JP2012060712A - Device and method for generating charging plan - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a charging plan generating device and a charging plan generating method for charging a battery by a power quantity required for a travel route without excess and deficiency by considering charging at a place other than a home, and considering a long life of the battery.SOLUTION: There are provided the charging plan generating device (100) and the charging plan generating method and each has: a step of receiving vehicle data of a vehicle (200) running based on power charged in the battery (230), and storing the vehicle data in a memory (110); a step of determining the travel route based on the stored vehicle data; a step of calculating a predicted used power quantity (S) by considering the charged quantity in the middle of the travel route if the vehicle runs on the travel route; and a step of generating a charging plan for charging the battery by the predicted used power quantity.

Description

  The present invention relates to a charging plan generation device and a charging plan generation method for generating a charging plan usable for a vehicle.

  In recent years, electric vehicles, hybrid vehicles, and the like that run by driving a motor using electric power charged in a battery have been developed and put into practical use. For this purpose, it is necessary to supply electric power to the vehicle at home or office and to charge a battery mounted on the vehicle.

  However, it is not always necessary to charge to a fully charged state, and the cost may be further reduced by controlling the amount of charge.

Therefore, based on the fuel consumption information of the vehicle and the driving plan of the vehicle, a driving simulation is performed with a combination of the initial charging amount (not charging, full charging, half charging), and the total cost and the CO ₂ emission amount are initially optimized. There is known a vehicle management apparatus that determines the amount of charge and charges the determined amount of charge (see, for example, Patent Document 1).

JP 2008-298537 A (FIG. 3)

  By the way, a lithium ion battery used as a battery of a vehicle has a characteristic that the battery deteriorates when the battery is left in a charged state, and particularly deteriorates when stored at full charge. Also, in order to maintain the maximum chargeable energy of a lithium ion battery for a long period without degrading it as much as possible (longer life), do not perform full charge as much as possible and reduce the remaining charge as much as possible. It is important to preserve.

  However, in the above-described conventional technology, it has not been possible to make a home charging plan in consideration of extending the life of a battery mounted on a vehicle.

  Furthermore, when going out by a vehicle, charging is performed at a charging station other than the home, but when charging at a charging station on a regular basis, at home considering the extension of battery life. It is necessary to consider charging at a charging station other than home in the charging plan.

  Then, an object of this invention is to provide the charging plan production | generation apparatus and charging plan production | generation method which made it possible to solve said problem.

  In addition, the present invention provides a charge plan generation device and a charge plan generation method in which the amount of electric power required for the travel route is charged without excess or shortage in consideration of charging outside the home, and considering the extension of the battery life. The purpose is to do.

  A charging plan generation device according to the present invention includes means for receiving vehicle data of a vehicle traveling based on electric power charged in a battery and storing it in a memory, and means for determining a traveling route based on the stored vehicle data. And means for calculating the expected power consumption when traveling on the travel route in consideration of the intermediate charge amount in the travel route, and means for generating a charging plan for charging the battery with the expected power consumption It is characterized by.

  A charging plan distribution method according to the present invention includes a step of receiving vehicle data of a vehicle that travels based on electric power charged in a battery and storing it in a memory, and a step of determining a travel route based on the stored vehicle data And a step of calculating an expected power consumption when traveling on the travel route in consideration of an intermediate charge amount in the travel route, and a step of generating a charge plan such that the battery is charged with the expected power consumption It is characterized by.

  According to the charging plan generation device and the charging plan generation method according to the present invention, since the charging plan is generated considering not only the amount of power used for traveling but also halfway charging, the traveling route It is possible to deliver a charging plan for charging the amount of power required for the operation without excess or deficiency.

  In addition, in the charging plan generation device and the charging plan generation method according to the present invention, when obtaining the second expected charging amount in the middle charging, charging in consideration of the power amount necessary from the middle charging to the end of the travel route without excess or deficiency A plan can be generated.

  Furthermore, according to the charging plan generation device and the charging plan generation method according to the present invention, it is possible to extend the life of the battery of the vehicle, so that the added value of the charging plan can be improved and the service can be spread. It becomes.

  Furthermore, according to the charging plan generation device and the charging plan generation method according to the present invention, a charging plan is generated by calculating an expected power consumption for each user, for each vehicle, and for each travel route. It is possible to distribute an efficient charging plan that absorbs the difference in power consumption due to the difference in power consumption.

It is a schematic block diagram of the system 1 for providing a charging plan. It is a figure for demonstrating midnight electric power. FIG. 6 is a diagram showing charging characteristics of a main battery 230. FIG. 3 is a diagram showing an outline of a processing flow in a center 100. FIG. 4 is a diagram showing an outline of a flow of a transmission process of vehicle data to a center 100 in a vehicle 200. It is a figure which shows an example of vehicle data. It is a figure which shows the other example of vehicle data. It is a figure which shows the further another example of vehicle data. It is a figure which shows the further another example of vehicle data. It is a figure which shows the processing flow for charge plan production | generation. It is a figure which shows an example of the charging plan corresponding to the vehicle data shown in FIG. It is a figure which shows an example of the charge plan corresponding to the vehicle data shown in FIG. It is a figure which shows an example of the charge plan corresponding to the vehicle data shown in FIG. It is a figure which shows an example of the charge plan corresponding to the vehicle data shown in FIG. It is a figure which shows the processing flow for performing a charging plan in the vehicle. It is a figure which shows an example of the charge plan selection screen in the vehicle.

