Control device, control method, and control program

Abstract

Provided are a control device, a control method, and a control program that enhance the possibility of outputting the power required on the power receiving side. 【Solution means】The control device 100 includes an acquisition unit 50a that acquires required power information indicating a target value of the power supplied to the power grid 15 via the power receiving device 18, the acquired required power information, and power transmission efficiency information 40a indicating the power transmission efficiency for each positional relationship between the power receiving coil 19 and the power feeding coil 20, and a derivation unit 50b that derives a target parking position based on these. The derivation unit 50b derives a target parking position that has a second positional relationship different from the first positional relationship with the highest power transmission efficiency according to the magnitude of the required power.

Description

Technical Field

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

Background Art

[0002] Conventionally, a system for power transfer between a vehicle equipped with a traveling battery and an external device is known. For example, Patent Documents 1 and 2 describe a configuration in which non-contact power supply is performed from a power supply unit including a primary coil provided in a parking space of a parking lot to a power reception unit including a secondary coil provided in a vehicle. Note that Patent Document 3 describes a configuration in which power is supplied from a vehicle to an external device.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Patent Document 3

Summary of the Invention

Problems to be Solved by the Invention

[0004] When performing non-contact power transfer, for example, as described above, power transfer is performed using electromagnetic induction between a power supply coil and a power reception coil. In that case, usually, in order to improve the 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 reception side are adjusted to positions where the coupling degree of the coils with each other is high to perform power supply. For example, power supply is performed with the centers of the coils on the power supply side and the power reception side facing each other. However, if the coils are always arranged at positions where the coupling degree is high, for example, the power supply side may not be able to output the power required on the power reception side.

[0005] The present invention provides a control device, a control method, and a control program that enhance the possibility of outputting the power required on the power receiving side.

Means for Solving the Problems

[0006] The present invention is a control device that derives a target parking position of the electric vehicle in the parking space when performing non-contact power transfer between a power receiving device having a primary coil installed in a parking space and capable of supplying the power received by the primary coil to a predetermined power grid, and an electric vehicle having a secondary coil, the control device includes an acquisition unit that acquires request power information indicating a request power that is a target value of the power supplied to the power grid via the power receiving device, a derivation unit that derives the target parking position based on the acquired request power information and power transmission efficiency information indicating the power transmission efficiency for each positional relationship between the primary coil and the secondary coil, and is provided with the derivation unit derives the target parking position that has a second positional relationship different from the first positional relationship with the highest power transmission efficiency according to the magnitude of the request power.

[0007] Further, the present invention is a computer that derives a target parking position of the electric vehicle in the parking space when performing non-contact power transfer between a power receiving device having a primary coil installed in a parking space and capable of supplying the power received by the primary coil to a predetermined power grid, and an electric vehicle having a secondary coil, acquires request power information indicating a request power that is a target value of the power supplied to the power grid via the power receiving device, derives the target parking position based on the acquired request power information and power transmission efficiency information indicating the power transmission efficiency for each positional relationship between the primary coil and the secondary coil, and executes a process of deriving the target parking position that has a second positional relationship different from the first positional relationship with the highest power transmission efficiency according to the magnitude of the request power.

[0008] Further, the present invention relates to a case of non - contact power transfer between a power receiving device having a primary coil installed in a parking space and capable of supplying the power received by the primary coil to a predetermined power grid, and an electric vehicle having a secondary coil, and a computer for deriving a target parking position of the electric vehicle in the parking space, acquires required power information indicating a target value of power to be supplied to the power grid via the power receiving device, derives the target parking position based on the acquired required power information and power transmission efficiency information indicating the power transmission efficiency for each positional relationship between the primary coil and the secondary coil, and executes a process of deriving the target parking position to be in a second positional relationship different from the first positional relationship with the highest power transmission efficiency according to the magnitude of the required power.

Advantages of the Invention

[0009] According to the present invention, the possibility of outputting the power required on the power receiving side can be increased.

Brief Description of the Drawings

[0010]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Embodiments for Carrying Out the Invention

[0011] Hereinafter, a control device, a control method, and a control program according to an embodiment of the present invention will be described 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 and performing non-contact power transfer (charging and discharging) with an external power grid, the control device performs control to derive the parking position of the electric vehicle for coil alignment. Note that the electric vehicle is a vehicle such as an EV (Electrical Vehicle) or a PHEV (Plug-in Hybrid Electric Vehicle) equipped with a chargeable power storage device, for example.

[0013] [V2G System] V2G in which an electric vehicle can participate is a system that conducts power exchange between a power grid including a commercial power grid and the electric vehicle. When the electric vehicle is not used as a means of transportation, the power storage device mounted on this electric vehicle is used as a power storage facility. Therefore, bidirectional power transfer is performed between the electric vehicle participating in V2G and the power grid.

