CN103029624A - 车辆导引系统以及车辆 - Google Patents
车辆导引系统以及车辆 Download PDFInfo
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Abstract
一种车辆导引系统以及车辆,所述车辆导引系统设置有控制器,该控制器被配置成接收指示充电口和充电垫之间的相对位置的输入,并响应于所述输入提供指示充电口和充电垫之间的距离矢量的输出。交界面与控制器通信,并被配置成根据所述距离矢量显示表示充电口的基本元件和表示充电垫的目标元件,基本元件和目标元件彼此相关地布置。
Description
技术领域
一个或多个实施例涉及一种车辆导引系统,该车辆导引系统用于确定车辆相对于外部供电装置的位置,以便于车辆电池的充电。
背景技术
电池电动车辆(BEV)和插电式混合动力电动车辆(PHEV)可连接到外部供电装置,以给车辆电池充电。这样的车辆通常包括充电线缆,该充电线缆从外部供电装置延伸并物理地连接到车辆的充电口,以便于车辆电池的充电。然而,这样的充电线缆容易使操作员产生错误。例如,如果用户不能适当地连接充电线缆或者忘记完全地连接充电线缆,则将不会给电池充电。此外,如果用户在开车离开外部供电装置之前忘记断开充电线缆,则用户可损坏充电线缆或车辆。另外,充电线缆在不使用时必须存放在安全的位置。例如,如果用户将充电线缆留在地上并在无意中从充电线缆上方开车驶过,则可损坏充电线缆。
车辆可包括传感器,以提供指示外部物体相对于车辆的位置的信号。例如,一些车辆包括后部传感器,以当车辆处于倒车档位并“倒车”时,检测车辆后方的物体。其他车辆包括用于检测接近车辆的物体的传感器,车辆包括控制器,以在车辆在倒车或平行停车时控制车辆的转向。
发明内容
在一个实施例中,一种车辆导引系统设置有控制器,该控制器被配置成接收指示充电口和充电垫之间的相对位置的输入,并响应于所述输入提供指示充电口和充电垫之间的距离矢量的输出。交界面与控制器通信,并被配置成根据所述距离矢量显示表示充电口的基本元件和表示充电垫的目标元件,基本元件和目标元件彼此相关地布置。
在另一实施例中,一种车辆导引系统设置有传感器阵列,传感器阵列具有至少两个传感器和微控制器。每个传感器被配置成提供指示从发送器接收到信号的时间的输出。微控制器与传感器通信,并被配置成提供指示传感器阵列和发送器之间的角度方向的输出。其中,角度方向基于接收到信号的时间之间的差异。
在又一实施例中,一种车辆设置有充电口,充电口被构造成接收感应充电电流。车辆还设置有至少两个传感器阵列和控制器。每个传感器阵列被配置成提供指示传感器阵列和远离车辆的发送器之间的角度方向的输出。控制器被配置成基于指示传感器阵列和发送器之间的角度方向的输出,提供指示充电口和发送器之间的距离矢量的输出。交界面与控制器通信,并被配置成根据所述距离矢量显示表示充电口的基本元件和表示充电垫的目标元件,基本元件和目标元件彼此相关地布置。
车辆还包括电池,所述电池电连接到充电口,以储存电能。
在充电期间,充电口电磁耦合到外部供电装置的充电垫。
充电口包括次级线圈,次级线圈在充电期间从充电垫的初级线圈接收电能。
车辆还包括至少一个电动机,所述至少一个电动机被配置为提供输出扭矩,以推进车辆。
充电口从具有太阳能电池板的外部供电装置接收电能。
在又一实施例中,一种车辆系统包括:至少两个传感器阵列,每个传感器阵列被配置成响应于从远离车辆系统的发送器接收到信号,提供指示传感器阵列和所述发送器之间的角度方向的输出;控制器,与传感器阵列通信,并被配置成响应于指示传感器阵列和发送器之间的角度方向的输出,提供指示传感器阵列中的至少一个和发送器之间的距离矢量的输出,其中,控制器还被配置成向外部控制器提供激活信号,外部控制器电连接到发送器,其中,外部控制器响应于接收到所述激活信号而指示发送器提供信号;交界面,与控制器通信,并被配置成根据所述距离矢量显示表示充电口的基本元件和表示充电垫的目标元件,基本元件和目标元件彼此相关地布置。
控制器还被配置成响应于车库门被打开而提供激活信号。
附图说明
图1是根据一个或多个实施例的车辆导引系统的示意图,图1示出位于具有外部供电装置的部分剖开的结构中;
图2是进一步示出图1的车辆导引系统的示意性视图,图2示出有外部供电装置;
图3是图1的车辆导引系统的用户交界面的正视立体图;
图4是图1的车辆导引系统的另一示意性视图,图4示出有外部供电装置;
图5是图4的车辆导引系统的局部视图,图5示出有放大的传感器阵列和中心轴;
图6是图4的车辆导引系统的局部视图,图6示出围绕中心轴旋转;
图7是进一步示出图6的车辆导引系统的视图;
图8是示出根据一个或多个实施例的用于确定车辆相对于外部供电装置的位置的方法的流程图;
图9是根据一个或多个实施例的图3的用户交界面的放大视图,图9示出了未对准的车辆位置;
图10是图3的用户交界面的另一放大视图,图10示出了对准的车辆位置;
图11是根据另一实施例的车辆导引系统的示意性视图;
图12是示出根据一个或多个实施例的用于向用户传送车辆距离状态和充电状态的方法的流程图。
具体实施方式
根据需要,在此公开本发明的详细实施例;然而,应该理解的是,公开的实施例仅仅是可以以各种和可选的形式实施的本发明的示例。附图不是必须按比例绘制;可夸大或最小化一些特征,以示出特定部件的细节。因此,在此公开的具体结构和功能性细节不应该被解释为限制,而仅仅作为用于教导本领域的技术人员以多种方式实施本发明的代表性基础。
