Driving assistance system

Abstract

This system provides a driving assistance system that combines automated charging station reservations via the system with manual reservations made by the user, while also reducing the burden on the user. [Solution] The system determines whether the amount of energy stored in the on-board battery 8 is insufficient to travel to the destination. If it is determined that the amount of energy is insufficient, it selects a charging facility to charge the on-board battery 8 and automatically makes a reservation for use at the selected charging facility. In addition, if a user makes a manual reservation for use at a charging facility, separate from the automatic reservation, the system retrieves the reservation details of the manually made charging facility and prioritizes the user's manual reservation before making a reservation for use at the charging facility.

Description

Technical Field

[0001] The present invention relates to a driving support system that supports charging of an in-vehicle battery.

Background Art

[0002] In recent years, in addition to gasoline vehicles driven by an engine, there are electric vehicles driven by a motor powered by electricity supplied from a battery, hybrid vehicles that use both a motor and an engine as a power source, and the like. As a method of charging an in-vehicle battery provided in such an electric vehicle or hybrid vehicle, there is a method of charging using regenerative power of a motor generated during deceleration or when driving on a downhill road while the vehicle is running, a method of charging using a generator driven based on an engine, and in addition, a method of charging at home or a dedicated charging facility.

[0003] Here, when a vehicle charges at the above charging facility, there are charging facilities that require a reservation for use in advance depending on the charging facility. Also, even for a charging facility that does not require a reservation for use, there are charging facilities that allow priority use of a charger by making a reservation for use. Therefore, for example, in Japanese Patent Application Laid-Open No. 2019-78616, when a user inputs a destination, a route to the destination is searched, and it is determined whether it is possible to reach the destination with the current battery charge state. If it is determined that charging is necessary, a charging facility within the route is searched, and a system that automatically makes a reservation for use of the most recommended charging facility among the searched charging facilities is proposed.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] While the above system allows for automatic reservations of charging facilities, it is generally possible to make reservations without going through this system. For example, users can make reservations themselves using a dedicated application or via a web browser without going through the above system (hereinafter, these reservation methods will be referred to as manual reservations). As a result, even though the above system has already made an automatic reservation for a charging facility, if a user makes a manual reservation for a charging facility and charges at the manually reserved facility, there was a concern that the automatic reservation made by the above system would be canceled without notice.

[0006] On the other hand, there were concerns that forcing users who had made manual reservations to cancel their automatically made reservations would be inconvenient for them.

[0007] This invention was made to address the aforementioned concerns of the conventional system, and aims to provide a driving support system that combines automatic charging facility reservations via the system with manual charging facility reservations made by the user, while also reducing the burden on the user. [Means for solving the problem]

[0008] To achieve the above objective, the driving support system according to the present invention includes: destination acquisition means for acquiring the vehicle's destination; shortage determination means for determining whether the amount of energy stored in the on-board battery that supplies power to the vehicle's drive source is insufficient for travel to the destination; automatic reservation means for selecting a charging facility to charge the on-board battery and making a reservation for use of the selected charging facility when the shortage determination means determines that the amount of energy is insufficient for travel to the destination; and reservation content acquisition means for acquiring the details of a reservation for a charging facility made manually by a user, separate from the reservation made by the automatic reservation means, wherein the automatic reservation means prioritizes the reservation made manually by the user before making a reservation for use of the charging facility. [Effects of the Invention]

[0009] According to the driving support system of the present invention having the above configuration, it is possible to use both automatic charging facility reservations made via the system and manual charging facility reservations made by the user, and to prioritize reservations for charging at the charging facility of the user's choice. Furthermore, it is possible to reduce the burden on the user, such as cancellation procedures. [Brief explanation of the drawing]

[0010] [Figure 1] This is a schematic diagram showing the driving support system according to this embodiment. [Figure 2] This is a block diagram showing the configuration of the driving support system according to this embodiment. [Figure 3] This is a schematic block diagram showing the control system of the navigation device according to this embodiment. [Figure 4] This is a flowchart of the pathfinding processing program according to this embodiment. [Figure 5] This is a flowchart of the manual reservation management processing program according to this embodiment. [Figure 6]This diagram illustrates what happens when a manual reservation is made while the system has already automatically reserved a charging station. [Figure 7] This is a flowchart of the manual priority route search processing program according to this embodiment. [Figure 8] This diagram illustrates how the system automatically reserves a charging facility after a manual reservation has already been made. [Modes for carrying out the invention]

[0011] The following will describe in detail, with reference to the drawings, one embodiment of the driving support system according to the present invention. First, the schematic configuration of the driving support system 1 according to this embodiment will be described using Figure 1. Figure 1 is a schematic configuration diagram showing the driving support system 1 according to this embodiment.

[0012] As shown in Figure 1, the driving support system 1 according to this embodiment basically comprises an information management server 3 located in an information management center 2, a navigation device 5 which is an in-vehicle device mounted in a vehicle 4, and a communication terminal 6 held by the user, who is an occupant of the vehicle 4. Furthermore, the information management server 3 and the navigation device 5 are configured to send and receive electronic data to and from each other via a communication network 7. In addition, the navigation device 5 and the communication terminal 6 are configured to send and receive electronic data to and from each other via wireless communication such as Bluetooth® or wired communication by connecting a cable. Examples of communication terminals 6 include mobile phones, smartphones, tablet terminals, personal computers, etc.

[0013] Furthermore, vehicle 4 is a vehicle equipped with at least a motor as a drive source and an on-board battery 8 as a means of supplying power to the motor, and is a vehicle capable of charging the on-board battery 8 at a charging facility. Applicable vehicles include electric vehicles (hereinafter referred to as EVs) that use only a motor as a drive source, and hybrid vehicles that use both a motor and an engine as a drive source, in particular plug-in hybrid vehicles (hereinafter referred to as PHVs).

[0014] Here, the information management server 3 is capable of performing route searches in response to requests from the navigation device 5. Specifically, when a destination is set in the navigation device 5 or when a route search (rerouting) is performed, the navigation device 5 sends information necessary for route searching, such as the departure point and destination, to the information management server 3 along with the route search request (however, in the case of a research, it is not always necessary to send information about the destination). Upon receiving the route search request, the information management server 3 performs a route search using the map information it possesses and identifies a recommended route from the departure point to the destination. It then sends the identified recommended route to the requesting navigation device 5. The navigation device 5 then provides the user with information about the received recommended route, sets the recommended route as the guidance route, and provides guidance according to the guidance route. As a result, even if the map information possessed by the navigation device 5 is an older version at the time of route searching, or if the navigation device 5 does not possess map information at all, it is possible to provide an appropriate recommended route to the destination based on the latest version of map information possessed by the information management server 3.

[0015] Furthermore, the information management server 3 also possesses information about information provision points throughout the country, in addition to the map information used for the above-mentioned route search. In this embodiment, it also possesses information about charging facilities 9 capable of charging the vehicle battery 8 as at least one of the information provision points.

[0016] Here, the charging facility 9 is a facility capable of charging the in-vehicle battery 8 equipped in the vehicle 4. It has a parking space for the vehicle to stop, and generally, charging equipment consisting of an operation panel, a cable connected to the vehicle, etc. is installed around the parking space. In addition to dedicated facilities for charging vehicles, the charging facility 9 may also be provided in a part of the parking lot of commercial facilities such as shopping malls and service areas, automobile sales stores, coin parking lots, etc.

[0017] In addition, the information management server 3 is also communicably connected to a charging facility management server 10 that manages charging facilities 9 across the country. And through the charging facility management server 10, it is possible to obtain the current availability status of the chargers equipped in the charging facility 9 and other information regarding the charging facility 9 (for example, the number of chargers, the maximum output of the chargers, the charging upper limit time, available time bands, usage fees, congestion status, compatible vehicle types, etc.).

