JP2019052870A - Charging facility guidance system and charging facility guidance program - Google Patents

Abstract

To provide a technology capable of reducing a possibility that a route is changed so as to pass through another charging facility at a stage where a user tries to charge an electronic vehicle at a charging facility.SOLUTION: A charging facility guidance system includes: a standby determination unit for determining whether an electric vehicle is waiting at a charging planned facility on a planned travel route; and a route change processing unit for executing a route change process to change the planned travel route so as to pass through a charging facility different from the planned charging facility on the basis of remaining battery power of the electric vehicle when the electric vehicle is not waiting at the charging planned facility, but not executing the route change process when the electric vehicle is waiting at the charging planned facility.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a charging facility guidance system and a charging facility guidance program.

  A technique for searching for a route passing through a charging station when the distance of the route being searched exceeds the cruising distance is known (see Patent Document 1). In Patent Document 1, when the distance of the route being searched exceeds the cruising distance, charging can be performed at a charging station in the middle of the route, so that the electric vehicle can travel to the final destination.

JP-A-10-170293

In Patent Document 1, when charging is performed as scheduled at the charging station, the electric vehicle can be driven to the final destination. However, if charging is not performed at the charging station as scheduled, the electric vehicle cannot be traveled to the final destination, so that it is necessary to review the route. In such a configuration, if it is erroneously determined that charging has not been performed as scheduled at the charging station even though the user intends to charge at the charging station, the route is unnecessarily reviewed and the user is unnecessarily charged. Will be confused. In particular, there is a possibility that it is erroneously determined that charging has not been performed as scheduled because the remaining battery power amount does not increase while the charging booth is waiting at the charging station.
The present invention has been made in view of the above problems, and provides a technique capable of reducing the possibility that a route is changed to pass through another charging facility when the user is charging at the charging facility. With the goal.

  In order to achieve the above object, a standby determination unit for determining whether or not an electric vehicle is waiting at a charging planned facility on a planned traveling route, and when the electric vehicle is not waiting at a charging planned facility When a route change process is executed to change the planned travel route so as to pass through a charging facility different from the planned charging facility based on the amount of remaining battery power of the electric vehicle, and the electric vehicle is waiting at the planned charging facility And a route changing unit that does not execute the route changing process.

  Further, in order to achieve the above object, the charging facility guidance program includes a standby determination unit that determines whether or not the electric vehicle is waiting at the charging planned facility on the planned traveling route, When not waiting at the planned charging facility, a route change process is executed to change the planned traveling route so as to pass through a charging facility different from the planned charging facility based on the remaining battery power amount of the electric vehicle. And when the said electric vehicle is waiting in the said charging plan facility, it is made to function as a route change part which does not perform the said route change process.

  In the above configuration, the scheduled travel route can be prevented from changing so as to pass through the charging facility when the user is waiting to be charged at the charging facility. That is, it is possible to reduce the possibility that the planned travel route is changed so as to pass through the charging facility against the user's intention even though the user is charging at the charging planned facility. On the other hand, if the electric vehicle is not waiting at the facility to be charged, it is unlikely that the remaining battery power will increase at the facility to be charged, so the route change process is executed based on the current remaining battery power. can do.

It is a block diagram which shows a charging facility guidance system. 2A and 2B are schematic views of the charging facility. It is a flowchart of a charging facility guidance process. 4A is a flowchart of the route change process, and FIG. 4B is a timing chart of the charging facility guidance process.

Here, embodiments of the present invention will be described in the following order.
(1) Configuration of charging facility guidance system:
(2) Charging facility guidance processing:
(3) Other embodiments:

(1) Configuration of charging facility guidance system:
FIG. 1 is a block diagram showing a configuration of a charging facility guidance system 10 according to the present invention. The charging facility guidance system 10 includes a control unit 20 and a recording medium 30. The control unit 20 is a computer that includes a CPU, a RAM, a ROM, and the like. The control unit 20 executes a program stored in the recording medium 30 or the ROM. In the present embodiment, the control unit 20 executes the charging facility guidance program 21 recorded on the recording medium 30.

  The charging facility guidance system 10 is a vehicle-mounted device mounted on an electric vehicle. The electric vehicle equipped with the charging facility guidance system 10 includes a GPS receiver 41, a vehicle speed sensor 42, a gyro sensor 43, a battery ECU (Electronic Control Unit) 44, and a user IF unit 45. The GPS receiver 41 receives radio waves from GPS satellites and outputs a signal for calculating the current location of the electric vehicle via an interface (not shown). The vehicle speed sensor 42 outputs a signal corresponding to the rotational speed of the wheels included in the electric vehicle. The control unit 20 acquires this signal via an interface (not shown) and acquires the vehicle speed.