参照图1,示出了根据一个或多个实施例的车辆导引系统,该车辆导引系统总体上由标号20指示。导引系统20被描绘为位于车辆22内。导引系统20包括彼此通信的导引控制器24和用户交界面(interface)26。控制器24接收输入信号并确定车辆22相对于外部供电装置28的瞬时位置以及车辆22的充电状态。控制器24将该信息发送到用户交界面26,用户交界面26进而将该信息传送给驾驶员。驾驶员将该信息用作导引,以使车辆22与外部供电装置28对准。
外部供电装置28包括电源30和充电垫32。外部供电装置28可包括利用可再生资源(例如,日光和风能)的装置。在示出的实施例中,电源30是将太阳能(日光)转换成直流(DC)电能的太阳能电池板。电源30的其他实施例包括用于将风能转换成电能的风力涡轮机(未示出)。外部电池31设置在电源30和充电垫32之间,以储存DC电能。在一个实施例中,外部电池31是来自HEV,PHEV或BEV的循环式高电压电池。另外,逆变器33连接在外部电池31和充电垫32之间,以将DC电能转换成交流(AC)。可选地,外部供电装置28可连接到电网(未示出),其中,电源30表示AC电源或者表示与电网(未示出)的连接。
车辆22被构造成感应充电。根据一个或多个实施例,车辆22包括安装在车辆的外部底表面上的充电口34。充电口34与充电垫32对准,以接收电能。感应充电不需要充电口34和充电垫32之间的物理接触,物理接触限定了与充电线缆和物理连接相关的一些问题。然而,为了进行高效的感应充电,充电口34和充电垫32必须是彼此总体上紧密相邻。由于从驾驶员的座椅方向看不见充电口34,所以在不存在导引或某类反馈的情况下,驾驶员难以将充电口34与充电垫32对准。
导引系统20将车辆位置信息传送给用户,以使用户可将充电口34与充电垫32对准。导引系统20的至少一个实施例考虑到车辆22具有停车辅助特征,由此其他车辆系统响应于由导引系统20提供的车辆位置信息,将充电口34与充电垫32对准。充电垫32可以固定在固定位置。可选地,充电垫32可结合到致动器35,以朝着充电口34运动。
图2是进一步示出根据一个或多个实施例的车辆导引系统20的示意性视图。示出的实施例将车辆22描述成电池电动车辆(BEV),BEV是一种在没有来自内燃发动机(未示出)的辅助的情况下由一个或多个电动机36推进的全电动车辆。电动机36接收电能并提供机械旋转输出动力。电动机36机械地连接到齿轮箱38,以通过预定的齿数比调节电动机36的输出扭矩和速度。齿轮箱38通过输出轴42连接到一组驱动轮40。车辆22的其他实施例包括用于推进车辆22的多个电动机(未示出)。电动机36还可用作发电机,以将机械动力转换成电能。高电压总线44通过逆变器48将电动机36电连接到储能系统46。在图2中,高电压总线44被示出为实线。
根据一个或多个实施例,储能系统46包括主电池50和电池能量控制模块(BECM)52。主电池50是高电压电池,该高电压电池能够输出用于操作电动机36的电能。根据一个或多个实施例,主电池50可以是由多个电池模块构成的电池组。每个电池模块可包含多个电池单元。这些电池单元可以利用现有的车辆座舱空气进行空气冷却。电池单元还可利用流体冷却剂系统被冷却或加热。BECM 52用作主电池50的控制器。BECM 52还可包括管理每个电池单元的温度和电荷状态的电子监视系统。车辆22的其他实施例考虑不同类型的储能系统(例如,电容器和燃料电池(未示出))。
电动机36、齿轮箱38和逆变器48可被共同地称为变速箱54。根据一个实施例,车辆控制器56控制变速箱54的部件。虽然车辆控制器56示出为单个控制器,但是车辆控制器56可包括可用于控制多个车辆系统的多个控制器。例如,车辆控制器56可以是车辆系统控制器/传动系统控制模块(VSC/PCM)。在这方面,VSC/PCM的PCM部分可以是嵌入在VSC/PCM内的软件,或者所述PCM部分可以是单独的硬件装置。车辆控制器56和控制器24通常包括任意数量的微处理器、ASIC、IC、存储器(例如,闪存、ROM、RAM、EPROM和/或EEPROM)以及软件代码,它们彼此共同作用,以执行一系列操作。车辆控制器56通过硬线车辆连接58利用常见的总线协议(例如,CAN)与其他控制器(例如,BECM 52)通信。
根据一个或多个实施例,变速箱54包括变速箱控制模块(TCM)60,TCM60被配置成协调变速箱54内的特定部件,例如,电动机36和/或逆变器48。TCM 60可通过CAN总线58与车辆控制器56通信。TCM 60可包括电动机控制器,电动机控制器除了监测其它方面之外,还监测电动机36的位置、速度、功耗以及温度。利用该信息和驾驶员的节流阀命令,电动机控制器和逆变器48可将由主电池50供应的直流(DC)电压转换成可用于驱动电动机36的信号。这些各种各样的控制器中的一些或所有控制器可构成控制系统,为了参考目的,该控制系统可以是车辆控制器56。虽然在上下文中示出并描述了作为BEV的车辆22,但是应该理解,本申请的实施例可在其他类型的车辆(例如,由内燃发动机单独地驱动的车辆,或者除了由一个或多个电机驱动之外还由内燃发动机驱动的车辆(例如,HEV、PHEV等))上实施。
