JP5606559B2 - Navigation device and charging control device for electric vehicle - Google Patents

Description

  The present invention includes an electric vehicle (an electric vehicle such as an electric bicycle, an electric cart, an electric motorcycle, an electric vehicle or a hybrid vehicle) equipped with a power storage device as a power source of an electric motor for obtaining driving force of the own vehicle such as an electric vehicle, In addition, the present invention relates to a navigation device and a charging control device that can be mounted in (but not limited to) and control charging of a power storage device.

  In recent years, following the development and practical use of electric bicycles and electric carts, vehicles such as electric motorcycles and electric automobiles are being electrified. Specifically, instead of a vehicle that uses an internal combustion engine as a power source, a hybrid vehicle that uses a gasoline engine and an electric motor as a motor as a power source, a home power supply, a gasoline station, a power supply station, etc. Electric vehicles powered by electric motors powered by batteries charged by the battery, or fuel cell vehicles that run while generating power from fuel cells that use hydrogen gas or the like as fuel, etc. have been sequentially developed, hybrid vehicles and electric vehicles Some of them have already been put into practical use and are beginning to spread.

  A plug-in hybrid vehicle or the like is not limited to an electric vehicle, and is equipped with a chargeable power storage device. Examples of the power storage device include a battery such as a lithium battery. Power storage devices such as lithium batteries generally deteriorate in service life if they are repeatedly charged and discharged, or if 100% full charge continues, so it is desirable for users to perform charging procedures that take this into account. It will be a burden. Therefore, various systems for reducing the burden on the user for such charging have been proposed.

  For example, Patent Document 1 describes a system in which a service system server, an electric vehicle, and a charging station communicate with each other and automatically charge the battery of the electric vehicle under the management of the service system server.

  Further, in Patent Document 2, in a so-called plug-in hybrid vehicle that can be externally charged, cost prediction is performed based on the use cost in consideration of the life of the power storage device as well as the energy cost, and is presented to the user. Describes a system that can select the amount of charge and the driving pattern.

  Further, Patent Document 3 calculates the travelable distance from the vehicle position and the remaining capacity of the power storage device, and displays the travelable range on the map of the navigation device, so that the driver can determine whether to charge or select a road. Techniques that make it easy are described.

JP 2006-74868 A JP 2008-278559 A Japanese Patent Laid-Open No. 9-119839

  A conventional charging system for charging a power storage device of an electric vehicle is configured as described above. Patent Document 1 is a system for charging at a charging station outside the home, and Patent Document 2 is not necessarily in the home. It relates to charging at a charging station that is not placed. Furthermore, Patent Document 3 is a system that displays the current vehicle position and the travelable distance, and is not a system that specifies where the vehicle position is.

  As described above, the current charging systems are not considered to be charged at a base (such as a home) as a place where charging is performed professionally. Here, for a user who owns or uses an electric vehicle equipped with a power storage device, a home or the like is considered to be one of bases for charging the electric vehicle with a charging facility. Therefore, it is convenient if it is possible to confirm information on the travelable distance after charging before the charging procedure when returning to the base (for example, when returning home), and the charging procedure at the time of returning can be easily performed. If possible, the burden on the user can be reduced.

  The present invention is intended to solve the above-described problem, and in an electric vehicle equipped with a power storage device that can be charged from the outside such as an electric vehicle, information on a travelable distance after charging, particularly when returning to a base. It is an object of the present invention to provide a navigation device and a charging control device that can notify about the above.

The present invention relates to a navigation device that can be mounted on an electric vehicle having a power storage device, a vehicle position information acquisition unit that acquires vehicle position information that is a current position of the electric vehicle, and a place where a user of the electric vehicle has a charging facility. A base position storage unit that stores the base position set as a travel history storage unit that stores a travel history of the electric vehicle, and a next travel in which the electric vehicle travels is predicted based on the travel history stored in the travel history storage unit. The next required power amount predicting unit, the next required power amount predicting unit that predicts the next required power amount that is the power amount required for the electric vehicle for the next driving predicted by the next travel predicting unit, and the next required power amount predicting unit A charging power amount calculation unit that calculates a charging power amount based on the predicted next required power amount and the remaining power amount of the power storage device, and calculates a charging time from the charging power amount, and a charging power amount calculation unit Charging instruction information including the charging time was Oite operation, and the vehicle information input and output unit for output sent towards the charging device provided in an electric vehicle or charging equipment, after charging based on the remaining power amount and charging command information When a travelable distance calculation unit that calculates information related to the travelable distance and an electric vehicle approaching within a predetermined range from the base position and / or detecting that the electric vehicle has stopped at the base position are detected A user notification unit for notifying information on the travelable distance after charging is stored, the travel history storage unit stores a travel history for each of a plurality of users, and the next travel prediction unit is stored in the travel history storage unit. The next travel is predicted based on the travel history related to the next travel user among the stored travel histories for each of the plurality of users .

According to this invention, the next travel is predicted based on the travel history related to the user of the next travel among the travel histories for each of a plurality of users, the charge power amount is calculated, and the charging instruction information is sent to the charging device. Notifying the user of information regarding the travelable distance after charging when it is detected that the electric vehicle approaches within a predetermined range from the base position and / or the electric vehicle stops at the base position. As a result, it is possible to notify the information about the travelable distance after charging before charging the user, and when the user returns to a base such as home, the user can get off without any specific instruction regarding the charging procedure .

It is a block diagram which shows schematic structure at the time of charge of the electric vehicle containing the vehicle-mounted navigation apparatus carrying the function of the charge procedure by Embodiment 1 of this invention at home. It is a detailed block diagram of the travel history memory | storage part 11 by Embodiment 1 of this invention. It is a flowchart which shows the operation | movement flow of the vehicle-mounted navigation apparatus by Embodiment 1 of this invention. It is a table | surface which shows the example of the travel history information by Embodiment 1 of this invention. 4 is a table showing an example of a travel pattern type according to the first embodiment of the present invention. It is a table | surface which shows the example of the application result of the travel pattern by Embodiment 1 of this invention. It is a table | surface which shows another example of the application result of the travel pattern by Embodiment 1 of this invention. It is a flowchart which shows the detailed example of step ST3 of the operation | movement flow of the vehicle-mounted navigation apparatus by Embodiment 1 of this invention. It is a figure which shows the example of a display which displayed the area which can be drive | worked by the remaining electric energy in the vehicle-mounted navigation apparatus by Embodiment 1 of this invention. It is a figure which shows another display example which displayed the driving | running | working area by the electric energy which considered the next charge amount in the vehicle-mounted navigation apparatus by Embodiment 1 of this invention. It is a figure which shows another example of a display which displayed the driveable area by the electric energy which a user can set in the vehicle-mounted navigation apparatus by Embodiment 1 of this invention. 5 is a flowchart showing an operation flow in a fixed mode of the in-vehicle navigation device according to the first embodiment of the present invention. It is a flowchart which shows the operation | movement flow at the time of the departure of the vehicle-mounted navigation apparatus by Embodiment 2 of this invention.

