阅读说明：本技术 车辆对准系统 (Vehicle alignment system ) 是由 文卡特斯瓦拉·阿南德·桑卡兰 约翰·保罗·吉博 克里斯托弗·W·贝尔 于 2019-08-26 设计创作，主要内容包括：本公开提供“车辆对准系统”。提供了一种包括初级线圈、次级线圈和控制器的车辆。所述控制器可以被编程为通过响应于由初级线圈在所述次级线圈中感应出的电压的升高而命令所述车辆前进,来相对于所述初级线圈定位所述次级线圈。所述控制器还可以被编程为响应于紧接在升高之后所述电压降低,命令所述车辆前进预定距离。所述控制器还可以被编程为响应于一超过所述预定距离所述电压就立即降低,命令所述车辆倒退。所述控制器还可以被编程为通过响应于在所述车辆的倒退移动期间所述电压升高而命令所述车辆倒退,来相对于所述初级线圈定位所述次级线圈。(The present disclosure provides a "vehicle alignment system". A vehicle is provided that includes a primary coil, a secondary coil, and a controller. The controller may be programmed to position the secondary coil relative to the primary coil by commanding the vehicle to advance in response to an increase in the voltage induced in the secondary coil by the primary coil. The controller may be further programmed to command the vehicle to advance a predetermined distance in response to the voltage decreasing immediately after the increase. The controller may be further programmed to command the vehicle to reverse in response to the voltage decreasing immediately upon exceeding the predetermined distance. The controller may be further programmed to position the secondary coil relative to the primary coil by commanding the vehicle to reverse in response to the voltage rising during reverse movement of the vehicle.)

1. A vehicle, comprising:

a secondary coil; and

a controller programmed to position the secondary coil relative to the primary coil by,

commanding forward travel of the vehicle in response to a rise in voltage induced in the secondary coil by the primary coil,

in response to the voltage decreasing immediately after the increase, commanding the vehicle to advance a predetermined distance, an

Commanding the vehicle to reverse in response to the voltage decreasing immediately upon exceeding the predetermined distance.

2. The vehicle of claim 1, wherein the controller is further programmed to position the secondary coil relative to the primary coil by commanding the vehicle to reverse in response to the voltage rising during reverse movement of the vehicle.

3. The vehicle of claim 2, wherein the controller is further programmed to position the secondary coil relative to the primary coil by commanding the vehicle to stop in response to the voltage decreasing during reverse movement of the vehicle immediately after the step-up.

4. The vehicle of claim 1, further comprising a vehicle sensor system to identify an obstacle in a travel path, wherein the controller is further programmed to output a manual steering command to a cabin interface to move the vehicle to a charging area adjacent to the primary coil based on the travel path identified by the vehicle sensor system.

5. The vehicle of claim 1, further comprising a vehicle steering module and a vehicle sensor system for identifying obstacles in a vehicle travel path, wherein the controller is further programmed to output steering instructions to the vehicle steering module to move the vehicle to a charging area adjacent to the primary coil based on the travel path identified by the vehicle sensor system.

6. The vehicle of claim 1, further comprising a sensor system to identify an obstacle in a vehicle travel path, and wherein the controller is further programmed to output a stop command to the vehicle in response to the sensor system detecting an obstacle in the travel path leading to a charging area adjacent the primary coil.

7. A method for a vehicle, the method comprising:

positioning, by a controller, a secondary coil of the vehicle relative to a primary coil,

commanding forward travel of the vehicle in response to a rise in voltage induced in the secondary coil by the primary coil,

in response to the voltage decreasing immediately after the increase, commanding the vehicle to proceed for a predetermined period of time, an

Commanding the vehicle to reverse in response to the voltage decreasing immediately after the period of time.

8. The method of claim 7, wherein the controller is further programmed to position the secondary coil relative to the primary coil by commanding the vehicle to reverse in response to the voltage rising during reverse movement of the vehicle.

9. The method of claim 8, wherein the controller is further programmed to position the secondary coil relative to the primary coil by commanding the vehicle to stop in response to the voltage decreasing during reverse movement of the vehicle immediately after the step-up.