在一个或多个实施例中,车辆22被配置成进行自动推进控制。例如,在一个实施例中,车辆22被构造成BEV,并包括停车辅助特征,由此TCM 60响应于由导引系统20提供的车辆位置信息,控制电动机36的用于推进车辆22的输出扭矩。在另一实施例中,车辆22被构造成HEV或PHEV,并包括停车辅助特征,由此车辆控制器56响应于由导引系统20提供的车辆位置信息,控制发动机(未示出)推进车辆22。
车辆22包括环境控制系统62,以加热和冷却各种车辆部件。根据一个或多个实施例,环境控制系统62包括高电压正温度系数(PTC)电加热器64和高电压电子HVAC压缩机66。PTC 64可用于加热循环到车辆加热器和主电池50的冷却剂。PTC 64和HVAC压缩机66均可直接从主电池50获取电能。环境控制系统62可包括控制器(未示出),以通过CAN总线58与车辆控制器56通信。环境控制系统62的开/关状态发送到车辆控制器56,并且环境控制系统62的开/关状态可基于(例如)操作者致动的开关的状态,或者环境控制系统62的自动控制基于相关功能(例如,窗户除霜)。
根据一个实施例,车辆22包括二次电池68(例如,通常的12V电池)。二次电池68可用于驱动车辆的各种其他附件、头灯等(在此共同地称为附件70)。DC至DC转换器72可以电地插入在主电池50和二次电池68之间。DC至DC转换器72调节或“逐步降低”电压电平,以允许主电池50给二次电池68充电。低电压总线74将DC至DC转换器72电连接到二次电池68和附件70。在图2中,低电压总线74被示出为实线。
车辆22包括AC充电器76,以给主电池50充电。AC充电器76连接到充电口34,以从外部供电装置28接收AC电能。AC充电器76包括电力电子装置,用于将从外部供电装置28接收的AC电能转换或者“整流”成DC电能,以给主电池50充电。AC充电器76被配置成适应来自外部供电装置28的一个或多个传统电压源(例如,110伏,220伏等)。
充电口34与充电垫32对准,以接收电能。外部供电装置28包括初级线圈78,初级线圈78设置在充电垫32中并连接到电源30。充电口34包括次级线圈80,次级线圈80连接到AC充电器76。电源30给初级线圈78供应电流,该电流在初级线圈78周围建立磁场(未示出)。可通过使充电口34与充电垫32对准,并将次级线圈80置于磁场中,来将次级线圈80电磁耦合到初级线圈78。磁场在次级线圈80中感应电流,以给主电池50充电,这被称为感应充电。
根据一个或多个实施例,外部供电装置28包括外部控制器82,以与车辆22的一个或多个控制器通信。外部控制器82可例如利用射频(RF)、红外(IF)或声纳通信无线地通信。例如,在一个实施例中,外部控制器82利用RF通信与导引系统20的控制器24通信;控制器24通过硬线电连接与车辆控制器56通信。在另一实施例中,充电口34包括微控制器102(在图5中示出),以与外部控制器82和控制器24两者通信。在图2中,无线通信由虚的信号线表示。
外部控制器82与充电垫32通信,以控制提供给车辆22的电能。在一个实施例中,外部控制器82与电源30和初级线圈78之间的开关(未示出,例如,IGBT)通信,以仅在满足特定条件的情况下才允许电流流动。例如,除非车辆控制器56已经请求充电,或者除非充电口34相对于充电垫32位于预定距离内,否则外部控制器82可阻止充电。
在图2中还示出了驾驶员控制系统84、动力转向系统86和导航系统88的简化的示意性表示。驾驶员控制系统84包括制动系统、加速系统、档位选择(换档)系统(均未示出)。制动系统可包括制动踏板、位置传感器、压力传感器、或者它们的某种组合、以及与车辆车轮(例如,主驱动车轮40)的机械连接,以实现摩擦制动。制动系统还可被构造成进行再生制动,其中,制动能量可被捕获并作为电能储存在主电池50中。加速系统可包括加速踏板,具有与制动系统中的传感器类似的一个或多个传感器,可给车辆控制器56提供信息(例如,节流阀输入)。档位选择系统可包括换档器,以手动地选择齿轮箱38的齿轮组。档位选择系统可包括换档位置传感器,以给车辆控制器56提供换档器选择信息(例如,PRNDL)。
在一个或多个实施例中,动力转向系统86包括转向致动器(未示出),以进行自动转向控制。转向致动器结合到驱动车轮40,以响应于输入信号调节每个车轮40的转向角(未示出)。例如,车辆22可包括停车辅助特征,由此,车辆控制器56或者一些其他控制器响应于由导引系统20提供的车辆位置信息来控制转向致动器,以使车辆22转向。
导航系统88可包括导航显示器、全球定位系统(GPS)单元、导航控制器和输入(均未示出),所述输入用于接收来自驾驶员的目的地信息或其他数据。这些部件可以是导航系统88所独有的,或者可被其他系统共用。例如,在一个或多个实施例中,导航系统88和导引系统20均使用公共的用户交界面26。导航系统88还可发送与车辆22、车辆22的目标目的地或者其他相关GPS路点相关的距离和/或位置信息。
车辆导引系统20给驾驶员提供与车辆22相对于外部供电装置28的位置以及充电状态相关的信息。车辆控制器56接收指示车辆22的当前操作状况的输入信号。例如,车辆控制器56可从BECM 52、变速箱54(例如,电动机36和/或逆变器48)、环境控制系统62、驾驶员控制系统84、动力转向系统86等接收输入信号。车辆控制器56给控制器24提供输出,使得用户交界面26向驾驶员传送车辆位置信息、充电状态或者与车辆22的操作相关的其他信息。
