CN107206908A - 停车辅助装置 - Google Patents
停车辅助装置 Download PDFInfo
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Abstract
在使设置于地面的地面线圈(31)与设置于车辆(10)的底面的车辆线圈(11)对准的停车辅助装置中,检测车辆线圈(11)的电压,对所检测到的电压的变化率进行检测,在检测到的变化率从正变化为负的情况下向驾驶员通知第一制动,之后,在变化率从负变化为正的情况下向驾驶员通知第二制动。
Description
技术领域
本发明涉及停车辅助装置,对车辆侧的受电装置与地面侧的送电装置的对准进行辅助。
背景技术
近年来,正在开发一种不需要连接插头而以非接触方式对装载于电动汽车或混合动力汽车的电池进行充电的非接触充电***。在这种非接触充电***中,为了有效地进行充电,车辆侧的受电装置与地面侧的送电装置的对准变得重要。作为辅助该对准的发明,在专利文献1中记载了一种利用弱励磁来判定车辆侧的受电装置与地面侧的送电装置的距离并显示其结果的发明。
专利文献1:日本特开2011-015549号公报
发明内容
然而,在如专利文献1那样的通知的情况下,驾驶员不知道在哪个定时开始进行制动操作才好,有可能由于驾驶员的制动操作的延迟而导致超限(overrun)。
本发明是鉴于上述问题而完成的,其目的在于提供一种能够通过事先开始进行制动操作来提高对准的精度的停车辅助装置。
本发明的一个方式所涉及的停车辅助装置检测车辆线圈的电压,对所检测到的电压的变化率进行检测,在检测到的变化率从正变化为负的情况下向驾驶员通知第一制动,之后,在变化率从负变化为正的情况下向驾驶员通知第二制动。
附图说明
图1是具备包括本发明的第一实施方式所涉及的停车辅助装置的车辆以及供电装置的非接触充电***的整体结构图。
图2的(a)~(e)是说明受电线圈与送电线圈的位置关系的示意图。
图3是表示随着受电线圈靠近送电线圈而发生变化的受电线圈的电压的曲线图。
图4A是用于说明由本发明的第一实施方式所涉及的停车辅助装置进行的停车辅助动作的流程图。
图4B是用于说明由本发明的第一实施方式所涉及的停车辅助装置进行的停车辅助动作的流程图。
图5是具备包括本发明的第二实施方式所涉及的停车辅助装置的车辆以及供电装置的非接触充电***的整体结构图。
具体实施方式
下面,参照附图来说明本发明的实施方式。在附图的记载中对同一部分附加同一附图标记并省略说明。
[第一实施方式]
参照图1来说明本发明的第一实施方式所涉及的非接触充电***的结构。
如图1所示,非接触充电***包括配置于供电桩或停车空间等的供电装置30以及车辆10,从设置于供电装置30的送电线圈31向设置于车辆10的受电线圈11以非接触的方式供给电力。更为详细地说,非接触充电***在送电线圈31与受电线圈11之间通过电磁感应作用来以非接触状态进行高频电力的电力传输和电力接收。当对送电线圈31施加电压时,在送电线圈31与受电线圈11之间产生磁性耦合,来从送电线圈31向受电线圈11供给电力。此外,受电线圈11被配置在当将车辆10停放到停车空间的规定位置时与送电线圈31相向的位置处。
供电装置30具备向送电线圈31通入电流来进行励磁的电源单元32、控制电源单元32的动作的地面控制器33以及与车辆10的通信部19之间进行无线通信的通信部34。
车辆10具备设置于底面的受电线圈11、检测受电线圈11的电压的电压传感器12以及用于充入所接收到的电力的电池13。另外,车辆10还具备检测车速的车速传感器14、变速杆15、向驾驶员显示各种信息的显示部16、与供电装置30之间进行通信的通信部19以及车辆控制器18。
