JP5630617B2 - Parking guidance device - Google Patents

Description

  The present invention relates to a parking guidance device that is applied to a large parking lot having a plurality of parking areas where chargers are installed and guides a vehicle entering the parking lot to a specific parking area.

  With the spread of electric vehicles such as electric vehicles and plug-in hybrid vehicles, a charge parking system including a charger for charging a battery of the electric vehicle has been proposed. For example, Patent Document 1 proposes a system in which a charger is provided in each parking space in a parking lot in which a plurality of parking spaces are arranged. In this system, chargers with different charging performance are installed depending on the parking space, and the entire charger is connected by instructing which parking space to park based on the degree of necessity of charging the electric vehicle, etc. The maximum capacity of the power supply is reduced.

JP 2011-114999 A

  However, in the above system, power is always supplied to all the chargers from the power supply device. For this reason, in fact, even a non-operating charger that does not supply charging power to an electric vehicle is supplied with power from the power supply device, so standby power is wasted in such a non-operating charger. End up. In particular, taking into account fluctuations in the number of parked vehicles, providing as many parking spaces as the maximum expected number will increase the number of non-operating chargers that are not used effectively, resulting in total power consumption. It will increase. Moreover, even if it is a non-operation | use charger, since it is not replaced with the electric power supply from an electric power supply apparatus, electrical troubles, such as an electrical leakage, may generate | occur | produce.

  In addition, even if the power supply is performed independently for each parking area in which parking spaces are grouped, and power is supplied only to the parking area where the vehicle is parked, the driver's Since the parking position is arbitrarily selected according to preference, the vehicle is eventually parked separately in all parking areas, and power supply is required for all chargers.

  The present invention has been made to cope with the above-described problem, and an object of the present invention is to suppress standby power consumption in the entire parking lot.

  In order to achieve the above object, the present invention is characterized by comprising a plurality of parking spaces (PS) in which chargers (10) are installed, and powering a parking area (PA) configured by grouping the plurality of parking spaces. A parking guidance device that is applied to a parking lot (P) having a power supply control device (50) that supplies power independently for each parking area as a supply system unit, and guides a vehicle (V) entering the parking lot. An entrance detection means (21, S21, S31, S61) for detecting entrance of a vehicle to the parking lot, and a parking area power supply discrimination for discriminating whether power is supplied to each parking area. When the vehicle (S23, S33, S72) and the entrance of the vehicle are detected, the vehicle that enters the parking lot is parked on the basis of the determination by the parking area power supply determination unit. Vehicle guidance means for guiding the rear (S26, S29, S35, S42, S43, S65, S69, S70) and in that it comprises a.

  In a parking lot to which the parking guidance device of the present invention is applied, a plurality of parking areas are provided, and the power supply control device supplies power independently for each parking area with the parking area as a power supply system unit. Each parking area is configured by grouping parking spaces where chargers are installed. Therefore, power supply to the charger is performed in units of parking areas. For this reason, electric power can be supplied only to the charger in a specific parking area. For example, the power supply control device controls the power supply to each parking area according to the entrance situation of the vehicle, and shuts off the power supply to the parking area when all parking spaces are detected. It is good to have a means to do.

  In the parking guidance device, it is determined whether or not the parking area power supply determining means is in a state where power is supplied for each parking area. Then, when the entrance detection means detects the entrance of the vehicle to the parking lot, the vehicle guidance means guides the vehicle entering the parking lot to the parking area where power is supplied based on the discrimination by the parking area power feeding discrimination acquisition means. To do. Therefore, it is possible to secure a large number of parking areas that need not be supplied with power or for a long time. As a result, it is possible to lengthen the time when it is not necessary to supply power to the parking area, and to reduce standby power consumed by the charger. Moreover, the possibility of troubles such as electric leakage in a parking area where power is supplied can be suppressed. Note that “detecting the entrance of a vehicle” means detecting that the vehicle is about to enter, that the vehicle has entered, or that the vehicle is scheduled to enter.

  Another feature of the present invention is that a scheduled charging time acquisition unit (S40) acquires a scheduled charging time (Ta), which is a scheduled time until charging in each parking area unit is completed, for each parking area to which power is supplied. , S63) and required charging time acquisition means (S38, S67) for acquiring the required charging time (Tb) which is the time required for charging in the vehicle entering the parking lot, When there are a plurality of supplied parking areas, the vehicle is preferentially guided to a parking area where the scheduled charging time is equal to or longer than the required charging time (S42, S69).

  In the present invention, the scheduled charging time acquisition unit acquires the scheduled charging time, which is the scheduled time until the charging in each parking area unit is completed, for each parking area to which power is supplied. The required charging time acquisition means acquires the required charging time, which is the time required for charging in the vehicle entering the parking lot. When there are a plurality of parking areas to which power is supplied, the vehicle guiding means preferentially guides a vehicle entering the parking lot to a parking area where the scheduled charging time is longer than the required charging time. Therefore, it is not necessary to increase the time for which the parking area is in the power supply state as much as possible. As a result, it is possible to lengthen the time when it is not necessary to supply power to the parking area, and to reduce standby power consumed by the charger.

  Another feature of the present invention includes parking number acquisition means (S28) for acquiring the number of parked vehicles for each parking area, and when the vehicle guiding means has a plurality of parking areas to which power is supplied, On the basis of the number of parked vehicles acquired by the number-of-units obtaining means, the vehicle is guided to a parking area with the largest number of parked vehicles (S29).

  In this invention, a parking number acquisition means acquires the number of parking for every parking area. When there are a plurality of parking areas to which power is supplied, the vehicle guiding means guides the vehicle to the parking area where the number of parking is the largest. Thereby, the vehicle which entered the parking lot can be parked so as to be concentrated in a specific parking area. Therefore, it is possible to secure a large number of parking areas that need not be supplied with power or for a long time. As a result, it is possible to lengthen the time when it is not necessary to supply power to the parking area, and to reduce standby power consumed by the charger.