[0018] However, it is not necessarily required to perform the above-mentioned route search process on the information management server 3. It may be performed on the navigation device 5 that has map information. Also, the navigation device 5 can obtain information regarding the charging facility from the charging facility management server 10.

[0019] In addition, the navigation device 5 is mounted on the vehicle 4 and is an in-vehicle device that displays a map around the vehicle's position based on the map data possessed by the navigation device 5 or map data obtained from the outside, displays the current position of the vehicle on the map image, and provides navigation along the set guidance route. Also, the navigation device 5 is connected to the vehicle control ECU and the battery remaining amount meter mounted on the vehicle 4 via an in-vehicle network such as CAN, and can obtain information regarding the in-vehicle battery 8 (for example, the current remaining energy amount, the upper limit energy amount that can be charged per unit time of the in-vehicle battery determined for each vehicle, power consumption performance, etc.), and can transmit such information to the communication terminal 6 using wireless communication such as Bluetooth or wired communication by connecting a cable.

[0020] Also, when the energy (remaining battery power) stored in the in-vehicle battery 8 of the navigation device 5 is insufficient for the energy required to travel to the destination, the navigation device 5 also formulates a charging plan based on the route to the destination and the information on charging facilities obtained from the information management server 3. On the other hand, the navigation device 5 is also communicably connected to the charging facility management server 10. Then, the navigation device 5 can automatically make a reservation for using a charging facility based on the formulated charging plan by communicating with the charging facility management server 10.

[0021] On the other hand, the communication terminal 6 is an information terminal possessed by a user who is a passenger of the vehicle and equipped with a communication function, a navigation function, etc. For example, a mobile phone, a smartphone, a tablet terminal, a personal computer, etc. are applicable. In particular, when the communication terminal 6 is a terminal capable of executing an application such as a smartphone, an application program for making a reservation for using a charging facility is installed as one of the applications. Note that the function of making a reservation for using these charging facilities may be a part of the navigation function for guiding the movement to the destination, or may be executed by an application program different from the navigation function.

[0022] In addition, the communication network 7 includes a number of base stations arranged throughout the country and a communication company that manages and controls each base station, and is configured by connecting the base stations and the communication company to each other by wire (optical fiber, ISDN, etc.) or wirelessly. Here, the base station has a transceiver (transmitter / receiver) and an antenna for communicating with the navigation device 5 and the communication terminal 6. Then, while the base station performs wireless communication among communication companies, it becomes the end of the communication network 7 and has the role of relaying the communication between the navigation device 5 and the communication terminal 6 within the range (cell) where the radio wave of the base station reaches and the information management server 3 and the charging facility management server 10.

[0023] Next, the configuration of the information management server 3 in the driving support system 1 will be explained in more detail using Figure 2. As shown in Figure 2, the information management server 3 comprises a server control unit 11, a server-side map DB 12 as an information recording means connected to the server control unit 11, a charging facility DB 13, and a server-side communication device 14.

[0024] The server control unit 11 is a control unit (MCU, MPU, etc.) that controls the entire information management server 3, and is equipped with a CPU 21 as an arithmetic unit and control device, RAM 22 used as working memory when the CPU 21 performs various arithmetic processing, a ROM 23 that stores control programs as well as the route search processing program (Figure 4), manual reservation management processing program (Figure 5), manual priority route search processing program (Figure 7), etc., described later, and a flash memory 24 that stores programs read from the ROM 23. The server control unit 11, together with the ECU of the navigation device 5 described later, has various means as processing algorithms. For example, the destination acquisition means acquires the destination of the vehicle. The shortage determination means determines whether the amount of energy stored in the on-board battery 8 that supplies power to the vehicle's drive source is insufficient to travel to the destination. If the shortage determination means determines that the amount of energy is insufficient to travel to the destination, the automatic reservation means selects a charging facility to charge the on-board battery 8 and makes a reservation for use of the selected charging facility. The reservation details acquisition means acquires the reservation details of a charging facility when a user manually makes a reservation for use of a charging facility, separate from reservations made by the automatic reservation means. The manual charging determination means determines whether the amount of energy stored in the on-board battery 8 is insufficient to travel to the manually reserved charging facility when a user manually makes a reservation for use of a charging facility. The guidance means informs the user that they cannot reach the manually reserved charging facility if it is determined that the amount of energy is insufficient to travel to the manually reserved charging facility. In other words, the server control unit 11 and the ECU of the navigation device 5 described later are examples of destination acquisition means, insufficiency determination means, automatic reservation means, reservation details acquisition means, manual charging determination means, and guidance means.

[0025] On the other hand, the server-side map DB12 is a storage means that stores server-side map information, which is the latest version of map information registered based on external input data and input operations. Here, the server-side map information contains various information necessary for route searching, route guidance, and map display, including road networks. For example, it contains network data including nodes and links that show road networks, link data related to roads (links), node data related to node points, intersection data related to each intersection, location data related to locations such as facilities, map display data for displaying maps, search data for searching for routes, and search data for searching for locations.

[0026] Furthermore, the charging facility DB13 is a memory device that stores various information, particularly regarding charging facilities located throughout the country. Here, a "charging facility" is a facility capable of charging the on-board battery 8 of a vehicle 4, and typically includes a parking space for parking vehicles, and charging equipment consisting of an operation panel and cables for connecting to the vehicle is installed around the parking space. In addition to facilities dedicated to charging vehicles, the above-mentioned charging facilities may also be installed in parts of parking lots of commercial facilities such as shopping malls, car dealerships, coin-operated parking lots, etc.

[0027] Here, the charging facility DB13 stores information about charging facilities located throughout Japan, including facility ID, facility name (or the name of the other facility if it is located within a larger facility), location of the charging facility, number of chargers, maximum charger output, available hours, usage fee, and maximum charging time. This information can be obtained from the charging facility management server 10, and real-time congestion status can also be obtained as information about the charging facilities. Note that the "maximum charging time" indicates the maximum time that can be charged in a single charge at the charging facility, and charging cannot be continued beyond the maximum time even if the onboard battery 8 is not fully charged.

[0028] On the other hand, the server-side communication device 14 is a communication device for communicating with the navigation device 5 and charging facility management server 10 of each vehicle 4 via the communication network 7. In addition to the navigation device 5, it is also possible to receive traffic information consisting of various types of information such as congestion information, regulation information, and traffic accident information transmitted from the Internet network and traffic information centers, such as VICS (registered trademark: Vehicle Information and Communication System) centers.

[0029] Next, the schematic configuration of the navigation device 5 installed in the vehicle 4 will be explained using Figure 4. Figure 4 is a block diagram showing the navigation device 5 according to this embodiment.

[0030] As shown in Figure 4, the navigation device 5 according to this embodiment includes a current location detection unit 31 that detects the current location of the vehicle on which the navigation device 5 is installed, a data recording unit 32 on which various data are recorded, a navigation ECU 33 that performs various calculations based on the input information, an operation unit 34 that accepts operations from the user, a liquid crystal display 35 that displays information such as a map of the area around the vehicle, information on the driving route, and a charging plan to the user, a speaker 36 that outputs voice guidance regarding route guidance, a DVD drive 37 that reads a DVD which is a storage medium, and a communication module 38 that communicates with information centers such as an information management server 3, a charging facility management server 10, and a VICS center. The navigation device 5 is also connected to a battery level meter 39 installed in the vehicle 4 via an in-vehicle network such as CAN.

[0031] The following describes each component of the navigation device 5 in order. The current position detection unit 31 consists of a GPS 41, a vehicle speed sensor 42, a steering sensor 43, a gyro sensor 44, etc., and is capable of detecting the current position, direction, vehicle speed, current time, etc. In particular, the vehicle speed sensor 42 is a sensor for detecting the distance traveled and vehicle speed of the vehicle, and generates pulses in accordance with the rotation of the vehicle's drive wheels and outputs the pulse signal to the navigation ECU 33. The navigation ECU 33 then calculates the rotation speed of the drive wheels and the distance traveled by counting the generated pulses. It should be noted that the navigation device 5 does not need to be equipped with all four types of sensors mentioned above, and the navigation device 5 may be configured to be equipped with only one or more of these types of sensors.