显示部16例如是车载导航装置,用于向驾驶员显示信息或接受驾驶员的操作。
车辆控制器18从电压传感器12、电池13、车速传感器14以及变速杆15接收信号,来控制显示部16中显示的信息。另外,当设置于车辆10的受电线圈11靠近送电线圈31时,车辆控制器18经由通信部19向通信部34发送测试信号送电请求。于是,地面控制器33检测测试信号送电请求并使送电线圈31输出测试信号。关于该测试信号,可以发送与充电开始后进行电力传输的情况相同的电力,但优选设定为比进行正式的电力传输时发送的信号弱的信号。然后,利用该测试信号从送电线圈31向受电线圈11进行弱励磁。
地面控制器33和车辆控制器18能够构成为例如包括中央运算单元(CPU)以及RAM、ROM、硬盘等存储部件的一体式计算机。此外,受电线圈11和送电线圈31既可以使用盘式也可以使用螺线管式。
接着,参照图2和图3对本实施方式所涉及的受电线圈11与送电线圈31的对准的方法进行说明。图3的纵轴是受电线圈11的电压,横轴是时间。
如图2的(a)、图3的区域A所示,当受电线圈11靠近送电线圈31时,从送电线圈31输出的磁通贯穿受电线圈11,由此在受电线圈11中产生电压。
接着,如图2的(b)、图3的区域B所示,当受电线圈11进一步靠近送电线圈31时,贯穿受电线圈11的磁通增加,在受电线圈11中产生的电压增加。
接着,如图2的(c)、图3的区域C所示,当受电线圈11进一步靠近送电线圈31时,贯穿受电线圈11的磁通交叉,将磁通互相抵消,因此在受电线圈11中产生的电压降低。
接着,如图2的(d)、图3的区域D所示,当受电线圈11进一步靠近送电线圈31时,贯穿受电线圈11的磁通的交叉消失,并且贯穿受电线圈11的磁通增加,因此在受电线圈11中产生的电压大幅地增加。
然后,如图2的(e)、图3的区域E所示,当受电线圈11与送电线圈31正对时,在受电线圈11中产生的电压最大。
如以上所说明的那样,随着受电线圈11靠近送电线圈31,在受电线圈11中产生的电压的变化率以正、负、正的形式变化。在本实施方式中利用该变化来进行对准辅助。具体地说,参照图4-A和图4-B所示的流程图对由车辆控制器18进行的对准辅助进行说明。例如驾驶员通过按下显示部16中显示的停车开始按钮来开始进行该处理。此外,在该流程图中假定后退停车并进行说明。
在步骤S101中,车辆控制器18将SQNO(序列号)设定为0。SQNO是在车辆控制器18进行规定的控制时使用的识别编号。
在步骤S102中,车辆控制器18从变速杆15获取档位。如果档位为倒挡,则车辆控制器18将REV设定为0,如果档位为驱动档,则车辆控制器18将REV设定为1。
在步骤S103中,车辆控制器18基于获取到的档位来判断车辆10的行进方向是否发生了变化。判断车辆10的行进方向的变化的理由后文叙述。首先,在此说明以下情况:车辆控制器18判断为行进方向没有发生变化,处理进入步骤S104。
在步骤S104中,车辆控制器18从电压传感器12获取受电线圈11的电压。
在步骤S105中,车辆控制器18将获取到的受电线圈11的电压换算为有效值。
在步骤S106中,车辆控制器18将受电线圈11的电压的变化率设为dV并利用以下示出的(1)式来计算该dV。
[数1]
dV=V(t)-V(t-1)···(1)
在步骤S107中,车辆控制器18判断是否为SQNO=0。在SQNO=0的情况下,处理进入步骤S108。另一方面,在不是SQNO=0的情况下,处理进入步骤S110。
在步骤S108中,车辆控制器18判断是否为dV>0。在dV>0的情况下,处理进入步骤S109。另一方面,在不是dV>0的情况下,处理返回到步骤S102。在步骤S108中为dV>0的情况表示受电线圈11的电压正在增加的情况。换句话说,dV>0的情况表示如图2的(b)、图3的区域B所示那样受电线圈11靠近了送电线圈31的情况。因此,在步骤S109中,车辆控制器18在向驾驶员进行通知的前一个阶段将SQNO设定为1。