  The gyro sensor 43 detects an angular acceleration for turning in the horizontal plane of the electric vehicle and outputs a signal corresponding to the direction of the electric vehicle. The control unit 20 acquires this signal and acquires the traveling direction of the electric vehicle. The control unit 20 acquires the current location of the electric vehicle by specifying the traveling locus of the electric vehicle based on output signals from the vehicle speed sensor 42 and the gyro sensor 43 and the like. The output signal of the GPS receiver 41 is used for correcting the current location of the electric vehicle specified by the vehicle speed sensor 42, the gyro sensor 43, and the like.

  The battery ECU 44 is a computer that manages charging and discharging of a battery (not shown) included in the electric vehicle, and transmits data indicating the current remaining battery power amount to the control unit 20. The electric power of the battery is supplied to a motor that generates power for rotating the driving wheels of the electric vehicle. In this specification, that the power source of the electric vehicle is ON means that the motor can be driven by the power of the battery. In addition, by turning on the electric vehicle, the battery power is supplied to the charging facility guidance system 10 and the charging facility guidance system 10 is also turned on.

  The user IF unit 45 of the present embodiment is a touch panel display. The touch panel display includes a display that displays various images based on a video signal output from the control unit 20, and a touch panel that outputs an operation signal indicating a contact state of a finger or the like on the display to the control unit 20. The user IF unit 45 only needs to include an output unit and an input unit, and is not necessarily a touch panel display. The user IF unit 45 is a guide unit of the present invention.

  Map information 30 a is recorded on the recording medium 30. The map information 30a includes node data indicating the position of a node set at an intersection on a road on which an electric vehicle runs, shape interpolation point data for specifying the shape of a road between nodes, and link data indicating a connection between nodes. , Including facility data indicating facilities existing around the road. The link data indicates the search cost for each link. The search cost is an index value used for searching for a planned travel route. For example, the search cost increases as the link length or the travel time length increases. The facilities indicated by the facility data include charging facilities that can charge an electric vehicle.

  In the recording medium 30, route information 30b is recorded. The route information 30b is data indicating a series of links constituting the planned travel route. The planned travel route is composed of a series of links that connect from the starting point to the final destination.

  The charging facility guidance program 21 includes a standby determination module 21a, a route change module 21b, and a guidance control module 21c. The control unit 20 that executes the standby determination module 21a, the route change module 21b, and the guidance control module 21c constitutes a standby determination unit, a route change unit, and a guidance control unit of the present invention.

  With the function of the guidance control module 21c, the control unit 20 causes the guidance unit to guide the planned travel route. With the function of the guidance control module 21c, the control unit 20 searches for a planned travel route connecting the departure point to the final destination. For example, the control unit 20 searches for the planned travel route using a known method such as the Dijkstra method so that the total value of the search costs of the links constituting the planned travel route is minimized. The departure point may be set based on an operation on the user IF unit 45 or may be the current location of the electric vehicle. The final destination is set based on an operation on the user IF unit 45, and may be selected, for example, from the facilities indicated by the facility data. Note that not only the final destination but also the via destination may be set based on an operation on the user IF unit 45. In this case, the control unit 20 searches for a scheduled travel route that sequentially connects the departure point, one or more via destinations, and the final destination.

  With the function of the guidance control module 21c, the control unit 20 extracts a guidance intersection on the planned travel route, and guides the traveling direction of the vehicle at the guidance intersection in the user IF unit 45. The guidance intersection may be an intersection where the traveling direction of the vehicle changes by a reference angle (for example, 15 degrees) or more among the intersections on the planned travel route.

  Further, by the function of the guidance control module 21c, the control unit 20 acquires the next destination on the planned travel route as the guidance target destination, and performs guidance for the guidance target destination. For example, the control unit 20 may guide the remaining distance to the guidance target destination on the planned travel route, the estimated arrival time of the guidance target destination, the name of the guidance target destination, and the like. Here, the next destination on the planned travel route is a destination that the electric vehicle is scheduled to approach next on the planned travel route, and is a destination that the electric vehicle is not approaching. In the present embodiment, the control unit 20 determines that the electric vehicle has approached the destination when the distance between the destination on the planned travel route and the electric vehicle is equal to or less than the approach distance (for example, 50 m). When the electric vehicle approaches the route destination to be guided, the next destination (route destination or final destination) of the route destination is switched as the destination to be guided.

  With the function of the route change module 21b, the control unit 20 performs route change processing based on the remaining battery power amount of the electric vehicle during the period when the planned travel route is being guided. With the function of the route change module 21b, the control unit 20 acquires the current remaining battery power from the battery ECU 44, and determines whether or not the electric vehicle can travel to the final destination based on the remaining battery power. To do.