[0014] FIG. 1 is a diagram showing the overall configuration of the V2G system 1. As shown in FIG. 1, the V2G system 1 includes a power storage system 3 owned or used by a plurality of consumers 2 that use 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 that is a power storage device. The electric vehicle 10 is an electric vehicle such as an EV or a PHEV as described above. The battery 13 is a battery that supplies power for driving the electric vehicle 10 to a motor (not shown) that is a driving power source. The electric vehicle 10 may be a privately owned vehicle, a vehicle used by a business operator for business, a shared car, or the like.

[0016] The gateway 11 is provided, for example, in the residential unit 14 and can communicate with the power grid 15 and the charging and discharging facility 12.

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

[0018] The charging and discharging facility 12 is provided in the residential unit 14 and charges and discharges the battery 13 mounted on the electric vehicle 10. When the battery 13 discharges, the power provided by the battery 13 is consumed by the power load in the residential unit 14 or can be provided to the power grid 15 through the power line arranged in the residential unit 14. Also, the charging and discharging facility 12 can charge the battery 13 with the 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 and discharging facility 12 charge and discharge the battery 13 according to the control of the control device 100 provided in the electric vehicle 10. For example, when there is a power shortage in the power grid 15, the control device 100 can supply power from the battery 13 to the power grid 15 by instructing the electric vehicle 10 and the charging and discharging facility 12 to discharge the battery 13 via the gateway 11. Also, when there is a power surplus in the power grid 15, the control device 100 can reduce the power surplus of the power grid 15 by instructing the electric vehicle 10 and the charging and discharging facility 12 to charge the battery 13 via the gateway 11. In this way, the control device 100 can provide power resources for the power grid 15 using the power of the battery 13 mounted on the electric vehicle 10.

[0020] The aggregator server 5 is, for example, a server used by a power aggregator. The aggregator server 5 conducts power transactions in a power market or the like. The control device 100 communicates with the aggregator server 5 via the communication network N, and provides a necessary amount of power from the battery 13 to the power grid 15, or causes the battery 13 to receive power (i.e., charge) from the power grid 15. For example, the control device 100 controls the battery 13 to discharge with respect to the electric vehicle 10 and the charge / discharge facility 12 in response to a request from the aggregator server 5, and provides the power grid 15 with the power corresponding to the request. Further, the control device 100 may control the battery 13 to charge with respect to the electric vehicle 10 and the charge / discharge facility 12 in response to a request from the aggregator server 5, and receive the power corresponding to the requested amount from the power grid 15. Thus, as for the electric vehicle 10 equipped with the battery 13, the amount of electric power can be appropriately controlled by charging or discharging.

[0021] [Principle of Contactless Power Transmission] Here, the principle of contactless power transmission will be described. As described above, in the present embodiment, power is transmitted and received between the vehicle and an external power system without contact. Specifically, contactless power transmission is performed between the electric vehicle 10 and a facility provided in a predetermined parking space 16. As the contactless power transmission, power transmission from the facility provided in the parking space 16 to the electric vehicle 10 (contactless charging) and power transmission from the electric vehicle 10 to the facility provided in the parking space 16 (contactless power supply) are possible. In the example described below, as the contactless power transmission, an example in which the electric vehicle 10 performs contactless power supply to the facility provided in the parking space 16 will be used for description.

[0022] As shown in FIG. 2, the non-contact power supply system performs power supply (or power transmission) between a power supply device (or power transmission device) 17 provided in the electric vehicle 10 to discharge power from the battery 13 and a power reception device 18 installed in a predetermined parking space 16 to receive power transmitted non-contact from the power supply device 17. For example, magnetic coupling between coils such as the magnetic resonance method or the electromagnetic induction method, or the electric field resonance method is used to supply power from the power supply device 17 to the power reception device 18. Thereby, it becomes possible to supply power from the electric vehicle 10 to the power grid 15.

[0023] The power supply device 17 is provided, for example, under the floor of the electric vehicle 10 covered with the pad 20a, and has a power supply coil 20 that supplies DC power and a power converter (not shown) that converts the power to be supplied from DC power to AC power. The shape of the power supply coil 20 is assumed to be, for example, circular, elliptical, square, rectangular, etc. in plan view. Further, when the size of the power supply coil 20 is, for example, a rectangle such as a square or a rectangle, the size of one side is assumed to be about several tens of centimeters to several meters. In the example shown in FIG. 2, the power supply device 17 is provided under the floor in front of the vehicle of the electric vehicle 10, but it may be provided at an arbitrary position such as behind the vehicle.

[0024] The power reception device 18 is provided, for example, on the ground of the parking space 16 covered with the pad 19a, and has a power reception coil 19 that receives power transmitted from the power supply device 17 non-contact and a charge / discharge facility 12. The shape of the power reception coil 19 is assumed to be, for example, circular, elliptical, square, rectangular, etc. in plan view, similar to the power supply coil 20. In the present embodiment, it is assumed that the power reception coil 19 and the power supply coil 20 have the same shape and the same size. Further, the power reception coil 19 corresponds to the "primary coil" in the present disclosure, and the power supply coil 20 corresponds to the "secondary coil" in the present disclosure.