  Hereinafter, a charging plan generation device and a charging plan generation method according to the present invention will be described with reference to the drawings. However, it should be noted that the technical scope of the present invention is not limited to these embodiments, but extends to the invention described in the claims and equivalents thereof.

  FIG. 1 is a schematic configuration diagram of an entire system 1 for providing a charging plan.

  The overall system 1 includes a center 100 that plans (generates) and distributes a charging plan, a vehicle 200 that has a battery 230 that is charged according to the charging plan, a home charging device 300 that charges the battery 230 of the vehicle 200, a mobile phone, and the like. It is comprised from the portable terminal 400 comprised, etc. Home charging device 300 is installed in a house that can receive power from AC power supply 500. In FIG. 1, only one vehicle 200 is described, but the center 100 can distribute a charging plan to a plurality of vehicles and home charging devices corresponding to the vehicles.

  The center 100 can be operated by a service company that distributes a charging plan, and includes a center-side main control unit 101 including a CPU, ROM, RAM, and the like, a center-side display unit including a liquid crystal display, and the like. 102, a center side operation composed of a center side transmission / reception unit 103, a keyboard, a mouse, and the like capable of transmitting / receiving data to / from the vehicle 200, the home charging device 300, and / or the portable terminal 400 via an Internet line, a wireless public line network, etc. Unit 104, center side memory 105 for storing a charging plan generation program, vehicle data database 110 for storing vehicle data, external information database for storing external information from an information transmission mechanism outside the center such as weather information 120 etc. are comprised.

  The center 100 can adopt a system configuration including a router, a server, a PC, a workstation, a display, a printer, and / or a combination thereof connected by a LAN or the like.

  The vehicle 200 includes a vehicle-side main control unit 201 including a CPU, ROM, RAM, etc., a vehicle-side display unit 202 configured by a liquid crystal display or the like and disposed on a dashboard, a wireless public line network, an Internet line, etc. Vehicle-side transmission / reception unit 203 capable of transmitting / receiving data to / from the center 100 and the portable terminal 400, a touch panel arranged on the vehicle-side display unit 202, various buttons arranged around the vehicle-side display unit 202, and the like. A vehicle-side operation unit 204 is provided.

  In addition, the vehicle 200 stores various road information, and uses the current latitude / longitude information and current time information indicating the current vehicle position from the GPS data receiver 211 to provide a car navigation device 210 that performs route guidance of the vehicle, the vehicle 200, an accessory switch (ACC switch) 220 that is electrically integrated with a key cylinder for starting the motor 242 provided in 200, an ODD meter 221 that indicates the travel distance of the vehicle 200, and a charge amount of the main battery 230 are detected. A charge amount detection unit 222 is included.

  Further, vehicle 200 includes wheels 242, motor 241 for driving wheels 242, inverter 240 for applying three-phase AC power to motor 241, and main battery 230 for supplying DC power to inverter 240. Yes.

  The main battery 230 is charged via a charging AC / DC converter 231 that converts an alternating current (AC 200 V) supplied via a vehicle-side connection unit 232 including an outlet and the like into a direct current. The electric power charged in the main battery 230 drives the motor 241 via the inverter 240 and is converted into an alternating current by the charging AC / DC converter 231, and the home charging device via the vehicle-side connection unit 232. It is possible to supply to the 300 side.

  Although vehicle 200 is shown in FIG. 1 as an EV (Electric Vehicle) that travels using only motor 241, it may be a hybrid vehicle that uses both a motor and a gasoline engine 253 for driving. In that case, the vehicle 200 charges the main battery 230 by converting the gasoline engine 253, the generator 252 that receives mechanical power from the engine 253, and generating alternating current generated by the generator 252 to direct current. A hybrid engine unit 250 including an inverter 251 is included.

  A home charging device 300 includes a home side main control unit 301 including a CPU, a ROM, a RAM, a home side display unit 302 including a liquid crystal display, a home side operation unit including a keyboard, a mouse, and the like. 304 and a home memory 305. Note that a home-side transmission / reception unit 303 capable of transmitting / receiving data to / from the center 100 via an Internet line or a wireless public line network may be provided.

  Home charging device 300 is connected to AC power supply 500, connected to power supply unit 310 that supplies AC current (AC200V), power supply unit 310, and socket for connecting to vehicle-side connection unit 232 of vehicle 200. And so on. A switching unit 311 is disposed between the AC power supply 500 and the power supply unit 310.

  Various home appliances (air conditioners, televisions, refrigerators, etc.) 600 are also connected to the power supply unit 310 via the switching unit 311. The switching unit 311 normally connects the AC power source 500 and the power supply unit 310, but when using the power of the main battery 230 of the vehicle 200, the switching unit 311 switches the AC power source 500 and the power supply unit 310. It is configured to cut off the connection with.

  FIG. 2 is a diagram for explaining midnight power.

