Route guidance system

Abstract

To shorten the required time when charging energy in the middle and traveling to a destination.SOLUTION: A route guidance system includes a navigation device and a management server. The management server is provided with a congestion state database in which the congestion state of a hydrogen station is stored. The navigation device acquires the congestion state of the hydrogen station which is a candidate charge spot from the congestion state database of the management server (S302), estimates a wait time at the hydrogen station (S303), searches for a travel route by way of charge spot, for each hydrogen station (S304), calculates the required time to a destination including a wait time regarding each searched trave route by way of charge spot (S305), and provides route guidance by the travel route by way of charge spot the required time of which is shortest (S306).SELECTED DRAWING: Figure 8

Description

Technical Field

[0001] The present invention relates to a route guidance system that searches for a driving route to a destination via an energy filling spot and provides route guidance based on the searched driving route.

Background Art

[0002] Patent Document 1 discloses a system that acquires information on the current usage status of a charging spot and the compatibility between a charger and a vehicle from a database, and shows a driving route to a charging spot having an available charger compatible with the vehicle. In this system, when the nearest charging spot is not available, a search for the next nearest charging spot is performed.

[0003] Also, Patent Document 2 relates to a system for exchanging a battery pack mounted on an electric two-wheeler at a battery station. The battery station charges the battery and provides it as a charged battery pack. Therefore, it takes time until a charged battery pack can be provided. In the system described in Patent Document 2, the completion time of the exchange is calculated based on the time until each battery station can prepare a charged battery pack, the travel time to the battery station, and the waiting time calculated based on the congestion status of the battery station. Then, the position of the current electric two-wheeler, the time until arrival at each battery station, and the completion time of the exchange are displayed on the screen.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0005] By the way, energy filling spots such as hydrogen stations and charging spots are still in the process of popularization, and the number of installation locations and the installation base are smaller compared to conventional gas stations. On the other hand, the time required for hydrogen filling and battery charging is longer than the refueling time. For this reason, vehicles may concentrate at energy filling spots, and it may take a long time to fill hydrogen gas or charge the battery. In addition, energy filling spots may be closed for maintenance, and additional routes via other energy filling spots may occur. In this case, there is a problem that the required time to travel to the destination after refueling on the way becomes longer.

[0006] Regarding this point, in the systems described in Patent Documents 1 and 2, the required time to reach the destination is not considered.

[0007] Therefore, an object of the present disclosure is to shorten the required time to travel to the destination after refueling on the way.

Means for Solving the Problems

[0008] The route guidance system of the present disclosure includes a navigation device that searches for a travel route to the destination based on the destination and waypoints and provides route guidance according to the searched travel route, and a management server that manages the operation status of a plurality of energy filling spots. The management server includes a congestion status database storing the congestion status of each energy filling spot. The navigation device acquires the congestion status of each energy filling spot from the congestion status database of the management server, estimates the waiting time at each energy filling spot based on the acquired congestion status, searches for a filling spot via travel route incorporating the energy filling spot as a waypoint for each energy filling spot, calculates the required time to reach the destination including the waiting time for each searched filling spot via travel route, and provides route guidance according to the filling spot via travel route with the shortest required time.

[0009] In this way, the waiting time at the energy filling spot is estimated based on the congestion situation, and route guidance is provided by the driving route via the filling spot that minimizes the travel time to the destination including the waiting time at the energy filling spot. Therefore, the travel time required when driving to the destination after filling energy on the way of the driving route can be shortened.

[0010] In the route guidance system of the present disclosure, the management server includes a business information database storing the location of each energy filling spot and business information. The navigation device searches for a reference driving route to the destination based on the destination and the waypoint, acquires the locations of the energy filling spots from the business information database of the management server, searches for a plurality of the energy filling spots located around the reference driving route, and sets them as a plurality of filling spot candidates. The acquisition of the congestion situation of each energy filling spot is to acquire the congestion situation of each filling spot candidate from the congestion situation database of the management server. The estimation of the waiting time is to estimate the waiting time at each filling spot candidate based on the acquired congestion situation. The search for the driving route via the filling spot may be to search for a driving route via the filling spot incorporating the filling spot candidate into the waypoint for each filling spot candidate.