10. The method of claim 7, further comprising identifying an obstacle in a travel path and outputting a manual steering command to a cabin interface to move the vehicle to a charging area adjacent to the primary coil based on the travel path.

11. The method of claim 7, further comprising identifying an obstacle in a vehicle travel path and outputting a stop command in response to detecting an obstacle in the travel path leading to a charging area adjacent to the primary coil.

12. A vehicle alignment system, comprising:

a carriage interface;

a charge receiving coil; and

a controller in communication with the cabin interface and the charge receiving coil and programmed to output a steering command to the cabin interface to direct a driver to position the vehicle in a charging area located near a charging station based on an amount of charge output received by the charge receiving coil from a charge sending coil of the charging station.

13. The system of claim 12, further comprising:

a steering module in communication with the controller; and

one or more sensors in communication with the controller and oriented on the vehicle to identify a travel path from a current vehicle location to the charging area,

wherein the controller is further programmed to output a steering command to the steering module based on the identified travel path to direct the vehicle to move to the charging zone without or with minimal driver input.

14. The system of claim 12, further comprising one or more sensors in communication with the controller, wherein each of the one or more sensors is oriented on the vehicle to identify a travel path from a current vehicle location to the charging area, and wherein each of the one or more sensors is oriented on the vehicle to detect an obstacle located within the travel path.

15. The system of claim 14, wherein the controller is further programmed to output a stop command to a braking system in response to the one or more sensors detecting an obstacle located within the travel path.

Technical Field

The present disclosure relates to a vehicle control strategy for positioning a vehicle at a predetermined charging location adjacent to a charging station.

Background

In certain vehicle charging situations, such as parking the vehicle on a wireless charging mat, available methods and systems may require driver input and manipulation to position the vehicle relative to the charging mat to facilitate the charging operation. These driver inputs and manipulations may result in positioning the vehicle in a position that does not maximize charging efficiency.

Disclosure of Invention

A vehicle includes a primary coil, a secondary coil, and a controller. The controller is programmed to position the secondary coil relative to the primary coil by commanding forward travel of the vehicle in response to an increase in the voltage induced in the secondary coil by the primary coil. The controller is further programmed to command the vehicle to advance a predetermined distance in response to the voltage decreasing immediately after the increase. The controller is further programmed to command the vehicle to reverse in response to the voltage decreasing immediately upon exceeding the predetermined distance. The controller may also be programmed to position the secondary coil relative to the primary coil by commanding the vehicle to reverse in response to the voltage rising during reverse movement of the vehicle. The controller may also be programmed to position the secondary coil relative to the primary coil by commanding the vehicle to stop in response to the voltage decreasing during reverse movement of the vehicle immediately after the boost. The vehicle may also include a vehicle sensor system to identify obstacles in the travel path. The controller may also be programmed to output a manual steering command to the cabin interface to move the vehicle to a charging area adjacent to the primary coil based on a travel path identified by the vehicle sensor system. The vehicle may further include a vehicle steering module, and the controller may be further programmed to output steering instructions to the vehicle steering module to move the vehicle to a charging area adjacent to the primary coil based on a travel path identified by the vehicle sensor system. The controller may also be programmed to output a stop command to the vehicle in response to the sensor system detecting an obstacle in a travel path to a charging zone adjacent the primary coil.

A method for a vehicle comprising: the secondary coil of the vehicle is positioned relative to the primary coil by the controller commanding the vehicle to advance in response to an increase in the voltage induced in the secondary coil by the primary coil. The method further comprises the following steps: in response to the voltage decreasing immediately after the boost, the vehicle is commanded to proceed for a predetermined period of time. The method further comprises the following steps: in response to the voltage decreasing immediately after the time period, the vehicle is commanded to reverse. The controller may also be programmed to position the secondary coil relative to the primary coil by commanding the vehicle to reverse in response to the voltage rising during reverse movement of the vehicle. The controller may be programmed to position the secondary coil relative to the primary coil by commanding the vehicle to stop in response to the voltage decreasing during reverse movement of the vehicle immediately after the boost. The method may also include identifying an obstacle in the travel path and outputting a manual steering command to a cabin interface to move the vehicle to a charging area adjacent to the primary coil based on the travel path. The method may further include outputting a stop command in response to detecting an obstacle in a travel path leading to a charging area adjacent to the primary coil.

