during execution of automatic parking control, the control device on the vehicle side determines whether or not the tire and the guide rod contacted based on the output of the tire pressure sensor that is hardly affected by the weather and time zone, If it is determined that they are in contact, the steering direction is automatically controlled so as to avoid the contact. As a result, even in rainy weather or at night when the captured image accuracy of the camera is lowered, the vehicle is accommodated in the guide rod and appropriately guided near the reference position in the parking space. Therefore, compared with the case where automatic parking is performed using a camera, it is possible to improve the alignment accuracy of automatic parking in the rain or at night. Further, since a camera is not necessary, cost can be reduced.

  Further, in the automatic parking system according to the present embodiment, the central guide bar 310, the power transmission unit 220, and the coil center of the power transmission unit 220 are aligned with the coil center of the power reception unit 110 at the end of the automatic parking control. Each arrangement of the power receiving unit 110 is determined.

  Specifically, as shown in FIG. 3, the length A of the central guide bar 310 is set to a value obtained by adding the allowable width α to the vehicle width W, and one end of the central guide bar 310 and the power transmission unit 220. Is set equal to the distance between the other end of the central guide bar 310 and the coil center of the power transmission unit 220. Therefore, at the end of the automatic parking control, the amount of deviation in the vehicle left-right direction between the coil center of the power receiving unit 110 and the coil center of the power transmission unit 220 can be made equal to or less than the allowable width α. Therefore, automatic power feeding can be performed with high power transmission efficiency.

Furthermore, the difference ΔL between the distance L1 between the center of the rear wheel and the coil center of the power receiving unit 110 when viewed from the side of the vehicle and the distance L2 between the center guide rod 310 and the coil center of the power transmission unit 220 is an allowable width α. Set to: Therefore, at the end of the automatic parking control, the amount of deviation in the vehicle front-rear direction between the coil center of the power receiving unit 110 and the coil center of the power transmission unit 220 can also be set to the allowable width α or less. In addition, since the power receiving unit 110 is disposed at a position corresponding to the center of the rear wheel and the front wheel when viewed from the side of the vehicle (see FIG. 1), At the end of automatic parking control, the amount of deviation in the vehicle front-rear direction between the coil center of the power receiving unit 110 and the coil center of the power transmission unit 220 can be made equal to or less than the allowable width α. Therefore, regardless of whether the vehicle is automatically guided forward or backward, automatic power feeding can be performed with high power transmission efficiency.
[Modification 1]
In the above-described embodiment, the automatic parking control is terminated when the condition that both the left and right tires are in contact with the guide rod 300 is satisfied. Instead, the condition that the power transmission efficiency is maximized. It may be modified so that automatic parking control is terminated when the above is established.

  For example, the control device 180 communicates with the power supply facility 200 via the communication unit 130 during execution of automatic parking control, and information indicating the power transmission efficiency during automatic parking control (for example, the coil center of the power transmission unit 220 and the like). A value obtained by detecting or calculating the distance from the coil center of the power receiving unit 110) is acquired from the power supply facility 200, and the automatic parking control may be terminated when the acquired power transmission efficiency is maximized.

  FIG. 12 is a flowchart illustrating a processing procedure of the control device 180 according to the first modification. Note that FIG. 12 is obtained by replacing S16 of FIG. 9 with S30, and the others are the same as those of FIG. 9, and detailed description thereof will not be repeated here.

  In S30, control device 180 acquires power transmission efficiency during automatic parking control through communication with power supply facility 200, and determines whether or not the acquired power transmission efficiency has reached maximum efficiency. This determination is, for example, whether or not the acquired power transmission efficiency has reached a predetermined maximum value, or whether or not the acquired power transmission efficiency is maximized in a range exceeding a predetermined reference value, etc. Based on the above.

  Then, when power transmission efficiency reaches maximum efficiency (YES in S30), control device 180 ends the reverse of the vehicle in S17 and ends automatic parking control in S18.

In this way, the power transmission efficiency at the end of automatic parking control can be improved.
[Modification 2]
In addition, when the condition that both the left and right tires contact the guide rod within a predetermined time is satisfied, or when the condition that the power transmission efficiency is maximized, the automatic parking control is terminated. It may be deformed.

  FIG. 13 is a flowchart illustrating a processing procedure of the control device 180 according to the second modification. Note that FIG. 13 is obtained by adding S40 between S15 and S16 of FIG. 9 described above, and the others are the same as those of FIG. 9 described above, and thus detailed description thereof will not be repeated here.

  In S40, control device 180 determines whether or not the power transmission efficiency has reached the maximum efficiency. This determination method itself is the same as the determination method of S30 of FIG.

  Then, control device 180 does not perform the process of S16 when the power transmission efficiency reaches the maximum efficiency (YES in S40) (that is, even before both the left and right tires contact the guide rod). Then, the process proceeds to S17 to end the reverse of the vehicle, and the automatic parking control is ended in S18.

  In this way, the power transmission efficiency at the end of automatic parking control can be improved.

  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.