在步骤S110中,车辆控制器18判断是否为SQNO=1。在SQNO=1的情况下,处理进入步骤S111。另一方面,在不是SQNO=1的情况下,处理进入步骤S114。
在步骤S111中,车辆控制器18判断是否为dV<0。在dV<0的情况下,处理进入步骤S112。另一方面,在不是dV<0的情况下,处理返回到步骤S102。在步骤S111中为dV<0的情况表示受电线圈11的电压从增加变为降低的情况。换句话说,在步骤S111中为dV<0的情况表示如图2的(c)、图3的区域C所示那样受电线圈11靠近了送电线圈31的情况。因此,在步骤S112中,车辆控制器18将SQNO设定为2。
然后,在步骤S113中由于SQNO=2,因此车辆控制器18开始向驾驶员进行第一通知。第一通知例如是催促驾驶员进行减速的通知。具体地说,车辆控制器18在显示部16中显示“请开始减速以使线圈正对”来催促驾驶员进行减速。由此,驾驶员能够掌握实施制动的定时。
在步骤S114中,车辆控制器18判断是否为SQNO=2。在SQNO=2的情况下,处理进入步骤S115。另一方面,在不是SQNO=2的情况下,处理进入步骤S122。
在步骤S115中,车辆控制器18判断是否为REV=1。在REV=1的情况下,处理进入步骤S116。另一方面,在不是REV=1的情况下,处理进入步骤S119。在此,先说明处理进入了步骤S119的情况,后说明处理进入了步骤S116的情况。
在步骤S119中,车辆控制器18判断是否为dV>0。在dV>0的情况下,处理进入步骤S120。另一方面,在不是dV>0的情况下,处理返回到步骤S102。在步骤S119中为dV>0的情况表示受电线圈11的电压从降低变为增加的情况。换句话说,在步骤S119中为dV>0的情况表示如图2的(d)、图3的区域D所示那样受电线圈11靠近了送电线圈31的情况。因此,在步骤S120中,车辆控制器18将SQNO设定为3。
然后,在步骤S121中由于SQNO=3,因此车辆控制器18开始向驾驶员进行第二通知。第二通知例如是催促驾驶员进行比第一通知时的制动强的制动的通知。具体地说,车辆控制器18在显示部16中显示“请强力地减速以使线圈正对”来催促驾驶员进行减速。由此,驾驶员能够掌握实施制动的定时。
在此,对在步骤S103中车辆控制器18判断行进方向的变化的理由进行说明。当驾驶员进行停车时,为了转弯等而有时进行换挡操作来改变行进方向。在该情况下,例如有时从图2的(c)所示的位置关系变为图2的(b)所示的位置关系、即车辆10向受电线圈11远离送电线圈31的方向行进。于是,受电线圈11的电压的变化率从负变为正。但是,在该情况下,由于受电线圈11远离送电线圈31,因此需要防止车辆控制器18进行第二通知。为此,将行进方向发生变化的情况下的受电线圈11的电压的变化率进行重置即可。另外,在将电压的变化率重置之后行进方向再次发生变化的情况下,车辆控制器18开始进行用于基于电压的变化率再次向驾驶员进行通知的控制。这一点是在步骤S103中车辆控制器18判断行进方向的变化的理由。
接着,对在车辆控制器18判断为行进方向发生变化后处理进入步骤S125的情况进行说明。在步骤S125中,车辆控制器18判断是否为SQNO=1。在SQNO=1的情况下,处理进入步骤S126。另一方面,在不是SQNO=1的情况下,处理进入步骤S127。
在步骤S126中,车辆控制器18将SQNO设定为0。由此,受电线圈11的电压的变化率被重置。
