Control device, control method, and control program

Abstract

To provide a control device, a control method, and a control program that increase a possibility of being able to output a power requested by a power reception side.SOLUTION: A control device 100 includes: an acquisition part 50a that acquires required power information indicating a required power that is a target value of a power supplied to a power grid 15 via a power reception device 18; and a derivation part 50b that derives a target parking position based on the acquired required power information and power transmission efficiency information 40a indicating a power transmission efficiency for each positional relationship between a power reception coil 19 and a power supply coil 20. The derivation part 50b derives the target parking position having a second positional relationship different from the first positional relationship having the highest power transmission efficiency according to the magnitude of the required power.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a control device, a control method, and a control program. [Background technology]

[0002] Conventionally, systems for transferring power between a vehicle equipped with a battery for driving and an external device have been known. For example, Patent Documents 1 and 2 describe configurations for contactlessly feeding power from a power feeding unit including a primary coil provided in a parking space in a parking lot to a power receiving unit including a secondary coil provided in the vehicle. Patent Document 3 describes a configuration for feeding power from a vehicle to an external device. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2011-217461 [Patent Document 2] Japanese Patent Application Laid-Open No. 2011-217462 [Patent Document 3] Japanese Patent Application Laid-Open No. 2014-239621 Summary of the Invention [Problem to be solved by the invention]

[0004] When power is exchanged contactlessly, for example, as described above, electromagnetic induction is used between a coil on the power supply side and a coil on the power receiving side to exchange power. In this case, typically, to improve power supply efficiency (in other words, to reduce power supply loss), the relative positions of the coils on the power supply side and the power receiving side are adjusted to positions where the degree of coupling between the coils is high before power is supplied. For example, power is supplied by positioning the centers of the coils on the power supply side and the power receiving side so that they face each other. However, if the coils are always positioned at positions where the degree of coupling is high, for example, there is a risk that the power supply side may not be able to output the power required by the power receiving side.

[0005] The present invention provides a control device, a control method, and a control program that increase the possibility that the power requested by the power receiving side can be output. [Means for solving the problem]

[0006] The present invention provides A control device that derives a target parking position of an electric vehicle in a parking space when power is exchanged contactlessly between a power receiving device that has a primary coil installed in the parking space and that can supply power received by the primary coil to a predetermined power grid and an electric vehicle that has a secondary coil, the control device comprising: The control device an acquisition unit that acquires required power information indicating required power, which is a target value of power to be supplied to the power grid via the power receiving device; a derivation unit that derives the target parking position based on the acquired required power information and power transmission efficiency information that indicates power transmission efficiency for each positional relationship between the primary coil and the secondary coil; and Equipped with The derivation unit derives the target parking position that has a second positional relationship different from the first positional relationship in which the power transmission efficiency is highest, according to the magnitude of the requested power.

[0007] The present invention also provides a computer that derives a target parking position of an electric vehicle in a parking space when power is exchanged contactlessly between a power receiving device that has a primary coil installed in the parking space and that is capable of supplying power received by the primary coil to a predetermined power grid and an electric vehicle that has a secondary coil, acquire required power information indicating required power, which is a target value of power to be supplied to the power grid via the power receiving device; deriving the target parking position based on the acquired required power information and power transmission efficiency information indicating power transmission efficiency for each positional relationship between the primary coil and the secondary coil; A process is executed to derive the target parking position that has a second positional relationship different from the first positional relationship that has the highest power transmission efficiency, depending on the magnitude of the requested power.

[0008] The present invention also provides a computer that derives a target parking position of an electric vehicle in a parking space when power is exchanged contactlessly between a power receiving device that has a primary coil installed in the parking space and that can supply power received by the primary coil to a predetermined power grid and an electric vehicle that has a secondary coil; acquire required power information indicating required power, which is a target value of power to be supplied to the power grid via the power receiving device; deriving the target parking position based on the acquired required power information and power transmission efficiency information indicating power transmission efficiency for each positional relationship between the primary coil and the secondary coil; A process is executed to derive the target parking position that has a second positional relationship different from the first positional relationship that has the highest power transmission efficiency, depending on the magnitude of the requested power. [Effects of the Invention]

[0009] According to the present invention, it is possible to increase the possibility that the power requested by the power receiving side can be output. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is a diagram illustrating an example of a V2G system according to an embodiment of the present invention. [Figure 2] FIG. 1 is a diagram showing an example of contactless power transmission, in which an electric vehicle is parked in a parking space and contactless power supply is being performed. [Figure 3] 1 is a block diagram showing the configuration of an electric vehicle equipped with a control device according to an embodiment of the present invention. [Figure 4] FIG. 10 is a diagram illustrating an example of a kQ map. [Figure 5] FIG. 10 is a diagram illustrating an example of required power information. [Figure 6] 10 is a flowchart illustrating an example of a process for deriving a target parking position. DETAILED DESCRIPTION OF THE INVENTION

[0011] A control device, a control method, and a control program according to an embodiment of the present invention will be described below with reference to the drawings.

[0012] The control device in this embodiment is mounted on, for example, an electric vehicle. When participating in V2G (Vehicle to Grid) described below, the control device performs control to derive a parking position of the electric vehicle for aligning the coil when contactlessly transferring (charging and discharging) power with an external power system. The electric vehicle is, for example, an EV (Electrical Vehicle) or a PHEV (Plug-in Hybrid Electric Vehicle) equipped with a chargeable and dischargeable power storage device.

[0013] [V2G system] V2G, which electric vehicles can participate in, is a system that exchanges electricity between electric vehicles and power grids, including commercial power grids. When the electric vehicles are not being used as a means of transportation, the battery devices installed on the electric vehicles are used as power storage facilities. Therefore, electricity is exchanged in both directions between electric vehicles participating in V2G and the power grid.

[0014] Fig. 1 is a diagram showing the overall configuration of a V2G system 1. As shown in Fig. 1, the V2G system 1 includes a power storage system 3 owned or used by each of a plurality of consumers 2 that use electric power, a power generation device 4, and an aggregator server 5.

[0015] The power storage system 3 includes an electric vehicle 10, a gateway (GW) 11, and a charging / discharging facility 12. The electric vehicle 10 includes a battery 13, which is a power storage device. As described above, the electric vehicle 10 is, for example, an EV or a PHEV. The battery 13 is a battery that supplies electric power for running the electric vehicle 10 to a motor (not shown), which is a driving force source. The electric vehicle 10 may be a privately owned vehicle, a vehicle used by a business operator for business purposes, a shared car, or the like.

