Notification system for electric vehicle

Abstract

In a notification system for an electric vehicle that travels on the basis of power acquired from a secondary battery, a charging facility determination unit determines, during travel of the electric vehicle, whether or not a charging facility has entered a predetermined determination range defined with reference to the current position of the electric vehicle. The notification control unit estimates a possibility of undercharging of a battery of the electric vehicle indicating a possibility of undercharging of a secondary battery of the electric vehicle. The notification control unit, in response to a determination that the charging facility has entered the predetermined determination range, performs a notification based on a possibility of insufficient battery charging of the electric vehicle.

Description

[0001] Cross-references to related applications This application is based on and claims priority to Japanese Patent Application No. 2024-194467, filed on November 6, 2024, the disclosure of which is incorporated herein by reference. Technical Field

[0002] This disclosure relates to a notification system for electric vehicles. Background Technology

[0003] Japanese Patent Application Publication No. 2016-118403 discloses a battery depletion warning system for electric vehicles.

[0004] The battery depletion warning system obtains the electrical energy required for the electric vehicle to travel from its current location to its destination. The system then compares the ratio of required energy to remaining battery capacity against multiple thresholds to assess the likelihood of battery depletion at several progressive levels. The system issues warnings using a pattern corresponding to the assessment level. As used herein, the term "battery depleted or undercharged" for an electric vehicle refers to a state where the secondary battery installed in the electric vehicle is insufficient to provide the required power. Summary of the Invention

[0005] For long-distance travel of electric vehicles, the use of charging facilities is essential to avoid insufficient battery charging. However, the system disclosed in the aforementioned patent document does not take into account the location of charging facilities. This could lead to electric vehicles overlooking charging facilities during their journey, thus passing by them. After careful consideration, the inventors have identified this problem.

[0006] In view of the above problems, this disclosure aims to provide a notification system that can appropriately notify information related to insufficient battery charging when an electric vehicle approaches a charging facility, thereby preventing the electric vehicle from unintentionally passing by the charging facility.

[0007] One exemplary aspect of this disclosure provides a notification system for an electric vehicle that operates based on power obtained from a secondary battery. The system includes a charging facility determination unit configured to determine, during vehicle operation, whether a charging facility has entered a predetermined determination range defined based on the current location of the electric vehicle. The system also includes a notification control unit configured to estimate the probability of insufficient battery charging for the electric vehicle, representing the likelihood that the secondary battery of the electric vehicle is low on charge, and to execute a notification based on the probability of insufficient battery charging in response to the determination that a charging facility has entered the predetermined determination range.

[0008] According to the above-described exemplary aspect of the notification system, this configuration enables occupants to be aware not only of the fact that the electric vehicle is approaching the charging facility, but also of the possibility that the electric vehicle's battery may be undercharged, through a notification based on the possibility of insufficient battery charging. Therefore, according to the above-described exemplary aspect of the notification system, a notification aimed at preventing insufficient battery charging can be appropriately provided when the electric vehicle approaches the charging facility, thereby preventing the electric vehicle from passing the charging facility due to driver negligence.

[0009] Throughout this disclosure, the use of parenthesized reference numerals for various elements is provided merely as an example of the correspondence between the elements and the specific structures in the embodiments described below. Therefore, this disclosure is not limited to the use of such reference numerals. Attached Figure Description

[0010] Other aspects of this disclosure will become apparent from the following description of embodiments, with reference to the accompanying drawings, wherein: Figure 1 This is a schematic side view of a vehicle to which the notification system of the first embodiment of the present disclosure is applied.

[0011] Figure 2 It is shown schematically in Figure 1 A block diagram showing typical components installed in a vehicle and typical components of a cloud communicatively connected to the vehicle.

[0012] Figure 3 This is a flowchart schematically illustrating a control routine for formulating a driving plan for a vehicle, including a planned driving path for the vehicle according to the first embodiment.

[0013] Figure 4 It is a two-dimensional schematic diagram showing the planned driving route, roads, charging facilities where the vehicle can be charged, and the vehicle's current location.

[0014] Figure 5 This is a flowchart illustrating a notification control routine to be executed by the notification system.

[0015] Figure 6 This is a schematic diagram illustrating the functional components included in the notification system according to the first embodiment.

[0016] Figure 7 This is a flowchart schematically illustrating the reselection subroutine to be executed in step S209 of the notification control routine.

[0017] The reselection unit 15 is programmed to perform a reselection operation in step S209 to reselect a new charging facility, and its detailed operation is shown as follows: Figure 7 The reselection subroutine is shown.

[0018] Figure 8 This schematically illustrates the installation according to a second embodiment of the present disclosure. Figure 1 The typical components of the vehicle shown are compared with those of the typical components of the cloud that can communicatively connect to the vehicle. Figure 2 The corresponding block diagram. Detailed Implementation

[0019] Hereinafter, exemplary embodiments of the present disclosure will be described with reference to the accompanying drawings. In the following exemplary embodiments, substantially the same or equivalent components are denoted by the same reference numerals, and repeated descriptions are omitted.

[0020] First Embodiment Reference Figure 1 and Figure 2 The notification system 10 according to the first embodiment is an in-vehicle notification system that can be applied to a vehicle 30, such as an electric vehicle. The electric vehicle 30 according to the first embodiment can also be called a battery electric vehicle (BEV). The vehicle (BEV) 30 includes a high-voltage battery, i.e., a secondary battery 34, and is capable of driving based on the electrical energy obtained from the high-voltage battery 34.

[0021] Specifically, the notification system 10 is configured to send a predetermined notification to the passenger compartment 30a of the vehicle 30 when the vehicle 30 approaches the designated charging facility CG, indicating that the vehicle 30 plans to stop at the designated charging facility CG to charge the high-voltage battery 34. That is, the notification system 10 is configured to send a predetermined notification to the occupant 80, such as the driver of the vehicle 30, when the vehicle 30 approaches the designated charging facility CG.

[0022] As a hardware component, the notification system 10 includes an onboard computer 32, a communication device 33, a manager 51, and a cloud computer 52. The onboard computer 32, located in the vehicle 30, is connected to the communication device 33 to communicate with each other. The manager 51 is connected to the cloud computer 52, located in a cloud 50, i.e., a cloud server, to communicate with each other; the cloud 50 is installed externally to the vehicle 30.

[0023] Cloud 50, or cloud server, refers to an external information processing environment that can be communicatively connected to vehicle 30, for example, via a wireless network NW. Cloud 50 can be implemented as a physical server, a group of servers, a virtualization environment, or any combination thereof, provided that the functions described herein are implemented.

[0024] The communication device 33 of the vehicle 30 is connected to enable wireless communication with the cloud 50 and is configured to perform the transmission and / or reception of information between the cloud 50 and each device included in the vehicle 30.

[0025] Specifically, the communication device 33 of vehicle 30 and the manager 51 of cloud 50 are connected to enable them to communicate with each other via wireless network NW. Wireless network NW includes, for example, 4G or 5G wireless communication lines and the Internet.

[0026] The vehicle-mounted computer 32, the manager 51, and the cloud computer 52 are each configured as microcomputers, which are equipped with CPUs 32a, 51a, and 52a and memories 32b, 51b, and 52b, including, for example, RAM, ROM, and non-volatile rewritable memory.

[0027] Each of the onboard computer 32, the manager 51, and the cloud computer 52 reads and executes a computer program, i.e., computer program instructions, stored in a corresponding ROM or non-volatile rewritable memory. Each of the ROM and non-volatile rewritable memory serves as a non-transient tangible storage medium. Executing the computer program enables the execution of the methods corresponding to the computer program.

[0028] That is, each of the onboard computer 32, the manager 51, and the cloud computer 52 performs various control processes according to the corresponding computer program.

[0029] Each of the onboard computer 32, the manager 51, and the cloud computer 52 can independently perform control processing. Additionally, because the onboard computer 32, the manager 51, and the cloud computer 52 can communicate with each other, they can collaborate to execute a control process as if they were a single computer.

[0030] like Figure 2 As shown, in addition to the onboard computer 32 and communication device 33 described above, the vehicle 30 according to the first embodiment also includes a high-voltage battery 34, an electric motor 35, a drive inverter 36, a refrigeration cycle system 37, an electric compressor 38, a water circuit system 39, and an electric heater 40. Additionally, the vehicle 30 includes an additional load inverter 42, an auxiliary DC-DC converter 43, a charger 44, and an HMI (human-machine interface) 45.

[0031] The high-voltage battery 34 is a rechargeable secondary battery and is composed of, for example, a lithium-ion battery, a nickel-metal hydride battery, or a nickel-metal hydride battery. The high-voltage battery 34 serves as a vehicle power source, supplying current to each electrical device installed in the vehicle 30, including the drive inverter 36.

[0032] The electric motor 35 is a traction motor that drives the drive wheels of the vehicle 30 to rotate. Specifically, the electric motor 35 is configured to receive power supplied from the drive inverter 36 to correspondingly rotate the drive wheels of the vehicle 30, thereby propelling the vehicle 30. The drive inverter 36 is configured to convert direct current from the high-voltage battery 34 into alternating current and supply the converted alternating current to the electric motor 35, thereby causing the electric motor 35 to rotate.

[0033] The refrigeration cycle system 37 includes, for example, multiple heat exchangers, an expansion valve, and a flow path switching valve. The refrigeration cycle system 37 and the electric compressor 38 constitute a refrigeration cycle loop for refrigerant circulation. In the refrigeration cycle loop, the circulation of refrigerant enables the execution of a vapor compression refrigeration cycle. By executing the refrigeration cycle, temperature regulation of the high-voltage battery 34, the electric motor 35, and the drive inverter 36, as well as air conditioning of the passenger compartment 30a, can be performed.

[0034] The electric compressor 38 is configured to operate based on electricity supplied from the high-voltage battery 34 to draw in refrigerant in the refrigeration cycle loop, compress the refrigerant, and then discharge the compressed refrigerant. That is, based on the operation of the electric compressor 38, the refrigerant circulates in the refrigeration cycle loop, and the circulation of the refrigerant enables the transfer of heat from one of the multiple heat exchangers to another.

[0035] The water circuit system 39 includes a pump and one or more heat exchangers, which together form a water circuit for circulating a liquid medium such as cooling water. For example, at least one heat exchanger, positioned across both the water circuit and the refrigeration cycle circuit, allows heat exchange between the liquid medium in the water circuit and the refrigerant in the refrigeration cycle circuit. That is, the water circuit cooperates with the refrigeration cycle circuit to perform (i) temperature regulation of each thermal management target device connected to the water circuit, such as the high-voltage battery 34, the electric motor 35, and the drive inverter 36; and (ii) air conditioning in the vehicle compartment 30a.

