JP2012202751A - Navigation device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a navigation device that proposes a route for reaching a destination early while taking loss due to electric charging of an electric automobile into consideration.SOLUTION: The navigation device includes: determination means 32 of determining whether the destination can be reached without electric charging by comparing the distance to the destination with a cruisable distance found from the residual capacity of the battery; charging amount calculation means 34 of calculating a charging amount by which a vehicle should be charged at a charging place when reaching the charging place by traveling along a second candidate route; electric charging time calculation means 35 of calculating an electric charging time needed for the electric charging by the charging amount at the charging place; necessary time calculation means 36 of calculating a first necessary time for a case of a travel along the second candidate route by adding the electric charging time; other traffic route acquisition means 37 of acquiring a third candidate route and a second necessary time for reaching the destination from a predetermined position by utilizing transportation means other than the vehicle; and route proposing means 38 of proposing the second candidate route or the third candidate route based upon a result of comparison between the first necessary time and second necessary time.

Description

  The present invention relates to a navigation device capable of searching for a route between two points, and more particularly to a navigation device capable of searching for a route via a charging station.

  The navigation device has a function of calculating the arrival time at the destination based on the distance from the current position of the vehicle to the destination and the traveling speed. Even if the distance to the destination is long, the need for refueling is low if the cruising range is relatively long and can be driven without refueling, and the refueling time is not so long even if refueling is required So the effect on arrival time was negligible.

  However, electric vehicles that are becoming increasingly popular have a short cruising distance and a long charging time, so if the vehicle is charged before reaching the destination, the effect on the arrival time cannot be ignored (the charging station is charged quickly) It takes about 30 minutes to charge up to 80%). For this reason, it can be said that it is preferable that the navigation apparatus of an electric vehicle makes an action plan in consideration of the charging time (see, for example, Patent Document 1). Patent Document 1 discloses a charging facility reservation that calculates the amount of power consumed from the current position until reaching the charging facility, and calculates the charging time based on the amount of stored electricity upon arrival obtained by subtracting the amount of power from the current amount of stored electricity. A system is disclosed.

JP 2010-230499 A

  Considering the charging time before reaching the destination as in the charging facility reservation system disclosed in Patent Document 1, it is possible to predict the arrival time more accurately. However, since the charging facility reservation system disclosed in Patent Document 1 does not calculate the arrival time by means of transportation other than the vehicle, the arrival time to the destination is earlier than the electric vehicle as a result of adding the charging time to the arrival time. There is a problem that other transportation cannot be proposed.

  In view of the above problems, an object of the present invention is to provide a navigation device that proposes a route that can reach a destination early in consideration of a loss due to charging of an electric vehicle.

  In view of the above problems, the present invention is a navigation device that proposes a route when a vehicle that travels using electric power as a power source travels to a destination, and includes a first candidate route from a predetermined position to the destination, and a first , A second candidate route that reaches a destination from a predetermined position via a charging place, a route search means for obtaining a second distance, and a battery state detection that detects the current first battery remaining amount Means, a cruising distance calculation means for calculating a cruising distance that can be traveled by the first battery remaining amount, and the first distance and the cruising distance are compared to reach the destination without charging. Determination means for determining whether or not the vehicle can reach the destination without charging, and when the vehicle travels on the second candidate route and reaches the charging place 2 batteries Battery remaining amount predicting means for predicting the remaining amount, and charging at the charging location from the amount of power required to travel the second candidate route from the charging location to the destination and the second battery remaining amount A charge amount calculating means for calculating a charge amount, a charge time calculating means for calculating a charge time required to charge the charge amount at the charging place, and the charge during the travel time traveling the second distance. Time required to calculate the first required time when traveling on the second candidate route, and a third time to reach the destination from a predetermined position using a transportation system other than the own vehicle Based on the result of comparing the first required time and the second required time, and the second candidate route or the third candidate. A route proposal means for proposing a route; A.

  It is possible to provide a navigation device that proposes a route that can reach a destination early in consideration of a loss due to charging of an electric vehicle.

