JP2020012695A - Device and method for selecting charging method for vehicle driven using battery power - Google Patents

Abstract

To provide a device for selecting a charging method for a vehicle driven using battery power, with which it is possible to solve congestion on the basis of a relationship between an own vehicle and other vehicles.SOLUTION: Provided is a device for selecting a charging method for a vehicle driven using battery power, comprising an input unit, a storage unit for storing map data, and a processing unit. The processing unit includes: a route search unit for finding a route from a first point to a second point on the basis of the map data stored in the storage unit; a travel determination unit for acquiring traffic information in the route and a remaining life of the battery using the input unit, and determining, on the basis of the route, the remaining life and the traffic information, whether or not it is possible for the vehicle to travel on the route to the second point using the remaining life of the battery; and a charging search unit for selecting, on the basis of the traffic information, one charging method for charging the battery from within a plurality of charging methods differing in a charging time when it is not possible to travel on the route to the second point, and notifying the selected one charging method.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an apparatus and a method for selecting a charging method for a vehicle driven by using electric power of a battery.

  In recent years, traffic congestion often occurs when many vehicles simultaneously flow into a road. Passengers of vehicles involved in traffic congestion spend more time in the vehicle than expected, so it can be said that if there is no traffic congestion, they can lose effective use time.

  Therefore, Patent Document 1 proposes a technique for providing advice to a user to eat or the like using a delay time expected due to traffic congestion when a vehicle exists near the traffic congestion.

  It has been calculated that the annual congestion loss is equivalent to about 5 billion man-hours and about 2.8 million labors, and it is preferable to reduce traffic congestion in order to improve the efficiency of economic activities.

  As a measure to reduce traffic congestion, construction of a new road is also performed, but this measure is large-scale and requires much time and cost.

  In addition, the Ministry of Land, Infrastructure, Transport and Tourism is planning a demonstration experiment of a congestion elimination system. In this system, it has been proposed to collect movement data of a vehicle using advanced technical equipment such as ETC 2.0, an advanced optical beacon, and an AI camera to predict a congested place or a time zone.

  While this system may be able to propose a response to traffic conditions by predicting the flow of vehicle movement and sharing the predicted information, it does not directly eliminate the congestion itself.

JP-T-2013-538351

  In the future, an increase in the number of electric vehicles driven by using electric power from a battery is expected. The electric vehicle charges when the remaining amount of the battery becomes low. The timing of charging the battery may be, for example, when the user desires, when the remaining amount of the battery is below a predetermined threshold and the electric vehicle notifies the user, the charging station is located on the scheduled traveling route. Is notified by the electric vehicle to the user.

  The timing of charging these batteries is determined based on the situation of the own vehicle, but is not determined based on the relationship between the other vehicle and the own vehicle.

  Since the vehicle is not on the road while the electric vehicle is charging the battery, the number of vehicles traveling on the road is reduced, which may be a factor for reducing traffic congestion.

  Therefore, in order to reduce traffic conditions including electric vehicles, which are expected to increase in the future, it is possible to reduce the traffic congestion by charging the battery of the electric vehicle based on the relationship between the own vehicle and other vehicles. There is.

  In view of the above, an object of the present specification is to propose an apparatus and a method for selecting a charging method for a vehicle driven using electric power of a battery capable of solving traffic congestion based on a relationship between the own vehicle and another vehicle. I do.

  According to the device disclosed in the present specification, it is a device for selecting a charging method of a vehicle driven by using the power of a battery, comprising: an input unit, a storage unit that stores map data, and a processing unit. A processing unit configured to determine a route from the first point to the second point based on the map data stored in the storage unit; A travel determining unit that obtains the amount, determines whether or not the vehicle can travel on the route to the second point using the remaining amount of the battery based on the route, the remaining amount, and the traffic information; If it is not possible to travel to the second point, a charging method for selecting one charging method for charging the battery from a plurality of charging methods having different charging times based on traffic information and notifying the selected one charging method. A search unit.

  Further, according to the method disclosed in the present specification, a method of selecting a charging method of a vehicle driven using the power of a battery, wherein the processing unit obtains a route from the first point to the second point. A step of obtaining traffic information on the route, a step of obtaining the remaining amount of the battery, the route, the remaining amount, and the vehicle. A step of determining whether the vehicle can travel to two points; and a method of charging the battery from a plurality of charging methods having different charging times based on the traffic information when the vehicle cannot travel to the second point on the route. And a step of notifying the selected one charging method.

  According to the apparatus disclosed in the present specification described above, based on traffic information, by selecting a charging method for charging a battery from a plurality of charging methods having different charging times, the time during which the host vehicle is involved in traffic congestion is selected. And contribute to reducing traffic congestion.

  Further, according to the method disclosed in the present specification described above, by selecting a charging method for charging a battery from a plurality of charging methods having different charging times based on traffic information, the host vehicle can be placed in a traffic jam. It can contribute to the reduction of traffic congestion by reducing the added time.