[0036] An electric heater 40 is disposed, for example, in a vehicle air conditioning unit and is configured to generate heat based on electricity supplied from a high-voltage battery 34. Specifically, the electric heater 40 is configured to heat the air blown from the vehicle air conditioning unit into the vehicle compartment 30a within the vehicle air conditioning unit.

[0037] The load inverter 42 is an inverter used to supply power to one or more electrical loads that can be installed on the vehicle 30, i.e., the electrical loads installed.

[0038] The load inverter 42 is configured to convert the voltage across the high-voltage battery 34 (i.e., the high voltage) into a voltage suitable for one or more loads, and to supply power to one or more loads based on the converted voltage. For example, one or more loads may include household appliances, such as a portable refrigerator connected to an AC 100V outlet in the vehicle 30.

[0039] The auxiliary DC-DC converter 43 is configured to convert high-voltage power, i.e., the high voltage across the terminals of the high-voltage battery 34, into low-voltage power with a predetermined low voltage, such as DC 12V or DC 48V. The auxiliary DC-DC converter 43 is configured to supply the converted low-voltage power to each of the multiple auxiliary devices that are general electrical loads of the vehicle 30.

[0040] The charger 44 includes a charging socket and circuitry for controlling the power supply, into which a charging plug for supplying power from outside the vehicle 30 can be inserted. The charger 44 is configured to regulate the voltage of the power supplied from outside the vehicle 30 and then supply the regulated power to the high-voltage battery 34. This allows the high-voltage battery 34 to be charged.

[0041] The high-voltage battery 34, electric motor 35, drive inverter 36, refrigeration cycle system 37, electric compressor 38, water circuit system 39, electric heater 40, load inverter 42, auxiliary DC-DC converter 43 and charger 44, as described above, are electrically connected to the vehicle computer 32.

[0042] The on-board computer 32 is configured to output a control signal indicating the final command value to the controlled device, while preventing the battery of the vehicle 30 from being undercharged.

[0043] The HMI unit 45 consists of an interface unit 45a and a controller 45b, and has input functions for receiving various data items from the occupant 80 as a user via the interface unit 45a, and output functions for providing various information to the occupant 80 via the interface unit 45a. An example of the HMI unit 45 includes a touch panel display as the interface unit 45a, which has display functions as both output and input functions, and is installed on the dashboard in the passenger compartment 30a.

[0044] Examples of input information from occupant 80 via interface unit 45a of HMI unit 45 include the destination for the driving plan formulated by cloud computer 52, which will be described later, and requests from occupant 80 related to the driving plan. Examples of requests from occupant 80 include the expected value of the remaining energy of high-voltage battery 34 when vehicle 30 arrives at the destination, or the expected level of the remaining energy of high-voltage battery 34, such as low, medium, or high.

[0045] Examples of output information output to occupant 80 via interface unit 45a of HMI unit 45 include information indicating a recommended driving route in the driving plan. Additionally, examples of output information output to occupant 80 via interface unit 45a of HMI unit 45 include information on charging facilities CG that can be utilized in the driving plan (see...). Figure 4 The corresponding position of ) and the speed sequence of vehicle 30 to be used in the driving plan.

[0046] Information to be supplied to the onboard computer 32, but not to the occupant 80, is transmitted from the cloud 50 to the vehicle 30 for reception by the onboard computer 32. Examples of information to be supplied to the onboard computer 32 include a target temperature for controlling the temperature of the high-voltage battery 34 in preparation for charging. The remaining energy of the high-voltage battery 34 will also be simply referred to as the charging level or remaining charge level. The charging facility CG will also be referred to as a charging station. The high-voltage battery 34 can be charged from each charging facility CG. Figure 2 The charger 44 shown is used for charging.

[0047] The vehicle 30 also includes an information acquisition unit 90. The information acquisition unit 90 is connected to the onboard computer 32 and the communication device 33, and is configured to acquire vehicle status information, such as vehicle speed, current vehicle location, or battery status, from at least one of various sensors (VS), navigation device (ND), GPS (Global Positioning System), or API services (APIs) set in the cloud 50. API is an abbreviation for "Application Programming Interface".

[0048] The manager 51 of the cloud 50 is used to aggregate information sent and received between (i) the communication device 33 of the vehicle 30, (ii) the API service 53 set in the cloud 50 and (iii) the cloud computer 52.

[0049] The cloud computer 52 is configured to receive various information, including information input from the HMI unit 45 via the manager 51, and to calculate, for example, a driving plan related to the energy consumption of the vehicle 30 to travel to the destination requested by the occupant 80, based on the occupant's purpose. If calculating the driving plan requires information about the vehicle 30, that information is appropriately transmitted from the vehicle 30 to the cloud 50. For example, information can be input from the HMI unit 45 to the cloud 50 as described above.

[0050] Examples of information about vehicle 30 include various information items that indicate (i) the current level of remaining energy of high-voltage battery 34, (ii) the temperature value of high-voltage battery 33, and (iii) the current position Pa of vehicle 30.

[0051] The driving plan calculated and completed by the cloud computer 52 is sent to the communication device 33 of the vehicle 30 via the manager 51 and the wireless network NW. When the functions related to the calculation of the driving plan are distributed among multiple computers, the manager 51 also has the function of integrated control of multiple computers.

[0052] API service 53 is implemented, for example, in a server within cloud 50. When an API service is defined in cloud 50, one of its functions is to serve as a mechanism that allows hardware / software components within cloud 50 to communicate with (i) other internal cloud components and (ii) external hardware / software components through a predefined set of definitions and protocols.

[0053] Specifically, the cloud computer 52 and the manager 51 of the cloud 52 are configured collaboratively to... Figure 3 The flowchart shown is used to formulate a driving plan for vehicle 30. Cloud computer 52 is programmed to initiate operation in response to manual input from the occupant via HMI unit 45. Figure 3 The control routine is shown in the flowchart. The driving plan is the driving plan of vehicle 30 determined before vehicle 30 actually drives. The driving plan consists of several information items, such as: (i) the planned driving path Lr recommended in the driving plan (see... Figure 4 (ii) Selecting at least one charging facility CG for parking during the planned driving route Lr; (iii) The change of the target speed of vehicle 30 during the driving of vehicle 30; and (iv) The change of the target temperature of each on-board device.

[0054] When the control routine begins, in step S101, the cloud computer 52 receives information input via the occupant information input operation through the HMI unit 45. Here, the occupant 80's information input operation refers to the occupant 80 inputting information to the controller 45b of the HMI unit 45 through the interface unit 45a of the HMI unit 45, and the cloud computer 52 is configured to formulate a driving plan based on this input information. For example, as an information input operation, the occupant 80 inputs the destination of the driving plan through the interface unit 45a of the HMI unit 45.

[0055] In addition, the occupant 80 can also input the following through the interface unit 45a of the HMI unit 45: (i) the expected value or expected level of the remaining energy of the high-voltage battery 34 when the vehicle 30 arrives at the destination; (ii) whether the use of toll roads is permitted or prohibited in the driving plan; and (iii) preference information indicating the occupant 80's preferences.

[0056] Examples of preference information include information about adjusting the intensity of air conditioning in the carriage 30a and / or information indicating whether travel time or energy efficiency is prioritized in the travel plan.

[0057] Various methods for occupants to perform input operations via the interface unit 45a of the HMI unit 45 include, for example, operations by the occupant on one or more visual switches and / or one or more expandable visual bars displayed on the touchscreen of the touchscreen of the touchscreen display when a touch panel display is provided as the interface unit 45a. Input information input to the controller 45b of the HMI unit 45 is transmitted from the controller 45b to the cloud computer 52 via the communication device 33 and the wireless network NW.

[0058] exist Figure 3 After the operation in step S101, the control routine proceeds to step S102.

[0059] In step S102, the cloud computer 52 obtains basic information about the driving plan, which determines (i) for example Figure 4 The driving plan for the vehicle 30 includes: (ii) the planned driving path Lr; (iii) the sequence of target vehicle speeds during the driving of the vehicle 30; and (iv) the sequence of target temperatures for each on-board device. Examples of the basic driving plan information include information about the destination input in step S101, and external information including (i) information indicating the ambient temperature around the vehicle 30 and (ii) information indicating traffic congestion around the vehicle 30. Examples of the basic driving plan information include at least one of vehicle information indicating the condition of the vehicle 30, such as vehicle speed information indicating the speed of the vehicle 30, and battery information indicating the current state of the high-voltage battery 34 (e.g., SOC and temperature).

[0060] In step S102, the cloud computer 52 obtains external information, for example, from the API service 53.

[0061] In addition to planning the driving route Lr, Figure 4 The road RD around vehicle 30, the charging facility CG that vehicle 30 can charge, the current position Pa of vehicle 30 (i.e., the current position Pa of vehicle) and the driving direction Df of vehicle 30 (i.e., the driving direction Df of vehicle) are also shown.

[0062] exist Figure 3 After the operation in step S102, the control routine proceeds to step S103.

[0063] In step S103, cloud computer 52 prepares and determines a driving plan for vehicle 30, including the planned driving path Lr, based on the basic driving plan information obtained in step S102. For example, cloud computer 52 uses, for example, a known optimization algorithm to determine the driving plan. For example, when multiple driving path candidates are provided by existing API service 53, cloud computer 52 selects one driving path candidate from the multiple driving plan candidates and determines the selected driving path candidate as the planned driving path Lr of the driving plan.

[0064] The planned travel route Lr of vehicle 30 from its current location Pa to its destination consists of multiple predetermined road segments.

[0065] In step S103, the cloud computer 52 determines the location of at least one charging facility CG, at which the vehicle 30 can stop along the planned driving path Lr to charge the battery.

[0066] Additionally, in step S103, the cloud computer 52 determines various parameters, including, for example: (i) the amount of charging energy at at least one charging facility CG; (ii) a sequence of target speed values ​​for the vehicle 30 at each segment of the planned driving path Lr; and (iii) a sequence of target temperature values ​​for each on-board device at the corresponding segment of the planned driving path Lr. Evaluation functions are defined for each parameter such that a higher evaluation corresponds to a larger value, and various parameters are determined to maximize the value of the evaluation functions. Examples of evaluation functions include those defined as increasing with improvements in driving time, energy efficiency, remaining energy of the high-voltage battery 34, and / or the risk of undercharging.

[0067] exist Figure 3 After the operation in step S103, the control routine proceeds to step S104.

[0068] In step S104, the cloud computer 52 sends the driving plan determined in step S103 to the manager 51, which then sends the driving plan to the vehicle 30 via the wireless network NW.

[0069] In addition to the planned driving path Lr, the driving plan includes, for example: (i) the location of at least one charging facility CG where the vehicle 30 can stop along the planned driving path Lr for battery charging; (ii) the amount of charging energy at the at least one charging facility CG; (iii) a sequence of target speeds for the vehicle 30 at various segments of the planned driving path Lr; and (iv) a sequence of target temperatures for each on-board unit. Additionally, in addition to the parameters described above, the driving plan includes a set of target parameters related to energy at various segments and points along the planned driving path Lr.