[0016] The gateway 11 is provided in, for example, a dwelling unit 14 and is capable of communicating with a power grid 15 and a charging / discharging facility 12 .

[0017] The charging / discharging facility 12 and the power generation device 4 are connected to a power grid 15. The power generation device 4 includes, for example, a power plant operated by a power company that generates electricity using energy such as thermal power, wind power, nuclear power, or solar power. The power generated by the power generation device 4 can be supplied to the charging / discharging facility 12 through the power grid 15. The power grid 15 is, for example, an electric power system.

[0018] The charging / discharging equipment 12 is provided in the dwelling unit 14 and charges and discharges the battery 13 mounted on the electric vehicle 10. When the battery 13 is discharged, the power provided from the battery 13 is consumed by the power load within the dwelling unit 14, or can be provided to the power grid 15 via a power line installed in the dwelling unit 14. The charging / discharging equipment 12 can also charge the battery 13 with power received from the power grid 15.

[0019] When power is exchanged between the power grid 15 and the battery 13, the electric vehicle 10 and the charging / discharging facility 12 charge and discharge the battery 13 under the control of a control device 100 provided in the electric vehicle 10. For example, when a power shortage occurs in the power grid 15, the control device 100 instructs the electric vehicle 10 and the charging / discharging facility 12 via the gateway 11 to discharge the battery 13, thereby causing the battery 13 to supply power to the power grid 15. Furthermore, when a power surplus occurs in the power grid 15, the control device 100 instructs the electric vehicle 10 and the charging / discharging facility 12 via the gateway 11 to charge the battery 13, thereby reducing the power surplus in the power grid 15. In this way, the control device 100 can provide power resources to the power grid 15 using the power of the battery 13 installed in the electric vehicle 10.

[0020] The aggregator server 5 is a server used by, for example, an energy aggregator. The aggregator server 5 performs energy transactions in an energy market or the like. The control device 100 communicates with the aggregator server 5 via a communication network N, and provides a required amount of energy from the battery 13 to the energy grid 15, or causes the battery 13 to receive (i.e., charge) energy from the energy grid 15. For example, in response to a request from the aggregator server 5, the control device 100 controls the electric vehicle 10 and the charging / discharging equipment 12 to discharge the battery 13, thereby providing the requested amount of energy to the energy grid 15. In addition, in response to a request from the aggregator server 5, the control device 100 may control the electric vehicle 10 and the charging / discharging equipment 12 to charge the battery 13, thereby receiving the requested amount of energy from the energy grid 15. In this way, the electric vehicle 10 equipped with the battery 13 can appropriately control the amount of energy by charging or discharging the battery 13.

[0021] [Principle of contactless power transmission] The principle of contactless power transmission will now be described. As described above, in this embodiment, power is exchanged contactlessly between the vehicle and an external power system. Specifically, contactless power transmission is performed between the electric vehicle 10 and equipment provided in a specified parking space 16. As contactless power transmission, power transmission from the equipment provided in the parking space 16 to the electric vehicle 10 (contactless charging) and power transmission from the electric vehicle 10 to the equipment provided in the parking space 16 (contactless power supply) are possible. In the example described below, a case where the electric vehicle 10 performs contactless power supply to the equipment provided in the parking space 16 will be described as contactless power transmission.

[0022] 2, the contactless power supply system is carried out between a power supply device (or power transmission device) 17 that is provided in an electric vehicle 10 and supplies (or transmits) power discharged from a battery 13, and a power receiving device 18 that is installed in a predetermined parking space 16 and receives power transmitted contactlessly from the power supply device 17, and power is supplied from the power supply device 17 to the power receiving device 18 using, for example, magnetic coupling between coils such as a magnetic field resonance method or an electromagnetic induction method, or an electric field resonance method. This makes it possible to supply power from the electric vehicle 10 to a power grid 15.

[0023] Power feeding device 17 is provided, for example, under the floor of electric vehicle 10 while being covered with pad 20a, and includes power feeding coil 20 that feeds DC power, and a power converter (not shown) that converts the fed power from DC power to AC power. Possible shapes of power feeding coil 20 in plan view include, for example, a circle, ellipse, square, rectangle, etc. Furthermore, when power feeding coil 20 is a square or rectangle, for example, the size of each side is expected to be approximately several tens of centimeters to several meters. In the example shown in FIG. 2, power feeding device 17 is provided under the floor at the front of electric vehicle 10, but it may be provided at any position, such as the rear of the vehicle.

[0024] Power receiving device 18 includes, for example, a power receiving coil 19 that is covered with a pad 19a and placed on the ground of parking space 16, and that wirelessly receives power transmitted from power feeding device 17, and charging / discharging equipment 12. Similar to power feeding coil 20, the shape of power receiving coil 19 is assumed to be, for example, circular, elliptical, square, rectangular, or the like in a plan view. In this embodiment, power receiving coil 19 and power feeding coil 20 have the same shape and size. Furthermore, power receiving coil 19 corresponds to the "primary coil" in this disclosure, and power feeding coil 20 corresponds to the "secondary coil" in this disclosure.

[0025] The charging / discharging facility 12 includes a connection unit 21 including a cable and a connector, and a digital communication unit 22. The connection unit 21, when connected to an inlet 23 of the electric vehicle 10, exchanges power between the charging / discharging facility 12 and the electric vehicle 10. The digital communication unit 22 is connected via the gateway 11, and superimposes a signal obtained from the aggregator server 5 on the power exchanged between the charging / discharging facility 12 and the electric vehicle 10. Therefore, when the connection unit 21 is connected to the inlet 23 of the electric vehicle 10, a control signal from the aggregator server 5 is sent to the electric vehicle 10.

[0026] When the electric vehicle 10 is parked in a position where the power feeding coil 20 in the power feeding device 17 and the power receiving coil 19 in the power receiving device 18 face each other, power is supplied from the power feeding coil 20 to the power receiving coil 19, and power transmission (i.e., power supply) is performed contactlessly.

[0027] [Electric vehicle configuration] Next, a description will be given of the configuration of the electric vehicle 10 including the control device 100. As shown in Fig. 3, the electric vehicle 10 has a sensor group 30, a communication unit 31, a battery 13, the control device 100, and the power supply device 17 described above.

[0028] The sensor group 30 acquires various detection values ​​used for, for example, parking control by the control device 100. The sensor group 30 includes, for example, a camera 30a, a sonar 30b, and a voltage sensor 30c.

[0029] The camera 30a captures images of the surroundings of the electric vehicle 10 to obtain recognition data (for example, peripheral images) for recognizing the external environment of the electric vehicle 10. The camera 30a includes, for example, a front camera, a rear camera, a left side camera, and a right side camera, and captures a front image, a rear image, a left side image, and a right side image as peripheral images. Note that the number of cameras 30a is arbitrary, and for example, the left side camera and the right side camera do not need to be provided.