1 is a diagram illustrating a configuration of an embodiment of a system disclosed in the present specification. It is a figure showing composition of an in-vehicle device. FIG. 3 is a diagram illustrating a configuration of a server. It is a figure explaining the example of a charging station management table. It is a flowchart (the 1) explaining operation | movement of an in-vehicle apparatus. It is a flowchart (the 2) explaining operation | movement of an in-vehicle apparatus. It is a figure showing an example of a run route. It is a flowchart (the 3) explaining operation | movement of an in-vehicle apparatus. FIG. 3 is a sequence diagram (part 1) for explaining the operation of the system. FIG. 9 is a sequence diagram (part 2) for explaining the operation of the system.

  Hereinafter, a preferred embodiment of the system disclosed in the present specification will be described with reference to the drawings. However, the technical scope of the present invention is not limited to these embodiments, but extends to the inventions described in the claims and their equivalents.

  FIG. 1 is a diagram illustrating a configuration of an embodiment of a system disclosed in this specification. FIG. 2 is a diagram illustrating a configuration of the vehicle-mounted device. FIG. 3 is a diagram illustrating the configuration of the server.

  The system 1 of the present embodiment includes an in-vehicle device 10 mounted on a vehicle driven by using the power of a battery, that is, an electric vehicle, and a server 20 communicably connected to the in-vehicle device 10 via a network N. .

  The system 1 uses a battery having a remaining amount of a vehicle based on a route to a destination where a vehicle on which the vehicle-mounted device 10 is mounted travels, traffic information on the route to the destination, and a remaining amount of the battery. It is determined whether the vehicle can travel on the route to the destination. The traffic information includes, for example, traffic congestion information, required time of a section, vehicle speed of the section, accident / failed car / construction information, speed regulation / lane regulation information, and the like.

  If the system 1 determines that it is not possible to travel, the system 1 selects one charging method for charging the battery from among a plurality of charging methods having different charging times, and notifies the user of the selected charging method.

  The user who operates the vehicle can reduce the time during which the host vehicle is involved in the traffic congestion by charging the battery using a charging method having a charging time corresponding to the traffic congestion on the route to be traveled. This can also contribute to reducing traffic congestion by reducing the number of vehicles that participate in traffic congestion.

  The in-vehicle device 10 includes a processing unit 11, a storage unit 12, a display unit 13, an operation unit 14, a sound output unit 15, and a communication unit 16.

  The in-vehicle device 10 is mounted on a vehicle 200 that is an electric vehicle. The in-vehicle device 10 is communicably connected to the battery ECU 30 and the like via an in-vehicle network C mounted on the vehicle 200.

  The battery ECU 30 manages charging and discharging operations of a battery (not shown). Further, the battery ECU 30 transmits the remaining amount of the battery to the in-vehicle device 10 via the network C at predetermined intervals.

  The processing unit 11 has one or more processors and peripheral circuits. The processing unit 11 controls each hardware component of the vehicle-mounted device 10 and performs various processes according to a predetermined computer program 12a stored in the storage unit 12 in advance, and temporarily stores data generated during the processing. The storage unit 12 is used.

  The storage unit 12 may include a semiconductor memory such as a random access memory (RAM) or a read only memory (ROM), a magnetic disk, or a flash memory. The storage unit 12 may include a drive that can read a storage medium that temporarily stores the predetermined computer program 12a.

  The storage unit 12 stores the above-described computer program 12a, map data 12b, electricity consumption data 12c, charging station data 12d, and facility data 12e.

  The map data 12b has map information. The map data 12b has road information as link information indicating sections of a road connecting adjacent nodes, for example, with nodes at intersections on the road. In addition, the map data 12b preferably has legal speed information associated with each link.

  The power consumption data 12c includes power consumption information of the vehicle on which the vehicle-mounted device 10 is mounted. Electricity cost information is required as an index of the amount of electric power required for traveling of the vehicle such as a driving device, a braking device, and a steering device. And operating power consumption per unit time, which is an index of the amount of operating power. The traveling power amount mainly means a power amount that changes based on the traveling distance of the vehicle. The amount of operating power required for operations other than the running operation of the vehicle means an amount of power that changes mainly based on the operating time, rather than a running distance such as the operation of an electrical device such as an air conditioner.

  The above-described battery ECU 30 calculates the running power information supplied to devices that operate for running the vehicle, such as the driving device, the braking device, and the steering device, and the operating power supplied to devices other than the driving device, the braking device, and the steering device. The information is transmitted to the in-vehicle device 10 via the network C. The processing unit 11 obtains the traveling power consumption based on the traveling power information and the traveling distance of the vehicle using the traveling power, and stores the traveling power consumption in the storage unit 12 as the power consumption data 12c. The processing unit 11 may receive an output value of a speed sensor (not shown) via the network C, and obtain a travel distance based on an output of the speed sensor. Further, the processing unit 11 obtains the operating power consumption based on the operating power information and the operating time during which the operating power is used, and stores the operating power consumption in the storage unit 12 as the power consumption data 12c. It is preferable that the processing unit 11 calculates and updates the electricity consumption data 12c at predetermined intervals.

