Navigation device and battery electric vehicle

Abstract

The invention relates to a navigation device and a battery-powered vehicle. The navigation device generates a predetermined travel route from the current position to the destination via the passing place, sets the first facility as the passing place when there is no need to turn around from the current position to the first facility, sets the second facility as the passing place when there is need to turn around from the current position to the first facility, and sets the first facility as the passing place when there is no need to turn around from the current position to the second facility. The first facility is a charging facility with the longest linear distance from the current position or the longest driving distance from the current position in the range of the endurance distance of the battery electric vehicle, and the second facility is a charging facility with the linear distance from the current position or the longest driving distance from the current position only less than the first facility.

Description

Technical Field

[0001] The present disclosure relates to a navigation device and a battery electric vehicle. Background Art

[0002] Conventionally, a navigation system of this type has been proposed for battery-electric vehicles (BEVs) that searches for a route from the current location to a destination (see, for example, Japanese Patent Application Laid-Open No. 10-170293). This system searches for a route from the current location to the destination via a charging facility when the distance from the current location to the destination in the searched route exceeds the battery-electric vehicle's cruising range. This allows for a search that takes the battery-electric vehicle's cruising range into account. Summary of the Invention

[0003] In such navigation systems, the battery-electric vehicle may need to make a U-turn to travel in a different direction from the destination in order to reach the charging facility it is passing through. In this case, after charging at the charging facility, the battery-electric vehicle needs to make another U-turn to reach the destination, which increases the driving distance and may prevent the battery-electric vehicle from reaching the destination efficiently.

[0004] The present disclosure provides a navigation device that suppresses an increase in a travel distance from a current position to a charging facility.

[0005] The navigation device and battery-electric vehicle of the present disclosure employ the following means.

[0006] The gist of the navigation device disclosed herein is that

[0007] The navigation device is used in a battery-electric vehicle, the battery-electric vehicle including a motor for driving, a power storage device for exchanging power with the motor, and an external charging device capable of charging the power storage device with power from an external source. The navigation device generates a planned driving route from a current position via an intermediate point to a destination, wherein:

[0008] When a U-turn is not required before going from the current position to the first facility, the first facility is set as the via point; when a U-turn is required before going from the current position to the first facility, the second facility is set as the via point; the first facility is the charging facility with the longest straight-line distance from the current position or the longest driving distance from the current position within the range of the battery electric vehicle; the second facility is the charging facility with the second longest straight-line distance from the current position or the longest driving distance from the current position after the first facility.

[0009] In the navigation device disclosed herein, when a U-turn is not required before the first charging facility, which has the longest straight-line distance or driving distance from the current location within the cruising range of the battery-electric vehicle, the first facility is set as a via-point. This allows a route to be generated that passes through the first charging facility, which is a further charging facility. Furthermore, when a U-turn is required before reaching the first facility from the current location, the second charging facility, which has the second longest straight-line distance or driving distance from the current location after the first facility, is set as a via-point. This prevents the battery-electric vehicle from making U-turns and can suppress an increase in the driving distance from the current location to the charging facility.

[0010] In such a navigation device of the present disclosure,

[0011] If a U-turn is required between the current location and the first facility, the first facility may be set as the transit point if the U-turn does not involve an interchange or toll booth, and the second facility may be set as the transit point if the U-turn involves an interchange or toll booth. This reduces the need to pass through an interchange or toll booth during the U-turn, thereby reducing the increase in travel distance and unnecessary toll payments.

[0012] In addition, in the navigation device of the present disclosure, it is also possible that:

[0013] If the destination can be reached using the current amount of electricity stored in the power storage device, the planned travel route is set as a route from the current position to the destination without passing through the first and second facilities.

[0014] The gist of the battery electric vehicle disclosed herein is that it comprises a navigation device of the present invention of any of the above-mentioned forms, a motor for use therein, and a power storage device, wherein the navigation device is used for a battery electric vehicle basically comprising the motor and the power storage device for exchanging power with the motor, wherein the navigation device generates a planned driving route from a current position via a via point to a destination, wherein when a U-turn is not required before traveling from the current position to a first facility, the first facility is set as the via point, and when a U-turn is required before traveling from the current position to the first facility, the second facility is set as the via point, wherein the first facility is a charging facility having the longest straight-line distance or driving distance from the current position within the cruising range of the battery electric vehicle, and the second facility is a charging facility having the second longest straight-line distance or driving distance from the current position after the first facility.

