Driving assistance device

Abstract

The present application promotes efficient use of charging lanes. The present application has: an information acquisition unit that acquires a target value of a charge amount of an on-vehicle battery; and a determination processing unit that determines a charging implementation lane that implements charging to the on-vehicle battery, among a plurality of charging lanes that can charge the on-vehicle battery during travel of a vehicle and are arranged at intervals along a path direction on a travel path until a predetermined arrival location of the vehicle, in a manner that minimizes the number of times of charging to the on-vehicle battery based on the target value of the charge amount. Thus, the charging lane to be used is determined from the charging lanes laid on the path in a manner that makes the number of charging lanes to be used smaller based on information related to the on-vehicle battery, so that the user's request can be satisfied, and a situation in which a charging lane is unnecessarily occupied can be prevented.

Description

Technical Field

[0001] This invention relates to a driving assistance device for assisting a driver in operating a vehicle. Specifically, it relates to the technical field of driving assistance devices for providing driving assistance in connection with using charging lanes. Background Technology

[0002] Electric vehicles that can run without using fuels such as gasoline, and hybrid vehicles that can run on both fuel-powered and electric power, are becoming more common.

[0003] With the increase in such vehicles, driving lanes (charging lanes) are being equipped to charge the battery storage devices mounted on the vehicles while driving.

[0004] For example, Patent Document 1 discloses a technology in which a vehicle passes over an embedded electromagnetic induction power supply device, thereby receiving induced power from a power receiving device installed in the vehicle.

[0005] Existing technical documents

[0006] Patent documents

[0007] Patent Document 1: Japanese Patent Application Publication No. 2013-073385 Summary of the Invention

[0008] Technical issues

[0009] As electric and / or hybrid vehicles continue to proliferate, such charging lanes could become chaotic.

[0010] Therefore, the purpose of this invention is to promote the efficient use of charging lanes.

[0011] Technical solution

[0012] The driving assistance device of the present invention includes: an information acquisition unit that acquires a target value of the stored capacity of an on-board battery; and a determination processing unit that determines a charging lane among a plurality of charging lanes for charging the on-board battery, the plurality of charging lanes being able to charge the on-board battery during vehicle travel and being provided at intervals along the path direction on a travel path until the vehicle reaches a predetermined destination, the determination processing unit determining the charging lane in a manner that minimizes the number of times the on-board battery is charged based on the target value of the stored capacity.

[0013] The target value of the energy storage capacity is the amount of charging (the intended increase in energy storage capacity) or the target energy storage level (target energy storage level) input by users such as the driver and / or passengers.

[0014] The aforementioned driving assistance device also includes a charging distance calculation unit that calculates the charging distance of the vehicle in the charging lane based on the target value of the stored energy.

[0015] Therefore, it is possible to calculate the driving distance of the charging lane required to achieve the purpose related to energy storage.

[0016] When the total length of the charging lane is longer than the charging distance, the determination processing unit of the aforementioned driving assistance device can determine at least one of the starting point or ending point of the driving in the charging lane.

[0017] Therefore, if the charging distance is shorter than the length of the charging lane, it is determined to be part of the charging lane.

[0018] When there are multiple charging implementation schemes with the same number of charging lanes, the determination processing unit of the aforementioned driving assistance device can determine the charging implementation lane based on the charging implementation scheme in which the end of the charging implementation lane is closest to the predetermined arrival location among the multiple charging implementation schemes.

[0019] Therefore, for example, if the destination can be achieved regardless of which of the multiple charging lanes is used, the charging lane closest to the intended arrival point, i.e., the destination, is determined to be used.

[0020] Technical effect

[0021] According to the present invention, the efficient use of charging lanes can be promoted. Attached Figure Description

[0022] Figure 1 This is a schematic block diagram of a vehicle and a charging lane according to an embodiment of the present invention.

[0023] Figure 2 This is a diagram showing the functional structure of the control unit.

[0024] Figure 3 This diagram illustrates an example of two charging lanes laid between a first location and a second location.

[0025] Figure 4 This is an example of a mode-specified screen.

[0026] Figure 5 This is an example of a screen that displays the option to replenish battery power.

[0027] Figure 6 This is an example of a screen with a specified fee.

[0028] Figure 7 This is an example of a flowchart executed by the control department.

[0029] Figure 8 This is an example of a flowchart executed by the control department.

[0030] Figure 9 This is an example of a flowchart executed by the control department.

[0031] Figure 10 This diagram illustrates an example of three charging lanes laid between the first and second locations.

[0032] Symbol Explanation

[0033] 1: Driving assistance devices

[0034] 10: Information Acquisition Department

[0035] 11: Charging distance calculation unit

[0036] 12: Determine the processing department

[0037] 103: Vehicle battery

[0038] 200, 200A, 200B, 200C: Charging lanes Detailed Implementation

[0039] Hereinafter, the manner in which the driving assistance device 1 of the present invention is implemented will be described with reference to the accompanying drawings.

[0040] It should be noted that the explanations should be given in the following order.

[0041] <1. Composition of Vehicles and Charging Lanes>

[0042] <2. Functional Composition of the Control Unit>

[0043] <3. User Interface>

[0044] <4. Flowchart>

[0045] <5. Variations>

[0046] <6. Summary>

[0047] <1. Composition of Vehicles and Charging Lanes>

[0048] Figure 1 This is a diagram illustrating an example of the configuration of a vehicle 100, which is an electric vehicle, and the charging lane 200 in which the vehicle 100 travels.

[0049] The charging lane 200 includes a power transmission unit 201 and a power supply unit 202 that supplies power to the power transmission unit 201.

[0050] The power transmission unit 201 is formed by power transmission coils, etc.

[0051] The power supply unit 202 is configured as a high-frequency AC power supply, and a magnetic field is generated in the power transmission coil by allowing AC current to flow through the power transmission unit 201.

[0052] The charging lane 200 can be set up as part of, for example, a road. For example, it can be set up intermittently as part of a road paved between location A and location B.