  The charging station data 12d includes identification information for identifying the charging station, position information of the charging station, and information on the type and number of chargers included in the charging station. The charger included in the charging station includes, for example, a normal charger and a quick charger. The ordinary charger can charge the battery of the vehicle to the full capacity in about 5 to 8 hours, depending on the remaining amount of the battery. The quick charger can charge up to about 80% of the vehicle battery capacity in about 30 minutes by passing a higher voltage and current to the battery than a normal charger. When charging the same amount of battery to the same capacity, the charging time of the quick charger is shorter than that of the ordinary charger. Note that the location information of the charging station may be included in the map data 12b.

  The facility data 12e includes information on a plurality of facilities located within a predetermined distance from each charging station, and usage time associated with the facility information. The predetermined distance can be, for example, 300 m to 500 m. The facility information includes a store, a park, a movie theater, a museum, and the like. In the case of a facility including a plurality of stores, such as a shopping mall, the facility data 12e may include information for each store as facility information. When one facility provides different services such as a restaurant and a movie theater, the facility data 12e may have information as facility information that differs for each service. The usage time associated with the facility information includes, for example, a time required to receive a food and drink service at a restaurant and a time required to watch a movie. Further, the facility information may include a discount coupon for using a restaurant or a movie theater. The facility information may be included in the map data 12b.

  The display unit 13 is controlled by the processing unit 11 and can display various types of information associated with the operation of the vehicle-mounted device 10. As the display unit 13, for example, a liquid crystal display can be used.

  The operation unit 14 can be operated by a user to input an operation. The in-vehicle device 10 may use, for example, a touch panel integrated with the display unit 13 as the operation unit 14.

  The sound output unit 15 is connected to a speaker (not shown) and is controlled by the processing unit 11 to output sound. The sound output unit 15 has, for example, an audio interface.

  The communication unit 16 can transmit and receive information to and from the server 20 via the network N using wireless communication. The communication unit 16 is connected to the network N via a base station according to a predetermined wireless communication standard such as 3GPP (Third Generation Partnership Project) or LTE (Long Term Evolution). The communication unit 16 may include a communication circuit and an antenna that perform wireless transmission and reception. The processing unit 11 performs various processes based on the information received using the communication unit 16. Further, the processing unit 11 transmits the result of performing various processes using the communication unit 16.

  The communication unit 16 transmits and receives information to and from the battery ECU 30 mounted on the vehicle 200 via a network C (Controller Area Network: CAN) mounted on the vehicle 200. The communication unit 16 may include a communication circuit and a communication line that perform transmission and reception by wire.

  As illustrated in FIG. 2, the processing unit 11 includes a route search unit 11a, a traveling determination unit 11b, and a charge selection unit 11c.

  These units included in the processing unit 11 are, for example, functional modules realized by a computer program that operates on a processor included in the processing unit 11. Note that each of these units included in the processing unit 11 may be mounted on the in-vehicle device 10 as a separate circuit.

  The route search unit 11a has a function of searching for a travel route and guiding the searched route to the user. The function of searching for a traveling route is a functional module realized by using a map data 12b stored in the storage unit 12 by executing a predetermined route search program such as a route search program using the Dijkstra method. The route search unit 11a updates and calculates the current position of the vehicle as needed based on the position information acquired by the GPS information receiving unit 40, for example. When a destination is set by the user, the route search unit 11a searches for a travel route from the current vehicle position to the destination, adds a guide point to the travel route, and displays the route on the map image. Superimpose. The route search unit 11a outputs a map image indicating a map around the vehicle and voice guidance information to the display unit 13 or the sound output unit 15 based on the map data 12b stored in the storage unit 12 and the position of the vehicle. Guide the route to the user.

  The traveling determination unit 11b obtains the traffic information and the remaining amount of the battery in the traveling route using the communication unit 16, and the vehicle uses the remaining amount of the battery based on the traveling route, the remaining amount, and the traffic information. Then, it is determined whether or not the vehicle can travel on the traveling route to the destination.

  When the traveling determining unit 11b determines that the vehicle cannot travel to the destination, the charging selecting unit 11c selects one charging method for charging the battery from a plurality of charging methods having different charging times based on the traffic information. To notify the user of the selected charging method. In the present embodiment, the plurality of charging methods include a charging method using a quick charger and a charging method using a normal charger.

  The server 20 includes a processing unit 21, a storage unit 22, a display unit 23, an operation unit 24, and a communication unit 25.