[0025] The charging and discharging device 12 includes a connection part 21 including a cable and a connector, and a digital communication part 22. The connection part 21 performs power transmission and reception between the charging and discharging device 12 and the electric vehicle 10 while being connected to the inlet 23 of the electric vehicle 10. The digital communication part 22 is connected via the gateway 11, and superimposes a signal obtained from the aggregator server 5 on the power transmitted and received between the charging and discharging device 12 and the electric vehicle 10. For this reason, the control signal from the aggregator server 5 is sent to the electric vehicle 10 if the connection part 21 is connected to the inlet 23 of the electric vehicle 10.

[0026] When the electric vehicle 10 is parked at 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 non-contact power transmission (i.e., power feeding) is performed.

[0027] [Configuration of Electric Vehicle] Next, the configuration of the electric vehicle 10 including the control device 100 will be described. As shown in FIG. 3, the electric vehicle 10 includes a sensor group 30, a communication part 31, a battery 13, a control device 100, and the above-described power feeding device 17.

[0028] The sensor group 30 acquires various detection values used, for example, for 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 acquires recognition data (for example, a peripheral image) for recognizing the outside of the electric vehicle 10 by imaging the periphery 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 images 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 may not be provided.

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

[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 include other sensors such as 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 an external device according to the control by 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 charge / discharge facility 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. For example, it is assumed to be the display of a portable terminal owned by a user (hereinafter simply referred to as a user) such as a passenger or owner of the electric vehicle 10, or the display in a navigation device (not shown) mounted on the electric vehicle 10. In this embodiment, the display unit 200 assumes an external display such as a portable terminal.

[0034] The battery 13 is a power storage device capable of charging and discharging, and is composed of, 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. The battery 13 can supply the power stored in a motor (not shown), which is a driving power source of the electric vehicle 10, or store the power supplied from the charge / discharge facility 12 or the 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 the power transmission efficiency, as well as various other data and various programs.

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

[0037] FIG. 4 is a diagram showing an example of the kQ map, in which the vertical axis indicates the amount of axial displacement (hereinafter also referred to as the axial displacement amount) which is the displacement between the center of the power receiving coil 19 and the center of the power supply coil 20 in the vehicle longitudinal direction, and the horizontal axis indicates the axial displacement amount in the vehicle width direction. In the example of FIG. 4, the position (cell) or range without the hatching shown in black in the central portion indicates kQ when the coil centers of the power receiving coil 19 and the power supply coil 20 are opposed (or can be said to be almost opposed), and this position is the position where kQ is the highest. That is, the position or range without the hatching shown in black has the axial displacement amount in the vehicle longitudinal direction and the axial displacement amount in the vehicle width direction being "0" (or almost close to "0") respectively.

[0038] And kQ gradually decreases outward from the position or range without the hatching shown in black. That is, as the absolute value of the axial displacement amount of at least one of the vehicle longitudinal direction and the vehicle width direction increases, kQ decreases. In the example shown in FIG. 4, it is assumed that the positions shown with the same hatching have the same kQ. The specific calculation means of kQ will be described later.

[0039] The processing unit 50 is composed of, for example, a CPU, a RAM, a ROM, etc. The processing unit 50 executes various programs stored in the storage unit 40 and the ROM. In conventionally known non-contact power transmission, in order to improve the power supply efficiency (in other words, to suppress the 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 coupling degree between the coils is high. For example, the centers of the coils on the power supply side and the power receiving side are opposed to each other. On the other hand, if the coils are arranged at positions where the coupling degree is high, there may be a risk that, for example, the power required on the power receiving side cannot be output.

[0040] Specifically, when the electric vehicle 10 participates in V2G, the electric vehicle 10 may not be able to output the required power of the power grid 15, which is the power receiving side. The required power changes in time series according to the balance between the demand and supply of the consumer 2. FIG. 5 is a diagram showing an example of the time series change of the required power in a predetermined period (for example, 24 hours) required by the power grid 15 (corresponding to the required power information of the present disclosure). As can be grasped from this FIG. 5, for example, in the time period from around 1 o'clock to around 7 o'clock, the power demand is smaller than in other time periods. On the other hand, in the time period from around 10 o'clock to around 19 o'clock, the power demand is larger than in other time periods. That is, in the time period when human activities increase, the power supply from the power grid 15 to the consumer 2 is insufficient, and the required power becomes large. On the contrary, in the time period when human activities decrease, the power supply from the power grid 15 to the consumer 2 becomes excessive, and the required power becomes small. Thus, the magnitude of the power required on the power receiving side changes. Therefore, if the positions of the coils on the power supply side and the power receiving side are always set to positions where the coupling degree is high, the power output from the power supply side may become larger than the power required on the power receiving side, for example. That is, it will not be possible to output the power required on the power receiving side. Therefore, in the present embodiment, the control device 100 is configured to derive the target parking position of the electric vehicle 10 in the parking space 16 so that it can be adjusted to the position of the coil according to the power required on the power receiving side in order to suppress the situation where the power required on the power receiving side cannot be output (in other words, to increase the possibility of outputting the required power).