[0032] Furthermore, the data recording unit 32 includes a hard disk (not shown) as an external storage device and recording medium, and a recording head (not shown) which is a driver for reading map information DB 45 and predetermined programs recorded on the hard disk, and for writing predetermined data to the hard disk. The data recording unit 32 may be configured with flash memory, a memory card, or an optical disc such as a CD or DVD instead of a hard disk. Also, in this embodiment, as described above, the information management server 3 searches for a route to the destination, so the map information DB 45 may be omitted.

[0033] Here, the map information DB45 is a storage means that stores, for example, link data related to roads (links), node data related to node points, search data used for processing related to route searching and modification, facility data related to facilities, map display data for displaying maps, intersection data related to each intersection, and search data for searching for locations.

[0034] On the other hand, the navigation ECU (Electronic Control Unit) 33 is an electronic control unit that controls the entire navigation device 5, and includes a CPU 51 as an arithmetic unit and control device, a RAM 52 which is used as working memory when the CPU 51 performs various arithmetic processing and stores route data when a route is searched, a planned charging plan, etc., a ROM 53 which stores control programs as well as the route search processing program (Figure 4), manual reservation management processing program (Figure 5), manual priority route search processing program (Figure 7), etc., described later, and a flash memory 54 which stores programs read from the ROM 53.

[0035] The control unit 34 is operated when inputting the starting point (departure point) and the ending point (destination point), and has multiple operation switches (not shown), such as various keys and buttons. The navigation ECU 33 controls the system to perform various operations based on the switch signals output when each switch is pressed. The control unit 34 may also have a touch panel located in front of the liquid crystal display 35. It may also have a microphone and a voice recognition device.

[0036] The LCD display 35 also displays map images including roads, traffic information, operation instructions, operation menus, key instructions, guidance information along the guided route (planned driving route), charging plan instructions, news, weather forecasts, time, emails, TV programs, and more.

[0037] Furthermore, speaker 36 outputs voice guidance that directs the driver along the guided route (planned route) based on instructions from the navigation ECU 33, as well as traffic information.

[0038] Furthermore, the DVD drive 37 is a drive capable of reading data recorded on recording media such as DVDs and CDs. Based on the read data, it performs functions such as playing music and videos, and updating the map information DB 45. Alternatively, a card slot for reading and writing memory cards may be provided instead of the DVD drive 37.

[0039] Furthermore, the communication module 38 is a communication device for receiving traffic information, weather information, etc., transmitted from traffic information centers, such as VICS centers or other external centers, and examples include mobile phones and DCMs. It also includes vehicle-to-vehicle communication devices for communication between vehicles and vehicle-to-infrastructure communication devices for communication with roadside units. It is also used to send and receive information between the information management server 3, the communication terminal 6, and the charging facility management server 10.

[0040] Furthermore, the battery level indicator 39 is a sensor for detecting the remaining energy amount of the onboard battery 8 of the vehicle equipped with the navigation system 5.

[0041] Next, the route search processing program executed by the information management server 3 and navigation device 5 having the above configuration will be explained with reference to Figure 4. Figure 4 is a flowchart of the route search processing program according to this embodiment. Here, the route search processing program is executed when the navigation device 5 receives a predetermined operation to start a route search. In response to the user's operation, it searches for a route to the destination, and if the energy (remaining power) stored in the onboard battery 8 is insufficient to cover the energy required to travel to the destination, it plans a charging schedule and automatically makes a reservation for the use of a charging facility. The programs shown in the flowcharts in Figures 4, 5, and 7 below are stored in the RAM 52 or ROM 53 of the navigation ECU 33 or the RAM 22 or ROM 23 of the information management server 3, and are executed by the CPU 51 or CPU 21.

[0042] In the following explanation, it is assumed that a reservation is made in advance when the vehicle charges at the charging facility 9. In reality, there are charging facilities 9 where it is possible to charge without a reservation, but even for such facilities 9, the explanation will be based on the assumption that a reservation is made. There are mainly two ways to reserve the use of the charging facility 9. The first is when the navigation device 5 searches for a route to the destination and the energy (remaining power) stored in the onboard battery 8 is insufficient to cover the distance to the destination, and a reservation is automatically made for a charging facility along the route (hereinafter referred to as "automatic reservation"). The second is a reservation made manually by the user, who operates the communication terminal 6 and specifies a charging facility, separate from the automatic reservation described above (hereinafter referred to as "manual reservation").

[0043] Furthermore, it will be explained that no charging facility has been reserved manually at the time the following route search processing program (Figure 4) is started.

[0044] First, we will explain the route search processing program executed in the navigation device 5. In step 1 (hereinafter abbreviated as S), the CPU 51 sends a route search request to the information management server 3. The route search request includes a terminal ID that identifies the navigation device 5 that sent the route search request, and information that identifies the departure point (e.g., the vehicle's current location) and the destination. The destination is entered, for example, by the user operating the control unit 34. Note that information identifying the destination is not necessarily required when re-searching.

[0045] Next, in S2, the CPU 51 receives the search route information sent from the information management server 3 in response to the route search request. Here, the search route information received in S2 is information that identifies the recommended route from the starting point to the destination, which the information management server 3 has searched using the latest version of map information based on the route search request sent in S1 (for example, a list of links included in the recommended route). Note that the recommended route received in S2 may be only one route, or it may include multiple candidates.

[0046] Next, in S3, the CPU 51 sends a facility information request to the information management server 3 requesting information about charging facilities along the recommended route received in S2. The facility information request includes a terminal ID that identifies the navigation device 5 that sent the facility information request, and information that identifies the recommended route.

[0047] Subsequently, in S4, the CPU 51 receives information about the charging facilities 9 transmitted from the information management server 3 in response to a facility information request. Here, the information about the charging facilities received in S4 is information read by the information management server 3 from the charging facility DB 13 based on the facility information request transmitted in S3. Specifically, it is information about the charging facilities 9 located along the recommended route, and includes, for example, the facility name, location of the charging facility, number of chargers, maximum output of the chargers, available time slots, usage fees, maximum charging time, and congestion status. Note that "along the recommended route" does not necessarily mean that the charging facilities are adjacent to the recommended route; it may also include charging facilities within a predetermined distance (e.g., 300m) from the recommended route.

[0048] In this embodiment, information regarding charging facilities is obtained from the information management server 3 regardless of whether the current SOC value is insufficient for the energy required to travel to the destination. However, information regarding charging facilities may be obtained from the information management server 3 only when the current SOC value is insufficient for the energy required to travel to the destination. That is, processing S3 and S4 may be executed after S6:YES.

[0049] Next, in S5, the CPU 51 obtains the current SOC value (remaining energy of the onboard battery 8) for the vehicle equipped with the navigation device 5 (the source of the route search request). The current SOC value can be obtained from the battery level meter 39 via CAN or the like.

[0050] Subsequently, in S6, the CPU 51 predicts the amount of energy (power consumption) that would be consumed if the vehicle were to travel to the destination according to the recommended route received in S2, and determines whether the SOC value obtained in S5 is insufficient for the energy required to travel to the destination. The amount of energy consumed if the vehicle were to travel to the destination according to the recommended route is calculated by considering not only the total length of the route and the energy consumption (distance that can be traveled per unit of energy), but also the gradient of the route, traffic information, and the vehicle's travel history.

[0051] If it is determined that the current SOC value is insufficient for the energy required to travel to the destination (S6: YES), the process proceeds to S7. Conversely, if it is determined that the current SOC value is sufficient for the energy required to travel to the destination (S6: NO), the recommended route explored in S2 is confirmed as the travel route to the destination, and the process proceeds to S11.