  The processing unit 21 has one or a plurality of processors and peripheral circuits. The processing unit 21 controls each hardware component of the server 20 and performs various processes according to a predetermined computer program 22a stored in the storage unit 22 in advance, and temporarily stores data generated during the processing. The storage unit 22 is used.

  The storage unit 22 may include a semiconductor memory such as a random access memory (RAM) or a read only memory (ROM), a magnetic disk, or a flash memory. The storage unit 22 may include a drive that can read a storage medium that temporarily stores the predetermined computer program 22a.

  The storage unit 22 stores the computer program 22a and the charging station management table 22b described above.

  The charging station management table 22b has reservation information of each charging station registered in the charging station data 12d stored in the storage unit 12 of the vehicle-mounted device 10.

  FIG. 4 is a diagram illustrating an example of a charging station management table.

  The charging station management table 400 illustrated in FIG. 4 includes a charger identification information (charger ID) column 401 for identifying a charger included in one charging station, and a reserved time zone column 402.

  The charging station in which the reservation information is managed by the charging station management table 400 has three ordinary chargers and three quick chargers. The charger ID column 401 has normal charger IDs 1 to 3 as identification information of three normal chargers, and quick charger IDs 1 to 3 as identification information of the three quick chargers.

  In the reserved time zone column 402, the reserved time zone of each charger is registered as a charge start time and a charge end time. The charging station management table 400 has a reserved time zone 1 column 402a, a reserved time zone 2 column 402b, and a reserved time zone 3 column 402c as a reserved time zone of each charger.

  The display unit 23 can display various information under the control of the processing unit 21. As the display unit 23, for example, a liquid crystal display can be used.

  The operation unit 24 is operated by a user who operates the server 20 and can input an operation. As the operation unit 24, for example, a keyboard and a mouse can be used.

  The communication unit 25 transmits and receives information to and from the vehicle-mounted device 10 via the network N. The processing unit 21 performs various processes based on the information received using the communication unit 25. Further, the processing unit 21 transmits the result of performing various processes using the communication unit 25.

  Next, the operation of the above-described system 1 will be described below with reference to FIGS.

  First, in step S501, the route search unit 11a of the processing unit 11 of the in-vehicle device 10 inputs a destination using the operation unit 14 operated by the user. If there is a desired arrival time at which the user desires to arrive at the destination, the user also inputs the desired arrival time to the vehicle-mounted device 10 using the operation unit 14. In this case, the route search unit 11a also inputs the desired arrival time.

  Next, in step S503, the route search unit 11a searches for a travel route based on the input destination and the current position of the vehicle with reference to the map data 12b stored in the storage unit 12, and searches for a route. Start guidance. In addition, the route search unit 11a calculates an estimated arrival time at the destination.

  FIG. 7 is a diagram illustrating an example of a traveling route.

  The traveling route 700 shown in FIG. 7 indicates a route from the current position P1 of the vehicle to the destination P2. The travel route 700 starts from the current point P1, then travels on the first node C1, turns right at the intersection N1, travels on the second node C2, turns left on the intersection N2, and travels on the third node C3 to the intersection N3. Turns right, travels on the fourth node C4, turns left on the intersection N4, and travels on the fifth node C5 to arrive at the destination P2.

  Next, in step S505, the traveling determination unit 11b of the processing unit 11 of the in-vehicle device 10 acquires traffic information on the traveling route searched by the route searching unit 11a. The traveling determination unit 11b acquires traffic information provided by a public organization or a private organization via the network N using the communication unit 16, for example. Further, the traveling determination unit 11b may acquire the traffic information using the communication unit 16 using the traffic information provided by the road traffic information communication system. In this case, it is preferable that the communication unit 16 include a radio beacon receiving circuit, an optical beacon receiving circuit, or an FM broadcast receiving circuit. It is preferable that the traveling determination unit 11b acquires the average vehicle speed of each node included in the traveling route based on the traffic information. The travel determination unit 11b obtains the travel time of each node as a quotient obtained by dividing the estimated time of arrival at the destination by the distance of each node by the average vehicle speed of the node, and calculates the sum of the travel time of each node and the current travel time of each node. Time is integrated with the time.

  Next, in step S507, the traveling determination unit 11b determines whether the traveling route has a congested section. For example, the traveling determination unit 11b obtains an average vehicle speed of each node included in the traveling route based on the traffic information, and determines that the node is a congested section when the average vehicle speed is equal to or less than a predetermined value. The predetermined value may be 10 km / h for an ordinary road and 40 km / h for an expressway.

  If the traveling route does not have a congestion section, the process returns to before step S505, and repeats steps S505 and S507 (step S507-No). The route search unit 11a continues the route guidance.