A vehicle alignment system includes a cabin interface, a charge receiving coil, and a controller. The controller is in communication with the cabin interface and the charge receiving coil and is programmed to output a steering command to the cabin interface based on an amount of charge output received by the charge receiving coil from a charge sending coil of a charging station to guide a driver in positioning a vehicle in a charging area located near the charging station. The system may also include a steering module and one or more sensors. The steering module and the one or more sensors may be in communication with the controller. The one or more sensors may be oriented on the vehicle to identify a travel path from a current vehicle location to the charging area. The controller may also be programmed to output a steering command to the steering module based on the identified travel path to direct the vehicle to move to the charging area with no or minimal driver input. Each of the one or more sensors may be oriented on the vehicle to identify a travel path from a current vehicle location to the charging area, and each of the one or more sensors may be oriented on the vehicle to detect an obstacle located within the travel path. The controller may be further programmed to output a stop command to the braking system in response to the one or more sensors detecting an obstacle located within the travel path. The one or more sensors may be one of a radio frequency sensor, an ultrasonic sensor, or an infrared sensor. The controller may also be programmed to access the energy map to identify a travel path distance associated with an amount of charge output received by the charge receiving coil. The travel path distance may reflect a distance between a charge receiving coil located at a current vehicle location and a charging area located near a charging station. The system may further include a parking brake system, and the controller may be further programmed to activate the parking brake system in response to detecting that the vehicle is parked in the charging zone.

Drawings

Fig. 1 is a schematic diagram illustrating an example of an electric vehicle.

Fig. 2 is a schematic diagram illustrating an example of an electrified vehicle and a vehicle charging station.

Fig. 3 is a graph illustrating an example of a relationship of a charge receiving unit and a charge transmitting unit based on an interval.

Fig. 4 is a flowchart illustrating an example of a control strategy for charging an electrically powered vehicle.

Detailed Description

Embodiments of the present disclosure are described herein. However, it is to be understood that the disclosed embodiments are merely examples and that other embodiments may take various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present disclosure. As one of ordinary skill in the art will appreciate, various features illustrated and described with reference to any one of the figures may be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combination of features shown provides a representative embodiment for typical applications. However, various combinations and modifications of the features consistent with the teachings of the present disclosure may be used in particular applications or implementations.

Fig. 1 is a schematic diagram illustrating an example of a vehicle (generally referred to herein as vehicle 10). The vehicle 10 may include a controller 14 to direct operation of the components of the vehicle 10. For example, the controller 14 may be in communication with a transmission 16 mechanically coupled to an engine 18 and one or more electric machines 19. The cabin interface 21 may be in communication with the controller 14 to receive information related to the condition of the vehicle 10 components. The cabin interface 21 may output notifications, such as visual and audio outputs, to the occupants of the vehicle 10 that reflect information related to the condition of the vehicle components. In one example, the car interface 21 may be a touch screen display.

Each of the one or more electric machines 19 may be capable of operating as a motor or a generator. When operating as a motor, each of the one or more electric machines 19 may provide propulsion and retarding capabilities when the engine 18 is turned on or off. When operating as a generator, each of the one or more electric machines 19 may provide fuel economy benefits by recovering energy that is typically lost as heat in a friction braking system.

The transmission 16 is also mechanically connected to a drive shaft 20, the drive shaft 20 being coupled to rear wheels 22. The engine 18 may provide propulsion to the rear wheels 22 via the transmission 16 and the drive shaft 20. The engine 18 and one or more electric machines 19 may be part of a vehicle propulsion system. Additionally, the traction battery may also be part of the propulsion system to provide power for additional propulsion and vehicle component operations.