[0011] Thereby, it is possible to provide route guidance so that the travel time to the destination including the waiting time is minimized via the energy filling spot located around the reference driving route.

[0012] In the route guidance system of the present disclosure, after setting a plurality of the filling spot candidates, the navigation device acquires business information of the plurality of filling spot candidates from the business information database of the management server, excludes the non-business filling spot candidates, and re-sets the plurality of filling spot candidates. The acquisition of the congestion status of each energy filling spot is to acquire the congestion status of each re-set filling spot candidate from the congestion status database of the management server. The calculation of the waiting time is to calculate the waiting time at each re-set filling spot candidate based on the acquired congestion status. The search for the driving route via the filling spot may be to search for each re-set filling spot candidate for a driving route via the filling spot that incorporates the re-set filling spot candidate as a waypoint.

[0013] In this way, since non-business energy filling spots are excluded from the filling spot candidates, it is possible to suppress route guidance by a driving route via non-business energy filling spots. Further, this can suppress the occurrence of driving on an additional route via other energy filling spots.

[0014] In the route guidance system of the present disclosure, the congestion status database is a database that stores the congestion status of each energy filling spot in association with the day of the week and the time zone. The navigation device searches for a partial driving route to a plurality of re-set filling spot candidates, calculates the arrival time at each of the plurality of re-set filling spot candidates, and the estimation of the waiting time may be to refer to the congestion status database and estimate each waiting time at each arrival time at each re-set filling spot candidate.

[0015] Thereby, the navigation device can accurately estimate the waiting time of each re-set filling spot candidate.

[0016] In the route guidance system of the present disclosure, the energy filling spot may be a charging spot or a hydrogen station.

[0017] This makes it possible to shorten the time required when charging or filling hydrogen gas during the driving route and driving to the destination.

Advantages of the Invention

[0018] This disclosure can shorten the time required when driving to the destination with energy filling in the middle.

Brief Description of the Drawings

[0019]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Modes for Carrying Out the Invention

[0020] Hereinafter, the route guidance system 100 of the embodiment will be described with reference to the drawings. In the following description, a plurality of energy filling spots will be described as a plurality of hydrogen stations.

[0021] The route guidance system 100 includes a navigation device 20 and a management server 30.

[0022] The navigation device 20 is mounted on a fuel cell electric vehicle 10 (hereinafter referred to as FCEV). The FCEV 10 is equipped with a fuel cell unit 11, a hydrogen tank 12, and a drive motor 13. The FCEV 10 is an electric vehicle that uses a fuel cell using hydrogen as a drive source. In the embodiment, the FCEV 10 will be described as a fuel cell electric truck.

[0023] The navigation device 20 searches for a driving route to the destination 49 based on the destination 49 and the waypoint 47, and performs route guidance according to the searched driving route (see FIG. 5). The navigation device 20 is a computer including a CPU 21 that performs information processing internally and a memory 22 that stores control data and control programs. The navigation device 20 acquires the current position based on a GPS signal received from a GPS satellite (not shown), and searches for a driving route to the destination 49 while referring to map data (not shown) stored in the memory 22. Then, the navigation device 20 displays the searched driving route together with the current position on a display (not shown). The navigation device 20 communicates with the management server 30 via the Internet line 90 to exchange information.

[0024] The management server 30 manages the operation status of four hydrogen stations, namely the first to fourth hydrogen stations 41, 42, 43, and 44. The management server 30 is a computer including a CPU 31 that performs information processing internally and a memory 32 that stores programs and control data. A business information database 33 and a congestion status database 34 are stored in the memory 32. The business information database 33 and the congestion status database 34 will be described later.

[0025] The first hydrogen station 41 includes one or more dispensers 41A, a station terminal 41B, and a high-pressure hydrogen tank (not shown). The dispenser 41A fills the hydrogen tank 12 of the FCEV 10 with high-pressure hydrogen gas stored in the high-pressure hydrogen tank. Operating information including the operating state of the dispenser 41A or the amount of hydrogen gas filled is input to the station terminal 41B, which is connected to the dispenser 41A. The station terminal 41B is a computer including a CPU 41C that performs information processing internally and a memory 41D that stores control data, programs, and the like. The memory 41D stores business information including the location, business days, regular holidays, business hours, telephone number, and business status of the first hydrogen station 41. Here, the business status is information on whether it is non-operational or normally operational due to maintenance or the like. The station terminal 41B is connected to the management server 30 via the Internet line 90. The station terminal 41B transmits the operating information of the dispenser 41A and the business information of the first hydrogen station 41 to the management server 30.