[0030] The sonar 30b emits sound waves around the electric vehicle 10 and receives reflected sound from other objects. A plurality of sonars 30b are provided, for example, in front, behind, left and right of the electric vehicle 10.

[0031] The voltage sensor 30c detects the voltage value of the battery 13 (hereinafter referred to as the battery voltage).

[0032] Although not shown, the sensor group 30 may also include a temperature sensor for the battery 13, a radar, a lidar, a vehicle speed sensor, a wheel speed sensor, and the like.

[0033] The communication unit 31 is a communication interface that communicates with external devices under the control of the control device 100. The control device 100 can communicate with the power receiving device 18, the power grid 15, the display unit 200, the charging / discharging equipment 12, the aggregator server, etc. via the communication unit 31. The display unit 200 is a display or the like that displays the target parking position derived by the control device 100, and is assumed to be, for example, a display of a mobile terminal owned by a user such as a passenger or owner of the electric vehicle 10 (hereinafter simply referred to as the user), or a display of a navigation device (not shown) mounted on the electric vehicle 10. In this embodiment, the display unit 200 is assumed to be an external display of a mobile terminal or the like.

[0034] Battery 13 is a chargeable and dischargeable power storage device, and is configured by, for example, a secondary battery such as a lithium-ion battery or a nickel-metal hydride battery, or a capacitor, an all-solid-state battery, etc. Battery 13 can supply stored power to a motor (not shown) that is the driving power source of electric vehicle 10, and can store power supplied from charging / discharging equipment 12 and power regenerated by the motor.

[0035] The control device 100 includes a storage unit 40 and a processing unit 50. The storage unit 40 stores power transmission efficiency information 40a indicating power transmission efficiency, as well as various other data and programs.

[0036] The power transfer efficiency information 40a is information indicating the power transfer efficiency for each positional relationship between the power transfer coil 20 and the power receiving coil 19. For example, the power transfer efficiency information 40a includes information indicating a "Q value" indicating the coil quality of the power transfer coil 20 and the power receiving coil 19, and information indicating "k" which is a coupling coefficient for each positional relationship between the power transfer coil 20 and the power receiving coil 19. Alternatively, the power transfer efficiency information 40a may be information indicating "kQ", which is the product of "k" and the Q value for each positional relationship between the power transfer coil 20 and the power receiving coil 19. In this embodiment, it is assumed that a kQ map, which is a map of information indicating kQ for each positional relationship between the power transfer coil 20 and the power receiving coil 19, is stored in the storage unit 40 as the power transfer efficiency information 40a.

[0037] Fig. 4 is a diagram showing an example of such a kQ map, in which the vertical axis indicates the amount of axial misalignment (hereinafter also referred to as axial misalignment), which is the deviation between the center of the power receiving coil 19 and the center of the power feeding coil 20 in the vehicle longitudinal direction, and the horizontal axis indicates the amount of axial misalignment in the vehicle width direction. In the example of Fig. 4, the positions (cells) or ranges without black hatching in the central portion indicate the kQ when the coil centers of the power receiving coil 19 and the power feeding coil 20 face each other (or can be said to be almost face each other), and these positions are the positions where kQ is highest. In other words, in the positions or ranges without black hatching, the amount of axial misalignment in the vehicle longitudinal direction and the amount of axial misalignment in the vehicle width direction are both "0" (or nearly "0")

[0038] Then, kQ decreases stepwise from the position or range without black hatching toward the outside. In other words, kQ decreases as the absolute value of the amount of axial deviation in at least one of the vehicle longitudinal direction and vehicle width direction increases. Note that in the example shown in FIG. 4, positions indicated by the same hatching have the same kQ. Specific calculation methods for kQ will be described later.

[0039] The processing unit 50 is configured with, for example, a CPU, RAM, ROM, etc. The processing unit 50 executes various programs stored in the storage unit 40 and the ROM. In conventionally known contactless power transmission, in order to improve power supply efficiency (in other words, to suppress power supply loss), the relative positions of the coils on the power supply side and the power receiving side are adjusted to positions where the degree of coupling between the coils is high. For example, the centers of the coils on the power supply side and the power receiving side are made to face each other. On the other hand, if the coils are placed in positions where the degree of coupling is high, there is a risk that the power required by the power receiving side cannot be output, for example.

[0040] Specifically, when electric vehicle 10 participates in V2G, electric vehicle 10 may not be able to output the power required by power grid 15, which is the power receiving side. The required power changes over time depending on the balance between supply and demand of consumer 2. FIG. 5 is a diagram showing an example of the time series transition of the required power required by power grid 15 over a predetermined period (e.g., 24 hours) (corresponding to the required power information of the present disclosure). As can be seen from FIG. 5, for example, during a time period from around 1:00 AM to around 7:00 AM, the required power is smaller than during other time periods. On the other hand, during a time period from around 10:00 AM to around 7:00 PM, the required power is larger than during other time periods. In other words, during time periods when human activity is high, the supply of power from power grid 15 to consumer 2 is insufficient, and the required power increases. Conversely, during time periods when human activity is low, the supply of power from power grid 15 to consumer 2 is excessive, and the required power decreases. In this way, the amount of power required on the power receiving side changes. Therefore, if the coils on the power supply side and the power receiving side are always positioned at positions with a high degree of coupling, the power output from the power supply side may be greater than the power required by the power receiving side. In other words, the power required by the power receiving side cannot be output. Therefore, in this embodiment, in order to prevent such a situation where the power required by the power receiving side cannot be output (in other words, to increase the possibility of outputting the required power), the control device 100 is configured to derive a target parking position for the electric vehicle 10 in the parking space 16 so that the coil position can be adjusted according to the power required by the power receiving side.

[0041] Specifically, the processing unit 50 executes a program that derives a target parking position for the electric vehicle 10 in the parking space 16, as an example of a program stored in the storage unit 40. When the program is executed, the processing unit 50 functions as an acquisition unit 50a, a derivation unit 50b, a display control unit 50c, and a movement instruction unit 50d. Note that, hereinafter, the processes described as being performed by the acquisition unit 50a, the derivation unit 50b, the display control unit 50c, and the movement instruction unit 50d are processes realized by the processing unit 50.