For example, the traction battery 24 may store energy for use by one or more electric machines 19. The traction battery 24 may include one or more high voltage batteries and may provide a high voltage DC output from one or more arrays of battery cells (sometimes referred to as a battery cell stack) within the traction battery 24. Each of the battery cell arrays may include one or more battery cells. The traction battery 24 is electrically connected to one or more power electronics modules 26. The power electronics module 26 may also be electrically connected to the one or more electric machines 19 and may provide the ability to transfer electrical energy bi-directionally between the traction battery 24 and the one or more electric machines 19.

For example, traction battery 24 may provide a DC voltage, while one or more motors 19 may require a three-phase AC voltage to operate. The power electronics module 26 may convert the DC voltage to a three-phase AC voltage as required by the one or more electric machines 19. In the regeneration mode, the power electronics module 26 may convert the three-phase AC voltage from the one or more electric machines 19 (which act as generators) to the DC voltage required by the traction battery 24.

In addition to providing energy for propulsion, the traction battery 24 may also provide energy for other vehicle electrical systems. The vehicle electrical system may include a DC/DC converter module that converts the high voltage DC output of the traction battery 24 to a low voltage DC supply that is compatible with other vehicle loads. Other high voltage loads, such as compressors and electric heaters, may be connected directly to the high voltage without the use of a DC/DC converter module. In a typical vehicle, the low voltage system is electrically connected to an auxiliary battery (e.g., a 12 volt battery).

A Battery Electrical Control Module (BECM)30 may be in communication with the traction battery 24. The BECM30 may act as a controller for the traction battery 24 and may also include an electronic monitoring system that manages the temperature and state of charge of each battery cell of the traction battery 24. The traction battery 24 may have a temperature sensor, such as a thermistor or other thermometer. The temperature sensor may communicate with the BECM 33 to provide temperature data regarding the traction battery 24.

The traction battery 24 may be recharged by an external power source, such as an electrical outlet or a wireless charging pad. For example, the wired charging unit 32 may include components that facilitate wired connection to an external power outlet. The wired charging unit 32 may include a charging port of a charging connector for receiving an external power source. The wired charging unit 32 may facilitate the transfer of energy from an external power source to the traction battery 24 to replenish the charge of the traction battery 24.

As another example, the wireless charging unit 34 may include components that facilitate wireless connection to an external power source. The wireless charging unit 34 may help facilitate the transfer of energy from an external power source to the traction battery 24 to replenish the charge of the traction battery 24. One example of the wireless charging unit 34 may include a charge receiving coil to receive energy from a charging pad, as further described herein. The wired charging unit 32 or the wireless charging unit 34 may include circuitry and controls to regulate and manage the transfer of electrical energy between the external power source and the traction battery 24.

The components of the vehicle 10 may operate with one another as an alignment system to position the vehicle at an identified target or area. For example, the vehicle 10 may include a braking system module 40, an automatic positioning module 42, and a position detection module 44, each in electrical communication with the controller 14. One or more sensors 48 may be in electrical communication with vehicle 10 components such as the controller 14, the braking system module 40, the automatic positioning module 42, and the position detection module 44. Although the one or more sensors 48 are represented in the schematic view of the vehicle 10 of fig. 1 as squares, it is contemplated that the one or more sensors 48 may be located at various locations of the vehicle 10 to provide detected information to the controller 14. Examples of the one or more sensors 48 may include Radio Frequency (RF) sensors, ultrasonic sensors, infrared sensors, cameras, lasers, or other similar sensors. One or more sensors 48 may be located external to the vehicle 10 to detect conditions, objects, and obstacles external to the vehicle 10. As further described herein, the one or more sensors 48 may be operable to assist in positioning the vehicle 10 at a predetermined location with minimal or no driver input. For example, one or more sensors 48 may operate to identify a travel path for the vehicle 10 to move to a location such as a charging area.