  In the above description, in order to help the understanding of the invention, the reference numerals used in the embodiment are attached in parentheses to the configuration of the invention corresponding to the embodiment. It is not limited to the embodiment defined by the reference numerals.

It is a schematic structure figure showing a parking lot charge system provided with a parking guidance device concerning an embodiment of the present invention. It is a schematic block diagram of electric power feeding ECU, induction | guidance ECU, and a vehicle-mounted information terminal. It is a schematic block diagram of an electric vehicle. It is a flowchart showing a power supply system control routine. It is a flowchart showing a vehicle guidance control routine. It is explanatory drawing showing the entrance route of a vehicle. It is explanatory drawing showing the comparison of electric power consumption. It is a flowchart showing the vehicle guidance control routine which concerns on 2nd Embodiment. It is explanatory drawing showing the entrance route of a vehicle. It is explanatory drawing showing the comparison of electric power consumption. It is a flowchart showing the vehicle guidance control routine which concerns on the modification of 2nd Embodiment.

  Hereinafter, the parking guidance device concerning one embodiment of the present invention is explained using a drawing. Drawing 1 is a schematic structure figure showing a parking lot charge system provided with a parking guidance device concerning an embodiment.

  The parking lot charging system is provided, for example, in a parking lot of a large-scale facility such as a shopping mall, and guides the parking position to the vehicle to be parked, and the vehicle (electric vehicle) battery at the guided parking position. It is a system that can be charged. As shown in FIG. 1, this parking lot P is composed of a plurality of parking spaces PS that divide a space for one vehicle V to form a single parking area PA. A plurality of PAs are provided.

  In the example of FIG. 1, three parking areas PA1, PA2, and PA3 formed by arranging the parking spaces PS in the vertical direction of the drawing are arranged in the horizontal direction of the drawing. Hereinafter, when specifying the parking area PA, they are referred to as a first parking area PA1, a second parking area PA2, and a third parking area PA3 from the left in FIG. The number of parking spaces PS and the number of parking areas PA may be any number (> 1).

  The parking lot P is provided with an entrance PG through which vehicles enter. After passing through the entrance PG, the vehicle V enters each parking area PA and finally parks in one parking space PS. An entrance / exit detection sensor 21 that detects entrance / exit of the vehicle V is provided at the entrance PG of the parking lot P. Further, a guidance indicator 22 for guiding the parking position to the driver of the vehicle V (designating the parking area PA) is provided in the vicinity of the entrance PG.

  Each parking space PS is provided with a charger 10. The charger 10 is supplied with power from the power supply device 30. The charger 10 includes a charging outlet 11 serving as a connection portion with the vehicle V, and a charger control device 12 (hereinafter referred to as a charger ECU 12) that controls power supply to the vehicle V. The charger 10 supplies charging power to the battery 200 of the vehicle V via the charging connection cable 13. In this case, as shown in FIG. 3, the charger side plug 13 a of the charging connection cable 13 is inserted into the charging outlet 11, and the vehicle side plug 13 b of the charging connection cable 13 is inserted into the power receiving port 204 of the vehicle V. Thus, a charging path from the charger 10 to the battery 200 is formed.

  The charger ECU 12 includes a microcomputer as a main part, accepts various settings related to battery charging, controls the power supply amount (charge amount), power supply time (charge time), and the like, and charges for charging. It has functions such as payment. Further, the charger ECU 12 includes a communication unit (not shown) for performing short-range wireless communication with an in-vehicle information terminal 210 (described later) provided in the vehicle V, and various information is obtained at predetermined intervals. (For example, request code and response code in charging, ID information for identifying the vehicle V, information indicating SOC (State Of Charge) that is a value indicating the charging state of the battery 200, etc.) Control power supply. In addition, the charger ECU 12 is connected to a parking sensor (not shown) that detects that the vehicle V is parked in the parking space PS. It is possible to determine whether or not the vehicle V is parked.

  Each charger 10 is supplied with power by a power supply system with the parking area PA as one unit. All the chargers 10 provided in the first parking area PA1 are connected to the first power system line PL1, and all the chargers 10 provided in the second parking area PA2 are connected to the second power system line PL2. All the chargers 10 provided in the third parking area PA3 are connected to the third power system line PL3. The first power system line PL1 is connected to the main line PLM via the first power supply relay R1, and the second power system line PL2 is connected to the main line PLM via the second power supply relay R2, and the third power system. Line PL3 is connected to main line PLM via third power supply relay R3. Therefore, each charger 10 is independently supplied with electric power for each parking area PA to which each charger 10 belongs by controlling the states (on, off) of power supply relays R1, R2, and R3. Hereinafter, supplying power to each charger 10 provided in the parking area PA is referred to as supplying power to the parking area PA. That is, the parking area PA will be described as one electric load. Charger ECU 12 also receives power for operation from power system lines PL1, PL2, and PL3.

  The main line PLM is connected to the power supply device 30. In addition, a power receiving panel 31 is provided in the middle of the main line PLM. The power receiving panel 31 includes a switch, a leakage breaker, a power meter, and the like, and controls the turning on and off of the power supplied from the main line PLM to the entire parking area PA.

  The parking lot P includes a parking charge control device 100 that controls the power supply to each power system line PL1, PL2, PL3 and has a function of guiding the parking position to the vehicle V that is about to enter. ing. The parking charge control device 100 is supplied with power for operation from the power receiving panel 31. The parking charge control device 100 includes a power supply control device 50 (hereinafter referred to as a power supply ECU 50) and a guidance control device 60 (hereinafter referred to as a guidance ECU 60).

  The power feeding ECU 50 includes a microcomputer 51 and a relay driver 52 as shown in FIG. The microcomputer 51 connects each charger ECU 12 to individually monitor the operating state of each charger 10 and inputs a detection signal of a parking sensor (not shown) provided in each charger ECU 12. Based on the signal, the parking state of the vehicle V (presence of parked vehicle) is monitored for each parking space PS. Moreover, the entrance / exit detection sensor 21 is connected and the entrance / exit to the parking lot P of the vehicle V is monitored.