[0052] In S7, the CPU 51 formulates a charging plan for driving to the destination based on the recommended route received in S2 and the charging facility information received in S4. The charging plan includes information specifying the charging facilities selected for charging, the planned start time for charging at those facilities, and the extent to which charging will be performed at those facilities (which may be specified by charging time or by the amount of energy to be charged). Specifically, the CPU 51 predicts the estimated arrival time and the SOC value at the time of arrival for each charging facility along the recommended route, and also considers the output of the chargers and congestion status of the charging facilities to select the charging facility that can charge the on-board battery 8 most efficiently in order to reach the destination, and formulates a charging plan. It is also desirable to formulate a charging plan that takes into account not only charging efficiency but also the time required to reach the destination and waiting times at charging facilities.

[0053] Subsequently, in S8, the CPU 51 sends a route search request to the information management server 3 again, in accordance with the charging plan formulated in S7. The route search request includes a terminal ID that identifies the navigation device 5 that sent the route search request, information that identifies the departure point (e.g., the vehicle's current location) and destination, as well as information that designates the charging facilities that are to be charged in the charging plan formulated in S7 as waypoints.

[0054] Next, in S9, the CPU 51 receives route search information transmitted from the information management server 3 in response to the route search request. Here, the route search information received in S9 is information that identifies a recommended route (for example, a list of links included in the recommended route) for traveling from the starting point to the destination via a charging facility. Note that the recommended route received in S9 may be only one route or may include multiple candidates. Also, the recommended route received in S9 is not necessarily the same as the recommended route received in S2.

[0055] Subsequently, in S10, the CPU 51 communicates with the charging facility management server 10 and makes a reservation for use of the charging facility 9 that was selected as the target of charging in the charging plan formulated in S7. The charging plan also includes the scheduled time when the vehicle will start charging at the charging facility and the charging time, so the reservation is made in accordance with the charging plan. Basically, reservations for use of charging facilities are made without obtaining the user's consent, but before making a reservation, the charging plan and information about the charging facility may be displayed on the LCD display 35, for example, to allow the user to confirm.

[0056] Next, in S11, the CPU 51 sets the recommended route received from the information management server 3 (or the recommended route received in S9 if one was received in S9) as the guided route (the route to the destination) for which the navigation device 5 will provide driving guidance for the vehicle. If there are multiple recommended route options, it is desirable to display all options on the LCD display 35 and allow the user to select one. After that, the guided route to the selected destination and the charging plan are displayed on the LCD display 35 and guided to the user. Once the vehicle starts moving, the navigation device 5 provides driving assistance according to the set guided route and charging plan.

[0057] Next, we will describe the route search processing program executed on the information management server 3. First, in S21, the CPU21 receives a route search request transmitted from the navigation device 5. The route search request includes a terminal ID that identifies the navigation device 5 that sent the route search request, and information that identifies the departure point (e.g., the vehicle's current location) and the destination.

[0058] Next, in S22, the CPU 21 uses the route search request received in S21 and the map information held by the information management server 3 to perform a route search process from the origin to the destination and identify a recommended route (center route) from the origin to the destination. For example, the well-known Dijkstra's algorithm is used to search for the recommended route, and the route with the minimum total cost value is selected as the recommended route.

[0059] Subsequently, in S23, the CPU 21 transmits search route information (for example, a list of links included in the recommended route) that identifies the recommended route searched in S22 to the navigation device 5 that sent the route search request.

[0060] Next, in S24, the CPU 21 receives a facility information request transmitted from the navigation device 5. The facility information request includes a terminal ID that identifies the navigation device 5 that sent the request, and information that identifies the recommended route.

[0061] Next, in S25, the CPU 21 reads information about charging facilities along the recommended route from the charging facility DB 13 based on the facility information request received in S24. Specifically, this includes the facility name, location of the charging facility, number of chargers, maximum output of the chargers, available time slots, usage fees, maximum charging time, and congestion status. Note that "along the recommended route" does not necessarily mean that the facility is adjacent to the recommended route; it may also include charging facilities within a predetermined distance (e.g., 300m) from the recommended route.

[0062] Subsequently, in S26, the CPU 21 transmits the information regarding the charging facility read in S25 to the navigation device 5, which was the source of the facility information request.

[0063] Next, in S27, the CPU 21 receives a route search request transmitted from the navigation device 5. The route search request received in S27 includes a terminal ID that identifies the navigation device 5 that sent the route search request, information that identifies the departure point (e.g., the vehicle's current location) and destination, and information that designates the charging facilities that are to be charged in the charging plan formulated by the navigation device 5 as waypoints.

[0064] Next, in S28, the CPU 21 uses the route search request received in S27 and the map information held by the information management server 3 to perform a route search process from the starting point to the destination and identify a recommended route (center route) from the starting point to the destination. In particular, the route search process in S28 is performed with the condition that the charging facilities designated as targets for charging in the charging plan formulated by the navigation device 5 are used as waypoints.

[0065] Subsequently, in S29, the CPU 21 transmits search route information (for example, a list of links included in the recommended route) that identifies the recommended route found in S28 to the navigation device 5, the source of the route search request. As a result, the transmitted recommended route is set as the guided route in the navigation device 5.

[0066] In this embodiment, the information management server 3 performs the route search process, but it is also possible to configure the navigation device 5 to perform the above route search process (S22, S28) instead of the information management server 3. Furthermore, the navigation device 5 may also acquire information regarding charging facilities from the charging facility management server 10.

[0067] Next, the manual reservation management processing program executed by the information management server 3 and the navigation device 5 will be described with reference to Figure 5. Figure 5 is a flowchart of the manual reservation management processing program according to this embodiment. Here, the manual reservation management processing program is executed when the user makes a new reservation to use a charging facility manually, in particular when the aforementioned route search processing program (Figure 4) has been executed and the navigation device 5 has set the guidance route and charging plan. The program prioritizes the manual reservation, modifies the charging plan, and automatically makes the reservation to use the charging facility or cancels past reservations as needed.

[0068] First, we will describe the manual reservation management processing program executed in the navigation device 5. In S31, the CPU 51 retrieves the details of the manual reservation. As mentioned above, a manual reservation is a reservation made manually by the user by operating the communication terminal 6 and specifying the charging facility of their choice. This can be done by running a dedicated application program, for example, or by using a web browser. Manual reservations can basically be made at any time, including immediately after the route search processing program (Figure 4) is executed and the navigation device 5 sets the guidance route and charging plan, or after the vehicle has started moving. It is also possible to make a manual reservation before the route search processing program (Figure 4) is executed, but this will be explained later in the manual priority route search processing program (Figure 7).

[0069] Furthermore, the method for obtaining the contents of the manual reservation in S31 may be, for example, by communication from the communication terminal 6, or by having the user input the contents of the manual reservation using the operation unit 34. The contents of the manual reservation include information specifying the charging facility to be used, the scheduled time to start charging at that charging facility, and how much (which may be specified by charging time or by the amount of energy to be charged) will be charged at that charging facility.

[0070] Next, in S32, the CPU 51 obtains the current SOC value (remaining energy of the onboard battery 8) for the vehicle equipped with the navigation device 5 (the source of the route search request). The current SOC value can be obtained from the battery charge meter 39 via CAN or the like.

[0071] Subsequently, in S33, the CPU 51 predicts the amount of energy (power consumption) that would be consumed if the vehicle were to travel to the manually reserved charging facility (hereinafter referred to as the manually reserved charging facility) according to the contents of the manual reservation acquired in S31, and determines whether the SOC value acquired in S32 is insufficient for the energy required to travel to the manually reserved charging facility. Regarding the route to the manually reserved charging facility, if the manually reserved charging facility is on the guidance route set by the navigation device 5, the route will follow the guidance route. On the other hand, if the manually reserved charging facility is not on the guidance route set by the navigation device 5, a new route search process is performed to identify the route to the manually reserved charging facility. The amount of energy that would be consumed if the vehicle were to travel to the manually reserved charging facility is calculated by considering the total length of the route and the energy consumption, as well as the gradient of the route, traffic information, and the vehicle's travel history.