The braking system module 40 may communicate with a brake unit 50 of each rear wheel 22 and a brake unit 52 of each of a set of front wheels 54 to reduce and/or stop rotation of the respective wheel to slow or stop movement of the vehicle 10. Examples of brake units 50 and 52 include anti-lock brake units or other brake units that utilize pressurized air to reduce and/or stop rotation of a wheel. The brake system module 40 may also include a parking brake system for selective application when the vehicle 10 is stopped. The controller 14 may include programming to activate the parking brake system when, for example, the vehicle 10 is stopped and receives charge from a charging station.

The automatic positioning module 42 may assist in positioning the vehicle 10 at a predetermined location with no or minimal driver input. The automatic positioning module 42 may operate with one or more sensors 48, the controller 14, a propulsion system such as the engine 18 or traction battery 24, and the braking system module 40 to direct the vehicle 10 to move to a predetermined location. The position detection module 44 may operate with one or more sensors 48 to identify the position of the vehicle 10 relative to the identified targets or identified areas.

Fig. 2 is a schematic diagram illustrating an example of the vehicle 10 and the vehicle charging station 150. The vehicle charging station 150 may include a charging pad 154 and a station housing 156. The station housing 156 may include an electrical connection assembly 157 in electrical communication with the station controller 159. The charging pad 154 may include a charge transmitting unit 158. The charge transmitting unit 158 may include electrical components for receiving signals from the station controller 159. The station controller 159 may include programming to direct the operation of the charge transmitting unit 158 based on the detected vehicle position. The charge transmitting unit 158 may include components that facilitate wireless energy transfer. In one example, the charge transmitting unit 158 includes a charge transmitting coil to output charge for receipt by a charge receiving coil to wirelessly transfer energy to the vehicle to recharge the vehicle high voltage battery. Here, the charging coil may also be referred to as a primary coil. For example, the wireless charging unit 34 of the vehicle 10 described above may include a component for receiving energy from an external source, such as the charge receiving unit 160.

The charge receiving unit 160 may include components that facilitate wireless reception of energy. In one example, the charge receiving unit 160 includes a charge receiving coil to receive a charge output from a charge transmitting coil to wirelessly receive energy from an external source (such as the charge transmitting unit 158) to charge the traction battery 24. Here, the charge receiving coil may be referred to as a secondary coil. The station controller 159 may include programming to direct the operation of components of the vehicle charging station 150 and may include components to communicate with a vehicle, such as the vehicle 10, to facilitate transfer of charge from the vehicle charging station 150 to the vehicle 10.

The controller 14 may also include programming to interact with the charging station 150 to facilitate positioning the vehicle 10 at a predetermined location 164 to receive charge output from the charging station 150. The predetermined position 164 may include a plurality of regions, each region reflecting an amount of charge output that the charge transmitting unit 158 may output based on the distance between the charge transmitting unit 158 and the charge receiving unit 160. In one example, the predetermined locations 164 may include a first region 166, a second region 168, and a third region 170. Charging information relating to the predetermined location 164 may be stored and accessed by the controller 14.

The first region 166 may be directly adjacent to the charge transmitting unit 158 and may represent the maximum amount of charge output potential compared to the other two regions. The area of the first region 166 may be based on vehicle components and charging station components. When the charge receiving unit 160 is located within the first region 166, the charge transmitting unit 158 may output a charge of about 3.3 kW.

The area of the second region 168 may also be based on vehicle components and charging station components. When the charge receiving unit 160 is located within the second region 168, the charge transmitting unit 158 may output a charge of about 2.5 kW. The area of the third region 170 may also be based on vehicle components and charging station components. When the charge receiving unit 160 is located within the third region 170, the charge transmitting unit 158 may output a charge of about 2.0 kW.

The charge receiving unit 160 or the controller 14 may include programming to identify the location of the vehicle 10 relative to a plurality of zones of the predetermined location 164 based on the amount of detected charge output from the charge transmitting unit 158. For example, if the charge receiving unit 160 detects the amount of output of the charge from the charge transmitting unit 158, the charge receiving unit 160 may transmit a signal including the detected amount of charge to the controller 14, and the controller 14 may identify the position of the vehicle 10 with respect to the first region 166, the second region 168, or the third region 170.