  The microcomputer 51 outputs a relay opening / closing command (on command, off command) to the relay driver 52 by executing a power supply system control program (this process will be described later) stored in the memory. The relay driver 52 inputs the relay opening / closing command output from the microcomputer 51, and outputs independent relay driving signals to the first to third power relays R1, R2, R3 according to the relay opening / closing command. Thereby, power supply to the first to third power system lines PL1, PL2, PL3 is controlled independently of each other.

  Hereinafter, when the first to third parking areas PA1 to PA3 are not specified, they are simply referred to as the parking area PA, and for the first to third power relays R1, R2, and R3, they are not specified. Is simply referred to as a power supply relay R, and the first to third power system lines PL1, PL2, and PL3 are simply referred to as a power system line PL unless they are specified.

  The induction ECU 60 includes a microcomputer 61 and a communication unit 62. The microcomputer 61 is connected to the microcomputer 51 of the power feeding ECU 50 and can exchange signals with each other. The microcomputer 61 connects each charger ECU 12, inputs a detection signal of a parking sensor provided in each charger ECU 12, and monitors the parking state of the vehicle V for each parking space PS based on this detection signal. . In addition, the microcomputer 61 connects the entrance / exit detection sensor 21 and detects the timing when the vehicle V is about to enter the parking lot P.

  Further, the microcomputer 61 sets a parking area PA to which the vehicle V is to be guided by executing a vehicle guidance control program (this process will be described later) stored in the memory, and identifies the set parking area PA. The parking area specifying information is transmitted to the guidance display 22. The guidance indicator 22 is connected to the microcomputer 61 and, when receiving the parking area identification information transmitted from the microcomputer 61, performs guidance display for guiding the vehicle V to the identified parking area PA. For example, a parking area number is displayed and guidance is given to park in the parking area of that number.

  The communication unit 62 enables wireless communication with a communication unit 213 provided in the in-vehicle information terminal 210 described later. When the guidance ECU 60 guides the vehicle V to the parking area PA, the guidance ECU 60 performs guidance display using the guidance indicator 22 as described above. In addition, the guidance ECU 60 displays the parking area on the in-vehicle information terminal 210 via the communication unit 62. Guidance information can also be transmitted. As a result, the parking area PA can be guided even in the passenger compartment. In addition, information related to battery charging of the vehicle V, information related to the parking lot P, and the like can be exchanged between the guidance ECU 60 and the in-vehicle information terminal 210.

  Next, the vehicle V in which battery charging is performed in the parking lot P will be described. As shown in FIG. 3, the vehicle V is a plug-in electric vehicle that includes a large-capacity battery 200 so that the battery 200 can be charged from an external power source. For example, an electric vehicle that drives a traction motor with battery power is a representative example, but a plug-in hybrid vehicle including a traction motor and an internal combustion engine may be used.

  The vehicle V serves as a travel drive system, and includes an inverter 201 that converts DC power output from the battery 200 into three-phase AC power, and a vehicle that is driven by the three-phase AC power output from the inverter 201 and rotates the wheels W. A motor 202 and a motor control unit 203 (referred to as a motor ECU 203) that controls the output of the inverter 201 in accordance with the driving operation of the driver are provided. Thus, the vehicle V can travel by the motor ECU 203 controlling the electric power supplied from the battery 200 to the traveling motor 202 via the inverter 201.

  In addition, the vehicle V converts the AC power supplied to the power receiving port 204 to DC power as a charging system for the battery 200 and the power receiving port 204 provided so that the vehicle side plug 13b of the charging connection cable 13 can be connected. An AC / DC converter 205 that outputs DC power to the battery 200 and a vehicle charge control unit 220 that controls charging of the battery 200 (hereinafter, vehicle charge ECU 220) are provided. The battery 200 is provided with an SOC detection unit 206 that detects SOC (State Of Charge), which is a value indicating the state of charge of the battery 200. The SOC detection unit 206 outputs a signal representing the SOC to the vehicle charging ECU 220.

  In addition, the vehicle V includes an in-vehicle information terminal 210 that exchanges information with the outside and informs a passenger of the vehicle V of various types of information. The in-vehicle information terminal 210 includes a microcomputer 211, a display / input unit 212, a communication unit 213, a navigation unit 214, and a GPS unit 215, as shown in FIG. The microcomputer 211 stores various programs and comprehensively controls the operation of the in-vehicle information terminal 210 by executing the programs. The microcomputer 211 also includes an interface that connects various control devices (not shown, hereinafter referred to as an in-vehicle ECU) provided in the vehicle V and exchanges vehicle information with each in-vehicle ECU. ing. The microcomputer 211 acquires charging information related to battery charging from the vehicle charging ECU 220 as vehicle information related to the parking lot charging system. The charging information is, for example, SOC information, charging required time information indicating a time required to charge the battery 200 to a predetermined charging rate, and charging required to charge the battery 200 to a predetermined charging rate. For example, it is necessary charge amount information indicating the amount.

  The display / input unit 212 constitutes a human interface, and for example, a touch panel type liquid crystal display can be used. A display device and an input operation device may be provided separately. The communication unit 213 enables wireless communication with, for example, a server computer provided in an external center that provides various types of information via the Internet network. In the present embodiment, the communication unit 213 is provided so as to be able to transmit and receive also to the guidance ECU 60, and receives the parking area guidance information transmitted from the guidance ECU 60 or the charging information acquired from the vehicle charging ECU. Or transmitted to the guidance ECU 60. The communication unit 213 is capable of short-range wireless communication with the charger ECU 12 of the charger 10 installed in the parking lot P, and the vehicle V is connected to the charger 10 via the charging connection cable 13. When charging, the charging information is transmitted to the charger ECU 12 at a predetermined cycle.

  The navigation unit 214 is connected to a GPS (Global Positioning System) unit 215, and information stored in the memory based on the current position of the host vehicle detected by the GPS unit 215 and the destination specified by the user. (Map information, facility data, traffic information, etc.) or using the same information acquired from an external center via the communication unit 213, the route to the destination is searched and the searched route is guided. is there.