It is an example of the figure which illustrates typically the procedure for a navigation apparatus to select the optimal path | route in consideration of the time delay by charge. It is an example of the schematic block diagram of a navigation system. It is an example of the functional block part of an information processing control part. It is an example of the figure explaining search of the charging station near the 1st candidate course. It is a figure showing an example of transportation information. It is a figure which shows an example of a 3rd candidate path | route. It is a figure which shows an example of the proposal screen displayed on a display. It is an example of the flowchart figure which shows the procedure in which a navigation apparatus proposes the path | route to the destination.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.
FIG. 1 is an example of a diagram schematically illustrating a procedure for a navigation device to select an optimum route including other transportation in consideration of a time delay due to charging.
(1) First, the navigation device searches for a first candidate route to the destination based on the current location and the destination.
(2) The navigation device compares the distance of the first candidate route and the cruising distance obtained from the SOC (State of Charge), and determines whether or not the vehicle can travel to the destination without charging at the first candidate route. Determine. If the destination can be reached without charging, the first candidate route may be the proposed route.
(3) When the destination cannot be reached without charging, the navigation device searches for a charging station near the first candidate route and searches for a second candidate route that passes through the charging station.
(4) Then, a minimum charging time required for charging at the charging station is calculated, and a time obtained by adding the minimum charging time to the traveling time when traveling on the second candidate route and reaching the destination is defined as the first required time. To do.
(5) Next, the navigation device searches for candidate routes that combine public transportation (trains, airplanes, buses, walks, etc.) other than automobiles, and the required time (second required time) from the current location to the destination is calculated. The shortest third candidate route is searched.
(6) The navigation device proposes the second candidate route to the driver if the first required time is less than or equal to the second required time, and determines the third candidate route to the driver if the second required time is less than the first required time. Propose to.

  Therefore, the navigation device of the present embodiment compares the first required time including the charging time with the second required time when using other transportation facilities in consideration of the charging place. Considering time loss (distance loss, loss due to charging time), a route with the earliest arrival time can be proposed.

〔Constitution〕
FIG. 2 shows an example of a schematic configuration diagram of the navigation system 300. The navigation system 300 includes a navigation device 100 and a center 200. The navigation device 100 may be either a stationary type dedicated to a vehicle, a portable type that can be removed and mounted on a bicycle, or a terminal type such as a smartphone or a mobile phone. The center 200 is a server, for example, and provides various information such as road map data and transportation information to the host vehicle. Further, the center 200 may be able to calculate the third candidate route and the second required time when a person moves between any two points using a transportation facility other than the own vehicle. This person is a person who can be a driver of the own vehicle, but in the following, it is simply referred to as a driver without distinction.

  The navigation device 100 is suitable for guiding a route of an electric vehicle using electric power as a power source, but is used for route guidance of a hybrid vehicle having only electric power as a power source or a vehicle having only an internal combustion engine. There is no inconvenience. In particular, the navigation device 100 of the present embodiment is effective for plug-in hybrid vehicles.

  The entire operation of the navigation device 100 is controlled by the information processing control unit 15. The information processing control unit 15 includes an operation input unit 11, a display 12, a data acquisition unit 13, a position detection unit 16, a route calculation unit 17, a route guidance. The part 18, the drawing process part 19, the communication control part 21, and the vehicle information detection part 23 are connected. Although not shown in the figure, the navigation device 100 is a computer having a CPU, RAM, ROM, HDD (or SSD), input / output I / O, various ICs, and the like. The functional blocks in the figure are realized by the CPU executing the program or by the cooperation between the program and the IC.

  Based on the operation information input from the operation input unit 11, the information processing control unit 15 uses the data acquired by the data acquisition unit 13 if necessary, and processes the position detection unit 16 to the vehicle information detection unit 23. The processing result is displayed on the display 12. In addition, a general AV function (radio, television, etc.) may be provided.

  The operation input unit 11 is a hard key, a remote controller, a voice input device, or the like for the driver to operate the navigation device 100. Soft keys displayed on the display 12 are also a form of the operation input unit 11. The display 12 is a flat panel display such as a liquid crystal or an organic EL, or a HUD (Head Up Display).

  The data acquisition unit 13 is connected to the local DB 14 and reads and writes various data from the local DB 14. The local DB 14 stores road map data, transportation information, programs executed by the navigation device 100, and the like. The road map data may be stored in the navigation device 100 at the time of shipment, or may be downloaded from a server (not shown). In addition, the location and specifications of the charging station are registered in the road map data, and the transportation information includes route maps, timetables, time information between stations (travel times), and charges for public transportation such as railways and buses. Information is registered. The transportation information may not be stored in the local DB 14 by the navigation apparatus 100 and can be downloaded from the center 200.