  On the other hand, when the traveling route has a congested section (step S507-Yes), the traveling determination unit 11b receives the remaining battery level transmitted from the battery ECU 30 via the network C. In the example illustrated in FIG. 7, at the fourth node C4, the average vehicle speed is equal to or less than a predetermined value, and congestion occurs.

  Next, in step S511, the traveling determination unit 11b determines whether the vehicle can travel on the traveling route to the destination using the remaining amount of the battery based on the traveling route, the remaining amount of the battery, and the traffic information. Determine whether or not.

  The operation of the traveling determination unit 11b in step S511 will be described below with reference to the flowchart shown in FIG.

  First, in step S801, the traveling determination unit 11b acquires the electricity consumption data 12c stored in the storage unit 12. Specifically, the traveling determination unit 11b acquires the traveling power consumption and the operating power consumption from the storage unit 12.

  Next, in step S803, the traveling determination unit 11b obtains the traveling electric energy required for traveling from the current location to the destination. Specifically, the traveling determination unit 11b obtains a node traveling power amount required for traveling of each node included in the traveling route, and integrates each node traveling power amount. First, the traveling determination unit 11b obtains the node traveling electric energy required for the vehicle to travel on the first node C1 as a quotient obtained by dividing the distance L1 of the first node C1 by the traveling power consumption. Similarly, the traveling determination unit 11b obtains the node traveling electric energy required for the vehicle to travel from the second node C2 to the fifth node C5 using the distances L2 to L4 of each node and the traveling power cost, and The running energy is calculated by integrating the running energy.

  Next, in step S805, while the vehicle travels from the current location to the destination, the travel determination unit 11b obtains the amount of operation power required for operations other than the travel operation. First, the traveling determination unit 11b obtains a traveling time T1 required for the vehicle to travel on the first node C1 as a quotient obtained by dividing a distance L1 of the first node C1 by an average vehicle speed of the first node C1. The traveling determination unit 11b preferably acquires the average vehicle speed based on the traffic information. However, if the average vehicle speed cannot be acquired based on the traffic information, the traveling determination unit 11b refers to the map data 12b to acquire the legal speed of the node. Next, the traveling determination unit 11b obtains the node operating power of the first node C1 as a product of the traveling time T1 and the operating power consumption. Similarly, the traveling determination unit 11b obtains the node operating power of the second node C2 to the fifth node C5 using the traveling time T2 to T4 and the operating power consumption of each node, and integrates each node operating power. Then, the operation power amount is obtained.

  Next, in step S807, the traveling determination unit 11b compares the sum of the traveling power amount and the operating power amount with the remaining amount of the battery. When the remaining amount of the battery is equal to or greater than the sum of the traveling power amount and the operating power amount, the traveling determination unit 11b determines that the vehicle can travel on the traveling route to the destination using the remaining amount of the battery ( Step S511-Yes). In this case, the processing unit 11 of the in-vehicle device 10 displays the traffic information on the display unit 13 to notify the user, and continues to guide the user on the traveling route to the destination.

  On the other hand, when the remaining battery level is smaller than the sum of the running power amount and the operating power amount, the traveling determination unit 11b determines that the vehicle cannot travel on the traveling route to the destination using the remaining battery level. It is determined (step S511-No). Then, the traveling determination unit 11b obtains a difference between the sum of the traveling power amount and the operating power amount and the remaining amount of the battery as an insufficient power amount of the battery that is insufficient for the vehicle to travel on the route to the destination. . The above is the description of step S511. Note that the insufficient power amount may be a difference between the fully charged amount and the remaining amount of the battery from the viewpoint of securing extra mileage of the vehicle.

  When the vehicle cannot travel on the traveling route to the destination using the remaining amount of the battery (step S511-No), the traveling determination unit 11b determines whether the average vehicle speed in the congested section is equal to or lower than a predetermined threshold. It is determined whether or not it is (step S513). Specifically, the traveling determination unit 11b determines whether the average vehicle speed of the fourth node C4, which is a congested section, is equal to or less than 20 km / h.

  When the average vehicle speed in the congested section is equal to or less than the predetermined value (step S513-Yes), the charging selection unit 11c of the processing unit 11 of the in-vehicle device 10 determines whether the estimated arrival time is later than the desired arrival time or It is determined whether there is a desired arrival time (step S515).

  If the estimated arrival time is not later than the desired arrival time or there is no desired arrival time (step S515-Yes), the charging selection unit 11c of the processing unit 11 of the in-vehicle device 10 determines whether a plurality of charging methods having different charging times are required. One charging method for charging a battery having a relatively long charging time is selected from the inside (step S601). In the present embodiment, the charging selection unit 11c selects a charging method using a normal charger.