[0042] The acquisition unit 50a acquires required power information indicating required power, which is a target value of power to be supplied to the power grid 15, via the power receiving device 18. Specifically, the acquisition unit 50a acquires information indicating the time series change in required power over a predetermined period of time, as described above with reference to FIG. 5, from the power grid 15. Alternatively, the acquisition unit 50a may periodically acquire the required power information from the power grid 15, store the required power information in the storage unit 40, and, when a power supply request is received from the user of the electrically powered vehicle 10, refer to the storage unit 40 to acquire the required power information.

[0043] The derivation unit 50b derives a target parking position for the electric vehicle 10 in the parking space 16 based on the required power information acquired by the acquisition unit 50a and power transfer efficiency information (i.e., kQ map) 40a indicating the power transfer efficiency for each positional relationship between the power receiving coil 19 and the power feeding coil 20. Specifically, the derivation unit 50b references the kQ map of FIG. 4 previously stored in the storage unit 40, and derives a target parking position for the electric vehicle 10 in the parking space 16 in accordance with the required power from the power grid 15. That is, the derivation unit 50b derives the position of the power feeding coil 20 to be opposed to the center of the power receiving coil 19 based on the amount of axial misalignment in the kQ map in accordance with the required power from the power grid 15, and derives a target parking position for the electric vehicle 10 based on the derived position. At this time, depending on the power required from the power grid 15, the derivation unit 50b may derive a position of the power feeding coil 20 that is different from the positional relationship that maximizes power transmission efficiency (i.e., a positional relationship in which the center of the power receiving coil 19 faces the center of the power feeding coil 20). That is, in this embodiment, a position other than the coil center that maximizes power transmission efficiency may be derived as the target parking position. Note that the positional relationship in which the center of the power receiving coil 19 faces the center of the power feeding coil 20 corresponds to the "first positional relationship in which power transmission efficiency is maximized" in the present disclosure. Furthermore, the positional relationship in which the center of the power receiving coil 19 faces a part other than the center of the power feeding coil 20, depending on the required power, corresponds to the "second positional relationship" in the present disclosure.

[0044] Note that the power requested from the power grid 15 changes over time as described above, and the power supplied from the electric vehicle 10 may also change depending on the remaining charge of the battery 13, etc., so it may not be possible to output the power requested from the power grid 15 in all time periods. Therefore, the derivation unit 50b derives, as the target parking position, a position where the period during which the requested power from the power grid 15 can be satisfied is equal to or greater than a predetermined percentage within a predetermined period (e.g., 24 hours). Alternatively, the derivation unit 50b may derive, as the target parking position, a position where the period during which the requested power from the power grid 15 can be satisfied is the longest.

[0045] The display control unit 50c displays the target parking position of the electric vehicle 10 derived by the derivation unit 50b on a predetermined display unit 200. That is, in order to notify the user of the electric vehicle 10 of the derived target parking position, the display control unit 50c transmits information about the target parking position to a mobile terminal or the like equipped with the display unit 200 via the communication unit 31, and causes the display unit 200 to display the target parking position.

[0046] The movement instruction unit 50d instructs the electric vehicle 10 to automatically move to the target parking position derived by the derivation unit 50b. That is, the movement instruction unit 50d instructs the electric vehicle 10 to move to the target parking position displayed on the display unit 200. Various conventionally known methods may be used to control the electric vehicle 10 to automatically park at the target parking position. For example, the control device 100 controls a steering device, a motor serving as a driving force source, a brake device, and the like (not shown) to park the electric vehicle 10 at the target parking position displayed on the display unit 200. During this automatic parking, the control device 100 automatically moves and parks the electric vehicle 10 at the target parking position in the parking space 16 based on external recognition data acquired by the camera 30a and sonar 30b, etc.

[0047] [Example of control to derive target parking position by a control device] Next, a specific control example for deriving a target parking position of the electric vehicle 10 in the parking space 16 will be described. As described above, the control device 100 derives the target parking position based on the requested power from the power grid 15 and kQ including the coupling coefficient between the power receiving coil 19 and the power feeding coil 20.

[0048] Specifically, the control device 100 uses the function of the acquisition unit 50a to acquire required power information, which is the power required from the power grid 15. As described above, the acquisition means for the required power information may communicate with the power grid 15 and acquire the information each time a target parking position is derived, or may periodically acquire the required power information from the power grid 15, store the information in the storage unit 40, and acquire the information by referring to the storage unit 40.

[0049] The control device 100 also acquires the voltage V1 at the power supply device 17, the voltage V2 at the power receiving device 18, and the kQ map. The voltage V1 at the power supply device 17 is, for example, the voltage of the battery 13, and the control device 100 acquires the voltage value input to the control device 100 from the voltage sensor 30c using the function of the derivation unit 50b. The voltage V2 at the power receiving device 18 is a voltage (for example, 100V in Japan) based on the region where the power receiving device 18 is installed (a voltage determined in each country or region), and the control device 100 acquires the voltage V2 by communicating with the power receiving device 18. Alternatively, since the voltage V2 is a value determined in advance for each region, it can be said to be a fixed value, and therefore the control device 100 may acquire the voltage V2 without communicating with the power receiving device 18.

[0050] As described above, the kQ map is determined by the product of the coupling coefficient "k" between the receiving coil 19 and the power feeding coil 20 and the "Q value," which is the quality of the coil. Since "Q" in kQ is a fixed value determined in advance depending on the quality of the coil, it can be said that kQ is essentially determined by the coupling coefficient "k." The coupling coefficient "k" is determined, for example, according to the height distance between the receiving coil 19 and the power feeding coil 20 and the axial misalignment (axial misalignment distance) between the centers of the receiving coil 19 and the power feeding coil 20. In other words, the shorter the height distance between the receiving coil 19 and the power feeding coil 20 and the smaller the horizontal axial misalignment, the shorter the relative distance between the receiving coil 19 and the power feeding coil 20, and the greater the magnitude of the power that can be fed and the greater the power transmission efficiency. In other words, the magnitude of the power that can be fed and the power transmission efficiency change depending on the relative distance between the receiving coil 19 and the power feeding coil 20. Although the vehicle height may vary depending on the vehicle model, the vertical distance between the power receiving coil 19 and the power supply coil 20 is uniquely determined for each vehicle model and can therefore be considered a fixed value. Therefore, it can be said that the coupling coefficient "k" essentially determines the amount of power that can be supplied and the power transmission efficiency depending on the amount of axial misalignment in the horizontal direction. The horizontal direction includes the vehicle's fore-and-aft direction and vehicle's width direction.

[0051] In this embodiment, the position of the power supply coil 20 to face the center of the power receiving coil 19 is determined using kQ in accordance with the power required from the power grid 15, and the target parking position of the electric vehicle 10 is derived based on the determined position.