[0041] Specifically, as an example of the program recorded in the storage unit 40, the processing unit 50 executes a program for deriving a target parking position in the parking space 16 of the electric vehicle 10. 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. In the following, 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 a target value of the power supplied to the power grid 15 via the power receiving device 18. Specifically, the acquisition unit 50a acquires information indicating the time-series transition of the required power in a predetermined period described with reference to FIG. 5 above from the power grid 15. Alternatively, the acquisition unit 50a may periodically acquire required power information from the power grid 15, store the required power information in the storage unit 40, and refer to the storage unit 40 and acquire the required power information when a power supply request is received from the user of the electric vehicle 10.

[0043] The derivation unit 50b derives the target parking position in the parking space 16 of the electric vehicle 10 based on the required power information acquired by the acquisition unit 50a and the power transmission efficiency information (i.e., kQ map) 40a indicating the power transmission efficiency for each positional relationship between the power reception coil 19 and the power supply coil 20. Specifically, the derivation unit 50b refers to the kQ map of FIG. 4 described above that is stored in advance in the storage unit 40, and derives the target parking position in the parking space 16 of the electric vehicle 10 according to the required power from the power grid 15. That is, the derivation unit 50b derives the position of the power supply coil 20 to be opposed to the center of the power reception coil 19 based on the amount of axial deviation in the kQ map according to the required power from the power grid 15, and derives the target parking position of the electric vehicle 10 based on the derived position. At that time, depending on the required power from the power grid 15, the derivation unit 50b may derive the position of the power supply coil 20 having a positional relationship different from the positional relationship (i.e., the positional relationship in which the centers of the power reception coil 19 and the power supply coil 20 are opposed to each other) where the power transmission efficiency is the highest. That is, in the present embodiment, a position different from the coil center with the highest power transmission efficiency may be derived as the target parking position. Note that the positional relationship in which the centers of the power reception coil 19 and the power supply coil 20 are opposed to each other corresponds to the "first positional relationship with the highest power transmission efficiency" in the present disclosure. Also, the positional relationship in which the power reception coil 19 and the power supply coil 20 are opposed to each other except for their centers according to the required power corresponds to the "second positional relationship" in the present disclosure.

[0044] Note that since the required power from the power grid 15 changes over time as described above, and the power supplied from the electric vehicle 10 can also change depending on the remaining charge of the battery 13 and the like, there is a possibility that the power grid 15 may not be able to output the required power at all times. Therefore, for example, the derivation unit 50b derives, as the target parking position, a position where the period in which the required power from the power grid 15 can be satisfied is equal to or greater than a predetermined ratio within a predetermined period (e.g., 24 hours). Also, the derivation unit 50b may derive, as the target parking position, a position where the period in which the required power from the power grid 15 can be satisfied is the longest.

[0045] The display control unit 50c causes a predetermined display unit 200 to display the target parking position of the electric vehicle 10 derived by the derivation unit 50b. 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 on 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 to automatically move to the target parking position derived by the derivation unit 50b. That is, an instruction to move the electric vehicle 10 to the target parking position displayed on the display unit 200 is given to the electric vehicle 10. The control for automatically parking the electric vehicle 10 at the target parking position may be various conventionally known methods. For example, the control device 100 controls a steering device (not shown), a motor which is a driving power source, a brake device, etc., and parks the electric vehicle 10 at the target parking position displayed on the display unit 200. During the 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 recognition data of the external world acquired by the camera 30a or the sonar 30b.

[0047] [Control Example for Deriving Target Parking Position by Control Device] Next, a specific control example for deriving the target parking position in the parking space 16 of the electric vehicle 10 will be described. As described above, the control device 100 derives the target parking position based on the required 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 acquires required power information which is the required power of the power grid 15 by the function of the acquisition unit 50a. As described above, the means for acquiring the required power information may be acquired each time the target parking position is derived by communicating with the power grid 15, or the required power information may be periodically acquired from the power grid 15, stored in the storage unit 40, and acquired by referring to the storage unit 40.