[0026] The configurations of the second hydrogen station 42, the third hydrogen station 43, and the fourth hydrogen station 44 are the same as that of the first hydrogen station 41. The second hydrogen station 42 includes a dispenser 42A and a station terminal 42B. The station terminal 42B is a computer having a CPU 42C and a memory 42D therein. Similarly, the third hydrogen station 43 includes a dispenser 43A and a station terminal 43B. The station terminal 43B is a computer having a CPU 43C and a memory 43D therein. Similarly, the fourth hydrogen station 44 includes a dispenser 44A and a station terminal 44B. The station terminal 44B is a computer having a CPU 44C and a memory 44D therein. The operation information of each of the dispensers 42A, 43A, and 44A is input to each of the station terminals 42B, 43B, and 44B. Further, in the memories 42D, 43D, and 44D of each of the station terminals 42B, 43B, and 44B, business information of the second to fourth hydrogen stations 42, 43, and 44 is stored in the same manner as the memory 41D of the station terminal 41B. Each of the station terminals 42B, 43B, and 44B transmits the operation information of each of the dispensers 42A, 43A, and 44A and the business information of the second to fourth hydrogen stations 42, 43, and 44 to the management server 30, similar to the station terminal 41B.

[0027] The management server 30 stores the business information of the first to fourth hydrogen stations 41, 42, 43, and 44 received from each of the station terminals 41B, 42B, 43B, and 44B in the business information database 33. As shown in FIG. 2, the business information database 33 is a database that stores by associating the location of each hydrogen station, the business days, the regular holidays, the business hours, the telephone number, and the business status. As described above, the business status is information on whether it is non-operational or normally operational due to maintenance or the like.

[0028] In addition, based on the operation information of each dispenser 41A, 42A, 43A, 44A received from each station terminal 41B, 42B, 43B, 44B, the management server 30 calculates the congestion status for the first to fourth hydrogen stations 41, 42, 43, 44 with respect to the day of the week and time zone, and stores it in the congestion status database 34 shown in FIG. 3. As shown in FIG. 3, the congestion status database 34 is a database that stores by associating the day of the week, time zone, and each congestion status for each hydrogen station.

[0029] In the route guidance system 100 of the embodiment, the time zone is, for example, a one-hour time zone such as the 9 o'clock hour (9:00 to 9:59), but is not limited thereto, and may be, for example, a two-hour time zone. Further, the congestion status is an index indicating the degree of congestion in that time zone. For example, it may be an index obtained by statistically processing the ratio of the number of FCEVs 10 that have actually been filled with hydrogen gas to the maximum number of FCEVs 10 that can be filled with hydrogen gas in one hour in terms of calculation. In this case, the index 100 shown at the 9 o'clock hour in FIG. 3 means that the same number (100%) of FCEVs 10 as the maximum number of FCEVs 10 that can be filled with hydrogen gas in one hour in terms of calculation come for hydrogen gas filling at the 9 o'clock hour. Also, the index 60 at the 13 o'clock hour means that 60% of the maximum number of FCEVs 10 that can be filled with hydrogen gas in one hour in terms of calculation come for hydrogen gas filling at the 13 o'clock hour. As will be described later, the waiting time until the start of filling in each time zone can be estimated from this index. Note that the congestion status database 34 shown in FIG. 3 may be updated periodically, for example, about once a month, based on the operation information of each dispenser 41A, 42A, 43A, 44A received from each station terminal 41B, 42B, 43B, 44B.

[0030] Next, the operation of the navigation device 20 of the route guidance system 100 will be described with reference to FIGS. 4 and 5. In the following description, as shown in FIG. 5, when the FCEV 10 travels from the departure point 40 to the destination 49 via any one of the first to fourth hydrogen stations 41, 42, 43, 44, the route guidance will be described.