参照图3,用户交界面26向驾驶员传送信息(例如,车辆位置和充电状态)。根据一个或多个实施例,用户交界面26位于仪表板90(“中控面板”)的中部。此外,用户交界面26可以是另一显示系统(例如,导航系统88)的一部分,或者可以是专用的导引系统20的一部分。用户交界面26可以是液晶显示器(LCD)、等离子显示器、有机发光显示器(OLED)、或者任何其他合适的显示器。用户交界面26可包括触摸屏或者一个或多个按钮(未示出),所述一个或多个按钮包括硬键或软键,与用户交界面26相邻地布置,以实现驾驶员输入。在不脱离本申请的范围的情况下,也可使用对于本领域的普通技术人员公知的其他操作者输入。根据另一实施例,用户交界面26位于仪表盘92中。用户交界面26可以是数字显示器或者标记94,响应于来自控制器24的信号通过内部光源点亮标记94。可选地,用户交界面26可以是投射在驾驶员(未示出)的前方的图像。
图4示出了根据至少一个实施例的车辆导引系统20的示意性俯视图。导引系统20确定充电口34相对于充电垫32的位置,并通过用户交界面26(在图3中示出)将该位置的可视化表示传送给驾驶员。
外部供电装置28包括发送器(例如,信标96),该发送器结合到充电垫32,以与导引系统20通信。信标96被配置成响应于从外部控制器82(在图2中示出)接收的指令,以预定频率(例如,在3kHz和300GHz之间)发射无线信号。在图4中,无线信号由从信标96延伸的分隔开的线表示。控制器24可发起与外部控制器82的通信,以激活信标96。控制器24可包括发送器(未示出),发送器将激活信号发射到外部控制器82的接收器(未示出)。如果外部控制器82当前正处于“睡眠”模式,则当接收到激活信号时,外部控制器82将通过激发合适的电路而“唤醒”。外部控制器82激活信标96,以开始发射。在一个实施例中,外部控制器82响应于车库门(未示出)被打开而激活信标96。在这样的实施例中,门传感器(未示出)可给外部控制器82提供指示车库门位置的输入信号。导引系统的可选实施例考虑到外部控制器82可响应于从另一外部装置(例如,车库门开启器)接收到输入信号而激活或“唤醒”;或者考虑到信标96持续发射,因此信标96无需“唤醒”。
参照图4和图5,车辆22包括多个传感器阵列98,以从信标96接收无线信号。每个传感器阵列98被固定为与充电口34邻近。根据接收的无线信号的类型,传感器阵列98固定在不同位置。例如,在一个实施例中,传感器阵列98被构造成接收RF信号,因此,传感器阵列98可固定在保护外壳(未示出)的内部。在其他实施例中,传感器阵列98被构造成进行IR通信,因此,传感器阵列98沿着视线安装在外部,以接收IR信号。
在示出的实施例中,车辆22包括3个传感器阵列98,这3个传感器阵列98总体上被称为:A1、A2和A3。根据一个或多个实施例,每个传感器阵列98包括3个传感器100。例如,传感器阵列A1包括传感器:S1、S2和S3(未示出);传感器阵列A2包括传感器:S4、S5和S6(未示出);传感器阵列A3包括传感器:S7、S8和S9(在图5中示出)。每个传感器阵列98包括微控制器102,以与对应的传感器阵列98的传感器通信。每个传感器100将输出(例如,指示单独的传感器100从信标96接收到无线信号的时间的时间测量信号(TIME_N_MSMT))发送到对应的微控制器102。根据一个实施例,TIME_N_MSMT信号是模拟信号。其他实施例考虑到与所有传感器阵列98通信的单个微控制器102。
图5描述了相对于充电垫32定向的传感器阵列A3的放大视图。在传感器阵列98内,传感器阵列98的每个传感器100与其他传感器100中的每个等间隔地布置。例如,图5描绘了传感器阵列A3具有3个传感器(S7、S8和S9),这3个传感器彼此以围绕中心轴104的120度的间隔等间隔地布置。具有4个90度象限(I、II、III和IV)的坐标系被示出为围绕中心轴104。
每个微控制器102确定信标96相对于对应的传感器阵列98的角度方向(θ)。首先,微控制器将模拟TIME_N_MSMT信号转换成数字数据(Tn)。微控制器102包括信号调节装置(未示出),以修正这样接收的任何信号,从而进行分析。在一个实施例中,微控制器102给接收的第一时间信号分配零值,并启动计时器。然后,微控制器102基于信号之间的时间延迟,给每个随后接收的时间信号分配数据值。数据值(Tn)对应于每个传感器100和信标96之间的距离。如图5所示,数据值T7对应于传感器S7和信标96之间的距离;数据值T8对应于传感器S8和信标96之间的距离;数据值T9对应于传感器S9和信标96之间的距离。然后,微控制器102将时间信号的数据值(Tn)相互比较,以确定充电垫32相对于充电口34位于哪个象限并从预定数据选择三角方程,以计算角度方向(θ)。
例如,在图5中,传感器S7被定向为最接近充电垫32,因此,传感器S7在传感器S8和S9之前从信标96接收无线信号。首先,微控制器102接收TIME_7_MSMT;给T7分配为零的数据值;启动计时器。传感器S8被布置为比传感器S9更靠近充电垫32。因此,微控制器102会在接收TIME_9_MSMT之前接收TIME_8_MSMT;给T8分配比数据值T9小的数据值。微控制器102将数据值T7、T8和T9与预定数据进行比较。由于T7等于0,且T8小于T9,所以微控制器102确定充电垫32相对于充电口34位于象限I中。