[0072] If the current SOC value is determined to be insufficient for the energy required to travel to the manually reserved charging station (S33: YES), the user will be notified that the vehicle cannot reach the manually reserved charging station (S34) and will be prompted to review the manual reservation. In addition, the notification prompting the user to review the manual reservation may, for example, suggest other charging stations that are reachable with the current SOC value as new charging stations to be included in the manual reservation.

[0073] On the other hand, if it is determined that the current SOC value is sufficient to provide the energy needed to travel to the manually scheduled charging station (S33: NO), the process proceeds to S35.

[0074] In S35, the CPU 51 sends a route search request to the information management server 3. The route search request includes a terminal ID that identifies the navigation device 5 that sent the route search request, information that identifies the departure point (e.g., the vehicle's current location) and destination, and information that designates a manually reserved charging facility as an waypoint.

[0075] Next, in S36, the CPU 51 receives the search route information transmitted from the information management server 3 in response to the route search request. Here, the search route information received in S36 is information that identifies a recommended route from the starting point to the destination via a manually reserved charging facility, which the information management server 3 has searched for using the latest version of map information based on the route search request transmitted in S35 (for example, a list of links included in the recommended route). Note that the recommended route received in S36 may be only one route, or it may include multiple candidates.

[0076] Next, in S37, the CPU 51 sends a facility information request to the information management server 3 requesting information about charging facilities along the route from the manually reserved charging facility to the destination, in particular, from the recommended route received in S36. The facility information request includes a terminal ID that identifies the navigation device 5 that sent the facility information request, and information that identifies the recommended route.

[0077] Subsequently, in S38, the CPU 51 receives information about the charging facilities 9 transmitted from the information management server 3 in response to a facility information request. Here, the information about the charging facilities received in S38 is information read by the information management server 3 from the charging facility DB 13 based on the facility information request transmitted in S37. Specifically, it is information about charging facilities 9 located along the recommended route from the manually reserved charging facility to the destination, and includes, for example, the facility name, location of the charging facility, number of chargers, maximum output of the charger, available time slots, usage fee, maximum charging time, and congestion status. Note that "along the recommended route" does not necessarily mean that the charging facilities are adjacent to the recommended route; it may also include charging facilities within a predetermined distance (e.g., 300m) from the recommended route.

[0078] In this embodiment, information about the charging facility is obtained from the information management server 3 regardless of whether the SOC value after charging at the manually reserved charging facility is insufficient for the energy required to travel to the destination. However, information about the charging facility may be obtained from the information management server 3 only when the SOC value after charging at the manually reserved charging facility is insufficient for the energy required to travel to the destination. That is, the processes of S37 and S38 may be executed after S40:YES.

[0079] Next, in S39, the CPU 51 obtains the SOC value after charging at the manually reserved charging facility for the vehicle equipped with the navigation device 5 (the source of the route search request). Specifically, the CPU 51 first estimates the SOC value at the time the vehicle arrives at the manually reserved charging facility, and then adds the amount of energy charged at the manually reserved charging facility to the estimated SOC value to obtain the SOC value after charging at the manually reserved charging facility. The amount of energy charged at the manually reserved charging facility can be estimated from the details of the manual reservation obtained in S31 (more specifically, the charging time) and the maximum output of the charger equipped at the manually reserved charging facility. However, the maximum capacity of the vehicle's onboard battery 8 is the upper limit.

[0080] Subsequently, in S40, the CPU 51 predicts the amount of energy (power consumption) that would be consumed if the vehicle were to travel from the manually reserved charging facility to the destination according to the recommended route received in S36, and determines whether the SOC value obtained in S39 is insufficient for the energy required to travel to the destination. The amount of energy consumed if the vehicle were to travel to the destination according to the recommended route is calculated by considering not only the total length of the route and the energy consumption, but also the gradient of the route, traffic information, and the vehicle's travel history.

[0081] If it is determined that the SOC value after charging at the manually reserved charging station is insufficient for the energy required to travel to the destination (S40: YES), the process proceeds to S43. Conversely, if it is determined that the SOC value after charging at the manually reserved charging station is sufficient for the energy required to travel to the destination (S40: NO), the process proceeds to S41.

[0082] In S41, the CPU 51 modifies the charging plan formulated in the aforementioned route search processing program (Figure 4), prioritizing the newly made manual reservation by the user over the reservation made automatically in the aforementioned route search processing program (Figure 4). Specifically, the automatically reserved charging facilities are excluded from the charging target, and the charging plan is modified to include driving from the current location to a manually reserved charging facility, charging at the manually reserved charging facility according to the reservation, and then driving to the destination.

[0083] Next, in S42, the CPU 51 communicates with the charging facility management server 10 and cancels the charging facility that was reserved in S10. Basically, the reservation is to be canceled without obtaining the user's consent, but before canceling, the charging plan and charging facility information may be displayed on the LCD display 35, for example, to allow the user to confirm. After that, the recommended route found in S36 is confirmed as the driving route to the destination, and the process moves to S48.

[0084] In steps S41 and S42, the system prioritizes the user's newly made manual reservation over the reservation automatically made by the aforementioned route search processing program (Figure 4). That is, even if a charging facility that was previously reserved automatically by the route search processing program (Figure 4) is more suitable for charging than a manually reserved charging facility, the charging plan is modified to prioritize charging at the manually reserved charging facility. For example, let's consider the case shown in Figure 6, where the aforementioned route search processing program (Figure 4) has created a charging plan to charge at charging facility A, and a reservation for use at charging facility A has been automatically made. In this case, if the user newly makes a manual reservation for charging facility B, and it is possible to reach charging facility B with the current SOC value, even if charging at charging facility A would be more suitable, charging at charging facility B will be prioritized over charging at charging facility A. Therefore, the reservation for use at charging facility A is automatically canceled, and the charging plan is modified to charge at charging facility B.

[0085] Meanwhile, in S43, the CPU 51 modifies the charging plan formulated in the aforementioned route search processing program (Figure 4), prioritizing the newly made manual reservation by the user over the reservation made automatically in the aforementioned route search processing program (Figure 4). Specifically, the automatically reserved charging facilities are excluded from the charging target, and the charging plan is modified to include driving from the current location to a manually reserved charging facility, charging at the manually reserved charging facility according to the reservation, and then driving to the destination. However, since charging at a charging facility is necessary when driving from the manually reserved charging facility to the destination, a new charging plan is formulated for the section from the manually reserved charging facility to the destination based on the recommended route received in S36 and the charging facility information received in S38. The CPU 51 predicts the estimated arrival time and the SOC value at the time of arrival for each charging facility along the recommended route after departing from the manually reserved charging facility, and also considers the output of the chargers and congestion status of the charging facilities to select the charging facility that can most efficiently charge the onboard battery 8 in order to reach the destination, and formulates a charging plan. Furthermore, it is desirable to plan your charging schedule by considering factors other than charging efficiency, such as the time required to reach your destination and waiting times at charging facilities.

[0086] Subsequently, in S44, the CPU 51 sends a route search request to the information management server 3 again, in accordance with the charging plan modified in S43. The route search request includes a terminal ID that identifies the navigation device 5 that sent the route search request, information that identifies the departure point (e.g., the vehicle's current location) and destination, information that designates a manually reserved charging facility as the first waypoint, and information that designates a charging facility that has newly become the target of charging in the charging plan modified in S43 as the second waypoint.

[0087] Next, in S45, the CPU 51 receives route search information transmitted from the information management server 3 in response to a route search request. Here, the route search information received in S45 is information that identifies a recommended route (for example, a list of links included in the recommended route) that travels from the starting point to the destination, passing through manually reserved charging facilities and newly designated charging facilities in order. Note that the recommended route received in S45 may be only one route, or it may include multiple candidates. Also, the recommended route received in S45 is not necessarily the same as the recommended route received in S36.