  The position detection unit 16 detects the current position of the vehicle. The position detection unit 16 supplements the satellite with a GNSS (Global Navigation Satellite System) receiver and periodically measures the coordinates of the own vehicle position. Then, the traveling distance detected by the vehicle speed sensor is accumulated in the traveling direction of the vehicle detected by the gyro sensor to continuously detect the own vehicle position. Further, the position detection unit 16 specifies the position of the vehicle on the road by map matching for mapping the own vehicle position on the road of the road map data. The vehicle position detected by the position detection unit 16 is output to the information processing control unit 15.

  The route calculation unit 17 obtains the first candidate route and the second candidate route from the current location (or departure point) to the destination by a calculation method such as the Dijkstra method. The Dijkstra method is a calculation method that extracts links and nodes from road map data and selects a route that minimizes the integration of link costs. As the link cost, a link length, a left / right turn cost, or the like is used. The first candidate route and the second candidate route calculated by the route calculation unit 17 and the distance of each candidate route are output to the information processing control unit 15.

  The information processing control unit 15 requests the data acquisition unit 13 to acquire road map data around the vehicle position, and requests the drawing processing unit 19 to generate a road map screen. Since the drawing processing unit 19 generates a road map screen and outputs it to the information processing control unit 15, the information processing control unit 15 displays the road map screen on the display 12. On the road map screen, a mark (icon) indicating the own vehicle position and the traveling direction, and a route to the destination are highlighted.

  The route guidance unit 18 guides the route calculated by the route calculation unit 17 to the driver. For example, a voice message such as “This is a right turn (left turn)” is output a predetermined distance before the right or left turn, and the traveling direction of the intersection is indicated by an arrow.

  The communication control unit 21 communicates with the center 200 using the communication device 22. The communication device 22 communicates with the center 200 via a base station according to communication standards such as CDMA, PDC, GSM, and wireless LAN. More specifically, the communication device 22 communicates with the server of the communication carrier through the base station of the carrier with which the driver has a contract, and the WWW network or VPN (Virtual Private Network) from the server through the gateway. ) Communicates with the center 200 connected to.

  The vehicle information detection unit 23 detects various vehicle information of the vehicle acquired by various sensors and an ECU (electronic control unit). The vehicle information is, for example, SOC or vehicle speed.

  FIG. 3 shows an example of a functional block unit of the information processing control unit 15. The information processing control unit 15 includes a cruising range calculation unit 31, a re-search determination unit 32, a remaining power prediction unit 33, a required power calculation unit 34, a charging time calculation unit 35, a required time calculation unit 36, a multimodal processing unit 37, And a route proposal unit 38.

  The cruising range calculation unit 31 calculates the cruising range based on the SOC (unit: [%]) detected by the vehicle information detection unit 23. The cruising range varies depending on the driving operation such as the frequency of increase / decrease of the accelerator pedal, but it can be obtained by multiplying the SOC by a constant if it is an average driving operation. In addition, since the cruising range can be affected by the vehicle speed and temperature, a more accurate cruising range can be obtained by correcting according to these.

  The re-search determination unit 32 determines whether the cruising distance is sufficiently larger (for example, 1.2 times or more of the destination distance) than the distance to the destination in the first candidate route (hereinafter referred to as the destination distance). Determine. If the cruising distance is sufficiently larger than the destination distance, the vehicle can travel to the destination on the first candidate route without reaching the destination. When the cruising distance is not sufficiently larger than the destination distance, the re-search determination unit 32 determines that the route needs to be re-searched, and causes the route calculation unit 17 to connect the charging station near the first candidate route to the route. To search for a second candidate route included in If there is a charging station on the first candidate route, the first candidate route and the second candidate route may be substantially equal.

  Further, when the cruising distance is not sufficiently larger than the destination distance, the re-search determination unit 32 requests the multimodal processing unit 37 to search for the third candidate route from the current position to the destination. The search for the third candidate route will be described later.