[0053] Alternatively, charging lanes 200 and non-charging lanes can be set up in parallel within a certain section of the road. For example, in a road with two lanes on one side, only one lane can be designated as a charging lane 200. In this case, it is possible to choose whether or not to use the charging lane 200.

[0054] The vehicle 100 includes a power receiving unit 101, a rectifier circuit 102, an on-board battery 103, a PCU (Power Control Unit) 104, a motor 105, and a control unit 106.

[0055] The power receiving section 101 is formed by, for example, a power receiving coil. When the power receiving section 101 passes above the power transmission section 201 embedded in the charging lane 200, electromagnetic induction is generated and current is generated in the power receiving section 101.

[0056] An alternating current input voltage based on the current generated in the power receiving unit 101 is supplied to the rectifier circuit 102. The rectifier circuit 102 functions as an AC (Alternating Current) / DC (Direct Current) conversion circuit and converts the input voltage, which is an AC voltage, into a DC voltage for supplying to the vehicle battery 103.

[0057] The vehicle battery 103 is configured as a high-voltage battery. The vehicle battery 103 supplies power for driving the wheels and / or supplies power for driving various electronic devices of the vehicle 100. Figure 1 The diagram shows the power supply from the vehicle battery 103 for driving the wheels, and the diagram of the power supply for driving other parts is omitted.

[0058] The vehicle battery 103 is charged based on the DC voltage supplied from the rectifier circuit 102.

[0059] That is, it is configured such that the on-board battery 103 can be charged in a contactless manner through the power transmission unit 201 of the charging lane 200, the power receiving unit 101 of the vehicle 100, and the rectifier circuit 102.

[0060] The vehicle battery 103 supplies power voltage to the PCU 104 for driving the motor 105.

[0061] PCU 104 is configured to include an inverter and / or DC / DC converter for driving motor 105.

[0062] PCU 104 generates AC current for driving motor 105 based on the aforementioned power supply voltage and supplies AC current to motor 105. PCU 104 controls the torque of motor 105 by controlling the AC current. In addition, PCU 104 can optimize energy efficiency by having a regenerative braking function.

[0063] The motor 105 is configured as an electric generator with power generation function, and drives the wheels based on the supplied alternating current.

[0064] The control unit 106 is configured to include a CPU (Central Processing Unit) and / or memory, and to perform comprehensive control of the vehicle 100. The control unit 106 can be provided as a single unit or can be composed of multiple ECUs (Electronic Control Units). These multiple ECUs can include, for example, a battery control ECU that controls the charging of the vehicle battery 103, a display control ECU that controls the display of display devices (including measuring instruments) on the vehicle 100, an airbag control ECU, an air conditioning control ECU, and various other control ECUs.

[0065] In addition, although Figure 1 Although not shown, the vehicle battery 103 can be charged via a connector provided in the vehicle 100.

[0066] Specifically, in this embodiment, the control unit 106 uses measured values ​​such as the output current value or output voltage value of the vehicle battery 103 to calculate and manage the SOC (State of Charge) of the vehicle battery. It should be noted that the PCU 104 can manage the SOC information, and the control unit 106 can obtain the SOC from the PCU 104.

[0067] The control unit 106 is capable of performing control corresponding to the SOC.

[0068] <2. Functional Composition of the Control Unit>

[0069] Regarding the functional configuration of the control unit 106 in vehicle 100, refer to... Figure 2 This will be explained. It should be noted that the functional configuration of the control unit 106 is also the functional configuration of the driving assistance device 1. That is, the driving assistance device 1 provides various assistance related to driving the vehicle 100 by having various functions configured by the control unit 106.

[0070] The control unit 106 is configured to include an information acquisition unit 10, a charging implementation distance calculation unit 11, a determination processing unit 12, and a route retrieval unit 13.

[0071] The information acquisition unit 10 performs information acquisition processing for controlling various units. As an example, the information acquisition unit 10 acquires information about the accelerator opening degree corresponding to the driver's operation of the accelerator pedal. The control unit 106 outputs a target value (e.g., current value) for the control value of the motor 105 to the PCU 104 based on the acquired accelerator opening degree information. The PCU 104 controls the motor 105 based on the received target value of the control value. By performing this series of processes, the vehicle speed of the vehicle 100 changes according to the driver's operation of the accelerator pedal.

[0072] In this embodiment, the information acquisition unit 10 acquires information related to the vehicle battery 103.

[0073] Information related to the vehicle battery 103 is set as, for example, information related to the charge capacity of the vehicle battery 103, i.e., SOC information. The SOC information is updated regularly to the latest information.

[0074] Alternatively, the information related to the vehicle battery 103 may be entered by the user (driver and / or passenger, etc.).

[0075] For example, consider a scenario where the current battery capacity is 30% less than the battery capacity (0-100%) required for the vehicle 100 to reach its destination. The user wishes to replenish the missing 30% battery capacity via a charging lane 200 located along the route. The 30% battery capacity input by the user is referred to as information related to the vehicle battery 103. In the following description, the specified intended replenishment of battery capacity will be recorded as "intentionally increased battery capacity".

[0076] In addition, consider setting information related to the vehicle battery 103 as the target charge level input by the user. For example, suppose the user wants to fully charge the vehicle battery 103 at a certain point along the route from the vehicle 100 to its destination, and specifies full charge (100% charge rate) as the target charge level. This specified target charge level is referred to as information related to the vehicle battery 103. It should be noted that in the following description, the target charge level will be referred to as "target charge level". Furthermore, a charge rate of 100% will be referred to as charge level 100%.

[0077] It should be noted that in the following description, when the target for energy storage is indicated without distinguishing between "planned increase in energy storage capacity" and "target energy storage level", it will be recorded as "target value of energy storage capacity".

[0078] The information acquisition unit 10 acquires the aforementioned information related to the vehicle battery 103. This information acquisition and processing can be performed automatically without user operation, or it can be acquired through the UI (User Interface) provided to the user on the display unit of the vehicle 100. Alternatively, it can acquire information related to the vehicle battery 103 (such as predetermined increase in battery capacity and / or target battery level) input by the user using a dedicated application installed on a smartphone or other mobile terminal via a network, communication cable, or wireless communication.

