Charging control method for electric mobile body and electric mobile body

Abstract

Provided is a charging control method for an electric mobile body and an electric mobile body. A battery consumption amount from when an electric vehicle (10) departs from a base charging site (80) until when it returns to the base charging site (80) is set as a one-day consumption amount, and a one-day estimated consumption amount is calculated from past n-day consumption amounts. A value obtained by adding the estimated consumption amount and a margin to a lower limit remaining capacity determined in advance by a user is set as a charging recommendation threshold. When a remaining capacity of the battery is lower than the charging recommendation threshold, a notification urging charging of the battery is transmitted to an on-vehicle HMI of the electric mobile body or a terminal of the user. Thereby, the number of times of charging (charging frequency) can be reduced as much as possible, and battery deterioration can be suppressed, so that the convenience of the user can be improved.

Description

Technical Field

[0001] This invention relates to a charging control method for an electric mobile device and the electric mobile device itself, which is a vehicle, ship, boat, airplane, drone, etc., and moves using an onboard battery as a power source. Background Technology

[0002] For example, JP2012-228165A describes a technique for checking the current SOC of a battery when a charging device is connected to an electric vehicle after a day's use of the vehicle. Additionally, it describes determining whether the current SOC will hinder driving under the usage pattern (consumption) of the next day based on the day of the week (JP2012-228165A

[0047] ).

[0003] It also describes that when it is determined that the current SOC will hinder driving in the usage mode of the second day and charging is required, the battery is charged to a target SOC. The target SOC is set as the SOC that avoids full charging and minimizes the number of charging times in order to prevent battery degradation, and meets the usage mode (consumption) of the second day (target SOC = current SOC before charging + amount of charging this time) (

[0047] ,

[0048] and

[0055] in JP2012-228165A).

[0004] JP2011-169663A discloses a battery remaining power alarm device for an electric vehicle, which sends an alarm signal to a designated communication terminal when the remaining power drops to a predetermined level required to travel from the vehicle's parking position to a specific charging facility (JP2011-169663A

[0007] ). Summary of the Invention

[0005] Based on the aforementioned existing technology, it is envisioned that the user will be notified when the remaining capacity of the battery drops to a predetermined remaining capacity, and when charging is required, a charging amount corresponding to the user's consumption on the second day will be set.

[0006] However, each user experiences different levels of anxiety about running out of power as the remaining battery capacity decreases. This is not addressed in existing technology.

[0007] That is, even if you are notified when the remaining battery power (hereinafter referred to as the remaining battery capacity, battery remaining capacity, or remaining capacity) drops to the specified remaining capacity required to drive from the vehicle's parking position to a specific charging facility, you may still feel anxious about the lack of power (hereinafter also referred to as power anxiety).

[0008] When experiencing anxiety due to low battery, users routinely check the remaining battery level display to understand the consumption trend based on their own usage patterns, observing the daily decrease in the remaining battery level.

[0009] Therefore, while understanding the trend of battery consumption, it is necessary to leave a certain margin of remaining battery power based on the planned driving distance to determine when it is time to charge.

[0010] This can create a psychological burden for users who feel anxious about running out of power, as they have to check the remaining battery level every day.

[0011] Furthermore, when users experience anxiety about running out of power, they may charge the battery earlier, even when it still has sufficient capacity, to avoid further depletion of its remaining capacity. This unnecessarily increases the number of charges (charging frequency), which can be inconvenient for users.

[0012] In contrast, when a battery is charged to the amount of charge required for the specified period of vehicle use in a single charge, it will still be charged earlier even if the battery still has sufficient remaining capacity, resulting in the battery being charged to a higher SOC.

[0013] In this situation, the frequency of battery placement at high SOC increases unnecessarily. As is well known, the longer a battery is placed near a fully charged state (high SOC), the faster it degrades, thus potentially accelerating battery degradation.

[0014] In addition, when charging according to the usage pattern of the second day or the required amount of electricity to drive from the vehicle's parking location to a specific charging facility, sometimes even a slight change in the schedule requires charging again, resulting in a lack of convenience for the user.

[0015] The present invention was made in view of the above-mentioned technical problems, and its purpose is to provide a charging control method for an electric mobile device and an electric mobile device, which can eliminate the user's anxiety about power shortage and minimize the number of charging times (charging frequency) to suppress battery degradation.

[0016] One aspect of the present invention relates to a charging control method for an electric mobile vehicle that uses a battery as a power source. The method involves defining the battery consumption of the electric mobile vehicle from its departure from a base charging location to its return to the base charging location as the daily consumption. An estimated daily consumption is calculated based on the consumption over the past n days. The estimated consumption, the remaining capacity, and a predetermined lower limit of remaining capacity are added to obtain a value that is set as a recommended charging threshold. When the remaining battery capacity is lower than the recommended charging threshold, a notification urging the electric mobile vehicle's onboard HMI or the user's terminal to charge the battery is sent.

[0017] Another aspect of the present invention relates to an electric mobile body that moves using a battery as a power source and has a charging control device, wherein the charging control device has: a memory that records a program; and a CPU that reads from the memory and executes the program. Through the CPU executing the program, the charging control device sets the battery consumption of the electric mobile body from its departure from a base charging location to its return to the base charging location as the daily consumption, calculates an estimated daily consumption based on the consumption of the past n days, adds the estimated consumption and surplus capacity to a predetermined lower limit of remaining capacity to obtain a value that is set as a recommended charging threshold, and when the remaining battery capacity is lower than the recommended charging threshold, sends a notification urging the charging of the battery to the vehicle's HMI or the user's terminal.

[0018] According to the present invention, a charging recommendation threshold is set by adding an estimated consumption amount calculated in advance based on consumption over the past few days, a surplus amount, and a predetermined lower limit of remaining capacity. Accordingly, when using the vehicle, a notification urging charging (charging recommendation notification) is sent at an appropriate time when the remaining capacity is not lower than the lower limit. Charging is performed in advance according to this charging recommendation notification, thereby eliminating anxiety about running out of power. Furthermore, since the charging recommendation threshold is limited to the necessary minimum including the surplus amount, the number of charging sessions (charging frequency) can be minimized, and battery degradation can be suppressed. This improves user convenience.

[0019] The above-described objectives, features, and advantages should be readily understood from the following description of the embodiments with reference to the accompanying drawings. Attached Figure Description

[0020] Figure 1 This is a system diagram illustrating a structural example of a system having an electric vehicle, which is an electric mobile body according to an embodiment of the charging control method for an electric mobile body according to the embodiment. Figure 2 This is a block diagram showing a detailed structural example of a navigation device. Figure 3 This is a flowchart used to explain the operation of the first embodiment. Figure 4 This is an explanatory diagram showing the relationship between remaining capacity and threshold. Figure 5 This is an explanatory diagram showing an example of setting the lower limit of remaining capacity. Figure 6 This is a flowchart for the parking determination process used when electric vehicles park at basic charging sites. Figure 7 It is an explanatory diagram used to illustrate one's own residential area. Figure 8 This is a flowchart used to explain the operation of the second embodiment. Figure 9 The above figure is a cumulative distribution of the probability threshold of consumption. Figure 9 The following chart is a conversion diagram of the charging recommendation threshold based on probability thresholds. Figure 10 This is an explanatory diagram illustrating the relationship between prioritizing environmental protection and safety, and the risk of power shortages. Figure 11 This is a flowchart used to explain the operation of the third embodiment. Figure 12 It is a distribution map of daily consumption obtained by distributing the daily consumption over a previously defined number of days for the purpose of kernel density estimation. Figure 13 This is a modified illustration diagram involving Variation 1, which takes into account the recommended charging threshold for charging to the target remaining capacity. Figure 14 This is a system diagram illustrating the structure of a system, as described in Modification 2, in which the charging control device, excluding the execution unit, is installed on a management server on the Internet. Detailed Implementation

[0021] Hereinafter, embodiments are listed and the charging control method for the electric mobile body and the electric mobile body according to the present invention will be described in detail with reference to the accompanying drawings.