[0088] Next, in S46, the CPU 51 communicates with the charging facility management server 10 and cancels the reservation for the charging facility that was reserved in S10. However, if the user chooses to make a reservation for the same charging facility after the charging plan has been modified in S43, the system may only modify the reservation details (change the charging start time or charging duration) instead of canceling it. Basically, the system will cancel the reservation without obtaining the user's consent, but before canceling, the system may, for example, display the charging plan and charging facility information on the LCD display 35 and ask the user for confirmation.

[0089] Here, in steps S43 to S46, similar to steps S41 and S42, the system prioritizes the user's newly made manual reservation over the reservation automatically made by the route search processing program (Figure 4). That is, even if a charging facility that was automatically reserved in advance by the route search processing program (Figure 4) is more suitable for charging than a manually reserved charging facility, the charging plan is modified to prioritize charging at the manually reserved charging facility (see Figure 6). However, if further charging is needed to reach the destination after charging at the manually reserved charging facility, the charging facility reservation is made automatically.

[0090] Subsequently, in S47, the CPU 51 communicates with the charging facility management server 10 and makes a reservation for use of the charging facilities 9 (excluding manually reserved charging facilities) that are targeted for charging in the charging plan modified in S43. The charging plan also includes the scheduled time when the vehicle will start charging at the charging facility and the charging time, so the reservation is made in accordance with the charging plan. Basically, reservations for use of charging facilities are made without obtaining the user's consent, but before making a reservation, the charging plan and information about the charging facilities may be displayed on the LCD display 35, for example, to allow the user to confirm.

[0091] Next, in S48, the CPU 51 sets the recommended route received from the information management server 3 (or the recommended route received in S45 if one was received in S45) as the guided route (the route to the destination) for which the vehicle will be guided in the navigation device 5. If there are multiple recommended route options, it is desirable to display all options on the LCD display 35 and allow the user to select one. After that, the guided route to the selected destination and the charging plan are displayed on the LCD display 35 and guided to the user. Once the vehicle starts moving, the navigation device 5 provides driving assistance according to the set guided route and charging plan.

[0092] Next, we will describe the manual reservation management processing program executed on the information management server 3. First, in S51, the CPU 21 receives a route search request transmitted from the navigation device 5. The route search request includes a terminal ID that identifies the navigation device 5 that sent the route search request, information that identifies the departure point (e.g., the vehicle's current location) and destination, and information that designates a manually reserved charging facility as an waypoint.

[0093] Next, in S52, the CPU 21 uses the route search request received in S51 and the map information held by the information management server 3 to perform a route search process from the departure point to the destination and identify a recommended route (center route) from the departure point to the destination. In particular, the route search process in S52 is performed with the condition that manually reserved charging facilities are used as waypoints.

[0094] Subsequently, in S53, the CPU 21 transmits search route information (for example, a list of links included in the recommended route) that identifies the recommended route found in S52 to the navigation device 5, the source of the route search request.

[0095] Next, in S54, the CPU 21 receives a facility information request transmitted from the navigation device 5. The facility information request includes a terminal ID that identifies the navigation device 5 that sent the facility information request, and information that identifies the recommended route.

[0096] Next, in S55, the CPU 21 reads information about charging facilities along the recommended route from the charging facility DB 13 based on the facility information request received in S54. Specifically, this includes the facility name, location of the charging facility, number of chargers, maximum output of the chargers, available time slots, usage fees, maximum charging time, and congestion status. Note that "along the recommended route" does not necessarily mean that the facility is adjacent to the recommended route; it may also include charging facilities within a predetermined distance (e.g., 300m) from the recommended route.

[0097] Subsequently, in S56, the CPU 21 transmits the information regarding the charging facility read in S55 to the navigation device 5, which was the source of the facility information request.

[0098] Next, in S57, the CPU 21 receives a route search request transmitted from the navigation device 5. The route search request received in S57 includes a terminal ID that identifies the navigation device 5 that sent the route search request, information that identifies the departure point (e.g., the vehicle's current location) and destination, information that designates a manually reserved charging facility as the first waypoint, and information that designates a charging facility that has been newly designated as a charging target in the charging plan modified in S43 as the second waypoint.

[0099] Next, in S58, the CPU 21 uses the route search request received in S57 and the map information held by the information management server 3 to perform a route search process from the departure point to the destination and identify a recommended route (center route) from the departure point to the destination. In particular, the route search process in S58 is performed under the condition that a manually reserved charging facility is designated as the first waypoint, and a charging facility that has been newly designated as the target of charging in the charging plan modified in S43 is designated as the second waypoint, which is passed after the first waypoint.

[0100] Subsequently, in S59, the CPU 21 transmits search route information (for example, a list of links included in the recommended route) that identifies the recommended route found in S58 to the navigation device 5, the source of the route search request. As a result, the transmitted recommended route is set as the guided route in the navigation device 5.

[0101] In this embodiment, the information management server 3 performs the route search process, but it is also possible to configure the navigation device 5 to perform the route search process (S52, S58) instead of the information management server 3. Furthermore, the navigation device 5 may also obtain information regarding charging facilities from the charging facility management server 10.

[0102] Next, the manual priority route search processing program executed by the information management server 3 and the navigation device 5 will be described with reference to Figure 7. Figure 7 is a flowchart of the manual priority route search processing program according to this embodiment. Here, the manual priority route search processing program is executed when the navigation device 5 receives a predetermined operation to start route searching, after the user has already made a reservation for the use of a charging facility by manual reservation.

[0103] First, we will explain the manual priority route search processing program executed in the navigation device 5. In S61, CPU 51 retrieves the details of a manual reservation that has already been made. As mentioned above, a manual reservation is a reservation made manually by the user by operating the communication terminal 6 and specifying the charging facility of their choice. This can be done by running a dedicated application program, for example, or by using a web browser. The details are the same as in S31, so the explanation will be omitted. Manual reservations can basically be made at any time, and the processing in S61 to S64 may be executed when the user makes a manual reservation.

[0104] Next, in S62, the CPU 51 obtains the current SOC value (remaining energy of the onboard battery 8) for the vehicle equipped with the navigation device 5 (the source of the route search request). The current SOC value can be obtained from the battery level meter 39 via CAN or the like.

[0105] Subsequently, in S63, the CPU 51 predicts the amount of energy (power consumption) that would be consumed if the vehicle were to travel to the manually reserved charging facility, according to the details of the manual reservation obtained in S61, and determines whether the SOC value obtained in S62 is insufficient for the energy required to travel to the manually reserved charging facility. The route to the manually reserved charging facility is the recommended route to the manually reserved charging facility, which is determined by route search processing. The amount of energy consumed if the vehicle were to travel to the manually reserved charging facility is calculated by considering the total length of the route and the energy consumption, as well as the gradient of the route, traffic information, and the vehicle's travel history.

[0106] If the current SOC value is determined to be insufficient for the energy required to travel to the manually reserved charging station (S63: YES), the user will be notified that the vehicle cannot reach the manually reserved charging station (S64) and will be prompted to review the manual reservation. In the notification prompting the review of the manual reservation, it is possible to, for example, suggest other charging stations that are reachable with the current SOC value as new charging stations to be included in the manual reservation.

[0107] On the other hand, if it is determined that the current SOC value is sufficient to meet the energy requirements for driving to the manually scheduled charging station (S63: NO), the process proceeds to S65.

[0108] In S65, the CPU 51 sends a route search request to the information management server 3. The route search request includes a terminal ID that identifies the navigation device 5 that sent the route search request, information that identifies the departure point (e.g., the vehicle's current location) and destination, and information that designates a manually reserved charging facility as an waypoint.