[0079] For example, even if a user uploads information about increasing battery capacity to a server device using a smartphone, and the information acquisition unit 10 obtains the information by downloading it from the server device, the information acquisition unit 10 is configured to obtain the information via a network.

[0080] In this way, the information acquisition unit 10 acquires information related to the vehicle battery 103 as information for determining the charging lane 200 to be used.

[0081] It should be noted that a user-specified fee can be used instead of a pre-determined increase in energy storage. Consider the fee as the usage fee for the charging lane 200, charged based on the charging distance or the increase in energy storage. In this case, the specified usage fee can be used as information related to the vehicle battery 103, or the pre-determined increase in energy storage calculated based on the specified usage fee can be used as information related to the vehicle battery 103.

[0082] In addition, the information acquisition unit 10 acquires the electricity cost information of the vehicle 100. The electricity cost information is calculated based on the driving distance and the amount of electricity consumed by the on-board battery 103, and is stored in a storage unit such as a memory. The electricity cost information is updated, for example, every predetermined driving distance.

[0083] The charging distance calculation unit 11 calculates the charging distance of each charging lane 200 set on the route from the first location to the second location based on the information related to the vehicle battery 103 obtained by the information acquisition unit 10.

[0084] The first location is the starting point, such as the current location. Alternatively, if the vehicle is fully charged at a pre-arranged charging station before proceeding to its destination, that charging station can be used as the first location.

[0085] The second location is the destination, such as the place the driver wants to eventually reach (the intended arrival point). Alternatively, the nearest charging station or other similar location to the intended destination can also be used as the second location.

[0086] That is, the charging implementation distance calculation unit 11 calculates the charging implementation distance for achieving the target value of energy storage ("predetermined increase in energy storage" and / or "target energy storage level") for the charging lane 200 that can be traveled when moving from the first location to the second location.

[0087] For example, if the information related to the vehicle battery 103 obtained by the information acquisition unit 10 is set to "predetermined increase in storage capacity" and the predetermined increase in storage capacity is 30%, then driving in any drivable charging lane 200 is permissible as long as the increase in storage capacity is 30%. At this time, in order to control the use of the charging lane 200 to the minimum required level, the charging implementation distance calculation unit 11 calculates the charging implementation distance of the charging lane 200.

[0088] The charging implementation distance calculation unit 11 calculates the charging implementation distance of the charging lane 200 based on the relationship between the distance traveled in the charging lane 200 and the increase in energy storage, according to a predetermined increase in energy storage (30%).

[0089] For example, if the energy storage increases by X% for every 100m traveled in the charging lane 200, the charging distance can be calculated by dividing the predetermined increase in energy storage by X% and multiplying by 100m.

[0090] Therefore, it is possible to control the travel of a portion of the charging lane 200 without traveling the entire paved distance of the charging lane 200, thereby mitigating the congestion in the charging lane 200.

[0091] Furthermore, when the information related to the vehicle battery 103 obtained by the information acquisition unit 10 is set as the "target energy storage level" and the target energy storage level is 100%, the charging implementation distance of the charging lane 200 is calculated so that the energy storage capacity becomes "100%" at a certain moment during driving.

[0092] exist Figure 3 Specific examples are shown below.

[0093] Assume that two charging lanes 200A and 200B are laid between the first location and the second location. In addition, assume that the energy consumption of vehicle 100 up to the starting point A1 of charging lane 200A, which is closer to the first location, is set to 5%, and the energy consumption of vehicle 100 up to the starting point B1 of charging lane 200B, which is closer to the second location, is set to 20%.

[0094] In order to achieve the target energy storage level using the charging lane 200A, it is necessary to replenish (target energy storage level 100% - current energy storage) + 5% by driving in the charging lane 200A. The charging implementation distance calculation unit 11 calculates the driving distance in the charging lane 200A required to achieve this replenishment amount.

[0095] In addition, to achieve the target energy storage level using the charging lane 200B, it is necessary to replenish (target energy storage level 100% - current energy storage) + 20% by driving in the charging lane 200B. The charging distance calculation unit 11 calculates the driving distance in the charging lane 200B required to achieve this replenishment.

[0096] It should be noted that there may be cases where the increase in energy storage for the driving distance differs between charging lane 200A and charging lane 200B. That is, there may be cases where the charging efficiency differs between charging lane 200A and charging lane 200B. Preferably, the charging implementation distance calculation unit 11 calculates the charging implementation distance of each charging lane 200 by taking into account the charging efficiency of each charging lane 200.

[0097] It should be noted that there are also situations where, for example, the starting point of charging lane 200A is far away, or the current energy storage is low, or the distance of charging lane 200 is short, even using the entire section from the starting point to the end point of charging lane 200 may not achieve the target energy storage level. In such cases, the increase in energy storage when using the entire section instead of the charging distance can be calculated and managed.

[0098] The determination processing unit 12 performs the following processing: based on the information related to the vehicle battery 103 obtained by the information acquisition unit 10 and the charging implementation distance of each charging lane 200 calculated by the charging implementation distance calculation unit 11, it determines the charging lane 200 to be used among the charging lanes 200 set on the path from the first location to the second location.

[0099] In the process of determining the charging lane 200, the determination processing unit 12 minimizes the number of charging lanes 200 to be used.

[0100] For example, suppose three charging lanes 200A, 200B, and 200C are laid between a first location and a second location. Assume that: if charging lane 200A is used to achieve the target energy storage value, then both charging lane 200A and charging lane 200B (or charging lane 200C) are required; if charging lane 200B is used, the target energy storage value can be achieved using only charging lane 200B; if charging lane 200C is used, then both charging lane 200C and charging lane 200B (or charging lane 200A) are required.

[0101] In this case, the processing unit 12 determines to use the charging lane 200B so that the target value of the stored energy can be achieved by using the charging lane 200 once.