  In the home charging device 300, as shown in FIG. 2, it is about 1/3 of the normal power rate (D yen / kWh) from 7:00 am to midnight, from 3:00 pm to 7:00 am the next morning. Suppose you use the late-night electricity charge. It should be noted that the conditions for power that can be used at low cost in the middle of the night are not limited to the above, and can be variously set according to a contract with an electric power company. Therefore, it is preferable to store the charge form information of each electric power company in the memory 105 of the center 100 or the like.

  FIG. 3 is a diagram illustrating the charging characteristics of the main battery 230.

  The main battery 230 is composed of a lithium ion battery and is fully charged (100%) 16 kWh. As shown in FIG. 3, when the home charging device 300 is charged with a single-phase 200V AC current, it can be fully charged (100%) in about 5 hours and half charged (50%) in about 2 hours. In addition, the main battery 230 is preferably configured to be able to charge up to 80% in 0.5 hours when rapidly charged with a three-phase 200 V AC current at an external charging station or the like.

  As described above, since the main battery 230 is composed of a lithium ion battery, in order to maintain the maximum chargeable electric energy for a long period without degrading as much as possible (longer life) It is important not to perform a full charge and save as much power as possible.

  The charging characteristics of the main battery 230 as shown in FIG. 3 are preliminarily tabulated and stored in the memory 205 of the vehicle 200, so that it is calculated backward from the estimated remaining charge at the start of traveling, and from what time the main battery 230 It is possible to determine whether charging should be started (see the processing flow of FIG. 15).

  FIG. 4 is a diagram showing an outline of the processing flow in the center 100.

  The processing flow shown in FIG. 4 is executed mainly by the center-side main control unit 101 using various elements included in the center 100 in accordance with a program stored in the center-side memory 105 of the center 100.

  The center-side main control unit 101 receives vehicle data at a predetermined timing from the vehicle to be managed (S10), and stores it in the vehicle data database 110 in correspondence with the user ID for each vehicle (S11). Details of the predetermined timing and vehicle data will be described later.

  Next, the center-side main control unit 101 generates a charging plan according to the processing flow shown in FIG. 10 (S12), and sends the generated charging plan to a contact in which the user has registered in advance, for example, the mobile terminal 400 at a predetermined timing. (S14). The transmission destination of the charging plan is not limited to the portable terminal 400, but may be the managed vehicle 200 itself or the home charging device 300.

  The center-side main control unit 101 receives the confirmation result from the portable terminal 400 (S14), and when the approval is obtained (S15), the center-side main control unit 101 distributes the generated charging plan to the vehicle 200 that manages the charging plan at a predetermined timing. (S16). When the approval is not obtained (S15), the center side main control unit 101 does not distribute the charging plan to the managed vehicle 200 (S17). In addition, when the transmission destination of the charging plan for confirmation is the managed vehicle 200 itself or the home charging device 300, the approval work is performed on them.

  In the center 100, the processing flow shown in FIG. 4 is repeatedly executed at predetermined intervals for a plurality of managed vehicles. It is assumed that the user has acquired the user ID from the center 100 and pre-registered the name of the manufacturer of the managed vehicle, the vehicle type, the grade, etc., before receiving the distribution of the charging plan. By such pre-registration, the center 100 side can obtain detailed information on the vehicle 200 used by the user from a manufacturing company or the like. For example, the full charge amount of the main battery 230 mounted on the vehicle 200 And charging characteristics can be obtained.

  FIG. 5 is a diagram showing an outline of a flow of processing for transmitting vehicle data to the center 100 in the vehicle 200.

  The processing flow shown in FIG. 5 is executed mainly by the vehicle-side main control unit 201 using various elements included in the vehicle 200 in accordance with a program stored in the vehicle-side memory 205 of the vehicle 200.

  The vehicle-side main control unit 201 acquires vehicle data at predetermined time intervals and accumulates them in the vehicle-side memory 205 (S20). The vehicle-side main control unit 201 acquires the following 10 types of information every minute after the ACC switch 220 is turned on until the ACC switch 220 is turned off, and accumulates it in the vehicle-side memory 205 as vehicle data. To do.

1: ON / OFF information of the ACC switch 220.
2: Current latitude and longitude information indicating the current position acquired from the GPS data receiver 211.
3: Current time information acquired from the GPS data receiver 211.
4: Road type information acquired from the car navigation apparatus 210 (general road / highway, normal / uphill / downhill, etc.).
5: Travel distance information acquired from the ODD meter 221.
6: Charge amount information of the main battery 230 acquired from the charge amount detection unit 222.
7: Electricity consumption information for traveling acquired from the inverter 240 (electric energy used for traveling by the driving engine of the vehicle).
8: Information on the amount of electric power charged by regeneration obtained from the inverter 240.
9: Calculated based on the charge amount information acquired from the charge amount detection unit 222 and the travel power usage amount information acquired from the inverter 240, and used for purposes other than traveling (control of air conditioners, audio, and other devices) Amount information (amount of power used by other than the driving engine)
10: Charge amount information at the charging station for halfway charging calculated based on the ON / OFF information of the ACC switch 220 and the charge amount information acquired from the charge amount detection unit 222.

  Note that the above is an example, and other information may be used as vehicle data, and it is not always necessary to store all of the above as vehicle data. Moreover, the time interval (1 minute interval) for acquiring and accumulating the vehicle information is an example, and is not limited to this.