[0070] exist Figure 3 After the operation in step S104, the control routine proceeds to step S105.

[0071] In step S105, the manager 51 instructs the onboard computer 32 and the HMI unit 45 to perform control according to the driving plan. For example, this enables the HMI unit 45 to present information based on the driving plan to the occupant 80, who is acting as the driver, such as the planned driving path Lr and the target speed in the current road segment corresponding to the current position Pa of the vehicle 30. Furthermore, this enables the onboard computer 32 to control selected onboard equipment according to the driving plan in response to instructions from the manager 51.

[0072] When vehicle 30 starts driving according to the driving plan, the notification system 10 of the first embodiment begins to... Figure 5 The flowchart shown illustrates the notification control routine. To execute... Figure 5 The notification control routine shown is as follows: Figure 6 As shown, the notification system 10 functionally includes a charging facility determination unit 12, a battery insufficiency estimation unit 13, a notification unit 14, a reselection unit 15, and a storage unit 16. According to the first embodiment, the charging facility determination unit 12, the battery insufficiency estimation unit 13, the notification unit 14, the reselection unit 15, and the storage unit 16 are included in the manager 51 of the cloud 50 within the notification system 10.

[0073] Figure 5 The notification control routine shown is programmed to respond to occupant 80 according to Figure 3 The notification is executed under the premise that the driving plan determined in the control routine shown is driving vehicle 30. Therefore, if the occupant 80, i.e., the driver 80, continues to drive vehicle 30, causing vehicle 30 to deviate from the prescribed driving plan... Figure 3 If the driving plan determined in the control routine shown exceeds the predetermined permissible limit, the control routine is programmed to terminate. Driving that deviates from the driving plan and exceeds the predetermined permissible limit includes, for example, the vehicle 30 continuously driving on a driving path different from the planned driving path Lr for at least a predetermined time.

[0074] At the beginning Figure 5 In the notification control routine shown, in step S200, the notification system 10 determines that... Figure 3 Does the driving plan determined in the control routine include any planned charging facility CGx where vehicle 30 is scheduled to stop? If the driving plan does not include any planned charging facility CGx ("No" in step S200), the control routine is notified to be terminated.

[0075] Otherwise, if the driving plan includes at least one planned charging facility CG ("Yes" in step S200), the notification system 10 identifies information about the planned charging facility CG to be used next, which will be referred to as CGx, in step S201. That is, during the driving plan formulation or in the operation of step S209 described later, from such Figure 4 The planned charging facility CGx is pre-selected among the charging facilities CG located along the planned driving path Lr. As described above, the driving path Lr is pre-determined in the driving plan. For example, the planned charging facility CGx can be updated in the driving plan to reflect the completion of charging at the planned charging facility CGx.

[0076] Information about the planned charging facility CGx includes, for example, its location, charging capacity, and the type of adjacent road indicating whether the road connecting to the planned charging facility CGx is a toll road or a regular road. Information about the planned charging facility CGx may also include its usage and reservation status. Roads connecting to the planned charging facility CGx refer to roads adjacent to the planned charging facility CGx.

[0077] After the operation in step S201, the control routine is notified to proceed to step S202.

[0078] It is important to note that Figure 5 The various information required in each step of the control process is appropriately obtained, for example, from the information acquisition unit 90 and the communication unit 33, namely various sensors VS, the navigation device ND of the vehicle 30, the API service 53 of the cloud 50, GPS, or other available sources including the previously described input information.

[0079] Next, in step S202, the charging facility determination unit 12 of the notification system 10 determines whether the planned charging facility CGx has entered the predetermined determination range Rj, i.e. whether it has entered the predetermined determination area Rj, when the vehicle 30 is driving.

[0080] For example, such as Figure 4 As shown, the determination range Rj is defined as having: a predetermined shape, such as a circle or a polygon; and a predetermined area relative to the current position Pa of the vehicle 30. The positional relationship between the determination range Rj and the planned charging facility CGx enables it to determine whether the vehicle 30 has approached the planned charging facility CGx. For example, the determination range Rj is formed to extend forward from the current position Pa of the vehicle 30 along the driving direction Df.

[0081] The determination range Rj can be a fixed range or a variable range determined based on information used as various parameters. For example, the charging facility determination unit 12 is configured to determine the determination range Rj based on (i) information about the current position Pa of the vehicle 30, (ii) information about the location of the planned charging facility CGx, (iii) vehicle information as described above, (iv) environmental information around the vehicle 30, (v) environmental information around the planned charging facility CGx, and (vi) time information. Then, the charging facility determination unit 12 is configured to determine whether the planned charging facility CGx has entered the determination range Rj while the vehicle 30 is in motion.

[0082] Information about the vehicle's current location Pa can be obtained from the information acquisition unit 90, for example, from at least one of GPS, the vehicle 30's navigation device ND, and various sensors VS of the vehicle 30. Location information about the planned charging facility CGx can be obtained from the vehicle 30's navigation device ND. Vehicle information is information indicating the condition of the vehicle 30 and may include at least one of, for example, vehicle speed information indicating the speed of the vehicle 30 and battery information indicating the current state (e.g., SOC and temperature) of the high-voltage battery 34, which can be obtained from the vehicle 30's sensors VS.

[0083] The environmental information surrounding vehicle 30 is information indicating the conditions around vehicle 30, and may include at least one of traffic congestion information around vehicle 30 and signal information related to traffic signals around vehicle 30, which can be obtained from the vehicle 30's sensor VS. The environmental information regarding the planned charging facility CGx is information indicating the conditions around the planned charging facility CGx, and may include at least one of traffic congestion information around the planned charging facility CGx and signal information related to traffic signals around the planned charging facility CGx, which can be obtained from the vehicle 30's sensor VS.

[0084] The time information is information indicating the time related to the travel of vehicle 30, and may include at least one of the current times, which can be obtained from the vehicle 30's sensor VS. The time information may include: a first predicted arrival time at the time when the planned travel path Lr is set, predicting that vehicle 30 will arrive at the planned charging facility CGx; and a second predicted arrival time at the current time, predicting that vehicle 30 will arrive at the planned charging facility CGx.

[0085] For example, the charging facility determination unit 12 may be configured to expand the determination range Rj as the speed of the vehicle 30 increases and / or as the SOC of the high-voltage battery 34 decreases. The charging facility determination unit 12 may be configured to determine whether the estimated arrival time of the planned charging facility CGx is during the day or at night, and expand the determination range Rj in response to the determination that the estimated arrival is at night, because the visibility of the vehicle 30 is lower at night than during the day.

[0086] In response to the determination that the planned charging facility CGx has entered the predetermined determination range Rj ("Yes" in step S202), the control routine is notified to proceed to step S203. Otherwise, if the planned charging facility CGx has not fallen into the predetermined determination range Rj ("No" in step S202), the charging facility determination unit 12 of system 10 is notified to repeat the determination in step S202.

[0087] In step S203, the battery undercharging estimation unit 13 of the notification system 10 estimates the probability of battery undercharging, which represents the probability of undercharging occurring in the high-voltage battery 34 of the vehicle 30. That is, the probability of battery undercharging means the probability of battery undercharging.

[0088] In other words, insufficient battery charging in vehicle 30 means that the power from high-voltage battery 34 becomes insufficient.

[0089] For example, the battery undercharging estimation unit 13 of the notification system 10 estimates the probability of undercharging of the vehicle 30's battery based on (i) the starting location information indicating the starting point of the driving path Lr, (ii) vehicle information, and (iii) the location information of the planned charging facility CGx.

[0090] Specifically, the battery undercharging estimation unit 13 of the notification system 10 compares the estimated arrival time SOC Xsoc, which is the estimated SOC of the high-voltage battery 34 when the vehicle 30 arrives at the planned charging facility CGx, with a predetermined SOC threshold to estimate the probability of the vehicle 30's battery undercharging. That is, the battery undercharging estimation unit 13 uses the estimated arrival time SOC Xsoc as an indicator corresponding to the probability of battery undercharging, and estimates the probability of the vehicle 30's battery undercharging based on the comparison result, such that the smaller the estimated arrival time SOC Xsoc, the higher the probability of the vehicle 30's battery undercharging.

[0091] The battery undercharge estimation unit 13 of the notification system 10, for example during the preparation of the driving plan or in the operation of step S209, pre-calculates the estimated arrival time SOC Xsoc according to the following formula (F1): Xsoc={Pst−(Crn+Cac)} / CPb…… (F1) in: Pst represents the charge level of the high-voltage battery 34 at the starting point of the driving path Lr. CPb represents the charging capacity of high-voltage battery 34, that is, the amount of charge when high-voltage battery 34 is fully charged. Crn represents the estimated electricity consumption of vehicle 30 during the journey from the starting point of the driving path Lr to the estimated target road segment defined by the planned charging facility CGx. Cac represents the estimated power consumption of the air conditioning in the carriage 30a in the target road segment.

[0092] The charge amount Pst at the starting point of the driving path Lr can be obtained from the high-voltage battery 34 of the vehicle 30. Alternatively, the charge amount Pst can be estimated based on past operating data of the vehicle 30, such as driving history including information on charging and power consumption.

[0093] For example, information indicating the charging capacity CPb of the high-voltage battery 34 in Formula F1 above is included in the vehicle information. Since the estimated power consumption Crn and Cac are affected by the driving distance of the vehicle 30, the battery undercharging estimation unit 13 can use the starting location information and the location information about the planned charging facility CGx to calculate the estimated power consumption Crn and Cac.

[0094] The battery undercharging estimation unit 13 can estimate the speed and acceleration of the vehicle 30 in the target road segment, estimate the road gradient and road resistance in the target road segment, and calculate the estimated power consumption Crn of the vehicle 30 during the target road segment based on the wind speed predicted by the weather information around the vehicle 30. The aforementioned weather information can be obtained, for example, by the vehicle 30's sensor VS.

[0095] The battery undercharging estimation unit 13 can take into account the predicted outside air temperature based on weather information, the temperature setting of the air conditioning equipment in the carriage 30a, the estimated operating time of the air conditioning equipment, and the intensity adjustment of the air conditioning in the carriage 30a included in the preference information, to calculate the estimated power consumption Cac of the air conditioning in the carriage 30a.

[0096] The SOC threshold, which will be compared with the estimated time of arrival (SOC Xsoc), represents a preset value that determines the degree to which the battery is likely to be undercharged. The SOC threshold may be set to a constant based on the intentions of the occupants 80, or it may be a variable value that varies according to driving conditions around the vehicle 30, including traffic congestion around the vehicle 30 and / or the planned charging facility CGx, the road conditions around the vehicle 30, and the condition of the vehicle 30 that can be obtained by, for example, the vehicle 30's sensors VS.