[0022] [structure] Figure 1 This is a system diagram showing a structural example of system 12, which has an electric vehicle (here, an electric car) 10, which is an electric vehicle according to an embodiment of the charging control method of the electric mobile body according to the embodiment.

[0023] In addition to the electric vehicle 10, the system 12 also includes a charging device 14 that supplies electrical power to the electric vehicle 10 from the outside and a smart device 20. The smart device 20 is a smartphone or the like that capable of communicating with the electric vehicle 10 via a communication network 16 such as a mobile communication network or a near-field wireless communication 18 such as Bluetooth (registered trademark). The communication network 16 may also include the Internet.

[0024] The smart device 20 is a terminal carried by the driver or other users of the electric vehicle 10.

[0025] The electric vehicle 10 includes: a navigation device 24, which is equipped with a charging control device 22; and a battery 30, which supplies power to an electric motor 28 that drives the wheels 26 of the electric vehicle 10 to rotate.

[0026] Furthermore, the navigation device 24 is an in-vehicle HMI (Human Machine Interface) that coordinates the information exchange between the user (or the user-operated smart device 20) and the electric vehicle 10 (charging control device 22). The in-vehicle HMI is not limited to the navigation device 24; it can also be a smart screen (Display Audio), etc.

[0027] Battery 30 is a high-capacity lithium-ion battery. Electric vehicle 10 can ensure a range of approximately 500 km on a single charge. Furthermore, this invention is also applicable to electric vehicles and other mobile vehicles with ranges shorter or longer than approximately 500 km.

[0028] In this electric vehicle 10, the charging control device 22 is mounted on the navigation device 24. Alternatively, all or all components of the charging control device 22, except for the actuator 44, can be installed independently of the navigation device 24, for example, as described later, on the management server 82. Figure 14 ).

[0029] Return to Figure 1 The navigation device 24 includes a charging control device 22, a display unit (vehicle display) 23, and a communication control unit 25.

[0030] Figure 2 This is a block diagram showing a detailed structural example of the navigation device 24.

[0031] like Figure 2As shown, the navigation device 24 has a control device 60 on which a charging control device 22 is installed. The navigation device 24 has a display unit (shower) 23, an operation unit 64, a voice output unit (speaker) 66, an information storage unit 68, a vehicle signal I / F 70, a wireless I / F 72, and a GPS receiver (satellite positioning device) 74 that transmit and receive various signals including control signals with the control device 60.

[0032] Display unit 23 displays a map, current location, and recommended route from the current location to the destination based on data from control unit 60. The user operates operation unit 64 when issuing various instructions to navigation unit 24. Alternatively, a touchscreen display can be used where display unit 23 and operation unit 64 are assembled into one unit. Voice output unit 66 outputs voice commands related to route guidance and various information notifications. Information storage unit 68 stores data such as map data. Vehicle signal I / F 70 is used for signal transmission and reception between control unit 60 and sensors (not shown) such as vehicle speed sensors that detect information related to current location.

[0033] The wireless I / F 72 is used for signal transmission and reception between the control device 60 and the communication control unit 25. The communication control unit 25 transmits and receives radio waves through the antenna 76 and communicates with the smart device 20 through the mobile communication network 16 or the near-field wireless communication 18. The GPS receiver 74 captures GPS radio waves from positioning satellites through the antenna 78 and determines its current location based on these GPS radio waves.

[0034] Whether inside or outside the electric vehicle 10, the smart device 20 can communicate with the charging control device 22 of the electric vehicle 10 via the mobile communication network 16 or the near-field wireless communication 18.

[0035] The navigation device 24 can also communicate with the management server 82 (described later) and the server of the power supplier (not shown) via the mobile communication network 16, the Internet (not shown), and a public communication network (not shown). The management server 82 can communicate with the power supplier via the public communication network and the Internet.

[0036] return Figure 1 The charging device 14, which is connected to the power supply system of a power supplier (not shown), is installed in the home, office, or highway charging station of the user of the electric vehicle 10. The charging device 14 has a charging cable 34 with a charging plug (charging gun) 32 at its top.

[0037] After a day of using the electric vehicle 10, the user returns home and plugs the charging plug 32 into the charging port (connector) 36 of the electric vehicle 10. Thus, the charging device 14 and the charging port 36 are electrically connected in a rechargeable state. Furthermore, one end of the charging cable 34 is connected to the charging device 14, and the other end is connected to the charging plug 32.

[0038] In this case, under the control of the charging control device 22, the battery 30 is charged by the charging device 14 primarily during the nighttime hours when electricity charges are cheaper than during the day. If the charge is still insufficient, the battery 30 is charged by the charging device 14 during the daytime hours when electricity charges are higher.

[0039] Even if the electric vehicle 10 is connected to the charging device 14 via the charging cable 34, it is not necessarily in the process of charging the battery 30.

[0040] The charging control unit 42 determines the charging and non-charging schedule (charging plan) of the battery 30. Sometimes, even when the electric vehicle 10 is connected to the charging device 14, the charging control unit 22 may stop or halt the charging of the battery 30. On the second day after charging is completed, the user disconnects the charging plug 32 from the charging port 36 and closes the charging cover (not shown). Afterward, the user reinstalls the charging plug 32 in its original position on the charging device 14.

[0041] The charging control device 22 is composed of a microcomputer, which functions as various functional units by executing programs stored in memory through one or more CPUs. In addition to a storage unit 40, which serves as memory, the charging control device 22 also has a judgment unit 42, an execution unit 44, and a notification unit 46, which serve as arithmetic units.

[0042] The charging control device 22 controls the charging of the battery 30 (charging according to the charging schedule) when the charging plug 32 of the charging device 14 is connected to the charging port 36 of the electric vehicle 10.

[0043] Under specified conditions, the notification unit 46 sends notifications to the user's smart device 20 via the communication control unit 25, urging the battery 30 to charge. Additionally, it sends notifications to the vehicle's display unit 23, also urging the battery 30 to charge. Furthermore, notifications can also be sent via the voice output unit 66.

[0044] When the smart device 20 is within the effective communication area of ​​the near-field wireless communication 18, a notification urging the smart device 20 to charge is sent via the near-field wireless communication 18. When the smart device 20 is located at a position farther than the effective communication area of ​​the near-field wireless communication 18, these notifications are sent via the mobile communication network 16. When the execution unit 44 of the charging control device 22 receives an instruction from the determination unit 42 that the battery 30 needs to be charged, it charges the battery 30 to the remaining capacity [target SOC (State of Charge)] indicated by the determination unit 42.

[0045] The operations performed by the charging control device 22 (CPU) of the system 12, which is configured substantially as described above, will now be described in the order of [First Embodiment], [Second Embodiment], and [Third Embodiment]. Furthermore, in the accompanying drawings referred to below, common or corresponding parts are labeled with the same reference numerals, and repeated descriptions are omitted.

[0046] [First Implementation] Reference Figure 3 The flowchart is used for illustration.