  If the control unit 20 does not determine that the electric vehicle can travel to the final destination based on the power remaining in the battery, the controller 20 obtains a cruising range that can be traveled based on the power remaining in the battery. For example, a charging facility closest to the planned traveling route is set as a charging planned facility among charging facilities whose traveling distance from the vehicle is within the cruising range. Then, by the function of the route change module 21b, the control unit 20 adds the charging planned facility as a via destination, and selects an optimum route for connecting the current location, the charging planned facility as the via destination, and the final destination. Search as the planned travel route after the change. And the control part 20 produces | generates the route information 30b which shows the travel plan route after a change by the function of the route change module 21b, and overwrites the said route information 30b in the recording medium 30. FIG. By executing the route change process described above, it is possible to guide the travel planned route after the change.

  By the function of the route change module 21b, the control unit 20 executes the route change process every time a predetermined reference period (for example, 5 minutes) elapses in the period during which the planned travel route is being guided. To do. Thereby, every time the reference period elapses, it is possible to determine whether or not to pass the planned charging facility on the planned driving route based on the current remaining battery power amount, and it is possible to cope with unexpected power consumption and the like. However, if there is an electric vehicle in the vicinity of a planned charging facility (hereinafter referred to as a charging planned facility) that is already set as a transit destination on the planned traveling route, the control unit 20 performs charging of the charging planned facility. Considering the possibility, the execution of the route change process is deferred.

  For this purpose, the control unit 20 determines whether or not the electric vehicle is standing by at the charging planned facility on the planned traveling route by the function of the standby determination module 21a. Waiting at a charging planned facility means waiting at the charging planned facility for charging at the charging planned facility. Here, as the case where the electric vehicle is waiting at the charging planned facility on the planned travel route, the case where the electric vehicle is turned off and is on standby, and the case where the electric vehicle is left on and is on standby Can be considered.

  First, the case where the electric vehicle is turned off and stands by will be described. The function of the standby determination module 21a allows the control unit 20 to check that the electric vehicle is not waiting at the planned charging facility when the electric vehicle leaves the planned charging facility after the electric vehicle is turned off. judge. Specifically, due to the function of the standby determination module 21a, the control unit 20 causes the electric vehicle to leave the facility to be charged when the mileage after the power of the electric vehicle is switched from OFF to ON exceeds the reference distance. Is determined.

  That is, by the function of the standby determination module 21a, the control unit 20 acquires the travel distance from the timing when the electric vehicle and the charging facility guidance system 10 are turned off to on based on the signal of the vehicle speed sensor 42 and the like. Then, when the travel distance from the timing when the power is turned off is less than the reference distance, the control unit 20 determines that the electric vehicle is waiting at the facility to be charged. On the other hand, when the travel distance from the timing when the power source is turned off is greater than the reference distance, the control unit 20 determines that the electric vehicle has left the charging planned facility, and the electric vehicle is waiting at the charging planned facility. Judge that there is no. Here, the reference distance may be set to a predetermined fixed value (for example, 100 m), may be set to a larger value as the site of the facility to be charged is larger, or is arbitrarily set by the user. Also good.

  FIG. 2A is a schematic diagram showing a state of an electric vehicle standing by at the planned charging facility C1. It is determined whether or not the electric vehicle is powered on at a white triangular position P and the traveling distance from the position P is greater than or equal to the reference distance U. The planned charging facility C1 is a highway service area. There are two charging booths Q in the planned charging facility C1, but the other vehicle Z (black triangle) is charging, and the electric vehicle stands by at the position P where parking is performed. In such a situation, when the travel distance from the position P becomes equal to or greater than the reference distance U, the electric vehicle driver gives up charging at the planned charging facility C1, leaves the planned charging facility C1, and the main road R It can be regarded as having exited up.

  Next, a case where the electric vehicle is on standby with the power supply turned on will be described. Due to the function of the standby determination module 21a, the control unit 20 allows the electric vehicle to become the charging planned facility when the elapsed time after the power source of the electric vehicle has been turned on after reaching the charging planned facility C1 becomes equal to or longer than the reference period. It is determined that it is not waiting. Specifically, by the function of the standby determination module 21a, the control unit 20 causes the charging planned facility C1 when the distance between the charging planned facility C1 and the electric vehicle on the planned traveling route is equal to or less than an approach distance (for example, 50 m). It is determined that the electric vehicle has approached. And the control part 20 measures the elapsed period from the timing when the electric vehicle approached the charging plan facility C1, and if the elapsed period is less than the reference period, the electric vehicle waits at the charging plan facility C1. It is determined that On the other hand, when the elapsed period from the timing when the electric vehicle approaches the planned charging facility C1 is equal to or longer than the reference period, the control unit 20 determines that the electric vehicle is not waiting at the planned charging facility C1.