[0097] After calculating the estimated arrival time SOC Xsoc according to the above formula F1 and determining the SOC threshold, in step S203, the battery undercharging estimation unit 13 of the notification system 10 determines whether the estimated arrival time SOC Xsoc is less than the SOC threshold, so as to determine whether the possibility of undercharging of the battery of the vehicle 30 is high.

[0098] In response to the determination that the estimated SOC Xsoc at arrival time is greater than or equal to the SOC threshold, the battery undercharging estimation unit 13 determines that the possibility of the battery of vehicle 30 being undercharged is low ("No" in step S203). Otherwise, in response to the determination that the estimated SOC Xsoc at arrival time is less than the SOC threshold, the battery undercharging estimation unit 13 determines that the possibility of the battery of vehicle 30 being undercharged is high ("Yes" in step S203).

[0099] In response to a determination that the likelihood of insufficient battery charging of vehicle 30 is low due to the estimated arrival time SOC Xsoc being greater than or equal to the SOC threshold ("No" in step S203), the control routine is notified to proceed to step S204. Otherwise, in response to a determination that the likelihood of insufficient battery charging of vehicle 30 is high due to the estimated arrival time SOC Xsoc being less than the SOC threshold ("Yes" in step S203), the control routine is notified to proceed to step S206.

[0100] After determining that the possibility of insufficient battery charging in vehicle 30 is low, in step S204, the notification unit 14 of the notification system 10 executes a notification using a first notification method. This notification, referred to as the first notification, indicates that the possibility of insufficient battery charging in vehicle 30, as determined in step S203, is low.

[0101] For example, notification unit 14 operates notification device 451 included in HMI unit 45 of vehicle 30 to execute a first notification accordingly via notification device 451. This enables the first notification to be provided to occupant 80 in at least one of sound, vibration, visual indication, and odor (i.e., olfactory stimulation).

[0102] Following the operation in step S204, in step S205, the storage unit 16 of the notification system 10 stores notification data having (i) the content of information indicated by the first notification and (ii) information indicating that the first notification has been executed in the storage area 16a included in the manager 51. The information indicated by the first notification may include information related to the first notification, such as the arrival time estimate SOC Xsoc used as the basis for executing the first notification.

[0103] After determining that there is a high probability that the battery of vehicle 30 is undercharged, in step S206, the notification unit 14 of the notification system 10 executes a notification using a second notification method. This notification, referred to as the second notification, indicates that the probability of undercharge of the battery of vehicle 30 determined in step S203 is high.

[0104] For example, notification unit 14 operates notification device 451 included in HMI unit 45 of vehicle 30 to accordingly execute a second notification via notification device 451. This enables the second notification to be provided to occupant 80 in at least one of sound, vibration, visual indication, and odor.

[0105] Following the operation in step S206, in step S207, the storage unit 16 of the notification system 10 stores notification data, including (i) the content of the information indicated by the second notification and (ii) information indicating that the second notification has been executed, in the storage area 16a included in the manager 51. The information indicated by the second notification may include information related to the second notification, such as the arrival time estimate SOC Xsoc used as the basis for executing the second notification.

[0106] The first and second notices will be described later along with the third notice.

[0107] Following the operations in step S205 or S207, in step S208, the reselection unit 15 of system 10 is notified to determine whether the planned charging facility CGx has been ignored, resulting in vehicle 30 having already passed the planned charging facility CGx. That is, the reselection unit 15 of system 10 repeats the determination in step S208 until vehicle 30 passes the planned charging facility CGx or stops at the planned charging facility CGx.

[0108] For example, the situation where vehicle 30 passes through planned charging facility MGx while ignoring planned charging facility CGx includes not only the first case where vehicle 30 simply passes through the road connected to planned charging facility CGx, but also the second case where vehicle 30 ignores the road connected to planned charging facility CGx and continues to move forward.

[0109] In response to the determination that the vehicle 30 has passed the planned charging facility CGx without ignoring it ("Yes" in step S208), the control routine is notified to proceed to step S209. Otherwise, in response to the determination that the vehicle 30 is already charging at the planned charging facility CGx without ignoring it ("No" in step S208), the control routine is notified to proceed to step S200.

[0110] For example, in step S208, the reselection unit 15 may be configured to monitor the remaining energy of the high-voltage battery 34 to determine accordingly whether the planned charging facility CGx has been ignored and the vehicle 30 has already passed the planned charging facility CGx. For example, the reselection unit 15 determines whether the remaining energy of the high-voltage battery 34 has increased to at least a predetermined value during the predetermined time period for reaching the planned charging facility CGx. In response to the determination that the remaining energy of the high-voltage battery 34 has increased to at least a predetermined value during the predetermined time period for reaching the planned charging facility CGx, the reselection unit 15 determines that the planned charging facility CGx has not been ignored and the vehicle 30 has already been charged at the planned charging facility CGx.

[0111] In response to the affirmative determination in step S208, in step S209, the reselection unit 15 of the notification system 10 reselects a new planned charging facility CGx from the charging facilities CGx, replacing the ignored planned charging facility CGx. Specifically, the reselection unit 15 is programmed to perform a reselection operation in step S209, the details of which are shown below. Figure 7 The reselection subroutine in the example.

[0112] At the beginning Figure 7 During the reselection subroutine shown, in S301, the reselection unit 15 extracts charging facility CGs located near a portion of the driving path Lr from the available charging facility CGs. This portion is located in front of the current position Pa of the vehicle 30. The extracted charging facility CGs are referred to as charging facility candidates. The location of the charging facility CG can be obtained, for example, from the existing API service 53 or the vehicle 30's navigation device ND. After the operation in step S301, the reselection subroutine proceeds to step S302.

[0113] In step S302, the reselection unit 15 determines whether the vehicle 30 can reach any of the charging facility candidates without insufficient battery charging.

[0114] For example, for each charging facility candidate, the reselection unit 15 calculates the arrival time estimate SOC Xsc according to the above formula F1, as an estimated arrival time SOC Xsc of the high-voltage battery 34 at the time when the vehicle 30 arrives at the corresponding charging facility candidate.

[0115] Specifically, when calculating the estimated arrival time SOC Xsc of the high-voltage battery 34 for each charging facility candidate, the reselection unit 15 uses the current charge amount of the high-voltage battery 34 as the charge amount Pst in Equation F1 above. Similarly, the reselection unit 15 uses the estimated power consumption of the vehicle 30 during the journey from the current position Pa of the vehicle 30 to the position of the corresponding charging facility candidate as the estimated power consumption Crn, and uses the estimated power consumption of the air conditioning in the passenger compartment 30a during that journey as the estimated power consumption Cac.

[0116] In response to the determination that the estimated arrival time SOC Xsoc of at least one charging facility candidate high-voltage battery 34, which can be represented as "Xsoc≥0", is greater than or equal to 0, the reselection unit 15 determines that the vehicle 30 is capable of reaching at least one charging facility candidate without insufficient battery charging, thereby extracting at least one charging facility candidate from the charging facility candidates ("Yes" in step S302). Then, the reselection subroutine proceeds to step S303.

[0117] Otherwise, in response to the determination that the estimated arrival time SOC Xsoc of the high-voltage battery 34 for each charging facility candidate, which can be expressed as "Xsoc < 0", is less than 0, the reselection unit 15 determines that the vehicle 30 cannot reach any charging facility candidate without insufficient battery charging ("No" in step S302). Then, the reselection subroutine proceeds to step S305.

[0118] In step S303, the reselection unit 15 calculates the travel cost for the at least one extracted charging facility candidate. The travel cost for the at least one extracted charging facility candidate represents the cost required for the vehicle 30 to travel to the corresponding extracted charging facility candidate. The travel cost is also referred to as the travel burden, which is the burden required for the vehicle 30 to travel to the corresponding at least one extracted charging facility candidate.

[0119] After the operation in step S303, the reselection subroutine proceeds to step S304.

[0120] In step S304, when multiple charging facility candidates are extracted in step S302, the reselection unit 15 selects one of the extracted charging facility candidates as the new planned charging facility CGx, minimizing the travel cost of that extracted charging facility candidate. That is, it is determined that the vehicle 30 can reach the new planned charging facility CGx with the minimum travel cost, without causing insufficient battery charging. When a single charging facility candidate is extracted in step S302, the reselection unit 15 selects that single extracted charging facility candidate as the new planned charging facility CGx.

[0121] For example, the reselection unit 15 calculates the travel cost of each charging facility candidate based on (i) the driving energy efficiency of vehicle 30 from its current position Pa to the corresponding charging facility candidate, i.e., the energy consumption rate, (ii) the travel time required for vehicle 30 to travel from its current position Pa to the corresponding charging facility candidate, (iii) charging facility information indicating the status of the corresponding charging facility candidate, (iv) vehicle information indicating the status of vehicle 30, and (v) preference information about the occupants 80.

[0122] That is, the reselection unit 15 selects a new planned charging facility CGx from the charging facility candidates extracted in step S301 based on (i) driving energy efficiency, (ii) driving time, (iii) charging facility information, (iv) vehicle information and (v) preference information.

[0123] For example, the travel cost for each charging facility candidate calculated in step S303 increases as the travel time of vehicle 30 to the corresponding charging facility candidate increases. The reselection unit 15 can be programmed to calculate, for each charging facility candidate, the additional power consumption required for vehicle 30 to travel from the travel path Lr via the corresponding charging facility candidate based on driving energy efficiency, and determine that the travel cost for each charging facility candidate increases as the additional power consumption of the corresponding charging facility candidate increases. Charging facility information for each charging facility candidate includes information such as charging power and its reservation status, and the travel cost for each charging facility candidate increases as its reservations become more congested and / or its charging power decreases.

[0124] The preference information for occupant 80, used to select a new planned charging facility CGx from charging facility candidates, includes, for example, occupant 80's requirements regarding (i) the congestion level at the corresponding charging facility candidate and (ii) the travel route requirements for the corresponding charging facility candidate. The preference information also includes, for example, information about whether occupant 80 prioritizes travel cost, distance, or time, and information about how much margin occupant 80 prefers in their travel plan. As the travel plan for the corresponding charging facility candidate conflicts more significantly with the preferences of occupant 80 estimated based on the preference information, the travel cost for each charging facility candidate increases.

[0125] Following the negative determination in step S302, in step S305, the reselection unit 15 or the storage unit 16 records, for example, information in storage area 16a indicating that the vehicle 30 is unlikely to reach any charging facility candidate extracted in step S301 without insufficient battery charging, i.e., the battery being depleted. That is, the reselection unit 15 or the storage unit 16 records information in storage area 16a indicating that insufficient battery charging of the vehicle 30 will occur.