Fig. 3 is a graph illustrating an example of charge characteristics based on the position of the vehicle charge receiving unit relative to the charge transmitting unit, generally referred to as graph 200. The graph 200 may illustrate the charge relationship between the charge receiving unit 160 and the charge transmitting unit 158 or their charge characteristics. The Y-axis 202 may represent the output charge from a charge transmitting unit of a charging station, such as the charge transmitting unit 158. The X-axis 204 may represent a positional offset between a charge transmitting unit and a charge receiving unit (such as the charge transmitting unit 158 and the charge receiving unit 160 described above).

Curve 210 represents a feedback signal from the system that locates the vehicle based on the charge output signal strength. Three regions are identified on the graph 200, representing a first region 166, a second region 168, and a third region 170. Line 220 represents the minimum amount of charge output detectable by charge-receiving unit 160. If the charge receiving unit 160 is spaced from the charge transmitting unit 158 by a distance greater than a predetermined threshold, the charge receiving unit 160 will not detect any charge output from the charge transmitting unit 158. The predetermined threshold may vary based on vehicle components and charging station components. In one example, the predetermined threshold may be approximately equal to one foot. If the charge receiving unit 160 is spaced from the charge transmitting unit 158 by the distance identified between the third region 170 and the line 220, the charge receiving unit 160 may detect the presence of the charge output from the charge transmitting unit 158, but not close enough to receive the charge output.

As shown on the graph, the charge output from the charge transmitting unit 158 increases as the charge receiving unit 160 approaches the charge transmitting unit 158. The charge transfer peak on curve 210 may be referred to as charge peak 212. As also shown on the graph, the charge output from the charge transmitting unit 158 increases near line 220 and then decreases before the charge output associated with the first, second, and third regions 166, 168, 170 increases. This increase in charge output followed by a decrease in charge output may be due to the geometry of the coils of charge transmitting unit 158 and charge receiving unit 160. A portion of the curve 210 corresponding to the increase rather than the decrease may be referred to as a charge bump 222. The controller 14 may receive one or more signals from the charge receiving unit 160 indicative of the detected charge output from the charge transmitting unit 158 and calculate the positioning of the vehicle 10 relative to the plurality of zones.

The controller 14 may also include programming to direct the vehicle 10 to move to a location within one of the zones. For example, the controller 14 may send commands to the braking system module 40 and/or the steering module 174 based on the detected amount of charge received from the charge-receiving unit 160. In one example, the controller 14 may output a command to the brake system module 40 reflecting the amount of brake pressure required to stop movement of the vehicle within one of the zones.

In another example, the controller may output a steering command to the steering module 174 to move the vehicle 10 to one of a plurality of zones, and the steering module 174 may then operate to send a command to a selective vehicle 10 component to move the vehicle 10 to one of the plurality of zones for charging. The steering command may be automatically executed by a vehicle 10 component, or the steering command may be displayed on the cabin interface 21 in a series of one or more steps to direct the driver to one of the zones for charging. For example, the automatic positioning module 42 may communicate with a controller and appropriate vehicle 10 components to move the vehicle 10 to an identified area based on signals received from one or more sensors 48. The position detection module 44 may also communicate with the controller and one or more sensors 48 to identify the position of the vehicle 10 relative to the identified area.

In another example, the controller may be programmed to output propulsion system operating commands based on the graph 200 and the amount of charge output from the charge transmitting unit 158 detected by the charge receiving unit 160. The controller may be programmed to output a forward command to the propulsion system in response to the charge receiving unit 160 detecting an increase in the charge output of the charge transmitting unit 158. In this example, the charge receiving unit 160 may approach the first region 166, the second region 168, and the third region 170 on the curve 210.

Subsequently, the controller may be programmed to output a forward command to the propulsion system in response to the charge receiving unit 160 detecting a decrease in the charge output of the charge transmitting unit 158 for the predetermined distance. In this example, the controller programming may compensate for the charge bump 222 by continuing to direct the vehicle to move forward toward the zone if the vehicle detects an increase in charge and then a decrease in charge. If the charge receiving unit 160 does not detect an increase in the charge output of the charge transmitting unit 158 during movement of the vehicle along the predetermined distance, the controller may be programmed to output a reverse command to the propulsion system when the vehicle may have traveled past the charge peak 212.