Embodiment 1 FIG.
An electric vehicle represented by an electric vehicle or the like (including but not limited to an electric vehicle such as an electric bicycle, an electric cart, an electric motorcycle, an electric vehicle or a hybrid vehicle) is an electric motor for obtaining the driving force of the own vehicle. A power storage device that can be charged from the outside is installed as a power source. Examples of the externally chargeable power storage device include a lithium battery. Power storage devices such as lithium batteries generally deteriorate in service life if they are repeatedly charged and discharged or if 100% of the battery is fully charged, so it is desirable for users to perform charging procedures that take this into consideration. Is a burden on the user.

  On the other hand, when the destination is close, such as commuting or shopping, depending on the amount of remaining power, a charging operation may not be necessary, or charging for a necessary amount in a short time may be sufficient. Further, in the case of an electric vehicle mainly used for commuting and shopping, it is considered that the destination (traveling range) is constant by the user, and the date, day of the week, and traveling distance are almost determined.

  Therefore, for a user who owns a vehicle equipped with a power storage device, the next driving is predicted based on the learning content learned based on the driving history at the home where the charging facility is installed, and the charging procedure when returning home is automatically performed. If possible, the burden on the user can be reduced.

  In addition, the user can determine whether the automatic charging is appropriate if he / she is notified of the travelable distance, the travelable area, or the predicted destination as information related to the travel distance after charging at the time of returning home. . In other words, if the automatic charging is appropriate, the user can get off without any charge procedure, and if it is not appropriate, the user may issue an instruction to change the charge procedure.

  Therefore, in the first embodiment, in order to reduce the burden of the charging procedure of the user at home in particular, the next time the user who uses the electric vehicle travels based on the periodic travel history information and the like where the destination is determined. This is an embodiment that provides an apparatus that predicts the amount of power required for the predicted next travel and automatically performs a charging procedure. Here, the functions of the in-vehicle navigation device such as the home as a base, predicted destination information, and past travel history information (preferably for each user) of the electric vehicle can be used. Accordingly, it is possible to reduce unnecessary charging and the number of times of charging itself, and it is possible to extend the life of the power storage device because deterioration of the life due to charging can be reduced without being conscious of the user. In addition, it is possible to set an upper limit of charging and to consider in-vehicle navigation devices so as not to overcharge.

  In the first and second embodiments, an electric vehicle used by an individual user will be described as an example, so that the home is the only base. However, in an electric vehicle used in a company or the like, A plurality of locations such as company offices and distribution centers can be used as bases, and the present invention can be applied. In short, the base in the first embodiment refers to a point where the electric vehicle is mainly charged.

  In the first embodiment and the second embodiment, an individual user is described as an example and the home is used as a base. However, the number of bases is not limited to one, and a plurality of bases may be provided. For example, in the case of a person who frequently stays in a home (birthplace) for parental care or the like, both the home (current address) and the home (birthplace) may be registered as bases. In addition, in an electric vehicle used in a company or the like, an office or a distribution center of the company may be registered as a base. In this case, it is desirable that the learning based on the travel history information is performed for each base and held respectively. In addition, as described above, it is desirable that learning is performed for each user based on the travel history information, and the respective locations are held separately.

  1 is a block diagram of an electric vehicle 6 including an in-vehicle navigation device 8 equipped with a charging procedure instruction function according to Embodiment 1 of the present invention, and is a block diagram showing a schematic configuration at the time of charging at home. is there. In FIG. 1, a power storage device 1 such as a storage battery, a power amount monitoring unit 2 that directly or indirectly monitors the power amount of the power storage device 1, and a charge control unit 3 that controls a charging state (charging or discharging) of the power storage device 1. , A vehicle communication line 4 for exchanging information with sensors such as a vehicle speed sensor mounted on the electric vehicle 6 or various controllers for controlling the engine or motor, etc., a charge switch that is turned on and off by the charge control unit 3 5 is provided in the electric vehicle 6. The charging control unit 3 can control the charging start time, the charging time, or the charging power amount from the home charging facility 7 to the power storage device 1 by controlling the charging switch 5. The charging switch 5 and the charging control unit 3 can be provided in the home charging equipment 7. The power amount monitoring unit 2 acquires the amount of power stored in the power storage device 1. The charging control unit 3 and the power amount monitoring unit 2 can communicate with the in-vehicle navigation device 8 and the like through the vehicle communication line 4. Here, the electric energy monitoring unit 2, the charging control unit 3, and the charging switch 5 constitute a charging device that charges the power storage device 1.

  An in-vehicle navigation device 8 is connected to the vehicle communication line 4, and the power storage device 1 based on the electric energy information is transmitted from the electric energy monitoring unit 2 provided in the electric vehicle 6 through the vehicle information input / output unit 9. Get the remaining power. The acquired remaining power amount of the power storage device 1 is also used for calculation of a travelable distance or a travelable area by the travelable distance calculation unit 10. Further, the travelable distance calculation unit 10 also calculates a travelable distance or a travelable area after charging based on the remaining power amount of the power storage device 1 and a set charge power amount which will be described later. Note that the travelable distance after charging, the travelable area, predicted destination information, or the like, or a combination thereof, is referred to as information related to the travelable distance after charging.

  The in-vehicle navigation device 8 can acquire vehicle information such as a vehicle speed or a steering angle via the vehicle communication line 4 and the vehicle information input / output unit 9. The vehicle position can be specified by the GPS antenna 15. The own vehicle position information acquisition unit 17 can include either one or both of an autonomous navigation system for obtaining the own vehicle position based on the vehicle information and a GPS navigation system for obtaining the own vehicle position based on the GPS antenna 15. These can be collated with map information stored in the map information storage unit 16 and subjected to processing such as map matching, whereby the vehicle position information acquisition unit 17 can acquire more accurate current vehicle position information. The obtained vehicle position information is given to the route calculation unit 22 described later. In addition, the vehicle position information is displayed in a form in which the vehicle position and the traveling direction can be recognized together with the map information on the user notification unit 14 configured by, for example, a display.

  The destination setting unit 18 sets an arbitrary point such as a destination, a transit point, or a base in the in-vehicle navigation device 8 based on an instruction from a user input unit 19 configured by a remote controller, a touch panel, a voice input device, or the like. It is. The current vehicle position information and information such as the destination obtained in this way are given to the route calculation unit 22. The route calculation unit 22 searches for a desirable route from the current vehicle position to the destination and notifies the user of the recommended route by the user notification unit 14 for guidance. The calculation of the recommended route by the route calculation unit 22 includes vehicle information obtained from the vehicle information input / output unit 9, temperature, weather or road surface information obtained from the external environment information acquisition unit 21 described later, traffic jams, accidents / road construction, Traffic information such as regulation information that varies depending on time zones such as one-sided traffic and lane restrictions may be taken into account. The recommended route obtained by the route calculation unit 22 is also given to the travelable distance calculation unit 10 and the travel history storage unit 11 and used as a reference for the next travel. Furthermore, the route calculation unit 22 contributes to the accumulation of past travel history information by grasping the route on which the electric vehicle 6 actually traveled and supplying it to the travel history storage unit 11. In addition, the destination setting unit 18 sets in advance the in-vehicle navigation device 8 based on the position of the user's home by the user input unit 19 and registers it in the base location storage unit 24, so that the in-vehicle navigation device 8 is self-vehicle. It is possible to detect that the position has approached the home (base).

