JP5789926B2 - Vehicle charging system, power supply side system, and in-vehicle system - Google Patents

Description

  The present invention relates to a vehicle charging system, a power feeding side system, and an in-vehicle system.

  2. Description of the Related Art Conventionally, as a charger that charges a battery for traveling of an electric vehicle, a battery that continues to be fully charged unless a stop button is pressed when a start button of the charger is pressed is generally used. Non-Patent Document 1 describes a charger in which a charging time can be set at intervals of 15 minutes.

Toyota Automatic Loom News Release, “Toyota Automatic Loom Releases Plug-in Hybrid and Electric Vehicle Charging Stations”, [online], [Search June 10, 2010], Internet <URL: http: // www. toyota-shokki.co.jp/news/2009/090603charger/ ＞

  In the general charger as described above, the timing for terminating the charging is the timing when the user feels that “there is probably enough if it is charged so much”. Further, the charger described in Non-Patent Document 1 is charged only for a time when it is felt in advance that “the necessary amount of charge can be secured if charging is performed for such a length of time”.

  Because the human sense is often less accurate, these chargers may not always charge the amount you really need. For example, the battery may be charged more than necessary and sufficient to arrive at a certain destination, resulting in wasted user time.

  The present invention has been made in view of the above points, and it is an object of the present invention to increase the possibility of charging a necessary amount in a system that charges a battery for traveling of an electric vehicle.

In order to achieve the above object, the invention according to claim 1 includes an in-vehicle system (10) mounted on an electric vehicle and a power supply side system (2) for charging a running battery (11) mounted on the electric vehicle. The vehicle-mounted system (10) stores power consumption information indicating a correspondence relationship between a reduction amount of the charge amount of the traveling battery (11) and a travel distance of the electric vehicle. Storage unit (14), and power consumption information acquisition means (215, 530, 720) for acquiring the power consumption information from the storage unit (14), the in-vehicle system (10) and the power supply side system (2) ) Neu not a Re or the other, the determination whether the destination is set in the in-vehicle system, when it is judged not to be set, after the process to promote setting of the destination to the user , of its own Comprising a travel distance acquisition means placed al user acquires the travel distance to the destination that is set (135,140,520,525), said vehicle system (10) and the feed-side system (2) Neu not a Re or On the other hand, necessary charge amount calculation means (155, 540 ) for calculating a necessary charge amount that is an amount of charge necessary for the electric vehicle to travel within the travel distance based on the acquired power consumption information and the travel distance. The power supply side system (2) determines whether or not the charge amount of the travel battery (11) has reached the calculated required charge amount, and the travel battery ( 11) The vehicle charging system is characterized by comprising charging execution means (170 ) for ending charging of the battery for traveling (11) based on the determination that the battery has been charged.

  As described above, in the vehicle charging system, the electric vehicle is necessary for traveling the travel distance based on at least two of the power consumption information in the storage unit (14) and the travel distance determined based on the user setting. The charge amount is calculated, and the travel battery (11) is charged until it is determined that the charge amount of the travel battery (11) has reached the calculated required charge amount, and charging is performed based on the determination that it has been reached. Because the possibility of being able to charge just the amount necessary for the distance according to the user's will will be higher than before, charging will be unnecessarily charged more than necessary, which will disturb the user's schedule Less likely. In addition, since the required charge amount is calculated based on the electricity cost information in the in-vehicle system (10), it is possible to perform the necessary charge amount calculation that flexibly corresponds to different electricity costs for each vehicle to be fed.

Further, an invention according to claim 2, the vehicle charging system of claim 1, wherein the vehicle system (10) sends the fuel efficiency information acquired the in feed side system (2), the feeding The side system (2) includes an operation unit (21) and also includes the travel distance acquisition means ( 135, 140 ) and the required charge amount calculation means (155). The travel distance acquisition means ( 135, 140 ) includes: user obtains the destination information set using the operation part (21), identifies the travel distance of the electric vehicle based on the information of the acquired destination, the necessary charge amount calculating unit (155 ) Calculates a required charge amount that is a charge amount required for the electric vehicle to travel the travel distance based on the power consumption information transmitted from the in-vehicle system (10) and the identified travel distance. It is characterized by that.

  In this way, the in-vehicle system (10) transmits the electricity cost information and does not need to transmit the travel distance information. Therefore, the communication data is more than the case where the power cost information and the travel distance are transmitted to the power feeding side system (2). The amount can be reduced. Moreover, since a travel distance is specified based on the information input from the operation part (21) of the electric power feeding side system (2), the electric power feeding side system (2) can be utilized also as an operation terminal. Further, since the travel distance is specified and the required charge amount is calculated on the power supply side system (2) side, the processing load on the vehicle side is reduced.

Further, the invention according to claim 3 is the vehicle charging system according to claim 1 or 2 , wherein the storage unit (14) of the in-vehicle system (10) is configured to store a charge amount of the battery for travel (11). Charging time data indicating the correspondence between the increased amount and the charging time necessary to realize the increased amount is stored, and the in-vehicle system (10) is based on the actual charged amount of the battery for travel (11). The amount of charge is transmitted, and the charging time data in the storage unit (14) is transmitted to the power supply side system (2), and the charge execution means (170) of the power supply side system (2) Whether or not the calculated charging time has elapsed from the time when the reference charging amount is calculated based on the charging time data and the charging time necessary to realize the required charging amount is calculated from the reference charging amount By It is determined whether or not the charge amount of the travel battery (11) has reached the required charge amount, and the travel battery (11) is charged until it is determined that the charge amount has been reached. Charging to the traveling battery (11) is stopped.

  In this way, has the traveling battery (11) reached the required charge amount without repeatedly transmitting the charge amount information from the in-vehicle system (10) to the power supply side system (2)? It can be estimated by the power feeding side system (2).

According to a fourth aspect of the present invention, in the vehicle charging system according to any one of the first to third aspects, the required charge amount calculating means (155, 540 ) specifies and specifies the current season. In the case where the selected season is the winter season, the required charge amount is increased as compared with the case where the season is not the winter season.

  By doing in this way, a required charge amount can be correct | amended corresponding to the tendency that the discharge of the battery (11) for driving | running | working is more intense in winter than other seasons.

The invention according to claim 5 is the vehicle charging system according to any one of claims 1 to 4 , wherein the communication between the in-vehicle system (10) and the power supply side system (2) is the power supply. It carries out using the electric power line for charging from the side system (2) to the said battery (11) for driving | running | working.

  In this way, by sharing the power supply and communication lines, even if there is another vehicle in the vicinity of the electric vehicle to be supplied with power, there is no possibility that the communication partner is mistaken to communicate with another vehicle. .

According to a sixth aspect of the present invention, in the vehicle charging system according to any one of the first to fifth aspects, the electric vehicle is an electric vehicle that runs only with a driving force of an electric motor. And
Further, the invention according to claim 7 is the vehicle charging system according to any one of claims 1 to 6, wherein any one of the in-vehicle system (10) and the power feeding side system (2) is fully charged. If the electric vehicle cannot start traveling without recharging when the electric vehicle starts to be charged, the charging facility along the route to the destination travels from its own location to the charging facility. It is provided with a travel impossible time processing means (145, 150, 535, 540) for specifying a distance, and the required charge amount calculating means (155, 540) specifies the travel distance to the charging facility. In this case, based on the acquired power consumption information and the identified travel distance to the charging facility, the electric vehicle needs to have a charge amount necessary for traveling the travel distance to the charging facility. And calculates the coulometric.
According to an eighth aspect of the present invention, in the vehicle charging system according to any one of the first to seventh aspects, the process for prompting the user to set a destination causes the user to select a destination. It is the process which displays a choice on the display part (22) of the said electric power feeding side system (2).
The invention according to claim 9 is a power supply side system (2) for charging the traveling battery (11) of the electric vehicle, wherein the amount of decrease in the charging amount of the traveling battery (11) and the electric vehicle are increased. Determining whether or not a destination is set in the receiving means (24) for receiving the power consumption information indicating the correspondence relationship with the travel distance from the electric vehicle and the in- vehicle system mounted on the electric vehicle. If it is determined that the destination is not set, a processing for prompting the user to set the destination is performed, and then a driving distance acquisition unit (135, 140) that acquires a driving distance from the position of the own device to the destination set by the user. ), And a required charge amount calculating means (155) that calculates a required charge amount that is necessary for the electric vehicle to travel the travel distance based on the received power consumption information and the acquired travel distance. )When It is determined whether or not the amount of charge of the battery for traveling (11) has reached the calculated required amount of charge, and the battery for traveling (11) is charged until it is determined that it has been reached. And a charging execution means (170) for terminating the charging of the traveling battery (11) based on the above.

  In this way, in the power feeding side system (2), the electric vehicle is based on at least two of the electric cost information received from the electric vehicle and the electric vehicle traveling distance specified based on the user setting. By calculating the necessary amount of charge required for the travel of the vehicle and charging the battery (11) for the electric vehicle by the amount necessary to realize the calculated required amount of charge, the distance according to the user's will Since there is a higher possibility that the vehicle can be charged as much as it is necessary for traveling, the possibility that the user will be unnecessarily charged and troubled the user's schedule will be reduced. In addition, since the required charge amount is calculated based on the electricity cost information in the in-vehicle system (10), it is possible to perform the necessary charge amount calculation that flexibly corresponds to different electricity costs for each vehicle to be fed.

According to a tenth aspect of the present invention, in the power feeding side system according to the ninth aspect, the electric vehicle is an electric vehicle that travels only with a driving force of an electric motor.
The invention described in claim 11 is the power feeding side system according to claim 9 or 10, wherein one of the in-vehicle system (10) and the power feeding side system (2) is fully charged and the electric vehicle. When the vehicle cannot travel the mileage without recharging when the vehicle starts to travel, the travel facility that specifies the travel distance from the location of the aircraft to the charging facility for the charging facility along the route to the destination When the unavailable time processing means specifies the travel distance to the charging facility, the required charge amount calculating means (155) specifies the acquired power consumption information when the unavailable time processing means (145, 150) is specified. On the basis of the travel distance to the charging facility, the electric vehicle calculates a required charge amount that is a charge amount necessary for traveling the travel distance to the charging facility.
The invention according to claim 12 is the power feeding system according to any one of claims 9 to 11, further comprising a display unit (22), and a process for prompting the user to set a destination. Is a process of causing the display unit to display an option that allows the user to select a destination.
Also, an invention according to claim 13, a vehicle system mounted on an electric vehicle, the travel distance of the electric vehicle and the amount of decrease in charge amount of the traveling battery mounted on the electric vehicle (11) A storage unit (14) for storing power consumption information indicating a correspondence relationship between the storage unit (14), a power consumption information acquisition unit (530 ) for acquiring the power consumption information from the storage unit (14), and a navigation device mounted on the electric vehicle. It determines whether the destination has been set, if it is determined not to be set, after the process to promote setting of the destination user, the travel distance to the destination Yoo over tHE is set Based on the acquired power consumption information and the travel distance, the electric vehicle calculates a required charge amount that is a charge amount required for traveling the travel distance based on the acquired power consumption information and the travel distance. necessary A conductive amount calculating means (540), only the amount necessary for the driving battery (11) to realize the required charging amount to perform the charging in the driving battery (11) from the feeding side system (2) Therefore, it is an in-vehicle system provided with transmission means (13) for transmitting the calculated required charge amount to the power supply side system (2).