[0015] The battery-electric vehicle of the present disclosure includes any of the aforementioned navigation devices of the present disclosure. Therefore, the battery-electric vehicle of the present disclosure achieves the same effects as achieved by any of the aforementioned navigation devices of the present disclosure, such as suppressing an increase in the travel distance from the current location to a charging facility. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals represent like elements, and in which:

[0017] Figure 1 1 is a schematic structural diagram of a battery-electric vehicle 20 equipped with a navigation device 60 according to an embodiment of the present disclosure;

[0018] Figure 2 6 is a flowchart showing an example of a route setting routine executed by the main body 61 of the navigation device 60;

[0019] Figure 3 is an explanatory diagram showing an example of a travel route when the first facility is set as a via point; and

[0020] Figure 4 This is an explanatory diagram showing an example of a travel route when the second facility is set as a via point. DETAILED DESCRIPTION

[0021] Modes for carrying out the present disclosure will be described with reference to the accompanying drawings. Figure 1 This is a schematic diagram of a battery-electric vehicle 20 equipped with a navigation device 60 according to an embodiment of the present disclosure. As shown in the figure, the battery-electric vehicle 20 according to the embodiment includes a motor 22 for driving, an inverter 23, a high-voltage battery 26 as a power storage device, and an air conditioner 27. As shown in the figure, the battery-electric vehicle 20 according to the embodiment includes a DC / DC converter 28, a low-voltage battery 30, low-voltage system auxiliary equipment 31, a battery heater 32, an external charging device 34, a main electronic control unit (hereinafter referred to as the "main ECU") 38, and the navigation device 60.

[0022] The motor 22 is configured as a synchronous motor generator, for example. The rotor of the motor 22 is connected to the drive shaft 21 connected to the drive wheels 36 a and 36 b via a differential gear 35 .

[0023] The inverter 23 includes multiple switching elements and is connected to a high-voltage battery 26 via a high-voltage power line 25. The multiple switching elements of the inverter 23 are switched and controlled by a drive electronic control unit (hereinafter referred to as the "drive ECU") 24, thereby driving the motor 22. A smoothing capacitor is installed on the high-voltage power line 25.

[0024] Although not shown, the drive ECU 24 includes a microcomputer with a CPU, ROM, RAM, flash memory, input / output ports, and a communication port. The drive ECU 24 receives signals from various sensors via its input ports. For example, the drive ECU 24 receives the rotational position θm from a rotational position sensor that detects the rotational position of the motor 22 rotor, and the phase currents Iu and Iv from current sensors that detect the phase currents of each phase of the motor 22. The drive ECU 24 controls the inverter 23. Based on the rotational position θm of the motor 22 rotor obtained from the rotational position sensor, the drive ECU 24 calculates the electrical angle θe of the motor 22 and the rotational speed Nm (the rotational speed Nd of the drive shaft 21). Based on the electrical angle θe of the motor 22 and the phase currents Iu and Iv of each phase of the motor 22 obtained from the current sensors, the drive ECU 24 calculates the torque Tm of the motor 22, or calculates the power usage Pm of the motor 22 based on the torque Tm and the rotational speed Nm. The drive ECU 24 communicates with the main ECU 38 via the communication port.

[0025] The high-voltage battery 26 is configured as, for example, a lithium-ion secondary battery or a nickel-metal hydride secondary battery, and is connected to the inverter 23 via the high-voltage system power line 25 as described above.

[0026] Air conditioner 27 includes a refrigeration cycle including a compressor, condenser, expansion valve, and evaporator, and a blower fan, and performs air conditioning in the vehicle cabin. DC / DC converter 28 steps down the power from high-voltage power line 25 and supplies it to low-voltage power line 29 .