[0049] Further, the control device 100 acquires the voltage V1 in the power supply device 17, the voltage V2 in the power receiving device 18, and the kQ map. The voltage V1 in the power supply device 17 is, for example, the voltage of the battery 13, and the control device 100 acquires the voltage value input from the voltage sensor 30c to the control device 100 by the function of the derivation unit 50b. The voltage V2 in 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 (the voltage defined 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 fixed value determined in advance for each region and can be said to be a fixed value, 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 power receiving coil 19 and the power supply coil 20 and the "Q value" which is the quality of the coil. Since "Q" in kQ is a fixed value determined in advance by the quality of the coil, it can be said that substantially the kQ is determined by the coupling coefficient "k". And the coupling coefficient "k" is determined according to, for example, the distance in the height direction between the power receiving coil 19 and the power supply coil 20, the amount of axial deviation (axial deviation distance) which is the deviation between the center of the power receiving coil 19 and the center of the power supply coil 20, etc. That is, the shorter the distance in the height direction between the power receiving coil 19 and the power supply coil 20 and the smaller the amount of axial deviation in the horizontal direction, the shorter the relative distance between the power receiving coil 19 and the power supply coil 20, and the larger the power that can be supplied and the power transmission efficiency becomes maximum. In other words, the magnitude of the power that can be supplied and the power transmission efficiency change according to the relative distance between the power receiving coil 19 and the power supply coil 20. Note that the distance in the height direction between the power receiving coil 19 and the power supply coil 20 may vary depending on the vehicle type and the like, but since it is uniquely determined for each vehicle type, it may be regarded as a fixed value. Therefore, it can be said that substantially the magnitude of the power that can be supplied and the power transmission efficiency are determined according to the amount of axial deviation in the horizontal direction. Note that the horizontal direction includes the vehicle front-rear direction and the vehicle width direction.

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

[0052] Here, the means for calculating kQ for each position (each cell) in the above-described kQ map will be described. The kQ for each position is determined in advance by experiments or the like, for example. Specifically, for example, with the misalignment amount between the power supply coil 20 and the power receiving coil 19 being "0" (or approximately "0"), the centers of the coils are opposed to each other, and kQ at that position is calculated. Then, based on the state where the centers of the coils are opposed to each other, the centers of the coils are shifted by an arbitrary amount in the vehicle front-rear direction (longitudinal direction) and the vehicle width direction (lateral direction) (that is, the misalignment amount is set to an arbitrary amount). Then, kQ at the position where the coil center is shifted by an arbitrary amount is calculated. The same process is executed at 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 the generated data is transmitted to the control device 100. The control device 100 that has received the data stores it in the storage unit 40 as power transmission efficiency information 40a. Then, the control device 100 refers to the storage unit 40 by the function of the derivation unit 50b to acquire kQ based on the misalignment amount. Note that when calculating kQ, if there is a regularity such that, for example, as in the map shown in FIG. 4, "positions shifted by the same amount from the state where the centers of the coils are opposed to each other have the same kQ", it may be regarded that kQ at all positions is calculated by calculating kQ at a plurality of arbitrary positions without calculating kQ at all positions. Further, the kQ map may be determined in advance by experiments or the like, or may be obtained in the process of parking the electric vehicle 10 in the parking space 16, mapped by accumulating the obtained data, and stored in the storage unit 40.

[0053] Next, the derivation unit 50b obtains the power that can be output at each position of the power supply coil 20 based on these acquired parameters (voltage V1, voltage V2, kQ for each position). Here, the power that can be output at each position of the power supply coil 20 indicates the power that can be output at each of these positions when each position of the power supply coil 20 is opposed to the center of the power receiving coil 19. As described above, since kQ can change according to the amount of axial deviation of the centers of the coils from each other, the power that can be output accordingly (in other words, the power that can be supplied) changes, but the power that can be output can also change according to the values of voltage V1 and voltage V2. In particular, among the acquired parameters, the voltage V1 in the power supply device 17 is the battery voltage, so it changes according to the remaining charge amount of the battery 13. In other words, the voltage V1 can change over time. Therefore, the time-series change of the power that can be output is obtained for each position of the power supply coil 20. For example, the derivation unit 50b predicts the remaining charge amount of the battery 13 due to power supply from the battery 13 and consumption of the battery 13 during driving, and predicts the time-series change of the voltage V1 in 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 time-series change of the power that can be output for each position of the power supply coil 20 is obtained. The time-series change of the acquired power becomes the actual power value that can be supplied from the electric vehicle 10 (hereinafter, also simply referred to as the actual power value). This actual power value is shown by data similar to the time-series change of the required power described in FIG. 5, for example.

[0054] Next, the derivation unit 50b compares the available power value that can be supplied from the electric vehicle 10 with the required value, which is the required power from the power grid 15 (hereinafter, also simply referred to as the required value), for each position of the power feeding coil 20. That is, by performing such a comparison, it is possible to determine, for each position of the power feeding coil 20, to what extent the required power that changes over time can be satisfied. Then, based on such a comparison, the derivation unit 50b acquires, for each position of the power feeding coil 20, a position where the period during which the required power can be satisfied is equal to or greater than a predetermined ratio. As described above, since 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., there is a possibility that the power grid 15 cannot output the required power at all times. Therefore, the derivation unit 50b acquires (i.e., extracts), for example, at the position of the power feeding coil 20, a position where the period during which the required power from the power grid 15 can be satisfied is equal to or greater than a predetermined ratio within a predetermined period (e.g., 24 hours).