[0047] The main body executing the program involved in the flowchart is the charging control device 22 (any one of the judgment unit 42, execution unit 44 and notification unit 46, excluding the storage unit 40).

[0048] In step S1, the basic charging location (designated charging location) 80 of the electric vehicle 10 is determined. Here, under the control of the determination unit 42, the location of the charging device 14 (home) is determined by the operation unit 64. More precisely, with the charging plug 32 electrically connected to the charging device 14 installed at the charging port 36 after the return trip, the location of the electric vehicle 10 obtained by the GPS receiver 74 is determined as the basic charging location (in this embodiment, it is also referred to as home or residence for ease of understanding) 80. The basic charging location 80 is pre-recorded in the storage unit 40. Alternatively, the user may select a specific location on the map application of the navigation device 24 (which may also cooperate with the smart device 20) or the management server 82 described later, and register the corresponding location coordinates (latitude / longitude) as the basic charging location 80.

[0049] In step S2, the remaining capacity of the battery 30 when departing from the home 80 of the electric vehicle 10, which is called SOC (referred to as remaining capacity SOC) [%] in this embodiment, is recorded in the storage unit 40.

[0050] Furthermore, remaining capacity is not limited to SOC [%], but can also be recorded as electrical energy [Wh] or ampere-hours [Ah]. The same applies below.

[0051] In step S2, the remaining SOC of the battery 30 when the electric vehicle 10 returns home 80 (when it returns home) is further recorded in the storage unit 40.

[0052] Next, in step S3, the difference between the remaining capacity SOC at the start and the remaining capacity SOC at the return, i.e., the daily consumption (daily usage) of battery 30, is calculated as ΔSOC [referred to as daily consumption (daily usage) ΔSOC or daily consumption ΔSOC] [% / day], and recorded in the storage unit 40.

[0053] Furthermore, the calculation of the daily consumption (daily usage) ΔSOC from step S2 to step S3 can also be performed as follows. That is, whenever the electric vehicle 10 is used, such as during driving or when using air conditioning, which reduces the remaining battery capacity SOC, the difference between the remaining capacity SOC of the battery 30 at the start of use and the remaining capacity SOC at the end of use can be set as a consumption amount, and the daily consumption (daily usage) ΔSOC can be calculated by accumulating multiple consumption amounts.

[0054] In addition, in this embodiment, the daily consumption (daily usage) ΔSOC is calculated assuming that the electric vehicle 10 is parked at the basic charging location (home) 80 for charging every day. If the use is restricted due to reasons such as the charging equipment 14 registered as the basic charging location being a shared charging equipment within an apartment building, for example, the opportunity to charge is only once every two days, then the consumption for two days can also be calculated.

[0055] When the user connects the charging plug 32 to the charging port 36 after the return, the charging device 14 charges the battery 30 to the target SOC set by the charging control device 22 or the user.

[0056] The processes of steps S2 and S3 are repeated each time (once per day in this embodiment) to record the driving history of the most recent n days (n is an integer between 2 and 31) into the storage unit 40. The statistical processing of step S4 is then performed on the driving history recorded in the storage unit 40. By statistically processing the daily consumption ΔSOC of the n days, the estimated daily consumption ΔSOCe of the electric vehicle 10 corresponding to the trend of the user's usage of the electric vehicle 10 (daily driving distance, number of charging times, amount of charge per charge, etc.) is calculated.

[0057] In the statistical processing of step S4, for the daily consumption ΔSOC [% / day] over the past n days, the first quartile, the median, the third quartile, and the maximum value excluding outliers (in this embodiment, the "upper limit value HW" of the box plot) are calculated. Furthermore, the quartile range is the range from the third quartile to the first quartile.

[0058] As is well known, the upper limit value HW of the box line is obtained by the following equation (1). HW = 3rd quartile + 1.5 × The maximum value of the data within the quartile range…(1)

[0059] Next, based on the above statistical values, the remaining capacity SOC threshold for recommending a charging action to the user is determined. As the threshold, the first charging recommendation threshold (also known as the first threshold) shown in equation (2) below is determined in step S5, and the second charging recommendation threshold (also known as the second threshold) shown in equation (3) below is determined in step S6.

[0060] Recommended first charging threshold = Lower limit remaining capacity + [Estimated consumption (central value) + Surplus capacity] = Lower limit remaining capacity + Upper limit of the box line =SOC_low+ΔSOCe(HW)…(2)

[0061] In equation (2), the lower limit of remaining capacity SOC_low is the remaining capacity SOC that the user is considered to be concerned about due to the decrease in the remaining battery capacity during driving (the default setting made by the charging control device 22), or the remaining capacity that the user is concerned about preset.

[0062] In addition, in the first recommended charging threshold shown in Equation (2), the "value between the third quartile and the upper limit value of the box line HW" can be used instead of "the upper limit value of the box line HW".

[0063] Alternatively, in the first recommended charging threshold shown in Equation (2), instead of "the upper limit value HW of the charging box", the set value can be "the specified value of the consumption obtained by inverse operation based on the cumulative frequency distribution in a way that makes the risk of power shortage below the specified probability (details will be described later in the second embodiment)".

[0064] Recommended charging threshold for the second charge = Lower limit remaining capacity + [Estimated consumption (central value) + Surplus] = Lower limit remaining capacity + [Estimated consumption (central value) + Estimated consumption (central value) × (m-1)] = Lower limit remaining capacity + [Estimated consumption (central value) × m] =SOC_low + ΔSOCe (central value) × m…(3)

[0065] In equation (3), the number of days m, which serves as the multiplier, can be set to the number of days in advance that the user wishes to receive a notification about whether the unsettling lower limit of remaining capacity SOC_low has been reached. Alternatively, instead of the "estimated consumption (median value)" used in the calculation of the second charging recommendation threshold shown in equation (3), "estimated consumption (average value)" or "estimated consumption (most frequent value)" or "estimated consumption (maximum value of the probability density function)" (described in detail later in the third embodiment) can be used as the set value.

[0066] For example, if a user wants to receive a notification two days in advance (m=2), the second charging recommendation threshold shown in equation (3) is set according to equation (4) below. Furthermore, the number of days m depends on the rated capacity of the battery 30 installed in the electric vehicle 10, and is, for example, set to any integer from m=2 to 31.

[0067] Recommended charging threshold for the second charge =SOC_low + ΔSOCe (central value) × 2…(4) = SOC_low + ΔSOCe (median value) + ΔSOCe (median value) = Lower limit remaining capacity + ΔSOCe (central value) + surplus = Lower limit remaining capacity + [Estimated consumption (central value) + Surplus]

[0068] Figure 4 This is an explanatory diagram showing the relationship between the remaining capacity SOC and the first charging recommended threshold [Equation (2)] and the second charging recommended threshold [Equation (4)].

[0069] Furthermore, in the statistical processing of step S4, the data can also be categorized according to the daily SOC [% / day] over the past n days, and statistical values ​​such as the first quartile, median, third quartile, and the "upper limit value HW" of the box plot can be calculated respectively. For example, imagine categorizing by day of the week, by weekday / rest day, etc.

[0070] In this case, for ΔSOCe(HW) and ΔSOCe(central value) used in the calculation of the first and second recommended charging thresholds expressed by equations (2) to (4), the estimated consumption ΔSOCe corresponding to the category of the estimated consumption on that day (by day of the week, by weekday / restday) is calculated.

[0071] Figure 4In this example, as a calculation of the first and second recommended charging thresholds, the battery SOC is expressed in a scaled-up manner from 0 to 50%. For example, the lower limit of remaining capacity SOC_low (the default setting made by the charging control device 22) that users would find unsettling is set to around 10%.