  The vehicle-side main control unit 201 uploads the vehicle data for a predetermined period (for example, 24 hours) of the scheduled time stored in the vehicle-side memory 205 at the scheduled time (for example, AM 5:00) before the start of traveling. A file is generated (S21). Next, the vehicle side main control unit 201 uses the vehicle side transmission / reception unit 203 to perform a protocol for establishing the upload timing with the center side transmission / reception unit 103 (S22), and the upload file created in S21. Is transmitted to the center transmitting / receiving unit 103 (S23).

  The transmission of the upload file that summarizes the vehicle data from each vehicle to the center 100 may be performed at a predetermined time of the day, or may be performed irregularly (when the ACC switch 220 is turned on). Further, transmission is not limited to once a day, and may be performed a plurality of times.

  FIG. 6 is a diagram illustrating an example of vehicle data.

  FIG. 6A schematically shows a route (route A) used by the user X (user ID: 10001) during normal attendance. FIG. 6B shows a case where the user X uses the route 200 in FIG. 6A by using the vehicle 200 of the vehicle type △△△ made by XX Co., Ltd. This is a partial excerpt of the uploaded file data that has been stored in and uploaded to the center 100. In the example of FIG. 6, the vehicle 200 does not use a gasoline engine, and thus shows a case where the vehicle 200 that does not have the hybrid engine unit 250 is used.

  In FIG. 6 (a), the user X passes from the home A where the home charging device 300 is provided via a point B located on the flat part, a point C near the top of the hill, and a point D located on the flat part. , Shows the route to work for company E. The distance traveled between home A and company E is 40 km one way and 80 km round trip.

  As shown in FIG. 6 (b), the user X goes to the home A at 7:55 at 7:00 with the ACC switch 220 turned on and arrives at the company E at 8:50. At company E, the ACC switch 220 is turned on at 17:55, departs at 18:00, and arrives at home A at 18:50. As shown in FIG. 6B, the vehicle data includes current latitude / longitude information and current time information by the GPS receiver 211 at each point, road type information of the route passed by the car navigation device 210, and travel distance by the ODD meter 221. Information, charge amount information from the charge amount detection unit 222, power usage amount information by the inverter 240, and the like.

  As described above, the vehicle 200 accumulates vehicle data every minute from when the ACC switch 220 is turned on to when it is turned off, but in FIG. 6B, for convenience, the ACC switch 220 is turned on. Only information at / OFF time point and specific point is shown.

  As shown in FIG. 6B, the user X fully charges the main battery 230 (charge amount: 16 kWh), leaves home A, returns to the home with a remaining amount of 6 kWh. . Meanwhile, charging at the charging station or the like is not performed. Further, since the point C is located near the top of the hill, there is a downhill between the point C and the point D on the way, so the rotation of the motor 241 causes the regenerative electric energy (0.3 kWh) in the inverter 240. ) Has occurred. Similarly, on the way back, there is a downhill between point C and point B, so that the regenerative electric energy (0.3 kWh) is generated in the inverter 240 by the rotation of the motor 241.

  FIG. 7 is a diagram illustrating another example of vehicle data.

  FIG. 7A schematically shows another route (route B) that is sometimes used by the user X (user ID: 10001). FIG. 7B is accumulated when the user X uses the route of FIG. 7A by using the vehicle 200 of the vehicle type △ Δ △ grade □□□ manufactured by XX company. Thus, a part of the uploaded file data uploaded to the center 100 is extracted. In the example of FIG. 7, the vehicle 200 does not use the gasoline engine, and thus shows a case where the vehicle 200 that does not have the hybrid engine unit 250 is used.

  In FIG. 7A, the route from the home A where the user charging device 300 is provided to the factory H via the point F located on the flat part and the point G where the charging station is provided is provided by the user X. Is shown. The travel distance between home A and factory H is 100 km for one way and 200 km for round trip. Further, the user uses the highway between the point F and the point G.

  As shown in FIG. 7 (b), the user X goes to the home A at 7:55 at 7:55, leaves the ACC switch 220 at 8:00, arrives at the factory H at 9:20, and the return is At the factory H, the ACC switch 220 is turned on at 14:55, the vehicle departs at 15:00, and arrives at the home A at 18:10. As described above, in the vehicle 200, vehicle data for every minute from when the ACC switch 220 is turned on to when it is turned off is accumulated. However, in FIG. Only the information at the ON / OFF time point and the specific point is shown.

  As shown in FIG. 7B, the user X fully charges the main battery 230 (charge amount 16 kWh), leaves home A, and is fully charged at the charging station at point G on the return path. Charges 2 kWh and returns to home with 5.2 kWh remaining.

  FIG. 8 is a diagram showing still another example of vehicle data.

  FIG. 8A schematically shows a route (route C) used by the user X (user ID: 10001) on a holiday. FIG. 8B is accumulated when the user X uses the route of FIG. 8A using the vehicle 200 of the vehicle type △△△ grade □□□ manufactured by XX company. Thus, a part of the uploaded file data uploaded to the center 100 is extracted. In the example of FIG. 8, the vehicle 200 does not use the gasoline engine, and thus shows a case where the vehicle 200 that does not have the hybrid engine unit 250 is used. Further, in the example of FIG. 8, in the home A provided with the home charging device 300, the home electric appliance is used by using the power of the main battery 230 of the vehicle 200.