FIG. 4 is a flow chart illustrating an example of a control strategy (generally referred to as control strategy 300) in which a vehicle alignment system positions a vehicle to receive charge from a charging station. In operation 304, a predetermined charging area, such as the first area 166, the second area 168, or the third area 170, is identified. The predetermined charging area may be a location for parking a vehicle, such as vehicle 10, for receiving a charge output from a charge transmitting unit, such as charge transmitting unit 158 of charging station 150. A controller, such as controller 14, may include programming to interact with vehicle components and charging station components to identify the location of a predetermined charging area as described above. The controller may also access the energy map to identify a travel path distance associated with the amount of charge output of the charging station detected by the charge receiving unit. In one example, the charging station charge output may be output by a transmitting coil. The travel path distance may reflect a distance between a charge receiving coil located at the current vehicle location and the identified charging area located near the charging station.

In another example, sensors of the vehicle (such as one or more sensors 48) may be operable to identify a travel path between the current vehicle location and the identified charging area. The sensors may also be operable to detect obstacles within the travel path and send signals to the controller to activate a braking system (such as braking system module 40) to stop the vehicle before contacting the detected obstacle. Additionally, a charge receiving unit, such as charge receiving unit 160, may operate to detect the presence of a charge output from a charge transmitting unit (such as charge transmitting unit 158). The charge transmitting unit may transmit a signal identifying the detected amount of charge output to the controller, and the controller may identify a position of the vehicle relative to the identified charging area based on the detected charge output. In operation 306, the controller may identify a current vehicle speed for calculating an output to the braking system to position the vehicle within the identified charging region.

In operation 308, the controller may identify a necessary amount of braking output required to bring the vehicle to a stop within the identified charging region. For example, the controller may calculate an amount of brake pressure required by wheel brake units (such as the brake units 50 and 52) and direct the brake system to output a command reflecting the calculated amount of brake pressure based on the identified current vehicle speed and the identified charging area in operation 310. As such, in operation 312, the controller may direct the vehicle to stop within the identified charging region to begin a vehicle charging operation. Alternatively, the controller may be programmed to detect the position of the vehicle within the identified charging region and activate a parking brake system, such as the parking brake system of the brake system module 40.

Optionally, in operation 318, the controller may identify whether one or more steering inputs are required to position the vehicle within the identified charging region. If the controller identifies a need for a steering input at operation 318, the controller may output an operating command to a vehicle component (such as the steering module 174) to steer the vehicle to a predetermined charging location at operation 320. In another example, the controller may output visual commands to a display of a cabin interface, such as the cabin interface 21, to indicate steering inputs required by the driver to move the vehicle to the identified charging area.

The words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the disclosure. As previously described, features of the various embodiments may be combined to form further embodiments of the invention that may not be explicitly described or illustrated. While various embodiments may have been described as providing advantages or being preferred over other embodiments or prior art implementations with respect to one or more desired characteristics, those of ordinary skill in the art will recognize that one or more features or characteristics may be compromised to achieve desired overall system attributes, depending on the particular application and implementation. These attributes may include, but are not limited to, cost, strength, durability, life cycle cost, marketability, appearance, packaging, size, maintainability, weight, manufacturability, ease of assembly, and the like. Accordingly, embodiments described as being less desirable in terms of one or more characteristics than other embodiments or prior art implementations are not outside the scope of the present disclosure and may be desirable for particular applications.

According to the present invention, there is provided a vehicle having a secondary coil and a controller programmed to position the secondary coil relative to the primary coil by: commanding the vehicle to advance in response to an increase in the voltage induced in the secondary coil by the primary coil; commanding the vehicle to advance a predetermined distance in response to the voltage decreasing immediately after the step-up; and commanding the vehicle to reverse in response to the voltage decreasing immediately upon exceeding the predetermined distance.