[0072] Figure 5 This is an illustration of an example of a method for obtaining user feedback (anxiety about the degree of power shortage) after the user of electric vehicle 10 has used electric vehicle 10 for a period of time, regarding the setting of the lower limit of remaining capacity SOC_low.

[0073] That is, after the electric vehicle 10 has been used for a period of time, the execution unit 44 of the charging control device 22 communicates with the user's smart device 20 wirelessly via the communication control unit 25 through the notification unit 46.

[0074] exist Figure 5 In the example, the system issues the following question: "We provide you with the best battery charging recommendations to suit your usage. Q: Have you ever worried about insufficient remaining capacity? (Yes / No)". When the answer is "Yes" via the smart device 20, the execution unit 44 or the judgment unit 42 changes the lower limit of remaining capacity SOC_low to a higher value; when the answer is "No", the lower limit of remaining capacity SOC_low is not changed.

[0075] Furthermore, the user setting of the aforementioned lower limit remaining capacity SOC_low can also be performed using a so-called in-vehicle HMI, which utilizes the display unit 23, operation unit 64, and sound output unit 66 of the navigation device 24.

[0076] The preparation phase of the charging control method of the first embodiment ends after the processing up to the calculation of the charging recommendation thresholds (first charging recommendation threshold and second charging recommendation threshold) in steps S1 to S6 described above.

[0077] Next, the processing of the application (effective and reasonable use) stage of the charging control method will be explained through the processing after step S7 (user-oriented charging recommendation notification processing based on charging recommendation threshold).

[0078] Furthermore, after the preparation phase is completed and the electric vehicle 10 is parked at the basic charging location 80, the application phase of the charging control method begins.

[0079] Therefore, refer to Figure 6 The flowchart shown illustrates the parking determination process of step Ssj, which is a prerequisite for the electric vehicle 10 to park at the basic charging location 80.

[0080] In step Sa, it is determined whether the vehicle is located within the home's residential area.

[0081] Figure 7 This is an illustrative diagram used to explain one's own residential area as an example.

[0082] The residential area is defined as a certain range within a radius of xx [m] starting from the basic charging location.

[0083] If the location is outside the residential area (step Sa: No), in step Sb, reset the parking determination completion flag (parking determination completion flag = 0) and proceed to step Sc.

[0084] If you are located within your own residential area (step Sa: Yes), proceed directly to step Sc.

[0085] In step Sc, it is detected and determined whether the gear (not shown) is in the parking position (referred to as P gear).

[0086] If the vehicle is not placed in a parking position (step Sc: No), it is considered that the electric vehicle 10 is not parked, and the process returns to step Sa.

[0087] If the vehicle is in the parking position (step Sc: Yes), proceed to step Sd.

[0088] In step Sd, it is determined whether a parking determination completion flag has been set (parking determination completion flag = 1).

[0089] If the parking determination completion flag is set (step Sd: Yes), return to step Sa. If the parking determination completion flag is not set (step Sd: No), proceed to step Se, where the parking determination completion flag is set (parking determination completion flag = 1).

[0090] If the parking determination completion flag is set, in step Sf, it is determined whether the electric vehicle 10 is parked at the basic charging location 80. If the electric vehicle 10 is not parked at the basic charging location 80 (step Sf: No), return to step Sa. If the electric vehicle 10 is parked at the basic charging location 80 (step Sf: Yes), proceed to... Figure 3 Step S7.

[0091] In reference Figure 6 In the parking determination process of the electric vehicle 10 parking at the basic charging site 80, the following (i) to (v) are implemented.

[0092] (i) After the preparation phase ends, when the electric vehicle 10 first puts itself in the P position at the basic charging location 80 (e.g., its own residence), the reasonable and effective use phase processing (charging recommendation notification) is performed. That is, it is equivalent to the case of performing the process of step S6 → step Sa: yes → step Sc: yes → step Sd: no → step Se → step Sf: yes.

[0093] (ii) When the electric vehicle 10 is in the P position while out in the field, the reasonable and effective use phase processing (charging recommendation notification) is not performed. That is, it is equivalent to the following process: step S6 → step Sa: no → step Sb → step Sc: yes → step Sd: no → step Se → step Sf: no.

[0094] (iii) If, at a residence, the gear is shifted to P, then to R (reverse position), and then back to P, no reasonable and effective use phase is performed (charging recommendation notification). That is, this is equivalent to the following situation: even if it has been confirmed in step Sa that the electric vehicle 10 is parked within the residence area, step Sf is not valid.

[0095] (iv) Similar to (iii), when the gear is placed in P at one's own residence and then placed in P at a convenience store near one's own residence, no reasonable and effective use phase (charging recommendation notice) will be processed.

[0096] (v) When the gear is in P at home and then, after normal use (electric vehicle 10 driving use), the gear is in P again at home, the reasonable and effective use phase is handled (charging recommendation notice).

[0097] In step Ssj, if electric vehicle 10 is detected returning to base charging location 80, then return... Figure 3 The flowchart shows that in step S7, it is determined whether the current remaining capacity SOC is less than the second recommended charging threshold. Figure 4 ).

[0098] If the determination is affirmative (step S7: Yes → Remaining capacity SOC < second charging recommendation threshold), in step S8, a charging recommendation notification is sent to the vehicle HMI or smart device 20 in advance (including the scheduled date for charging by charging device 14, in this case, two days before m=2), and then proceeds to step S9.

[0099] If the judgment in step S7 is negative (step S7: no), proceed to step S9.

[0100] In step S9, it is determined whether the current remaining capacity SOC is less than the first recommended charging threshold. Figure 4 ).

[0101] If the determination is affirmative (step S9: Yes → Remaining capacity SOC < first charging recommendation threshold), in step S10, when the time is almost up (the day scheduled to be charged by charging device 14), a charging recommendation notification is sent to the vehicle HMI or smart device 20 and the process ends.

[0102] If the judgment in step S9 is negative (step S9: No), the process also ends.

[0103] exist Figure 3 In the flowchart processing, there are cases where the values ​​of the first charging recommended threshold and the second charging recommended threshold are swapped based on the upper limit value HW of the box line.

[0104] In this case, the second charging recommendation threshold can be replaced with the first charging recommendation threshold, and the notification can be changed to be given m days in advance. Alternatively, the second charging recommendation threshold can be set as shown in equation (5) below.

[0105] Recommended threshold for the second charge = Recommended threshold for the first charge + ΔSOC (median value)...(5)

[0106] By setting it as in equation (5), the second charging recommendation threshold will naturally become a larger value than the first charging recommendation threshold (the second charging recommendation threshold > the first charging recommendation threshold).

[0107] In addition, for example, it can also be based on references Figure 5 The question asking users about their level of anxiety regarding battery depletion (anxiety level) results in the following case: for users with low anxiety or no anxiety about battery depletion, the second charging recommendation threshold is set to invalid, while only the first charging recommendation threshold is set to valid. This reduces the inconvenience caused to users by recommendation notifications.

[0108] After that, when the electric vehicle 10, whose charging control is performed by the charging control device 22, receives an instruction from the determination unit 42 that the battery 30 needs to be charged, it charges the battery 30 to the remaining capacity (target SOC) indicated by the determination unit 42.

[0109] [Effects of the first embodiment] The user's anxiety about running out of power is eliminated by pre-determining the lower limit of remaining capacity SOC_low for battery 30.