[0031] Before departure, the passengers of the FCEV 10 input the destination 49 and the waypoint 47 into the navigation device 20. When the destination 49 and the waypoint 47 are input in step S101 of FIG. 4, the navigation device 20 proceeds to step S102 of FIG. 4 to search for the reference driving route 50 to the destination 49. The reference driving route 50 is the driving route when traveling from the departure point 40 to the destination 49 via the waypoint 47 without refueling with hydrogen gas on the way.

[0032] Next, the navigation device 20 obtains the locations of the hydrogen stations from the business information database 33 of the management server 30 in step S103 of FIG. 4, and searches for a plurality of hydrogen stations located around the reference driving route 50. Then, the first to fourth hydrogen stations 41, 42, 43, 44 as shown in FIG. 5 are set as a plurality of refueling spot candidates.

[0033] Next, the navigation device 20 proceeds to step S104 of FIG. 4 to obtain the business information of the first to fourth hydrogen stations 41, 42, 43, 44 from the business information database 33 of the management server 30. As shown in FIG. 2, the first, second, and fourth hydrogen stations 41, 42, 44 are in normal operation, but the third hydrogen station 43 is out of operation due to maintenance or the like. Therefore, the navigation device 20 excludes the third hydrogen station 43 from the refueling spot candidates.

[0034] Further, the navigation device 20 calculates an energy shortage point 48 where energy is lacking (hydrogen gas is lacking) in the reference travel route 50. The second hydrogen station 42 located at a position farther than the energy shortage point 48 becomes a candidate for an unreachable filling spot that cannot be reached without filling hydrogen gas on the way.

[0035] Therefore, the navigation device 20 excludes the second and third hydrogen stations 42 and 43 from the filling spot candidates in step S104 of FIG. 4, and re - sets the first and fourth hydrogen stations 41 and 44 as the filling spot candidates.

[0036] Next, in step S105 of FIG. 4, the navigation device 20 acquires the congestion status of the re - set first and fourth hydrogen stations 41 and 44 from the congestion status database 34 of the management server 30. Then, based on the acquired congestion status, the navigation device 20 estimates the waiting time until hydrogen filling at the first and fourth hydrogen stations 41 and 44. The estimation of the waiting time may be calculated based on the index of the time zone selected based on the actual results and the like, which is estimated to be the time zone when arriving at the first and fourth hydrogen stations 41 and 44.

[0037] For example, when estimating the waiting time, if the index of the selected time zone is less than 50, the waiting time is set to 0 minutes, and when the index exceeds 50, it may be estimated that the waiting time increases by 1 minute for each increase in the index. In this case, when the index of the congestion status of the first hydrogen station 41 is 80, the waiting time at the first hydrogen station 41 is estimated to be 30 minutes, and when the index of the congestion status of the fourth hydrogen station 44 is 40, the waiting time at the fourth hydrogen station 44 is estimated to be 0 minutes.

[0038] Next, in step S107 of FIG. 4, the navigation device 20 searches for a first filling - spot - via travel route 51 that travels from the way - point 47, via the first hydrogen station 41, to the destination 49. Similarly, the navigation device 20 searches for a fourth filling - spot - via travel route 54 that travels from the way - point 47, via the fourth hydrogen station 44, to the destination 49.

[0039] Next, in step S108 of FIG. 4, the navigation device 20 calculates the required time when traveling to the destination 49 via the first filling spot travel route 51. The required time is the total time of 5 hours and 30 minutes, which is the travel time of 4 hours and 40 minutes to the destination 49, the waiting time of 30 minutes until the start of hydrogen filling at the first hydrogen station 41, and the hydrogen filling time, for example, 20 minutes. Similarly, the navigation device 20 calculates the required time when traveling to the destination 49 via the fourth filling spot travel route 54. The required time is the total time of 4 hours and 50 minutes, which is the travel time of 4 hours and 30 minutes to the destination 49, the waiting time of 0 minutes until the start of hydrogen filling at the fourth hydrogen station 44, and the hydrogen filling time, for example, 20 minutes.

[0040] Next, in step S109 of FIG. 4, the navigation device 20 executes route guidance using the fourth filling spot travel route 54, which has the shortest required time among the first filling spot travel route 51 and the fourth filling spot travel route 54.