FIG. 4 is an example of a diagram illustrating a search for a charging station near the first candidate route. First, as a necessary condition, the charging station must be within a cruising range. Next, it is preferable that the charging station is closer to the first candidate route because it greatly increases the loss of time and distance if the first candidate route is greatly deviated. On the other hand, if charging is performed at a charging stand close to the current location, there is a possibility that recharging is required before reaching the destination when the destination is far away. From the above, the route calculation unit 17
-If there is a charging station on the first candidate route within the cruising range, the charging station closest to the destination on the first candidate route is determined as the charging station (hereinafter referred to as a stop-by stand) that the vehicle actually charges. .
If there is no charging station on the first candidate route within the cruising distance, the charging station closest to the destination within the cruising distance is determined as a stop-by stand.

  In the figure, the charging station C closest to the destination among the charging stations A to C within the cruising distance is selected as the stop-by stand. The route calculation unit 17 notifies the remaining power prediction unit 33 of the second candidate route via the stop-by stand and stop-stand position information.

  Note that the driver can also set in the navigation device 100 in advance the specifications of the charging stand required for the stop-by stand. The specifications include charging speed and incidental facilities (toilet, shop, cafeteria, etc.). The route calculation unit 17 determines a stop station from only charging stations that satisfy the set specifications.

  In addition, the route calculation unit 17 may request the drawing processing unit 19 to display a charging station within the cruising range on the road map screen, and accept a selection of a stop by the driver via the operation input unit 11. In this case, the driver can select a desired stop stand from a plurality of charging stands.

Returning to FIG. 3, the remaining power predicting unit 33 calculates the power consumption based on the distance from the current location to the second candidate route to the stop-by stand. The remaining power predicting unit 33 converts the power consumption into SOC (hereinafter referred to as consumed SOC), and subtracts it from the remaining SOC that is the current remaining battery level. The SOC obtained in this way is the SOC predicted at the stop-by stand (hereinafter referred to as predicted SOC).
Predicted SOC = remaining SOC-consumed SOC
When the vehicle can recover the regenerative energy, the predicted SOC can be calculated more accurately by detecting the downhill of the second candidate route from the road map data and taking into account the amount of recovered power. In this case, the effect of predicting the minimum charging time short is also obtained.

Then, the required power calculation unit 34 calculates how much power is insufficient in the predicted SOC in order to reach the destination from the stop-by stand. That is, a required amount of electric power is calculated from the distance from the stop stand to the destination after traveling on the second candidate route, and converted into SOC (hereinafter referred to as required SOC). Since the required SOC should be larger than the predicted SOC, an insufficient amount of electric power (hereinafter referred to as the minimum charge SOC) is calculated as follows.
Minimum charge SOC = required SOC−predicted SOC
Then, the charging time calculation unit 35 calculates the minimum charging time required for charging the minimum charging SOC based on the specifications of the stop-by stand. The drop-in stand discloses the standard of charge amount and minimum charge time, and the standard of charge amount and charge time is registered in the specification of the drop-off stand of road map data. When such a specification is not registered, a guideline for the charging time may be acquired by transmitting the model number of the stop-by stand to the center 200.

  If the battery is charged only for the minimum charging time, the SOC becomes approximately 0% when the vehicle reaches the destination. It is sufficient if there is a charging facility at the destination, but inconvenience occurs when there is no charging facility at the destination. Therefore, the charging time calculation unit 35 determines whether there is a charging facility at the destination, and determines whether to fully charge the battery. Whether there is a charging facility at the destination is determined based on whether the destination is a residential area, a commercial facility, as well as the presence of a charging stand. Further, when the driver knows whether or not there is a charging facility at the destination, it is preferable to set the presence or absence of the charging facility in the navigation device 100. By determining whether or not there is a charging facility at the destination, if there is a charging facility at the destination, the navigation device 100 only needs to charge for the minimum charging SOC, and the driver can reach the destination quickly. Further, when there is no charging facility at the destination, it can be determined that the navigation apparatus 100 should be fully charged, so that it is possible to prevent the SOC from reaching about 0% at the destination.