微控制器102通过将第二次接收的时间信号的数据值(T8)和第三次接收的时间信号的数据值(T9)进行比较,确定传感器阵列A3和充电垫32之间的角度方向(θ3)。如图6所示,从延伸穿过传感器阵列A2和A3的中心的水平轴105测量角度方向(θ)。相对于平行于水平轴105的轴(未示出),测量传感器阵列A1和充电垫32之间的角度方向(θ)。下面示出的等式1提供当充电垫32位于象限I时用于计算角度方向(θ3)的等式:
θ3=sin-1[k×(T8+T9)] (等式1)
下面示出的等式2表示常数值(k),该常数值(k)取决于传感器100关于具有半径(R)的圆的布置和光速(c):
例如,在一个实施例中,微控制器102利用等式1和等式2计算θ3。首先,微控制器102利用等式2,并代入对于R的0.01米的值以及对于c的299,792,458米/秒,确定k等于14.989×10^9。接下来,微控制器102利用等式1,并代入对于k的14.989×10^9的值、对于T8的122纳秒以及对于T9的456纳秒,确定θ3等于60.0度。
在一个或多个实施例中,微控制器102配置有针对角度方向值(θn)的“查找”表或者预定数据。所述预定数据包括针对与用于四个象限(I、II、III和IV)中的每个的各个时间数据值(Tn)对应的角度方向预先计算的值。
因此,在导引系统20确定充电垫32位于哪个象限之后,微控制器102将时间值与预定数据(查找表)进行比较,以确定角度方向。
图6和图7描绘了车辆导引系统20的传感器阵列的示意性视图,当与图5相比时,图6和图7的传感器阵列围绕中心轴104顺时针旋转大约90度。传感器阵列中的一个(A3)可设置在充电口34的中心。信标96设置在充电垫32的中心,其总体上由星形物表示。通过使充电口34的中心和充电垫32的中心彼此对准,在这两个系统之间存在更大的容许公差。每个传感器阵列A1、A2和A3包括微控制器(在图5中示出),该微控制器将输出(例如,对应的角度方向信号DIR_θ1、DIR_θ2和DIR_θ3)发送到控制器24。另外,每个传感器阵列98与其他传感器阵列98中的每个等间隔地隔开固定距离或“基线”,在图7中该固定距离或“基线”总体上由字母“b”表示。
根据一个或多个实施例,导引系统20利用三角测量原理,以确定充电口34相对于充电垫32的瞬时位置。三角测量是通过测量点与固定基线的两端上的已知点的角度,而非直接测量点的距离(三边测量),来确定该点的位置的过程。然后,该点可固定为具有一个已知边和两个已知角度的三角形的第三点。
控制器24利用来自固定基线(b)的两端上的已知点(A2和A3)的角度方向值(θ2和θ3),确定充电垫32的中心(信标96)和充电口34的中心轴104之间的距离(e)。由于θ2、θ3和距离(b)是已知值,所以控制器24利用三角方程计算距离(e)。
下面示出的等式3和4提供利用距离(b)的已知值以及按照等式1计算的角度方向(θ2),针对三角形(f,a,b)计算图7中的距离(a)的等式:
a=b×tanθ2 (等式4)
下面示出的等式5提供针对三角形(f+g,d,b+c)计算图7中的tan(θ2)的等式:
下面示出的等式6和等式7提供通过结合等式3和等式5计算图7中的距离(d)的等式:
下面示出的等式8和等式9提供针对三角形(e,d,c)计算图7中的距离(c)的等式:
下面示出的等式10和等式11提供针对三角形(e,d,c)计算图7中的距离(e)的等式:
下面示出的等式12至等式15示出了将来自等式7的(d)代入等式9中以形成根据距离(a)和(b)以及角度方向(θ3)计算距离(c)的等式的步骤:
下面示出的等式16示出了将来自等式4的(a)代入等式15中以形成根据距离(b)以及角度方向(θ2)和(θ3)计算距离(c)的等式的步骤:
下面示出的等式17提供通过将来自等式16的(c)代入等式11中根据距离(b)以及角度方向值(θ2)和(θ3)计算距离(e)的等式:
距离矢量(V3)包括充电口34和充电垫32之间的距离值(e)和角度方向(θ3)。导引系统20利用等式1计算角度方向(θ3),并利用等式17计算距离(e)。当距离矢量位于象限I内时(当与A2或A3相比,信标96更靠近A1,且(θ2)小于(θ3)时),可应用等式1至等式17。然而,当距离矢量位于另一象限内时,可应用利用三角方程的类似方法。
例如,在一个实施例中,控制器24接收输入信号:指示角度方向(θ1)等于49.8度的DIR_θ1;指示角度方向(θ2)等于55.5度的DIR_θ2;指示角度方向(θ3)等于60度的DIR_θ3。控制器24利用等式17并代入1.0m的(b)值、55.55度的θ2的值以及60度的θ3的值,计算出距离(e)为5.35m。
在一个或多个实施例中,控制器24配置有用于距离矢量的“查找”表或者预定数据。所述预定数据包括针对与各种角度方向值对应的距离值以及用于四个象限(I、II、III和IV)中的每个象限的距离(b)预先计算的值。因此,在导引系统20确定充电垫32位于哪个象限以及角度方向(θ1、θ2和θ3)之后,控制器24将角度方向值和距离(b)与预定数据(查找表)进行比较,以确定距离值。