  FIG. 8A shows a route from the home A provided with the home charging device 300 to the customer K via the point J located on the flat portion. The travel distance between the home A and the customer K is 20 km for one way and 40 km for round trip.

  As shown in FIG. 8 (b), the user X goes to the customer A at 7:55 at 7:00 with the ACC switch 220 turned ON, and arrives at the customer K at 8:20. At customer customer K, the ACC switch 220 is turned on at 17:55, departs at 18:00, and arrives at home A at 18:20. In addition, after arriving at home, the vehicle side connection unit 232 of the vehicle 200 and the home side connection unit 332 of the home charging device 300 are connected, and the power of the main battery 230 is used from 18:30 to 7:50 the next morning. . As described above, the vehicle 200 stores vehicle data every minute from when the ACC switch 220 is turned on to when it is turned off. In FIG. 8B, for convenience, the ACC switch 220 is turned on. Only information at / OFF time point and specific point is shown.

  FIG. 9 is a diagram showing still another example of vehicle data.

  FIG. 9A schematically shows another route (route D) that is occasionally used by the user X (user ID: 10001). FIG. 9B is accumulated when the user X uses the route of FIG. 9A using the vehicle 200 of the vehicle type △△△ grade □□□ manufactured by XX company. Thus, a part of the uploaded file data uploaded to the center 100 is extracted. In the example of FIG. 9, the vehicle 200 does not use the gasoline engine, and thus shows a case where the vehicle 200 that does not have the hybrid engine unit 250 is used.

  In FIG. 9A, the route from the home A where the user charging device 300 is provided to the factory H via the point F located on the flat part and the point G where the charging station is provided is provided by the user X. Is shown. The travel distance between home A and factory H is 100 km for one way and 200 km for round trip. Further, the user uses the highway between the point F and the point G.

  As shown in FIG. 9 (b), the user X goes to the house A at 7:55 at 7:00, leaves the ACC switch 220 at 8:00, arrives at the factory H at 9:20, and the return is At the factory H, the ACC switch 220 is turned on at 14:55, the vehicle departs at 15:00, and arrives at the home A at 18:10. Further, after arriving at home, the vehicle-side connection unit 232 of the vehicle 200 and the home-side connection unit 332 of the home charging device 300 are connected, and the main battery 230 is operated from 18:30 to 23:00 when the setting of midnight power is started. The use of electricity. As described above, the vehicle 200 stores vehicle data every minute from when the ACC switch 220 is turned on to when it is turned off. In FIG. 9B, for convenience, the ACC switch 220 is turned on. Only information at / OFF time point and specific point is shown.

  As shown in FIG. 9 (b), the user X fully charges the main battery 230 (charge amount 16 kWh), leaves home A, and is fully charged at the charging station at point G on the return path. Charge for 2 kWh and leave home for 5.2 kWh and return home. Furthermore, the remaining amount of 3.2 kWh remains at midnight 23:00 when the setting of midnight power is started.

  By the way, the center 100 may acquire weather information from an external information database that distributes weather information of each region, for example, and store it in the external information database 120. The weather information stored in the external information database is compared with the current latitude / longitude information indicating the travel route, and the weather information corresponding to each vehicle data (sunny, cloudy, rain, snow, hail, typhoon, etc.) You may make it accumulate | store in the vehicle data database 110 correspondingly. In that case, when determining the route, by determining the route for each weather information (for example, route A for “sunny”, route C for “snow”, etc.), a more accurate travel route It is possible to calculate the expected charge amount corresponding to. This is because the road surface and traffic state change according to the weather, and accordingly, the amount of power used for traveling, the amount of regenerative power, the amount of power used other than traveling, and the like change.

  FIG. 10 is a diagram illustrating a processing flow for generating a charging plan.

  The processing flow shown in FIG. 10 is executed mainly by the center-side main control unit 101 using various elements included in the center 100 in accordance with a program stored in the center-side memory 105 of the center 100.

  The charging plan according to FIG. 10, for example, accumulates the vehicle data of the user X as shown in FIGS. 6 to 9 in the vehicle data database 110 over a long period (for example, one month), and frequently from among them. A route to be used is identified, and is generated based on an average of a plurality of times (for example, 10 times or more) of vehicle data corresponding to the identified routes (route A, route B, route C, and route D). However, for convenience, it is assumed that the vehicle data shown in FIGS. 6 to 9 is an average value of the vehicle data for a plurality of times corresponding to the route A, route B, route C, and route D, and the processing shown in FIG. Explain the flow.

  The center-side main control unit 101 selects a user who generates a charging plan (S30), and extracts the selected user's vehicle data from the vehicle data stored in the vehicle data database 110 (S31). Based on the current latitude / longitude information, current time information, and the like, the extracted data is analyzed to determine an identifiable route (S32). One of the determined routes is selected (S33), and a charge plan is generated for the selected route. Analyzing the extracted data and determining an identifiable route means that driving habit learning is performed for each user.