[0027] The low-voltage battery 30 is configured as, for example, a lead-acid battery with a lower rated voltage than the high-voltage battery 26. Examples of the low-voltage auxiliary devices 31 include various lights, an audio system, power windows, and seat heaters. A battery heater 32 heats the high-voltage battery 26. The low-voltage battery 30, the low-voltage auxiliary devices 31, and the battery heater 32 are connected to the low-voltage power line 29.

[0028] When the external charging connector 34 a is connected to a connector (not shown) that supplies power from an external charging facility, the external charging device 34 supplies power from the external charging facility to the high-voltage power line 25 to charge the high-voltage battery 26 .

[0029] The main ECU 38 includes a microcomputer similar to the drive ECU 24. The main ECU 38 receives signals from various sensors via its input ports. For example, the main ECU 38 receives the line voltage VH from a voltage sensor installed on the high-voltage system power line 25 and the voltage Vb from a voltage sensor installed between the terminals of the high-voltage battery 26. Furthermore, for example, the main ECU 38 receives the current Ib from a current sensor installed at the output terminal of the high-voltage battery 26 and the temperature Tb from a temperature sensor installed on the high-voltage battery 26. The main ECU 38 also receives the ignition signal IG from the ignition switch 40 and the vehicle speed V from the vehicle speed sensor 41. The main ECU 38 also receives the accelerator pedal position AP from the accelerator pedal position sensor 47 that detects the amount of depression of the accelerator pedal 46. The main ECU 38 also receives the brake pedal position BP from the brake pedal position sensor 49 that detects the amount of depression of the brake pedal 48.

[0030] The main ECU 38 controls, for example, the air conditioning unit 27, the DC / DC converter 28, and the external charging device 34. The main ECU 38 calculates the charge rate (SOC) of the high-voltage battery 26 based on the integrated value of the current Ib flowing through the high-voltage battery 26 from the current sensor. The main ECU 38 calculates the power usage Pac of the air conditioning unit 27 connected to the high-voltage power line 25, and the power usage Phoki and BAT_Preac of the low-voltage auxiliary equipment 31 and the battery heater 32 connected to the low-voltage power line 29. For example, a power sensor can be installed in the air conditioning unit 27, and the power usage Pac of the air conditioning unit 27 can be set to the value detected by the power sensor. For example, power sensors can be installed in the low-voltage auxiliary equipment 31 and the battery heater 32, and the power usage Phoki and BAT_Preac can be set to the values ​​detected by the power sensors. As described above, the main ECU 38 communicates with the drive ECU 24 via the communication port. The main ECU 38 also communicates with the navigation device 60 via the communication port.

[0031] The navigation device 60 includes a main body 61 with a built-in control unit, a GPS antenna 62, and a display 63. The control unit of the main body 61 includes a storage medium (e.g., a hard disk, SSD), input / output ports, and a communication port. The storage medium stores map information and other information. Map information includes service information (e.g., tourist information, parking lots, service areas (SAs), charging facilities, etc.), and road information for each driving section (e.g., between traffic lights and intersections). Road information includes distance information, width information, number of lanes, regional information (urban, suburban), category information (general roads, dedicated roads, expressways), slope information, legal speed limits, and the number of traffic lights. The GPS antenna 62 receives information related to the vehicle's current location. The display 63 is a touch-panel display that displays various information, including map information, information related to the vehicle's current location, and information related to the planned driving route to the destination. The user can also input various instructions. When a user sets a destination by operating the display 63, the main body 61 of the navigation device 60 sets a planned driving route from the current location of the vehicle to the destination based on map information, the current location of the vehicle, and the destination. The main body 61 of the navigation device 60 then displays the set planned driving route on the display 63 to provide route guidance.

[0032] In the battery-electric vehicle 20 of the embodiment configured in this manner, the vehicle travels under cooperative control of the main ECU 38 , the drive ECU 24 , and the like.

[0033] Next, the operation of the battery-electric vehicle 20 according to the embodiment, particularly the operation when the planned travel route is set by the navigation device 60, will be described. Figure 2 This is a flowchart showing an example of a route setting routine executed by the main body 61 of the navigation device 60. This routine is executed when the user operates the display 63 to set a destination.