参照图4至图8,示出了根据一个或多个实施例的用于确定充电口34相对于充电垫32的瞬时位置的方法,该方法总体上由标号110表示。在操作112中,控制器24将激活信号(WAKE_UP)发送到外部控制器82。当接收到WAKE_UP信号时,外部控制器82指示信标96开始发射无线信号(PULSE)。
在操作114、116和118中,传感器阵列98的每个传感器100接收PULSE信号,并将对应的TIME_N_MSMT信号发送到微控制器102,该TIME_N_MSMT信号指示传感器100接收到PULSE信号的时间。
例如,在操作114中,阵列A1的每个传感器(S1、S2和S3)接收PULSE信号,并将TIME_N_MSMT信号(TIME_1_MSMT、TIME_2_MSMT和TIME_3_MSMT)发送到A1的微控制器102,该TIME_N_MSMT信号指示传感器100接收到PULSE信号的时间。在操作116中,阵列A2的每个传感器(S4、S5和S6)接收PULSE信号,并将TIME_N_MSMT信号(TIME_4_MSMT、TIME_5_MSMT和TIME_6_MSMT)发送到A2的微控制器102,该TIME_N_MSMT信号指示传感器100接收到PULSE信号的时间。在操作118中,阵列A3的每个传感器(S7、S8和S9)接收PULSE信号,并将TIME_N_MSMT信号(TIME_7_MSMT、TIME_8_MSMT和TIME_9_MSMT)发送到A3的微控制器102,该TIME_N_MSMT信号指示传感器100接收到PULSE信号的时间。
在操作120、122和124中,每个微控制器102数字化TIME_N_MSMT信号,并发送角度方向信号(DIR_θn)。微控制器102给接收的第一时间信号分配为零值,并启动计时器。然后,微控制器102基于信号之间的时间延迟给每个随后接收的时间信号分配数据值。然后,微控制器102将时间信号的数据值彼此比较,以确定充电垫32位于哪个象限,并从预定数据选择用于计算角度方向(θn)的三角方程。接下来,微控制器102计算角度方向值(θn),并将对应的角度方向信号(DIR_θn)发送到控制器24。
例如,在操作120中,A1的微控制器102接收输入信号TIME_1_MSMT、TIME_2_MSMT和TIME_3_MSMT并数字化这些输入信号,以形成数据值T1、T2和T3。然后,微控制器102将T1、T2和T3彼此比较,以从预定数据选择用于计算θ1的等式。接下来,微控制器102计算θ1,并将对应的信号DIR_θ1发送到控制器24。在操作122中,A2的微控制器102接收输入信号TIME_4_MSMT、TIME_5_MSMT和TIME_6_MSMT并数字化这些输入信号,以形成数据值T4、T5和T6。然后,微控制器102将T4、T5和T6彼此比较,以从预定数据选择用于计算θ2的等式。接下来,微控制器102计算θ2,并将对应的信号DIR θ2发送到控制器24。在操作124中,A3的微控制器102接收输入信号TIME_7_MSMT、TIME_8_MSMT和TIME_9_MSMT并数字化这些输入信号,以形成数据值T7、T8和T9。然后,微控制器102将T7、T8和T9彼此比较,以从预定数据选择用于计算θ3的等式。接下来,微控制器102计算θ3,并将对应的信号DIR_θ3发送到控制器24。
在操作126中,控制器24接收分别对应于角度θ1、θ2和θ3的输入信号DIR_θ1、DIR_θ2和DIR_θ3。然后,控制器24利用来自固定基线(b)的两端上的已知点的角度方向值(θn),计算充电垫32和充电口34之间的距离(e)。然后,控制器24通过结合距离(e)和角度方向(θ3)确定距离矢量(V3)。
在一个或多个实施例中,车辆导引系统20包括附加操作,以分析车辆22的充电状态。在操作128中,控制器24从另一车辆控制器接收输入信号CHG,CHG指示车辆22的当前充电状态(例如,车辆22当前是否在充电)。接下来,控制器24将输出(例如,车辆状态信号(VEH_STATUS))发送到用户交界面26,该输出指示距离矢量(V3)和当前充电状态(CHG)两者。在操作130中,用户交界面26接收VEH_STATUS,并向驾驶员传送该信息。
参照图1、图9和图10,充电口34和充电垫32必须是总体上彼此紧密相邻,以进行有效的感应充电。由于从驾驶员的座椅方向看不见充电口34,所以在没有导引或某类反馈的情况下,驾驶员难以将充电口34与充电垫32对准。因此,用户交界面26向用户传送车辆位置信息,以使用户可在不必看见任何部件的情况下,将充电口34与充电垫32对准。
图9描绘了当车辆22接近充电垫32时车辆22处于未对准位置。图10描绘了与充电垫32对准并从外部供电装置28接收电能(充电)的车辆22。
用户交界面26从控制器24接收车辆状态信号,并显示车辆位置指示器138和充电状态消息140。驾驶员利用该信息作为导引,以相对于外部供电装置28对准车辆22。用户交界面26被配置成显示动态图象,该动态图像响应于车辆状态信号实时地调节。