[0109] Next, in S66, the CPU 51 receives the search route information transmitted from the information management server 3 in response to the route search request. Here, the search route information received in S66 is information that identifies a recommended route from the starting point to the destination via a manually reserved charging facility, which the information management server 3 has searched for using the latest version of map information based on the route search request transmitted in S65 (for example, a list of links included in the recommended route). Note that the recommended route received in S66 may be only one route, or it may include multiple candidates.

[0110] Next, in S67, the CPU 51 sends a facility information request to the information management server 3 requesting information about charging facilities along the route from the manually reserved charging facility to the destination, in particular, from the recommended route received in S66. The facility information request includes a terminal ID that identifies the navigation device 5 that sent the facility information request, and information that identifies the recommended route.

[0111] Subsequently, in S68, the CPU 51 receives information about the charging facilities 9 transmitted from the information management server 3 in response to a facility information request. Here, the information about the charging facilities received in S68 is information read by the information management server 3 from the charging facility DB 13 based on the facility information request transmitted in S67. Specifically, it is information about charging facilities 9 located along the recommended route from the manually reserved charging facility to the destination, and includes, for example, the facility name, location of the charging facility, number of chargers, maximum output of the charger, available time slots, usage fees, maximum charging time, and congestion status. Note that "along the recommended route" does not necessarily mean that the charging facilities are adjacent to the recommended route; it may also include charging facilities within a predetermined distance (e.g., 300m) from the recommended route.

[0112] In this embodiment, information about the charging facility is obtained from the information management server 3 regardless of whether the SOC value after charging at the manually reserved charging facility is insufficient for the energy required to travel to the destination. However, information about the charging facility may be obtained from the information management server 3 only when the SOC value after charging at the manually reserved charging facility is insufficient for the energy required to travel to the destination. That is, processing S67 and S68 may be executed after S70:YES.

[0113] Next, in S69, the CPU 51 obtains the SOC value after charging at a manually reserved charging facility for the vehicle equipped with the navigation device 5 (the source of the route search request). The details are the same as in S39 above, so the explanation is omitted.

[0114] Subsequently, in S70, the CPU 51 predicts the amount of energy (power consumption) that would be consumed if the vehicle were to travel from the manually reserved charging facility to the destination according to the recommended route received in S66, and determines whether the SOC value obtained in S69 is insufficient for the energy required to travel to the destination. The amount of energy consumed if the vehicle were to travel to the destination according to the recommended route is calculated by considering not only the total length of the route and the energy consumption, but also the gradient of the route, traffic information, and the vehicle's travel history.

[0115] If it is determined that the SOC value after charging at the manually reserved charging station is insufficient for the energy required to travel to the destination (S70: YES), the process proceeds to S72. Conversely, if it is determined that the SOC value after charging at the manually reserved charging station is sufficient for the energy required to travel to the destination (S70: NO), the process proceeds to S71.

[0116] In S71, the CPU 51 formulates a charging plan for driving to the destination based on the recommended route received in S66 and the contents of the manual reservation acquired in S61. Specifically, it formulates a charging plan that involves driving from the current location to a manually reserved charging facility, charging at the manually reserved charging facility according to the reservation contents, and then driving to the destination. After that, the recommended route found in S66 is confirmed as the driving route to the destination, and the process proceeds to S76.

[0117] In step S71, the system prioritizes manual reservations made in advance by the user over automatic reservations made by the system. That is, even if there are other charging facilities more suitable for charging than the manually reserved charging facility on the way to the destination, the system prioritizes charging at the manually reserved charging facility. For example, let's take the case shown in Figure 8 where the user has made a reservation to use charging facility C by manual reservation in advance. In this case, if it is possible to reach charging facility C with the current SOC value, even if there is a charging facility D with better charging efficiency than charging facility C, the system prioritizes charging at charging facility C over charging at charging facility D. Therefore, no reservation is made for charging facility D, and a charging plan is formulated to charge at charging facility C.

[0118] Meanwhile, in S72, the CPU 51 prioritizes the contents of any new manual reservations made by the user and then formulates a charging plan for the journey to the destination. Specifically, it formulates a charging plan that involves traveling from the current location to a manually reserved charging facility and then charging at the facility according to the reservation details. Furthermore, since charging at charging facilities is necessary during the journey from the manually reserved charging facility to the destination, the CPU 51 formulates a charging plan for the section from the manually reserved charging facility to the destination based on the recommended route received in S66 and the information on charging facilities received in S68. The CPU 51 predicts the estimated arrival time and the SOC value at the time of arrival for each charging facility along the recommended route after departing from the manually reserved charging facility, and also considers the output of the chargers and congestion status of the charging facilities to select the charging facility that can most efficiently charge the onboard battery 8 in order to reach the destination, and then formulates a charging plan. It is also desirable to formulate a charging plan that takes into account not only charging efficiency but also the time required to reach the destination and waiting times at charging facilities.

[0119] Subsequently, in S73, the CPU 51 sends a route search request to the information management server 3 again, in accordance with the charging plan modified in S72. The route search request includes a terminal ID that identifies the navigation device 5 that sent the route search request, information that identifies the departure point (e.g., the vehicle's current location) and destination, information that designates a manually reserved charging facility as a first waypoint, and information that designates a charging facility that will be charged after charging at the manually reserved charging facility in the charging plan formulated in S72 as a second waypoint.

[0120] Next, in S74, the CPU 51 receives route search information transmitted from the information management server 3 in response to a route search request. Here, the route search information received in S74 is information that identifies a recommended route (for example, a list of links included in the recommended route) that travels from the starting point to the destination, passing through manually reserved charging facilities and newly designated charging facilities in order. Note that the recommended route received in S74 may be only one route, or it may include multiple candidates. Also, the recommended route received in S74 is not necessarily the same as the recommended route received in S66.

[0121] Here, in steps S72 to S74, similar to step S71, the system prioritizes manual reservations made in advance by the user over automatic reservations made by the system. That is, even if there are other charging facilities more suitable for charging than the manually reserved charging facility along the journey to the destination, the system prioritizes charging at the manually reserved charging facility (see Figure 8). However, if further charging is needed for the journey to the destination after charging at the manually reserved charging facility, the system automatically reserves a charging facility.

[0122] Subsequently, in S75, the CPU 51 communicates with the charging facility management server 10 and makes a reservation for use of the charging facilities 9 (excluding manually reserved charging facilities) that are to be used in the charging plan formulated in S72. The charging plan also includes the scheduled time when the vehicle will start charging at the charging facility and the charging time, so the reservation is made in accordance with the charging plan. Basically, the reservation of use of the charging facility is made without obtaining the user's consent, but before making a reservation, the charging plan and information about the charging facility may be displayed on the LCD display 35, for example, to allow the user to confirm.

[0123] Next, in S76, the CPU 51 sets the recommended route received from the information management server 3 (or the recommended route received in S74 if one was received in S74) as the guided route (the route to the destination) for which the navigation device 5 will provide driving guidance for the vehicle. If there are multiple recommended route options, it is desirable to display all options on the LCD display 35 and allow the user to select one. After that, the guided route to the selected destination and the charging plan are displayed on the LCD display 35 and guided to the user. Once the vehicle starts moving, the navigation device 5 provides driving assistance according to the set guided route and charging plan.

[0124] Next, we will describe the manual priority route search processing program executed on the information management server 3. First, in S81, the CPU 21 receives a route search request transmitted from the navigation device 5. The route search request includes a terminal ID that identifies the navigation device 5 that sent the route search request, information that identifies the departure point (e.g., the vehicle's current location) and destination, and information that designates a manually reserved charging facility as an waypoint.

[0125] Next, in S82, the CPU 21 uses the route search request received in S81 and the map information held by the information management server 3 to perform a route search process from the departure point to the destination and identify a recommended route (center route) from the departure point to the destination. In particular, the route search process in S82 is performed with the condition that manually reserved charging facilities are used as waypoints.

[0126] Subsequently, in S83, the CPU 21 transmits search route information (for example, a list of links included in the recommended route) that identifies the recommended route found in S82 to the navigation device 5 that sent the route search request.