  The travel history storage unit 11 stores the travel history of the user and predicts the next travel based on the stored information. The travel history storage unit 11 stores information for each user. The destination entered in the user input unit 19 in the past, the travel route from the home to the destination, the travel distance, and the time required Calendar information such as the amount of power used and the time and date at that time is entered and held. In addition, information on the external environment such as temperature, weather or road surface information (snow cover, freezing, rainwater, flooding, etc.) acquired by the external environment information acquisition unit 21 when traveling in the past, and traffic information is also stored. In FIG. 1, a functional block for acquiring calendar information such as date, time, day of the week, etc. is not described. However, this calendar information can be obtained from GPS information received by the GPS antenna 15 or mounted on the vehicle. The navigation device 8 can also have a clock function. Here, for simplification of the drawing, the calendar information obtained from the GPS antenna 15 seems to be supplied only to the own vehicle position information acquisition unit 17, but actually the travel history storage unit 11, the next required power amount prediction unit 12, the charging power amount calculation unit 13, the route calculation unit 22, the travelable distance calculation unit 10 and the like are appropriately provided to necessary functional units.

  Further, in the above description, it is described that various kinds of information are stored in the travel history unit 11. However, all of the information is not necessarily required, and may be appropriately selected and configured. Further, the base information may be stored together so as to store these pieces of information for each base, and information to be stored may be added as necessary.

  The next required power amount prediction unit 12 predicts the amount of power necessary for the next travel based on the next travel predicted by the travel history storage unit 11 and the external environment information acquired from the external environment information acquisition unit 21. The next required power amount predicted here is supplied to the charging power amount calculation unit 13 and also to the travelable distance calculation unit 10.

  The charge power amount calculation unit 13 calculates the charge power amount to be charged based on the next required power amount and the remaining power amount, and calculates the charge time from this charge power amount. The charging power amount calculation unit 13 sends charging instruction information such as a charging start time, a charging time, or a charging power amount to the charging control unit 3 at a predetermined timing after stopping after the vehicle information input / output unit 9. To do. The charging control unit 3 sets the received charging start time, charging time, and the like. When the set time comes, the charging switch 5 is turned on to automatically start charging from the home charging equipment 7, and the set charging is completed. Then, the charging switch 5 is turned off and charging is finished.

  In the above description, the charging power calculation unit 13 sends the charging start time and charging time to the charging control unit 3. However, the charging power amount is sent as charging instruction information instead of the charging start time and charging time. May be. Further, the charge control unit 3 is not limited to a dedicated charge control unit provided in the electric vehicle 6, but a controller having other functions (for example, a motor control device or a hybrid in the case of an electric vehicle) In the case of a car, either a motor control device or an engine control device) may have the function of the charge control unit 3. Alternatively, the function of the charging control unit 3 may be incorporated in the in-vehicle navigation device 8.

  Information from the external communication unit 20 may be given to the charging power amount calculation unit 13, and the external communication unit 20 obtains a time zone when the power charge is low through a network outside the vehicle, and the charging power amount calculation unit By reflecting the charging instruction information from the vehicle information input / output unit 9 via 13, the charging switch 5 may be turned on and off.

  The travelable distance calculation unit 10 calculates a travelable distance based on various conditions, and notifies the user using the user notification unit 14. For example, the distance and area that can be traveled by the remaining power amount based on the information on the remaining power amount are notified, and the distance and area that can be traveled when the charging power amount is charged by receiving the output of the charging power amount calculation unit 13 It is possible to notify the user and notify the charging time required for receiving the required power amount next time. These pieces of information may be automatically displayed when the electric vehicle 6 approaches a predetermined range from the home and / or stops at the home.

  The user notification unit 14 includes a display that notifies the user by an image, a speaker that notifies the user by sound, and the like. The display as the user notification unit 14 can display the remaining power amount or the travelable distance based on the power amount required for the next travel on the map display, and the user can travel in the remaining power amount and the traveled area after charging. The area can be grasped visually. Further, based on information obtained from the external communication unit, this may be taken into account and notified to the user. For example, when a power failure occurs, the charging start time and the charging completion prediction time can be changed based on the predicted recovery time. The external communication unit 20 is not limited to the above, and can acquire information useful for charging the power storage device 1 and take this into account when notifying the user of charging control and various types of information. For example, a weather forecast can be obtained and added to the calculation of the amount of power required for the next run.

  Here, Embodiment 1 can learn based on travel history information, predict the next travel, and calculate the amount of power required for the next travel. For this reason, in the travel history storage unit 11, the driver, past date, day of the week, time, destination, travel distance, power consumption, temperature, weather, etc. necessary for predicting and calculating the amount of power required for the next travel I remember information.

  FIG. 2 shows a detailed block diagram of the travel history storage unit 11. The history storage unit 11a stores and accumulates past travel histories and information associated therewith. The travel pattern extraction unit 11b extracts a travel pattern by processing the travel history for each driver stored in the history storage unit 11a. The extracted travel pattern is stored in the travel pattern storage unit 11c. The next traveling prediction unit 23 predicts the next traveling including the destination and the route based on the traveling pattern stored in the traveling pattern storage unit 11c. The next travel prediction unit 23 sends the predicted next travel to the next required power amount prediction unit 12.

  The travel pattern changing unit 11d is used when the user changes the travel pattern stored in the travel pattern storage unit 11c based on an instruction from the user input unit 19, or when a new travel pattern is created and stored. Is done. A specific use situation of the travel pattern changing unit 11d will be described later.

  Although not clearly shown in the block diagram of the in-vehicle navigation device 8 in FIG. 1, the in-vehicle navigation device 8 includes a calculation unit including a microcomputer that forms the basis of the navigation function, and obtains various information. By performing the processing, the vehicle position detection, destination setting, recommended route search, guidance control at the right and left turn points, etc. are performed, and further, a flowchart and the like to be described later are stored and processed. Some of the functional units in FIG. 1 are excerpts of functional units configured by the microcomputer.

  FIG. 3 is a flowchart showing an operation flow of the in-vehicle navigation device 8 according to the first embodiment. In FIG. 3, first, when it is detected that the electric vehicle is approaching within a predetermined range from the home and / or when it is detected that the electric vehicle is stopped at the home, the remaining power amount is acquired and based on this. This is to let the user know the power information when returning. The return power information may be the remaining power amount itself obtained through the vehicle information input / output unit 9, or may be charged by a distance or area that can be traveled by the remaining power amount, and further by a charging procedure described later. You may include the display of the distance that you can drive to the next time, taking into account the amount of charge power, or the area where you can drive, and even displaying the predicted destination. You may make it do. In other words, at the time of return, the user can be notified of the remaining power amount at the time of return and how far after the charging procedure, and further predicted destination information by display display or voice, and if there is no problem for the user, the user You can get off the vehicle without any specific instructions regarding the charging procedure.