As described above, in the in-vehicle system, the necessary charge required for the electric vehicle to travel the travel distance based on at least two of the power consumption information in the storage unit (14) and the travel distance determined based on the user setting. By calculating the amount and charging the battery (11) of the electric vehicle for only the amount necessary to realize the calculated required amount of charge, only the amount necessary for traveling at a distance according to the user's will Since the possibility of being charged is higher than in the past, the possibility that the user's schedule will be hindered due to unnecessary unnecessary charging is reduced. In addition, since the required charge amount is calculated based on the electricity cost information in the in-vehicle system, it is possible to perform the required charge amount calculation that flexibly corresponds to the different electricity costs for each vehicle to be fed .
According to a fourteenth aspect of the present invention, in the in-vehicle system according to the thirteenth aspect, the electric vehicle is an electric vehicle that travels only by a driving force of an electric motor.
The invention according to claim 15 is the in-vehicle system according to claim 13 or 14, wherein one of the in-vehicle system (10) and the power feeding side system (2) is fully charged and the electric vehicle is When the travel distance cannot be traveled without recharging when the travel is started, the travel facility that specifies the travel distance from the position of the aircraft to the charge facility is not allowed for the charging facility along the route to the destination. Time processing means (535, 540), and the required charge amount calculation means (540) is identified as the acquired power consumption information when the travel impossible time processing means identifies the travel distance to the charging facility. In addition, based on the travel distance to the charging facility, the electric vehicle calculates a required charge amount that is a charge amount required for traveling the travel distance to the charging facility.
Further, the invention according to claim 16 is the option in the vehicle-mounted system according to any one of claims 13 to 15, wherein the process for prompting the user to set a destination is an option for the user to select a destination. Is displayed on the display unit (22) of the power supply side system, and the display content of the option is transmitted to the power supply side system.

  In addition, the code | symbol in the bracket | parenthesis in the said and the claim shows the correspondence of the term described in the claim, and the concrete thing etc. which illustrate the said term described in embodiment mentioned later. .

1 is a configuration diagram of a vehicle charging system according to a first embodiment of the present invention. It is a sequence diagram of the action | operation of a vehicle charging system. It is a figure which shows an example of the display content in the display part 22 of the charger. It is a flowchart of calculation processing of required SOC. It is a flowchart of a process at the time of driving impossible. It is a flowchart of the process when the destination is not set. It is a block diagram of the vehicle charging system which concerns on 2nd Embodiment of this invention. It is a sequence diagram of the action | operation of a vehicle charging system. It is a figure which shows an example of the display content in the display part 22 of the charger. It is a flowchart of the process at the time of destination non-setting at the time of mileage designation. It is a sequence diagram of the action | operation of the vehicle charging system which concerns on 3rd Embodiment of this invention. It is a sequence diagram of the action | operation of the vehicle charging system which concerns on 4th Embodiment of this invention.

(First embodiment)
The first embodiment of the present invention will be described below. In FIG. 1, the structure of the vehicle charging system which concerns on this embodiment is shown. As shown in this figure, the vehicle charging system of this embodiment includes a vehicle 1 and a charger 2 (corresponding to an example of a power feeding side system).

  The vehicle 1 is equipped with a traveling battery 11 that is a secondary battery, generates driving force with an electric motor (not shown) by electric power stored in the traveling battery 11, and travels using the driving force. It is an electric vehicle. The vehicle 1 may be an electric vehicle (EV) that travels only with the driving force of an electric motor, or a hybrid vehicle (HV) that travels with the driving force of an electric motor and the driving force of an internal combustion engine from the outside of the vehicle. It may be a plug-in hybrid vehicle (PHV) provided with a rechargeable battery for traveling.

  The charger 2 is a device that charges the traveling battery 11 of the vehicle 1 using system power supplied from the power system of the power company. For example, a charging stand, a shopping mall parking lot, a private parking lot, etc. Installed.

  The vehicle 1 is provided with an in-vehicle system 10 for performing an appropriate amount of charging according to the will of the user of the vehicle 1 in cooperation with the charger 2. The in-vehicle system 10 includes a charge control unit 12, a communication unit 13 (corresponding to an example of a transmission unit), and a power consumption information storage unit 14.

  The charging control unit 12 is a device that charges the battery 11 by optimally controlling the electric power received from the outside of the vehicle via the power line 16 and supplying the electric power to the battery 11. In addition, the charging control unit 12 repeatedly detects the SOC (corresponding to an example of the charge amount) of the traveling battery 11 (for example, periodically at a cycle of 10 seconds), and outputs a signal of the detection result to the communication unit 13. The SOC (State Of Charge) is an amount (unit:%) indicating the ratio of the current charge amount to the charge amount when the battery 11 is fully charged.

  The communication unit 13 is a device that communicates with the charger 2 and performs various calculations and controls described later. Specifically, the communication unit 13 includes a known PLC modem (not shown) for performing communication (PLC) via the power line 16, and a control unit (not shown) for controlling the PLC modem. ing. As this control unit, a microcontroller including a CPU, a RAM, a ROM, and a flash memory may be used.

  The electricity cost information storage unit 14 is a writable nonvolatile storage medium (for example, a flash memory) for storing electricity cost information and the like. The electricity cost information is information indicating a correspondence relationship between the decrease amount of the SOC of the traveling battery 11 and the travel distance that the vehicle 1 can travel with the power corresponding to the decrease amount. In the present embodiment, as the electricity cost information, the electricity cost itself, that is, the travel distance that the vehicle 1 can travel with the electric power corresponding to the unit decrease amount of the SOC is used. As will be described later, this electricity cost is calculated by the communication unit 13 and recorded in the electricity cost information storage unit 14, and changes depending on the vehicle type of the vehicle 1, the type of the traveling battery 11, the traveling state of the vehicle 1, and the like. To do.

  The navigation device 15 specifies the current position of the vehicle 1 by a device such as a GPS receiver, includes map data, calculates an optimum route from the current location to the destination set by the user, and calculates the calculated optimum route. It is a known device for guiding. The map data includes information such as road positions, connection relationships, and landmark positions. Landmarks include restaurants, convenience stores, and charging facilities. The charging facility is a facility provided with a charger capable of charging the traveling battery 11 of the vehicle 1. Note that a landmark refers to a point where position information or the like is specially added in map data, and is also referred to as a POI (Point Of Interest).

  The destination is set by the navigation device 15 based on a user setting operation on an operation unit (not shown) such as a touch panel provided in the navigation device 15. The set destination is held in a storage medium (flash memory, HDD, etc.) of the navigation device 15, but when the host vehicle reaches the destination or the user uses the operation unit to When the destination setting cancellation operation is performed, the destination is deleted and the destination is not set.

  The navigation device 15 of the present embodiment also has a well-known point registration function. Specifically, when the user performs a home location setting operation using an operation unit (not shown) such as a touch panel, the navigation device 15 stores these locations in a non-volatile storage medium (for example, flash memory, HDD, etc.). ). A history of destinations set in the past (that is, destination setting history) is also stored in the storage medium. The destination history includes a list of a plurality of destinations set in the past.

  And the navigation apparatus 15 receives the request | requirement of distance information from the communication part 13, calculates the distance according to the received request | requirement, and outputs it. Details of the distance calculation process will be described later.

  The navigation device 15 receives traffic information from a traffic information transmitter (FM-VICS broadcast station, VICS beacon installed along the road, etc.) outside the vehicle 1. The traffic jam information is information on the degree of congestion for each road section. The navigation device 15 calculates the travel time required to travel on a certain route (for example, the optimum route), based on the length of each section in the route and the average speed, and the section required for traveling in each section. Although the time is calculated, if the information on the degree of congestion of the section is acquired when the section required time is calculated, the section required time can be corrected.

  Next, the charger 2 will be described. The charger 2 includes an operation unit 21, a display unit 22, a power feeding unit 23, a communication unit 24 (corresponding to an example of a receiving unit), a control unit 26, a connector 27, and the like. The operation unit 21 is a device that receives a user operation such as a push button or a touch panel and outputs a signal corresponding to the received operation to the control unit 26. The display unit 22 is a display (for example, a liquid crystal display) for displaying characters and images to the user.

  The power feeding unit 23 is a circuit that is on / off controlled by the control unit 26. When the power feeding unit 23 is on, the system power is supplied to the power feeding unit 23 and the connector 27, and the power line 16 is connected to the connector 27. Then, power is supplied from the power line 16 to the traveling battery 11. When the power feeding unit 23 is off, the system power is interrupted by the power feeding unit 23, so that power is not supplied from the power line 16 to the traveling battery 11 even if the power line 16 is connected to the connector 27.

  The communication unit 24 is a well-known PLC modem for performing communication (PLC) with the in-vehicle system 10 via the connector 27 and the power line 16, and is controlled by the control unit 26.

  The control unit 26 performs a process according to a user operation on the operation unit 21, and displays characters, images, or both on the display unit 22 as necessary during the process. The on / off switching is controlled, and the communication unit 24 is used to communicate with the in-vehicle system 10. As such a control part 26, you may use the microcontroller provided with CPU, RAM, ROM, and flash memory. In that case, the above processing is realized by the CPU executing the program in the ROM or the flash memory.

  The control unit 26 can detect whether or not the power line 16 is connected to the connector 27. Any method may be adopted as the detection method. For example, when a button is provided on the connector 27 and the plug of the power line 16 is connected to the connector 27, the plug comes to press the button. The control unit 26 may detect whether or not the power line 16 is connected to the connector 27 based on whether or not the button is pressed.

  Next, the operation of the vehicle charging system configured as described above will be described. FIG. 2 is a sequence diagram of the operation of the vehicle charging system, and FIG. 3 is a diagram illustrating an example of display contents on the display unit 22 of the charger 2.

  In the following processing, communication between the charger 2 and the in-vehicle system 10 is realized by power line communication via the power line 16. Further, before the operation of FIG. 2, the user of the vehicle 1 sets, as the destination, a point that the user wants to face after charging with the charger 2 with respect to the navigation device 15.

  First, the control unit 26 of the charger 2 repeats the determination of whether or not the vehicle 1 is connected in Step 105, that is, whether or not the power line 16 is connected to the connector 27 until it is determined that it is connected. At this time, power supply through the connector 27 is not executed.