  FIG. 2B is a schematic diagram of an electric vehicle approaching the charging planned facility C1. The distance between the electric vehicle and the planned charging facility C1 (for example, the center of gravity of the site) at the white triangle position B is the approach distance F, and it is determined that the electric vehicle has approached the planned charging facility C1. In such a situation, if the elapsed period when the power source is on after the electric vehicle approaches the planned charging facility C1 becomes equal to or longer than the reference period, the electric vehicle driver charges the charging planned facility C1. It can be considered that the user has no intention to do so and has passed the charging planned facility C1. The reference period may be a predetermined fixed value (for example, 5 minutes), may be set to a longer period as the site of the planned charging facility C1 is larger, or may be arbitrarily set by the user. .

  By the function of the route change module 21b, when the electric vehicle is not waiting at the charging planned facility C1, the control unit 20 passes through a charging facility different from the charging planned facility C1 based on the remaining battery power amount of the electric vehicle. Thus, the route change process for changing the planned travel route is executed, and the route change process is not executed when the electric vehicle is waiting at the charging planned facility. That is, as shown in FIG. 2A, when the travel distance from the position P where the electric vehicle is powered on is less than the reference distance U, the control unit 20 waits at the charging planned facility C1. The route change process is not executed. In other words, the execution of the route change process is suspended until the travel distance from the position P where the electric vehicle is powered on becomes equal to or greater than the reference distance U.

  Further, as shown in FIG. 2B, when the elapsed period in which the power is on after the electric vehicle approaches the planned charging facility C1 is less than the reference period, the control unit 20 causes the electric vehicle to be charged to the charging planned facility C1. Do not execute the route change process as if waiting. That is, the execution of the route change process is suspended until the elapsed period after the electric vehicle approaches the planned charging facility C1 becomes equal to or longer than the reference period.

  When the travel distance from the position P at which the electric vehicle is turned on is equal to or greater than the reference distance U, and when the elapsed period after the electric vehicle approaches the planned charging facility C1 is equal to or greater than the reference period The control unit 20 executes a route change process. That is, the control unit 20 determines whether or not the vehicle can travel to the final destination or the next planned charging facility based on the amount of remaining battery power at the time of executing the route change process, and determines whether the final destination or the next In the case where it is not possible to travel to the scheduled charging facility, the planned traveling route is changed so as to pass through another charging facility existing within the cruising distance from the current location. If charging is being performed at the planned charging facility C1, the possibility of changing the planned traveling route so as to pass through the charging facility is low. On the other hand, if charging is not performed at the planned charging facility C1, there is a high possibility that the planned traveling route is changed to pass through the charging facility.

  By the function of the guidance control module 21c, the control unit 20 switches the guidance target destination from the planned charging facility C1 to the next destination on the planned traveling route when the electric vehicle approaches the planned charging facility C1. As described above, as shown in FIG. 2B, even if the electric vehicle approaches the planned charging facility C1, the route change process is executed until the elapsed period from the approach to the planned charging facility C1 becomes equal to or longer than the reference period. Deferred. However, even during the period when the execution of the route change process is suspended, the destination to be guided is switched from the planned charging facility C1 to the next destination on the planned traveling route.

  Here, as shown in FIG. 2A, when the charging booth Q of the planned charging facility C1 is used by another vehicle Z, the charging planned facility C1 may wait until the charging booth Q becomes empty. When the electric vehicle is on standby at the planned charging facility C1, there is a high possibility that the remaining battery power will increase at the planned charging facility C1, so the route change process is executed based on the current remaining battery power. do not do. On the other hand, if the electric vehicle is not waiting at the planned charging facility C1, there is a low possibility that the remaining battery power will increase at the planned charging facility C1, and therefore the route change process is performed based on the current remaining battery power. Execute. Thus, at the stage where the user is waiting to charge at the planned charging facility C1, it is possible to prevent the planned travel route from being changed so as to pass through the charging facility. That is, it is possible to reduce the possibility that the planned travel route is changed so as to pass through the charging facility against the user's intention even though the user is charging at the planned charging facility C1.