[0110] Furthermore, the estimated consumption (a value between the 3rd quartile and the upper limit of the 3rd quartile plus the box line, or m times the daily consumption ΔSOC) is added to a predetermined lower limit of remaining capacity SOC_low as the charging recommendation threshold (either the first or second charging recommendation threshold), and charging is recommended at appropriate times. This prevents unnecessary early charging even when there is sufficient battery capacity remaining for driving on the second day. Accordingly, by increasing the usage frequency in the low SOC region, it is possible to avoid degradation under high charging (including full charging) remaining capacity SOC and to reduce the number of charging sessions (charging frequency), thus improving user convenience. Moreover, the charging recommendation threshold is set to the smallest possible remaining capacity SOC, for example, around 30%, without hindering driving on the second day.

[0111] Furthermore, since it's possible to suppress anxiety about low battery while setting the desired notification dates (m days, m≥2) and enabling / disabling the notification function, the inconvenience of receiving daily notifications can be eliminated. The notification function can also be enabled / disabled separately for the first and second recommended charging thresholds.

[0112] Furthermore, by setting the surplus charge (first charging recommended threshold) to a value between the third quartile calculated based on n days of consumption and the upper limit of the box line, it can be set to be larger than the central value of the daily consumption ΔSOC, thereby further suppressing power shortage anxiety.

[0113] Furthermore, by providing notifications based on the battery's remaining SOC (state of charge) in stages (on the day before the second recommended charging threshold, and after the return time on the day when the SOC falls below the first recommended charging threshold), the necessity of charging can be reminded in advance. Therefore, anxiety about running out of power can be appropriately suppressed.

[0114] Furthermore, by obtaining the user's level of anxiety about being out of power and setting the first and / or second charging recommendation thresholds to be higher as the level of anxiety about being out of power increases, appropriate notifications can be given based on the user's perception of being out of power.

[0115] [Second Implementation] Reference Figure 8 The flowchart is used for illustration.

[0116] The main body executing the program involved in the flowchart is the charging control device 22 (any one of the judgment unit 42, execution unit 44 and notification unit 46, excluding the storage unit 40).

[0117] In step S11, similar to step S1, the basic charging location 80 of the electric vehicle 10 is determined.

[0118] In step S12, similar to step S2, the remaining capacity SOC of the battery 30 at the start and the remaining capacity SOC of the battery at the return (home) are recorded in the storage unit 40.

[0119] In step S13, similar to step S3, the difference between the remaining capacity SOC at the start and the remaining capacity SOC at the return, i.e., the daily consumption of battery 30, is calculated as the daily consumption ΔSOC and recorded in the storage unit 40.

[0120] Upon return, the user connects the charging plug 32 to the charging port 36, and the charging device 14 charges the battery 30 to the target SOC set by the user.

[0121] The processes of steps S12 and S13 are repeated each time (once a day in this embodiment) to record the driving history of the most recent n days into the storage unit 40. In step S14, statistical processing is performed on the driving history. By statistically processing the daily consumption ΔSOC of n days, an estimated consumption corresponding to the trend of the user's usage pattern is calculated.

[0122] In the statistical processing of step S14, the daily consumption ΔSOC[% / day] over the past n days is cumulatively distributed.

[0123] Figure 9 The graph above shows the cumulative distribution of daily consumption ΔSOC over the past n days. The horizontal axis represents daily consumption ΔSOC, and the vertical axis represents probability.

[0124] Next, in step S15, the probability that ΔSOC on the second day falls below any SOC threshold is taken as the probability threshold Pth, according to... Figure 9 The cumulative distribution plot above is used to obtain the specified daily consumption ΔSOC that is above the probability threshold Pth and does not hinder driving on the second day.

[0125] The probability threshold Pth[%] is calculated based on the user-defined power shortage risk ESR (Electricity Shortage Risk).

[0126] Figure 10 This example illustrates setting the ESR (Energy Shortage Risk) of battery depletion at 3% as a control target. A lower ESR reduces user anxiety and increases peace of mind (peace of mind priority). Conversely, a higher ESR increases user anxiety but lowers the recommended charging threshold, resulting in greater ecological suitability from the perspective of extending battery life (ecological priority).

[0127] exist Figure 9The figure above shows the prescribed daily consumption ΔSOC when the power shortage risk ESR is set to 10% and the probability threshold Pth (Pth = 100 - ESR) for the second day being below any SOC threshold is set to Pth = 90%. The reverse yields ΔSOC = 23% / day.

[0128] In step S16, a charging recommendation threshold (referred to as the third charging recommendation threshold) is set as shown in the following equation (6).

[0129] The third recommended charging threshold = lower limit remaining capacity + [estimated consumption (highest probability) + surplus capacity] = Lower limit remaining capacity + Specified daily consumption =SOC_low+ΔSOC…(6)

[0130] Here, the lower limit of remaining capacity SOC_low is the remaining capacity SOC that users would feel uneasy about (default setting), or the remaining capacity that users themselves would pre-set to feel uneasy about. For example, it is set to lower limit of remaining capacity SOC_low = 15%.

[0131] Therefore, the third recommended charging threshold is set as follows: Third recommended charging threshold = 15 + 23 = 38.

[0132] Figure 9 The following diagram is a conversion chart of the probability threshold-based charging recommendation threshold, which calculates the third charging recommendation threshold (=38) by adding the specified daily consumption ΔSOC to the lower limit of remaining capacity SOC_low.

[0133] Here, as referenced Figure 5 As explained, the lower limit of remaining capacity SOC_low can be set by obtaining user feedback after a certain period of use of the electric vehicle 10.

[0134] The preparation phase of the charging control method of the second embodiment ends with the calculation of the charging recommendation threshold (third charging recommendation threshold) in steps S11 to S16 as described above.

[0135] Next, refer to Figure 6 and Figure 7 Perform the parking determination process for Ssj as described above.

[0136] Next, the processing of the application (effective and reasonable use) stage of the charging control method (user-oriented charging recommendation notification processing based on the third charging recommendation threshold) will be explained through the processing after step S17.

[0137] In step Ssj, if it is detected that electric vehicle 10 has returned to basic charging location 80, then return. Figure 8 The flowchart shows that in step S17, it is determined whether the current remaining capacity SOC is less than the third charging recommended threshold.

[0138] If the determination is affirmative (step S17: Yes → Remaining capacity SOC < third charging recommendation threshold), in step S18, the process ends after notifying the vehicle HMI or smart device 20 of the charging recommendation notification.

[0139] If the determination in step S17 is negative (step S17: No), the current process ends without notification.

[0140] After that, when the electric vehicle 10, whose charging control is performed by the charging control device 22, receives an instruction from the determination unit 42 that the battery 30 needs to be charged, it charges the battery 30 to the remaining capacity (target SOC) indicated by the determination unit 42.

[0141] In addition, similar to the first embodiment, the second charging recommendation threshold and the third charging recommendation threshold can also be combined.

[0142] [Effects of the second implementation method] The probability of the consumption on the second day being below any given consumption level is calculated based on the probability distribution of consumption over n days. The remaining charging capacity is set as the consumption level above the given probability, thus allowing for the setting of appropriate charging recommendation thresholds based on the user's perception of low battery.

[0143] [Third Implementation] Reference Figure 11 The flowchart is used for illustration.

[0144] The main body executing the program involved in the flowchart is the charging control device 22 (any one of the judgment unit 42, execution unit 44 and notification unit 46, excluding the storage unit 40).

[0145] In step S21, similar to step S1, the basic charging location 80 of the electric vehicle 10 is determined.