The required time calculation unit 36 adds the required time from the current location to the stop stand, the minimum charge time at the stop stand (or the charge time until full charge), and the required time from the stop stand to the destination. Calculate time.
First required time = traveling time of the second candidate route + minimum charging time at the stop-by stand (or charging time until full charging)
<Search for third candidate route>
Next, the search for the third candidate route will be described. The multimodal processing unit 37 searches for a third candidate route to the destination using a transportation system other than the host vehicle. In the transportation information 39 of the local DB 14, timetables of major transportation, transfer information, travel time between stations (between bus stops), fee information, and the like are registered. Further, the driver can set whether or not to use a Shinkansen or a toll train, whether or not to use a taxi, etc., as a transportation means that the multimodal processing unit 37 uses for route search.

  FIG. 5 is a diagram showing an example of the transportation facility information 39. In the case of railways, the departure times of up and down trains are registered for each station on the JR lines and private railways. In the case of buses, the departure times of buses in each direction are registered for each bus company's bus stop. . The time required for traveling between stations and bus stops is registered in the timetable, but it can also be calculated by following the departure time according to the traveling direction of the station or bus stop.

  In addition, when it is possible to transfer from a station or a bus stop to another route or another bus route, a route name or a bus route name that can be changed to that station is registered. In the example of the figure, it can be seen that, for example, it is possible to transfer from station C on line 123 to one bus stop on line A. Also, if the train arrives at station C at 12:10, it can be seen that the closest time the bus departs from one bus stop on the bus A line is 13:00. The difference between the two times becomes the driver's waiting time.

  Since various search methods for the third candidate route by the multimodal processing unit 37 have been devised, an example will be described. The multimodal processing unit 37 identifies the station and bus stop closest to the current location and the station and bus stop closest to the destination from the road map data. Preferentially, the station is set to be used, and the multimodal processing unit 37 employs the railway of the station closest to the current location as the first transportation. On the other hand, for example, when the distance to the station closest to the current location is equal to or greater than a predetermined value, it is difficult to reach on foot, and the bus route of the bus stop closest to the current location is adopted as the first transportation. Similarly, at the destination, while giving priority to the station, if the distance between the station closest to the destination and the destination is a predetermined value or more, the bus stop closest to the destination is adopted as the temporary destination.

  If there is no bus route around the current location or destination, the multimodal processing unit 37 proposes a taxi depending on the driver's setting.

  Next, the multimodal processing unit 37 searches for the third candidate route from the station or bus stop near the destination to the temporary destination using the transportation information 39. One route, one bus route, a combination of a plurality of routes, a combination of a plurality of bus routes, or a route and a bus that can reach the temporary destination by trial and error using the transfer information of the transportation information 39 Identify route combinations. When a plurality of third candidate routes that can be reached from a station or bus stop near the destination to the temporary destination are specified, among the plurality of third candidate routes, a plurality of third third routes in order from the smallest number of transfers. Identify candidate routes.

FIG. 6 is a diagram illustrating an example of the third candidate route. The multimodal processing unit 37 calculates the required time for each of the plurality of third candidate routes using the transportation facility information 39. For example, when the third candidate route is specified as follows, the required time is calculated as follows.
"Current location-> (walk 1)-> station A-> (123 line)-> station C-> (walk 2)-> 1 bus stop-> (bus A line)-> 3 bus stops-> (walk 3)->destination"
First, the multimodal processing unit 37 acquires the current time from the information processing control unit 15. By acquiring the current time, the departure time of the current time zone can be read from the timetable. When the driver does not depart immediately, the multimodal processing unit 37 receives an input of a scheduled departure time.
(i) Walking 1: The distance from the current location to station A is converted to 1 minute per 80 meters, for example, and this is taken as 1 hour walking.

In addition, referring to the timetable for line 123, the departure of the train on line 123 that is closest to the current time (or the scheduled departure time) and that is later than the time of 1 hour on foot from station A Specify the time. The waiting time is 1 from the time obtained by adding 1 hour on foot to the current time until the departure time of station A.
(ii) Line 123: The time required for the movement from the station A to the station C on the line 123 is read from the transportation information 39 and integrated. This time is 123 line time.
(iii) Walk 2: If the distance from station C to one bus stop is known, convert to 1 minute per 80 meters, and if not known, estimate a predetermined time (for example, several minutes). This time is 2 hours on foot.