  As shown in FIG. 2A, when the charging booth Q of the planned charging facility C1 is used by another vehicle Z, etc., the user temporarily turns off the electric vehicle and the charging planned facility C1 until the charging booth becomes empty. There is a possibility to wait in the parking space inside. In this situation, when the charging booth Q is vacant, the power of the electric vehicle is switched from OFF to ON, and the electric vehicle travels from the parking space to the charging booth Q as shown by the locus L1 (dashed line) in FIG. 2A. Become. That is, even if the electric vehicle is running, it can be determined that the user still intends to charge at the planned charging facility C1. However, if the electric vehicle is turned off and then off from the planned charging facility C1, it is no longer traveling from the parking space to the charging booth, but to a point outside the planned charging facility. It can be determined that the vehicle is traveling toward. That is, it can be determined that the user does not intend to charge at the planned charging facility C1 and is not waiting at the planned charging facility C1. Specifically, when the vehicle travels a certain distance (reference distance U) from the position P where the power is turned on, it does not travel from the parking space to the charging booth Q, but outside the planned charging facility C1. It can be determined that the vehicle is running.

  In addition, when the charging booth Q is not vacant, the electric vehicle may run while the power is on for a while in order to search for a parking space or the like at the charging planned facility C1. That is, even when the electric vehicle continues to run after approaching the charging planned facility, there is a possibility of waiting until the charging booth Q becomes empty at the charging planned facility. However, if the power supply does not turn off after a certain period of time has passed since the charging facility is approached, the vehicle is no longer looking for the parking space or the charging booth Q, but the locus L2 (two points in FIG. 2B). It can be determined that the vehicle is traveling toward a point outside the planned charging facility C1 as indicated by a chain line. That is, it can be determined that the user does not intend to charge at the planned charging facility C1 and is not waiting at the planned charging facility C1.

  As described above, in the stage where the elapsed time after the electric vehicle approaches the planned charging facility C1 is less than the threshold, the route change is performed so that the planned traveling route is changed so as to pass through a charging facility different from the planned charging facility C1. Processing is not executed. At this stage, instead of continuing to guide the planned charging facility C1 as the guidance target destination, by guiding the next destination as the guidance target, the user is made aware that the charging planned facility C1 has arrived, and next The user can be made to recognize the destination. For example, the user can determine the necessity of charging at the planned charging facility C1 in consideration of the next destination.

(2) Charging facility guidance processing:
Next, the charging facility guidance process will be described in detail. FIG. 3 is a flowchart showing the charging facility guidance process. The charging facility guidance process is a process that is started when the electric vehicle is switched from OFF to ON. First, by the function of the guidance control module 21c, the control unit 20 determines whether or not there is a planned travel route being guided (step S100). That is, the control unit 20 determines whether or not the route information 30b is recorded on the recording medium 30 and the planned travel route indicated by the route information 30b is being guided. The fact that the planned travel route is being guided means that the power of the electric vehicle is turned off while the planned travel route is being guided, and then the power of the electric vehicle is turned on.

  If it is not determined that there is a planned travel route during guidance (step S100: N), the control unit 20 determines whether or not to perform route guidance by the function of the guidance control module 21c (step S105). For example, the control unit 20 determines to perform route guidance when a final destination setting operation is received from the user. When it is not determined that the route guidance is performed (step S105: N), the control unit 20 ends the charging facility guidance process.

  On the other hand, when it is determined that route guidance is to be performed (step S105: Y), the control unit 20 searches for a planned travel route by the function of the guidance control module 21c (step S110). That is, the optimum route to the final destination set in step S105 is searched as a scheduled travel route. Next, by the function of the guidance control module 21c, the control unit 20 starts guidance of the planned travel route (step S115).

  On the other hand, when it is determined that there is a planned travel route being guided (step S100: Y), the control unit 20 resumes guidance of the planned travel route by the function of the guidance control module 21c (step S120). That is, the control unit 20 guides the planned travel route based on the route information 30 b recorded on the recording medium 30.

  Next, the control unit 20 determines whether or not the electric vehicle has traveled more than the reference distance U by the function of the standby determination module 21a (step S125). That is, the control unit 20 acquires the travel distance from the position P (FIG. 2A) where the power of the electric vehicle is turned from OFF to ON, and determines whether the travel distance is equal to or greater than the reference distance U. When it is determined that the electric vehicle has traveled more than the reference distance U (step S125: Y), the control unit 20 executes a route change process (step S200) by the function of the route change module 21b. Details of the route change process will be described later.

  On the other hand, when it is not determined that the electric vehicle has traveled more than the reference distance U (step S125: N), the control unit 20 returns to step S125. In other words, the execution of the route change process is suspended until the travel distance from the position P where the power source of the electric vehicle is switched from OFF to ON reaches the reference distance U. In other words, the execution of the route change process is suspended at the stage where the user may be waiting at the electricity planned facility for charging. Note that the control unit 20 performs route change processing until the travel distance from the position P becomes the reference distance U, regardless of whether or not the position P where the power source of the electric vehicle is turned on from OFF is the facility to be charged. Execution may be suspended. Of course, the control unit 20 may immediately execute the route change process when the position P where the power of the electric vehicle is turned on is not the charging planned facility.