  Here, it is assumed that the vehicle 1 is parked in the vicinity of the charger 2, the user of the vehicle 1 gets out of the vehicle 1, pulls out the power line 16 provided in the vehicle 1, and connects the plug of the power line 16 to the connector 27. At this time, since the power feeding unit 23 is turned off, power is not supplied from the charger 2 to the vehicle 1 via the power line 16.

  However, after the vehicle 1 and the charger 2 are connected by the power line 16, until the connection is released, the vehicle-mounted system 10 is repeatedly and periodically (for example, at intervals of 30 seconds) for the charger 2. Information on the actual SOC of the battery 11 is transmitted. More specifically, the control unit of the communication unit 13 periodically transmits the latest SOC of the traveling battery 11 acquired from the charging control unit 12 to the charger 2 using a PLC modem, and performs charging. The control unit 26 of the device 2 sequentially acquires the SOC via the communication unit 24.

  Returning to the description of FIG. 2, when the plug of the power line 16 is connected to the connector 27, the control unit 26 determines that it is connected in Step 105, and then proceeds to Step 110 to inquire the user of the charging method to be used. For example, as shown in the display screen 31 of FIG. 3, a quantity designation icon 31a, a time designation icon 31b, an amount designation icon 31c, and a vehicle information use icon 31d are displayed, and a message prompting to select one of these is also displayed. To do. Subsequently, in step 115, the user waits for an answer operation performed on the operation unit 21 by the user in response to this inquiry.

  In response to this inquiry, the user performs an answer operation for selecting any one of the icons 31 a to 31 d on the operation unit 21. When such an operation is performed, the control unit 26 accepts the answer operation in step 115 and proceeds to step 120. In step 120, the accepted answer operation uses the vehicle information (that is, the vehicle information). It is determined whether the operation is a selection operation of the use icon 31d) or other operation.

  If it is determined that the operation is to use the vehicle information, the process proceeds to step 125. If it is determined that the operation is other than that, the process proceeds to step 128.

  In step 128, normal charging is performed. That is, if the quantity designation icon 31a is selected, designation of the user's charge amount (power amount or the like) using the operation unit 21 is accepted, the power supply unit 23 is switched on, and the vehicle 1 is charged by the received charge amount. The battery 11 for traveling is charged. If the time designation icon 31b is selected, the designation of the user's charging time using the operation unit 21 is accepted, the power feeding unit 23 is switched on, and the traveling battery 11 of the vehicle 1 is charged only for the accepted charging time. I do. If the money designation icon 31c is selected, designation of the user's money using the operation unit 21 is accepted, the power supply unit 23 is turned on, and the battery for traveling of the vehicle 1 is charged by the amount of charge corresponding to the accepted money. 11 is charged. When charging is completed in step 128 and the power line 16 is disconnected from the connector 27, the processing of the control unit 26 returns to step 105.

  In this example, it is assumed that the user selects the vehicle information use icon 31d. Then, the control unit 26 causes the display unit 22 to display a standby image as shown in the display screen 32 of FIG. 3, and then proceeds to step 125, and uses the communication unit 24 to obtain power consumption information and destination travel distance information. A request signal to be requested is transmitted to the in-vehicle system 10, and then in step 130, it waits until a response from the in-vehicle system 10 is received. The destination travel distance information is information indicating a travel distance from the current position of the vehicle 1 to the destination.

  On the in-vehicle system 10 side, the control unit of the communication unit 13 is on standby until it receives the above-described request signal via the PLC modem in step 210, and then proceeds to step 215.

  In step 215, the electricity cost is acquired from the electricity cost information storage unit 14. Further, in step 220, the navigation device 15 is requested for the travel distance from the current position of the vehicle 1 to the destination.

  Upon receiving this request, the navigation device 15 reads the destination set by the user, calculates the optimal route from the current position of the vehicle 1 to the destination, and from the current position along the calculated route to the destination. The travel distance is calculated, and the calculated travel distance is output to the communication unit 13.

  The control unit of the communication unit 13 acquires the travel distance output from the navigation device 15 in this way.

  Subsequently, in step 225, the information on the power consumption acquired in step 215 and the travel distance to the destination acquired in step 220 is transmitted to the charger 2.

  When the control unit 26 of the charger 2 receives the power consumption and the destination travel distance information transmitted from the in-vehicle system 10 in this manner, the process proceeds from step 130 to step 135, and whether the destination is set on the vehicle 1 side. Determine whether or not. Specifically, if the destination travel distance information is received together with the electricity bill, it is determined that the destination is set. In this example, since the destination travel distance information is received together with the electric bill, it is determined that the destination is set, and the process proceeds to step 145.

  In step 145, it is determined whether or not the result obtained by dividing the travel distance to the received destination by the received power consumption is 100% or less. That is, when the vehicle 1 starts running with full charge (that is, in a state where the SOC is 100%), it is determined whether or not it is possible to travel the travel distance without recharging. If it is determined that traveling is not possible, the process proceeds to step 150. If it is determined that the vehicle can run, step 155 is subsequently executed.

  In this example, it is assumed that the division result is 100% or less (for example, 60%). In this case, subsequently, in step 155, the required SOC (corresponding to an example of the required charge amount) that is the SOC required for the vehicle 1 to travel the travel distance is calculated. Specifically, as shown in FIG. 4, first, in step 155a, the travel distance received in step 130 is divided by the received power consumption, and the value of the division result is set as a temporary required SOC.

  Subsequently, in step 155b, it is determined whether or not the charger 2 has acquired traffic information on the optimum route to the destination of the vehicle 1. In the present embodiment, it is determined that the data cannot always be obtained in step 155b, and then the process proceeds to step 115d, bypassing step 155c.

  In step 155d, it is determined whether the current date can be acquired. The charger 2 may or may not include a clock for measuring the date, but the flag indicating whether or not the clock is included is recorded in advance in the ROM or flash memory of the control unit 26. To do. In step 155d, the control unit 26 determines whether the current date can be acquired based on the value of the flag.

  Specifically, if the control unit 26 does not have a clock for measuring the date, the control unit 26 determines that it cannot be acquired in Step 155d and ends the calculation of the required SOC. In this case, the current provisional required SOC becomes the final required SOC.

  If a clock for measuring the date is provided, it is determined that it can be acquired in step 155d, and the process proceeds to step 155e. In step 155e, the provisional required SOC is multiplied by a seasonal coefficient, and the resultant value is set as the final required SOC. The seasonal coefficient is determined based on the current date. Specifically, first, the season indicated by the current date is specified. For example, the period from November 1 to February 30 is specified as the winter season. When the specified season is the winter season, the seasonal coefficient is set to 1.5. When the specified season is not the winter season, the seasonal coefficient is set to 1. This is because the required SOC is corrected in response to a tendency that the battery 11 for traveling is more intensely discharged in the winter than in other seasons.

  Subsequent to step 155, the process proceeds to step 160, and as shown in the display screen 33 of FIG. 3, the calculated required SOC, the required charge time that is the charge time required to realize the required SOC, etc. To display. The required charging time is calculated using the latest SOC value of the traveling battery 11 periodically received from the in-vehicle system 10, that is, the current SOC of the traveling battery 11. Specifically, a value obtained by subtracting the current SOC of the traveling battery 11 from the required SOC and multiplying the subtraction result by a predetermined coefficient (unit: time /%) is set as the required charging time. In addition, when the in-vehicle system 10 transmits to the name of the destination in addition to the power consumption and the travel distance to the destination, and the control unit 26 receives it, the name of the destination is also displayed as shown on the display screen 33. You may display on the display part 22. FIG. In step 160, as shown on the display screen 33, the necessary SOC and the like are displayed, and a display for inquiring whether charging can be started is also performed.

  As an answer to this inquiry, the user performs an operation on the operation unit 21 to start or not to start. When an operation not starting is performed, the control unit 26 determines in step 165 that charging cannot be started, waits until the power line 16 is disconnected from the connector 27 without starting charging, and is removed. Then, the process returns to step 105.

  Further, when an operation indicating that the charging may be started is performed, the control unit 26 determines that charging can be started in step 165, and subsequently charges the traveling battery 11 in step 170.

  Specifically, first, the power feeding unit 23 is turned on, and charging of the traveling battery 11 via the connector 27 and the power line 16 is started. Then, the determination as to whether or not the SOC of the battery 11 for traveling has reached the required SOC is repeated until it is determined that it has been reached (for example, at an interval of 1 minute). At that time, the charging of the battery 11 for traveling is finished by switching the power feeding unit 23 to OFF. Whether or not the SOC of the traveling battery 11 has reached the required SOC is determined based on a comparison between the current SOC of the traveling battery 11 received from the in-vehicle system 10 and the required SOC. When charging is completed in step 170 and the power line 16 is disconnected from the connector 27, the processing of the control unit 26 returns to step 105.

  In step 145, when the result obtained by dividing the received travel distance by the received power consumption exceeds 100%, that is, when the vehicle 1 starts traveling with full charge, the travel distance is set without recharging. If it is determined that the vehicle cannot travel, then in step 150, a process when travel is impossible is executed. FIG. 5 shows the details of the processing when travel is impossible.

  In the process when travel is impossible, first, in step 150a, a message is displayed on the display unit 22 to the effect that the vehicle cannot reach the destination even if it is fully charged. Subsequently, in step 150b, two options of “OK” and “Return to charge amount selection” are displayed on the display unit 22. And it waits until a user selects one of these choices using the operation part 21. FIG.

  If there is a user's selection operation, the process proceeds to step 150c to determine what has been selected, and if it is determined that “return to charge amount selection” has been selected, then the process returns to step 110 in FIG. Start over from the beginning.

  If it is determined that “OK” is selected, the process proceeds to step 150 d to acquire charging facility information from the in-vehicle system 10. The charging facility information is position information of a charging facility group existing along an optimal route from the current position of the vehicle 1 to the destination, and for each such charging facility group, the current route of the vehicle 1 is changed to the optimal route. It includes information on the distance traveled to the charging facility along.

  Specifically, the method of acquiring charging facility information transmits a request signal for requesting charging facility information to the in-vehicle system 10. The communication unit 13 of the in-vehicle system 10 that has received this request signal requests charging facility information from the navigation device 15. The navigation device 15 that has received this request reads out the position of the charging facility group along the optimum route from the current position of the vehicle 1 to the destination that has already been calculated from the map data, and based on the read position of the charging facility group. For each charging facility group, the travel distance from the current position of the vehicle 1 to the charging facility along the optimum route is calculated, charging facility information is created based on the calculated travel distance group, and the charging facility information created Is output to the communication unit 13. The communication unit 13 acquires the charging facility information output from the navigation device 15 in this way and transmits it to the charger 2, and the control unit 26 of the charger 2 receives the charging facility information.