  The selection of the user (S30) and the selection of the route (S33) may be performed by the operator of the center 100 using the operation unit 104, or automatically for all the users and for all the determined routes. You may program so that a charge plan may be produced | generated in order. Here, the user X is selected and the route A shown in FIG. 6, the route B shown in FIG. 7, the route C shown in FIG. 8, and the route D shown in FIG. 9 are determined as identifiable routes. And

  The center side main control unit 101 determines whether or not the remaining charge capacity of the main battery 230 is used (S34), and determines whether or not there is halfway charge in the route (S35 and S45).

(1) The case where there is no use of the remaining charge capacity and there is no middle charge in the route will be described below.
First, the center-side main control unit 101 acquires the travel power usage amount P in the route (S36), acquires the regenerative power amount Q (S37), and acquires the other power usage amount R (S38). Next, the center side main control unit 101 calculates an expected charge amount S required for the selected route based on the following equation (1) (S39).
S = P-Q + R (1)

  If the amount of power corresponding to the expected charge amount S calculated in S39 is charged at the start of the next morning's travel, the remaining charge becomes 0 (zero) at the time of returning to home A, and the long life of the main battery 230 is reached. In order to achieve this, it is possible to obtain the best state.

  Since route A shown in FIG. 6 is a case where there is no midway charge in the route and no remaining charge capacity is used, the expected charge amount S is calculated based on S36 to S39 for the vehicle data shown in FIG. In this case, P = 9 kWh, Q = 0.6 kWh, R = 1.6 kWh, and S = 10.2 kWh from FIG. 6B.

  FIG. 11 is a diagram showing an example of a charging plan corresponding to the vehicle data shown in FIG.

  As shown in FIG. 11, if the charge amount at the start of traveling is determined based on the estimated charge amount S (see “10” in FIG. 11) (see “11” in FIG. 11), the remaining charge at the time of return is determined. The amount is almost zero (see “12” in FIG. 11), and the main battery 230 can be stored (in a garage or the like) with as little power remaining as possible. In addition, a regenerative power MAP corresponding to the generated regenerative power amount is created in advance for each travel route, and the regenerative power amount is predicted based on the regenerative power MAP without detecting the regenerative power amount in the vehicle 200. Anyway.

(2) The case where the remaining charge capacity is not used, but there is a middle charge in the route will be described below.
First, the center-side main control unit 101 acquires a traveling power usage amount P ′ until halfway charging in the route (S40), acquires a regenerative power amount Q ′ until halfway charging (S41), and until halfway charging. Other power consumption R ′ is acquired (S42). Next, the center-side main control unit 101 calculates an expected charge amount S ′ required until halfway charging in the selected route based on the following equation (2) (S43).
S ′ = P′−Q ′ + R ′ (2)

  If the amount of electric power corresponding to the estimated charge amount S ′ calculated in S43 is charged at the start of the next morning run, the remaining charge amount will be 0 (zero) at the time of arrival at the charging station for halfway charge, The main battery 230 can be effectively discharged, and the life of the main battery 230 can be extended.

  Next, the center-side main control unit 101 obtains the traveling power usage P in the route from the charging station for the halfway charging to the home, obtains the regenerative power Q, and obtains the other power usage R. (S38). Next, the center side main control unit 101 calculates the expected charge amount S required for the route from the charging station for home charging to the home based on the above equation (1) (S44). That is, if charging is performed at the charging station for halfway charging so that the expected charging amount S obtained in S44 is obtained, the remaining charge amount is almost zero at the time of return, and the remaining power amount is reduced as much as possible. The battery 230 can be stored (in a garage or the like).

  Route B shown in FIG. 7 does not use the remaining charge capacity, but there is a case where there is halfway charge in the route. Therefore, based on S40 to S43, the vehicle data shown in FIG. When the estimated charge amount S ′ up to the charging station is obtained, P ′ = 11 kWh, Q ′ = 2.2 kWh, R ′ = 0 kWh, S ′ = 13.2 kWh from FIG. 7B. Further, when the expected charge amount S in the middle charge is obtained based on S44, P = 9 kWh, Q = 1.8 kWh, R = 0 kWh, and S = 10.8 kWh from FIG. 7B.

  FIG. 12 is a diagram showing an example of a charging plan corresponding to the vehicle data shown in FIG.

  As shown in FIG. 12, if the charge amount at the start of traveling is determined based on the above-described expected charge amount S ′ (see “20” in FIG. 12) (see “21” in FIG. 12), Therefore, the remaining charge amount is almost zero (see “22” in FIG. 12). Further, if charging is performed at the charging station for halfway charging based on the above-described expected charging amount S (see “23” in FIG. 12), the remaining charge amount is almost 0 (zero) at the time of return (see “ 24 ”), and the main battery 230 can be stored (in a garage or the like) with as little remaining power as possible.

(3) The case where the remaining charge capacity is used, but there is no middle charge in the route will be described below.
First, the center-side main control unit 101 acquires the remaining charging power consumption (power usage after travel) T (S46), acquires the travel power usage P in the route (S47), and regenerative power Q (S48) and other power consumption R are acquired (S49). Next, the center side main control unit 101 calculates an expected charge amount S required for the selected route based on the following equation (3) (S50).
S = T + P-Q + R (3)

  If the amount of power corresponding to the estimated charge amount S calculated in S50 is charged at the start of the next morning, the remaining charge power of the main battery 230 is used for home appliances after traveling on the selected route and returning. It becomes possible to do. Charging the main battery 230 by the home charging device 300 is performed at low cost using midnight power. Therefore, the remaining charge power of the main battery 230 is based on low-cost late-night power, and by supplying such power to home appliances and the like, it is possible to keep the power charge low as a whole.