[0052] Here, a calculation method for kQ at each position (each cell) in the kQ map will be described. The kQ for each position is determined in advance, for example, through experiments. Specifically, for example, the centers of the power supply coil 20 and the power receiving coil 19 are aligned so that the axial misalignment is "0" (or nearly "0"), and kQ at that position is calculated. Then, based on the aligned coil centers as a reference, the coil centers are shifted by an arbitrary amount in the longitudinal direction (longitudinal direction) or transverse direction (lateral direction) of the vehicle (i.e., the axial misalignment is set to an arbitrary amount). Then, kQ at the position where the coil centers are shifted by the arbitrary amount is calculated. Similar processing is performed for all positions, and kQ at all positions is calculated. After calculating kQ at all positions, mapped data as shown in FIG. 4 is generated and transmitted to the control device 100. The control device 100 receives the data and stores it in the storage unit 40 as power transmission efficiency information 40a. The control device 100 then obtains kQ based on the amount of axial misalignment by referring to the storage unit 40 using the function of the derivation unit 50b. Note that if the calculated kQ has a pattern, such as "positions shifted by the same amount from a state in which the coil centers are opposed to each other will have the same kQ," as in the map shown in FIG. 4, it is possible to calculate kQ at multiple arbitrary positions rather than calculating kQ at all positions, and to consider that kQ at all positions has been calculated. Furthermore, the kQ map may be determined in advance by experiments or the like, or may be obtained, for example, during the process of parking the electric vehicle 10 in the parking space 16, and the obtained data may be accumulated to form a map and stored in the storage unit 40.

[0053] Next, the derivation unit 50b acquires the power that can be output at each position of the power feeding coil 20 based on the acquired parameters (voltage V1, voltage V2, and kQ for each position). Here, the power that can be output at each position of the power feeding coil 20 refers to the power that can be output at each position of the power feeding coil 20 when the position is opposed to the center of the power receiving coil 19. As described above, kQ can change depending on the amount of axial misalignment between the coil centers. Therefore, the power that can be output (in other words, power that can be fed) changes accordingly. However, the power that can be output can also change depending on the values ​​of voltage V1 and voltage V2. In particular, among the acquired parameters, the voltage V1 of the power feeding device 17 is a battery voltage and therefore changes depending on the remaining charge of the battery 13. In other words, the voltage V1 can change over time. Therefore, the time series transition of the power that can be output is acquired for each position of the power feeding coil 20. For example, the derivation unit 50b predicts the remaining charge of the battery 13 due to power supply from the battery 13 and consumption of the battery 13 during running, and predicts the time series transition of the voltage V1 at the power supply device 17 based on the prediction. Then, based on the predicted voltage V1, voltage V2, and kQ for each position of the power supply coil 20, the derivation unit 50b obtains the time series transition of the power that can be output at each position of the power supply coil 20. The obtained time series transition of the power is the actual value that can be supplied from the electric vehicle 10 (hereinafter, also simply referred to as the actual value). This actual value is represented by data similar to the time series transition of the required power described in FIG. 5, for example.

[0054] Next, the derivation unit 50b compares the actual value of power that can be supplied from the electric vehicle 10 with a required value (hereinafter simply referred to as the required value) that is the power required from the power grid 15, for each position of the power feeding coil 20. That is, by performing this comparison, it is possible to determine to what extent the required power, which changes over time, can be satisfied for each position of the power feeding coil 20. Then, based on this comparison, the derivation unit 50b acquires, for each position of the power feeding coil 20, a position where the required power can be satisfied for a period equal to or greater than a predetermined percentage. As described above, the required power from the power grid 15 changes over time, and the power supplied from the electric vehicle 10 also changes depending on the remaining charge of the battery 13, etc., so it may not be possible to output the power required by the power grid 15 in all time periods. Therefore, the derivation unit 50b acquires (i.e., extracts) a position of the power feeding coil 20 where the required power from the power grid 15 can be satisfied for a predetermined period (e.g., 24 hours) for a period equal to or greater than a predetermined percentage.

[0055] The position of the power feeding coil 20 obtained in this manner differs from the position obtained in a conventionally known contactless power transmission method using electromagnetic induction. That is, in a conventionally known example, the center of the power feeding coil and the center of the power receiving coil are made to face each other to maximize power transmission efficiency. However, in this embodiment, the position at which the power feeding coil 20 faces the center of the power receiving coil 19 may be offset from the center of the power feeding coil 20. In other words, a positional relationship different from the positional relationship that provides the highest power transmission efficiency may be obtained depending on the required power. Then, the control device 100 derives a target parking position for the electric vehicle 10 based on the obtained position of the power feeding coil 20.

[0056] In some cases, multiple positions are derived as positions where the required power can be satisfied for a period of time equal to or greater than a predetermined percentage. In such cases, any one of these positions can be set as the target parking position. For example, the control device 100 derives as the target parking position a position where the amount of movement from the position when the centers of the coils are facing each other is small.

[0057] [Example of processing performed by the control device] Next, an example of processing executed by the control device 100 will be described using a flowchart. Fig. 6 is a flowchart showing an example of the processing, and the processing is executed, for example, when a power supply request is made by a user of the electric vehicle 10. Note that the power supply request is made, for example, by input based on execution of a predetermined application by the user, or by input by operating the display unit 200 or the display of a navigation device in the electric vehicle 10, etc.

[0058] When a power supply request is made by a user, the control device 100 acquires requested power information (step S1). That is, the control device 100 acquires the requested power information described with reference to FIG. 5 from the power grid 15 using the function of the acquisition unit 50a.

[0059] Next, the control device 100 acquires the voltage V1 of the power supply device 17 (step S2). That is, the control device 100 acquires the battery voltage detected by the voltage sensor 30c using the function of the derivation unit 50b. After acquiring the voltage V1 of the power supply device 17, the control device 100 proceeds to step S3.

[0060] In step S3, the control device 100 acquires the voltage V2 of the power receiving device 18. That is, the control device 100 communicates with the power receiving device 18 using the function of the derivation unit 50b, and acquires the voltage V2 at the power receiving device 18. After acquiring the voltage V2 at the power receiving device 18, the control device 100 proceeds to step S4.

[0061] In step S4, the control device 100 acquires a kQ map. That is, the control device 100 acquires kQ for each positional relationship between the power supply coil 20 and the power receiving coil 19 by referring to the power transmission efficiency information 40a stored in the storage unit 40 using the function of the derivation unit 50b.

[0062] Note that, since the parameters of the required power, voltage V1, voltage V2, and kQ are each independent values, the order of the processing of steps S1 to S4 described above is not limited to the above order. That is, steps S1 to S4 may be performed in any order, or may be performed simultaneously.