  When there is no charging facility along the optimum route, the navigation device 15 outputs a signal indicating that there is no charging facility to the communication unit 13, and the communication unit 13 indicates that there is no charging facility. Information is transmitted to the charger 2.

  Subsequently, in step 150e, it is determined whether there is a charging facility along the optimum route (denoted as a route in the drawing) to the destination. Specifically, if the charging facility information received in step 150d includes the travel distance from the current position of the vehicle 1 to each charging facility along the optimum route, it is determined that there is a charging facility. Proceeding to 150f, if the charging facility information indicates that there is no charging facility, it is determined that there is no charging facility, and the processing proceeds to step 150g.

In step 150 f , among charging facilities included in the charging facility information, a charging facility that can reach the destination or another charging facility in the direction of the destination on the optimum route by charging to the full charge at the charging facility. elect. Whether or not a certain point (destination or other charging facility) can be reached from one charging facility is determined by the travel distance from the charging facility to the point (from the charging facility information and the destination) as in step 145. It is possible to determine whether the result of dividing by the power consumption received in step 130 is 100% or less.

  Subsequently, in step 150h, it is determined whether or not a charging facility has been selected in step 150f, that is, whether or not a charging facility suitable for stopping is on the optimum route. If it is determined that there is an appropriate charging facility, then step 150i is executed. If it is determined that there is no appropriate charging facility, then step 150g is executed.

  In step 150i, the travel distance from the current position of the vehicle 1 to the selected charging facility is specified based on the charging facility information. Subsequent to step 150i, steps 155 to 170 are executed. In this case, the charging facility selected as described above from the current position of the vehicle 1 is the travel distance from the current position of the vehicle 1 to the destination. Replace with the distance traveled until By doing in this way, when the destination cannot be reached even at full charge, charging can be performed as much as reaching the charging facility on the way along the optimum route.

  In step 150g, a message indicating that there is no appropriate charging facility along the optimum route to the destination is displayed on the display unit 22. Subsequently, in step 150j, “full charge” and “return to charging power selection” are displayed. Are displayed on the display unit 22. And it waits until a user selects one of these choices using the operation part 21. FIG.

  If there is a user's selection operation, the process proceeds to step 150k to determine what has been selected. If it is determined that “return to charge amount selection” has been selected, the process returns to step 110 in FIG. Start over from the beginning. If it is determined that “full charge” is selected, then in step 150m, full charge is executed by a known method. The full charge is to perform charging until the traveling battery 11 is fully charged. When charging ends in step 150 m and the power line 16 is disconnected from the connector 27, the process of the control unit 26 returns to step 105.

  In addition, when the communication unit 13 of the in-vehicle system 10 requests the travel distance from the current position of the vehicle 1 to the destination in step 220 to the navigation device 15, the destination may not be set in the navigation device 15. In such a case, the navigation device 15 outputs a signal indicating that the destination is not set to the communication unit 13. Upon receiving this signal, the control unit of the communication unit 13 transmits a signal indicating that the destination is not set instead of the travel distance to the destination to the charger 2 together with the power consumption in step 225.

  Then, the control unit 26 of the charger 2 receives this at step 130, and at the subsequent step 135, since it has not received the destination travel distance information together with the power consumption, it determines that the destination is not set in the vehicle 1. Subsequently, in step 140, the destination non-setting process is executed.

  FIG. 6 shows a flowchart of the processing when the destination is not set. In the destination non-setting process, as shown in the display screen 34 of FIG. 3, first, in step 140a, a message indicating that the destination is not set is displayed on the display unit 22, and then in step 140b, the display unit Then, in step 140b, alternative options are displayed on the display unit 22. As alternatives, three options of “select home”, “select from destination setting history”, and “return” are presented. And it waits until a user selects one of these choices using the operation part 21. FIG.

  If there is a user's selection operation, the process proceeds to step 140c to determine what has been selected, and if it is determined that “return” has been selected, then the process returns to step 110 in FIG. Try again.

  If it is determined in step 140c that “select home” is selected, the process proceeds to step 140d, and information on the travel distance from the current position of the vehicle 1 to the home is acquired from the in-vehicle system 10.

  Specifically, as in the case of acquiring the travel distance to the destination, a request signal for requesting travel distance information to the home is transmitted to the in-vehicle system 10. The communication unit 13 of the in-vehicle system 10 that has received the request signal requests the navigation device 15 for the travel distance from the current position of the vehicle 1 to the home. Upon receiving this request, the navigation device 15 reads out the home point set by the user, calculates the optimum route from the current position of the vehicle 1 to the home point, and from the current position along the calculated route to the home point. The travel distance is calculated, and the calculated travel distance is output to the communication unit 13. The communication unit 13 acquires the travel distance output from the navigation device 15 in this way and transmits the travel distance to the charger 2, and the control unit 26 of the charger 2 receives the travel distance.

  Subsequent to step 140d, steps 145 to 170 are executed. In this case, the travel distance from the current position of the vehicle 1 to the destination is replaced with the travel distance from the current position of the vehicle 1 to the home point. I do.

  As a result, in step 160, as shown in the display screen 35 of FIG. 3, the required SOC required for traveling the travel distance from the current position of the vehicle 1 to the home point, and the charging time required to realize the required SOC. Is displayed on the display unit 22 in the same manner as when the display screen 33 is displayed.

  If it is determined in step 140c that “select from destination setting history” is selected, the process proceeds to step 140e, and information on the destination setting history of the vehicle 1 is acquired from the in-vehicle system 10.

  Specifically, a request signal for requesting a destination setting history is transmitted to the in-vehicle system 10. The communication unit 13 of the in-vehicle system 10 that has received this request signal requests the navigation device 15 for a destination setting history. Receiving this request, the navigation device 15 reads the destination setting history and outputs it to the communication unit 13. The communication unit 13 acquires the destination setting history output from the navigation device 15 in this way and transmits it to the charger 2, and the control unit 26 of the charger 2 receives the destination setting history.

  Further, in step 140e, the control unit 26 causes the display unit 22 to display a list of destinations in the received destination setting history as shown in the display screen 36 of FIG. It waits until one of those destinations (hereinafter referred to as a history point) is selected using the unit 21.

  When the user selects one history point, the control unit 26 proceeds to step 140g, and acquires information on the travel distance from the current position of the vehicle 1 to the history point from the in-vehicle system 10.

  Specifically, as in the case of acquiring the travel distance to the destination, a request signal requesting travel distance information to the history point is transmitted to the in-vehicle system 10. The communication unit 13 of the in-vehicle system 10 that has received this request signal requests the navigation device 15 for the travel distance from the current position of the vehicle 1 to the history point. Upon receiving this request, the navigation device 15 reads the history point by the user, calculates the optimum route from the current position of the vehicle 1 to the history point, and from the current position along the calculated route to the history point. The travel distance is calculated, and the calculated travel distance is output to the communication unit 13. The communication unit 13 acquires the travel distance output from the navigation device 15 in this way and transmits the travel distance to the charger 2, and the control unit 26 of the charger 2 receives the travel distance.

  Subsequent to step 140d, steps 145 to 170 are executed. In this case, the travel distance from the current position of the vehicle 1 to the destination is replaced with the travel distance from the current position of the vehicle 1 to the history point. Process.

  As a result, in step 160, as shown in the display screen 37 of FIG. 3, the necessary SOC required for traveling the mileage from the current position of the vehicle 1 to the history point and the charging necessary to realize the necessary SOC. The required charging time, which is time, is displayed on the display unit 22 in the same manner as when the display screen 33 is displayed.

  Thus, in the vehicle charging system, it is determined based on the electricity cost information in the electricity cost information storage unit 14 and the points set by the user for the navigation device 15 (destination, home point, history point, elected charging facility). Based on at least two of the travel distance, the vehicle 1 calculates the necessary SOC required for traveling the travel distance, determines whether the SOC of the travel battery 11 has reached the required SOC, and reached The battery is charged until it is determined that it has been reached, and charging for the battery is terminated based on the determination that the battery has been reached. Since the possibility becomes higher than the conventional case, the possibility that the user's schedule will be hindered due to unnecessarily charging unnecessarily becomes low. Further, since the required SOC is calculated based on the power consumption information in the in-vehicle system, it is possible to perform the required SOC calculation flexibly corresponding to a different power consumption for each vehicle to be fed.

  Moreover, since the travel distance is acquired using the setting of the navigation device 15, the user's will can be reflected in the travel distance by effectively utilizing the point setting function already provided in the navigation device 15. Further, since the travel distance is specified on the vehicle 1 side and the required SOC is calculated on the power supply side system 2, the processing load of the entire vehicle charging system can be distributed.

  Communication between the in-vehicle system 10 and the charger 2 is performed using a power line 16 for charging the battery 11 for traveling from the charger 2. Thus, by sharing the power supply and communication lines, even if there is another vehicle in the vicinity of the vehicle 1 to be supplied with power, the communication partner is mistakenly communicated with other vehicles. .

  In the present embodiment, the control unit of the communication unit 13 of the in-vehicle system 10 functions as an example of the electricity cost information acquisition unit by executing Step 215, and as an example of the travel distance acquisition unit by executing Step 220. Function. Further, the control unit 26 of the charger 2 functions as an example of a required charge amount calculation unit by executing Step 155, and functions as an example of a charge execution unit by executing Step 170.

(Second Embodiment)
Hereinafter, the second embodiment of the present invention will be described focusing on differences from the first embodiment. Also in the present embodiment, in the vehicle charging system including the vehicle 1 and the charger 2 (corresponding to an example of the power supply side system), the required SOC is calculated based on the travel distance and the electric cost information of the vehicle 1, and the calculated SOC The point of performing charging according to is the same as in the first embodiment. However, in this embodiment, the point which the control part 26 of the charger 2 calculates based on the point or distance which the user set with respect to the charger 2 differs greatly in 1st Embodiment.

  In FIG. 7, the block diagram of the vehicle charging system which concerns on this embodiment is shown. The hardware configuration of the vehicle charging system is different from that of the first embodiment in that the navigation device 15 is not mounted on the vehicle 1 and the landmark information storage unit 25 is provided in the charger 2. Other hardware configurations are the same as those in the first embodiment.

  The landmark information storage unit 25 is a writable nonvolatile storage medium such as an HDD or a flash memory, and stores the same map data as the map data included in the navigation device 15 of the first embodiment. .

  Next, the operation of the vehicle charging system of this embodiment will be described. FIG. 8 is a sequence diagram of the operation of the vehicle charging system of the present embodiment, and FIG. 9 is a diagram illustrating an example of display contents on the display unit 22 of the charger 2. Steps for performing the same processing in FIGS. 2 and 8 are assigned the same reference numerals. In the following processing, communication between the charger 2 and the in-vehicle system 10 is realized by power line communication via the power line 16.