  There are two types of charging procedures when returning home: <history mode> and <fixed mode>. Basically, the history mode is preferentially selected from the technical idea of avoiding unnecessary charging. However, it is of course possible to select the fixed mode if the user desires. For example, when it is detected that the vicinity of the home is approached and / or the vehicle is stopped at the home, the user is first inquired about whether to select the history mode or the fixed mode, and the user input unit 19 Any charging procedure may be selected based on a user instruction. It should be noted that if this inquiry is made every time the user goes home, the user's trouble is increased and complicated, and therefore it is possible to set whether or not to make this inquiry every time the user goes home in various settings of the in-vehicle navigation device 8. Just keep it.

  Here, the history mode accumulates past travel history information, and predicts the next travel to travel by a predetermined future period (for example, the next day) based on the travel pattern extracted from the accumulated travel history information. It is. In addition, the history mode is a mode in which charging is performed by determining the charging power amount based on the predicted next required power amount and the remaining power amount necessary for the predicted next traveling. In the history mode, even when the user makes a key-off without making a special charge reservation, the battery is automatically charged so that an appropriate amount of charging power is charged by the next start time based on past driving history information. Is the mode to execute.

  On the other hand, the fixed mode is selected when there is no past driving history, such as when the first driving or accumulated driving history information is reset, or when there is no driving pattern that can predict the next driving in the history mode. In this mode, charging is automatically executed up to the amount of charged power. However, the fixed mode is also performed when the user selects as described above.

  Hereinafter, the charging procedure giving priority to the history mode will be described with reference to flowcharts. FIG. 3 shows an operation flow including the history mode. First, when detecting that the vehicle-mounted navigation device 8 has approached and / or has stopped at ST1 in ST1, the vehicle-mounted navigation device 8 acquires the remaining power amount information of the power storage device 1 from the power amount monitoring unit 2 in ST2. . Next, in ST3, it is determined whether or not the driver who is going to use the electric vehicle 6 next time can be charged in the history mode. Specifically, the driving that is scheduled to use the electric vehicle 6 next time depends on whether or not the driving pattern that can be applied to the driver who plans to use the electric vehicle 6 next time exists in the driving pattern storage unit 11c. It is determined whether the person can predict what kind of driving will be performed next time, that is, whether the next driving is required. For example, when the next driving of the driver who is going to use the electric vehicle 6 next time cannot be predicted due to the absence of past driving history information, the operation proceeds to the fixed mode operation described in ST20 described later.

  Note that “detecting that the user has approached the home (base)” means that the user has entered within a predetermined range from the home position set and registered in the base position storage unit 24 as a base. It is determined that the vehicle has approached the home within a predetermined distance (first predetermined distance, for example, 50 m), or the arrival time to the home is within a predetermined time (for example, 5 minutes) based on the vehicle speed, route, etc. It means that the vehicle is approaching.

  Next, the technical idea of step ST3 in FIG. 3 will be described. First, the travel history information illustrated in Table 1 of FIG. 4 is given and accumulated in the history storage unit 11a of FIG. Since it is desirable to classify the travel history information for each user who uses the electric vehicle 6, the current user, that is, the driver, is stored as the travel history information (1). The identification of the driver can be automatically recognized when the vehicle is driven, or can be set by the user. For example, when the driver who is currently driving is automatically and properly identified, it can be performed by a known method such as image recognition by a camera or seat weight detection, and the method is not limited to that method. As a result, the driver currently driving can be automatically specified, and the next driving is obtained from the driving pattern of the specified driver.

  Or you may make it a user input the driver | operator of the next driving | running | working. That is, even if the person currently driving is Mr. A, if the person driving tomorrow is Mr. B, Mr. A may input Mr. B as the next driver and ask for the next driving. If A is going to drive tomorrow, A may input himself as the next driver. At this time, if the driver for the next run is not input, it may be recognized that the next driver is the same as the current driver.

  The travel history information (2) to (5) is the date, day of the week, and departure and return time, which can be acquired from GPS or internal clock information and calendar information. The travel history information (6) is a destination, and (7) is a travel route, which can be obtained from information stored as navigation data. The destination may be acquired by receiving the destination set by the user input unit 19. The travel route may be acquired by receiving the recommended route searched by the route calculation unit 22. The route calculation unit 22 may store the route information even when the user travels on a route other than the recommended route and supply the route information to the history storage unit 11a. The travel history information (8) is the amount of power used and can be obtained as the difference between the remaining power amount before traveling and the remaining power amount after traveling.

  Further, the travel history information (9) is the temperature, (10) is the weather, and if the electric vehicle 6 has a temperature sensor or an illuminance sensor, the temperature or The weather may be acquired, or the temperature and weather may be acquired through the external environment information acquisition unit 21 that can be connected to an external network. Here, the air temperature is a parameter that affects the capacity of the power storage device 1. When the air temperature is low, the power supply capacity is reduced. The weather can be used as road surface information as a parameter for determining whether or not loss easily occurs due to slipping. For example, the distance that can be traveled differs depending on whether the road surface is dry or snowy. The travel history information is additionally stored in the history storage unit 11a when, for example, it is determined that the vehicle position is close to home and / or parked at home and returned home. Although not shown in Table 1, in order to accumulate travel history information for each base, (11) information such as a base name may be added.

  A travel pattern is extracted by the travel pattern extraction unit 11b using the travel history information accumulated in the history storage unit 11a. Here, the types of travel patterns shown in Table 2 of FIG. 5 are like templates that the travel pattern extraction unit 11b refers to when extracting travel patterns, and are for each driver and for each base. It is desirable to be created. (A) is a running pattern of “going to a specific place on weekdays”, for example, like commuting. (B) is a running pattern of “going to a specific place on a specific day of the week”, for example, shopping at a supermarket on a specific day of the week. (C) is a running pattern of “going to a specific place on the specific day of the month”, such as going to the hospital on a specific day of the month. (D) is a travel pattern of “going to a specific place on the day of the week of a specific month”, such as going to a fireworks display held on a specific day of a specific month every year. (E) is a traveling pattern of “going to a specific place on a specific date every year”, such as going to the grave on the death day of the parent. Various types of travel patterns may be prepared in addition to this.

  In the first embodiment, by default, weekdays are days other than weekends and holidays. Moreover, you may define a driving | running | working pattern with respect to a holiday (Saturdays, Sundays, and holidays) and every day instead of a weekday. If the user's holiday is a day other than Saturdays, Sundays, and holidays, for example, every Wednesday, weekday and holiday definitions may be input from the user input unit. The driving pattern is basically one that starts from a base, goes to one or more points, and returns to the same base. However, the present invention is not limited to this, and it may return to a base other than the base from which it departed.

  The travel pattern extraction unit 11b is activated at a predetermined cycle (for example, every week), extracts a travel pattern from a travel history having a period several times as long as the cycle of the travel pattern, and stores the travel pattern in the travel pattern storage unit 11c. . At that time, the number of times that the same destination is set more than a predetermined number of times is set by default in order to determine whether or not to extract a travel pattern as a “frequently visited” destination regularly and habitually. This number of times may be arbitrarily set by the user input unit 19. The determination of the “frequently visited” destination may be made not only based on the number of times but also based on the number of times in a predetermined period, that is, the frequency. This frequency may be set as a default as well as the number of times, or may be set by the user. Here, when extracting a pattern, priority is given to a new travel history based on the current time. Further, when the difference between the travel pattern stored in the travel pattern storage unit 11c and the actual travel history exceeds a predetermined range (for example, the number of times or the frequency), the travel pattern can be automatically deleted.