另一方面,在步骤S127中,车辆控制器18判断是否为SQNO=2或SQNO=3。在SQNO=2或SQNO=3的情况下,处理进入步骤S128。另一方面,在既不是SQNO=2也不是SQNO=3的情况下,由于SQNO=0,因此处理进入步骤S104。
在步骤S128中,车辆控制器18判断是否为REV=1。在REV=1的情况下,处理进入步骤S129,车辆控制器18将REV设定为0。另一方面,在不是REV=1的情况下,处理进入步骤S130,车辆控制器18将REV设定为1。
接着,对处理进入步骤S116的情况进行说明。
在步骤S116中,车辆控制器18判断是否为dV<0。在dV<0的情况下,处理进入步骤S117。另一方面,在不是dV<0的情况下,处理返回到步骤S102。
在步骤S117中,车辆控制器18将SQNO设定为0。接着,在步骤S118中,车辆控制器18将REV设定为0。由此,受电线圈11的电压的变化率被重置。
接着,在步骤S122中,车辆控制器18判断是否为REV=1。在REV=1的情况下,处理进入步骤S123。另一方面,在不是REV=1的情况下,处理进入步骤S131。
在步骤S123中,车辆控制器18判断是否为dV>0。在dV>0的情况下,处理进入步骤S124。另一方面,在不是dV>0的情况下,处理返回到步骤S102。
在步骤S124中,车辆控制器18将SQNO设定为2。由此,受电线圈11的电压的变化率被重置。
接着,在步骤S131中,车辆控制器18判断是否为V(t)>Vth。Vth是用于判断车辆10是否处于规定的位置的阈值,换句话说是用于判断受电线圈11与送电线圈31是否正对的阈值。在V(t)>Vth的情况下,处理进入步骤S132。另一方面,在不是V(t)>Vth的情况下,处理返回到步骤S102。
在步骤S132中,车辆控制器18在显示部16中显示使车辆10停止。驾驶员能够根据第一通知和第二通知来掌握正在靠近送电线圈31的情况,进而开始进行减速,因此能够立即使车辆10停止。
如以上所说明的那样,第一实施方式所涉及的停车辅助装置根据受电线圈11的电压的变化率来判断受电线圈11是否靠近了送电线圈31,基于该判断来通知驾驶员。具体地说,停车辅助装置在受电线圈11的电压的变化率从正变化为负的情况下进行第一通知来催促驾驶员进行减速。接着,停车辅助装置在受电线圈11的电压的变化率从负变化为正的情况下进行第二通知来催促驾驶员进行减速。由此,驾驶员能够容易地掌握实施制动的定时,能够防止受电线圈11与送电线圈31的对准时的超限或未及(shortrun)。
另外,第一实施方式所涉及的停车辅助装置基于档位的信息来将受电线圈11的电压的变化率重置,因此即使在停车时驾驶员进行转弯等也能够通知驾驶员实施制动的适当的定时。
此外,在第一实施方式中,设为使显示部16显示第一通知和第二通知来进行了说明,但车辆控制器18也可以利用声音来进行通知。另外,作为第一通知,催促进行弱制动,作为第二通知,催促进行强制动,但各个通知并不限于此,也可以使第一通知和第二通知的制动的强度相同。另外,也可以是,作为第一通知,催促驾驶员进行制动的准备,作为第二通知,催促进行制动。另外,也可以是,作为第一通知,催促减速至第一速度,作为第二通知,催促减速至与第一速度不同的第二速度。另外,在具有自动驾驶功能的情况下,也可以是,作为第一通知,催促驾驶员进行制动的准备,作为第二通知,一边催促进行制动一边进行自动制动。
此外,在本实施方式中对后退停车进行了说明,但也能够应用于前进停车、纵向停车。
[第二实施方式]
接着,参照图5来说明第二实施方式。第二实施方式与第一实施方式的不同之处在于第二实施方式所涉及的车辆10具备自动驾驶装置17。在第二实施方式中,对与第一实施方式中说明过的部位相同的部位分别附加相同的附图标记并省略其详细说明。