  Here, as in the first embodiment, the vehicle 1 is parked in the vicinity of the charger 2, the user of the vehicle 1 gets off the vehicle 1, pulls out the power line 16 provided in the vehicle 1, and plugs the power line 16 into the connector 27. Suppose you connect to.

  At this time, the processing contents from step 110 to step 115 are substantially the same as those in the first embodiment. However, as shown in the display screen 31 in FIG. 8, the screen displayed on the display unit 22 in step 110 is a distance designation icon 31e, landmark selection, in addition to the quantity designation icon 31a, the time designation icon 31b, and the amount designation icon 31c. It includes an icon 31f.

  In response to this inquiry, the user performs an answer operation for selecting any one of the icons 31a to 31c, 31e, and 31f on the operation unit 21. When such an operation is performed, the control unit 26 accepts the answer operation in step 115 and proceeds to step 320. In step 320, the accepted answer operation is an operation for designating a travel distance (ie, distance designation). It is determined whether an operation for selecting the icon 31e), an operation for selecting a landmark (that is, an operation for selecting the landmark selection icon 31f), or any other operation.

  If it is determined that the operation is to designate a travel distance, the process proceeds to step 325, and if it is determined to be an operation to select a landmark, then the process proceeds to step 330 and is determined to be another operation. Then, the process proceeds to step 128. In step 128, normal charging is performed as in the first embodiment.

  In step 325, a process for accepting the designation of the travel distance is performed. Specifically, the characters “Please enter the travel distance” are displayed on the display unit 22, and the user uses the operation unit 21. Wait for the mileage to be entered. When the user inputs a travel distance using the operation unit 21, the process proceeds to step 145.

  In step 330, a process for receiving a landmark selection is performed. For example, as shown in the display screen 42 in FIG. 9, landmark classification items are displayed on the display unit 22, and the user selects one of the classification items (for example, “play”) using the operation unit 21. Wait to do. When the user selects one of the classification items, a list of landmarks included in the classification item is displayed on the display unit 22, and the user uses the operation unit 21 to display a landmark (for example, “◯” ○ Wait to select one “land”). And if a user selects one landmark, based on the landmark information memory | storage part 25, it will be from the charger 2 by the method similar to what the vehicle-mounted system 10 of 1st Embodiment performed with respect to the destination etc. The optimum route to the landmark and the travel distance from the charger 2 to the landmark along the optimum route are calculated. Note that the location of the charger 2 is recorded in advance in the landmark information storage unit 25 (for example, when the charger 2 is installed). Thereafter, the control unit 26 proceeds to step 145.

  In step 145, it is determined whether or not the result of dividing the travel distance accepted in step 325 or the travel distance calculated in step 330 by the received power consumption is 100% or less. That is, when the vehicle 1 starts running with full charge, it is determined whether or not the vehicle can travel the distance without recharging.

  If it is determined that traveling is not possible, the process proceeds to step 150. If it is determined that traveling is possible, step 352 is subsequently executed.

  In step 352, a request signal for requesting power consumption is transmitted to the in-vehicle system 10 using the communication unit 24, and then in step 354, it waits until a response from the in-vehicle system 10 is received. On the in-vehicle system 10 side, the control unit of the communication unit 13 is on standby until it receives the above-described request signal via the PLC modem in step 210, and then proceeds to step 215. In step 215, the electricity cost is acquired from the electricity cost information storage unit 14. Subsequently, in step 225, the information on the power consumption acquired in step 215 is transmitted to the charger 2. When the control unit 26 of the charger 2 receives the power consumption transmitted from the in-vehicle system 10 in this manner, the control unit 26 proceeds to step 155.

  In step 155, the required SOC, which is the SOC required for the vehicle 1 to travel the travel distance (the travel distance received in step 325 or the travel distance calculated in step 330), is calculated. Specifically, the processing with the contents as shown in FIG. 4 is performed. The processing contents of FIG. 4 are as described in the first embodiment.

  Subsequent to step 155, as shown in the display screen 44 or 45 in FIG. 9, in step 160, as in the first embodiment, the calculated required SOC and the charging time required to realize the required SOC are shown. The required charging time, a landmark (if selected), and the like are displayed on the display unit 22. Further, in step 160, as shown in the display screens 44 and 45, the necessary SOC and the like are displayed, and a display for inquiring whether charging can be started is also performed.

  As an answer to this inquiry, the user performs an operation on the operation unit 21 to start or not to start. When an operation not starting is performed, the control unit 26 determines in step 165 that charging cannot be started, waits until the power line 16 is disconnected from the connector 27 without starting charging, and is removed. Then, the process returns to step 105. Further, when an operation indicating that the charging may be started is performed, the control unit 26 determines that charging can be started in step 165, and subsequently charges the traveling battery 11 in step 170. The charging method is the same as step 170 in FIG.

  It should be noted that the travel impossibility process in step 150 is the process shown in FIG. 5 as described in the first embodiment when the landmark selection is accepted in step 330. However, in the process of step 150d, it is not necessary to transmit charging facility information to the in-vehicle system 10, and the control unit 26 creates charging facility information by itself based on the contents of the landmark information storage unit 25. The creation method employs the same method as that performed by the navigation device 15.

  In addition, when the travel distance is not accepted at step 325, the travel-impossible time process at step 150 cannot find a charging facility on the way because the travel route is unknown. Therefore, instead of the process shown in FIG. 5, a process when travel is impossible as shown in FIG. 10 is executed. Specifically, first, in step 150n, the display unit 22 displays that it cannot travel the set travel distance. The subsequent processing of steps 150j, 150k, and 150m is the same as the processing of steps denoted by the same reference numerals in FIG. That is, the user selects whether to return to full charge or charge amount selection, and performs processing according to the selection result.

  Thus, in the vehicle charging system of this embodiment, the travel distance determined based on the power cost information in the power cost information storage unit 14 and the point set by the user (landmark, selected charging facility) or set by the user. Based on at least two of the travel distance, the vehicle 1 calculates the necessary SOC required for traveling the travel distance, determines whether the SOC of the travel battery 11 has reached the required SOC, and reached The battery is charged until it is determined that it has been reached, and charging for the battery is terminated based on the determination that the battery has been reached. Since the possibility becomes higher than the conventional case, the possibility that the user's schedule will be hindered due to unnecessarily charging unnecessarily becomes low. Further, since the required SOC is calculated based on the power consumption information in the in-vehicle system, it is possible to perform the required SOC calculation flexibly corresponding to a different power consumption for each vehicle to be fed.

  In addition, unlike the first embodiment, the in-vehicle system 10 transmits power cost information and does not need to transmit travel distance information. Therefore, the communication data is more than when power cost information and travel distance are transmitted to the charger 2. The amount can be reduced. Moreover, since a travel distance is specified based on the information input from the operation part 21 of the charger 2, the charger 2 can be used also as an operation terminal. Further, since the mileage is specified and the required SOC is calculated on the charger 2 side, the processing load on the vehicle side is reduced.

  In the present embodiment, the control unit of the communication unit 13 of the in-vehicle system 10 functions as an example of the electricity cost information acquisition unit by executing Step 215. Further, the control unit 26 of the charger 2 functions as an example of a travel distance acquisition unit by executing steps 325 and 330, and functions as an example of a required charge amount calculation unit by executing step 155. It functions as an example of a charging execution means.

(Third embodiment)
Next, a third embodiment of the present invention will be described with a focus on differences from the first embodiment. The present embodiment differs from the first embodiment in that, in the first embodiment, the charger 2 calculates the required SOC based on the travel distance and the power consumption, but in this embodiment, the in-vehicle system 10 The side (specifically, the control unit of the communication unit 13) calculates the required SOC based on the travel distance and the power consumption, and transmits the calculated required SOC to the charger 2.

  The hardware configuration of this embodiment is the same as that of the first embodiment shown in FIG. Next, the operation of the vehicle charging system of this embodiment will be described. FIG. 11 is a sequence diagram of the operation of the vehicle charging system of the present embodiment. Steps for performing the same processing in FIGS. 2 and 11 are assigned the same reference numerals. In the following processing, communication between the charger 2 and the in-vehicle system 10 is realized by power line communication via the power line 16.

  Here, as in the first embodiment, the vehicle 1 is parked in the vicinity of the charger 2, the user of the vehicle 1 gets off the vehicle 1, pulls out the power line 16 provided in the vehicle 1, and plugs the power line 16 into the connector 27. Suppose you connect to.

  At this time, the processing contents of steps 105, 110, 115, 120, and 128 are substantially the same as those in the first embodiment. When the control unit 26 determines in step 120 that the received answer operation is an operation to use the vehicle information (that is, an operation for selecting the vehicle information use icon 31d in FIG. 3), the process proceeds to step 425. Then, a request signal for requesting the required SOC is transmitted to the in-vehicle system 10 to the in-vehicle system 10, and then in step 430, a response from the in-vehicle system 10 is received. While waiting until a response is received, the display screen 32 of FIG.

  In the in-vehicle system 10, when the control unit of the communication unit 13 receives this request signal in step 515, the process proceeds to step 520 and determines whether or not the destination is set in the navigation device 15.

  Specifically, the control unit requests the navigation device 15 for the travel distance from the current position of the vehicle 1 to the destination. In response to this request, the navigation device 15 reads the destination if the destination is set by the user, calculates the optimum route from the current position of the vehicle 1 to the destination, and follows the calculated route. The travel distance from the current position to the destination is calculated, and the calculated travel distance is output to the communication unit 13. If the destination is not set, a signal indicating that the destination is not set is output to the communication unit 13. The control unit determines that the destination is set when the travel distance is received from the navigation device 15, and the destination is not set when the signal indicating that the destination is not set is received from the navigation device 15. Is determined. If it is determined that the destination is set, the process proceeds to step 530. If it is determined that the destination is not set, the process proceeds to step 525 when the destination is not set.

  In step 530, the power consumption recorded in the power consumption information storage unit 14 is read and acquired, and whether or not the result of dividing the travel distance from the navigation device 15 to the destination by the power consumption is 100% or less. judge. That is, when the vehicle 1 starts running with full charge (that is, in a state where the SOC is 100%), it is determined whether or not it is possible to travel the travel distance without recharging. If it is determined that traveling is not possible, the process proceeds to step 150. If it is determined that the vehicle is capable of traveling, step 540 is subsequently executed. If it is determined that the vehicle is not capable of traveling, then the processing when no travel is possible in step 535 is executed.

  In step 540, the required SOC is calculated. Specifically, the process shown in FIG. 4 is executed. First, in step 155a, the travel distance to the destination received from the navigation device 15 is divided by the electricity cost recorded in the electricity cost information storage unit 14, and the value of the division result is set as a temporary required SOC.