[0102] In this way, the determination processing unit 12 determines the use of the charging lane 200 in a way that reduces the number of times the charging lane 200 is used, thereby avoiding the mixing of the charging lane 200 and meeting the user's requirements.

[0103] If the battery level in the charging lane 200 reaches a predetermined value during use, the processing unit 12 determines to change lanes from the charging lane 200 to a non-charging lane. That is, it determines that the charging lane 200 is no longer needed.

[0104] The predetermined value of the energy storage capacity is a value set as a "predetermined increase in energy storage capacity" and / or a "target energy storage level." There are cases where the increase in energy storage capacity obtained by traveling in the charging lane 200 is greater than the expected increase. In such cases, even if the charging distance used is shorter than the predetermined charging distance, it is determined that the vehicle will leave the charging lane 200.

[0105] The route retrieval unit 13 retrieves paths (routes) from the first location to the second location. Furthermore, the route retrieval unit 13 can suggest a predetermined number (e.g., 5) of the retrieved routes as detection results to the user based on arrival time and / or travel distance. The user can then select one route from the suggested routes.

[0106] The calculation process performed by the charging distance calculation unit 11 and / or the determination process performed by the determination processing unit 12 can be performed on a predetermined number of routes prompted by the route retrieval unit 13. In this case, the calculation process and / or determination process are performed on each of the predetermined number (e.g., 5) of routes prompted to the user.

[0107] Alternatively, the calculation process performed by the charging distance calculation unit 11 and / or the determination process performed by the determination processing unit 12 may also be performed on a route selected by the user from a predetermined number of routes provided to the user. In this case, the calculation process and / or determination process are performed on the route selected by the user.

[0108] <3. User Interface>

[0109] Reference Figure 4 , Figure 5 , Figure 6 This section describes an example of a screen that serves as a user interface, prompting the user (driver and / or passenger, etc.).

[0110] It should be noted that when a route is selected from a predetermined number of routes suggested as search results by the route search unit 13, the screen examples shown in each figure are displayed.

[0111] Alternatively, each screen can be displayed on a display device provided with the vehicle 100, or on a display unit provided with an information processing device such as a mobile terminal used by the user. When the screen is displayed on a display device provided with the vehicle 100, the control unit 106 performs user interface processing such as display processing.

[0112] first, Figure 4 This is the screen displayed when the user selects a route from the multiple routes provided to the user; it is the mode-specified screen 20.

[0113] The mode selection screen 20 displays explanatory text to remind users to select a mode and various information prompts 30 to assist the user in making a selection.

[0114] Message 30 may also include Figure 4 Information beyond what is shown. For example, information about the current battery level.

[0115] Below prompt 30, the options for each selectable mode are displayed.

[0116] The first option is the target value specification mode selection option 31A, which specifies the target energy storage level. If this mode is selected, the "target energy storage level" can be specified.

[0117] The second option is the supplementary storage capacity specification mode selection 31B, which allows you to specify a "pre-increased storage capacity". If this mode is selected, you can specify the "pre-increased storage capacity".

[0118] The third option is option 31C, which specifies the fee for replenishing the battery capacity. Selecting this option allows you to specify the usage fee for the charging lane 200.

[0119] The fourth option is the no-charging mode option 31D.

[0120] exist Figure 5 The image shows an example of the replenishment power specification screen 21 displayed when the replenishment power specification mode option 31B is selected as the second option.

[0121] On the power replenishment screen 21, explanatory text and prompts 30 reminding users of the specified power level are displayed. Additionally, below the prompts 30, a keypad 32 and a power replenishment input field 33 are displayed.

[0122] Users can input the desired value into the power replenishment input field 33 by operating the keypad 32.

[0123] It should be noted that when the target value specification mode selection option 31A is selected as the first option, it is also displayed. Figure 5 That is, a screen that displays the keypad 32 as an input device and an input field for the target value.

[0124] exist Figure 6 The image shows an example of the cost specification screen 22 displayed when the cost specification mode option 31C is selected as the third option.

[0125] On the fee setting screen 22, explanatory text and prompt information 30 reminding users of the fee for using the charging lane 200 are displayed. Additionally, below the prompt information 30, a keypad 32 and a fee input field 34 are displayed.

[0126] Users can input the desired value into the power replenishment input field 33 by operating the keypad 32.

[0127] If the user enters a fee, the control unit 106 calculates a rough target for the amount of electricity that can be replenished with the specified fee. The user is then shown the calculated rough target for the increase in electricity storage as an approximate target 35.

[0128] Users can confirm the approximate target displayed while resetting the charge. This prevents users from specifying unwanted charge levels and avoids situations where the vehicle cannot operate due to insufficient charge.

[0129] <4. Flowchart>

[0130] exist Figure 7 , Figure 8 , Figure 9 The diagram shows an example of a flowchart executed by the control unit 106 to achieve the various processes described above. It should be noted that the processing example shown in the flowchart is an example of a situation where three charging lanes 200A, 200B, and 200C are laid between the first location and the second location (see [reference]). Figure 10 The three charging lanes 200A, 200B, and 200C are designated as charging lane 200A, charging lane 200B, and charging lane 200C in order of proximity to the first location.

[0131] In addition, during execution Figure 7 Before the processing in step S101 shown, the control unit 106 obtains information such as the length of each charging lane 200 and / or the amount of stored power added if it is already in use. The processes described later are processes performed by the control unit 106 based on this information.

[0132] In step S101, the control unit 106 determines whether the current charge level of the vehicle battery 103 is sufficient to drive to the starting point C1 of the charging lane 200C. This is because if it is not possible to drive to the charging lane 200C, the vehicle battery 103 needs to be charged before reaching the charging lane 200C.

[0133] This determination is based on the average or worst value of the distance traveled per unit of stored energy, derived from the vehicle 100’s most recent driving history.

[0134] If it is determined that the vehicle can reach the charging lane 200C, the control unit 106 determines in step S102 whether the target value of the stored energy ("predicted increase in stored energy" or "target stored energy level") can be achieved by using the charging lane 200C alone. The target value of the stored energy will be referred to as "charging target" in the following description.