[0126] As an example, the reselection unit 15 or storage unit 16 sets a pre-prepared flag in the storage area 16a, which indicates that the vehicle 30 is unlikely to reach any charging facility candidate without insufficient battery charge.

[0127] When the operation in step S304 or step S305 is completed, i.e. Figure 7 The reselection subroutine shown terminates, thus causing Figure 6 When the operation in step S209 of the main routine is completed, the main routine notifies the control routine to proceed to step S210. Note that no new planned charging facility CGx is selected in step S305 of the reselection subroutine.

[0128] Following the operation in step S209, in step S210, the battery undercharging estimation unit 13 of the system 10 is notified to determine whether the vehicle 30 can reach any charging facility candidate without the vehicle 30 having an undercharged battery.

[0129] Specifically, the battery undercharging estimation unit 13 estimates that, in response to the information indicating that the vehicle 30 is unlikely to reach any charging facility extracted in step S301 without battery undercharging, the information has been recorded. Figure 7 In step S305, it is determined that the battery of vehicle 30 will be undercharged before vehicle 30 reaches any charging facility candidate.

[0130] In response to the determination that vehicle 30 cannot reach any charging facility candidate due to insufficient battery charge of vehicle 30 ("No" in step S210), the control routine is notified to proceed to step S211.

[0131] Otherwise, in response to the determination that vehicle 30 can reach any charging facility candidate other than the planned charging facility CGx without insufficient battery charging ("Yes" in step S210), that is, vehicle 30 can reach the new planned charging facility CGx selected in step S304 without insufficient battery charging, the control routine is notified to proceed to step S210. In step S210, the determination regarding the charging facility CGx selected in step S304 is made. Figure 7 The information for the new planned charging facility CGx selected in step S304.

[0132] In step S211, the notification unit 14 of the notification system 10 uses a third notification method to perform a notification. This notification, referred to as the third notification, indicates that the vehicle 30 is unable to reach any charging facility candidate due to insufficient battery charge as determined in step S210.

[0133] For example, notification unit 14 operates notification device 451 included in HMI unit 45 of vehicle 30 to accordingly execute a third notification via notification device 451. This enables the third notification to be provided to occupant 80 in at least one of sound, vibration, visual indication, and odor.

[0134] Following the operation in step S211, in step S212, the storage unit 16 of the notification system 10 stores notification data, including (i) the content of the information indicated by the third notification and (ii) information indicating that the third notification has been executed, in the storage area 16a included in the manager 51. The information indicated by the third notification may include information related to the third notification, such as the estimated arrival time estimate SOC Xsoc calculated for each charging facility candidate in step S302.

[0135] For example, as described above, the first notification, the second notification, and the third notification are all implemented using at least one of sound, vibration, visual indication, and smell. Specifically, the notification unit 14 is configured to operate the notification device 451 included in the HMI unit 45 to accordingly execute the first to third notifications to the occupant via the notification device 451.

[0136] For example, if the notification device 451 includes a speaker, the notification unit 14 operates the speaker of the notification device 451 to output sound indicating each of the first to third notifications via the speaker. As another example, if the notification device 451 includes a display such as a monitor, the notification unit 14 operates the display of the notification device 451 to output visual information indicating each of the first to third notifications via the display.

[0137] The first notification method, the second notification method, and the third notification method are defined to be different from each other.

[0138] Specifically, the types of stimuli used by each of the first to third notification methods, i.e., their output media, such as sound, vibration, visual cues, odors, etc., may differ from one another, or the repetition frequencies of the stimuli used by each of the first to third notification methods may differ from one another. If each of the first to third notification methods uses sound as its stimulus, the volume used by the respective first to third notification methods may differ from one another. If each of the first to third notification methods uses vibration as its stimulus, the amount or amplitude of vibration used by the respective first to third notification methods may differ from one another. If each of the first to third notification methods uses visual cues as its stimulus, the display size of the information used by the respective first to third notification methods may differ from one another.

[0139] Specifically, the second notification method is pre-determined to provide a stronger notification than the first notification method, and the third notification method is pre-determined to provide a stronger notification than the second notification method. In other words, the first to third notification methods are configured to output their stimuli in increasing order of intensity from the first to the third notification method.

[0140] For example, when each of the first to third notification methods uses sound as its stimulus, the first to third notification methods are configured to output their volumes in ascending order from the first to the third notification method.

[0141] If each of the first to third notification methods uses sound or vibration as its stimulus, then the first to third notification methods are configured to output their notifications for different durations. Specifically, when each of the first to third notification methods uses vibration as its stimulus, the third notification method may repeat a predetermined sound pattern multiple times. When each of the first to third notification methods uses visual cues as its stimulus, the information displayed by the third notification method is more prominent than the information displayed by the second notification method, and the information displayed by the second notification method is also more prominent than the information displayed by the first notification method.

[0142] As described above, in response to the determination that the planned charging facility CGx enters a predetermined determination range Rj during the operation of the vehicle 30 ("Yes" in step S202), the notification unit 14 is programmed to execute one of the first to third notifications based on the probability that the vehicle 30's battery is undercharged. That is, the notification unit 14 is programmed to execute a notification based on the probability that the vehicle 30's battery is undercharged. Each of the first to third notifications according to the first embodiment corresponds to such a notification based on the probability that the vehicle 30's battery is undercharged.

[0143] like Figures 4 to 6 As shown, the notification unit 14 according to the first embodiment is configured to execute a notification based on the possibility that the vehicle 30's battery is undercharged in response to a determination that the planned charging facility CGx has entered a predetermined determination range Rj. Therefore, when the electric vehicle 30 approaches the planned charging facility CGx, this configuration of the first embodiment allows the occupant 80 to recognize not only the fact that the vehicle 30 is approaching the planned charging facility CGx, but also the possibility that the vehicle 30's battery is undercharged, through a notification executed based on the possibility that the vehicle 30's battery is undercharged. Therefore, the notification system 10 of the first embodiment enables the appropriate provision of a notification aimed at preventing undercharge when the vehicle 30 approaches the planned charging facility CGx, thereby preventing the vehicle 30 from passing the planned charging facility CGx due to driver negligence.

[0144] The reselection unit 15 of the notification system 10 according to the first embodiment is configured to reselect a new planned charging facility CGx from the charging facilities CGx when the vehicle 30 has ignored and passed the planned charging facility CGx, in place of the ignored planned charging facility CGx. Therefore, even after the planned charging facility CGx has been ignored, this configuration can continuously execute notifications related to the reselected charging facility CGx based on the possibility that the vehicle 30's battery is undercharged.

[0145] The notification unit 14 of the notification system 10 according to the first embodiment is configured to perform a notification based on the possibility of insufficient battery charging of the vehicle 30 using a first notification method or a second notification method different from the first notification method.

[0146] That is, notification unit 14 executes a notification based on the first notification method in response to a determination that the vehicle 30, based on the current SOC of the high-voltage battery 34, is unlikely to have insufficient battery charging, and executes a notification based on the second notification method in response to a determination that the vehicle 30, based on the current SOC of the high-voltage battery 34, is likely to have insufficient battery charging. Therefore, this configuration enables the occupant 80 to not only be aware that the vehicle 30 is approaching the planned charging facility CGx, but also to be aware of the level of likelihood of insufficient battery charging.

[0147] The notification unit 14 of the notification system 10 according to the first embodiment is configured to execute a first notification indicating that the vehicle 30's battery is unlikely to be undercharged, in response to a determination that the estimated arrival time SOC Xsoc is greater than or equal to a SOC threshold. Otherwise, the notification unit 14 of the notification system 10 according to the first embodiment is configured to execute a second notification indicating that the vehicle 30's battery is likely to be undercharged, in response to a determination that the estimated arrival time SOC Xsoc is less than a SOC threshold.

[0148] Therefore, this configuration, which quantitatively determines the probability of insufficient battery charging of vehicle 30, enables the appropriate selection of one of a first notification based on the first notification method and a second notification based on the second notification method, based on the quantitatively determined probability of insufficient battery charging of vehicle 30.

[0149] The notification unit 14 of the notification system 10 according to the first embodiment is configured to perform a third notification based on a third notification method different from the first and second notification methods in response to a determination that insufficient battery charging of the vehicle 30 will occur before the vehicle 30 arrives at the planned charging facility CGx. This enables the occupant 80 to recognize that continuing to drive the vehicle 30 in its current state will result in insufficient battery charging and to quickly take safety-conscious actions to prepare.

[0150] According to the first embodiment, the fact that the first to third notification methods are different from each other may mean that, for example, the types of stimuli (sound, vibration, visual indication, smell, etc.) used by each of the first to third notification methods, i.e., the types of output media, are different from each other, or the repetition frequencies of the stimuli used by each of the first to third notification methods are different from each other.

[0151] Alternatively, if each of the first to third notification methods uses sound as its output medium, the volume of the first to third notification methods may differ from each other. If each of the first to third notification methods uses vibration as its output medium, the amount or amplitude of vibration of the first to third notification methods may differ from each other. If each of the first to third notification methods uses visual cues as its output medium, the size of the information displayed in the first to third notification methods may differ from each other.

[0152] Thus, the notification unit 14 of the notification system 10 according to the first embodiment is configured to execute the first notification to the third notification, and the differences between them can be easily identified by the occupant 80.

[0153] The notification unit 14 of the notification system 10 according to the first embodiment is configured to execute each of the first to third notifications using at least one of the occupant's voice, vibration, visual indication, and odor. This allows the notification device 451 for implementing the notifications to have a simple construction.

[0154] The storage unit 16 of the notification system 10 according to the first embodiment is configured such that, when a notification based on the possibility of insufficient battery charging is executed, specifically when any one of the first to third notifications is executed, the storage area 16a stores (i) first information indicating the content of the executed notification and (ii) second information indicating the fact that the notification has been executed. Therefore, this makes it easy to subsequently check the driving history of the vehicle 30 regarding the SOC transition of the high-voltage battery 34.

[0155] The charging facility determination unit 12 of the notification system 10 according to the first embodiment is configured to determine a determination range Rj based on (i) information about the current location Pa of the vehicle 30, (ii) information about the location of the planned charging facility CGx, (iii) vehicle information as described above, (iv) environmental information around the vehicle 30, (v) environmental information around the planned charging facility CGx, and (vi) time information. The determination unit 12 is configured to determine whether the planned charging facility CGx is within the determination range Rj during the driving of the vehicle 30. The determination unit 12 can appropriately change the size of the determination range Rj according to the condition of the vehicle 30, so that a notification can be executed at an appropriate time based on the possibility that the vehicle 30's battery is undercharged.

[0156] Other embodiments and variations Figure 2 The HMI unit 45 shown is located on the dashboard of the compartment 30a; this is just an example.