Also, referring to the bus A line timetable, there is one bus A line that is later than the time obtained by adding 2 hours on foot to the departure time (or arrival time) of station C and closest to the time. Specify the departure time from the bus stop. The time from the addition of 2 hours on foot to the departure time of station C until the departure time of one bus stop is waiting time 2.
(iv) Bus A line: The time required for the movement from the 1st bus stop to the 3rd bus stop on the bus A line is read from the transportation information 39 and integrated. This time is defined as bus A line time.
(v)) Walk 3: 3 The distance from the bus stop to the destination is converted to, for example, 1 minute per 80 meters, and this is 3 hours on foot.

Therefore, from the above, it is possible to calculate the second required time required for the movement from the current location to the destination in the third candidate route when the transportation means other than the vehicle is used.
2nd required time = 1 hour on foot + waiting time 1 + 123 line time + 2 hours on foot + waiting time 2 + bus A line time + 3 hours on foot The multimodal processing unit 37 has a second required time for each of a plurality of third candidate routes. And the route with the shortest second required time is finally determined as the third candidate route.

  Note that the navigation device 100 may request the center 200 to perform these processes instead of searching for the third candidate route and calculating the second required time. In this case, the navigation device 100 transmits the current location and the destination to the center 200, and acquires the third candidate route and the second required time from the center 200.

<Suggested route proposal>
The route proposal unit 38 compares the second required time with the first required time, calculates the difference, and proposes the second or third candidate route that can arrive at the destination early.

  FIG. 7 is a diagram illustrating an example of a proposal screen displayed on the display 12. When the driver can reach the destination earlier on the third candidate route than on the second candidate route, the route suggesting unit 38 displays, for example, “the one using public transportation rather than the car is faster than the car. The message “can be reached”, the third candidate route, and the second required time are displayed. The driver sees this message and can decide whether to use a car or to use the proposed transportation.

  In addition, when the vehicle travels on the second candidate route so that the driver can reach the destination faster than the case where the driver moves on the third candidate route, the route suggesting unit 38 displays, for example, “Automobile "You can reach faster than public transportation." Message, second candidate route and first required time are displayed. The driver sees this message, recognizes that the user can reach the destination earlier even if charging in the middle of the car, and sets the second candidate route in the navigation device 100.

  In addition, when displaying either a 3rd candidate path | route or a 2nd candidate path | route, it is preferable to display the charge information of each candidate path | route. The fee for the second candidate route is the amount of electric power for traveling the distance of the second candidate route that reaches the destination via the stop from the current location, the general electricity bill (for example, 22 yen / 1 kWh), and the toll road Can be calculated from the bill. The fee for the third candidate route is the total amount of the fee when the 123 line is used from A station to C station and the fee when the bus A line is used from 1 bus stop to 3 bus stops.

  In addition, the route proposal unit 38 may display the second candidate route and the first required time, and the third candidate route and the second required time on the display 12, respectively, and accept the user's selection. Also in this display, it is preferable to display fee information for each candidate route. In this case, the driver can determine not only the time required for the second candidate route and the third candidate route but also which route will be adopted comprehensively including the charge for each candidate route.

[Operation procedure]
FIG. 8 is an example of a flowchart illustrating a procedure in which the navigation device 100 proposes a route to the destination.

  First, the route calculation unit 17 searches for a first candidate route to the set destination, and calculates a destination distance when traveling on the first candidate route (S10).

  Next, the cruising range calculation unit 31 calculates the cruising range based on the SOC (S20).

  Then, the re-search determination unit 32 determines whether the cruising distance is sufficiently larger than the destination distance (S30). If the cruising distance is sufficiently larger than the destination distance, the vehicle can travel on the first candidate route and reach the destination without charging, so the processing in FIG. 8 ends. In this case, the route guidance unit 18 of the navigation device 100 sets the first candidate route as the route and guides the driver to the destination.

  If the cruising distance is not sufficiently larger than the destination distance, the vehicle needs to be charged before reaching the destination. Therefore, the route calculation unit 17 determines the stop stand closest to the destination within the cruising distance. A second candidate route that passes through the drop-in stand is determined (S40).

  Next, the remaining power prediction unit 33 calculates a predicted SOC, which is an SOC at the stop-by stand (S50).