[0135] If it is determined that the charging target can be achieved by using only the charging lane 200C, the control unit 106 determines in step S103 that only the charging lane 200C is used and ends a series of processes.

[0136] That is, the vehicle controls and / or notifies the driver to change lanes by not using the charging lane 200 before reaching the charging lane 200C, and by using the charging lane 200C at the starting point C1 of the charging lane 200C, and by using the charging lane 200C to achieve the charging goal. Vehicle control refers, for example, in the case that the vehicle 100 is a vehicle capable of autonomous driving, to control the vehicle 100 to change lanes so that the vehicle 100 travels in a predetermined lane.

[0137] It should be noted that after step S103, it can also be determined whether the charging target can be achieved by using only a portion of the charging lane 200C. If it is determined that the charging target can be achieved by using only a portion of the charging lane 200C, a process can be performed to determine which portion of the interval from the starting point C1 to the ending point C2 of the charging lane 200C should be used.

[0138] Specifically, it is possible to perform a process that determines the start point or end point of the driving in the charging lane 200C for both or at least one of them.

[0139] Because this process allows for the control of not using a portion of the charging lane 200C, unnecessary use of the charging lane 200 can be suppressed, and the clutter in the charging lane 200 can be mitigated. Furthermore, by limiting the use of the charging lane 200 to a minimum, the aging of the charging lane 200 can be delayed.

[0140] Such processing can also be performed after the "yes" determinations in steps S105, S107, S112, S114, S116, S117, and S119, the "yes" determinations in S122, S124, S125, and S127, and the processing in S128.

[0141] Furthermore, when determining at least one of the starting and ending points of the charging lane 200, the determination can be made in a way that the user portion is as close as possible to the second location. That is, it can be set to determine only the starting point and use the end point of the charging lane 200 as the ending point. While the reasons will be explained later, this increases the likelihood of maximizing battery storage at the second location.

[0142] It should be noted that, although Figure 7 , Figure 8 , Figure 9 The series of processes shown are performed before using the charging lane 200C, but the determination process, such as whether to use all of the charging lane 200C or only a part of the charging lane 200C, which is performed after step S103, can also be performed while driving in the charging lane 200C.

[0143] For example, if it is determined that the objective has been achieved while traveling in the charging lane 200C, it can be controlled to disengage from the charging lane 200C. Alternatively, after the charging lane 200C has traveled a certain distance, the increase in the stored energy is calculated, and based on the calculation result, the charging implementation distance of the charging lane 200C is calculated, and the predetermined disengagement point of the charging lane 200C is determined.

[0144] By delaying the execution of these processes until the actual use of the charging lane 200C, compared to pre-processing before driving, it is possible to appropriately address situations such as: loss of battery power beyond the expected consumption due to taking the wrong route, or consumption of battery power exceeding the expected consumption despite good driving conditions. Furthermore, it prevents these processes from becoming unnecessary.

[0145] In the determination process of whether the charging target can be achieved by relying solely on the charging lane 200C in step S102, if it is determined that the charging target cannot be achieved, the control unit 106 proceeds to the determination process in step S104.

[0146] In step S104, it is determined whether the charging target can be achieved by using only the charging lane 200B.

[0147] If it is determined that the charging target can be achieved by using only the charging lane 200B, the control unit 106 determines in step S105 that only the charging lane 200B is used and ends a series of processes.

[0148] That is, the control unit 106 determines that charging lane 200A and charging lane 200C will not be used, but charging lane 200B will be used instead.

[0149] In the determination process of whether the charging target can be achieved by relying solely on the charging lane 200B in step S104, if it is determined that the charging target cannot be achieved, the control unit 106 proceeds to the determination process of step S106.

[0150] In step S106, it is determined whether the charging target can be achieved by using only the charging lane 200A.

[0151] If it is determined that the charging target can be achieved by using only the charging lane 200A, the control unit 106 determines in step S107 that only the charging lane 200A is used and ends a series of processes.

[0152] That is, the control unit 106 determines to use the charging lane 200A, and not to use the charging lanes 200B and 200C.

[0153] If it is determined that the charging target cannot be achieved using only charging lane 200A, it can be concluded that using any one of charging lanes 200A, 200B, or 200C alone is insufficient. In this case, proceeding to the section described later in order to use multiple charging lanes 200 is necessary. Figure 8 The processing.

[0154] In step S101, if it is determined that the current on-board battery 103 is insufficient to reach the starting point C1 of the charging lane 200C, it is determined whether it is possible to reach either the charging lane 200A or the charging lane 200B.

[0155] In this case, the control unit 106 determines in step S108 whether the current charge level of the vehicle battery 103 is sufficient to reach the starting point B1 of the charging lane 200B. If it is not possible to reach the charging lane 200B, it determines whether it is possible to reach the charging lane 200A.

[0156] In step S108, if it is determined that the vehicle can reach the charging lane 200B, the control unit 106 proceeds to step S104 to determine whether the charging target can be achieved by relying solely on the charging lane 200B.

[0157] On the other hand, in step S108, if it is determined that the current on-board battery 103 is insufficient to reach the starting point B1 of the charging lane 200B, the control unit 106 determines in step S109 whether the current on-board battery 103 is sufficient to reach the starting point A1 of the charging lane 200A.

[0158] If it is determined that the vehicle cannot reach the charging lane 200A, it can be determined that the vehicle cannot reach the first charging lane 200A without charging the on-board battery 103.

[0159] In this case, the control unit 106 directly notifies the user in step S110 that charging is not possible using the charging lane 200. This notification can be sent to the user's terminal device, displayed on the vehicle 100's display device, or both.

[0160] On the other hand, if it is determined that the vehicle can reach the charging lane 200A, the control unit 106 advances to... Figure 9 The process shown in step S118.

[0161] First, in step S118, the control unit 106 determines that the charging lane 200A can be used. Next, in step S119, the control unit 106 determines whether the charging target can be achieved by using only the charging lane 200A.