[0034] When executing this routine, the main body 61 searches for a first route, a driving route from the current position of the vehicle to the destination that does not pass through a charging facility, based on map information, the current position of the vehicle, and the destination (S100). Next, the energy consumption E consumed while traveling on the first route is calculated using the following equations (1) and (2) (S110). In equation (1), "P" is the sum of the driving resistance and potential energy in each driving interval when the first route is divided into multiple driving intervals. The power usage Phoki, Pac, and BAT_Preac are values ​​input from the main ECU 38. In equation (2), "Vn", "L", and "d" are the average vehicle speed, average distance, and average gradient in each driving interval, which are pre-stored in the storage medium of the control unit of the main body 61. "M" is the vehicle weight, which is included in the vehicle specifications stored in the microcomputer of the main ECU 38 and is input to the main body 61 of the navigation device 60 via communication. "g" is the acceleration due to gravity, which is pre-stored in the storage medium of the control unit of the main body 61. “η” represents the efficiency in each travel section, and is set to a value greater than 0 when the motor 22 is driving in a power running mode, and is set to a value less than 0 when the motor 22 is driving in a regenerative mode.

[0035]

[0036]

[0037] Next, the main body 61 receives the current state of charge (SOC) of the high-voltage battery 26 from the main ECU 38 ( S120 ). The main body 61 then calculates usable energy (Eb), which is the maximum amount of electric power available in the high-voltage battery 26 ( S130 ). The usable energy (Eb) is calculated by multiplying the state of charge (SOC) by a conversion factor K to convert the state of charge (SOC) into electric power. The conversion factor K, which is a factor used to convert the state of charge (SOC) of the high-voltage battery 26 into electric power, is received via communication as a predetermined value stored in the main ECU 38.

[0038] Next, the main body 61 determines whether the consumed energy E exceeds the usable energy Eb (S140). If the consumed energy E does not exceed the usable energy Eb, the main body 61 determines that the destination can be reached using the current state of charge (SOC) of the high-voltage battery 26. The main body 61 sets the first route found in S100 as the planned driving route (S150), terminating the routine. When setting the planned driving route, the main body 61 displays the set planned driving route (here, the first route) on the display 63 to provide route guidance.

[0039] If the consumed energy E exceeds the usable energy Eb in S140, the destination cannot be reached using the current charge rate SOC of the high-voltage battery 26. Therefore, the main body 61 determines that it is best to charge the high-voltage battery 26 at a charging facility before proceeding to the destination. The main body 61 then searches for all charging facilities within the reach of the battery-electric vehicle 20 (S160). The main body 61 then sets the first facility, which is the longest distance from the current location among the charging facilities searched in S160, as a transit point (S170). The main body 61 then searches for a second route from the vehicle's current location to the destination via the transit point (S180).

[0040] When the second route is found, a determination is made as to whether the route is located along a dedicated road (S190) and whether the route is located along the opposite lane (S200). On dedicated roads, the driving lane from the current location to the route is often separated from the opposite lane by a central divider. If the charging facility designated as the route is located along the opposite lane, a U-turn is often required to travel from the driving lane to the route. Therefore, S190 and S200 determine whether a U-turn is required to travel from the current location to the charging facility designated as the route. Here, a "U-turn" refers to the act of changing direction to the opposite direction of travel.

[0041] Sometimes the via point in S190 is not located along a dedicated road for automobiles, and sometimes, even if the via point is located along a dedicated road for automobiles in S190, it is not located along the opposite lane in S200. In this case, it is determined that a U-turn is not necessary to reach the via point from the current location, and the second route searched in S180 is set as the planned driving route (S230), terminating the routine. Currently, since the first facility is set as the via point, the planned driving route is the route to the destination via the first facility. The navigation device 60 provides route guidance by displaying it on the display 63. This allows charging of the high-voltage battery 26 at the first facility. Since the first facility is the charging facility with the longest driving distance from the current location among the charging facilities searched in S160, an increase in the number of charging times required to reach the destination can be suppressed.