自动驾驶装置17基于车辆的行驶状态和车辆外部的信息来自动进行车辆的行驶控制,对制动器20、加速器(未图示)进行控制。驾驶员能够利用显示部16中显示的自动/手动驾驶选择按钮来选择自动驾驶。当选择自动驾驶按钮时,自动驾驶装置17自动地开始停车。
此外,自动驾驶装置17能够利用地图和交通信息等的数据库、摄像头、雷达传感器等获取车辆的外部信息的设备以及基于这些数据库、设备的信息来控制各种致动器的行驶控制控制器来构成。
自动停车时的对准辅助的控制内容与在第一实施方式中说明过的图4-A和图4-B的流程图大致相同,不同之处在于步骤S113、步骤S121以及步骤S132的处理。以下,对不同点进行说明。
在步骤S113中,自动驾驶装置17使制动器20以第一制动力进行自动制动来使车辆10减速。
在步骤S121中,自动驾驶装置17使制动器20以比第一制动力强的第二制动力进行自动制动来使车辆10减速。
在步骤S132中,自动驾驶装置17使车辆10停车。
这样,第二实施方式所涉及的停车辅助装置根据受电线圈11的电压的变化率来判断受电线圈11是否靠近了送电线圈31,基于该判断来自动进行制动。具体地说,停车辅助装置在受电线圈11的电压的变化率从正变化为负的情况下使车辆10以第一制动力进行减速。接着,停车辅助装置在受电线圈11的电压的变化率从负变化为正的情况下使车辆10以比第一制动力强的第二制动力进行减速。这样,停车辅助装置能够容易地掌握进行制动的定时,能够防止受电线圈11与送电线圈31的对准时的超限或未及。
另外,第二实施方式所涉及的停车辅助装置基于档位的信息来将受电线圈11的电压的变化率重置,因此即使在停车时为了躲避障碍物等而进行了转弯等也能够准确地掌握实施制动的定时。
此外,在第二实施方式中,作为由自动驾驶装置17进行的控制,对第一制动力和比第一制动力强的第二制动力进行了说明,但第一制动力与第二制动力的强度也可以相同。另外,也可以使车辆减速至第一速度来代替使车辆以第一制动力进行减速,使车辆10减速至比第一速度慢的第二速度来代替使车辆以第二制动力进行减速。
如上述那样记载了本发明的实施方式,但不应该理解为构成本公开的一部分的论述及附图用于限定本发明。对于本领域的技术人员来说,显然能够根据本公开来知晓各种替代实施方式、实施例以及运用技术。
附图标记说明
10:车辆;11:受电线圈;12:电压传感器;17:自动驾驶装置;18:车辆控制器;31:送电线圈。
Claims (4)
1.一种停车辅助装置,用于使设置于地面的地面线圈与设置于车辆的底面的车辆线圈对准,该停车辅助装置的特征在于,具备:
电压传感器,其检测所述车辆线圈的电压;
变化率检测部,其对由所述电压传感器检测到的电压的变化率进行检测;以及
通知控制部,其在由所述变化率检测部检测到的变化率从正变化为负的情况下向驾驶员通知第一制动,之后,在所述变化率从负变化为正的情况下向所述驾驶员通知第二制动。
2.根据权利要求1所述的停车辅助装置,其特征在于,
所述通知控制部检测档位,在检测到的档位发生变化的情况下将所述变化率重置。
3.一种停车辅助装置,用于使设置于地面的地面线圈与设置于车辆的底面的车辆线圈对准,该停车辅助装置的特征在于,具备:
电压传感器,其检测所述车辆线圈的电压;
变化率检测部,其对由所述电压传感器检测到的电压的变化率进行检测;以及
自动驾驶控制部,其在由所述变化率检测部检测到的变化率从正变化为负的情况下进行第一自动制动,之后,在所述变化率从负变化为正的情况下进行第二自动制动。
4.根据权利要求3所述的停车辅助装置,其特征在于,
所述自动驾驶控制部检测档位,在检测到的档位发生变化的情况下将所述变化率重置。
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