  Next, the operation of the parking lot charging system will be described. First, the power supply system control process performed by the power supply ECU 50 will be described. FIG. 4 is a flowchart showing a power supply system control routine executed by the microcomputer 51 of the power supply ECU 50. The microcomputer 51 repeatedly executes this power supply system control routine at a predetermined cycle. The microcomputer 51 reads the detection signal of the entrance / exit detection sensor 21 in step S11, and calculates the current number of vehicles in the parking lot P in step S12. For example, the current number of vehicles entering the parking lot P can be calculated by adding the number of vehicles V that have entered the vehicle to the initial value and subtracting the number of vehicles V that have left the vehicle. In this case, the microcomputer 51 calculates the number of vehicles, including the vehicle V that is about to enter, detected by the entrance / exit detection sensor 21. In addition, it replaces with the structure which calculates | requires the number of vehicles based on the number of entrances / exits detected by the entrance / exit detection sensor 21, the structure which provides the camera which images the whole parking lot P, and detects the number of vehicles from the picked-up image of a camera, etc. Other methods can also be employed.

  Subsequently, in step S13, the microcomputer 51 determines whether or not it is necessary to increase the number of parking areas PA to which power is supplied. For example, a priority order for supplying power to each parking area PA is determined, and power is supplied from a parking area PA with a high priority. When the number of parking spaces PS in the first priority parking area PA is smaller than the number of vehicles in the parking lot P (the number calculated in step S12), the second priority parking area PA. Also be sure to supply power. Further, when the total number of parking spaces PS in the two parking areas PA with higher priority is smaller than the number of vehicles in the parking lot P, power is also supplied to the parking area PA with a lower priority. .

  Accordingly, in step S13, the number of vehicles calculated in step S12 is compared with the number of parking spaces PS in the current parking area PA (hereinafter referred to as the operating parking area PA) to which power is supplied. It is determined whether or not the number of parking spaces PS in area PA is insufficient with respect to the number of vehicles. In determining this shortage, a slight margin may be expected.

  If the microcomputer 51 determines in step S13 that the operating parking area PA needs to be increased, in step S14, the microcomputer 51 turns on the power relay R of the next higher-priority parking area PA and ends this routine once. To do. Thereby, the operating parking area PA increases by one. When all the parking areas PA are in the operating state (power supply state), all the power relays R are in the on state, so that the state is maintained in step S14.

  On the other hand, if it is determined that there is no need to increase the operating parking area PA (S13: No), the microcomputer 51 determines whether or not it is necessary to reduce the operating parking area PA in step S15. In this case, a detection signal of a parking sensor provided in each charger ECU 12 is input, and it is determined whether or not there is an active parking area PA in which the parking space PS is completely vacant. When there is an active parking area PA in which the parking space PS is all vacant, the power supply to the active parking area PA may be cut off. The power supply relay R provided on the system line PL is turned off, and this routine is finished once. Thereby, the power supply to the parking area PA is interrupted. When all the parking areas PA are in a non-operating state (power supply cut-off state), all the power relays R are in an off state, so that the state is maintained in step S16.

  If the microcomputer 51 determines “No” in step S <b> 15, it immediately ends this routine. The microcomputer 51 repeatedly executes such processing at a predetermined cycle. Therefore, the minimum necessary parking area PA corresponding to the number of vehicles in the parking lot P is maintained in the operating state (power supply state).

  Next, a vehicle guidance control process performed by the guidance ECU 60 will be described. Hereinafter, a plurality of embodiments will be described for the vehicle guidance control process. First, the vehicle guidance control process of the first embodiment will be described. FIG. 5 is a flowchart showing a vehicle guidance control routine executed by the microcomputer 61 of the guidance ECU 60. The microcomputer 61 repeatedly executes this vehicle guidance control routine at a predetermined cycle. The microcomputer 61 first reads the detection signal of the entrance / exit detection sensor 21 in step S21, and subsequently determines whether or not the vehicle V is about to enter from the entrance PG of the parking lot P in step S22. If the microcomputer 61 cannot detect the entering vehicle, the routine is temporarily terminated. When the microcomputer 61 repeats such processing and detects that the vehicle V is about to enter (S22: Yes), in step S23, the microcomputer 61 of the power supply ECU 50 reads information representing the current operating parking area PA. That is, information for determining whether or not power is supplied to each parking area PA is read.

  Subsequently, in step S24, the microcomputer 61 determines whether or not there is a parking area PA that is not supplied with power (hereinafter referred to as a non-operating parking area PA). If there is a non-operating parking area PA, the microcomputer 61 determines whether or not there is one operating parking area PA in step S25. If there is one operating parking area PA, step S26 is performed. , The parking area specifying information representing the operating parking area PA is transmitted to the guidance display 22.

  Further, the microcomputer 61 is provided in each charger ECU 12 in step S27 when there is no non-operating parking area PA (S24: No) or when there are a plurality of operating parking areas PA (S25: No). The detection signal of the parking sensor is input and the parking situation in the working parking area PA is grasped. In addition, since the power supply ECU 50 grasps the parking situation in the operating parking area PA, information may be acquired from the power supply ECU 50.

  Subsequently, in step S28, the microcomputer 61 calculates the number of parked vehicles for each operating parking area PA, and in step S29, the number of parked vehicles is the largest among the operating parking areas PA having one or more vacant parking spaces PS. An operation parking area PA with a large number of vehicles is selected, and parking area specifying information representing the selected operation parking area PA is transmitted to the guidance display 22. Here, the “operating parking area PA having one or more vacant parking spaces PS” means an operating parking area PA that can be parked.

  When the guidance display device 22 receives the parking area specifying information transmitted from the microcomputer 61 in step S26 or step S29, the guidance display device 22 displays a number or character representing the operating parking area PA specified by the parking area specifying information on the screen. The driver of the vehicle V is guided to park in the designated operating parking area PA. In this case, a voice announcement device may be provided in the guidance display 22 to add a voice announcement.