[0042] If the transit point is along a dedicated road and in the opposite lane in S190 or S200, the main body 61 determines that a U-turn is necessary to reach the transit point from the current location. Next, it determines whether a U-turn to the opposite lane is required via an interchange (hereinafter referred to as "IC") (S210). Here, an "IC" refers to a facility connecting multiple roads. When making a U-turn to the opposite lane via an IC, the vehicle often pays a temporary fee to turn to the opposite lane and then proceed to the transit point. This fee is not required if the transit point is not being used, and can therefore be considered an unnecessary payment. Therefore, the process of S210 serves to determine whether an unnecessary payment of a fee is incurred in connection with the U-turn.

[0043] If the vehicle does not pass through the IC during the U-turn in S210, the main body 61 determines that no toll associated with the U-turn has been paid, sets the searched second route as the planned driving route (S230), and terminates this routine. When setting the planned driving route, the main body 61 displays the set planned driving route, i.e., the route to the destination via the first facility, on the display 63 to provide route guidance.

[0044] If the vehicle passes through an IC during a U-turn in S210, the main body 61 determines that a toll associated with the U-turn is required. The main body 61 then sets the second charging facility, which is the second longest charging facility from the current location among the charging facilities searched for in S160, as a via point (S220). The process then returns to S180 and searches for a second route from the vehicle's current location to the destination via the via point set in S220 (in this case, the second facility) (S180). If the second facility is not located along a dedicated road in S190, is not located along the opposite lane in S200, or does not pass through an IC during a U-turn in S210, the second route via the second facility is set as the planned route (S230), and the routine ends. When setting the planned route, the main body 61 displays the planned route, i.e., the route to the destination via the second facility, on the display 63 to provide route guidance.

[0045] If the second route is a travel route that passes through a second facility, the vehicle 61 proceeds to S220 if the second facility is located on a dedicated road in S190, is located in the opposite lane in S200, and makes a U-turn by passing through the IC in S210 to pass through the second facility. The vehicle 61 then sets the charging facility that is the second closest to the current location (the third furthest from the current location) as the route. The vehicle 61 then repeats S180 through S220 until it determines in S190 that the route is not on a dedicated road, or is not located in the opposite lane in S200, or determines in S210 that the vehicle has made a U-turn without passing through the IC. Then, when the main body 61 determines in S190 that the route is not along a dedicated road for automobiles, or determines in S200 that it is not along an opposite lane, or determines in S210 that the vehicle is turning around without passing through the IC, the second route passing through the set route is set as the planned driving route (S230), and this routine ends.

[0046] Figure 3 This is an explanatory diagram showing an example of a driving route when the first facility is set as a via point. Sometimes the first facility is located within SA70a in the opposite lane of a dedicated road for automobiles. In this case, as shown in the figure, in order to pass through the charging facility, the planned driving route becomes the following: turning around through IC72a, charging the high-voltage battery 26 of the battery electric vehicle 20 through SA70a, then turning around through IC72b on the opposite lane in the direction opposite to the destination, returning to the original lane and heading towards the destination. This route significantly increases the distance traveled by the battery electric vehicle 20 compared to a route that travels from the current position to the destination without passing through the via point. In addition, a fee must be paid when passing through IC72a, incurring unnecessary expenses.

[0047] Figure 4 : is an explanatory diagram showing an example of a driving route when the second facility is set as a via point. In this embodiment, when the first facility set in SA70a is located along a dedicated road for automobiles and along the opposite lane, and a U-turn is required through IC, Figure 4 As shown, the second facility within SA70b is set as a stopover point. This allows the planned driving route to be set so that the battery-electric vehicle 20's driving distance does not significantly increase compared to a route traveling from the current location to the destination without passing through the stopover point. Furthermore, the increase in the driving distance from the current location to the charging facility (the second facility) can be suppressed. Furthermore, since a U-turn through IC72a is not required, an increase in fares can be suppressed.

[0048] According to the battery-electric vehicle 20 of the present embodiment described above, when a U-turn is not required between the current location and the first facility, the first facility is set as the via-point. When a U-turn is required between the current location and the first facility, the second facility is set as the via-point. The first facility is the charging facility with the longest driving distance from the current location within the cruising range of the battery-electric vehicle 20, and the second facility is the charging facility with the second shortest driving distance from the current location after the first facility. This can suppress the increase in the driving distance from the current location to the charging facility.