车辆位置指示器138包括表示瞬时位置的元件,在图9和图10中,这些元件被示出为实线。如在本公开中使用的术语“瞬时”是一个相对术语,这是因为应该理解,由于信号处理和传输导致存在一些延迟。车辆位置指示器138包括具有基本元件(例如,充电口元件144)的车辆视图142。车辆视图142描绘了车辆22的外部轮廓,并表示瞬时车辆位置。充电口元件144表示瞬时充电口位置。根据一个或多个实施例,车辆位置指示器138还包括四个车轮元件146。每个车轮元件146表示瞬时车轮位置。
车辆位置指示器138还包括表示目标位置的元件,在图9和图10中,这些元件被示出为虚线。车辆位置指示器138包括表示目标充电口位置的目标元件148。根据一个或多个实施例,目标元件148指示充电垫位置。当充电口元件144与目标元件148或充电垫32对准时,可进行车辆电池的感应充电。车辆位置指示器138的其他实施例包括表示对应目标位置的目标车辆视图(未示出)和目标车轮元件。
用户交界面26被配置成响应于车辆状态信号显示充电状态消息140。充电状态消息140指示车辆当前是否在充电。在示出的实施例中,充电状态消息140按照文本框内的文本被传送。用户交界面26的其他实施例考虑到图形式或可听式充电状态消息。
根据一个或多个实施例,用户交界面26还被配置成响应于车辆状态信号显示转向指令。转向指令通知驾驶员向哪边转动方向盘(在图3中示出),以使充电口34与充电垫32对准。
在一个或多个实施例中,转向指令按照车辆位置指示器138中的图形元件被可视化地传送。在示出的实施例中,转向指令包括从一个或多个元件朝着对应的目标元件延伸的箭头152。例如,箭头152从充电口元件144朝着目标元件148延伸。箭头152还可从元件(前轮元件146)沿着该元件必须运动以将充电口34与充当垫32对准的大致方向延伸,如图9所示。转向指令的其他实施例考虑到目标车轮元件154(在图9中示出)设置在对应的车轮元件146上并朝着目标车轮位置旋转。
在一个或多个实施例中,转向指令按照文本被可视化地传送。在示出的实施例中,转向指令消息156在用户交界面26上显示在文本框内并靠近充电状态消息140。
根据一个或多个实施例,用户交界面26还被配置成显示推进指令158,推进指令158响应于车辆状态信号被传送给驾驶员。推进指令158通知驾驶员朝着哪个方向驱动(例如,“向前驱动”,如图9所示)以及何时停止驱动(例如,“停止运动”,如图10所示)。导引系统20的其他实施例包括扬声器(未示出),以向驾驶员可听地传送转向指令和/或推进指令。
参照图2,图9和图10,导引系统20的一个或多个实施例被构造成针对具有停车辅助特征的车辆22。对于这样的车辆,驾驶员通过驾驶员控制系统84控制车辆22的推进,且车辆控制器利用动力转向系统86控制车辆22的转向,以将充电口34与充电垫32对准。动力转向系统86接收VEH_STATUS信号,或者接收指示充电口34和充电垫32之间的距离矢量的另一信号,并因此控制车辆22的转向。
参照图3和图11,示出了根据另一实施例的简化的车辆导引系统,该车辆导引系统总体上由标号220表示。导引系统220被描绘为位于车辆222内。导引系统220包括控制器224和用户交界面(例如,标记94(在图3中示出))。车辆222被构造成进行感应充电,并从连接到外部供电装置(未示出)的充电垫232接收电能。
车辆222包括充电口234,充电口234与充电垫232对准,以接收电能。充电口234位于定义的与车辆222的参考车轮240相距的横向距离(“X”)和纵向距离(“Y”)处。充电垫232位于定义的与车轮夹具242相距的横向距离和纵向距离处,该横向距离和纵向距离分别等于充电口234和车轮240之间的横向距离(X)和纵向距离(Y)。因此,将车轮240与车轮夹具242对准也将充电口234与充电垫232对准。在一个实施例中,车轮夹具242包括用于接合车轮240的相对侧的车轮楔子。
根据一个实施例,车轮传感器244设置为靠近车轮夹具242,并提供指示参考车轮240的存在的车轮位置信号246。车轮传感器244可以是负载传感器或者接近开关,或者其他合适的传感器。外部控制器248与充电垫232和车轮传感器244通信。外部控制器248响应于车轮位置信号246指示充电垫232给充电口234提供电能。充电垫232可结合到致动器(未示出),以相对于充电口234运动。外部控制器248也可响应于车轮位置信号246控制致动器。控制器224可与外部控制器248通信,以接收指示车辆位置和充电状态的输入信号。
用户交界面或标记94(在图3中示出)与控制器224通信,并被配置成响应于车辆状态信号显示车辆位置指示器和充电状态消息。在一个实施例中,当车轮240固定在车轮夹具242中且车辆在充电时,标记94被点亮。
参照图12,示出了根据一个或多个实施例的用于向驾驶员传送车辆状态信息以将车辆与外部供电装置对准的方法,该方法总体上由标号250表示。参照图1、图11和图12,在操作252中,控制器24、224确定充电口34是否与充电垫32对准。在一个或多个实施例中,控制器24分析距离矢量(V3),以确定这种对准。当距离矢量(V3)等于零时,控制器确定是,即,充电口34与充电垫32对准。在另一实施例中,控制器224从外部控制器248接收车轮位置信号246,该车轮位置信号246指示参考车轮240与车轮夹具242对准。当参考车轮240与车轮夹具242对准时,控制器224确定是,即,充电口234与充电垫232对准。