[0063] Next, the control device 100 acquires the initial value (current value) of the power for each position of the power feeding coil 20 (step S5). That is, the control device 100 acquires the power that can be output for each position of the power feeding coil 20 based on the voltage V1, voltage V2, and kQ acquired in steps S2 to S4, using the function of the derivation unit 50b. Note that the initial value here is defined based on the fact that the power can change in step S6, which will be described later. That is, the power that can be output for each position of the power feeding coil 20 changes over time depending on the battery voltage (voltage V1) as described above, and therefore the initial value is defined to distinguish it from the changing power.

[0064] Next, the control device 100 acquires the time-series transition of the power at each position of the power feeding coil 20 (step S6). That is, the control device 100 predicts the transition of the voltage V1 of the power feeding device 17 based on the remaining charge of the battery 13 using the function of the derivation unit 50b, and acquires the time-series transition of the power (actual value) at each position of the power feeding coil 20 based on the prediction.

[0065] Next, the control device 100 uses the function of the derivation unit 50b to compare the required power (request value) based on the required power information acquired in step S1 with the actual value at each position of the power feed coil 20 acquired in step S6 (step S7). As described above, the actual value at each position of the power feed coil 20 indicates the outputtable power in chronological order, similar to the required power information in FIG. 5. The control device 100 determines the degree to which the required value and the actual value match, by referring to the similarly displayed required value and actual value. After comparing the actual value and the required value in step S7, the control device 100 proceeds to step S8.

[0066] In step S8, the control device 100 determines whether there is a position of the power supply coil 20 that satisfies the required value by a predetermined percentage or more. That is, the control device 100 uses the function of the derivation unit 50b to determine whether there is a position of the power supply coil 20 that satisfies the required value by a predetermined percentage or more, out of the required value and the actual value compared in step S7. The predetermined percentage may be determined in advance on the power receiving side, for example. For example, when a predetermined time (24 hours) is divided into eight time slots of three hours each as shown in FIG. 5, a position that satisfies the required value in five or more time slots is determined to be a position of the power supply coil 20 that satisfies the required value by a predetermined percentage or more.

[0067] If it is determined in step S8 that there is a position of the power feeding coil 20 that satisfies the required value by a predetermined percentage or more (Yes in step S8), the control device 100 determines a target parking position of the electric vehicle 10 based on the determined position of the power feeding coil 20 using the function of the derivation unit 50b (step S9). That is, the control device 100 derives the target parking position that faces the position of the power feeding coil 20 determined in step S9 as the position of the power feeding coil 20 that faces the center of the power receiving coil 19. After determining the target parking position of the electric vehicle 10 in this way, the control device 100 proceeds to step S10.

[0068] In step S10, the control device 100 uses the function of the display control unit 50c to display the target parking position determined in step S9 on the display unit 200. That is, the control device 100 transmits information about the determined target parking position to a user's mobile terminal or the like equipped with the display unit 200, and causes the display unit 200 to display the target parking position.

[0069] Once the target parking position is displayed on the display unit 200 in this manner, the user automatically or manually moves the electric vehicle 10 to the target parking position. For example, when automatically moving the electric vehicle 10 to the target parking position, the control device 100 instructs the electric vehicle 10 to automatically move to the target parking position using the function of the movement instruction unit 50d. The electric vehicle 10 that receives this instruction controls the steering device, the motor that is the driving force source, the brake device, etc. based on external recognition data acquired by, for example, the camera 30a, the sonar 30b, etc., to move the electric vehicle 10 to the target parking position displayed in step S10. Note that the external recognition data may include, for example, recognition data regarding obstacles such as white lines, exterior walls, and curbs that define the parking space 16, the power receiving coil 19 provided in the parking space 16, etc.

[0070] When the user manually moves the electric vehicle 10 to the target parking position, the user operates the steering device, accelerator pedal, brake pedal, etc. based on external recognition data acquired by, for example, the camera 30a or the sonar 30b, to move the electric vehicle 10 to the target parking position.

[0071] After executing the process of step S10, the control device 100 ends the process of the flowchart shown in Fig. 6. Furthermore, when it is determined in the above-mentioned step S8 that there is no position of the power supply coil 20 that satisfies the required value by a predetermined percentage or more (No in step S8), the control device 100 also ends the process of the flowchart shown in Fig. 6. In this case, the control device 100 may use the function of the display control unit 50c to notify the display unit 200 that there is no position of the power supply coil 20 that satisfies the required value by a predetermined percentage or more.

[0072] As described above, in this embodiment, the position of the power feeding coil 20 of the power feeding device 17 that faces the power receiving coil 19 of the power receiving device 18 is determined based on the power transmission efficiency (kQ) in accordance with the magnitude of the required power, and the target parking position of the electric vehicle 10 is derived based on the determined position of the power feeding coil 20. The target parking position is in a second positional relationship that is different from the first positional relationship in which the power transmission efficiency is highest. In other words, by adjusting the position of the power feeding coil 20, it is possible to derive an optimal target parking position in accordance with the required power. Therefore, the possibility of satisfying the required power can be increased compared to, for example, a case in which the target parking position is derived based on the positions of the coils of the power feeding device and the power receiving device in a uniform manner in which the power transmission efficiency is highest.

[0073] Furthermore, since the required power can be met by adjusting the position of the power supply coil 20 in this way, it is possible to suppress an increase in costs compared to, for example, providing a separate mechanism or device capable of adjusting power to meet the required power. Note that while power adjustment is possible using an inverter or the like, there is a limit to the range of adjustment.

[0074] In this way, by being able to output power according to the requested power, it is possible to increase the possibility that the number of users participating in V2G, for example, will increase.

[0075] In this embodiment, the control device 100 is configured to display the derived target parking position on a predetermined display unit 200. Therefore, the user of the electric vehicle 10 can understand the target parking position according to the required power by looking at the display unit 200.

[0076] Furthermore, in this embodiment, the control device 100 is configured to automatically move the vehicle to the derived target parking position. This eliminates the need for a user to manually move the electric vehicle 10 to the target parking position. Furthermore, as described above, the size of the coil is relatively small, ranging from several millimeters to several tens of millimeters (compared to the size of the electric vehicle 10, for example), and thus manual movement to the target parking position requires operational skills. On the other hand, in this embodiment, the vehicle can be automatically parked at the target parking position, so even a user who does not have the operational skills to park can park at the target parking position.