  Subsequently, in step 155b, the charger 2 determines whether or not the traffic jam information on the optimum route to the destination of the vehicle 1 can be acquired. Specifically, the navigation device 15 is inquired as to whether or not congestion degree information is received for one or more of the plurality of sections in the optimum route output immediately before. In response to the inquiry, the navigation device 15 determines whether or not congestion level information has been received for one or more of the plurality of sections in the optimum route output immediately before based on the received traffic jam information. Make a determination, and output the determination result to the communication unit 13.

  If the determination result output by the navigation device 15 is that the congestion level information is received for one or more of the plurality of sections in the optimum route, the control unit of the communication unit 13 is the vehicle 1. It is determined that traffic information on the optimal route to the destination of the vehicle is acquired, and the process proceeds to step 155c. Otherwise, it is determined that traffic information on the optimal route to the destination of the vehicle 1 is not acquired. Then, the process proceeds to step 155d.

  In step 155c, the traffic congestion coefficient K is calculated, and the result of multiplying the provisional necessary SOC calculated in step 155a by the traffic congestion coefficient K is set as a new provisional necessary SOC. For the traffic jam coefficient, the time required to travel on the optimum route assuming that there is no traffic jam information is T0, and the time required to travel on the optimum route is corrected using the acquired traffic jam information. When the value is T1, K = f (T1−T0). Here, f (T1-T0) is an increasing function of T1-T0. Regarding the required time T1 and the required time T0, the control unit of the communication unit 13 requests the navigation device 15 to calculate, and the navigation device 15 calculates the required time T1 and the required time T0 in response to the request, and the calculation result. Is output to the communication unit 13, and the control unit receives the calculation result, thereby enabling acquisition.

  In step 155d, it is determined whether the current date can be acquired. The in-vehicle system 10 may or may not include a clock for measuring the date, but a flag indicating whether or not the clock is provided is recorded in advance in the ROM or flash memory of the control unit of the communication unit 13. It shall be. In step 155d, the control unit determines whether the current date can be acquired based on the value of the flag.

  Specifically, if the control unit 26 does not have a clock for measuring the date, the control unit 26 determines that it cannot be acquired in Step 155d and ends the calculation of the required SOC. In this case, the provisional required SOC at that time becomes the final required SOC.

  If a clock for measuring the date is provided, it is determined that it can be acquired in step 155d, and the process proceeds to step 155e. In step 155e, the provisional required SOC is multiplied by a seasonal coefficient, and the resultant value is set as the final required SOC. The seasonal coefficient is determined in the same manner as in the first embodiment.

  Following step 540, in step 545, the calculated required SOC and the name of the destination are transmitted to the charger 2. When the control unit 26 of the charger 2 receives this required SOC in step 430, the control unit 26 proceeds to step 160, and realizes the received required SOC and the required SOC as shown in the display screen 33 of FIG. The required charging time, which is the required charging time, the name of the received destination, etc. are displayed on the display unit 22. The required time calculation method is the same as in the first embodiment. In step 160, as shown on the display screen 33, the necessary SOC and the like are displayed, and a display for inquiring whether charging can be started is also performed.

  In response to this inquiry, when the user performs an operation not starting, the control unit 26 determines in step 165 that charging cannot be started, and the power line 16 is disconnected from the connector 27 without starting charging. If it is removed, the process returns to step 105. In addition, when an operation indicating that it may be started is performed, the control unit 26 subsequently determines that charging can be started in Step 165, and then in Step 170, similarly to Step 170 of the first embodiment, The battery 11 for traveling is charged. When charging is completed in step 170 and the power line 16 is disconnected from the connector 27, the processing of the control unit 26 returns to step 105.

  Further, the process when the travel is impossible in step 535 is the process shown in FIG. 5 as described in the first embodiment. However, the subject of execution of the travel impossible process of the present embodiment is not the control unit 26 of the charger 2 but the control unit of the communication unit 13 in the in-vehicle system 10.

  Further, in the display processing in steps 150a, 150b, 150g, and 150j, the display content is transmitted from the control unit of the communication unit 13 to the charger 2, and the control unit 26 of the charger 2 displays the received display content on the display unit 22. It is realized by using and displaying. When the user performs a selection operation on the displayed content using the operation unit 21, the control unit 26 transmits the content of the selection operation to the in-vehicle system 10, and the control unit of the communication unit 13 Performs the determination in steps 150c and 150k based on the content of the received selection operation.

  In the process of step 150 d, the charging facility information is not transmitted to the in-vehicle system 10, but the control unit of the communication unit 13 acquires the charging facility information from the navigation device 15. The method by which the control unit of the communication unit 13 acquires the charging facility information from the navigation device 15 is the same as in the first embodiment.

  After step 150i of the destination non-setting process is executed, the processing after step 530 of the control unit of communication unit 13 and the processing after step 160 of control unit 26 of charger 2 are replaced with the destination. The selected charging facility will be adopted.

  Further, the processing when the destination is not set in step 525 is as shown in FIG. 6 as described in the first embodiment. However, the subject of execution of the destination non-setting process of the present embodiment is not the control unit 26 of the charger 2 but the control unit of the communication unit 13 in the in-vehicle system 10.

  Further, in the display processing in steps 140a, 140b, and 140e, the display content is transmitted from the control unit of the communication unit 13 to the charger 2, and the control unit 26 of the charger 2 uses the display unit 22 to display the received display content. Realized by displaying. When the user performs a selection operation on the displayed content using the operation unit 21, the control unit 26 transmits the content of the selection operation to the in-vehicle system 10, and the control unit of the communication unit 13 Performs the determination in step 140c based on the content of the received selection operation.

  In Step 140d, information on the travel distance from the current position of the vehicle 1 to the home is acquired from the navigation device 15, and in Step 140e, information on the destination setting history is acquired from the navigation device 15, and in Step 140g. Information on the travel distance from the current position of the vehicle 1 to the selected history point is acquired from the navigation device 15. The acquisition method from the navigation device 15 in steps 140d, 140e, and 140g is as described in the first embodiment.

  In addition, after performing this destination non-setting process, in the processing after step 530 of the control unit of the communication unit 13 and the processing after step 160 of the control unit 26 of the charger 2, the home point is used instead of the destination. And the set one of the history points is adopted.

  Therefore, when the control unit of the communication unit 13 executes step 140d, in step 160 executed by the control unit 26 of the charger 2 after that, as shown in the display screen 35 of FIG. The required SOC required for traveling the distance to the point and the required charging time required for realizing the required SOC are displayed on the display unit 22 in the same manner as when the display screen 33 is displayed. To do.

  Further, when the control unit of the communication unit 13 executes step 140e, in step 160 which is subsequently executed by the control unit 26 of the charger 2, as shown in the display screen 37 of FIG. The required SOC required for traveling the distance to the point and the required charging time required for realizing the required SOC are displayed on the display unit 22 in the same manner as when the display screen 33 is displayed. To do.

  Thus, in the vehicle charging system, it is determined based on the electricity cost information in the electricity cost information storage unit 14 and the points set by the user for the navigation device 15 (destination, home point, history point, elected charging facility). Based on at least two of the travel distance, the vehicle 1 calculates the necessary SOC required for traveling the travel distance, determines whether the SOC of the travel battery 11 has reached the required SOC, and reached The battery is charged until it is determined that it has been reached, and charging for the battery is terminated based on the determination that the battery has been reached. Since the possibility becomes higher than the conventional case, the possibility that the user's schedule will be hindered due to unnecessarily charging unnecessarily becomes low. Further, since the required SOC is calculated based on the power consumption information in the in-vehicle system, it is possible to perform the required SOC calculation flexibly corresponding to a different power consumption for each vehicle to be fed.

  And since a travel distance is specified using the setting of the navigation apparatus 15, the point setting function already equipped in the navigation apparatus 15 can be utilized effectively, and a user's will can be reflected in a travel distance. Further, since the in-vehicle system 10 calculates the required SOC from the power cost information and the travel distance, and transmits the calculated required SOC to the charger 2, the communication data amount is larger than when the power cost information and the travel distance are transmitted to the charger 2. Can be reduced. Further, since the mileage is specified and the required SOC is calculated on the in-vehicle system 10 side, the processing load on the charger 2 can be reduced, and the charger 2 can be manufactured at a lower cost.

In the present embodiment, the control unit of the communication unit 13 of the in-vehicle system 10 functions as an example of the electricity cost information acquisition unit by executing Step 530, and as an example of the travel distance acquisition unit by executing Step 520. By functioning and executing step 540, it functions as an example of required charge amount calculation means, and the control unit 26 of the charger 2 functions as an example of charge execution means by executing step 170.
(Fourth embodiment)
Next, a fourth embodiment of the present invention will be described with a focus on differences from the second embodiment. This embodiment is different from the second embodiment in that in the second embodiment, the charger 2 calculates the required SOC based on the travel distance and the power consumption, but in this embodiment, the charger 2 Transmits the travel distance to the in-vehicle system 10, and the in-vehicle system 10 side (specifically, the control unit of the communication unit 13) calculates the required SOC based on the travel distance and the power consumption, and uses the calculated required SOC as the charger 2. It is a point that it comes to transmit to.

  The hardware configuration of this embodiment is the same as that of the second embodiment shown in FIG. Next, the operation of the vehicle charging system of this embodiment will be described. FIG. 12 is a sequence diagram of the operation of the vehicle charging system of the present embodiment. Steps for performing the same processing in FIGS. 8 and 12 are assigned the same reference numerals. In the following processing, communication between the charger 2 and the in-vehicle system 10 is realized by power line communication via the power line 16.

  Here, as in the second embodiment, the vehicle 1 is parked in the vicinity of the charger 2, the user of the vehicle 1 gets off the vehicle 1, pulls out the power line 16 provided in the vehicle 1, and plugs the power line 16 into the connector 27. Suppose you connect to.

  At this time, the processing contents of steps 105, 110, 115, 128, 320, 325, and 330 are substantially the same as those in the second embodiment. After step 325 or 330, the control unit 26 proceeds to step 635 and transmits the travel distance set in step 325 or the travel distance from the charger 2 to the landmark calculated in step 330 to the in-vehicle system 10. . At this time, a request signal for requesting the required SOC is also transmitted to the in-vehicle system 10. In step 640, the process waits until a response from the in-vehicle system 10 is received.

  In the in-vehicle system 10, when the control unit of the communication unit 13 receives the travel distance and the request signal in step 715, the process proceeds to step 720. The processing contents of steps 720, 725, 730, and 735 are the same as the processing of steps 530, 535, 540, and 545 of the third embodiment, respectively, and a description thereof is omitted.