  If the average vehicle speed in the congested section is lower than a predetermined value (20 km / h), it is estimated that the congested state will continue for a long time. If they do, they will join a vehicle queue that forms a traffic jam. When the estimated arrival time is not later than the desired arrival time or there is no desired arrival time, the arrival time at the destination has a margin with respect to the desired arrival time. Therefore, starting traveling to the destination after the traffic congestion has been alleviated allows the vehicle to travel without participating in the traffic congestion, reducing the burden on the user and contributing to the congestion congestion. Therefore, in the present embodiment, when the average vehicle speed in the congested section is equal to or less than a predetermined value (20 km / h), the charging selection unit 11c selects a charging method using a normal charger.

  Then, the charging selection unit 11c estimates a charging time for charging the battery based on the above-described insufficient power amount or remaining amount and a charging speed for charging the battery using the ordinary charger. The in-vehicle device 10 stores, in the storage unit 12, a charging time estimation table in which, for example, an insufficient power amount or a remaining amount is associated with a charging time when a normal charger and a quick charger are used. Then, the charging selection unit 11c may estimate the charging time with reference to the charging time estimation table. When there is a desired arrival time, the charging selection unit 11c determines the charging time and the charging amount such that the estimated arrival time when the vehicle starts traveling to the destination after charging is not later than the desired arrival time. You may.

  Next, in step S603, the charging selection unit 11c refers to the charging station data 12d and the map data 12b stored in the storage unit 12, and is located closer to the current vehicle than the congested section on the traveling route, and Search for a charging station where the battery can be charged using the charging method using the selected ordinary charger.

  In the example shown in FIG. 7, a charging station S1 and a charging station S2 are provided on a traveling route between the current location P1 of the vehicle and the fourth node C4 which is a congested section. Here, it is assumed that the charging station S2 has a normal charger, but the charging station S1 does not have a normal charger. The charging selection unit 11c is located at a position closer to the current vehicle than the fourth node C4, which is a congested section, and is a charging station that can charge a battery using a charging method using a normal charger. Search for S2. Then, the charging selection unit 11c estimates an arrival time at which the vehicle travels from the current location P1 and arrives at the charging station S2.

  Then, the charging selection unit 11c acquires the reservation information of the ordinary charger in the charging station S2. The process in which the charging selection unit 11c acquires the reservation information of the ordinary charger in the charging station S2 will be described below with reference to the sequence diagram shown in FIG.

  First, in step S901, the charging selection unit 11c requests a reservation determination requesting whether or not a reservation of a normal charger is possible at the charging station S2, identification information of the charging station S2 (charging station ID), and charging. The start time and the charging end time are transmitted to the server 20 via the network N using the communication unit 16. The charging selection unit 11c determines the charging start time based on the arrival time at which the vehicle travels from the current location P1 and arrives at the charging station S2. Further, the charging selection unit 11c obtains the charging end time based on the charging start time and the charging time.

  Next, in step S903, the processing unit 21 of the server 20 receives the reservation determination request, the charging station ID, the charging start time, and the charging end time.

  Next, in step S905, the processing unit 21 of the server 20 refers to the charging station management table 22b stored in the storage unit 22 and sets the normal charger of the charging station S2 identified by the charging station ID to the charging start time. It is determined whether or not a reservation can be made in a time zone between the charging end time and the charging end time. If the ordinary charger of the station S2 cannot be reserved under the conditions of the reservation determination request, the processing unit 21 of the server 20 acquires the earliest time period during which the ordinary charger can be used, and acquires the alternative charging time period. Get.

  Next, in step S907, the processing unit 21 of the server 20 transmits the determination result to the in-vehicle device 10 via the network N using the communication unit 25. The determination result includes reservable information indicating that reservation is possible under the conditions of the reservation determination request, or an alternative charging time zone.

  Next, in step S909, the charging selection unit 11c of the processing unit 11 of the in-vehicle device 10 receives the determination result as the reservation information.

  Next, in step S605, the charging selection unit 11c refers to the facility data 12e stored in the storage unit 12, and checks facility information of one or a plurality of facilities located within a predetermined distance from the charging station S2, and Get the usage time associated with the information. Then, the charging selection unit 11c selects one or a plurality of facility information based on the charging time required to charge the battery using the charging method using the ordinary charger and the obtained use time. The charging selection unit 11c selects one or a plurality of facility information in which the difference between the charging time and the usage time is within a predetermined range. The predetermined range can be, for example, 10 minutes to 15 minutes.

  Next, in step S607, the charging selection unit 11c of the processing unit 11 of the in-vehicle device 10 displays the traffic congestion information on the traveling route, the facility information, and the proposal to perform charging at the charging station S2 using the ordinary charger on the display unit. 13 to notify the user. The charging selection unit 11c may notify the user of the above-described proposal by voice information using the sound output unit 15. This notification is provided to the user before the vehicle travels in the congested section of the travel route.

  This allows the user to charge the battery at the charging station before traveling in the congested section. In addition, while charging the battery at the charging station, the user can effectively use the time corresponding to the charging time by using the facility based on the facility information. Further, since it does not participate in traffic congestion, it is possible to reduce the burden on the user and contribute to alleviation of traffic congestion.