[0077] Furthermore, the control device 100 derives, as the target parking position, a position of the power supply coil 20 where the required power is satisfied for a predetermined percentage or more of a predetermined period (for example, 24 hours). Therefore, compared to a case where a position where the required power is satisfied for the entire period is derived as the target parking position, it is possible to increase the number of candidates for the derived target parking position.

[0078] Furthermore, since the above-mentioned power transmission efficiency is based on the coupling coefficient "k" between the receiving coil 19 and the feeding coil 20 and the Q value indicating the quality of the coil, the target parking position can be derived more easily than when the target parking position is derived using, for example, other non-mapped data or a separate device.

[0079] [Variations] The above-described embodiment may be modified as follows. In the above-described embodiment, the control device 100 is configured to acquire the power that can be output for each position of the power supply coil 20 and derive a target parking position based on the acquired power for each position and the required power. Meanwhile, the power grid 15 may require power responsiveness in addition to the required power. Typically, the greater the power output from the power supply device, the lower the responsiveness (in other words, the lower the output power, the better the responsiveness). Therefore, for example, if a position where coil centers with a high coupling coefficient are uniformly opposed to each other is set as the target parking position, the power responsiveness required by the power grid 15 may not be satisfied. Note that the required responsiveness may also change over time, similar to the required power information shown in FIG. 5. Therefore, the control device 100 may acquire a position that satisfies the required power and the required responsiveness, taking into account the power responsiveness for each position of the power supply coil 20, and derive a target parking position for the electric vehicle 10 based on the acquired position.

[0080] In this way, by deriving a target parking position that takes into consideration the power response in addition to the requested power, it becomes possible to better meet the demands of the requesting side (i.e., the power grid 15). Note that, although the power response is considered in addition to the requested power here, only the power response may be used as the requested value.

[0081] Furthermore, the control device 100 may use, as a parameter when deriving the target parking position of the electric vehicle 10, power supply efficiency, which is the ratio of power that can be received by the power receiving device 18 to power output from the power supply device 17, instead of the power for each position in the power supply coil 20.

[0082] Furthermore, the control device 100 may use the power, power responsiveness, and power supply efficiency for each position of the power supply coil 20 as parameters when deriving the target parking position of the electric vehicle 10. In this case, the target parking position to be derived will be a target parking position that takes these parameters into consideration comprehensively.

[0083] In the above embodiment, the position of the power receiving coil 19 of the power receiving device 18 that faces the power feeding coil 20 has been described as the coil center, but the facing position may be a position other than the coil center. For example, depending on the location where the power receiving device 18 is installed, the coil center may be on the edge side of the installation location, and it may be easier to face the power feeding coil 20 at a position other than the coil center (for example, on the edge side of the coil).

[0084] In the above-described embodiment, the order of some of the processes may be changed or omitted. For example, in step S5 described above, the control device 100 acquires the initial value of the power for each position of the power supply coil 20. However, if the initial value can be acquired in step S6, which acquires the time-series transition of the power, the process of step S5 may be omitted. Also, as described above, the order of the processes of steps S1 to S4 may be changed or they may be performed simultaneously.

[0085] In the above embodiment, if the determination in step S8 is negative, i.e., if the required value is not satisfied by a predetermined percentage or more, the process of the flowchart in FIG. 6 is terminated. However, in this case, for example, the process may not be terminated, and a target parking position may be derived based on the position of the power supply coil 20 that most satisfies the required value.

[0086] [others] Although the embodiments have been described above with reference to the drawings, it goes without saying that the present invention is not limited to such embodiments. It is clear that a person skilled in the art can conceive of various modifications and alterations within the scope of the claims, and it is understood that these also naturally fall within the technical scope of the present invention. Furthermore, the components of the above-described embodiments may be combined in any manner without departing from the spirit of the invention.

[0087] For example, in the above-described control device 100, at least some of the acquiring unit 50a, the derivation unit 50b, the display control unit 50c, and the movement instruction unit 50d that configure the processing unit 50 may be separated and present in multiple devices. For example, some of the functions of the acquiring unit 50a, the derivation unit 50b, the display control unit 50c, and the movement instruction unit 50d may be realized by another server.

[0088] Furthermore, the control device 100 may be provided in the electric vehicle 10 as in the above-described embodiment, or may be provided in other devices or systems (for example, a power receiving device, a power system, etc.).

[0089] Furthermore, the control method described in the above-described embodiment can be realized by executing a prepared control program on a computer. The control program is recorded on a computer-readable storage medium and executed by being read from the storage medium. The control program may be provided in a form stored on a non-transitory storage medium such as a flash memory, or may be provided via a network such as the Internet. The computer that executes the control program may be included in a control device, or may be included in an electronic device such as a smartphone, tablet, or personal computer that can communicate with the control device, or may be included in a server device that can communicate with these control devices and electronic devices.

[0090] This specification describes at least the following: In parentheses, components corresponding to those in the above-described embodiments are shown as examples, but the present invention is not limited to these.

[0091] (1) A control device (control device 100) that derives a target parking position of an electric vehicle (electric vehicle 10) in a parking space (parking space 16) when power is exchanged contactlessly between a power receiving device (power receiving device 18) that has a primary coil (power receiving coil 19) installed in the parking space and that can supply power received by the primary coil to a predetermined power grid (power grid 15) and an electric vehicle (electric vehicle 10) that has a secondary coil (power supply coil 20), The control device an acquisition unit (acquisition unit 50a) that acquires required power information indicating required power, which is a target value of power to be supplied to the power grid via the power receiving device; a derivation unit (derivation unit 50b) that derives the target parking position based on the acquired required power information and power transmission efficiency information (power transmission efficiency information 40a) that indicates power transmission efficiency for each positional relationship between the primary coil and the secondary coil, The derivation unit derives the target parking position that has a second positional relationship different from the first positional relationship in which the power transmission efficiency is highest, according to the magnitude of the required power. Control device.

[0092] According to (1), a target parking position that is a second positional relationship different from the first positional relationship that provides the highest power transmission efficiency is derived depending on the magnitude of the required power. Therefore, the possibility of satisfying the required power can be increased compared to, for example, a case where the target parking position is derived based on the positions of the coils of the power supply device and the power receiving device that provide the highest power transmission efficiency.

[0093] (2) The control device according to (1), The control device further includes a display control unit (display control unit 50c) that displays the derived target parking position on a predetermined display unit (display unit 200). Control device.

[0094] According to (2), the user of the electric vehicle can grasp the target parking position according to the required power by looking at the display unit.

[0095] (3) The control device according to (1), The control device further includes a movement instruction unit (movement instruction unit 50d) that instructs the electric vehicle to automatically move to the derived target parking position. Control device.