  When the required SOC is transmitted from the control unit of the communication unit 13 in step 545, the control unit 26 of the charger 2 receives this required SOC in step 640, and then proceeds to step 160 to display the display screen 44 in FIG. 45, the received required SOC, the required charge time required for realizing the required SOC, and the name of the landmark if the landmark is set are displayed on the display unit 22. indicate. The required time calculation method is the same as in the first embodiment. Further, in step 160, as shown in the display screens 44 and 45, the necessary SOC and the like are displayed, and a display for inquiring whether charging can be started is also performed.

  In response to this inquiry, when the user performs an operation not starting, the control unit 26 determines in step 165 that charging cannot be started, and the power line 16 is disconnected from the connector 27 without starting charging. If it is removed, the process returns to step 105. In addition, when an operation indicating that it may be started is performed, the control unit 26 subsequently determines that charging can be started in Step 165, and then in Step 170, similarly to Step 170 of the first embodiment, The battery 11 for traveling is charged. When charging is completed in step 170 and the power line 16 is disconnected from the connector 27, the processing of the control unit 26 returns to step 105.

  As described above, in the vehicle charging system, at least the power consumption information in the power consumption information storage unit 14 and the travel distance determined based on the spot (landmark, selected charging facility) set by the user with respect to the navigation device 15 are at least. Based on the two, the vehicle 1 calculates the necessary SOC required for the travel of the travel distance, determines whether or not the SOC of the travel battery 11 has reached the required SOC, and travels until it is determined that it has been reached. By charging the battery and ending charging the battery for traveling based on determining that it has reached, there is a possibility that it can be charged just as much as necessary for traveling for a distance according to the user's will than before Since it becomes high, possibility that it will charge unnecessarily more than necessary and will interfere with a user's schedule becomes low. Further, since the required SOC is calculated based on the power consumption information in the in-vehicle system, it is possible to perform the required SOC calculation flexibly corresponding to a different power consumption for each vehicle to be fed.

  Moreover, since a travel distance is specified based on the information input from the operation part 21 of the charger 2, the charger 2 can be used also as an operation terminal. Further, since the travel distance is specified by the charger 2 and the required SOC is calculated by the vehicle 1, the processing load can be distributed in the vehicle charging system.

  In the present embodiment, the control unit of the communication unit 13 of the in-vehicle system 10 functions as an example of the electricity cost information acquisition unit by executing Step 720, and an example of the necessary charge amount calculation unit by executing Step 730. In addition, the control unit 26 of the charger 2 functions as an example of the travel distance acquisition unit by executing Steps 325 and 330, and functions as an example of the charging execution unit by executing Step 170.

(Other embodiments)
As mentioned above, although embodiment of this invention was described, the scope of the present invention is not limited only to the said embodiment, The various form which can implement | achieve the function of each invention specific matter of this invention is included. It is.

  (1) In the above embodiments, the actual SOC information of the traveling battery 11 is repeatedly and periodically transmitted from the in-vehicle system 10 to the charger 2. However, there may be an example in which the SOC of the traveling battery 11 is not repeatedly transmitted.

  In that case, the controller 26 of the charger 2 determines whether or not the SOC of the traveling battery 11 has reached the required SOC when charging is performed in step 170 of FIGS. 2, 8, 11, and 12. The determination is made based on the required SOC, the elapsed time from the start of charging, and the charging time data received from the in-vehicle system 10.

  The charging time data is data that is recorded in advance (for example, at the time of factory shipment) in a storage medium such as the power consumption information storage unit 14 of the in-vehicle system 10, and realizes an increase amount and an increase amount of the SOC of the traveling battery 11. It is the data which shows the correspondence with the charging time required.

  This charging time data may be one constant such as an average charging time per unit SOC as the simplest one. However, since the charging time required to increase the SOC by 1 point (1%) differs depending on the SOC at that time, charging time data corresponding to the charging time may be used. Specifically, the charging time data consists of 100 records provided in increments of 1% from 0% to 99% of the SOC. Each record includes the SOC value corresponding to the record and the SOC in the SOC. The charging time required to increase the point by 1 point may be included.

  And the control part of the communication part 13 reads charging time data, and transmits to the charger 2 when the vehicle 1 and the charger 2 are connected by the power line 16. Further, the communication unit 13 transmits the actual SOC of the traveling battery 11 to the charger 2 only once as the reference SOC based on the increase in the SOC of the traveling battery 11.

  Then, the control unit 26 of the charger 2 can calculate the charging time for reaching the required SOC based on the reference SOC of the traveling battery 11 at the start of charging, the charging time data, and the required SOC. For example, when the reference SOC of the running battery 11 at the start of charging is 30% and the required SOC is 40%, the charging time in 10 records corresponding to the SOC of 30% to 39% of the charging time data Is the charging time. Then, the control unit 26 determines whether or not the SOC of the traveling battery 11 has reached the required SOC depending on whether or not the charging time has elapsed from the charging start time.

  That is, the in-vehicle system 10 transmits the actual SOC of the traveling battery 11 as the reference SOC, and also transmits the charging time data to the charger 2, and the charger 2 determines from the reference SOC based on the charging time data. Whether or not the SOC of the traveling battery 11 has reached the required SOC depending on whether or not the calculated charging time has elapsed since the reference SOC was received after calculating the required charging time until the required SOC is realized. Determine.

  Thus, the charger 2 estimates whether or not the traveling battery 11 has reached the required SOC without repeatedly transmitting SOC information from the in-vehicle system 10 to the battery charger 2. can do.

  The timing for transmitting the reference SOC is not limited to immediately after the start of charging, but may be any time as long as it is a period from the start of charging to the end of charging. For example, it may be 10 minutes after the start of charging.

  Moreover, there are two types of charging, normal charging and rapid charging, and rapid charging can be performed much faster than normal charging. For example, when the SOC is charged from 0% to 80%, the normal charge takes 10 hours, but the quick charge takes about 30 minutes. For this reason, in the in-vehicle system 10, two types of charging time data for normal charging and quick charging may be stored in advance in the power consumption information storage unit 14. In that case, the control unit of the communication unit 13 transmits both of these charging time data to the charger 2, and the charger 2 determines whether the own device performs quick charge or normal charge, and the determination result is The corresponding charging time data may be selected, and the charging time may be calculated using the selected charging time data.

  (2) Moreover, in each said embodiment, although the charger 2 is functioning as an example of the electric power feeding side system by itself, it does not necessarily need to be like this. For example, the power supply side system may include a charger 2 and a center that can communicate with the charger 2 in a wired or wireless manner. In this case, the center may perform the calculation performed in each of the above embodiments in order for the charger 2 to calculate the required SOC. The center includes a communication unit for communicating with the charger 2, a control unit for performing various calculations based on a program, and the like.

  The calculations performed by the charger 2 to calculate the required SOC include the calculation of the required SOC in step 155 in FIGS. 2 and 8, and steps 150 d to 150 f in the non-running process in step 150 in FIGS. 2 and 8. 8 and FIG. 12 includes the optimum route calculation and travel distance calculation processing in step 330.

  When the control unit of the center performs these processes, the control unit 26 of the charger 2 transmits information necessary for these calculations to the center, and the center receives these information via the communication unit, It is only necessary that the calculation is performed based on the information received by the control unit of the center, and the communication unit transmits the calculation result to the charger 2. In this case, the landmark information storage unit 25 may be included in the center instead of the charger 2, or may be included in both the charger 2 and the center.

  Moreover, among the charger 2 of the said embodiment, only the function which communicates with the operation part 21, the display part 22, and a center may be left in the charger 2, and all the other structures may be arrange | positioned in a center.

  In this way, the power supply side system is divided into the center and the charger 2, and by causing the charger 2 to perform a part of the calculation process of the charger 2, the calculation capability required for the charger 2 can be reduced. The charger 2 can be manufactured at a lower cost.

  Moreover, the electric power feeding side system may be provided with the said center and the some charger 2 (for example, 100 pieces arrange | positioned at each parking mass of the parking lot of a shopping mall) which communicates with a center. In such a case, since the charger 2 can be manufactured at low cost, the effect of reducing the manufacturing cost of the power supply side system is enhanced. In addition, the power supply side system may include a center and all the chargers 2 installed in a wider area (for example, one prefecture, one country) than the shopping mall parking lot.

  (3) In the map data recorded in the landmark information storage unit 25 of the charger 2 in the second and fourth embodiments, the optimum route and the optimum route from the charger 2 to the landmark for each landmark. The information on the travel distance from the charger 2 to the landmark along the line may be recorded in advance. In that case, the controller 26 does not need to calculate the optimum route and travel distance from the charger 2 to each landmark. The reason why the travel distance to the landmark and the optimum route can be fixed in this manner is because the charger 2 does not move.

  (4) Also in the second embodiment, in step 155b of FIG. 4, the landmark is selected and the optimum route is calculated, and the charger 2 is connected to an external traffic information transmission device (for example, FM-VICS). If the traffic information can be acquired from the broadcasting station), in step 155b, the traffic information on the optimum route is received from the traffic information transmitting device, and the traffic coefficient corresponding to the received traffic information is temporarily set. The required SOC may be multiplied.

  (5) Moreover, the vehicle 1 of 2nd, 4th embodiment may have the navigation apparatus 15. FIG.

  (6) Moreover, in each said embodiment, although the power line 16 is mounted in the vehicle 1, the power line 16 may be provided in the charger 2. FIG.

  (7) Moreover, in each said embodiment, although communication with the vehicle-mounted system 10 and the charger 2 is performed using power line communication (PLC), the communication means of the vehicle-mounted system 10 and the charger 2 is not necessarily power line communication. It is not limited to. For example, communication between the charger 2 and the in-vehicle system 10 may be realized by wireless communication (for example, wireless LAN, Bluetooth, Zigbee, etc.).

  In this case, at the timing when the power line 16 for charging the traveling battery 11 from the charger 2 is connected between the charger 2 and the vehicle 1, the electricity cost is acquired by the electricity cost information acquisition means, and then the traveling The travel distance may be acquired by the distance acquisition means, and then the required SOC may be calculated by the required charge amount calculation means.

  (8) Further, in the first embodiment, when the processing of steps 110, 115, and 120 shown in FIG. 2 is omitted and it is determined in step 105 that the vehicle 1 is connected, the process immediately proceeds to step 125 and the in-vehicle system 10 A request signal may be transmitted. In this case, when the power line 16 is connected to the connector 27 (step 105), the control unit 26 of the charger 2 immediately transmits the request signal 1 to the in-vehicle system 10 without waiting for the user's operation (step 125). In response, when the in-vehicle system 10 transmits the power consumption and the travel distance to the destination to the charger 2 (step 225), the control unit 26 determines in step 135 that the destination travel distance information is received together with the power consumption, and If it is determined in step 145 that “the vehicle 1 can start traveling with full charge and can travel the distance traveled to the destination without recharging”, the required SOC to the destination is calculated (step 155). Then, after waiting for the charging permission of the user (steps 160 and 165), charging is started (step 170).