  The user operates the operation unit 14 when accepting the proposal displayed and notified on the display unit 13. When the operation of accepting the proposal is input, the charging selection unit 11c of the processing unit 11 of the in-vehicle device 10 performs a process of reserving a charging station. Next, a process in which the charging selection unit 11c reserves a charging station will be described below with reference to a sequence diagram shown in FIG.

  First, in step S1001, the charging selection unit 11c determines a reservation request for requesting reservation of a normal charger at the charging station S2, identification information (charging station ID) of the charging station S2, and a user who has received the reservation from the in-vehicle device 10. , And charging start time and charging end time are transmitted to the server 20 via the network N using the communication unit 16.

  Next, in step S1003, the processing unit 21 of the server 20 receives the reservation request, the charging station ID, the user identification information, the charge start time, and the charge end time.

  Next, in step S1005, the processing unit 21 of the server 20 refers to the charging station management table 22b stored in the storage unit 22 and sets the normal charger of the charging station S2 identified by the charging station ID to the charging start time. It is determined whether or not a reservation can be made in a time zone between the charging end time and the charging end time. When the reservation is possible, the processing unit 21 of the server 20 registers the reservation information in the charging station management table 22b. In the charging station management table 22b, user identification information for identifying a reserved user received from the vehicle-mounted device 10 may be registered as reservation information. On the other hand, when the ordinary charger of the station S2 cannot be reserved under the conditions of the reservation request, the processing unit 21 of the server 20 acquires the earliest time zone in which the ordinary charger can be used, and acquires the alternative charging time. Get the obi.

  Next, in step S1007, the processing unit 21 of the server 20 transmits the reservation result to the in-vehicle device 10 via the network N using the communication unit 25. The reservation result includes reservation information indicating that the reservation has been made under the conditions of the reservation request, or an alternative charging time zone.

  Next, in step S1009, the charging selection unit 11c of the processing unit 11 of the in-vehicle device 10 receives the reservation result.

  Next, in step S1011, the charging selection unit 11c displays the reservation result on the display unit 13 to notify the user.

  On the other hand, in the flowchart shown in FIG. 5, when the average vehicle speed in the congested section is not lower than the predetermined value (20 km / h) (Step S513-No), and when the estimated arrival time is later than the desired arrival time (Step S515-No), the charging selection unit 11c selects one charging method for charging a battery having a relatively short charging time from among a plurality of charging methods having different charging times (Step S611). In the present embodiment, the charging selection unit 11c selects a charging method using a quick charger.

  If the average vehicle speed in the congested section is not lower than the predetermined value (20 km / h), the vehicle is quickly charged and the vehicle travels to the destination because the average vehicle speed in the congested section is not slow even though it is congested. Is preferred to arrive at the destination earlier.

  In addition, when the estimated arrival time is later than the desired arrival time, it is necessary to quickly charge the battery and start traveling to the destination, in order to arrive at the destination with less delay from the desired arrival time. Is preferred. In this case, the charge amount for charging the battery by the quick charge may be at least the amount at which the vehicle can travel from the charging station to the destination using the remaining amount of the charged battery.

  Next, in step S613, the charging selection unit 11c refers to the charging station data 12d and the map data 12b stored in the storage unit 12, and is located closer to the current vehicle than the congested section on the traveling route, and Search for a charging station where the battery can be charged using the charging method using the selected quick charger.

  Next, in step S615, the charging selection unit 11c refers to the facility data 12e stored in the storage unit 12, and refers to facility information located within a predetermined distance from the charging station and usage associated with the facility information. Time and get. Then, the charging selection unit 11c selects facility information based on the charging time required to charge the battery using the charging method using the quick charger and the usage time.

  Next, in step S617, the charging selection unit 11c displays, on the display unit 13, a notification that the charging is performed at the charging station using the traffic congestion information on the traveling route, the facility information, and the quick charger, and notifies the user. . The charging selection unit 11c may notify the user of the above-described proposal by voice information using the sound output unit 15. This notification is provided to the user before the vehicle travels in the congested section of the travel route.

  The user operates the operation unit 14 when accepting the proposal displayed and notified on the display unit 13. When the operation of accepting the proposal is input, the charging selection unit 11c of the processing unit 11 of the in-vehicle device 10 performs a process of reserving a charging station.

  According to the above-described system of the present embodiment, the time in which the host vehicle is involved in traffic congestion is reduced by selecting a charging method for charging a battery from a plurality of charging methods having different charging times based on traffic information. Thus, it is possible to contribute to the reduction of traffic congestion. In addition, the vehicle can run without being congested, and the burden on the user can be reduced.

  In the present invention, the devices and methods of the above-described embodiments can be appropriately modified without departing from the spirit of the present invention.