  Route C shown in FIG. 8 uses the remaining charge capacity, but there is no midway charge in the route. Therefore, based on S46 to S50 for the vehicle data shown in FIG. Is obtained from FIG. 8B, T = 5.2 kWh, P = 4 kWh, Q = 0.8 kWh, R = 0 kWh, and S = 10 kWh.

  FIG. 13 is a diagram showing an example of a charging plan corresponding to the vehicle data shown in FIG.

  As shown in FIG. 13, if the charge amount at the start of traveling is determined based on the estimated charge amount S (see “30” in FIG. 13) (see “31” in FIG. 13), It is possible to return while leaving the electric power to be used (see “32” in FIG. 13), and the remaining amount of charge is almost zero (see “33” in FIG. Can be used efficiently.

  Note that when using home appliances in the middle of the night, there is no theoretical difference in cost whether the midnight power is used directly or the remaining charge power of the main battery 230 is used. Therefore, the remaining power usage amount T (see S46) to be acquired may be the amount of power until the vehicle is connected to the home charging device 300 until the midnight power rate is switched.

(4) The case where the remaining charge capacity is used and there is a middle charge in the route will be described below.
First, the center-side main control unit 101 acquires travel power usage P ′ until halfway charging in the route (S51), acquires regenerative power amount Q ′ until halfway charging (S52), and until halfway charging. Other power consumption R ′ is acquired (S53). Next, the center-side main control unit 101 calculates an expected charge amount S ′ required until halfway charging in the selected route based on the above equation (2) (S54).

  If the amount of power corresponding to the expected charge amount S ′ calculated in S54 is charged at the start of the next morning's travel, the remaining charge amount will be 0 (zero) when it arrives at the charging station for halfway charge, The main battery 230 can be effectively discharged, and the life of the main battery 230 can be extended.

  Next, the center-side main control unit 101 obtains the remaining charging power usage amount (power usage amount after traveling) T (S55), and the traveling power usage amount in the route from the charging station to the home for halfway charging. P is acquired, regenerative electric energy Q is acquired, and other electric power consumption R is acquired. Next, the center-side main control unit 101 calculates the expected charge amount S required for the selected route based on the above equation (3) (S56).

  If the amount of power corresponding to the expected charge amount S calculated in S56 is charged at the start of the next morning's travel, the remaining charge power of the main battery 230 is returned to the home from the charging station for halfway charging and the home appliances, etc. It becomes possible to use it. Charging the main battery 230 by the home charging device 300 is performed at low cost using midnight power. Therefore, the remaining charge power of the main battery 230 is based on low-cost late-night power, and by supplying such power to home appliances and the like, it is possible to keep the power charge low as a whole.

  The route D shown in FIG. 9 is a case where the remaining charge capacity is used and there is an intermediate charge in the route. Therefore, in the vehicle data shown in FIG. 9, the route selected based on S51 to S54 When the expected charge amount S ′ required until halfway charging is obtained, P ′ = 11 kWh, Q ′ = 2.2 kWh, R ′ = 0 kWh, and S ′ = 13.2 kWh are obtained from FIG. 9B. In addition, when the expected charge amount S in the middle charge is obtained based on S55 to 56, T = 2 kWh, P = 9 kWh, Q = 1.8 kWh, R = 0 kWh, S = 13. 2 kWh.

  FIG. 14 is a diagram showing an example of a charging plan corresponding to the vehicle data shown in FIG.

  As shown in FIG. 14, if the charge amount at the start of traveling is determined based on the estimated charge amount S ′ (see “40” in FIG. 14) (see “41” in FIG. 14), Therefore, the remaining charge amount is almost zero (see “42” in FIG. 14) at the time of arrival at the charging station. Moreover, if charging is performed at a charging station for halfway charging based on the above-described expected charging amount S (see “43” in FIG. 14), electric power used for home appliances and the like (see “44” in FIG. 14) Can be returned, and the remaining amount of charge becomes almost zero (see “45” in FIG. 14) by using home appliances and the like, and the main battery 230 can be used efficiently.

  In the charging plan related to the user X, the vehicle ID “10001”, and the routes A to D shown in FIGS. 11 to 14, the remaining charge amount is 0 (zero) at home or when reaching the charging station. Set. However, there are cases where power is consumed more than expected due to traffic jams, traffic stops, etc., or when a predetermined route is changed. Therefore, the estimated charge amount may be calculated with a predetermined margin (for example, 1 kWh) without setting the remaining charge amount to 0 (zero). That is, it may be set so as to be equal to or less than a predetermined value (zero, a predetermined margin, etc.) at home or when reaching the charging station.

  FIG. 15 is a diagram illustrating a processing flow for executing a charging plan in the vehicle 200.

  The processing flow shown in FIG. 15 is executed mainly by the vehicle-side main control unit 201 using various elements included in the vehicle 200 in accordance with a program stored in the vehicle-side memory 205 of the vehicle 200. It is assumed that the charging plan distribution (see S16 in FIG. 4) is received from the center 100 side before the processing flow shown in FIG. 15 is started.