[0146] In step S22, similar to step S2, the remaining capacity SOC of the battery 30 at the time of departure and the remaining capacity SOC of the battery 30 at the time of return (when returning home) are recorded in the storage unit 40.

[0147] In step S23, similar to step S3, the difference between the remaining capacity SOC at the start and the remaining capacity SOC at the return, i.e., the daily consumption of battery 30, is calculated as the daily consumption ΔSOC and recorded in storage unit 40.

[0148] Upon return, the user connects the charging plug 32 to the charging port 36, and the charging device 14 charges the battery 30 to the target SOC set by the user.

[0149] The processes of steps S22 and S23 are repeated each time (once a day in this embodiment) to record the driving history of the most recent n days into the storage unit 40. In step S24, statistical processing is performed on the driving history. By statistically processing the daily consumption ΔSOC of n days, the estimated consumption corresponding to the trend of the user's usage pattern is calculated.

[0150] In the statistical processing of step S24, the daily consumption ΔSOC[% / day] over the past n days is distributed for kernel density estimation.

[0151] Figure 12 This is a distribution map of daily consumption ΔSOC obtained by distributing the daily consumption ΔSOC over the past n days for the purpose of kernel density estimation.

[0152] In step S25, kernel density estimation is performed. Figure 12 In the distribution of points (connected by points), the daily consumption ΔSOC (probability density) with the highest probability on the vertical axis is set as the predicted value. Figure 12 In the example, the daily consumption ΔSOC with the highest probability of prediction is ΔSOC (probability density) = 6.

[0153] Next, in step S26, a charging recommendation threshold (referred to as the fourth charging recommendation threshold) is set as shown in the following equation (7).

[0154] The fourth recommended charging threshold = lower limit of remaining capacity + (estimated consumption + surplus capacity) = Lower limit remaining capacity + (Daily consumption with the highest probability) × m =SOC_low + ΔSOC(probability density) × m…(7) Here, the number of days m, which serves as the multiplier, can be set to the number of days (m) before the user wants to receive a notification about whether the unsafe lower limit of remaining capacity SOC_low has been reached.

[0155] The preparation phase of the charging control method of the third embodiment ends with the calculation of the charging recommendation threshold (fourth charging recommendation threshold) in steps S21 to S26 described above.

[0156] Next, refer to Figure 6 and Figure 7 Perform the parking determination process for Ssj as described above.

[0157] Next, the processing of the application (effective and reasonable use) stage of the charging control method will be explained through the processing after step S27 (user-oriented charging recommendation notification processing based on the fourth charging recommendation threshold).

[0158] In step Ssj( Figure 6 If electric vehicle 10 is detected returning to basic charging location 80, then return... Figure 11 The flowchart shows that in step S27, it is determined whether the current remaining capacity SOC is less than the fourth charging recommended threshold.

[0159] If the determination is affirmative (step S27: Yes → Current remaining capacity SOC < 4th charging recommendation threshold), the process ends in step S28 after notifying the vehicle HMI or smart device 20 of the charging recommendation notification.

[0160] If the determination in step S27 is negative (step S27: No), the current process ends without notification.

[0161] After that, when the electric vehicle 10, whose charging control is performed by the charging control device 22, receives an instruction from the determination unit 42 that the battery 30 needs to be charged, it charges the battery 30 to the remaining capacity (target SOC) indicated by the determination unit 42.

[0162] In addition, similar to the first embodiment, the first charging recommendation threshold and the fourth charging recommendation threshold can also be combined.

[0163] [Effects of the third embodiment] By setting a charging recommendation threshold based on kernel density estimation, an appropriate charging recommendation threshold can be set.

[0164] In the first to third embodiments, the current SOC at the time of returning to the base charging location 80 is compared with the first to fourth charging recommendation thresholds to determine whether a charging recommendation notification is needed. However, it is conceivable that during the period from the time of return to the departure time of the next day, the remaining capacity SOC may decrease due to battery heating late at night, air conditioning operation near the departure time, etc. In this case, the estimated consumption amount can be added to the predetermined consumption amount consumed from the time of return to the departure time of the next day.

[0165] In this case, when the anticipated consumption amount during the period from the return time to the departure time of the second day is set as ΔSOC (correction amount), the departure SOC on the second day is the value obtained by subtracting the anticipated consumption amount ΔSOC (correction amount) from the current SOC at the return time. That is, the judgment condition for whether charging is required for each charging recommendation threshold (the first charging recommendation threshold to the fourth charging recommendation threshold) is expressed by the following equation (8) and equation (9) after transforming equation (8).

[0166] Current SOC - Planned Consumption ΔSOC (Correction Amount) < Recommended Charging Thresholds for Each Charge...(8)

[0167] Current SOC < Recommended charging threshold + Predicted consumption ΔSOC (correction amount)...(9)

[0168] That is, by adding the predetermined consumption amount ΔSOC (correction amount) to each charging recommendation threshold (the first charging recommendation threshold to the fourth charging recommendation threshold), the charging recommendation threshold is corrected to be higher.

[0169] If the assessment is positive, a charging recommendation notification is sent to the vehicle's HMI or smart device 20. Based on this, the recommended charging threshold that will not hinder driving on the second day can be calculated with greater accuracy.

[0170] The above embodiments can also be modified as follows.

[0171] [Variation Example 1] Reference Figure 13 Explain the variation of Example 1.

[0172] If charging starts from a value lower than the first recommended charging threshold (or the third recommended charging threshold, and so on) during regression, it may sometimes fail to charge to the target remaining capacity (target SOC).

[0173] Figure 13 This indicates the corrected first charging recommendation threshold that can avoid this adverse condition and charge to the target SOC.

[0174] exist Figure 13 In this context, the rechargeable amount is the amount of charge that can be used to charge the battery 30 of the electric vehicle 10 via the charging device 14 during the rechargeable period from the return time to the departure time on the second day. If the value obtained by subtracting the rechargeable amount from the target SOC is greater than the first recommended charging threshold, the first recommended charging threshold is adjusted to be higher so that the value obtained by adding the rechargeable amount to the first recommended charging threshold becomes the target SOC.

[0175] That is, such as Figure 13 As shown, the revised first charging recommendation threshold is revised to be higher in a way that is obtained by subtracting the rechargeable amount from the target SOC.

[0176] In this case, if electric vehicle 10 is detected returning to basic charging location 80, it is determined whether the current remaining capacity SOC is less than the corrected charging recommendation threshold.

[0177] If the determination is positive, a charging recommendation notification is sent to the in-vehicle HMI or smart device 20, and then the process ends. Based on this, charging can be recommended to the user with a remaining capacity SOC that can reliably charge to the target SOC.

[0178] Alternatively, the rechargeable amount can be replaced with a low-cost charging amount that can be charged during the charging period when electricity is cheapest, in order to calculate the corrected charging recommendation threshold.

[0179] Accordingly, it is possible to recommend charging to the remaining capacity SOC that can reliably charge to the target SOC, and to charge during the period when electricity is cheapest.

[0180] [Variation Example 2] Figure 14 This is a system diagram illustrating an example of the structure of system 12A, which represents a portion of the charging control device 22A installed on a management server 82 on the Internet 81.

[0181] The execution unit 44 is installed in the electric vehicle 10A as a remainder of the charging control device 22A. On the other hand, the charging control device 22A, which serves as a management server 82, includes a storage unit 40A, a judgment unit 42A, and a notification unit 46A, excluding the execution unit 44.