[0096] According to (3), the user can save the trouble of moving the electric vehicle to the target parking position by himself / herself, and even a user who is not good at parking can park the electric vehicle at the target parking position.

[0097] (4) The control device according to (1), the required power information is information indicating a time series transition of the required power over a predetermined period of time, The derivation unit derives, as the target parking position, a position where a period during which the required power can be satisfied is equal to or greater than a predetermined rate within the predetermined period. Control device.

[0098] According to (4), for example, it is possible to increase the number of candidates for the target parking position to be derived compared to when a position that satisfies the required power for all periods is derived as the target parking position.

[0099] (5) The control device according to (1), The power transmission efficiency is a parameter based on a coupling coefficient and a Q value between the primary coil and the secondary coil. Control device.

[0100] According to (5), the target parking position can be derived more easily than when the target parking position is derived using other data that is not mapped or a separate device, for example.

[0101] (6) The control device according to (1), The derivation unit further derives the target parking position that satisfies a responsiveness requirement when supplying the requested power to the power grid. Control device.

[0102] According to (6), it is possible to derive a target parking position that takes into account the responsiveness of the required power.

[0103] (7) A computer that derives a target parking position of an electric vehicle (electric vehicle 10) in a parking space (parking space 16) when power is exchanged contactlessly between a power receiving device (power receiving device 18) that has a primary coil (power receiving coil 19) installed in the parking space and that can supply power received by the primary coil to a predetermined power grid (power grid 15) and an electric vehicle (electric vehicle 10) that has a secondary coil (power supply coil 20), acquire required power information indicating required power, which is a target value of power to be supplied to the power grid via the power receiving device; Deriving the target parking position based on the acquired required power information and power transmission efficiency information (power transmission efficiency information 40a) indicating the power transmission efficiency for each positional relationship between the primary coil and the secondary coil; Execute a process to derive the target parking position that has a second positional relationship different from the first positional relationship that has the highest power transmission efficiency, depending on the magnitude of the required power. Control method.

[0104] According to (7), a target parking position that is a second positional relationship different from the first positional relationship that provides the highest power transmission efficiency is derived depending on the magnitude of the required power. Therefore, the possibility of satisfying the required power can be increased compared to, for example, a case where the target parking position is derived based on the positions of the coils of the power feeding device and the power receiving device that provide the highest power transmission efficiency.

[0105] (8) In a case where power is exchanged contactlessly between a power receiving device having a primary coil (power receiving coil 19) installed in a parking space (parking space 16) and capable of supplying power received by the primary coil to a predetermined power grid (power grid 15), and an electric vehicle (electric vehicle 10) having a secondary coil (power supply coil 20), a computer deriving a target parking position of the electric vehicle in the parking space, acquire required power information indicating required power, which is a target value of power to be supplied to the power grid via the power receiving device; Deriving the target parking position based on the acquired required power information and power transmission efficiency information (power transmission efficiency information 40a) indicating the power transmission efficiency for each positional relationship between the primary coil and the secondary coil; Execute a process to derive the target parking position that has a second positional relationship different from the first positional relationship that has the highest power transmission efficiency, according to the magnitude of the required power. Control program.

[0106] According to (8), a target parking position that is a second positional relationship different from the first positional relationship that provides the highest power transmission efficiency is derived depending on the magnitude of the required power. Therefore, the possibility of satisfying the required power can be increased compared to, for example, a case where the target parking position is derived based on the positions of the coils of the power feeding device and the power receiving device that provide the highest power transmission efficiency. [Explanation of symbols]

[0107] 10 Electric vehicles 15 Power grid 16 parking spaces 18 Power receiving device 19 Receiving coil (primary coil) 20 Power supply coil (secondary coil) 40a Power Transmission Efficiency Information 50a Acquisition Department 50b Derivation part 50d Movement instruction section 50c Display control unit 100 control device 200 Display

Claims

1. A control device that derives a target parking position of an electric vehicle in a parking space when power is exchanged contactlessly between a power receiving device that has a primary coil installed in the parking space and that can supply power received by the primary coil to a predetermined power grid and an electric vehicle that has a secondary coil, the control device comprising: The control device an acquisition unit that acquires required power information indicating required power, which is a target value of power to be supplied to the power grid via the power receiving device; a derivation unit that derives the target parking position based on the acquired required power information and power transmission efficiency information that indicates power transmission efficiency for each positional relationship between the primary coil and the secondary coil, The derivation unit derives the target parking position in a second positional relationship different from a first positional relationship in which the power transmission efficiency is highest, according to the magnitude of the required power. Control device.

2. The control device according to claim 1, The control device further includes a display control unit that displays the derived target parking position on a predetermined display unit. Control device.

3. The control device according to claim 1, The control device further includes a movement instruction unit that instructs the electric vehicle to automatically move to the derived target parking position. Control device.

4. The control device according to claim 1, the required power information is information indicating a time series transition of the required power over a predetermined period of time, The derivation unit derives, as the target parking position, a position where a period during which the required power can be satisfied is equal to or greater than a predetermined rate within the predetermined period. Control device.

5. The control device according to claim 1, The power transmission efficiency is a parameter based on a coupling coefficient and a Q value between the primary coil and the secondary coil. Control device.

6. The control device according to claim 1, The derivation unit further derives the target parking position that satisfies a responsiveness requirement when supplying the requested power to the power grid. Control device.

7. a computer that derives a target parking position of an electric vehicle in a parking space when power is exchanged contactlessly between a power receiving device that has a primary coil installed in the parking space and that is capable of supplying power received by the primary coil to a predetermined power grid and an electric vehicle that has a secondary coil, acquire required power information indicating required power, which is a target value of power to be supplied to the power grid via the power receiving device; deriving the target parking position based on the acquired required power information and power transmission efficiency information indicating power transmission efficiency for each positional relationship between the primary coil and the secondary coil; deriving the target parking position that has a second positional relationship different from the first positional relationship that has the highest power transmission efficiency according to the magnitude of the required power; Control method.

8. a computer that derives a target parking position of an electric vehicle in a parking space when power is exchanged contactlessly between a power receiving device that has a primary coil installed in the parking space and that can supply power received by the primary coil to a predetermined power grid and an electric vehicle that has a secondary coil; acquire required power information indicating required power, which is a target value of power to be supplied to the power grid via the power receiving device; deriving the target parking position based on the acquired required power information and power transmission efficiency information indicating power transmission efficiency for each positional relationship between the primary coil and the secondary coil; deriving the target parking position in a second positional relationship different from the first positional relationship in which the power transmission efficiency is highest, according to the magnitude of the required power; Control program.

Images