[0041] Summarizing the operations of the navigation device 20 described above in a table results in Figure 6. In step S103 of Figure 4, the first to fourth hydrogen stations 41, 42, 43, and 44 are set as a plurality of filling spot candidates, so the station names store "First Hydrogen Station" to "Fourth Hydrogen Station". In step S104 of Figure 4, the third hydrogen station 43 is excluded from the filling spot candidates due to being non-operational, and the second hydrogen station 42 is excluded from the filling spot candidates due to being unreachable. Therefore, "Non-operational" is stored in the business status of the third hydrogen station 43, and "Unreachable" is stored in the reachability of the second hydrogen station 42. Since the second and third hydrogen stations 42 and 43 are excluded from the filling spot candidates and the waiting time and the time required to reach the destination 49 have not been calculated, "-" is stored. The first hydrogen station 41 and the fourth hydrogen station 44 are reset as filling spot candidates, and the waiting time and the time required to reach the destination 49 are estimated and calculated in steps S106 to S108 of Figure 4, so the numerical values are stored. Then, in step S109 of Figure 4, the fourth filling spot via route 54 with the shortest required time is selected, so "〇" is stored in the column of the selected route of the fourth hydrogen station 44.

[0042] As described above, the route guidance system 100 of the embodiment estimates the waiting time at the first to fourth hydrogen stations 41, 42, 43, and 44 based on the congestion situation, and performs route guidance by the filling spot via route with the shortest required time to the destination 49 including the waiting time at the first to fourth hydrogen stations 41, 42, 43, and 44. Therefore, when filling hydrogen gas during the driving route and driving to the destination 49, the required time can be shortened.

[0043] In addition, the route guidance system 100 according to the embodiment sets the first to fourth hydrogen stations 41, 42, 43, and 44 around the reference driving route 50 as filling spot candidates, and performs route guidance so that the required time including the waiting times of the first to fourth hydrogen stations 41, 42, 43, and 44 set as the filling spot candidates is the shortest. Thereby, it is possible to perform route guidance so that the required time to the destination 49 including the waiting time is the shortest via the hydrogen stations located around the reference driving route 50.

[0044] In addition, since the route guidance system 100 according to the embodiment excludes the non-operational third hydrogen station 43 and the unreachable second hydrogen station 42 from the filling spot candidates, it is possible to suppress performing route guidance by a driving route passing through the non-operational or unreachable second and third hydrogen stations 42 and 43. Further, thereby, it is possible to suppress the occurrence of driving on an additional route passing through other hydrogen stations.

[0045] In the above description, the second and third hydrogen stations 42 and 43 are excluded from the filling spot candidates. However, if the second and third hydrogen stations 42 and 43 are not excluded from the filling spot candidates, the navigation device 20 searches for the second filling spot via driving route 52 and the third filling spot via driving route 53 that drive to the destination 49 via the second or third hydrogen stations 42 and 43, and estimates and calculates the waiting time and the required time. Then, in step S109 of FIG. 4, the navigation device 20 performs route guidance using the filling spot via driving route with the shortest required time among the first to fourth filling spot via driving routes 51, 52, 53, and 54.

[0046] In addition, in the above description, the navigation device 20 has been described as being mounted on the FCEV 10, but it is not limited thereto. For example, a smartphone having a navigation function brought into the FCEV 10 may be used.

[0047] Next, with reference to FIG. 7, other operations of the navigation device 20 will be described. For operations similar to those described above with reference to FIG. 4, the same step numbers will be assigned and the description will be omitted.

[0048] After the navigation device 20 excludes the second and third hydrogen stations 42 and 43 from the filling spot candidates in step S104 of FIG. 7, in step S201 of FIG. 7, the navigation device 20 searches for partial travel routes 51A and 54A from the departure place 40 to the first hydrogen station 41 and the fourth hydrogen station 44. Then, the navigation device 20 calculates the arrival times at the first and fourth hydrogen stations 41 and 44 in step S202 of FIG. 7. The navigation device 20 estimates the waiting time based on the congestion index of the time zone including the estimated arrival time calculated in step S203 of FIG. 7.