[0055] The position of the power feeding coil 20 thus acquired will be different from the position in non-contact power transmission using conventionally known electromagnetic induction. That is, in conventionally known examples, in order to maximize the power transmission efficiency, the center of the power feeding coil on the power feeding side is opposed to the center of the power receiving coil, but in the present embodiment, the position where the power feeding coil 20 is opposed to 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 with the highest power transmission efficiency may be acquired according to the required power. Then, the control device 100 derives the target parking position of the electric vehicle 10 based on the acquired position of the power feeding coil 20.

[0056] Note that there may be cases where a plurality of positions are derived as positions where the period during which the required power can be satisfied is equal to or greater than a predetermined ratio. In that case, any one of these plurality of positions may 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 face each other is small.

[0057] [An Example of the Process Executed by the Control Device] Next, an example of the process executed by the control device 100 will be described using a flowchart. FIG. 6 is a flowchart showing an example of the process, and the process is executed, for example, when a power supply request is received from the user of the electric vehicle 10. The power supply request is made, for example, by an input based on the execution of a predetermined application by the user, or an input by operating the display of the display unit 200 or the navigation device in the electric vehicle 10.

[0058] When a power supply request is received from the user, the control device 100 acquires request power information (step S1). That is, the control device 100 acquires the request power information described with reference to FIG. 5 from the power grid 15 by 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 by 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 reception device 18. That is, the control device 100 communicates with the power reception device 18 by the function of the derivation unit 50b and acquires the voltage V2 in the power reception device 18. After acquiring the voltage V2 in the power reception device 18, the control device 100 proceeds to step S4.

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

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

[0063] Next, the control device 100 acquires the initial value (current value) of the power at each position of the power supply coil 20 (step S5). That is, the control device 100 acquires the power that can be output at each position of the power supply coil 20 based on the voltage V1, voltage V2, and kQ acquired in steps S2 to S4 by 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 described later. That is, since the power that can be output at each position of the power supply coil 20 changes over time according to the battery voltage (voltage V1) as described above, it is defined as the initial value in order to distinguish it from the changing power.

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

[0065] Next, the control device 100 compares the required power (required value) based on the required power information acquired in step S1 with the actual power value at each position of the power supply coil 20 acquired in step S6 by the function of the derivation unit 50b (step S7). Note that the actual power value at each position of the power supply coil 20 is shown in time series as the power that can be output, similar to the required power information in FIG. 5 as described above. The control device 100 refers to the similarly shown required value and actual power value and determines how well the required value and the actual power value match. In this step S7, after comparing the actual power value and the required value, 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 ratio or more. That is, the control device 100 determines, by the function of the derivation unit 50b, whether there is a position of the power supply coil 20 that satisfies the required value by a predetermined ratio or more among the required value and the actual power value compared in step S7. The predetermined ratio may be determined in advance on the power reception side, for example. As shown in FIG. 5, when the predetermined time (24 hours) is divided into eight time zones every three hours, a position that satisfies the requirements in five or more time zones is determined as the position of the power supply coil 20 that satisfies the required value by a predetermined ratio or more.

[0067] In this step S8, when it is determined that there is a position of the power supply coil 20 that satisfies the required value by a predetermined ratio or more (Yes in step S8), the control device 100 determines the target parking position of the electric vehicle 10 based on the determined position of the power supply coil 20 by the function of the derivation unit 50b (step S9). That is, the control device 100 derives the target parking position where the determined position of the power supply coil 20 in step S9 faces as the position of the power supply coil 20 facing the center of the power reception coil 19. In this way, after determining the target parking position of the electric vehicle 10, the control device 100 advances the process to step S10.

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

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

[0070] In addition, when the user manually moves the electric vehicle 10 to the target parking position, the user himself / herself operates the steering device, the accelerator pedal, the brake pedal, etc. based on the external recognition data acquired by the camera 30a, the sonar 30b, etc., and moves 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. Also, in step S8 described above, even when it is determined that there is no position of the power feeding coil 20 that satisfies the required value by a predetermined ratio or more (No in step S8), the control device 100 ends the process of the flowchart shown in FIG. 6. In that case, the control device 100 may notify the display unit 200 that there is no position of the power feeding coil 20 that satisfies the required value by a predetermined ratio or more by the function of the display control unit 50c.