According to an embodiment, the controller is further programmed to position the secondary coil relative to the primary coil by commanding reverse of the vehicle in response to the voltage rising during reverse movement of the vehicle.

According to an embodiment, the controller is further programmed to position the secondary coil relative to the primary coil by commanding the vehicle to stop in response to the voltage decreasing during reverse movement of the vehicle immediately after the step-up.

According to an embodiment, the invention also features a vehicle sensor system for identifying an obstacle in a travel path, wherein the controller is further programmed to output a manual steering command to a cabin interface to move a vehicle to a charging area adjacent to the primary coil based on the travel path identified by the vehicle sensor system.

According to an embodiment, the invention also features a vehicle steering module and a vehicle sensor system for identifying an obstacle in a path of travel of the vehicle, wherein the controller is further programmed to output a steering command to the vehicle steering module to move the vehicle to a charging area adjacent to the primary coil based on the path of travel identified by the vehicle sensor system.

According to an embodiment, the invention also features a sensor system for identifying an obstacle in a path of travel of the vehicle, and wherein the controller is further programmed to output a stop command to the vehicle in response to the sensor system detecting an obstacle in the path of travel leading to a charging area adjacent to the primary coil.

According to the invention, a method for a vehicle includes positioning, by a controller, a secondary coil of the vehicle relative to a primary coil by: commanding the vehicle to advance in response to an increase in the voltage induced in the secondary coil by the primary coil; commanding the vehicle to advance for a predetermined period of time in response to the voltage decreasing immediately after the boost; and commanding the vehicle to reverse in response to the voltage decreasing immediately after the time period.

According to an embodiment, the controller is further programmed to position the secondary coil relative to the primary coil by commanding reverse of the vehicle in response to the voltage rising during reverse movement of the vehicle.

According to an embodiment, the controller is further programmed to position the secondary coil relative to the primary coil by commanding the vehicle to stop in response to the voltage decreasing during reverse movement of the vehicle immediately after the step-up.

According to an embodiment, the invention is further characterized by identifying an obstacle in the travel path, and outputting a manual steering command to the cabin interface to move the vehicle to a charging area adjacent to the primary coil based on the travel path.

According to an embodiment, the invention is further characterized by identifying an obstacle in a vehicle travel path, and outputting a stop command in response to detecting the obstacle in the travel path leading to a charging area adjacent to the primary coil.

In accordance with the present invention, a vehicle alignment system is provided having a cabin interface, a charge receiving coil, and a controller in communication with the cabin interface and the charge receiving coil and programmed to output a steering command to the cabin interface based on an amount of charge output received by the charge receiving coil from a charge sending coil of a charging station to guide a driver in positioning a vehicle in a charging area located near the charging station.

According to an embodiment, the invention also features a steering module in communication with the controller, and one or more sensors in communication with the controller and oriented on the vehicle to identify a travel path from a current vehicle location to the charging area, wherein the controller is further programmed to output a steering command to the steering module based on the identified travel path to direct the vehicle to move to the charging area with no or minimal driver input.

According to an embodiment, the invention also features one or more sensors in communication with the controller, wherein each of the one or more sensors is oriented on the vehicle to identify a travel path from a current vehicle location to the charging area, and wherein each of the one or more sensors is oriented on the vehicle to detect an obstacle located within the travel path.

According to an embodiment, the controller is further programmed to output a stop command to a braking system in response to the one or more sensors detecting an obstacle located within the travel path.

According to an embodiment, the one or more sensors comprise one of a radio frequency sensor, an ultrasonic sensor, or an infrared sensor.

According to an embodiment, the controller is further programmed to access an energy map to identify a travel path distance associated with an amount of charge output received by the charge receiving coil, and wherein the travel path distance reflects a distance between the charge receiving coil located at the current vehicle location and a charging area located near the charging station.

According to an embodiment, the invention also features a parking brake system, wherein the controller is further programmed to activate the parking brake system in response to detecting that the vehicle is parked in the charging zone.