  The travel pattern stored in the travel pattern storage unit 11 c can be accessed by the next travel prediction unit 23. The next travel prediction unit 23 predicts the next travel based on the calendar information and other information, and sends the result to the next required power amount prediction unit 12.

  An example showing how the driving pattern types shown in Table 2 of FIG. 5 are applied to the driving history information of the driver when the next driving is determined within the range until the next day. 6 and FIG. Figure 6 shows an example of company employee A. Since weekdays from Monday to Friday are used for commuting to the company, the driving pattern corresponding to (a) in Table 2 is applied on weekdays, from Monday to Thursday. When returning home, the battery is automatically charged in the history mode. In the case of company employee A, there are no specific destinations on weekends and Sundays, so there is no usable travel pattern. For this reason, when returning home on Friday, charging is automatically performed in the fixed mode instead of the history mode.

  FIG. 7 shows an example of housewife B. Since Monday is a special sale day for Supermarket A, he goes to Supermarket A every Monday. Similarly, since Supermarket C is a special sale day on Friday, it goes to Supermarket C every Friday. Every Wednesday is a day to go to the gym. These Monday, Wednesday, and Friday are travel patterns corresponding to (b) of Table 2, and when returning home, charging is automatically performed in the history mode based on these travel patterns.

  In addition, this week is the day of the parent's death, and every year on this particular day, the grave is visited. If you went to the grave on the same day last year and two years ago, the driving pattern corresponding to (e) in Table 2 that you go to the parking lot near the grave on this day every year is the driving pattern extractor. 11b.

  In addition, although the example which goes to the supermarket A on Monday was demonstrated above, if it is a day which goes also to the supermarket B and the supermarket D, the order will also be extracted as a running pattern. For example, the traveling pattern is such that first visits supermarket D, then goes to supermarket A, and finally goes to supermarket B.

  In the case of housewife B, as in the case of office worker A, there is no travel pattern that can be used because there is no particular destination on weekends and Sundays. For this reason, when returning home on Friday, charging is automatically performed in the fixed mode instead of the history mode.

  These travel patterns are preferably stored for each user, but there may be a case where the electric vehicle 6 is shared by a family and the travel pattern is determined for each day of the week. In such a case, it is not always necessary to create a travel pattern for each driver.

  In addition, when the electric vehicle 6 has a plurality of bases, it is desirable to further store (11) bases in Table 1 of FIG. 4 and extract a travel pattern for each base. There may be only one.

  Therefore, when accurately extracting a driving pattern, it is desirable to extract a driving history for each driver and for each base. However, if this is not always necessary, the driving history is extracted for each driver and / or each base. There is no need to extract a running pattern. Therefore, what classification (for each driver and / or for each base) the driving pattern is extracted may be set by various settings of the in-vehicle navigation device 8. Alternatively, for simplification, it may be considered that the driver and the base are not identified at all.

  Further, the travel pattern changing unit 11d can change or delete the travel pattern stored in the travel pattern storage unit 11c according to an instruction from the user input unit 19, or can create and store a new travel pattern. At this time, in order to know what running pattern is stored, the stored contents of the running pattern storage unit 11 c can be displayed on the user notification unit 14 by an instruction signal from the user input unit 19. Thus, even when there is no travel history, the user can freely create a travel pattern. For example, when the vehicle-mounted navigation device 8 is used for the first time, the user can input and set the pattern shown in FIG. 6 or FIG. It is also possible to correct or delete a running pattern that does not match reality.

  The operation | movement concerning the charge procedure of the vehicle-mounted navigation apparatus 8 is demonstrated based on the above technical idea. FIG. 8 shows an operation flow according to the history mode of step ST3. Here, an example will be described in which the driver is identified, the number of bases is one, such as home, and the user does not set the history mode / fixed mode selection request when returning home.

  First, in ST31, it is checked whether or not the travel pattern stored in the travel pattern storage unit 11c has a travel pattern that can be used based on calendar information or the like for the driver set as the driver for the next travel. Here, when there is no travel pattern for the driver set as the driver for the next travel, for example, when housewife B drives the electric vehicle 6 for the first time, the travel pattern is not stored in advance from the user input unit. As long as there is basically no past travel history information, there is no travel pattern. Therefore, the process proceeds to ST35, where it is determined that the next travel cannot be predicted for this driver because there is no travel pattern, and the process proceeds to the fixed mode described later in ST20. Next, when there is a travel pattern for the driver set as the driver for the next travel, for example, when housewife B uses the electric vehicle for a long time and travel history information remains, some travel patterns are extracted. Has been. Therefore, it is determined that there is a traveling pattern, and the process proceeds to ST32. In ST32, all applicable travel patterns are extracted from the travel patterns stored for the housewife B who is the driver for the next travel.

  When there is no travel pattern applicable here, for example, when returning home on Friday, there is no travel pattern applicable on Saturday of the next day. Therefore, at this time, the process proceeds to ST35 and ST20 and shifts to the fixed mode. On the other hand, when there is an applicable travel pattern, for example, when returning home on Thursday, there is a travel pattern of going to Super C. In this case, the process proceeds to ST33. In ST33, when there is one applicable travel pattern, the travel pattern is determined as the next travel pattern. If there are a plurality of applicable travel patterns, a future travel pattern closest to the present is searched for and determined as the next travel pattern.

  It is assumed that there is a travel pattern of “going to the gym” afterwards, in addition to “going to Super C” as the travel pattern of housewife B on Friday. In this case, according to the above description, charging for reciprocating the super C is not performed. However, it is sufficient if there is sufficient charging time between going to Super C and going to the gym, but if the charging time is not available, you can go to Super C but not to the gym. Therefore, in such a case, it is desirable to charge not only the super C but also the amount of power that can be used to go to the sports gym. Note that this is not the case when there is a sufficient amount of remaining power.

  When the next traveling pattern is obtained, the process proceeds to ST4 in FIG. That is, when charging is possible in the history mode, the history mode is prioritized, and when charging is not possible in the history mode, charging is performed in the fixed mode. In ST4, the next required power amount prediction unit 12 calculates the required power amount for the next travel based on the next travel pattern. If the remaining power amount is less than the required power amount, the required charge power amount and its charge are charged. The charging time required to charge the amount of power is calculated. The required power amount for the next travel is calculated based on the information on the power consumption stored in the next travel pattern. At this time, factors such as capacity fluctuation of the power storage device due to the temperature and slip due to the weather are also taken into consideration. The reflection of these factors is the amount of power used when going to the same destination in the past and the temperature is the same as the current temperature, and / or the weather forecast for the current or start of driving The amount of power used when close to is considered. The amount of charge is charged a little more than the amount of power required to make a round trip to the predicted destination, but if it is the upper limit amount that should not be charged any more, it is charged to the upper limit value. Needless to say, if the next destination is a base, the amount of power may be slightly larger than the amount of power required for the outbound route.