在操作254中,在控制器24已经确定否,即,充电口34未与充电垫32对准之后,控制器确定距离矢量(V3)。在一个或多个实施例中,控制器24利用方法110的操作114-126确定距离矢量(V3)。在简化的车辆导引系统220中,控制器224等待更新的车轮位置信号246。
在操作256中,在控制器24、224已经确定否,即,充电口34未与充电垫32对准之后,控制器24、224将更新的车辆状态信号(VEH_STATUS)发送到用户交界面26或标记94。用户交界面26响应于VEH_STATUS信号调节传送给用户的信息(例如,车辆位置指示器、转向或推进指令、照明)。在操作256之后,控制器24、224返回操作252。
在操作258中,在控制器24、224已经确定是,即,充电口34与充电垫32对准之后,控制器24、224将更新的车辆状态信号(VEH_STATUS)发送到用户交界面26或标记94。在操作260中,根据一个实施例,控制器224在确定完成对准之后,点亮标记94(见图3)。在操作262中,根据另一实施例,控制器24在确定完成对准之后,示出充电口元件144叠置在目标元件148上(见图10)。在操作264中,根据与车辆停车辅助特征协调的车辆导引系统20的又一实施例,控制器24将VEH_STATUS信号发送到动力转向系统86,当完成对准时,动力转向系统86停止进行转向调节。
虽然在上面描述了实施例,但是意图不是在使这些实施例描述本发明的所有可能形式。相反,在说明书中使用的词语为描述性词语而非限制性词语,且应该理解的是,在不脱离本发明的精神和范围的情况下,可进行各种改变。另外,可结合实施的各个实施例的特征,以形成本发明的进一步的实施例。
Claims (11)
1.一种车辆导引系统,包括:
控制器,被配置成向外部控制器提供激活信号,接收响应于所述激活信号的指示充电口和充电垫之间的相对位置的输入,并且响应于所述输入提供指示充电口和充电垫之间的距离矢量的输出;
交界面,与控制器通信,并被配置成根据所述距离矢量显示表示充电口的基本元件和表示充电垫的目标元件,基本元件和目标元件彼此相关地布置。
2.根据权利要求1所述的系统,其中,充电口与车辆成一体,其中,所述输入包括至少两个方向信号,其中,每个方向信号指示车辆的位置和充电垫的位置之间的角度方向,其中,控制器响应于所述至少两个方向信号对距离矢量进行三角测量。
3.根据权利要求1所述的系统,其中,当充电口与充电垫对准时,交界面显示基本元件叠置在目标元件上。
4.根据权利要求1所述的系统,其中,当充电口与充电垫对准时,距离矢量大致为零。
5.根据权利要求2所述的系统,所述系统还包括与控制器通信的至少两个传感器阵列,其中,每个传感器阵列被配置成提供指示传感器阵列和充电垫之间的角度方向的方向信号,其中,控制器还被配置成响应于所述方向信号提供指示距离矢量的输出。
6.根据权利要求5所述的系统,其中,所述至少两个传感器阵列包括沿着水平轴彼此对齐的第一传感器阵列和第二传感器阵列,其中,相对于水平轴确定第一传感器阵列和充电垫之间的角度方向以及第二传感器阵列和充电垫之间的角度方向。
7.根据权利要求5所述的系统,其中,每个传感器阵列还包括:至少两个传感器,每个传感器被配置成提供指示从电连接到充电垫的发送器接收到信号的时间的输出;微控制器,与传感器通信,并被配置成响应于指示接收到信号的时间的所述输出提供方向信号。
8.根据权利要求7所述的系统,其中,传感器被内置地安装在车辆的主体内,并被配置成接收射频无线信号。
9.根据权利要求7所述的系统,其中,传感器被外置地安装在车辆的主体上,并被配置成接收红外无线信号。
10.一种车辆系统,包括:
至少两个传感器阵列,每个传感器阵列被配置成响应于从远离车辆系统的发送器接收到信号,提供指示传感器阵列和所述发送器之间的角度方向的输出;
控制器,与传感器阵列通信,并被配置成响应于指示传感器阵列和发送器之间的角度方向的输出,提供指示传感器阵列中的至少一个和发送器之间的距离矢量的输出,其中,控制器还被配置成向外部控制器提供激活信号,外部控制器电连接到发送器,其中,外部控制器响应于接收到所述激活信号而指示发送器提供信号;
交界面,与控制器通信,并被配置成根据所述距离矢量显示表示充电口的基本元件和表示充电垫的目标元件,基本元件和目标元件彼此相关地布置。
11.一种车辆,包括:
充电口,被构造成接收感应充电电流;
至少两个传感器阵列,每个传感器阵列被配置成提供指示传感器阵列和远离车辆的发送器之间的角度方向的输出;
控制器,被配置成激活发送器,并基于指示传感器阵列和发送器之间的角度方向的输出,提供指示充电口和发送器之间的距离矢量的输出;
交界面,与控制器通信,并被配置成根据所述距离矢量显示表示充电口的基本元件和表示充电垫的目标元件,基本元件和目标元件彼此相关地布置。
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DE102012217201A1 (de) | 2013-04-11 |
US8483899B2 (en) | 2013-07-09 |
US20120095617A1 (en) | 2012-04-19 |
CN103029624B (zh) | 2017-04-12 |
DE102012217201B4 (de) | 2017-07-13 |
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