[0162] If it is determined that the charging target can be achieved by using only the charging lane 200A, the control unit 106 terminates a series of processes.

[0163] On the other hand, if it is determined that the charging target cannot be achieved by using only charging lane 200A, then one of charging lanes 200B or 200C needs to be used in addition to charging lane 200A. Therefore, after step S120, processing is performed to determine whether to use charging lanes 200B and 200C respectively.

[0164] First, in step S120, the control unit 106 determines whether the expected charge of the on-board battery 103 at the moment of reaching the destination A2, based on the charge stored after using the charging lane 200A, is sufficient to drive to the starting point C1 of the charging lane 200C. If it is not possible to drive to the charging lane 200C, the charging lane 200B must be used.

[0165] If it is determined that it is possible to travel from the end point A2 of the charging lane 200A to the starting point C1 of the charging lane 200C, the control unit 106 determines in step S121 whether the charging target can be achieved by using the charging lane 200C.

[0166] If it is determined that the charging target can be achieved by using the charging lane 200C, the control unit 106 determines to use the charging lane 200C in step S122 and ends a series of processes.

[0167] That is, the control unit 106 determines to use charging lane 200A and charging lane 200C but not charging lane 200B.

[0168] On the other hand, if it is determined in step S121 that the charging target cannot be achieved even by using charging lane 200C, the control unit 106 determines in step S123 whether the charging target can be achieved by using charging lane 200B. That is, it determines whether the target can be achieved by using both charging lanes 200A and 200B.

[0169] If it is determined that the goal can be achieved, the control unit 106 determines in step S124 to use the charging lane 200B and ends a series of processes.

[0170] That is, the control unit 106 determines to use charging lane 200A and charging lane 200B but not charging lane 200C.

[0171] On the other hand, if it is determined in step S123 that the goal cannot be achieved even if charging lane 200B is used, that is, regarding the use of charging lanes 200B and 200C, if it is determined that it is impossible to drive to the starting point B1 of charging lane 200B from the beginning, and the charging goal cannot be achieved by using charging lanes 200A and 200B, and by using charging lanes 200A and 200C, the control unit 106 determines in step S125 to use charging lanes 200B and 200C and ends the series of processes.

[0172] That is, the control unit 106 determines to use all charging lanes 200A, 200B and 200C.

[0173] The above explains the process in step S120 where it is determined that the vehicle battery 103 at the time of reaching the destination A2 has the expected charge capacity to travel to the starting point C1 of the charging lane 200C.

[0174] Next, the procedure for handling the situation in step S120 where it is determined that the vehicle battery 103 at the time of reaching the destination A2 is insufficient to reach the starting point C1 of the charging lane 200C.

[0175] If the vehicle's onboard battery 103, at the point of reaching destination A2, is insufficient to reach the starting point C1 of charging lane 200C, then charging lane 200B needs to be used. That is, control unit 106 determines to use charging lane 200B in step S126.

[0176] Next, in step S127, the control unit 106 determines whether the charging target can be achieved by using the charging lane 200B. That is, it determines whether the target can be achieved by using both the charging lanes 200A and 200B.

[0177] If the objective is determined to be achievable, the control unit 106 terminates a series of processes.

[0178] On the other hand, if it is determined that the goal cannot be achieved, the control unit 106 determines in step S128 to use the charging lane 200C.

[0179] That is, the control unit 106 determines to use all charging lanes 200A, 200B and 200C.

[0180] The explanation up to this point is about: In Figure 7 In step S109, the case where it is determined that the vehicle can travel to the starting point A1 of the charging lane 200A, that is, the case where the vehicle cannot travel to the starting point B1 of the charging lane 200B, but can travel to the starting point A1 of the charging lane 200A.

[0181] Next, refer to Figure 8 Explanation in Figure 7 The process in step S106 is to determine if the charging target cannot be achieved by using only one charging lane 200.

[0182] If execution Figure 8 To summarize the series of processing conditions shown, the condition is that the current on-board battery 103 has enough power to travel to the starting point B1 of the charging lane 200B and multiple charging lanes 200 are needed to achieve the charging goal.

[0183] Control unit 106 Figure 8 In step S111, it is determined whether the charging target can be achieved by using charging lane 200B and charging lane 200C.

[0184] Regarding the use of two charging lanes 200, it is possible to use charging lanes 200A and 200B, or charging lanes 200A and 200C, or charging lanes 200B and 200C. However, in step S111, the use of charging lanes 200B and 200C is investigated first because it is more likely that the energy storage at the second location will be the highest.

[0185] For example, although it is actually believed that driving through charging lanes 200A and 200B will achieve the charging goal, driving from the end point B2 of charging lane 200B to the second location may consume more energy than intended. However, if charging lane 200C is used, the range that causes energy consumption beyond the intended energy consumption (from the end point C2 to the second location) will be shortened, making it easier to retain the intended energy.

[0186] Furthermore, it is clear that when the charging target is a "target energy storage level", delaying the moment of reaching the target energy storage level as much as possible will result in more energy being retained at the second location.

[0187] Therefore, in step S111, it is determined whether the charging target can be achieved by using charging lane 200B and charging lane 200C.

[0188] If it is determined in step S111 that the charging target can be achieved by using charging lane 200B and charging lane 200C, the control unit 106 determines to use charging lane 200B and charging lane 200C in step S112 and ends a series of processes.

[0189] That is, the control unit 106 determines that charging lane 200A will not be used, but charging lane 200B and charging lane 200C will be used instead.

[0190] If it is determined in step S111 that the charging target cannot be achieved even if charging lanes 200B and 200C are used, the control unit 106 determines in step S113 whether the charging target can be achieved by using charging lanes 200A and 200C.

[0191] If it is determined in step S113 that the charging target can be achieved by using charging lane 200A and charging lane 200C, the control unit 106 determines in step S114 to use charging lane 200A and charging lane 200C and ends a series of processes.

[0192] That is, the control unit 106 determines to use charging lane 200A and charging lane 200C, but not charging lane 200B.