  When the vehicle-side main control unit 201 detects that the vehicle-side connection unit 232 of the vehicle 200 is connected to the home-side connection unit 332 of the home charging device 300, the vehicle-side main control unit 201 displays a charge plan selection screen (S60), The user selects a charging method until the next morning (S61).

  FIG. 16 is a diagram illustrating an example of a charging plan selection screen in the vehicle 200.

  The charging plan selection screen 50 illustrated in FIG. 16 is displayed on the vehicle-side display unit 202 of the vehicle 200, for example. The charging plan selection screen 50 includes a charging plan A selection button 51 corresponding to the route A (see FIG. 6), a charging plan B selection button 52 corresponding to the route B (see FIG. 7), and a route C (see FIG. 8). A charging plan C selection button 53, a full charging selection button 54, a half charging selection button 55, and a non-charging selection button 56 are displayed. FIG. 16 shows a situation where the selection button 51 is selected. Note that the display screen shown in FIG. 16 is an example, and other charging plans (for example, charging plan D corresponding to route D) may be displayed.

  Next, the vehicle-side main control unit 201 detects the current remaining charge amount of the main battery 230 based on the information from the charge amount detection unit 222 (S62).

  Next, the vehicle-side main control unit 201 determines a charging start time based on the charging plan selected in S61 and the current remaining charge detected in S62 (S63). For example, if the charge plan for route A shown in FIG. 11 is selected and the current remaining charge amount is 2 kWh, it is necessary to charge 8 kWh by the next morning. As described above, since the full charge amount of the main battery 230 is 16 kWh, it is sufficient to charge up to 50% of the full charge amount, so the charging time is 2 hours from FIG. As described above, midnight power has a low cost between 23:00 and 7:00, as shown in FIG. 2, and charging may be performed from 2 hours before the end of the midnight, when midnight power is cheap. . That is, it is determined to start charging from 5 o'clock.

  In addition, the user may separately input the next morning travel start time, and the charging start time may be determined based on the input travel start time. Further, if desired charging cannot be performed even when all the time during which midnight power can be used is used, charging may be started before the time when midnight power is started. Furthermore, even if all the time during which midnight power can be used is used, if a desired charge cannot be performed, a warning may be given to the user.

  Next, when the charging start time determined in S63 is reached, the vehicle-side main control unit 201 controls the vehicle-side connecting unit 232 to start charging by receiving the supply of power from the home charging device 300 (S64). ). Further, the vehicle-side main control unit 201 controls the vehicle-side connection unit 232 when the desired charge amount is reached based on the information from the charge amount detection unit 222, and ends the charging (S65). The processing flow ends.

  In the above example, the start and end of charging are controlled using the vehicle side connection unit 232 like a connection / cutoff switch, but a charging AC / DC conversion unit may be used. Further, a charge start signal and a charge end signal are transmitted from the vehicle-side main control unit 201 on the vehicle 200 side to the home-side main control unit 301 via the vehicle-side connection unit 232 and the home-side connection unit 332, and the charge start signal and The home side main control unit 301 may control the switching unit 311 based on the charge end signal.

DESCRIPTION OF SYMBOLS 100 Center 101 Center side main control part 110 Vehicle data database 120 External information database 200 Vehicle 201 Vehicle side main control part 202 Vehicle side display part 210 Car navigation 211 GPS receiver 222 Charge amount detection part 230 Main battery 232 Vehicle side connection part 300 Home Charging Device 310 Power Supply Unit 311 Switching Unit 332 Home Side Connection Unit 400 Mobile Terminal

Claims (7)

Means for receiving vehicle data of a vehicle traveling based on electric power charged in the battery and storing it in a memory;
Means for determining a travel route based on the accumulated vehicle data;
Means for calculating an expected amount of electric power used when traveling on the travel route in consideration of an intermediate charge amount in the travel route;
Means for generating a charging plan for charging the battery with the expected power consumption amount.   The charging plan generation device according to claim 1, further comprising means for providing a user with a charging plan generated by the means for generating the charging plan.   The charge plan generation device according to claim 1 or 2, wherein the vehicle data of the traveling vehicle includes a travel power amount and a regenerative power amount in the travel route, and an intermediate charge amount in the travel route. Receiving vehicle data of a vehicle running based on the electric power charged in the battery and storing it in a memory;
Determining a travel route based on the accumulated vehicle data;
A step of calculating an expected power consumption when traveling on the travel route in consideration of an intermediate charge amount in the travel route;
Generating a charging plan such that the battery is charged with the expected power consumption;
A charge plan generation method characterized by comprising:   The charge plan generation method according to claim 4, wherein the travel power amount includes a power amount used by the drive engine of the vehicle for travel and a power amount used by other than the drive engine.   6. The charging plan generation method according to claim 4, wherein, when the travel of the travel route is finished, the expected power consumption is calculated so that the remaining charge power of the battery is equal to or less than a predetermined value. A step of determining a second travel route from the place where charging was performed halfway to the end of travel of the travel route;
Calculating a second expected power consumption when traveling on the second travel route;
Generating the charge plan so that the second expected power consumption is charged in the halfway charge; and
The charge plan generation method according to any one of claims 4 to 6, further comprising:

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