[0072] As described above, in this embodiment, according to the magnitude of the required power, the position of the power feeding coil 20 of the power feeding device 17 facing the power receiving coil 19 of the power receiving device 18 is determined based on the power transmission efficiency (kQ), 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 has a second positional relationship different from the first positional relationship with the highest power transmission efficiency. That is, by adjusting the position of the power feeding coil 20, an optimal target parking position corresponding to the required power can be derived. Therefore, for example, compared with the case where the target parking position is derived based on the position with the highest power transmission efficiency for the coils of the power feeding device and the power receiving device uniformly, the possibility of satisfying the required power can be increased.

[0073] Also, in this way, since the position of the power feeding coil 20 can be adjusted to respond to the required power, it is possible to suppress an increase in cost compared to the case where, for example, a mechanism or device capable of power adjustment is separately provided to respond to the required power. Although power adjustment is possible with an inverter or the like, there is a limit to the adjustment range.

[0074] And in this way, since power corresponding to the required power can be output, for example, the possibility of an increase in the number of users participating in V2G can be increased.

[0075] Also, 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 grasp the target parking position corresponding to the required power by looking at the display unit 200.

[0076] Also, in the present embodiment, the control device 100 is configured to automatically move the vehicle to the derived target parking position. Therefore, for example, the user can save the trouble of moving the electric vehicle 10 to the target parking position by himself / herself. Further, such movement to the target parking position requires operation skills because the size of the coil is relatively small, several millimeters to several tens of millimeters (for example, compared to the size of the electric vehicle 10) as described above. On the other hand, in the present embodiment, since the vehicle can be automatically parked at the target parking position, even a user who is not good at parking or the like without such operation skills can park at the target parking position.

[0077] Further, the control device 100 derives the position of the power feeding coil 20 at which the period capable of satisfying the required power in a predetermined period (for example, 24 hours) is equal to or more than a predetermined ratio as the target parking position. Therefore, for example, compared with the case where the position satisfying the required power in all periods is derived as the target parking position, the number of candidates for the derived target parking position can be increased.

[0078] Also, since the above-described power transmission efficiency is based on the coupling coefficient "k" between the power receiving coil 19 and the power feeding coil 20 and the Q value indicating the quality of the coil, the target parking position can be easily derived compared to the case where the target parking position is derived using other data that is not mapped or a separate device, etc.

[0079] [Modification Example] The above-described embodiments may be modified as follows. In the above-described embodiments, the control device 100 was configured to obtain the power that can be output for each position of the power supply coil 20, and derive the target parking position based on the power for each obtained position and the required power. On the other hand, the power grid 15 may require power responsiveness in addition to the required power. Usually, the greater the power output from the power supply device, the lower the responsiveness (in other words, the smaller the output power, the higher the responsiveness). Therefore, for example, if the position where the coil centers with uniformly high coupling coefficients face 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 requirement for the responsiveness may also change over time in the same manner as the required power information shown in FIG. 5. Therefore, the control device 100 may also consider the power responsiveness for each position of the power supply coil 20, obtain a position that satisfies the required power and the required responsiveness, and derive the target parking position of the electric vehicle 10 based on the obtained position.

[0080] In this way, by deriving the target parking position considering the power responsiveness in addition to the required power, it becomes possible to better meet the requirements of the requester (that is, the power grid 15). Here, although the power responsiveness is considered in addition to the required power, only the power responsiveness may be used as the required value.

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

[0082] Further, when deriving the target parking position of the electric vehicle 10, the control device 100 may use, as parameters, the power for each position in the above-described power supply coil 20, the power responsiveness, and the power reception efficiency. In that case, the derived target parking position will be a target parking position that comprehensively considers these parameters.

[0083] In the above-described embodiment, the position of the power receiving coil 19 of the power receiving device 18 facing the power supply coil 20 has been described as the coil center, but a position other than the coil center may also be used as the facing position. For example, depending on the location where the power receiving device 18 is installed, etc., the coil center may be on the end side of the installation location, and it may be easier to face the power supply coil 20 by using a position other than the coil center (for example, the end side of the coil) as the facing position.

[0084] In the above-described embodiment, the order of some processes may be changed or omitted. For example, in step S5 above, the control device 100 acquired the initial value of the power for each position of the power supply coil 20. However, in step S6 where the time-series change of the power is acquired, if the initial value can be acquired, 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 may be simultaneous.

[0085] In the above-described embodiment, when a negative determination is made in step S8, that is, when the required value is not satisfied by a predetermined ratio or more, the process of the flowchart in FIG. 6 is terminated. However, in that case, for example, instead of terminating the process, the target parking position may be derived based on the position that satisfies the required value most for each position of the power supply coil 20.

[0086] [Others] As described above, each embodiment has been described with reference to the drawings, but it goes without saying that the present invention is not limited to such embodiments. It is obvious that those skilled in the art can conceive of various modification examples and correction examples within the scope described in the claims, and it is naturally understood that those also belong to the technical scope of the present invention. Also, within the scope not departing from the gist of the invention, the components in the above-described embodiment may be arbitrarily combined.