  FIG. 4A is a flowchart of the route change process. First, the control unit 20 acquires the remaining battery power by the function of the path changing module 21b (step S210). That is, the control unit 20 acquires the current remaining battery power amount from the battery ECU 44. Next, by the function of the route change module 21b, the control unit 20 determines whether or not the vehicle can travel to the final destination or the next planned charging facility (step S220). That is, when the control unit 20 obtains a cruising distance based on the remaining battery power, and the distance from the current location on the planned travel route to the final destination or the next planned charging facility is within the cruising range, It is determined that the vehicle can travel to the final destination or the next planned charging facility.

  When it is determined that the vehicle can travel to the final destination or the next planned charging facility (step S220: Y), the control unit 20 ends the route change process by the function of the route change module 21b. That is, the route change process is terminated on the assumption that there is no need to change the planned travel route. On the other hand, when it is not determined that the vehicle can travel to the final destination or the next planned charging facility (step S220: N), the control unit 20 displays a warning by the function of the route change module 21b (step S230). For example, the control unit 20 causes the user IF unit 45 to display a message indicating that it is necessary to go through an additional charging facility because the remaining battery power is insufficient.

  Next, the control unit 20 searches for a planned charging facility by the function of the route change module 21b (step S240). That is, the control unit 20 searches, for example, a charging facility closest to the planned traveling route as a planned charging facility among charging facilities whose traveling distance from the current location is within the cruising distance. Finally, by the function of the route change module 21b, the control unit 20 changes the planned travel route connecting the searched charging planned facility and the original destination (via destination, final destination). And the control part 20 produces | generates the route information 30b which shows the travel plan route after a change by the function of the route change module 21b, and overwrites the said route information 30b in the recording medium 30. FIG.

  Returning to the description of the charging facility guidance process in FIG. When the route change process is performed in step S200, or when guidance of the planned travel route is started in step S115, the control unit 20 resets the timer (step S130). The timer is a timer for measuring an elapsed period after execution of the charging facility guidance process, and the route change process is executed when the elapsed period becomes the reference period.

  Next, by the function of the route change module 21b, the control unit 20 determines whether or not the route guidance is finished (step S135). For example, when arriving at the final destination or when an operation for stopping the route guidance is received, the control unit 20 determines that the route guidance has been completed. If it is determined that the route guidance has been completed (step S135: Y), the control unit 20 terminates the charging facility guidance process by the function of the route change module 21b.

  On the other hand, when it is not determined that the route guidance has been completed (step S135: N), the control unit 20 determines whether or not the next route destination on the planned travel route has been approached by the function of the standby determination module 21a. (Step S140). That is, the control unit 20 acquires the distance from the current location of the electric vehicle to the next via destination on the planned travel route, and determines whether the distance is equal to or less than the approach distance F (FIG. 2B).

  If it is not determined that the vehicle has approached the next via destination on the planned travel route (step S140: N), the control unit 20 determines whether or not the reference period has elapsed by the function of the route change module 21b ( Step S145). That is, the control unit 20 determines whether or not the elapsed period from the timing when the timer is reset is equal to or longer than the reference period.

  When it is not determined that the reference period has elapsed (step S145: N), the control unit 20 returns to step S135 by the function of the path change module 21b. On the other hand, when it is determined that the reference period has elapsed (step S145: Y), the control unit 20 returns to step S200 and executes the route change process by the function of the route change module 21b. By executing the above processes (steps S135 to S145), the route change process can be repeatedly executed every time the reference period elapses unless the electric vehicle approaches the next route destination on the planned travel route.

  On the other hand, if it is determined that the next route destination on the planned travel route has been approached (step S140: Y), the control unit 20 determines whether the route destination that has approached is a planned charging facility by the function of the standby determination module 21a. It is determined whether or not (step S150). If it is not determined that the approached via destination is the facility to be charged (step S150: N), the control unit 20 returns to step S200 and executes the route change process by the function of the route change module 21b. That is, when the approaching destination is not a charging scheduled facility, the route change process is immediately executed without waiting for the reference period to elapse.

  On the other hand, when it is determined that the approaching destination is the facility to be charged (step S150: Y), the control unit 20 resets the timer by the function of the route change module 21b (step S155). That is, when the approaching destination is a facility to be charged, the timer is reset on the assumption that the user may be waiting at the destination for charging. As a result, the elapsed period can be measured starting from the timing of approach to the planned charging facility, and the path change process can be executed by returning to step S200 when the elapsed period becomes the reference period. That is, the execution of the route change process can be suspended until the elapsed period in which the power of the electric vehicle has been turned on after approaching the planned charging facility becomes equal to or longer than the reference period.