  Next, in ST5, the travelable distance calculation unit 10 calculates the travelable distance based on the remaining power amount and the next required power amount. In ST6, the calculation result is displayed on the map displayed on the display of the in-vehicle navigation device which is the user notification unit 14, on the map of the travelable area based on the remaining power amount, the registered place that may be used as the destination, and the past Display destination. The point predicted to be the destination for the next run is displayed so that it can be distinguished from other points.

  A display example is shown in FIG. In FIG. 9, the travelable area is indicated by a hatched area A <b> 1 according to the remaining power amount. In the figure, the flag mark is the destination for the next run. Actually, the travelable area is displayed so as to be easily seen by the user, for example, in a red transparent color. Moreover, like the example of a display shown in FIG. 10, driving | running | working area A2 at the time of charging the next required electric energy can also be displayed simultaneously. That is, when the electric vehicle 6 approaches within a predetermined range from the home and / or stops at the home, the next travelable distance, the travelable area or the planned destination is confirmed by these displays. Can do. The travelable area A2 when the next required power amount is charged is displayed by color coding, highlighting, blinking, and line type change so as to be distinguishable from the travelable area A1 based on the remaining power amount and notified to the user. As a result, the user can confirm that the destination for the next run and the required power amount for the next run are set correctly.

  In addition, it is desirable that the travelable area is obtained in advance by calculating the road distance in consideration of the road connection relationship and the height difference of each point around the home, and displaying the travelable area obtained from the road distance. However, as shown in FIG. 9 or FIG. 10, it may be displayed in a concentric circle defined by a linear distance centered on the home.

  In ST6, the necessary information exemplified above is notified to the user by voice or display, and then the process proceeds to ST7. In the user notification of ST6, the user who has confirmed that the destination scheduled for the next run and the next required power amount are correctly set by the user notification unit 14 is then keyed off and left the electric vehicle 6. Become. In ST9, the key-off is detected. If it is detected that the key is off, the process proceeds to ST10. In ST10, the charging start time and the charging time, or the amount of charging force is sent from the vehicle information input / output unit 9 to the charging control unit 3. Note that ST11 is an operation of the charging control unit 3 instead of the in-vehicle navigation device 8, and charging starts when the charging start time comes, and stops charging when a predetermined charging time elapses.

  In FIG. 3, when charging is performed in a plurality of times, the charging start time and charging time, that is, the charging end time are transmitted in ST10. Alternatively, it is freely controlled by the charging control unit 3 according to the amount of charging power sent from the vehicle information input / output unit 9.

  In the above description, the charging start time can be set to be low and charged by the scheduled start time of the next traveling in consideration of the time zone of the electricity charge. The time zone information of the electricity rate is acquired by the external communication unit 20 through manual input by the user or through a network outside the vehicle.

  Depending on the form of the home charging facility 7, the charging procedure may be performed by sending data from the in-vehicle navigation device 8 to the home charging facility 7 instead of the vehicle charging control unit 3.

  The user notification unit 14 has a voice notification function using a speaker or the like, and can notify the user with a voice such as “requires charging” depending on the amount of remaining power upon arrival at home. In addition, when the remaining power amount is less than the specified value, or when charging is necessary but charging is not set, the user notification unit 14 notifies the user such as a warning sound and a warning screen regardless of the next required power amount. .

  Note that the timing at which the charging instruction information is sent to the charging device at a predetermined timing after stopping at the base position in the first embodiment is a position where the key cannot travel from the travelable position, for example, as described above. Various timings such as the timing when the key is turned off, the timing when the key is pulled out and the key is pulled out, the timing when the door is closed, the timing when the door is closed and locked, and the timing when the key is separated from the electric vehicle 6 by a predetermined distance or more. The charging information can be sent based on

  As described above, according to the history mode of the first embodiment, the driver only needs to confirm that the next travel destination and the next required power amount are correctly set. The power storage device 1 is automatically charged. Therefore, the burden on the user for charging the power storage device 1 is reduced, and charging is performed as much as necessary, and the power storage device 1 is not charged up to the charging upper limit value, so that the life of the power storage device 1 can be extended.

  On the other hand, in the user notification of ST6, the user who thought that the destination scheduled for the next run and the next required power amount by the user notification unit 14 are not desirable calls the screen of FIG. 11 from the user input unit 19 in ST6, A desired destination can be set, or a desired charging time can be set while looking at a travelable distance or a travelable area after charging. As in the display example of FIG. 11, it is possible to display a plurality of charging times that can be set by the user and a travelable area when charging is performed using these charging times. For example, the display device that displays the charging time is a touch panel, and this touch panel constitutes the user input unit 19 that receives the input of the charging time by the user. When the user selects the charging time, the travelable area is highlighted or the display color is switched according to the amount of power by the charging time. In FIG. 11, when the user selects, for example, “2 hours”, the range indicated by A4 in FIG. 11 (the range indicated by the second circle from the inside indicated by the dotted line) is displayed by color coding, highlight, etc. The user can recognize the travelable area according to time.

  The charging time may be displayed as a plurality of possible times until the scheduled start time of the next travel (7:30 in FIG. 11). In addition, an arbitrary charge amount (%) or an arbitrary travelable distance (km) may be input in FIG. 11 so that the charge amount (%) or the travelable distance (km) desired by the user can be realized. If there is something that affects the life of the power storage device, such as near full charge, the display time is displayed separately so that it can be understood or not displayed. Further, when the user inputs an arbitrary charging time, it may be warned or not accepted.

  In addition, in the description so far including FIG. 9 and FIG. 10, it has been described that the destination that can be reached by the amount of electric power after charging is calculated or the area that can be reached is displayed. However, since there is not always a charging facility at the destination, the calculation of the amount of power to be charged and the display of the travelable area may be processed on the condition that the vehicle can travel back and forth from the base to the destination as described above. . This may be calculated and displayed in a reciprocal manner by default, and may be changed to the calculation and display only for the forward path by changing the setting from the user input unit 19.

  Further, as described above, it is desirable that the charging procedure of the user performed in ST6 or the like detects that the electric vehicle 6 is traveling by a vehicle speed sensor or GPS, and does not accept an instruction from the user while traveling. Here, various determination methods such as the vehicle position is moving, the vehicle speed is equal to or higher than a predetermined speed, and the parking brake is not applied are conceivable for the determination during traveling. Further, as a method of not accepting an instruction from the user, when the user input unit 19 is a touch panel, it is conceivable that the user input unit 19 is not displayed during traveling, or is not in an active (operable) state such as gray display. Further, when the user input unit 19 is a remote controller or a mechanical switch, it may be considered that the user input unit 19 does not respond to the user input unit 19. However, in the case of a change procedure by voice, it is not necessary to release the hand from the steering wheel.

  If the user selects a destination and a charge amount different from the destination determined in the history mode and the next required charge amount in ST6, YES is determined in ST7 and the process proceeds to ST8. Here, in ST8, the changed travelable distance, travelable area or planned destination may be displayed again. Thereafter, the user keys off, and when the key off is detected in ST9, the process proceeds to ST10. In ST 10 and 11, as described above, the charging start time and the charging time or the charging power amount are sent from the vehicle information input / output unit 9 to the charging control unit 3. Upon receiving this instruction, the charging control unit 3 starts charging when the charging start time is reached, and stops charging when a predetermined charging time has elapsed. Alternatively, charge control is independently performed according to the instructed charge power amount.