[0049] This operation can estimate the waiting time more accurately than the operation described above with reference to FIG. 4.

[0050] Next, with reference to FIG. 8, other operations of the navigation device 20 will be described. Operations similar to those described above with reference to FIG. 4 will be briefly described.

[0051] When the travel route from the departure place 40 via the waypoint 47 to the destination 49 is a route that has been traveled before, the hydrogen stations as filling spot candidates are known, and their business conditions are also known, without performing the search for the reference travel route 50 shown in step S102 of FIG. 4, the setting of the filling spot candidates shown in step S103, and the re - setting of the filling spot candidates shown in step S104 of FIG. 4, the waiting time may be estimated from the congestion status of each hydrogen station, the travel route via the filling spot may be searched for each hydrogen station, and guidance may be provided using the filling spot travel route with the shortest required time to the destination 49. With reference to FIG. 8, the operation of the navigation device 20 in this case will be described.

[0052] As shown in step S301 of FIG. 8, when the destination 49 and the waypoint 47 are input in step S101 of FIG. 4, the navigation device 20 refers to the past driving performance. From the past driving performance, the navigation device 20 sets the first and fourth hydrogen stations 41 and 44 as candidates for reachable hydrogen stations that are normally operating around the reference driving route 50.

[0053] Similar to steps S105 and 106 of FIG. 4, in steps S302 and S303 of FIG. 8, the navigation device 20 obtains the congestion status of the first and fourth hydrogen stations 41 and 44 from the congestion status database 34 of the management server 30 and estimates the waiting time. Then, similar to step 107 of FIG. 4, in step 304 of FIG. 8, the navigation device 20 searches for the first filling spot via driving route 51 and the fourth filling spot via driving route 54. Then, similar to step S108 of FIG. 4, in step S305 of FIG. 8, the navigation device 20 calculates the time required to travel to the destination 49 via the first filling spot via driving route 51 and the time required to travel to the destination 49 via the fourth filling spot via driving route 54.

[0054] Then, similar to step S109 of FIG. 4, in step S306 of FIG. 8, the navigation device 20 performs route guidance using the fourth filling spot via driving route 54 with the shortest required time among the first filling spot via driving route 51 and the fourth filling spot via driving route 54.

[0055] The operation shown in FIG. 8 is a simpler operation than the operation described with reference to FIG. 4, and can search for the driving route with the shortest required time.

[0056] Next, with reference to FIG. 9, other operations of the navigation device 20 will be described. When it is known that all hydrogen stations are in normal operation and reachable, without resetting the filling spot candidates shown in step S104 of FIG. 4, the waiting time of the filling spot candidates set in step S103 of FIG. 4 is estimated, a driving route via the filling spot is searched for each charging spot candidate, and guidance may be provided using the filling spot driving route with the shortest required time to the destination 49. With reference to FIG. 9, the operation of the navigation device 20 in this case will be described. For operations similar to those described above with reference to FIG. 4, the same step numbers will be assigned and the description will be omitted.

[0057] The navigation device 20 sets the first to fourth hydrogen stations 41, 42, 43, and 44 as filling spot candidates in step S103 of FIG. 9, and in steps S401 and S402 of FIG. 9, similar to steps S105 and S106 of FIG. 4, obtains the congestion status of the first to fourth hydrogen stations 41, 42, 43, and 44 from the congestion status database 34 of the management server 30 and estimates the waiting time. Then, the navigation device 20 searches for the first to fourth driving routes via the filling spots 51, 52, 53, and 54 in step 403 of FIG. 9, similar to step 107 of FIG. 4. Then, the navigation device 20 calculates the required time when traveling to the destination 49 using the first to fourth driving routes via the filling spots 51, 52, 53, and 54 in step S108 of FIG. 9, similar to step S108 of FIG. 4.

[0058] Then, the navigation device 20 executes route guidance using the driving route via the filling spot with the shortest required time among the first to fourth driving routes via the filling spots 51, 52, 53, and 54 in step S109 of FIG. 9, similar to step S109 of FIG. 4.

[0059] The operation shown in FIG. 9, similar to the operation described with reference to FIG. 8, is a simpler operation than the operation described with reference to FIG. 4 and can search for the driving route with the shortest required time.