  DESCRIPTION OF SYMBOLS 10 Power supply system for vehicles, 100 Electric vehicle, 110 Power receiving unit, 112,540 Secondary self-resonant coil, 114,550 Secondary coil, 120-1 to 120-4 Air pressure sensor, 130, 230 Communication unit, 140 Rectifier, 142 Converter, 150 power storage device, 162 step-up converter, 164, 164 inverter, 172, 174 motor generator, 176 engine, 177 power split device, 178 drive wheel, 180 control device, 181 automatic parking control unit, 181A power control unit, 181B Contact determination unit, 181C Steering control unit, 182 Automatic power supply unit, 190 Voltage sensor, 200 Power supply equipment, 210 Power supply unit, 220 Power transmission unit, 300 Guide rod, 300-1 Guide block, 300-2 Guide groove, 310 Central gear De rod 320 first guide rod, 330 the second guide rod, 510 high-frequency power source, 520 primary coil, 530 primary self-resonant coil, 560 load.

Claims (15)

Wheels,
A detection device for detecting a physical quantity capable of determining whether or not the wheel is in contact with a step equipment provided around a parking space and having a step capable of contacting with the wheel;
A parking control device that performs automatic parking control for automatically parking the vehicle in the parking space;
The parking control device automatically controls the steering direction of the vehicle based on the output result of the detection device during execution of the automatic parking control. The step equipment is provided around the parking space other than the entrance side,
The parking control device steers to the right when only the left front wheel comes into contact with the step equipment, and steers to the left when only the right front wheel comes into contact with the step equipment. The vehicle according to claim 1, wherein only the right rear wheel is steered to the left when only the right rear wheel comes into contact with the step equipment, and the right steering is steered to the right when only the left rear wheel comes into contact with the step equipment. The detection device is a plurality of air pressure sensors that detect air pressures of a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel of the vehicle,
The parking control device monitors the amount of increase in air pressure of each wheel during execution of the automatic parking control, and determines that the wheel whose amount of increase in air pressure is equal to or greater than a first predetermined amount has contacted the step equipment. The vehicle according to claim 2. The step equipment includes a central step portion that contacts left and right front wheels or left and right rear wheels when the vehicle is parked at a reference position in the parking space.
When the first condition that the increase amount of the air pressure of both the left and right front wheels or the increase amount of the air pressure of both the left and right rear wheels becomes equal to or more than the second predetermined amount within a predetermined time is satisfied, The vehicle according to claim 3, wherein the vehicle is stopped and the automatic parking control is terminated by assuming that the position of the vehicle is the reference position. The ground in the parking space is provided with a power transmission coil for automatically transmitting the power of a power supply facility provided outside the vehicle to the vehicle,
The vehicle according to claim 4, further comprising a power receiving coil that is disposed on a bottom surface of the vehicle body and receives power from the power transmitting coil.   The parking control device communicates with the power supply facility during execution of the automatic parking control, and the position of the vehicle is a position where the power transmission efficiency from the power transmission coil to the power reception coil is maximized. 6. The automatic parking control according to claim 5, wherein the success or failure of a second condition is determined, and when the second condition is satisfied, the automatic parking control is terminated by stopping the vehicle even before the first condition is satisfied. vehicle.   The power receiving coil is configured such that when the vehicle is parked at the reference position, the distance in the vehicle front-rear direction between the center of the power receiving coil and the center of the power transmitting coil is the power from the power transmitting coil to the power receiving coil. The vehicle according to claim 5, wherein the vehicle is provided at a position that is equal to or less than an allowable width determined in advance from transmission efficiency.   The power receiving coil includes a center of the rear wheel and a center of the power receiving coil when the distance between the center of the front wheel and the center of the power receiving coil is viewed from the side of the vehicle. The vehicle according to claim 5, wherein the vehicle is provided at a position equal to the distance. The step equipment includes a first step portion extending from the one end of the central step portion to the entrance side of the parking space, and a first step portion extending from the other end of the center step portion to the entrance side of the parking space. With two steps,
The vehicle according to claim 5, wherein an interval between the first stepped portion and the second stepped portion is set so as to increase as it approaches the entrance side of the parking space. An automatic parking assistance facility for supporting automatic parking of the vehicle, provided around a parking space provided with a power transmission coil for automatically transmitting electric power to the vehicle,
A central step portion that contacts the left and right front wheels or the left and right rear wheels of the vehicle when the vehicle is parked at a reference position in the parking space;
A first step portion extending from one end of the central step portion to the entrance side of the parking space;
An automatic parking assistance facility comprising: a second step portion extending from the other end of the central step portion toward the entrance side of the parking space.   The automatic parking assistance facility according to claim 10, wherein an interval between the first stepped portion and the second stepped portion is set so as to be closer to an entrance side of the parking space.   The central step portion is provided at a position where a distance between one end of the central step portion and the center of the power transmission coil is equal to a distance between the other end of the central step portion and the center of the power transmission coil. Item 12. The automatic parking assistance facility according to item 11. A power receiving coil for receiving power from the power transmitting coil is provided on the bottom of the vehicle body,
The length of the central step portion is set to a value obtained by adding an allowable width determined in advance from the power transmission efficiency from the power transmission coil to the power reception coil to the width of the vehicle. Automatic parking assistance equipment.   The difference between the distance between the center step portion and the center of the power transmission coil and the distance between the center of the front wheel or the rear wheel and the center of the power reception coil when viewed from the side of the vehicle is the allowable width. The automatic parking assistance facility according to claim 13, which is set as follows. An automatic parking system for automatically parking a vehicle in a parking space,
Step equipment provided around the parking space other than the entrance side and having a step capable of coming into contact with the wheels of the vehicle;
An automatic parking system comprising: a vehicle whose steering direction is automatically controlled according to whether or not the wheels contact the step equipment.

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