[0157] For example, the notification system 80 according to the second embodiment of this disclosure includes Figure 8 The external terminal TM shown is capable of connecting to the communication device 33 and cloud manager 51 of vehicle 30 via wireless network NW for data communication. Other configurations of the notification system 80 according to the second embodiment are substantially the same as those according to the first embodiment.

[0158] In the second embodiment, the external terminal TM is portable and can be carried outside the vehicle 30. That is, the external terminal TM can be used as an HMI unit 45. The external terminal TM may include the notification function of a notification device 451, which is a component of the HMI unit 45. The external terminal TM may include a portable computer, such as a tablet or smartphone, that can be operated by the occupant 80.

[0159] Figure 2The HMI unit 45 shown includes both input and output functions; this is merely an example. The HMI unit 45 can be implemented using only one of the input and output functions.

[0160] Figure 2 The electrical configuration of the vehicle 30 and cloud 50 according to the first embodiment is shown. This is merely an example and therefore not a limitation. Figure 2 The electrical structure shown.

[0161] Figure 2 The on-board computer 32 shown does not need to be implemented by a single computer. The on-board computer 32 can be implemented by, for example, multiple computers provided for various functions.

[0162] Figure 3 In step S103, the evaluation function used to determine the various parameters of the driving plan is defined as increasing with increasing evaluation; this is merely an example. The evaluation function can also be defined as decreasing with increasing evaluation; in this case, the parameters can be determined to minimize the value of the evaluation function.

[0163] exist Figure 1 In this example, vehicle 30 is driven by occupant 80, which is just one example. Vehicle 30 can be implemented as an autonomous vehicle capable of Level 4 or Level 5 autonomous driving, where the system is the driving entity. Figure 5 The notification control routine shown can be executed during autonomous driving.

[0164] Figure 3 The control routine shown is primarily executed by cloud computer 52, i.e., by cloud 50; this is merely an example. Figure 3 The control routine shown can be executed by, for example, the electronic control unit of vehicle 30. Figure 8 When an external terminal TM is provided as shown, the external terminal TM can execute... Figure 3 The control routine shown can be implemented through any one of the cloud 50, vehicle 30, and external terminal TM, including determining the driving path Lr and selecting at least one of the charging facilities CG to be used along the driving path Lr.

[0165] Figure 6 The charging facility determination unit 12, battery undercharge estimation unit 13, notification unit 14, reselection unit 15, and storage unit 16 shown are included in the cloud manager 51; this is merely an example. Any or all of these components may be included in the electronic control unit of the vehicle 30, or in a manner similar to... Figure 8When an external terminal TM is provided, it can be included in the external terminal TM. Specifically, at least one of components 12, 13, 14, 15, and 16 can be included in any one of the cloud 50, the vehicle 30, and the external terminal TM. This allows for increased design flexibility of the notification system 10 by utilizing the communication network environment of the vehicle 30.

[0166] The battery low charge estimation unit 13 and the notification unit 14 are used, for example, as a notification control unit.

[0167] exist Figure 3 In the control routine shown, occupant 80 can re-enter information to cloud computer 52 via HMI unit 45. Specifically, if cloud computer 52 cannot determine any driving plan, thus avoiding insufficient battery charging of vehicle 30 due to conditions determined based on input operations from occupant 80 and the arrangement of charging facility CG, cloud computer 52 can be configured to provide an error to occupant 80 via HMI unit 45 and request occupant 80 to re-enter the input information required to determine the driving plan via HMI unit 45.

[0168] like Figure 4 As shown, Figure 5 The decision range Rj used in step S202 shown has a two-dimensional physical region relative to the current position Pa of the vehicle 30; this is just an example. The decision range Rj can be represented as along... Figure 4 The distance range of the driving path Lr shown can be expressed as the estimated time range required for vehicle 30 to travel from its current location Pa to the planned charging facility CGx.

[0169] Figure 5 The determination range Rj used in step S202 is determined based on (i) information about the current location Pa of vehicle 30, (ii) information about the location of the planned charging facility CGx, (iii) vehicle information as described above, (iv) environmental information surrounding vehicle 30, (v) environmental information surrounding the planned charging facility CGx, and (vi) time information. However, this application is not limited to the above. Any of this information can be excluded from the determination of the determination range Rj.

[0170] The decision range Rj can be any decision information other than this. The decision range Rj can be scaled based on the vehicle's travel path during its journey. When planning the location of charging facilities CGx along complex road networks, the decision range Rj can be expanded.

[0171] In step S202, the charging facility determination unit 12 of the notification system 10 according to the first embodiment is configured to determine whether the planned charging facility CGx is within a predetermined determination range Rj when the vehicle 30 is in motion. However, this disclosure is not limited to this configuration.

[0172] Specifically, the charging facility determination unit 12 of the notification system 10 can be configured to perform the determination without directly using the determination range Rj. For example, assuming a predetermined range defined by the determination range Rj based on the planned charging facility CGx, the charging facility determination unit 12 of the notification system 10 can be configured to determine whether the vehicle 30 falls within the predetermined range while the vehicle 30 is in motion. This modified determination is equivalent to determining whether the planned charging facility CGx is within the determination range Rj while the vehicle 30 is in motion.

[0173] Figure 5 The notification control routine shown is described under the premise of a preset driving path Lr, and is only an example.

[0174] Specifically, the notification system 10 can be configured to execute without pre-setting a driving route. Figure 5 The notification control routine is shown. In this variation, the notification system 10 can be configured to select one of the charging facilities CG as the planned charging facility CGx at a predetermined time, and then begin... Figure 5 The notification control routine shown. For example, a predetermined time may be defined, such as (i) when occupant 80 requests charging of vehicle 30, (ii) when the SOC of high-voltage battery 34 drops below a predetermined threshold level during vehicle 30 operation, or (iii) when vehicle 30 has traveled a certain distance since the last charging.

[0175] Figure 5 The estimated SOC Xsoc used in step S203 to estimate the probability of insufficient battery charging is calculated according to formula (F1), which is just an example.

[0176] Specifically, the battery undercharge estimation unit 13 of the notification system 10 can be configured to calculate the estimated SOC Xsoc based on the disturbance, in addition to the estimated power consumption Crn and Cac in equation (F1). The battery undercharge estimation unit 13 can be configured to calculate the estimated SOC Xsoc based on (i) a computer simulation of the vehicle 30's driving or (ii) data indicating the past driving of the vehicle 30, without using any physical formula, such as equation (F1).

[0177] The battery undercharging estimation unit 13 may be configured to estimate the likelihood of battery undercharging in step S203 based on the estimated remaining capacity of the high-voltage battery 34 instead of the state of charge (SOC) of the high-voltage battery. Additionally, the battery undercharging estimation unit 13 may be configured to estimate the likelihood of battery undercharging based on the estimated remaining energy of the high-voltage battery 34 and the estimated energy consumption per unit distance to the planned charging facility CGx. The battery undercharging estimation unit 13 may also be configured to estimate the likelihood of battery undercharging using another parameter associated with the remaining capacity of the high-voltage battery 34, instead of using the SOC and remaining capacity of the high-voltage battery.

[0178] The battery undercharging estimation unit 13 can be configured to estimate the probability of battery undercharging while considering charging the high-voltage battery 34 at the next planned charging facility CGx, and then charging the high-voltage battery 34 at an additional charging facility CG located further ahead along the driving path Lr. In this variation, in addition to using information about the end point of the driving path Lr and the location information about the planned charging facility CGx, the location information about the additional charging facility CG can also be used to perform the estimation.

[0179] According to the first embodiment, the battery undercharging estimation unit 13 is configured to estimate based on previous data. Figure 3 The control routines shown or Figure 5 The estimated SOC Xsoc calculated in step S209 of the notification control routine shown is used to estimate the probability of insufficient battery charging; this is just one example.

[0180] For example, the battery undercharging estimation unit 13 can be configured to obtain the current charge level of the high-voltage battery 34 when estimating the possibility of undercharging in step S203, and use the obtained charge level to calculate the estimated SOC Xsoc. In this modified example, the battery undercharging estimation unit 13 can calculate the estimated SOC Xsoc according to equation (F1), where, (I) Replace the charge amount Pst in equation (F1) with the current charge amount obtained; and (II) While replacing the starting point of the target road segment with the current position Pa from the starting point of the travel path Lr, estimate the power consumption Crn and Cac.

[0181] This variation eliminates the need to pre-set the driving path Lr when estimating the possibility of insufficient battery charging in step S203.

[0182] In step S203, the battery undercharging estimation unit 13 can be configured to first calculate the current SOC or remaining energy of the high-voltage battery 34, and then calculate the probability of battery undercharging based on the acquired SOC or remaining energy. When the SOC or remaining energy is greater than or equal to a predetermined threshold, the probability of battery undercharging can be calculated as low, and when the SOC or remaining energy is less than the predetermined threshold, it can be calculated as high. This variation eliminates the need to pre-set the driving path Lr when estimating the probability of battery undercharging in step S203.

[0183] In step S203, the battery undercharging estimation unit 13 can be configured to estimate the probability of battery undercharging based on starting point location information, vehicle information, and location information about the planned charging facility CGx; this is just an example. Any of this information can be excluded from the estimation.

[0184] In steps S303 and S304, the reselection unit 15 is configured to select one of the extracted charging facility candidates as a new planned charging facility CGx based on (i) driving energy efficiency, (ii) driving time, (iii) charging facility information, (iv) vehicle information indicating the condition of vehicle 30, and (v) preference information regarding occupant 80. However, this is only an example. Specifically, any of this information can be excluded from the selection.

[0185] Reselection unit 15 is configured to be in Figure 5 In step S209 of the notification control routine of the first embodiment shown, if a previously predetermined charging facility CGx has been ignored, a new planned charging facility CGx is reselected from the list of charging facilities CGx. This reselection of the new planned charging facility CGx can be performed immediately or after the vehicle 30 has traveled a certain distance.

[0186] exist Figure 7 In step S303 of the reselection subroutine shown, the travel cost can be calculated using data indicating the past travel of vehicle 30. The reselection unit 15 can be configured to calculate the travel cost for each charging facility candidate while considering (i) weather information around vehicle 30, (ii) the time zone of vehicle 30 during its travel, (iii) the environment around the current position Pa of vehicle 30, (iv) the environment around the corresponding charging facility candidate, and (v) the type of road adjacent to the corresponding charging facility candidate.

[0187] exist Figure 5In step S205 of the notification control routine shown, storage unit 15 is configured to store notification data in storage area 16a of cloud 50. This notification data includes (i) the content of information indicated by the first notification and (ii) information indicating that the first notification has been executed in storage unit 16a of cloud 50. This is merely an example. Storing notification data in storage area 16a of cloud 50 may be omitted.