  Thus, if the destination is set on the in-vehicle system 10 side, the user performs a selection operation (see steps 110 and 115) for using the destination for calculating the required SOC, in particular. The required SOC required for traveling to the destination can be automatically calculated and charging can be started without the need to input to 2.

  Further, from the viewpoint of further reducing the amount of operation by the user, step 160 is omitted, and in step 145, “when the vehicle 1 starts running at full charge, it is possible to travel the travel distance to the destination without recharging. ”, The execution of charging may be started immediately at step 170. In this case, no user input operation is required, and the required SOC required for traveling to the destination can be automatically calculated and charging can be started.

  The same is true for the third embodiment. That is, in the third embodiment, when the processing of steps 110, 115, and 120 shown in FIG. 11 is omitted and it is determined in step 105 that the vehicle 1 is connected, the process immediately proceeds to step 425 and a request signal is sent to the in-vehicle system 10. May be sent.

  Thus, if the destination is set on the in-vehicle system 10 side, the user performs a selection operation (see steps 110 and 115) for using the destination for calculating the required SOC, in particular. The required SOC required for traveling to the destination can be automatically calculated and charging can be started without the need to input to 2.

  Further, from the viewpoint of further reducing the operation amount of the user, step 160 may be omitted, and the charging may be started immediately in step 170 after receiving the power consumption from the in-vehicle system 10 in step 430. In this case, no user input operation is required, and the required SOC required for traveling to the destination can be automatically calculated and charging can be started.

  When the charger 2 and the in-vehicle system 10 perform wireless communication instead of power line communication, in step 105 in FIGS. 2 and 11, whether or not the power line 16 is connected to the connector 27 is not determined. It is determined whether or not the wireless connection with the charger 2 has been established. If it is determined that the wireless connection has been established, the process may proceed to step 125 or 425.

  (9) Moreover, in each said embodiment, although SOC is used as a parameter | index showing the charge amount of the battery 11 for driving | running | working, you may use things other than SOC as a parameter | index showing a charge amount.

  (10) The navigation device 15 may be regarded as a part of the in-vehicle system 10. In that case, the control part with which the navigation apparatus 15 is equipped may perform the process which the control part of the communication part 13 performs.

  (11) Moreover, in said embodiment, each function implement | achieved when the control part 26 of the charger 2 and the control part of the communication part 13 in the vehicle-mounted system 10 execute a program is the hardware which has those functions. It may be realized using hardware (for example, an FPGA capable of programming a circuit configuration).

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Charger 10 Car-mounted system 11 Battery 12 for driving | running | working Charging control part 13 Communication part 14 Electricity cost information storage part 15 Navigation apparatus 16 Power line 21 Operation part 22 Display part 23 Power supply part 24 Communication part 25 Landmark information storage part 26 Control part 27 Connector

Claims (16)

A vehicle charging system comprising an in-vehicle system (10) mounted on an electric vehicle, and a power supply side system (2) for charging a running battery (11) mounted on the electric vehicle,
The in-vehicle system (10) includes a storage unit (14) for storing power consumption information indicating a correspondence relationship between a reduction amount of the charge amount of the battery for traveling (11) and a travel distance of the electric vehicle, and the storage unit ( 14) power consumption information acquisition means (215, 530, 720) for acquiring the power consumption information from
The vehicle system (10) and the feed-side system (2) Neu not a Re or the other determines whether the destination is set in the vehicle system, if it is determined not to be set, the user after the processing for prompting the setting of the destination, provided with a travel distance obtaining means for obtaining a travel distance from the location of the terminal to the destination set by the user (135,140,520,525),
The vehicle system (10) and the feed-side system (2) Neu not a Re or the other, based on the travel distance and the acquired electric power consumption information, the charge amount required for traveling of the electric vehicle is the travel distance Required charge amount calculating means (155, 540 ) for calculating the required charge amount,
The power feeding side system (2) determines whether or not the charge amount of the travel battery (11) has reached the calculated required charge amount, and the travel battery (11) until it is determined that the charge amount has been reached. The vehicle charging system is characterized by comprising charging execution means (170 ) for ending charging of the traveling battery (11) based on the determination that the battery has been reached. The in-vehicle system (10) transmits the acquired power cost information to the power supply side system (2),
The power supply side system (2) includes an operation unit (21) and also includes the travel distance acquisition unit ( 135, 140 ) and the required charge amount calculation unit (155).
The travel distance acquisition unit (135, 140) acquires destination information set by the user using the operating unit (21), the obtained travel distance of the electric vehicle based on the destination information Identify
The required charge amount calculation means (155) is a charge amount required for the electric vehicle to travel the travel distance based on the power consumption information transmitted from the in-vehicle system (10) and the identified travel distance. 2. The vehicle charging system according to claim 1, wherein a certain required charging amount is calculated. The storage unit (14) of the in-vehicle system (10) is charging time data indicating a correspondence relationship between an increase amount of the charge amount of the traveling battery (11) and a charge time required to realize the increase amount. Remember
The in-vehicle system (10) transmits the actual charge amount of the traveling battery (11) as a reference charge amount, and the charge time data in the storage unit (14) is transmitted to the power supply side system (2). To
The charging execution means (170) of the power supply side system (2) calculates a charging time required to realize the required charging amount from the reference charging amount based on the charging time data, and the reference charging It is determined whether or not the charge amount of the traveling battery (11) has reached the required charge amount, depending on whether or not the calculated charging time has elapsed since the time when the amount was received. 3. The vehicle charging system according to claim 1, wherein charging of the battery for traveling (11) is stopped when it is determined that the battery for traveling (11) has been charged and reached. The required charge amount calculation means (155, 540 ) specifies the current season, and if the specified season is the winter season, the required charge amount is increased as compared to the case where it is not. The vehicle charging system according to any one of claims 1 to 3 . Communication between the in-vehicle system (10) and the power feeding side system (2) is performed using a power line for charging the battery for traveling (11) from the power feeding side system (2). The vehicle charging system according to any one of claims 1 to 4 . The vehicle charging system according to any one of claims 1 to 5, wherein the electric vehicle is an electric vehicle that travels only by a driving force of an electric motor. When either the in-vehicle system (10) or the power feeding side system (2) cannot travel the travel distance without recharging when the electric vehicle starts traveling with full charge, the destination For the charging facility along the route to the vehicle, the vehicle is provided with a travel impossible time processing means (145, 150, 535, 540) for specifying the travel distance from the position of the aircraft to the charging facility,
The required charge amount calculation means (155, 540), when the travel impossible time processing means specifies the travel distance to the charging facility, sets the acquired power consumption information and the specified travel distance to the charging facility. The vehicle charging system according to any one of claims 1 to 6, wherein the electric charging vehicle calculates a required charging amount that is a charging amount required for traveling the driving distance to the charging facility. . The process for prompting the user to set a destination is a process of displaying an option for allowing the user to select a destination on the display unit (22) of the power supply side system (2). The vehicle charging system as described in any one of thru | or 7. A power supply side system (2) for charging a battery (11) for traveling of an electric vehicle,
Receiving means (24) for receiving, from the electric vehicle, electricity cost information indicating a correspondence relationship between a decrease amount of the charge amount of the battery for traveling (11) and a traveling distance of the electric vehicle;
It is determined whether or not the destination is set in the in-vehicle system mounted on the electric vehicle, and when it is determined that the destination is not set, after performing processing for prompting the user to set the destination, Travel distance acquisition means (135, 140) for acquiring the travel distance from the position to the destination set by the user,
Based on the received power consumption information and the acquired travel distance, required charge amount calculation means (155) for calculating a required charge amount that is the charge amount required for the electric vehicle to travel the travel distance;
It is determined whether or not the amount of charge of the battery for traveling (11) has reached the calculated required amount of charge, and the battery for traveling (11) is charged until it is determined that it has been reached. And a charging execution means (170) for terminating the charging of the traveling battery (11) based on the fact. The power supply side system according to claim 9, wherein the electric vehicle is an electric vehicle that travels only by a driving force of an electric motor. When either the in-vehicle system (10) or the power feeding side system (2) cannot travel the travel distance without recharging when the electric vehicle starts traveling with full charge, the destination The charging facility along the route to the vehicle is provided with a travel impossible time processing means (145, 150) for specifying a travel distance from the position of the aircraft to the charging facility,
The required charge amount calculating means (155), when the travel impossible time processing means specifies the travel distance to the charging facility, based on the acquired power consumption information and the specified travel distance to the charging facility. The power supply side system according to claim 9 or 10, characterized in that the electric vehicle calculates a required charge amount that is a charge amount required for traveling a travel distance to the charging facility. Furthermore, a display unit (22) is provided,
12. The process according to claim 9, wherein the process for prompting the user to set a destination is a process for causing the display unit to display an option that allows the user to select a destination. 12. Power supply system. An in-vehicle system mounted on an electric vehicle,
A storage unit (14) for storing power consumption information indicating a correspondence relationship between a reduction amount of a charge amount of a battery for travel (11) mounted on the electric vehicle and a travel distance of the electric vehicle;
Electricity cost information acquisition means (530 ) for acquiring the electricity cost information from the storage unit (14);
Determines whether the destination is set in the navigation apparatus mounted on the electric vehicle, if it is determined not to be set, after the process to promote setting of the destination user, Yu chromatography Travel distance acquisition means ( 520, 525 ) for acquiring the travel distance to the destination set by the
Based on the acquired power consumption information and the travel distance, required charge amount calculation means (540 ) for calculating a required charge amount that is the charge amount required for the electric vehicle to travel the travel distance;
The required charge calculated so that the traveling battery (11) can charge the traveling battery (11) only from the amount necessary for the traveling battery (11) to realize the necessary charging amount. A vehicle-mounted system comprising: transmission means (13) for transmitting an amount to the power supply side system (2). The in-vehicle system according to claim 13, wherein the electric vehicle is an electric vehicle that travels only by a driving force of an electric motor. When either the in-vehicle system (10) or the power feeding side system (2) cannot travel the travel distance without recharging when the electric vehicle starts traveling with full charge, the destination The charging facility along the route to the vehicle is provided with a travel impossibility processing means (535, 540) for specifying a travel distance from the position of the aircraft to the charging facility,
The required charge amount calculation means (540), when the travel impossible time processing means specifies the travel distance to the charging facility, based on the acquired power consumption information and the specified travel distance to the charging facility. The in-vehicle system according to claim 13, wherein the electric vehicle calculates a required charge amount that is a charge amount required for traveling a distance traveled to the charging facility. In the process for prompting the user to set the destination, the display unit (22) of the power supply side system displays the option for allowing the user to select the destination, and the display content of the option is transmitted to the power supply side system. The in-vehicle system according to any one of claims 13 to 15, wherein the on-vehicle system is a processing to be performed.

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