  For example, when the server receives a reservation request for the same type (normal charger or quick charger) of the same charging station from a vehicle-mounted device mounted on a plurality of vehicles in the same time zone, the server sends the reservation request from the charging station to the destination. The reservation may be accepted by giving priority to the vehicle of the user whose traveling distance is longer.

  In addition, when the server receives a reservation request for the same type (normal charger or quick charger) of a charger of the same charging station from the in-vehicle devices mounted on a plurality of vehicles in the same time zone, each in-vehicle device stores the request. The reservation may be accepted by giving priority to the vehicle of the user who charges the battery at a low remaining rate based on the past charging history of the battery. To charge the battery at a low remaining rate means that the first user is charging at an average remaining rate of 20%, and the second user is charging at an average remaining rate of 30%. Means that the second user charges the battery at a higher remaining rate than the first user. The in-vehicle device stores the remaining rate at the time of charging the battery, and transmits a history of the remaining rate to the server together with the reservation request.

Reference Signs List 1 system 10 in-vehicle device 11 processing unit 11a route search unit 11b traveling determination unit 11c charging selection unit 12 storage unit 12a computer program 12b map data 12c electricity consumption data 12d charging station data 12e facility data 13 display unit 14 operation unit 15 sound output unit 16 Communication unit (input unit, output unit)
Reference Signs List 20 server 21 processing unit 22 storage unit 22a computer program 22b charging station management table 23 display unit 24 operation unit 25 communication unit 30 battery ECU
40 GPS information receiving unit

Claims (10)

An apparatus for selecting a charging method of a vehicle driven by using power of a battery,
An input unit,
A storage unit for storing map data,
A processing unit;
With
The processing unit includes:
A route search unit that obtains a route from a first point to a second point based on the map data stored in the storage unit;
Using the input unit, the traffic information on the route and the remaining amount of the battery are obtained, and based on the route, the remaining amount, and the traffic information, the vehicle uses the remaining amount of the battery. A travel determining unit that determines whether the route can be traveled to the second point;
When it is not possible to travel along the route to the second point, one of the plurality of charging methods having different charging times is selected based on the traffic information, and one of the charging methods for charging the battery is selected. And a charging search unit for notifying the charging method. The travel determination unit obtains an average vehicle speed in a congested section based on the traffic information,
When it is not possible to travel along the route to the second point, the charging search unit, when the average vehicle speed is equal to or less than a predetermined threshold, from among a plurality of charging methods, the charging time is relatively long. The method of claim 1, further comprising: selecting one charging method, and when the average vehicle speed is greater than the predetermined threshold value, selecting the one charging method having a relatively short charging time from a plurality of different charging methods. An apparatus according to claim 1.   The device according to claim 1, wherein the plurality of charging methods include a charging method using a quick charger and a charging method using a normal charger.   The travel determination unit determines an amount of power required for the vehicle to travel on the route to a second point based on the route and the traffic information, a travel power amount required for travel of the vehicle, and the vehicle And determining whether or not the vehicle can travel along the route to the second point using the battery having the remaining amount, by determining the sum as an operation power amount required for operations other than the traveling of the vehicle. An apparatus according to any one of the preceding claims.   The device according to claim 1, wherein the charging search unit notifies the selected one charging method before traveling in a congested section of the route.   The travel determination unit obtains a first power amount required for the vehicle to travel on the route to the second point based on the route and the traffic information, and determines the first power amount as the remaining power amount. The second electric energy that is insufficient for the vehicle to travel along the route to the second point based on the first electric energy and the remaining amount when the amount is larger than the amount. An apparatus according to claim 1.   The charging search unit searches for a charging station located closer to the current vehicle than a congested section of the route and capable of charging the battery using the selected one charging method. Apparatus according to any of the preceding claims.   The charging search unit obtains facility information of a facility located within a predetermined distance from the charging station and a use time associated with the facility information, and uses the selected one charging method. The apparatus according to claim 7, wherein facility information is selected based on a charging time required for charging the battery and the usage time.   The travel determination unit obtains a desired arrival time at which the vehicle arrives at the second point, and when the vehicle cannot travel along the route to the second point, based on the traffic information and the desired arrival time, The device according to any one of claims 1 to 8, wherein the one charging method for charging the battery is selected from a plurality of different charging methods. A method for selecting a charging method for a vehicle driven using electric power of a battery,
The processing unit
Obtaining a route from the first point to the second point;
Obtaining traffic information on the route;
Obtaining the remaining battery charge;
A step of, based on the route, the remaining amount, and the traffic information, determining whether the vehicle can travel along the route to the second point using the remaining amount of the battery;
When the route cannot be traveled to the second point, a step of selecting one charging method for charging the battery from a plurality of charging methods having different charging times based on the traffic information;
Notifying the selected one charging method,
A method that includes

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