  In the above-described charging control, an example in which the time zone in which the electricity rate is low is taken into account is shown. However, when the user selects “immediate charging” shown in FIG. 11, the time zone of the electricity rate is not considered. The charging starts immediately at a predetermined timing after the vehicle stops.

  Next, a case will be described in which NO is determined in ST3 of FIG. 3 or no traveling pattern is determined in ST35 of FIG. 8 and the process proceeds to ST20 which is a fixed mode. As described above, the fixed mode is performed when there is no past travel history such as when the first travel or accumulated travel history information is reset, or when there is no travel pattern that can predict the next travel in the history mode. It is. In exceptional cases, this is also performed when the user selects charging in the fixed mode. If it is determined that there is no past travel history or there is no travel pattern in which the next travel can be predicted in the history mode, the process proceeds to ST20, which is a fixed mode, and the process shown in FIG. 12 is executed.

  In the fixed mode, as the charging power amount, the preset default power amount after charging and the current remaining power amount set at 60 to 80% of the chargeable power amount so that the life of the power storage device is not deteriorated as much as possible. The amount of power difference is used. That is, charging is performed up to a preset amount of power after the default charging. In ST21, the travelable distance is calculated based on the electric energy after charging set as a default. ST22 displays, based on the calculated travelable distance, the travelable distance and travelable area based on the remaining power amount, and the travelable distance and travelable area after charging, as in FIG.

  In ST23, the charging power amount calculation unit 13 compares the remaining power amount with the set power amount after charging, calculates the charging power amount and the charging time, and sets the charging start time. In ST24, after detecting that the user has made a key-off in the same manner as in the history mode, the process proceeds to ST25, and the charging start time and charging time, or the amount of charging energy is supplied to the charging control unit 3 via the vehicle information input / output unit 9. Is sent out.

  In addition, when the user thinks that the travel distance of the next day is increased, such as the day before a holiday, the user can set 100% charging. Further, as described with reference to FIG. 11, any destination and charging time may be implemented in the fixed mode. Note that 100% charging may be displayed as one of the touch switches in FIG. These can be realized by calling the screen of FIG. 11 in ST22 based on an instruction from the user input unit 19. Further, in FIG. 11, the charge amount can only be selected from a plurality of options. However, an arbitrary charge amount (%) or an arbitrary travelable distance (km) is input to FIG. 11, and the charge amount desired by the user (% ) Or a travelable distance (km) may be realized. As described in ST6 of FIG. 3 above, the charging procedure performed by the user detects that the electric vehicle 6 is traveling by a vehicle speed sensor, GPS, etc., and does not accept an instruction from the user while traveling. It is desirable to keep it.

Embodiment 2. FIG.
The second embodiment is an embodiment of the operation at the time of departure. The operation flow at the time of departure is shown in FIG. First, when the user keys on an act representing the user's intention to start the electric vehicle at the base (here, the home is representative), at ST101, the key-on at home (an act representing the user's intention to start the electric vehicle) ) Is detected by the vehicle information input / output unit 9. At this time, in ST102, as in FIG. 9, a travelable distance, a travelable area or a registered destination that may be used as a destination according to the current amount of charged electric power is displayed. If there is no charge instruction from user input unit 19 at this time, it is determined in ST103 that there is no charge instruction, the process proceeds to a NO branch, and the process ends in subsequent ST104. That is, in this case, the user confirms the destination and the state of charge of the power storage device 1 in ST102 and determines that there is no problem. In this case, it means that the user leaves as it is. On the other hand, if the user gives an instruction to charge from the user input unit 19 in ST103, YES is determined in ST103 and the process proceeds to ST105. In ST105, the user sets a destination in the in-vehicle navigation device 8, and this setting is recognized. In subsequent ST106, the required power amount is calculated based on the newly set destination information. Here, based on the required electric energy and the remaining electric energy, it is determined whether or not charging is necessary. If charging is necessary, the charging time is calculated, and the process moves to ST5 in FIG. Execute.

  Whether or not the vehicle is keyed on at home may be determined based on, for example, the position information of the vehicle-mounted navigation device, or may be determined based on other information. For example, when determining based on the position information of the in-vehicle navigation device, when it is determined that key-on is performed within a predetermined distance (second predetermined distance, for example, 20 m) from the registered home position in consideration of an error. It is determined that the key was turned on at home. The determination based on the other information can be determined by, for example, being connected to the home charging facility at the time of key-on, or being the first key-on after being charged from the home charging facility.

  As described above, at the time of departure at home, you can display the destination distance or the past destination that can be used as the driving distance, driving area, or destination according to the current amount of electricity. Even if the route is changed, the charging procedure can be performed before departure using the charging facility at home. In addition, since the charging procedure is the same as that when returning home according to the first embodiment, the burden on the user for charging the power storage device is reduced, and only the necessary amount of power is charged, so the life of the power storage device can be extended.

  As described above, in the first or second embodiment, the in-vehicle navigation device 8 sends the charging instruction information to the charging control unit 3 of the electric vehicle 6. However, the electric vehicle is charged separately from the in-vehicle navigation device 8. You may make it provide a control apparatus. In that case, the vehicle position information, the travel history information, the travel pattern, and the like are acquired from the in-vehicle navigation device 8, and the user notification unit displays the travelable area on the display device of the in-vehicle navigation device. Further, the charging control device for an electric vehicle may have a host vehicle position information acquisition unit and a display device. You may make it utilize what a display apparatus has for an electric vehicle. The charging device may have a function of a charging control device for an electric vehicle.

  Moreover, although the vehicle-mounted navigation device mounted on the electric vehicle has been described in the above-described embodiment, the navigation device does not need to be fixed to the vehicle, and can be similarly applied to a portable navigation device called PND, for example. . That is, in the case of PND, it can be used in the same manner as the above-described in-vehicle navigation device by setting a base and a user when brought into an electric vehicle. In the case of an electric vehicle for the first time, a running pattern can be stored and used.

  The same applies to the case of using a mobile phone having a GPS function. In this case, the mobile phone can substitute for the above-described PND. Alternatively, the present invention may be configured by a mobile phone and a server that exchanges information with the mobile phone. In this case, the mobile phone supplies driver information, travel information, information from the user input unit, information from the vehicle input / output unit, etc. to the server, and the server creates travel history information based on these information and travels. The pattern is extracted, the next driving is predicted, the required amount of charging power is calculated, charging instruction information is given to the mobile phone, and the mobile phone only has to transmit this charging instruction information to the charging control unit of the electric vehicle. . Note that the above-described function sharing between the mobile phone and the server is merely an example, and which function is shared by which is free. That is, in this case, the mobile phone constitutes a main part of the present invention together with the server.

  In the present invention, it is possible to freely combine the respective embodiments within the scope of the invention, to appropriately modify the respective embodiments, or to omit or add the components.