[0188] exist Figure 5 In step S205 of the notification control routine shown, storage unit 15 may be configured to store notification data in storage area 16a in cloud 50 and send the notification data to (i) at least one surrounding vehicle traveling around vehicle 30 and (ii) one or both of at least one surrounding facility, such as a parking lot, located around vehicle 30, which are communicatively connected to vehicle 30 via wireless network NW. The notification data may be stored therein when at least one surrounding vehicle or at least one surrounding facility receives the notification data. This can also be applied to... Figure 5 The operation in step S207 or S212 of the notification control routine shown.

[0189] Sending notification information to at least one of (i) cloud 50, (ii) at least one surrounding vehicle, and (iii) at least one surrounding facility based on one of the first, second, and third notifications prevents the loss of notification information even if vehicle 30 is damaged. Notifying at least one of (i) cloud 50, (ii) at least one surrounding vehicle, and (iii) at least one surrounding facility of the possibility that vehicle 30's battery is undercharged can improve the safety of vehicle 30.

[0190] exist Figure 5 In step S208 of the notification control routine shown, the reselection unit 15 is configured to monitor the remaining energy of the high-voltage battery 34 to determine accordingly whether the planned charging facility CGx has been ignored in step S208, causing the vehicle 30 to have already passed the planned charging facility CGx. This configuration is merely an example.

[0191] Specifically, the reselection unit 15 may be configured to determine whether the current position Pa of the vehicle 30, identified by at least one of, for example, the vehicle 30's sensor VS, GPS, and / or external terminal TM, has stopped at the location of the planned charging facility CGx within a predetermined time period, and accordingly determine whether to ignore the planned charging facility CGx so that... Figure 5In step S208 of the notification control routine shown, the vehicle 30 has already been charged at the charging facility CGx. That is, the reselection unit 15 can be configured to determine, in response to the determination that the current position Pa of the vehicle 30 has stopped at the location of the planned charging facility CGx within a predetermined time period, that the planned charging facility CGx has not been ignored and that the vehicle 30 has already been charged at the charging facility CGx.

[0192] Figure 5 The notification method, timing, or content of the first notification in step S204 of the notification control routine shown can be changed depending on whether it was determined in step S208 that the planned charging facility CGx was ignored. This can also be applied to the second notification in step S206.

[0193] According to the first embodiment, during execution Figure 5 During the notification control routine shown, if occupant 80 continues to deviate from the driving plan and exceeds the predetermined permissible limit, Figure 5 The notification control routine terminates. After the notification control routine terminates, the travel plan can be automatically updated. In the updated travel plan, the destination remains unchanged.

[0194] When the driving plan is updated to a new driving plan Figure 5 The notification control routine shown is programmed to restart from step S201, regardless of whether vehicle 30 is stopped or moving. For example, Figure 3 The control routine shown can perform updates to the driving plan. Specifically, Figure 3 The control routine shown can start from step S102 instead of step S101, so that the operation in step S101 can be omitted, because when the travel plan is updated, the occupants do not need to input, for example, the destination of the new travel plan.

[0195] Figure 3 , Figure 5 and Figure 7 The operations in each step shown in the flowchart are implemented by one or more computer programs, or they can be implemented by hardware.

[0196] While illustrative exemplary embodiments of this disclosure are described herein, this disclosure is not limited to the exemplary embodiments and their constructions described herein. In particular, this disclosure includes various variations and / or alternatives within the scope of this disclosure. Other combinations and forms, including one or more / fewer elements thereof, are also within the inventive principles and scope of this disclosure, in addition to the various combinations and forms.

[0197] One or more components in each exemplary embodiment are not necessarily required components, except for (i) one or more components described as one or more required components, or (ii) one or more components that are required in principle.

[0198] The specific values ​​disclosed in each exemplary embodiment, representing the range of the number of components, physical quantities and / or physical parameters, are not limited thereto, except for (i) specific values ​​that are obviously necessary or (ii) specific values ​​that are necessary in principle.

[0199] In exemplary embodiments, any references to the material, shape, relative position, etc. of components are not intended to be limiting unless otherwise specified or subject to the inherent limitations of the principles.

[0200] The sensors described in the above embodiments for acquiring external environmental information (e.g., outside air temperature) of vehicle 30 can be omitted. Instead, external environmental information can be received from an internal server of vehicle 30 or a cloud 50. Alternatively, the sensors can be omitted, and vehicle 30 can obtain relevant information associated with the external environmental information from an external server or cloud 50, and estimate the external environmental information based on the obtained relevant information.

[0201] The notification system 10 according to this disclosure includes multiple control function units, such as Figure 6 The charging facility determination unit 12, battery undercharging estimation unit 13, notification unit 14, and reselection unit 15 shown herein are control function units that perform the following functions: Figure 3 , Figure 5 and Figure 7 The steps in the flowchart are described. The control function unit and method described in this disclosure can be implemented by a dedicated computer including a memory and a processor configured to perform one or more functions implemented by one or more computer programs. The control function unit and method can also be implemented by a dedicated computer provided by one or more dedicated hardware logic circuits constituting the processor. The control function unit and method can also be implemented by a dedicated computer including (i) a combination of a memory and a processor programmed to perform one or more functions and (ii) a processor composed of one or more hardware logic circuits. The computer program can be stored as instructions to be executed by the computer in a computer-readable, non-transient tangible storage medium.

[0202] As used herein, “control circuitry” includes hardware implemented to perform the described functions, including one or more processors that execute instructions, digital logic, such as ASICs (“Application-Specific Integrated Circuits”) and FPGAs (“Field-Programmable Gate Arrays”), or combinations thereof. The phrase “configured as” is used to indicate a structure that performs the described functions in operation, and in the absence of an explicit expression “means for”, it is not intended to invoke 35 USC §112(f).

[0203] The control circuitry may be implemented in or as part of one or more of the manager, cloud computer, vehicle computer, and HMI unit of the notification system 10. In some embodiments, different portions of the control circuitry are executed in different components and collectively perform the functions described herein.

[0204] The control circuitry may be configured to cause appropriate portions of the notification system 10 to perform one or more functions as claimed in each claim. This configuration includes the control circuitry itself performing some or all of the claimed functions.

[0205] The features of this disclosure will now be described.

[0206] [First characteristic] The notification system according to the first feature is used for an electric vehicle (30) that operates based on power obtained from a secondary battery (34). The system includes a charging facility determination unit (12) configured to determine, during the operation of the electric vehicle, whether a charging facility (CG, CGx) has entered a predetermined determination range (Rj) defined based on the current position (Pa) of the electric vehicle. The system also includes a notification control unit (13, 14) configured to estimate the probability of insufficient battery charging for the electric vehicle, representing the likelihood that the secondary battery of the electric vehicle will be undercharged, and to execute a notification based on the probability of insufficient battery charging in response to the determination that a charging facility has entered the predetermined determination range.

[0207] [Second characteristic] In a notification system based on a second feature depending on a first feature, the notification control unit is configured to estimate the likelihood of insufficient battery charging based on (i) start-point location information indicating the location of the start point of the planned driving path of the electric vehicle, (ii) vehicle information indicating the condition of the electric vehicle, and (iii) location information about the charging facility.

[0208] [Third characteristic] The notification system, based on a third feature depending on the first or second feature, also includes a reselection unit (15). The charging facility is pre-selected as a planned charging facility. The reselection unit is configured to determine whether a planned charging facility has been ignored, resulting in the electric vehicle having already passed through the planned charging facility, and in response to the determination that a planned charging facility has been ignored, reselect a charging facility candidate from one or more charging facility candidates as a new planned charging facility.

[0209] [Fourth characteristic] In a notification system based on a fourth feature depending on a third feature, the reselection unit is configured to reselect a charging facility candidate as a new planned charging facility from one or more charging facility candidates based on at least one of the following: (i) The driving energy efficiency of electric vehicle 30 required to get from its current location to each charging facility candidate; (ii) The travel time required for the electric vehicle to reach each charging facility candidate from its current location; (iii) Charging facility information indicating the status of each charging facility candidate; (iv) Vehicle information indicating the status of electric vehicles; or (v) Information on the preferences of occupants (80) of electric vehicles.

[0210] [Fifth characteristic] In a notification system based on a fifth feature that depends on a third or fourth feature, the reselection unit is included in either a cloud server capable of communicating with an electric vehicle or an external terminal (TM) capable of communicating with an electric vehicle.

[0211] [Sixth characteristic] In a notification system based on a sixth feature depending on any one of the first to fifth features, the notification unit is configured to perform a notification using a first notification method or a second notification method different from the first notification method, based on the probability of insufficient battery charging of the electric vehicle. The notification unit is configured to select one of the first and second notification methods to perform the notification based on the level of the probability of insufficient battery charging of the electric vehicle.

[0212] [Seventh Feature] In the notification system based on the seventh feature depending on the sixth feature, the reselection unit is configured to determine whether the state of charge of the secondary battery is greater than or equal to a predetermined threshold, and in response to the determination that the state of charge of the secondary battery is greater than or equal to the predetermined threshold, execute a notification using a first notification method based on the probability that the electric vehicle's battery is undercharged. Additionally, the reselection unit is configured to execute a notification using a second notification method based on the probability that the electric vehicle's battery is undercharged in response to the determination that the state of charge of the secondary battery is less than a predetermined threshold.

[0213] [Eighth Feature] The notification system, based on an eighth feature depending on either the sixth or seventh feature, also includes a battery undercharging probability estimation unit configured to estimate whether the electric vehicle can reach a charging facility in the absence of an electric vehicle with an undercharged battery. The notification unit is configured to perform the notification based on the probability of the electric vehicle's battery undercharging, using a third notification method different from the first and second notification methods.

[0214] [Ninth Feature] In a notification system based on the ninth feature, the first notification method, the second notification method, and the third notification method, which are different from each other, are defined as at least one of the following: (i) The types of stimuli used by the corresponding first notification method, second notification method and third notification method are different from each other; (ii) The repetition frequencies of the stimuli used by the corresponding first notification method, second notification method and third notification method are different from each other; (iii) If each of the first to third notification methods uses sound as a stimulus, then the volume of the sound used by the respective first, second and third notification methods is different from each other; (iv) If each of the first to third notification methods uses vibration as its stimulus, then the amount of vibration used by the respective first, second and third notification methods is different from each other; (v) If each of the first to third notification methods uses vibration as its stimulus, then the amplitudes of the vibrations used by the respective first, second, and third notification methods are different from each other; and (vi) If each of the first to third notification methods uses a visual instruction as its stimulus, the display size of the information used by the respective first, second and third notification methods is different from each other.

[0215] [Tenth Feature] In a notification system based on a tenth feature depending on any one of the first to third features, the notification unit is configured to provide a notification to the occupants (80) of the electric vehicle based on the possibility that the battery of the electric vehicle is undercharged, using at least one of sound, vibration, visual indication and odor as a stimulus.