[0060] In the above description, the electric vehicle is the FCEV10 and the plurality of energy filling spots are described as a plurality of hydrogen stations, but it is not limited thereto. For example, the electric vehicle may be a battery electric vehicle (BEV), and the plurality of energy filling spots may be a plurality of charging spots. In this case, the waiting time is the waiting time until the start of charging, and the required time is the total time of the travel time to the destination 49, the waiting time until the start of charging at the charging spot, and the charging time.

[0061] In this case, when charging is performed on the way of the travel route and traveling to the destination 49, the required time can be shortened.

Explanation of Signs

[0062] 10 Fuel cell electric vehicle (FCEV), 11 Fuel cell unit, 12 Hydrogen tank, 13 Drive motor, 20 Navigation device, 21, 31, 41C, 42C, 43C, 44C CPU, 22, 32, 41D, 42D, 43D, 44D Memory, 30 Management server, 33 Business information database, 34 Congestion situation database, 40 Departure place, 41~44 First~Fourth hydrogen stations, 41A, 42A, 43A, 44A Dispenser, 41B, 42B, 43B, 44B Station terminal, 47 Waypoint, 48 Energy shortage point, 49 Destination, 50 Standard travel route, 51~54 First~Fourth filling spot via travel routes, 51A, 54A Partial travel routes, 90 Internet line, 100 Route guidance system.

Claims

1. A navigation device that searches for a driving route to a destination based on the destination and a transit point, and provides route guidance according to the searched driving route; A route guidance system including a management server that manages the operation status of a plurality of energy filling spots, wherein the management server is provided with a congestion status database storing the congestion status of each energy filling spot, and the navigation device acquires the congestion status of each energy filling spot from the congestion status database of the management server, estimates the waiting time at each energy filling spot based on the acquired congestion status, searches for a filling spot via driving route incorporating the energy filling spot into the transit point for each energy filling spot, calculates the required time to the destination including the waiting time for each searched filling spot via driving route, and provides route guidance according to the filling spot via driving route with the shortest required time. A route guidance system characterized by the above.

2. The route guidance system according to claim 1, wherein the management server is provided with a business information database storing the location and business information of each energy filling spot, and the navigation device searches for a reference driving route to the destination based on the destination and the transit point, acquires the location of each energy filling spot from the business information database of the management server, searches for a plurality of energy filling spots located around the reference driving route, and sets them as a plurality of filling spot candidates, the acquisition of the congestion status of each energy filling spot is to acquire the congestion status of each filling spot candidate from the congestion status database of the management server, the estimation of the waiting time is to estimate the waiting time at each filling spot candidate based on the acquired congestion status, and the search for the filling spot via driving route is to search for a filling spot via driving route incorporating the filling spot candidate into the transit point for each filling spot candidate. A route guidance system.

3. The route guidance system according to claim 2, wherein the navigation device After setting a plurality of the filling spot candidates, business information of the plurality of the filling spot candidates is acquired from the business information database of the management server, and the filling spot candidates that are not in business are excluded to re-set a plurality of the filling spot candidates. The acquisition of the congestion status of each of the energy filling spots is to acquire the congestion status of each of the filling spot candidates re-set from the congestion status database of the management server. The estimation of the waiting time is to estimate the waiting time at each of the filling spot candidates re-set based on the acquired congestion status. The search for the travel route via the filling spot is to search for each of the filling spot candidates re-set for a travel route via the filling spot incorporating the re-set filling spot candidates as waypoints. Route guidance system.

4. The route guidance system according to claim 3, wherein the congestion status database is a database that stores the congestion status of each of the energy filling spots in association with the day of the week, the time zone. The navigation device, searches for partial travel routes to a plurality of the re-set filling spot candidates and calculates arrival times at the plurality of the re-set filling spot candidates respectively. The estimation of the waiting time is to refer to the congestion status database and estimate each of the waiting times at each of the arrival times at the re-set filling spot candidates. A route guidance system characterized by the above.

5. The route guidance system according to any one of claims 1 to 4, wherein the energy filling spot is a charging spot or a hydrogen station. A route guidance system characterized by the above.

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