  The microcomputer 61 repeatedly executes such processing at a predetermined cycle. Therefore, the vehicle V can be guided to the operation parking area PA where the vehicle V can always be parked. When there are a plurality of operating parking areas PA, the vehicle is guided to the parking area PA where the number of parking is the largest. For this reason, the vehicle V that has entered the parking lot P can be parked so as to be concentrated in a specific parking area PA, whereby a parking area PA in which all the parking spaces PS are empty can be created. .

  On the other hand, when all the parking spaces PS in the parking area PA are vacant, the power supply ECU 50 switches the parking area PA to the non-operating parking area PA. Thereby, according to this embodiment, non-working parking area PA can be ensured as much as possible or for a long time. For this reason, standby power consumed in the charger 10 (charger ECU 12) can be reduced. Moreover, the possibility of troubles such as electric leakage in the operating parking area PA can be minimized.

  In the above-described embodiment, the guidance of the vehicle V is performed using the guidance display 22, but instead of the configuration, the vehicle V may be guided using the in-vehicle information terminal 210. Good. For example, the microcomputer 61 of the guidance ECU 60 transmits the parking area specifying information to the in-vehicle information terminal 210 via the communication unit 62 in step S26 or step S29. In the in-vehicle information terminal 210, when the parking area specifying information is received, the screen displayed on the display / input unit 212 is switched to the parking lot guidance screen, and the number representing the operating parking area PA specified by the parking area specifying information. And characters are displayed on the screen to guide the driver in the vehicle to park in the designated operating parking area PA. In this case, a voice announcement device may be provided in the display / input unit 212 to add a voice announcement. Further, the map of the parking lot is displayed on the display screen of the display / input unit using the function of the navigation unit 214, and the route guidance from the current position of the own vehicle to the designated parking area PA is performed using this map. You may do it.

  Moreover, the structure which performs guidance of the vehicle V by both the guidance indicator 22 and the vehicle-mounted information terminal 210 may be sufficient. In this case, the microcomputer 61 of the guidance ECU 60 may transmit the parking area specifying information to both the guidance indicator 22 and the in-vehicle information terminal 210 in step S26 or step S29.

  6 and 7 are explanatory diagrams for comparing the case where the vehicle guidance control process is not performed (comparative example) and the case where the vehicle guidance control process is performed by the guidance ECU 60 (example). When the vehicle guidance control process is not performed, the driver parks in a non-operating parking area PA where no vehicle is parked, as shown in FIG. 6A, in order to determine the parking space PS according to his / her preference. Sometimes. In this case, it is necessary to start power supply to the non-operating parking area PA although there is an empty parking space PS in the operating parking area PA. On the other hand, in the embodiment, as shown in FIG. 6B, since the vehicle V is guided to the operating parking area PA, it is not necessary to start supplying power to the non-operating parking area PA. Therefore, as shown in FIG. 7, in the case of the comparative example, the amount of power used in the parking lot P is the basic amount of power in the operating parking area PA (the amount of power not used for battery charging: for example, the charger ECU 12 However, in the case of the embodiment, it is not necessary to increase the basic power amount, so that wasteful power consumption can be suppressed.

  Next, a vehicle guidance control process according to the second embodiment will be described. In the second embodiment, a parking area PA for guiding the vehicle V is set by the cooperation of the guidance ECU 60 and the in-vehicle information terminal 210. FIG. 8 is a flowchart showing a vehicle guidance control routine according to the second embodiment. The left side of the figure represents the process executed by the microcomputer 61 of the guidance ECU 60, and the right side of the figure represents the process executed by the microcomputer 211 of the in-vehicle information terminal 210. Each of the microcomputers 60 and 211 repeatedly executes the vehicle guidance control routine at a predetermined short cycle.

  The microcomputer 61 of the guidance ECU 60 first reads the detection signal of the entrance / exit detection sensor 21 in step S31, and subsequently determines whether or not the vehicle V is about to enter from the entrance PG of the parking lot P in step S32. . If the microcomputer 61 cannot detect the entering vehicle, the routine is temporarily terminated. When the microcomputer 61 repeats such processing and detects that the vehicle V is about to enter (S32: Yes), in step S33, the microcomputer 61 of the power supply ECU 50 reads information representing the current operating parking area PA, and the following step In S34, it is determined whether or not there are a plurality of parking areas PA that can be parked. In this case, the microcomputer 61 confirms the presence or absence of a parked vehicle in each operating parking area PA (can be confirmed by inputting a detection signal of a parking sensor provided in each charger ECU 12), and an empty parking space PS. Judgment is made based on the number of operating parking areas PA excluding the operating parking area PA that is full.

  If the microcomputer 61 determines that there is only one active parking area PA that can be parked (S34: No), in step S35, the microcomputer 61 transmits the parking area specifying information representing the active parking area PA to the guidance display 22. To do. On the other hand, if it is determined that there are a plurality of operating parking areas PA (S34: Yes), a request for required charge amount information is transmitted to the in-vehicle information terminal 210 via the communication unit 62 in step S36.

  In step S51, the microcomputer 211 of the in-vehicle information terminal 210 repeatedly determines whether or not a request for necessary charge amount information has been transmitted. When the microcomputer 211 receives the request for the required charge amount information transmitted from the guidance ECU 60 (S51: Yes), in the subsequent step S52, the microcomputer 211 displays a charge setting screen on the display screen of the display / input unit 212 to the driver. Prompt for charging settings. The occupant of the vehicle V selects and sets a desired charging rate from the displayed charging setting screen. When the charging rate is not set within a predetermined period, an initial value (for example, full charge (charging rate = 100%)) is automatically set.

  When the charging rate is set, the microcomputer 211 of the in-vehicle information terminal 210 outputs the charging rate setting information and the necessary charge amount information request command to the vehicle charging ECU 220 in the subsequent step S53. Based on the current SOC, vehicle charging ECU 220 calculates the amount of charge necessary to charge battery 200 up to the set charging rate, and outputs necessary amount of charge information representing the amount of charge to in-vehicle information terminal 210. . When the microcomputer 211 of the in-vehicle information terminal 210 acquires the required charge amount information, the microcomputer 211 transmits the required charge amount information to the guidance ECU 60 via the communication unit 213 in step S54.