[0216] [Eleventh Feature] In a notification system according to any one of the first to tenth features, the information indicating a notification based on the possibility of insufficient battery charging of an electric vehicle, executed by the notification unit, is configured to be sent to at least one of a cloud server capable of communicating with the electric vehicle and an external terminal (TM) capable of communicating with the electric vehicle.

[0217] [Twelfth Feature] The notification system based on a twelfth feature depending on any one of the first to eleventh features also includes a storage unit (16) configured to store in a predetermined storage area (16a) first information indicating the content of a notification executed by the notification unit and second information indicating the fact that the notification has been executed.

[0218] [Thirteenth Feature] In a notification system based on a thirteenth feature depending on any one of the first to twelfth features, the charging facility determination unit is configured to determine a predetermined determination range based on at least one of the following: (i) Current location information regarding the current location of the electric vehicle; (ii) Facility location information regarding the location of charging facilities; (iii) Vehicle information indicating the status of electric vehicles; (iv) Environmental information surrounding the electric vehicle or charging facility; or (v) Time information indicating the time related to the operation of electric vehicles.

[0219] The charging facility determination unit is configured to determine whether the charging facility has entered the defined determination range during the operation of the electric vehicle.

[0220] [Fourteenth Feature] In the notification system based on the fourteenth feature depending on the thirteenth feature, the charging facility determination unit is configured to receive current location information from at least one of (i) a global positioning system, (ii) a navigation device of the electric vehicle, and (iii) one or more sensors of the electric vehicle. The charging facility determination unit is configured to receive facility location information from the navigation device of the electric vehicle. Vehicle information includes at least one of (i) speed information indicating the speed of the electric vehicle and (ii) battery information indicating the state of the secondary battery. Environmental information includes at least one of (i) traffic congestion information around the electric vehicle or charging facility and (ii) signal information related to at least one traffic signal around the electric vehicle or charging facility. Time information includes at least one of: (i) the current time, (ii) a first predicted arrival time of the electric vehicle at the time when the predetermined planned driving route is set, and (iii) a second predicted arrival time of the electric vehicle at the current time.

[0221] [Fifteenth Feature] According to the fifteenth feature, a computer program instruction is stored for an electric vehicle (30) that operates based on electricity obtained from a secondary battery (34). The aforementioned computer program instruction causes the processor to perform the following operations: (i) During the operation of the electric vehicle, it is determined whether the charging facilities (CG, CGx) have entered the determination range (Rj) defined based on the current position (Pa) of the electric vehicle; (ii) Estimate the probability of undercharging the electric vehicle's battery, whereby the probability of undercharging the electric vehicle's secondary battery is the likelihood of such undercharging occurring; and (iii) In response to the determination that the charging facility has entered the predetermined determination range, a notification is executed based on the possibility that the electric vehicle's battery is undercharged.

[0222] [Sixteenth Feature] The notification method for an electric vehicle (30) that operates based on electricity obtained from a secondary battery (34) according to the sixteenth feature includes: (i) During the operation of the electric vehicle, it is determined whether the charging facilities (CG, CGx) have entered the determination range (Rj) defined based on the current position (Pa) of the electric vehicle; (ii) Estimate the probability of undercharging the electric vehicle's battery, whereby the probability of undercharging the electric vehicle's secondary battery is the likelihood of such undercharging occurring; and (iii) In response to the determination that the charging facility has entered the predetermined determination range, a notification is executed based on the possibility that the electric vehicle's battery is undercharged.

Claims

1. A notification system for an electric vehicle (30) that operates based on electricity obtained from a secondary battery (34), the notification system comprising: A charging facility determination unit is configured to determine whether a charging facility has entered a predetermined determination range based on the current position of the electric vehicle during the operation of the electric vehicle. as well as The notification control unit is configured as follows: Estimate the probability of insufficient battery charging of the electric vehicle, where the probability of insufficient battery charging represents the likelihood of insufficient charging of the secondary battery of the electric vehicle. as well as In response to the determination that the charging facility has entered the predetermined determination range, a notification is executed based on the possibility that the battery of the electric vehicle is undercharged.

2. The notification system as described in claim 1, characterized in that, The notification control unit is configured to estimate the likelihood of insufficient battery charging based on the following: Starting point location information indicating the starting point of the planned driving path of the electric vehicle; vehicle information indicating the status of the electric vehicle; as well as Location information regarding the charging facility.

3. The notification system as described in claim 1, characterized in that, Also includes: Reselection unit, where, The charging facility was pre-selected as a planned charging facility. The reselection unit is configured as follows: It is determined whether the planned charging facility has been ignored, resulting in the electric vehicle having already passed by the planned charging facility. In response to the fact that the electric vehicle has already passed the determination of the planned charging facility due to the fact that the planned charging facility has been ignored, a new charging facility candidate is selected from one or more charging facility candidates as a new planned charging facility.

4. The notification system as described in claim 3, characterized in that, The reselection unit is configured to reselect a new planned charging facility from one or more charging facility candidates based on at least one of the following: The driving energy efficiency of the electric vehicle required to reach each of the charging facility candidates from its current location; The travel time required for the electric vehicle to travel from its current location to each of the charging facility candidates; Charging facility information indicating the status of each of the aforementioned charging facility candidates; Vehicle information indicating the status of the electric vehicle; or Information regarding the preferences of the occupants of the electric vehicle.

5. The notification system as described in claim 3, characterized in that, The reselection unit includes any one of the following: A cloud server capable of communicating with the electric vehicle; and An external terminal capable of communicating with the electric vehicle.

6. The notification system as described in claim 1 or 2, characterized in that, The notification control unit is configured to perform the notification based on the possibility that the electric vehicle's battery is undercharged, using either a first notification method or a second notification method different from the first notification method. The notification control unit is configured to select one of the first notification method and the second notification method to perform the notification based on the level of probability that the electric vehicle's battery is undercharged.

7. The notification system as described in claim 6, characterized in that, The reselection unit is configured as follows: The state of charge of the secondary battery is determined to be greater than or equal to a predetermined threshold. In response to the determination that the state of charge of the secondary battery is greater than or equal to the predetermined threshold, the first notification method is used to execute a notification based on the probability that the battery of the electric vehicle is undercharged. In response to the determination that the state of charge of the secondary battery is less than the predetermined threshold, the second notification method is used to perform a notification based on the possibility that the battery of the electric vehicle is undercharged.

8. The notification system as described in claim 6, characterized in that, Also includes: A battery undercharging probability estimation unit is configured to estimate whether the electric vehicle can reach the charging facility even without the electric vehicle's battery being undercharged. The notification unit is configured to use a third notification method, different from the first and second notification methods, to perform the notification based on the possibility that the electric vehicle's battery is undercharged.

9. The notification system as described in claim 8, characterized in that, The first notification method, the second notification method, and the third notification method, which are defined to be different from each other, are defined as at least one of the following: (i) The types of stimuli used by the corresponding first notification method, second notification method and third notification method are different from each other; (ii) The repetition frequencies of the stimuli used by the corresponding first notification method, second notification method and third notification method are different from each other; (iii) If each of the first notification method to the third notification method uses sound as a stimulus, then the amount of sound used by the corresponding first notification method, second notification method and third notification method is different from each other; (iv) If each of the first to the third notification methods uses vibration as its stimulus, then the amount of vibration used by the respective first, second and third notification methods is different from each other; (v) If each of the first to the third notification methods uses vibration as its stimulus, then the vibration amplitudes used by the respective first, second and third notification methods are different from each other; as well as (vi) If each of the first to the third notification methods uses a visual indicator as its stimulus, then the display size of the information used by the respective first, second and third notification methods is different from each other.

10. The notification system as described in claim 1 or 2, characterized in that, The notification unit is configured to use at least one of sound, vibration, visual indication and smell as a stimulus to provide a notification to the occupants (80) of the electric vehicle based on the possibility that the battery of the electric vehicle is undercharged.

11. The notification system as described in claim 1 or 2, characterized in that, The information indicating a notification based on the possibility of insufficient battery charging of the electric vehicle, executed by the notification unit, is configured to be sent to at least one of the following: A cloud server capable of communicating with the electric vehicle; An external terminal capable of communicating with the electric vehicle.

12. The notification system as described in claim 1 or 2, characterized in that, Also includes: The storage unit (16) is configured to store in a predetermined storage area (16a) first information indicating the content of a notification executed by the notification unit and second information indicating the fact that the notification has been executed.

13. The notification system as described in claim 1 or 2, characterized in that, The charging facility determination unit is configured as follows: The predetermined determination range is determined based on at least one of the following: (i) Current location information regarding the current location of the electric vehicle; (ii) Facility location information regarding the location of the charging facility; (iii) Vehicle information indicating the status of the electric vehicle; (iv) Environmental information surrounding the electric vehicle or the charging facility; or (v) Time information indicating the time related to the operation of the electric vehicle, The charging facility determination unit is configured to determine whether the charging facility has entered a predetermined determination range during the operation of the electric vehicle.

14. The notification system as described in claim 13, characterized in that, The charging facility determination unit is configured as follows: Receive current location information from at least one of (i) a Global Positioning System, (ii) a navigation device of the electric vehicle, and (iii) one or more sensors of the electric vehicle. The charging facility determination unit is configured to receive the facility location information from the navigation device of the electric vehicle. The vehicle information includes at least one of (i) speed information indicating the speed of the electric vehicle and (ii) battery information indicating the state of the secondary battery. The environmental information includes at least one of (i) traffic congestion information around the electric vehicle or the charging facility and (ii) signal information related to at least one traffic signal around the electric vehicle or the charging facility. The time information includes at least one of (i) the current time, (ii) a first predicted arrival time of the electric vehicle at the time when the predetermined planned driving route is set, and (iii) a second predicted arrival time of the electric vehicle at the current time.

15. A program product for use in an electric vehicle that operates based on electricity derived from a secondary battery. The program product stores computer program instructions. The computer program instructions cause the processor to perform the following operations: During the operation of the electric vehicle, it is determined whether the charging facility has entered a range defined based on the current position of the electric vehicle. Estimate the probability of insufficient battery charging of the electric vehicle, where the probability of insufficient battery charging represents the likelihood of insufficient charging of the electric vehicle's secondary battery occurring; and In response to a determination that the charging facility has entered a predetermined range, a notification is executed based on the possibility that the battery of the electric vehicle is undercharged.

16. A notification method for an electric vehicle that operates based on power obtained from a secondary battery, the notification method comprising: During the operation of the electric vehicle, it is determined whether the charging facility has entered a range defined based on the current position of the electric vehicle. Estimate the probability of insufficient battery charging of the electric vehicle, where the probability of insufficient battery charging represents the likelihood of insufficient charging of the secondary battery of the electric vehicle. as well as In response to a determination that the charging facility has entered a predetermined range, a notification is executed based on the possibility that the battery of the electric vehicle is undercharged.

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