[0182] exist Figure 14 In system 12A, electric vehicle 10A is equipped with a communication control unit 25, which is wirelessly connected to the Internet 81 via mobile communication network 16. The communication control unit 25 of electric vehicle 10A sends and receives data with management server 82 via the Internet 81 and via a public communication network (not shown).

[0183] The management server 82 collects various vehicle information (including information of each charging device 14 connected to each electric vehicle 10A) from multiple electric vehicles 10A via the Internet 81, and stores this information in the storage unit 40A, which serves as a database.

[0184] When the battery 30 of the electric vehicle 10A needs to be charged, the management server 82 notifies the owner of the electric vehicle 10A's smart device 20 via the Internet 81 that charging is required. In this case, the text "Please charge the car." is displayed on the display of the smart device 20, for example.

[0185] In addition, Figure 1In system 12, when the battery 30 needs to be charged, this information is also communicated from the communication control unit 25 to the smart device 20 and / or the vehicle HMI via the mobile communication network 16.

[0186] exist Figure 14 In system 12A, storage unit 40A, judgment unit 42A, and notification unit 46A are installed in management server 82 connected to Internet 81, and execution unit 44 is installed in navigation device 24A. Execution unit 44 may also be installed in management server 82.

[0187] Storage unit 40A, judgment unit 42A and notification unit 46A and Figure 1 The storage unit 40, the judgment unit 42, and the notification unit 46 have the same structure and function. (Description) Figure 1 Implementation examples and Figure 14 The differences between variant example 2 and the previous one. Figure 1 The storage unit 40, judgment unit 42, and notification unit 46 of the electric vehicle 10 shown only participate in the charging control of the electric vehicle 10. In contrast, Figure 14 The storage unit 40A, judgment unit 42A, and notification unit 46A of the management server 82 shown participate in the charging control of multiple electric vehicles 10A.

[0188] The structure and function of the storage unit 40A, judgment unit 42A, and notification unit 46A of the management server 82, which are individually related to the battery 30 of each electric vehicle 10A. Figure 1 The storage unit 40, judgment unit 42, and notification unit 46 of the electric vehicle 10 have the same function.

[0189] That is, the management server 82 performs the processing described in the above-described implementation method and / or variation 1. Furthermore, the storage unit 40A of the management server 82 collects usage history records, charging recommendation thresholds, etc. of each electric vehicle 10A from multiple electric vehicles 10A via the Internet 81, and accumulates them in the management server 82 for each electric vehicle 10A.

[0190] The judgment unit 42A infers the daily usage pattern of the electric vehicle 10A, determines whether the battery 30 of each electric vehicle 10A needs to be charged based on the daily usage pattern, and calculates the amount of charge to be applied to the battery 30 when charging is required.

[0191] Information regarding whether the battery 30 needs charging, as determined by the judgment unit 42A for each electric vehicle 10A, and the amount of charge to be calculated for the battery 30 when it is determined that charging is required, is sent to the execution unit 44 of each electric vehicle 10A via the Internet 81.

[0192] Each electric vehicle 10A's actuator 44 has a similar Figure 1 The electric vehicle 10 has the same structure and function as the actuator 44. The difference is that... Figure 1 The actuator 44 of the electric vehicle 10 receives instructions regarding the charging period and the amount of charge during that period from the judgment unit 42 inside the vehicle without going through the communication control unit 25. In contrast, the actuator 44 of each electric vehicle 10A, whose charging is controlled by the management server 82, receives instructions regarding the charging period and the amount of charge during charging from the judgment unit 42A of the management server 82 outside the vehicle via the communication control unit 25.

[0193] When the determination unit 42A receives an instruction from the Internet 81 that the battery 30 needs to be charged, the execution unit 44 of each electric vehicle 10A controlled by the management server 82 charges the battery 30 to the remaining capacity (target SOC) indicated by the determination unit 42A.

[0194] [Inventions that can be understood from their implementation methods and variations] Hereinafter, the invention as understood from the above embodiments and variations is described. In addition, for ease of understanding, the constituent elements are marked with reference numerals used in the above embodiments and variations as needed, but the constituent elements are not limited to the constituent elements marked with these reference numerals.

[0195] The charging control method for an electric mobile vehicle involved in this invention is a charging control method for an electric mobile vehicle that uses a battery 30 as a power source. The method defines the battery consumption of the electric mobile vehicle from its departure from a basic charging location 80 to its return to the basic charging location as the daily consumption. An estimated daily consumption is calculated based on the consumption over the past n days. The estimated consumption, the remaining capacity, and a predetermined lower limit of remaining capacity are added to obtain a value that is set as a recommended charging threshold. When the remaining capacity of the battery is lower than the recommended charging threshold, a notification urging the electric mobile vehicle's onboard HMI or the user's terminal to charge the battery is sent.

[0196] Thus, the estimated consumption based on consumption over several days, the remaining capacity, and a predetermined lower limit are added to form the recommended charging threshold. Based on this, a charging reminder (charging recommendation notification) is sent when the vehicle's remaining capacity is at least at the lower limit during vehicle use. Charging is then performed in advance according to this notification, eliminating anxiety about running out of power. Furthermore, since the recommended charging threshold is limited to the necessary minimum including any remaining capacity, the number of charging sessions (charging frequency) can be minimized, and battery degradation can be suppressed. This improves user convenience.

[0197] Alternatively, in the charging control method for the electric mobile body involved in this invention, the estimated consumption amount can be the median value of the consumption amount over the past n days, and when the date on which the notification is expected to be received is set to m days in advance (m is an integer greater than or equal to 1), the value obtained by adding the surplus amount to the estimated consumption amount is the median value × m.

[0198] Therefore, while suppressing anxiety about power outages, it is possible to set the desired date for receiving notifications (the date m days in advance), thus eliminating the inconvenience of receiving notifications every day.

[0199] Alternatively, in the charging control method for the electric mobile body involved in this invention, the estimated consumption amount may be the median value of the consumption amount over the past n days, and the value obtained by adding the estimated consumption amount to the surplus amount may be the maximum value of the consumption amount over the past n days excluding outliers, or a set value between the maximum value and the third quartile.

[0200] Therefore, since the value obtained by adding the estimated consumption and the surplus is the maximum value of the consumption over the past n days excluding outliers, or a set value between the maximum value and the third quartile, this value can be set larger than the central value, thereby suppressing the anxiety of power shortage.

[0201] Alternatively, in the charging control method for the electric mobile body involved in this invention, a first charging recommendation threshold and a second charging recommendation threshold may be set. The first charging recommendation threshold is the maximum value of the consumption over the past n days excluding outliers, or a value between the maximum value and the third quartile, plus the lower limit remaining capacity. When the date for receiving the notification is set to m days ago (m is an integer greater than or equal to 1), the second charging recommendation threshold is the value obtained by adding the median value of the consumption over the past n days × m to the lower limit remaining capacity. When the remaining capacity of the battery is lower than the first charging recommendation threshold, a notification is sent after the return time on that day. When it is lower than the second charging recommendation threshold, a notification is sent after the return time on the date m days ago.

[0202] Accordingly, notifications are sent periodically based on the remaining capacity of battery 30 (m days prior when the capacity is below the second recommended charging threshold, and after the return time on the current day when the capacity is below the first recommended charging threshold), thus appropriately suppressing anxiety about low power.

[0203] Alternatively, in the charging control method for the electric mobile body involved in this invention, the degree of power shortage unease can be obtained, and the higher the degree of power shortage unease, the higher the value of the lower limit remaining capacity can be set.

[0204] Therefore, appropriate notifications can be sent based on the user's perception of power shortage.