  FIG. 4B is a timing chart of the processes in steps S130 to S155 and S200 in FIG. As shown in FIG. 4B, in principle, since the timer is reset in step S130 immediately after the route change process, the route change process is repeatedly executed every time the reference period elapses. However, when the electric vehicle approaches the facility to be charged, the timer is reset in step S155 immediately after the approach, so the route change process is performed until the reference period elapses after the facility approaches the facility to be charged. Can suspend execution.

  As described above, according to the charging facility guidance process of the present embodiment, the route change process is executed until the travel distance from the position P where the power of the electric vehicle is turned from OFF to ON becomes the reference distance U. While being able to hold (FIG. 2A, step S125, S200), execution of the route change process can be held until the reference period elapses after approaching the planned charging facility (FIG. 2B, steps S130 to S155, S200).

(3) Other embodiments:
In the embodiment, the execution of the route change process is suspended until the travel distance from the position P becomes equal to or greater than the reference distance U, regardless of whether the position P where the power is turned on is the facility to be charged. It was decided to. However, the control unit 20 may suspend the execution of the route change process until the travel distance becomes equal to or greater than the reference distance U only when the position P where the power is turned on is the charging planned facility or the charging facility. . In addition, the standby at the charging scheduled facility may be that the elapsed period after the power is turned on is less than the reference period, and the mileage after approaching the charging planned facility is It may be less than the reference distance U. Further, the route change process does not necessarily have to be executed every time the reference period elapses, and may be executed every time the travel distance becomes a certain distance.

  The charging facility guidance system may be a vehicle-mounted device mounted on an electric vehicle or a portable terminal carried by an electric vehicle driver, and distributes information for charging facility guidance to the electric vehicle. It may be a server. The electric vehicle may be a vehicle whose cruising range is a distance corresponding to the remaining battery power amount, and may be a vehicle equipped with a power generation engine capable of charging the battery. The scheduled travel route is a route that can travel to the destination, and is a route that is set to pass through the charging planned facility when the travel distance to the destination is larger than the cruising distance. When charging is not performed at a planned charging facility on the planned travel route, it is necessary to perform charging at another charging facility.

  Waiting at the charging planned facility means staying at the charging planned facility with the intention of charging at the charging planned facility. For example, the case where the charging booth is not vacant and the vehicle is parked in front of the charging booth or in a parking space, or the vehicle is traveling looking for an empty space in the parking space. The standby determination unit determines whether or not the vehicle is waiting at the facility to be charged based on the state of the vehicle (position, power supply state, parking grey, door opening / closing, vehicle speed, acceleration, charging plug cap opening / closing state, etc.). It may be determined, or it may be determined based on the user's operation whether or not the user is waiting at the charging planned facility.

  The route change unit executes route change processing for changing the planned travel route so as to pass through a charging facility different from the planned charging facility based on the remaining battery power amount of the electric vehicle. That is, the route changing unit estimates the cruising distance based on the remaining battery power amount of the electric vehicle, and if the cruising distance is shorter than the mileage to the destination, the route changing unit sets the planned driving route so as to pass through the charging facility. change. The route changing unit switches whether or not to execute the route changing process depending on whether or not the facility is scheduled to be charged.

  In addition, the standby determination unit may determine that the electric vehicle is not waiting at the planned charging facility when the electric vehicle leaves the planned charging facility after the electric vehicle is turned off. . Here, when the charging booth of the charging planned facility is used by another vehicle, the user can turn off the electric vehicle and wait in the parking space in the charging planned facility until the charging booth becomes empty There is sex. In this situation, when the charging booth is vacant, the electric vehicle is turned from OFF to ON, and the electric vehicle runs from the parking space to the charging booth. That is, even if the electric vehicle is running, it can be determined that the user is still intending to charge at the charging planned facility.

  However, if you leave the charging facility after the electric vehicle is turned off, you are no longer traveling from the parking space to the charging booth. It can be determined that the car is running. In other words, it can be determined that the user does not intend to charge at the charging planned facility and is not waiting at the charging planned facility. Departing from the planned charging facility may mean that the position of the electric vehicle is outside the planned charging site or that the electric vehicle is traveling on any road section connected to the planned charging facility. It may be. Note that the standby determination unit may determine whether or not an electric vehicle is traveling on a road section by a known map matching method.

  Further, the standby determination unit may determine that the electric vehicle has left the facility to be charged when the travel distance after the power source of the electric vehicle is switched from OFF to ON exceeds a reference distance. When the vehicle travels a certain length of distance, it can be determined that the vehicle is not traveling from the parking space to the charging booth but is traveling toward a point outside the facility to be charged.