[0087] For example, in the above-described control device 100, at least a part of the acquisition unit 50a, derivation unit 50b, display control unit 50c, and movement instruction unit 50d that constitute the processing unit 50 may be distributed among a plurality of devices. For example, a part of the functions of the acquisition unit 50a, derivation unit 50b, display control unit 50c, and movement instruction unit 50d may be realized by another server.

[0088] In addition, the control device 100 may be provided not only in the electric vehicle 10 as in the above-described embodiment but also in other devices or systems (for example, a power reception device, a power grid, etc.).

[0089] Furthermore, the control method described in the above-described embodiment can be realized by a computer executing a pre-prepared control program. This control program is recorded on a computer-readable storage medium and is executed by being read from the storage medium. Also, this control program may be provided in a form stored in 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 this control program may be included in the control device, may be included in an electronic device such as a smartphone, tablet terminal, 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 matters. Although the corresponding components and the like in the above-described embodiment are shown as an example in parentheses, the present invention is not limited thereto.

[0091] (1) A control device (control device 100) that derives a target parking position of the electric vehicle in the parking space when performing non-contact power transfer between a power reception device (power reception device 18) having a primary coil (power reception coil 19) installed in a parking space (parking space 16) and capable of supplying the 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). The control device an acquisition unit (acquisition unit 50a) that acquires required power information indicating a required power, which is a target value of the power 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) indicating the 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 with the highest power transmission efficiency according to the magnitude of the required power; Control device.

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

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

[0094] (2) According to this, 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, for example, can park at the target parking position.

[0097] (4) The control device according to (1), wherein the required power information is information indicating the time-series change of the required power in a predetermined period, and the deriving unit derives, as the target parking position, a position where a period during which the required power can be satisfied is equal to or more than a predetermined ratio in the predetermined period. Control device.

[0098] (4) According to, for example, compared with the case where a position that satisfies the required power in all periods is derived as the target parking position, the number of candidates for the derived target parking position can be increased.

[0099] (5) The control device according to (1), wherein 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] (5) According to, for example, compared with the case where the target parking position is derived using other data that has not been mapped or a separate device, etc., the target parking position can be easily derived.

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

[0102] (6) According to, a target parking position considering the responsiveness of the required power can be derived.

[0103] A computer that derives a target parking position of the electric vehicle in the parking space when power is transferred non - contactively between a power receiving device (power receiving device 18) having a primary coil (power receiving coil 19) installed in a parking space (parking space 16) and capable of supplying the 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 feeding coil 20). Obtain required power information indicating a target value of power to be supplied to the power grid via the power receiving device. Based on the obtained 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, derive the target parking position. Execute a process of deriving the target parking position such that the target parking position has a second positional relationship different from the first positional relationship with the highest power transmission efficiency according to the magnitude of the required power. Control method.

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

[0105] To a computer that derives a target parking position of the electric vehicle in the parking space when power is transferred non - contactively between a power receiving device having a primary coil installed in a parking space and capable of supplying the power received by the primary coil to a predetermined power grid, and an electric vehicle having a secondary coil. Obtain required power information indicating a target value of power to be supplied to the power grid via the power receiving device. Based on the obtained required power information and the 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, derive the target parking position. Execute a process to derive the target parking position such that it has a second positional relationship different from the first positional relationship with the highest power transmission efficiency according to the magnitude of the required power. Control program.

[0106] According to (8), a target parking position having a second positional relationship different from the first positional relationship with the highest power transmission efficiency is derived according to the magnitude of the required power. Therefore, for example, compared with the case of uniformly deriving the target parking position based on the position with the highest power transmission efficiency between the power supply device and the power receiving device coils, the possibility of satisfying the required power can be increased.

Explanation of symbols

[0107] 10 Electric vehicle 15 Power grid 16 Parking space 18 Power receiving device 19 Power receiving coil (primary coil) 20 Power supply coil (secondary coil) 40a Power transmission efficiency information 50a Acquisition unit 50b Derivation unit 50d Movement instruction unit 50c Display control unit 100 Control device 200 Display unit

Claims

1. A control device that derives a target parking position of an electric vehicle in a parking space when power is exchanged in a non-contact manner between a power receiving device that has a primary coil installed in the parking space and is capable of supplying power received by the primary coil to a predetermined power grid and an electric vehicle having a secondary coil, the control device comprising: The control device includes: 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 indicating 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 a 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 during a predetermined period, The derivation unit derives, as the target parking position, a position in which a period during which the required power can be satisfied is equal to or greater than a predetermined ratio during 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 in a non-contact manner between a power receiving device that has a primary coil installed in the parking space and is capable of supplying power received by the primary coil to a predetermined power grid and an electric vehicle having a secondary coil, the computer comprising: acquiring 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; Executing a process to derive 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 methods.

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 is capable of supplying power received by the primary coil to a predetermined power grid and an electric vehicle that has a secondary coil, acquiring 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.

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