[0205] Alternatively, in the charging control method for the electric mobile body involved in this invention, the probability that the consumption on the second day is below any consumption threshold can be calculated based on the probability distribution of the consumption over the past n days, and the consumption is presumed to be set as the consumption with that probability being above a predetermined probability.

[0206] Therefore, based on the probability distribution of consumption over n days, the probability that the consumption on the second day will be below any consumption threshold is calculated, and the consumption is presumed to be set at the level where the probability of this level being above the specified probability. Based on this, an appropriate charging recommendation threshold can be set according to the user's perception of low battery.

[0207] Alternatively, in the charging control method for the electric mobile body involved in this invention, the consumption over the past n days can be distributed, and the consumption with the highest probability can be converted into the estimated consumption.

[0208] Therefore, it is possible to set an appropriate recommended charging threshold that minimizes the probability of power shortage.

[0209] Alternatively, in the charging control method for the electric mobile body according to the present invention, a predetermined consumption amount from the time of returning to the basic charging location until departure on the second day may be added to the estimated consumption amount.

[0210] Accordingly, for example, the consumption of the so-called pre-heating or ventilation time of the car interior before departure can be set as the predetermined consumption.

[0211] Alternatively, in the charging control method for the electric mobile body according to the present invention, when charging to the target remaining capacity at the time of departure, if it is predicted that the value obtained by adding the rechargeable amount from the time of return to the time of departure to the recommended charging threshold is less than the target remaining capacity, the recommended charging threshold can be adjusted to be higher in such a way that the rechargeable amount can be charged to the target remaining capacity.

[0212] Accordingly, by adjusting the recommended charging threshold, it is possible to charge to the target remaining capacity using the available rechargeable capacity.

[0213] The electric mobile vehicle involved in this invention moves using a battery 30 as a power source and has a charging control device 22. The charging control device 22 has: a memory that records a program; and a CPU that reads from the memory and executes the program. By executing the program through the CPU, the charging control device 22 sets the battery consumption of the electric mobile vehicle from the start of its journey from the base charging location 80 to its return to the base charging location 80 as the daily consumption. It calculates the estimated daily consumption based on the consumption of the past n days, and sets the estimated consumption, the surplus, and a predetermined lower limit of remaining capacity as the recommended charging threshold. When the remaining capacity of the battery 30 is lower than the recommended charging threshold, it sends a notification to the vehicle-mounted HMI of the electric mobile vehicle or the user's terminal to urge the charging of the battery 30.

[0214] Accordingly, the estimated consumption based on consumption over several days, the remaining capacity, and a predetermined lower limit of remaining capacity are added to form the charging recommendation threshold. Based on this, a charging recommendation notification (notification to charge) is sent when the vehicle is in use, ensuring the remaining capacity does not fall below the lower limit. Charging according to this recommendation eliminates anxiety about running out of power. Furthermore, since the charging recommendation threshold is limited to the necessary minimum including any remaining capacity, the number of charging sessions (charging frequency) can be minimized, and battery degradation can be suppressed. This improves user convenience.

[0215] Furthermore, the present invention is not limited to the above-described embodiments and variations, and various structures may be adopted according to the contents of this specification.

Claims

1. A charging control method for an electric mobile body, wherein the electric mobile body moves using a battery as a power source, characterized in that, Set the lower limit of the remaining capacity of the battery to the default value. The battery consumption of the electric mobile vehicle from its departure from the base charging location to its return to the base charging location is defined as the daily consumption. The estimated daily consumption is calculated based on the consumption of the past n days. The system uses the vehicle-mounted HMI of the electric mobile unit or the user's terminal to confirm with the user whether there is any power shortage or malfunction. When the user confirms the existence of power shortage anxiety, the lower limit of remaining capacity is changed to a higher value. If the user answers that there is no power shortage anxiety, the lower limit of remaining capacity will not be changed. The value obtained by adding the estimated consumption and surplus to the modified lower limit remaining capacity or the lower limit remaining capacity without modification is set as the recommended charging threshold. When the remaining capacity of the battery is lower than the recommended charging threshold, a notification urging the vehicle HMI or the user's terminal to charge the battery is sent.

2. The charging control method for an electric mobile body according to claim 1, characterized in that, The estimated consumption is the median value of the consumption over the past n days. When the date on which the notification is expected to be received is set to m days in advance, the value obtained by adding the surplus amount to the estimated consumption amount is the central value × m, where m is an integer greater than or equal to 1.

3. The charging control method for an electric mobile body according to claim 1, characterized in that, The estimated consumption is the median value of the consumption over the past n days. The value obtained by adding the estimated consumption amount to the surplus amount is the maximum value of the consumption amount in the past n days excluding outliers, or a set value between the maximum value and the third quartile.

4. The charging control method for an electric mobile body according to claim 1, characterized in that, Set the first recommended charging threshold and the second recommended charging threshold. The first charging recommendation threshold is the maximum value of the consumption over the past n days, excluding outliers, or the value obtained by adding the maximum value and the third quartile to the lower limit of remaining capacity. When the desired date for receiving the notification is set to m days in advance, the second charging recommendation threshold is the value obtained by adding the median value of the consumption over the past n days × m to the lower limit of remaining capacity, where m is an integer greater than or equal to 1. When the remaining capacity of the battery is lower than the first recommended charging threshold, the notification will be made after the return time on the same day; when the remaining capacity of the battery is lower than the second recommended charging threshold, the notification will be made after the return time on the date m days ago.

5. The charging control method for an electric mobile body according to claim 1, characterized in that, Calculate the probability that the consumption on the second day will be below any given consumption amount based on the probability distribution of consumption over the past n days. The estimated consumption amount is set as the consumption amount for which the probability becomes a predetermined probability or higher.

6. The charging control method for an electric mobile body according to claim 1, characterized in that, After distributing the consumption over the past n days, the probability is estimated using kernel density estimation. Among the estimated probabilities, the consumption with the highest probability is set as the estimated consumption.

7. The charging control method for an electric mobile body according to claim 1, characterized in that, The estimated consumption includes the planned consumption from the time of return to the basic charging location until departure on the second day.

8. The charging control method for an electric mobile body according to claim 1, characterized in that, When charging to reach the target remaining capacity at the time of departure, if it is predicted that the value obtained by adding the rechargeable amount from the time of return to the time of departure to the recommended charging threshold is less than the target remaining capacity, the recommended charging threshold is adjusted to be higher in a way that allows charging to the target remaining capacity with the rechargeable amount.

9. An electric mobile body that moves using a battery as a power source, and has a charging control device, characterized in that, The charging control device includes: a memory that records a program; and a CPU that reads from the memory and executes the program. By executing the program through the CPU, the charging control device sets the lower limit of the remaining battery capacity to a default value. The battery consumption of the electric mobile vehicle from its departure from the base charging location to its return to the base charging location is defined as the daily consumption. The estimated daily consumption is calculated based on the consumption of the past n days. The system uses the vehicle-mounted HMI of the electric mobile unit or the user's terminal to confirm with the user whether there is any power shortage or malfunction. When the user confirms the existence of power shortage anxiety, the lower limit of remaining capacity is changed to a higher value. If the user answers that there is no power shortage anxiety, the lower limit of remaining capacity will not be changed. The value obtained by adding the estimated consumption and surplus to the modified lower limit remaining capacity or the lower limit remaining capacity without modification is set as the recommended charging threshold. When the remaining capacity of the battery is lower than the recommended charging threshold, a notification urging the battery to be charged is sent to the vehicle HMI or the user's terminal.

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