  Furthermore, the standby determination unit determines that the electric vehicle is not waiting at the charging planned facility when the elapsed period when the power of the electric vehicle has been turned on after approaching the charging planned facility is equal to or longer than the reference period. You may judge. Here, when a charging booth is not available, an electric vehicle may run while the power is on for a while in order to search for a parking space at a charging planned facility. That is, even when the electric vehicle continues to run after approaching the charging planned facility, there is a possibility of waiting until the charging booth becomes available at the charging planned facility. However, if the power does not turn off even after a certain period of time has passed since you approached the planned charging facility, you are no longer looking for a parking space, but you are traveling to a point outside the planned charging facility. Can be judged. In other words, it can be determined that the user does not intend to charge at the charging planned facility and is not waiting at the charging planned facility.

  Moreover, you may further provide the guidance control part which guides a driving planned route to a guidance part. The guidance control unit may switch the guidance target destination from the planned charging facility to the next destination on the planned traveling route when the electric vehicle approaches the planned charging facility. At the stage where the elapsed time since the electric vehicle approaches the charging planned facility is less than the threshold value, the route change process for changing the planned traveling route so as to pass through the charging facility different from the charging planned facility is not executed. At this stage, it is possible to guide the next destination as the guidance target instead of continuing to guide the charging planned facility as the guidance target destination. Therefore, in the planned charging facility, it is possible to make the user recognize that it has arrived at the planned charging facility and to make the user recognize the next destination. For example, the user can determine the necessity of charging at the planned charging facility in consideration of the next destination.

  Furthermore, the method of switching whether or not to change the scheduled travel route so as to pass through the charging facility depending on whether or not the electric vehicle is waiting at the charging planned facility is also applied as a method or program for performing this process. Is possible. In addition, the charging facility guidance system, method, and program as described above may be realized as a single device or as a plurality of devices. Moreover, it may be realized using parts shared with each part provided in the vehicle, or may be realized in cooperation with each part not mounted on the vehicle, and includes various aspects. Further, some changes may be made as appropriate, such as a part of software and a part of hardware. Furthermore, the invention is also established as a recording medium for a program for controlling the charging facility guidance system. Of course, the software recording medium may be a magnetic recording medium, a magneto-optical recording medium, or any recording medium to be developed in the future.

  DESCRIPTION OF SYMBOLS 10 ... Charging facility guidance system, 20 ... Control part, 21 ... Charging facility guidance program, 21a ... Standby determination module, 21b ... Route change module, 21c ... Guidance control module, 30 ... Recording medium, 30a ... Map information, 30b ... Route Information, 41 ... GPS receiver, 42 ... Vehicle speed sensor, 43 ... Gyro sensor, 44 ... Battery ECU, 45 ... User IF unit, C1 ... Filling facility, F ... Access distance, L1, L2 ... Track, Q ... Charge booth , R ... Main road, U ... Reference distance, Z ... Other vehicles

Claims (6)

A standby determination unit for determining whether or not the electric vehicle is waiting at a charging planned facility on the planned traveling route;
A route for changing the scheduled travel route so as to pass through a charging facility different from the planned charging facility based on a remaining battery power amount of the electric vehicle when the electric vehicle is not waiting at the planned charging facility Execute the change process,
When the electric vehicle is waiting at the charging scheduled facility, a route changing unit that does not execute the route changing process,
A charging facility guidance system. The standby determination unit determines that the electric vehicle is not waiting at the planned charging facility when the electric vehicle is disconnected from the planned charging facility after the electric vehicle is turned off. To
The charging facility guidance system according to claim 1. The standby determination unit determines that the electric vehicle has left the planned charging facility when a travel distance from the power source of the electric vehicle turned off to on is a reference distance or more.
The charging facility guidance system according to claim 2. The standby determination unit waits at the charging planned facility when an elapsed period in which the power of the electric vehicle has been turned on after approaching the charging planned facility is equal to or longer than a reference period. Judge that it is not,
The charging facility guidance system according to any one of claims 1 to 3. A guidance control unit for guiding the planned travel route to the guidance unit;
The guidance control unit switches a guidance target destination from the planned charging facility to a next destination on the planned traveling route when the electric vehicle approaches the planned charging facility.
The charging facility guidance system according to claim 4. Computer
A standby determination unit that determines whether or not the electric vehicle is waiting at a charging planned facility on the planned traveling route,
A route for changing the scheduled travel route so as to pass through a charging facility different from the planned charging facility based on a remaining battery power amount of the electric vehicle when the electric vehicle is not waiting at the planned charging facility Execute the change process,
When the electric vehicle is waiting at the facility to be charged, a route changing unit that does not execute the route changing process,
Charging facility guidance program to function as.

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