  Note that the in-vehicle information terminal 210 needs to indicate the amount of charge required to achieve a preset charge rate (for example, full charge) without requesting the passenger of the vehicle V to set the desired charge rate. The charge amount information may be acquired from the vehicle charge ECU 220 and transmitted to the guidance ECU 60.

  Thus, when the microcomputer 61 of the guidance ECU 60 receives the required charge amount information from the in-vehicle information terminal 210 in step S37, in the following step S38, charging is the time required to charge the battery 200 based on the required charge amount. The required time Tb is calculated. The microcomputer 61 stores association data that associates the relationship between the required charge amount and the required charge time Tb, and calculates the required charge time Tb with reference to the association data. In the present embodiment, the required charge amount information is acquired from the in-vehicle information terminal 210 in order to obtain the required charge time Tb. Instead, the induction ECU 60 requests the in-vehicle information terminal 210 for the required charge time. Then, the required charging time may be calculated on the vehicle charging ECU 220 side, and the calculated required charging time may be transmitted from the in-vehicle information terminal 210 to the guidance ECU.

  Subsequently, in step S39, the microcomputer 61 of the guidance ECU 60 reads the charging plan from each charger ECU 12 provided in the operating parking area PA. This charging plan represents the scheduled time that the charger 10 continues to supply power to the vehicle V, that is, the scheduled time from the current time until the charging is completed. In step S39, the microcomputer 61 inputs a detection signal of a parking sensor provided in each charger ECU 12, and requests a charging plan from the charger ECU 12 in which parking is detected.

  Each charger ECU 12 performs short-range wireless communication with the in-vehicle information terminal 210 during the period when the battery 200 is being charged, and obtains the current charging required time information (or SOC information) from the in-vehicle information terminal 210 at a predetermined cycle. Get repeatedly with. Therefore, it is possible to predict the time from the current time until charging is completed. Each charger ECU 12 transmits a charging plan to the induction ECU 60 in accordance with a request from the microcomputer 61 of the induction ECU 60. In addition, you may make it use the scheduled charging time calculated | required from the information (setting charge amount, setting charging time, setting charging charge, etc.) set at the time of a charge start for a charging plan.

  Subsequently, in step S40, the microcomputer 61 of the guidance ECU 60 obtains the maximum value of the scheduled charging time planned by each charger ECU 12 in the area for each operating parking area PA, and uses the maximum value for the operating parking. Set as scheduled charging time Ta in area PA. That is, for each operating parking area PA, the time required to maintain the parking area PA in the operating state (power supply state) is set as the scheduled charging time Ta. For example, when there are three sets of chargers 10 that are operating (power supply) in the operating parking area PA and the charging plan is 30 minutes, 60 minutes, and 90 minutes, in the operating parking area PA, at least Since it is necessary to maintain the power supply for 90 minutes, the scheduled charging time Ta is set to 90 minutes.

  Subsequently, in step S41, the microcomputer 61 of the guidance ECU 60 determines whether or not there is a parkingable parking area PA where the scheduled charging time Ta is equal to or longer than the required charging time Tb. If there is an operating parking area PA that satisfies the condition in step S41 (hereinafter referred to as a long-time operating parking area PA) (S41: Yes), the microcomputer 61 sets the long-time operating parking area PA in step S42. The parking area specifying information to be transmitted is transmitted to the guidance display 22. In addition, when there are a plurality of long-time operation parking areas PA, any one of them may be selected. For example, as in step S29 in the first embodiment, the operation parking area PA with the largest number of parking is selected. You may make it select. Or you may make it select the working parking area PA which satisfy | fills the conditions of step S43 mentioned later.

  On the other hand, if “No” is determined in step S41, that is, if there is no long-time operating parking area PA, in step S43, a parking available operating parking area PA that maximizes the scheduled charging time Ta is selected. Then, the parking area specifying information representing the selected operating parking area PA is transmitted to the guidance display 22.

  When the guidance indicator 22 receives the parking area specifying information transmitted from the microcomputer 61 in step S35, step S42, or step S43, the guidance display 22 displays a number or a character representing the operating parking area PA specified by the parking area specifying information on the screen. Then, the driver of the vehicle V is guided to park in the designated operating parking area PA. As in the first embodiment, the parking area specifying information is transmitted to the in-vehicle information terminal 210, and the in-vehicle information terminal 210 guides the driver in the vehicle to park in the designated operating parking area PA. You may do it.

  The microcomputer 61 repeatedly executes such processing at a predetermined cycle. Therefore, since the vehicle V is always guided to the operating parking area PA, as many non-operating parking areas PA as possible can be secured. In addition, when there are a plurality of operating parking areas PA, in order to preferentially guide the vehicle to the operating parking area PA where the estimated charging time Ta is equal to or longer than the required charging time Tb, the time for keeping the parking area PA in an operating state is set. It is not necessary to increase it as much as possible. For this reason, standby power consumed in the charger 10 (charger ECU 12) can be reduced. Moreover, the possibility of troubles such as electric leakage in the operating parking area PA can be minimized.

  9 and 10 are explanatory diagrams for comparing the case where the vehicle guidance control processing is not performed (comparative example) and the case where the vehicle guidance control processing is performed by the guidance ECU 60 (example). When the vehicle guidance control process is not performed, the driver parks in the second parking area PA2 with a short estimated charging time Ta as shown in FIG. 9A in order to determine the parking space PS according to his / her preference. There is. In this example, since the scheduled charging time Ta of the second parking area PA2 is 5 minutes, the vehicle V (Tb = 30 minutes vehicle) is newly parked. As a result, the estimated charging time Ta increases (5 minutes → 30 minutes), and the timing for switching to the non-operating state is delayed.