[0193] If it is determined in step S113 that the charging target cannot be achieved even if charging lane 200A and charging lane 200C are used, the control unit 106 determines in step S115 whether the charging target can be achieved by using charging lane 200A and charging lane 200B.

[0194] If it is determined that the charging target can be achieved, the control unit 106 determines in step S116 to use the charging lane 200A and the charging lane 200B and ends a series of processes.

[0195] That is, the control unit 106 determines to use charging lane 200A and charging lane 200B but not charging lane 200C.

[0196] On the other hand, if it is determined in step S115 that the charging target cannot be achieved even if charging lanes 200A and 200B are used, the control unit 106 determines in step S117 to use all charging lanes 200A, 200B, and 200C and ends the series of processes.

[0197] As described above, the control unit 106 performs various processes in a manner that uses as few charging lanes 200 as possible from among the multiple charging lanes 200. In other words, it controls the system to maximize the number of unused charging lanes 200.

[0198] This helps to suppress mixing in the charging lane 200.

[0199] In addition, the control unit 106 controls the charging lane 200 to be as close as possible to the second location while minimizing the number of charging lanes 200 used.

[0200] This allows for delaying the use of the charging lane 200 and suppressing unnecessary use of the charging lane 200. Furthermore, it increases the amount of stored energy at the second location and improves user convenience.

[0201] <5. Variations>

[0202] In one example of the flowchart above, if it is determined that the charging target cannot be achieved by using charging lane 200C alone, the same determination process is performed for charging lane 200B, and then the same determination process is performed for charging lane 200A.

[0203] However, it is clear that, for example, if the increased energy storage generated by using charging lane 200B is less than the increased energy storage generated by using charging lane 200C, the charging target cannot be achieved by using charging lane 200B alone.

[0204] Therefore, if it is determined that the charging target cannot be achieved by using the charging lane 200C alone, the determination process in steps S104 and S106 can be performed only on the charging lane 200, which can increase the amount of energy stored compared to the charging lane 200C.

[0205] This reduces the processing required by the control unit 106, thereby alleviating the processing burden.

[0206] exist Figure 7 , Figure 8 and Figure 9 Before the series of processes shown, a predetermined number (e.g., 5) of routes can be presented to the user as detection results based on arrival time and / or travel distance. In this case, only the route specified by the user needs to be processed. Figure 7 , Figure 8 and Figure 9 The processes shown are sufficient.

[0207] By pre-defining routes, it is not necessary to determine whether to use the charging lane 200 for routes that would not be selected in reality for the purpose of using the charging lane 200, thereby reducing the processing burden of the control unit 106.

[0208] Charging lane 200 is not always available. For example, there may be situations where some charging lanes 200 are unavailable due to accidents and / or construction.

[0209] To prevent such situations, vehicle 100 may be equipped with a communication control unit and configured to execute information retrieval requests to server devices that manage accident information and / or construction information, etc.

[0210] For example, it can be executed Figure 7 , Figure 8 and Figure 9 Before the series of processes shown, the process of obtaining the latest accident information and / or construction information is performed, and the unused charging lane 200 is preset based on the information obtained.

[0211] Therefore, it is possible to prevent the following situation: the on-board battery 103 cannot be charged as intended, thus preventing the arrival at the second location.

[0212] Furthermore, the server device can also manage charging lanes 200 that are not unusable but are not recommended for use. For example, the server device can manage information on charging lanes 200 that are expected to be congested based on driving data of other vehicles. More preferably, if a charging lane 200 is significantly more congested than the regular lanes (non-charging lanes) in the same area, it can be managed as a charging lane 200 that is not recommended for use. This prevents delays in reaching the second location due to the use of the charging lane 200 and improves user convenience.

[0213] It should be noted that, preferably, accident information, construction information, and congestion information should be updated appropriately. For example, when vehicle 100 arrives... Figure 10 At the starting point A1 of the charging lane 200A shown, the control unit 106 requests various information from the server device, and can re-execute the request when the vehicle 100 is at the first location, and in case of a change in circumstances. Figure 7 , Figure 8 and Figure 9 The series of processes shown achieves optimal use of the charging lane 200.

[0214] In this way, various processes can be performed each time vehicle 100 arrives at the start or end of charging lane 200. Furthermore, when the server device detects an accident and / or congestion, it can notify vehicle 100, and vehicle 100's control unit 106 will execute [the necessary actions] upon receiving the notification. Figure 7 , Figure 8 and Figure 9 The series of processes shown.

[0215] This allows for flexible responses to unexpected changes in circumstances and enhances convenience.

[0216] In the case where vehicle 100 is a hybrid vehicle capable of operating using both fuel and on-board battery 103, various measures can be taken to consume fuel appropriately for operation.

[0217] For example, although the control unit 106 is in Figure 7In step S101, a process is performed to determine whether the current battery power is sufficient to reach the charging lane 200C. However, if it is determined that the current battery power is insufficient to reach the charging lane 200C, it can be further determined whether driving while simultaneously consuming fuel can also reach the charging lane 200C. Furthermore, if it is determined that driving while simultaneously consuming fuel and driving while simultaneously consuming fuel can reach the charging lane 200C, a process is performed that allows the user to choose whether to also drive while simultaneously consuming fuel. In such cases, both battery power consumption information and fuel consumption information are used to perform the aforementioned determination processes.

[0218] By performing this treatment, the use of the charging lane 200 can be minimized.

[0219] In addition, in situations where the charging lane 200 is more mixed than the non-charging lane, it can be determined that fuel-powered driving will proceed simultaneously.

[0220] This prevents excessive time spent traveling in the mixed charging lanes 200. Furthermore, it prevents the mixing of the charging lanes 200 from worsening.

[0221] When the charging lane 200 is laid on a road with only one lane on one side, it is sometimes necessary to drive in the charging lane 200 even when not using it. In this case, it can be configured such that, although driving in the charging lane 200, it is possible to choose not to charge the on-board battery 103.

[0222] This prevents situations where usage fees are charged against the user's will when the vehicle 100 is required to travel in the charging lane 200.