1: Power storage device 2: Electric energy monitoring unit 3: Charging control unit 4: Vehicle communication line 5: Charging switch 6: Electric vehicle 7: Home charging equipment 8: On-vehicle navigation device 9: Vehicle information input / output unit 10: Traveling possible Distance calculation unit 11: Travel history storage unit 12: Next time required power amount prediction unit 13: Charging power amount calculation unit 14: User notification unit 15: User notification unit 16: Map information storage unit 17: Own vehicle position information acquisition unit 18: Destination setting unit 19: User input unit 20: External communication unit 21: External environment information acquisition unit 22: Route calculation unit 23: Next travel prediction unit 24: Base position storage unit

Claims (19)

In a navigation device that can be mounted on an electric vehicle having a power storage device,
A vehicle position information acquisition unit that acquires vehicle position information that is a current position of the electric vehicle;
A base position storage unit that stores a base position set as a place where the user of the electric vehicle has a charging facility;
A travel history storage unit for storing a travel history of the electric vehicle;
A next travel prediction unit that predicts a next travel in which the electric vehicle travels based on the travel history stored in the travel history storage unit;
The next required power amount prediction unit that predicts the next required power amount that is the amount of power required by the electric vehicle for the next travel predicted by the next travel prediction unit;
A charge power amount calculation unit that calculates a charge power amount based on the next required power amount predicted by the next required power amount prediction unit and the remaining power amount of the power storage device, and calculates a charge time from the charge power amount;
Charging instruction information including the charging time calculated in the charging electric power amount calculating unit, and the vehicle information input and output unit for output sent towards the charging device provided in the electric vehicle or the charging facility,
A travelable distance calculation unit that calculates information related to the travelable distance after charging based on the remaining power amount and the charging instruction information;
When it is detected that the electric vehicle is approaching within a predetermined range from the base position and / or the electric vehicle is stopped at the base position, it takes the travelable distance after charging to the user. A user notification section for notifying information ;
Bei to give a,
The travel history storage unit stores a travel history for each of a plurality of users, and the next travel prediction unit relates to a user of the next travel among the travel histories for a plurality of users stored in the travel history storage unit. A navigation device characterized by predicting the next traveling based on a traveling history .   The navigation apparatus according to claim 1, wherein the base location is a home of the user. It has a user input part that accepts input of charging time or destination change by the user,
When the charging time or destination is changed and input by the user, the vehicle information input / output unit replaces the charging time calculated by the charging power amount calculation unit, and the charging time or destination changed by the user by the user input unit. The navigation apparatus according to claim 1 , wherein the charging instruction information according to the condition is sent to the charging apparatus. The user notification unit performs notification by a display including a map, claim user if you enter a charging time, and displaying the available traveling area on the map by a charge time entered 3 The navigation device described in 1. The user input unit presents a plurality of selectable charging times to the user,
The user notification unit performs notification by a display including a map, claims and displaying the travelable area corresponding to each of the charging times of a plurality of charging time can be selected on the map 4 The navigation device described in 1. The next required power amount prediction unit, according to claim 1, characterized in that the required power amount next predetermined amount of power when the next travel prediction unit could not prediction including the destination of the travel order Navigation device. The navigation apparatus according to claim 6 , wherein the predetermined power amount is a predetermined power amount or a power amount set by a user. A user input unit that accepts user instructions ,
Based on an instruction from the user input unit, any of the above next traveling predicted power amount was predicted for the next required power amount is a power amount required by the above electric vehicle next travel predicted by unit or a predetermined amount of power Next time required power amount predicting unit that sets one side as next required power amount,
A charge power amount calculation unit that calculates a charge power amount based on the next required power amount set by the next required power amount prediction unit and the remaining power amount of the power storage device, and calculates a charge time from the charge power amount. Prepared,
The navigation device according to claim 1 , wherein the vehicle information input / output unit sends the charging instruction information including the charging time calculated by the charging power amount calculating unit to the charging device. The vehicle information input and output unit, according to claim 1, characterized in that the delivery rate is set power, or the charging indication information that the user is charged to the amount of power set toward the charging apparatus, according to claim 6, The navigation device according to claim 8 . The next required power amount prediction unit predicts the scheduled start time of the next run,
The charging power amount calculation unit calculates a charging start time so that charging is completed by the scheduled traveling start time,
The navigation apparatus according to claim 9 , wherein the vehicle information input / output unit sends the charging instruction information including the charging start time calculated by the charging power amount calculation unit to the charging device. The user notification unit, according to claim 1, claim 6, characterized in that a notification by a display including a map, the navigation device according to any one of claims 8. The navigation device according to claim 11 , wherein the user notification unit displays a travelable area on a map based on a remaining power amount of the power storage device. The user notification unit performs notification by a display including a map, and when the vehicle information input / output unit detects an action indicating a user's intention to start an electric vehicle at the base location, claim 1, wherein the displaying the possible traveling area by electric energy, according to claim 6, the navigation device according to any one of claims 8. The user notification unit, when the remaining electric power amount of the electric storage device when the specified value or less, or charging is not charging set to be necessary, according to claim 1, characterized in that issuing an alarm, claim 6. The navigation device according to any one of claims 8 and 9. The user notification unit, according to claim 1, characterized in that a notification by sound, claim 6, the navigation device according to any one of claims 8. The navigation apparatus according to claim 3 or 8 , wherein when the electric vehicle is running, an input by a user from the user input unit is not accepted. An electric vehicle charging control device that can be mounted on an electric vehicle having a power storage device,
A base position storage unit that stores a base position set as a place where the user of the electric vehicle has a charging facility;
A travel history storage unit for storing a travel history of the electric vehicle;
A next travel prediction unit that predicts a next travel in which the electric vehicle travels based on the travel history stored in the travel history storage unit;
The next required power amount prediction unit that predicts the next required power amount that is the amount of power required by the electric vehicle for the next travel predicted by the next travel prediction unit;
A charge power amount calculation unit that calculates a charge power amount based on the next required power amount predicted by the next required power amount prediction unit and the remaining power amount of the power storage device, and calculates a charge time from the charge power amount;
Charging instruction information including the charging time calculated in the charging electric power amount calculating unit, and the vehicle information input and output unit for output sent towards the charging device provided in the electric vehicle or the charging facility,
A travelable distance calculation unit that calculates information related to the travelable distance after charging based on the remaining power amount and the charging instruction information;
The vehicle position information that is the current position of the electric vehicle on which the power storage device is mounted is input, the electric vehicle approaches within a predetermined range from the base position, and / or the electric vehicle moves to the base. A user notification unit for notifying the user of information relating to the travelable distance after charging when it is detected that the vehicle has stopped at a position ;
The travel history storage unit stores a travel history for each of a plurality of users, and the next travel prediction unit relates to a user of the next travel among the travel histories for a plurality of users stored in the travel history storage unit. A charging control device for an electric vehicle characterized by predicting the next traveling based on a traveling history . The charging control device for an electric vehicle according to claim 17 , wherein the base location is the home of the user. The vehicle information input and output unit, preset amount of power, or the charging indication information that the user is charged to the amount of power set to claim 17 or 18, characterized in that sends toward the charging device The charge control apparatus of the electric vehicle as described.

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