  The required power calculation unit 34 calculates the minimum charge SOC required to reach the destination based on the distance from the stop stand to the destination (S60). The required power calculation unit 34 determines whether or not there is a charging station at the destination before this. If there is no charging station, the required power calculation unit 34 does not require the minimum charging SOC but the full charging or the charging station around the destination. It is determined that the amount of power is charged.

  Next, the charging time calculation unit 35 calculates the minimum charging time for charging the minimum charging SOC based on, for example, the specifications of the drop-in stand registered in the road map data (S70).

  Next, the required time calculation unit 36 calculates the first required time by adding the travel time necessary to travel from the current location to the destination by traveling on the second candidate route to the minimum charging time (S80).

  On the other hand, if it is determined in step S30 that the cruising distance is not sufficiently larger than the destination distance, the multimodal processing unit 37 searches for a third candidate route using a transportation means other than the vehicle, and the second required time. Is calculated (S90).

  Then, the route proposal unit 38 determines whether or not the second required time is shorter than the first required time (S100), and if the second required time is smaller than the first required time, 2 Time required is displayed (S110). If the second required time is not shorter than the first required time, the second candidate route and the first required time are displayed (S120).

  As described above, the navigation device 100 according to the present embodiment includes the charging time in the time required for the destination and compares it with the time required for other transportation facilities. A route with an earlier arrival time can be proposed.

11 Operation Input Unit 12 Display 13 Data Acquisition Unit 14 Local DB
DESCRIPTION OF SYMBOLS 15 Information processing control part 16 Position detection part 17 Route calculation part 18 Route guidance part 19 Drawing process part 21 Communication control part 22 Communication apparatus 23 Vehicle information detection part 31 Reachable distance calculation part 32 Re-search determination part 33 Remaining power prediction part 34 Required power calculation unit 36 Time required calculation unit 37 Multimodal processing unit 38 Route proposal unit 39 Transportation facility information 100 Navigation device

Claims (7)

A navigation device that proposes a route when a vehicle that travels using electric power as a power source travels to a destination,
Route search means for obtaining a first candidate route and a first distance from a predetermined position to a destination, and a second candidate route and a second distance reaching the destination from the predetermined position via a charging place; ,
Battery state detection means for detecting the current first remaining battery power;
Cruising range calculation means for calculating a cruising range that can be driven by the first remaining battery capacity;
Determining means for comparing the first distance and the cruising distance to determine whether the destination can be reached without charging;
When the determination unit determines that the destination cannot be reached without charging, the remaining battery level for predicting the second remaining battery level when the vehicle travels on the second candidate route and reaches the charging location Prediction means,
A charge amount calculating means for calculating a charge amount to be charged at the charging location from an amount of electric power required to travel from the charging location to the destination on the second candidate route and the remaining amount of the second battery;
Charging time calculating means for calculating a charging time required for charging the charging amount at the charging place;
A required time calculating means for calculating the first required time when the vehicle travels along the second candidate route by adding the charging time to the travel time traveling the second distance;
Other traffic route acquisition means for acquiring a third candidate route and a second required time to reach the destination from a predetermined position using a transportation system other than the own vehicle;
Route suggesting means for proposing the second candidate route or the third candidate route based on a comparison result between the first required time and the second required time;
A navigation device. The charge amount calculating means calculates a value obtained by subtracting the second battery remaining amount from the power amount as the charge amount.
The navigation device according to claim 1. The charge amount calculation means determines whether or not there is a charging facility around the destination, and when there is no charging facility, calculates the amount of power for fully charging the battery as the amount of charge.
The navigation device according to claim 1. The route search means searches for the second candidate route that passes through the charging place that is within the cruising distance from a predetermined position and that is closest to the destination.
The navigation device according to any one of claims 1 to 3, wherein The route suggesting means displays a difference between the first required time and the second required time and proposes the third candidate route when the second required time is smaller than the first required time. ,
If the first required time is less than or equal to the second required time, the difference between the first required time and the second required time is displayed and the second candidate route is proposed.
The navigation apparatus according to any one of claims 1 to 4, wherein The route suggesting unit displays the second required route and the first required time, and the second candidate route and the third candidate route, and displays the second candidate route or the third candidate route. Accept selection of candidate routes,
The navigation apparatus according to any one of claims 1 to 4, wherein The route suggesting means displays respective costs when the second candidate route and the third candidate route are used;
The navigation device according to claim 6.

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