  On the other hand, in the embodiment, guidance is given preferentially to the operating parking area PA where the scheduled charging time Ta is equal to or longer than the required charging time Tb, or to the operating parking area PA having the longest scheduled charging time Ta. For this reason, as shown in FIG.9 (b), the vehicle V will be guided to 1st parking area PA1. Therefore, the scheduled charging time Ta in the parking area PA is not increased, or an increase in the scheduled charging time Ta can be minimized.

  As a result, as shown in FIG. 10, the vehicle V has entered with respect to the basic power amount in the operating parking area PA (the amount of power that is not used for battery charging: for example, the amount of control power that is always consumed by the charger ECU 12). In the period from 30 minutes to 30 minutes, there is a large difference in power consumption between the example and the comparative example. Thereby, in an Example, the basic electric energy for one parking area can be saved.

  Next, a vehicle guidance control process according to a modification of the second embodiment will be described. In this modified example, when the vehicle V enters the parking lot P, the in-vehicle information terminal 210 obtains the scheduled charging time Ta for each active parking area PA from the guidance ECU 60, and charging of the scheduled charging time Ta and the host vehicle is necessary. The parking area PA is set based on the relationship with the time Tb and is guided to the driver.

  FIG. 11 is a flowchart showing a vehicle guidance control routine according to a modification of the second embodiment. The left side of the figure represents the process executed by the microcomputer 61 of the guidance ECU 60, and the right side of the figure represents the process executed by the microcomputer 211 of the in-vehicle information terminal 210. Each of the microcomputers 61 and 211 repeatedly executes the vehicle guidance control routine at a predetermined short cycle.

  The microcomputer 211 of the in-vehicle information terminal 210 determines whether or not the vehicle V has entered the entrance PG of the parking lot P in step S61. In this modification, for example, as shown in FIG. 1, a transmitter 23 is provided at the entrance PG, and the in-vehicle information terminal 210 receives a signal transmitted from the transmitter 23 so that the vehicle V It detects that it has entered the entrance PG of the parking lot P. Therefore, the transmission area of the transmitter 23 is set to a narrow range including the entrance PG.

  Further, the entrance detection of the vehicle V may be performed by the GPS unit 215 provided in the in-vehicle information terminal 210. For example, when the navigation unit 214 is used to set the parking lot or the facility having the parking lot as a destination, when the GPS unit 215 detects that the host vehicle has arrived at the destination, It may be determined that V has entered the entrance PG of the parking lot P.

  The microcomputer 211 of the in-vehicle information terminal 210 repeats the entrance detection of the vehicle V at a predetermined cycle. Then, when the entry of the vehicle V is detected (S61: Yes), in step S62, the guidance ECU 60 is requested for the scheduled charging time Ta for each operating parking area PA. This request signal is transmitted to the guidance ECU 60 via the communication unit 213.

  In step S71, the microcomputer 61 of the guidance ECU 60 repeatedly determines whether or not a request for the scheduled charging time Ta has been transmitted. If a request for the scheduled charging time Ta is received (S71: Yes), the microcomputer 61 proceeds to step S72. , Information representing the current operating parking area PA is read from the microcomputer 51 of the power supply ECU 50. Subsequently, in step S73, the microcomputer 61 determines whether or not there are a plurality of parking areas PA that can be parked. In this case, the microcomputer 61 confirms whether or not there is a parked vehicle in each operating parking area PA, and makes a determination based on the number of operating parking areas PA excluding the operating parking area PA that is full.

  When the microcomputer 61 of the guidance ECU 60 determines that there are a plurality of parking areas PA that can be parked (S73: Yes), in step S74, the microcomputer 61 reads the charging plan from each charger ECU 12 in each parking area PA, In the following step S75, for each operating parking area PA, the maximum value of the scheduled charging time planned by the charger ECU 12 in the area is obtained, and the maximum value is set as the scheduled charging time Ta in the operating parking area PA. .

  On the other hand, when it is determined in step S73 that there is one parking area PA that can be parked, the processes in steps S74 and S75 are skipped.

  Subsequently, in step S76, the microcomputer 61 of the guidance ECU 60 transmits the information indicating the area number indicating the parking area PA that can be parked and the estimated charging time Ta associated with the area number via the communication unit 62. Transmit to terminal 210. In this process, when there is one parking area PA that can be parked, the microcomputer 61 transmits only area number information representing the parking area PA. When the microcomputer 61 performs the process of step S76, the routine is once ended, and the routine is repeatedly executed at a predetermined cycle.

  When the microcomputer 211 of the in-vehicle information terminal 210 receives the information transmitted from the guidance ECU 60 in step S63, the microcomputer 211 determines whether or not the information transmitted from the guidance ECU 60 is only the area number in the subsequent step S64. If it is only the number (S64: Yes), in step S65, guidance to the active parking area PA specified by the area number is displayed on the display screen of the display / input unit 212.

  On the other hand, when the information transmitted from the guidance ECU 60 is information indicating the area number and the scheduled charging time Ta in step S64 (S64: No), the microcomputer 211 of the in-vehicle information terminal 210 displays the information in step S66. A charge setting screen is displayed on the display screen of the input unit 212 to prompt the driver to input a charge setting. The occupant of the vehicle V selects and sets a desired charging rate from the displayed charging setting screen. When the charging rate is not set within a predetermined period, an initial value (for example, full charge (charging rate = 100%)) is automatically set.

  When the charging rate is set, the microcomputer 211 of the in-vehicle information terminal 210 outputs the charging rate setting information and the calculation command for the required charging time Tb to the vehicle charging ECU 220 in step S67. Based on the current SOC, the vehicle charging ECU 220 calculates a charging time required to charge the battery 200 up to a set charging rate, and sends the required charging time Tb, which is the calculation result, to the microcomputer 211 of the in-vehicle information terminal 210. Output.

  In this case, the microcomputer 211 of the in-vehicle information terminal 210 is necessary to obtain a preset charge rate (for example, full charge) without requesting the passenger of the vehicle V to set the desired charge rate. The required charging time Tb may be acquired from the vehicle charging ECU 220.