[0223] Regarding the above-described processes and / or examples, they can be combined whenever possible. Additionally, it is also possible to omit a portion of the above-described processes and add general processes.

[0224] <6. Summary>

[0225] As described above, the driving assistance device 1 of the vehicle 100 includes: an information acquisition unit 10 for obtaining a target value of the stored power of the on-board battery 103, and a determination processing unit 12. The determination processing unit 12 determines a charging lane 200 among a plurality of charging lanes 200 for charging the on-board battery 103. The plurality of charging lanes 200 can charge the on-board battery 103 during the driving of the vehicle 100 and are spaced apart along the path direction on the driving path (route) until the vehicle 100 reaches its predetermined destination.

[0226] In addition, the determination processing unit 12 determines the charging implementation lane in a way that minimizes the number of times the on-board battery 103 is charged based on the target value of the stored energy.

[0227] The target value of the energy storage capacity is the amount of charging (pre-planned increase in energy storage capacity) or the target energy storage level (target energy storage level) input by users such as the driver and / or passengers to charge the on-board battery 103.

[0228] By using information related to the vehicle battery 103 to reduce the number of charging lanes 200 to be used, the charging lane 200 to be used is determined from the charging lanes 200 laid on the path (route), thereby meeting the user's requirements and preventing unnecessary driving in the charging lane 200. Furthermore, unnecessary lane changes caused by traveling between the charging lane 200 and non-charging lanes can be suppressed, thereby improving vehicle driving safety.

[0229] The driving assistance device 1 also includes a charging distance calculation unit 11 that calculates the charging distance of the vehicle 100 in the charging lane (the charging lane 200 to be used) based on the target value of the stored energy.

[0230] Therefore, the distance traveled in the charging lane 200 to achieve the purpose related to energy storage can be calculated.

[0231] Therefore, it is possible to appropriately determine which of the multiple charging lanes 200 to use.

[0232] When the total length of the charging lane is longer than the charging distance, the determination processing unit 12 of the driving assistance device 1 can determine at least one of the starting point or ending point of the driving in the charging lane.

[0233] Therefore, if the charging implementation distance is shorter than the length of the charging lane 200, it is determined that a portion of the charging lane 200 is being used.

[0234] Therefore, it can prevent the charging lane 200 from becoming mixed.

[0235] When there are multiple charging implementation schemes with the same number of charging lanes, the determination processing unit 12 of the driving assistance device 1 can determine the charging implementation lane based on the charging implementation scheme in which the end of the charging implementation lane is closest to the predetermined arrival location among the multiple charging implementation schemes.

[0236] For example, in Figure 10 When the charging lanes are set as charging lane 200A and charging lane 200B in the state shown, the end of the charging lane is the end point B2 of charging lane 200B.

[0237] Thus, for example, if the destination can be achieved regardless of which of the multiple charging lanes 200 is used, the charging lane 200 closest to the intended arrival location (second location) is determined to be used.

[0238] Therefore, it is possible to maximize the amount of stored energy when the intended destination is reached.

[0239] Specifically, when 80% is designated as the target energy storage level, the energy storage at the predetermined arrival point is greater when 80% of the energy storage is achieved at the moment of passing the charging lane 200A closest to the departure point (first location) and the charging lane 200 is not used thereafter, compared with the energy storage when 80% of the energy storage is achieved at the moment of passing the charging lane 200C farthest from the departure point and the predetermined arrival point is reached.

[0240] In the driving assistance device 1, the target value of the storage capacity can be set as the predetermined storage capacity that will be increased in the on-board battery 103 by using the charging lane 200, i.e., the information of the predetermined increase in storage capacity.

[0241] Information regarding the planned increase in battery capacity can be specified by, for example, the user.

[0242] The processing unit 12 determines the use of the charging lane 200 to achieve the specified efficiency of increasing the energy storage capacity. Therefore, unnecessary use of the charging lane 200 can be prevented.

[0243] In the driving assistance device 1, the target value of the stored energy can also be set as the information of the target stored energy level.

[0244] The target energy level is specified by a user who wishes to charge the vehicle battery 103 in order to reach the predetermined energy level. The time when the predetermined energy level is reached can be the time when the user leaves the charging lane 200 closest to the predetermined destination (second location), or it can be any time during the journey in the charging lane 200.

[0245] The processing unit 12 determines the efficient use of the charging lane 200 to achieve the target energy storage level. Therefore, unnecessary use of the charging lane 200 can be prevented.

[0246] If the charge level of the vehicle battery 103 reaches a predetermined value or higher while driving in the charging lane 200, the determination processing unit 12 of the driving assistance device 1 can determine that the charging lane 200 is no longer needed during driving.

[0247] This prevents situations where the target energy storage value (charging target) has been reached but the vehicle is still driving in the charging lane at speed 200.

[0248] Therefore, it can promote the efficient use of the charging lane 200 and prevent the charging lane 200 from becoming cluttered.

Claims

1. A driving assistance device, characterized in that, have: The information acquisition department acquires the target value of the stored capacity of the vehicle's onboard battery; The determination processing unit determines a charging lane among a plurality of charging lanes for charging the on-board battery. The plurality of charging lanes are capable of charging the on-board battery during vehicle travel and are spaced apart along the path direction on the travel path until the vehicle's predetermined destination. as well as The charging distance calculation unit calculates the charging distance of the vehicle in the charging lane based on the target value of the stored energy. The determination processing unit determines the charging lane in a manner that minimizes the number of times the on-board battery is charged, based on the target value of the stored energy and the charging implementation distance of each charging lane.

2. The driving assistance device according to claim 1, characterized in that, If the total length of the charging implementation lane is longer than the charging implementation distance, the determination processing unit determines at least one of the starting point or ending point of the charging implementation lane.

3. The driving assistance device according to claim 1 or 2, characterized in that, When there are multiple charging implementation schemes with the same number of charging lanes, the determination processing unit determines the charging implementation lane based on the charging implementation scheme among the multiple charging implementation schemes whose end is closest to the predetermined arrival location.

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