[0049] Furthermore, if a U-turn is required to travel from the current location to the first facility, the first facility is set as the stopover point if the U-turn does not involve passing through an IC, and the second facility is set as the stopover point if the U-turn involves passing through an IC. This can help reduce the increase in travel distance and unnecessary tolls.

[0050] Furthermore, when the destination can be reached with the current charge ratio SOC of the high-voltage battery 26 , the planned travel route is set as a route from the current position to the destination without passing through the first and second facilities, thereby suppressing an increase in travel distance.

[0051] In the above embodiment, in S160, the first facility is set as the charging facility with the longest driving distance from the current location within the cruising range of the battery-electric vehicle 20. However, the first facility may also be set as the charging facility with the longest straight-line distance from the current location within the cruising range of the battery-electric vehicle 20.

[0052] In the above embodiment, whether or not the vehicle has made a U-turn by passing through an IC is determined in S210. However, whether or not the vehicle has made a U-turn by passing through a toll booth may be determined instead of the IC.

[0053] In the above embodiment, S210 determines whether a U-turn is made by passing through the IC. However, S210 may not be executed. In this case, if the route is located along a dedicated road and in the opposite lane in S190 and S200, S220 can be executed to set the charging facility with the next longest travel distance as the route.

[0054] In the above-described embodiment, the battery-electric vehicle 20 is equipped with the high-voltage battery 26 as the power storage device. However, the installed power storage device may be a capacitor or the like.

[0055] In the above embodiment, the navigation device 60 is shown as being mounted on the battery-electric vehicle 20. However, the navigation device 60 may be used in the battery-electric vehicle 20. The navigation device 60 may not be mounted on the battery-electric vehicle 20 but may communicate with the battery-electric vehicle 20 via a communication device.

[0056] The following describes the correspondence between the main elements of the embodiment and the main elements of the invention described in the "Summary of the Invention" column. In the embodiment, the motor 22 corresponds to the "motor," and the high-voltage battery 26 corresponds to the "power storage device." In the embodiment, the battery-electric vehicle 20 corresponds to the "battery-electric vehicle," and the navigation device 60 corresponds to the "navigation device."

[0057] It should be noted that the correspondence between the main elements of the embodiment and the main elements of the invention described in the Summary of the Invention column is intended to specifically illustrate an example of how the embodiment can be used to implement the invention described in the Summary of the Invention column, and therefore does not limit the elements of the invention described in the Summary of the Invention column. In other words, the invention described in the Summary of the Invention column should be interpreted based on the description in that column, and the embodiment is merely a specific example of the invention described in the Summary of the Invention column.

[0058] While the embodiments for implementing the present disclosure have been described above, the present disclosure is not limited to such embodiments at all and can, of course, be implemented in various forms within the scope not departing from the gist of the present disclosure.

[0059] The present disclosure can be used in the manufacturing industry of navigation devices, the manufacturing industry of battery-electric vehicles 20 , and the like.

Claims

1. A navigation device for a battery-electric vehicle comprising a motor for driving and a power storage device for exchanging power with the motor, wherein the navigation device generates a planned driving route from a current position via an intermediate point to a destination, wherein: When a U-turn is not required before going from the current position to the first facility, the first facility is set as the via point; when a U-turn is required before going from the current position to the first facility, the second facility is set as the via point; the first facility is the charging facility with the longest straight-line distance from the current position or the longest driving distance from the current position within the range of the battery electric vehicle; the second facility is the charging facility with the second longest straight-line distance from the current position or the longest driving distance from the current position after the first facility.

2. The navigation device according to claim 1, wherein: In the case where a U-turn is required before reaching the first facility from the current position, when the U-turn does not pass through an interchange or a toll booth, the first facility is set as the via point, and when the U-turn passes through the interchange or the toll booth, the second facility is set as the via point.

3. The navigation device according to claim 1 or 2, wherein: When the destination can be reached using the current stored amount of the power storage device, the planned travel route is set as a route from the current position to the destination without passing through the first facility or the second facility.

4. A battery electric vehicle, wherein: The battery electric vehicle has: The navigation device according to claim 1; the motor; and the power storage device.

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