  When the microcomputer 211 of the in-vehicle information terminal 210 acquires the required charging time Tb, whether or not there is an operating parking area in which the estimated charging time Ta is equal to or longer than the required charging time Tb, that is, a long-time operating parking area PA, in step S68. Judge whether or not. If there is a long-time operation parking area PA (S68: Yes), the microcomputer 211 of the in-vehicle information terminal 210 sets the long-time operation parking area PA as a parking area PA for guiding the vehicle V in step S69. The guidance to the set parking area PA is displayed on the display screen of the display / input unit 212. In addition, when there are a plurality of long-time operation parking areas PA, any one of them may be selected. For example, as in step S29 in the first embodiment, the operation parking area PA with the largest number of parking is selected. You may make it select, and you may make it select the operation parking area PA which satisfy | fills the conditions of step S70 mentioned later.

  On the other hand, if “No” is determined in step S68, that is, if there is no long-time operation parking area PA, in step S70, the parking area PA having the maximum scheduled charging time Ta is selected and displayed / input. Information on the selected parking area PA is displayed on the display screen of the unit 212.

  Regarding the guidance display in steps S65, S69, and S70, for example, a map in the parking lot is displayed on the display screen of the display / input unit 212, and guidance from the current position of the vehicle to the parking area PA set using this map is provided. It is also possible to simply display characters such as area numbers. Also, an audio announcement may be made.

  In the modified example of the second embodiment, the in-vehicle information terminal 210 acquires information (scheduled charging time Ta for each working parking area) necessary for determining the parking area PA from the guidance ECU 60, and from the guidance ECU 60. Based on the acquired information and the information acquired from the vehicle charging ECU 220 (required charging time Tb), an operating parking area PA for guiding the vehicle V is set. Therefore, also in this modified example, as in the second embodiment, the time during which the parking area PA can be deactivated can be lengthened. For this reason, standby power consumed by the charger 10 can be reduced. Moreover, the possibility of troubles such as electric leakage in the operating parking area PA can be minimized. In this modification, the in-vehicle information terminal 210 constitutes the parking guidance device of the present invention.

  As mentioned above, although the parking lot charging system provided with the parking guidance device according to the present embodiment has been described, the present invention is not limited to the above-described embodiment and the modified examples, and various types can be used without departing from the object of the present invention. It can be changed.

  For example, in the present embodiment, the guidance ECU 60 and the in-vehicle information terminal 210 are configured to exchange information by wireless communication. However, the guidance ECU 60 is configured to provide information related to vehicle guidance (for example, operating parking area information or Information on the operating parking area, scheduled charging time Ta information for each operating parking area, etc.) are sequentially transmitted to a center server (not shown) connected to the network. You may make it designate parking area PA which should guide vehicle V with respect to the terminal 210. FIG. Further, the in-vehicle information terminal 210 may sequentially transmit information related to battery charging such as the SOC information of the own vehicle and the required charging time information to the center server, and the center server may transmit the latest information to the guidance ECU 60. . In addition, the center server sequentially receives parking lot information (operating parking area information, parking space availability information, scheduled charging time information, etc.) from the guidance ECU 60 or the power feeding ECU 50, and information related to battery charging from the in-vehicle information terminal 210. The information may be sequentially received and information specifying the parking area PA where the vehicle V should be guided may be transmitted to the in-vehicle information terminal 210 or the guidance ECU 60 based on the information.

  Therefore, the parking guidance device of the present invention is implemented in the guidance ECU 60, implemented in the in-vehicle information terminal 210, implemented in cooperation with the guidance ECU 60 and the in-vehicle information terminal 210, and further, in the guidance ECU 60. It can be implemented in various modes, such as that implemented in cooperation with at least one of the vehicle information terminal 210 and the center server.

  In the second embodiment, the desired charging rate is set for the charging setting performed by the user (S52, S66). Instead, the desired charging time may be set. .

  DESCRIPTION OF SYMBOLS 10 ... Charger, 11 ... Outlet for charging, 12 ... Charger ECU, 21 ... Entrance / exit detection sensor, 22 ... Guide indicator, 23 ... Transmitter, 30 ... Power supply device, 31 ... Power receiving panel, 50 ... Power feeding ECU, 52 ... Relay driver, 60 ... Induction ECU, 51, 61, 211 ... Microcomputer, 62, 213 ... Communication unit, 100 ... Parking charge control device, 200 ... Battery, 210 ... In-vehicle information terminal, 212 ... Display / input unit, 220 ... Vehicle charging ECU, PL1, PL2, PL3 ... Power system line, R1, R2, R3 ... Power relay, P ... Parking, PA ... Parking area, PS ... Parking space, PG ... Entrance, V ... Vehicle, Ta ... Estimated charging time, Tb: Required charging time.

Claims (3)

A parking area having a plurality of parking spaces where chargers are installed, and a power supply control device that supplies power independently for each parking area, with a parking area configured by grouping the plurality of parking spaces as a power supply system unit. A parking guidance device that is applied to a parking lot and guides a vehicle entering the parking lot,
Admission detection means for detecting admission of vehicles to the parking lot;
Parking area power supply determining means for determining whether or not power is supplied to each parking area;
Vehicle entry means for guiding a vehicle entering the parking area to the parking area to which power is supplied based on determination by the parking area power supply determination means when entry of the vehicle is detected. Features a parking guidance device. A scheduled charging time acquisition means for acquiring a scheduled charging time which is a scheduled time until charging in each parking area unit is completed for each of the parking areas to which power is supplied;
Charging required time acquisition means for acquiring a charging required time that is a time required for charging in a vehicle entering the parking lot, and
The vehicle guide means, when there are a plurality of parking areas to which power is supplied, preferentially guides to a parking area where the scheduled charging time is equal to or longer than the required charging time. The parking guidance apparatus according to 1. A parking number acquisition means for acquiring the number of parking for each parking area;
When there are a plurality of parking areas to which power is supplied, the vehicle guiding means guides to the parking area where the number of parked vehicles is the largest based on the number of parked vehicles acquired by the parking number acquiring device. The parking guidance device according to claim 1.

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