[0127] Next, in S84, the CPU 21 receives a facility information request transmitted from the navigation device 5. The facility information request includes a terminal ID that identifies the navigation device 5 that sent the request, and information that identifies the recommended route.

[0128] Next, in S85, the CPU 21 reads information about charging facilities along the recommended route from the charging facility DB 13 based on the facility information request received in S84. Specifically, this includes the facility name, location of the charging facility, number of chargers, maximum output of the chargers, available time slots, usage fees, maximum charging time, and congestion status. Note that "along the recommended route" does not necessarily mean that the facility is adjacent to the recommended route; it may also include charging facilities within a predetermined distance (e.g., 300m) from the recommended route.

[0129] Subsequently, in S86, the CPU 21 transmits the information regarding the charging facility read in S85 to the navigation device 5, which was the source of the facility information request.

[0130] Next, in S87, the CPU 21 receives a route search request transmitted from the navigation device 5. The route search request received in S87 includes a terminal ID that identifies the navigation device 5 that sent the route search request, information that identifies the departure point (e.g., the vehicle's current location) and destination, information that designates a manually reserved charging facility as a first waypoint, and information that designates a charging facility that is to be charged after charging at the manually reserved charging facility in the charging plan formulated in S72 as a second waypoint.

[0131] Next, in S88, the CPU 21 uses the route search request received in S87 and the map information held by the information management server 3 to perform a route search process from the departure point to the destination and identify a recommended route (center route) from the departure point to the destination. In particular, the route search process in S88 is performed under the condition that a manually reserved charging facility is designated as a first waypoint, and a charging facility designated in the charging plan formulated in S72 to be charged after charging at the manually reserved charging facility is designated as a second waypoint to be passed after passing through the first waypoint.

[0132] Subsequently, in S89, the CPU 21 transmits search route information (for example, a list of links included in the recommended route) that identifies the recommended route found in S88 to the navigation device 5, the source of the route search request. As a result, the transmitted recommended route is set as the guided route in the navigation device 5.

[0133] In this embodiment, the information management server 3 performs the route search process, but it is also possible to configure the navigation device 5 to perform the above route search process (S82, S88) instead of the information management server 3. Furthermore, the navigation device 5 may also obtain information regarding charging facilities from the charging facility management server 10.

[0134] As described in detail above, the computer program executed by the driving support system 1, information management server 3, and navigation device 5 according to this embodiment determines whether the amount of energy stored in the on-board battery 8 is insufficient to travel to the destination (S6, S40, S70). If it is determined that the amount of energy is insufficient to travel to the destination, it selects a charging facility to charge the on-board battery 8 and automatically makes a reservation for use at the selected charging facility (S7, S10, S41, S43, S47, S71, S72, S75). In addition, if a user makes a reservation for use at a charging facility separately from the automatic reservation, the system obtains the reservation details of the charging facility made by the user (S31, S61), and prioritizes the reservation made by the user before making a reservation for use at the charging facility. This makes it possible to use both the automatically made reservation via the system and the manually made reservation for the charging facility, and to prioritize the reservation of the user to charge at the charging facility of their choice. Furthermore, it is possible to reduce the burden on the user, such as cancellation procedures. Furthermore, if a user manually makes a reservation for a charging facility while an automatic reservation for a charging facility has already been made, the system will first charge the manually reserved charging facility, then re-determine whether the amount of energy after charging is insufficient to travel to the destination (S40). The previously reserved charging facility will then be canceled (S42, S46). If it is determined that the amount of energy after charging is insufficient to travel to the destination, the system will select a charging facility to charge the onboard battery 8 between the manually reserved charging facility and the destination (S43), and make a reservation for the selected charging facility (S47). Therefore, if a user manually makes a reservation for a charging facility while an automatic reservation for a charging facility has already been made via the system, the reservation will be automatically changed to prioritize charging at the charging facility of the user's choice. In addition, if the user needs to charge further to travel to the destination after charging at the charging facility of their choice, the system will automatically make a new reservation for the necessary charging facility. Furthermore, if a user has already manually reserved a charging facility, the system will charge the vehicle at the manually reserved charging facility, then determine whether the amount of energy after charging is insufficient to travel to the destination (S70). If it is determined that the amount of energy after charging is insufficient to travel to the destination, the system will select a charging facility to charge the onboard battery 8 between the manually reserved charging facility and the destination (S72), and make a reservation for the selected charging facility (S75). Therefore, if the user has charged at their desired charging facility and still needs to charge further to travel to the destination, the system will automatically make a new reservation for the necessary charging facility. Furthermore, when a user manually reserves a charging facility, the system determines whether the amount of energy stored in the onboard battery 8 is insufficient to travel to the manually reserved charging facility (S33, S63). If it is determined that the amount of energy is insufficient to travel to the manually reserved charging facility, the system informs the user that they cannot reach the facility (S34, S64). This makes it possible to notify the user in advance if they are unable to charge at their desired charging facility.

[0135] It should be noted that the present invention is not limited to the embodiments described above, and various improvements and modifications are possible without departing from the spirit of the invention. For example, in this embodiment, the information management server 3 and the charging facility management server 10 are separate servers, but the information management server 3 may also function as the charging facility management server 10.

[0136] Furthermore, in this embodiment, in the programs shown in Figures 4, 5, and 7, the information management server 3 was the primary execution entity for the processes related to route searching (S22, S28, S52, S58, S82, S88) and the processes related to acquiring information on charging facilities (S25, S55, S85). However, the navigation device 5 may also be configured to perform some or all of these processes.

[0137] Furthermore, in this embodiment, in the programs shown in Figures 4, 5, and 7, the navigation device 5 was the primary entity executing the processes related to formulating a charging plan and determining insufficient SOC values ​​(S5-S7, S32, S33, S39-S43, S62, S63, S69-S72) and the processes related to automatic reservation and cancellation of charging facilities (S10, S42, S46, S47, S75). However, the information management server 3 may also perform some or all of these processes.

[0138] Furthermore, the driving support system 1 can be configured with other devices that have a route guidance function instead of the navigation device 5. For example, other in-vehicle devices besides the navigation device 5, such as mobile phones, smartphones, tablet terminals, and personal computers, are possible. [Explanation of symbols]

[0139] 1...Driving support system, 3...Information management server, 4...Vehicle, 5...Navigation device, 6...Communication terminal, 8...Onboard battery, 9...Charging facility, 10...Charging facility management server, 11...Server control unit, 33...Navigation ECU, 35...LCD display

Claims

1. A means of obtaining the vehicle's destination, A means for determining whether the amount of energy stored in the onboard battery that supplies power to the vehicle's drive source is insufficient to travel to the destination, If the aforementioned deficiency determination means determines that the amount of energy is insufficient to travel to the destination, the automatic reservation means selects a charging facility to charge the on-board battery and makes a reservation for use at the selected charging facility. In addition to reservations made by the aforementioned automatic reservation means, if a user manually makes a reservation for the use of a charging facility, the system includes a reservation content acquisition means for acquiring the details of the reservation made manually by the user for the charging facility. The aforementioned automatic reservation means is a driving support system that makes reservations for use of charging facilities, prioritizing reservations for charging facilities made manually by the user.

2. The shortage determination means, when a reservation for use of a charging facility has been made by the automatic reservation means, and a new reservation for use of a charging facility has been made manually by the user, determines again whether the amount of energy after charging at the manually reserved charging facility (manual reservation charging facility) is insufficient to travel to the destination. The driving support system according to claim 1, wherein the automatic reservation means cancels any reservations for use of charging facilities that have already been made by the automatic reservation means, and if the insufficiency determination means determines that the amount of energy after charging is insufficient to travel to the destination, it selects a charging facility to charge the on-board battery between the manually reserved charging facility and the destination, and makes a reservation for use of the selected charging facility.

3. If a user has already manually reserved a charging facility, the aforementioned shortage determination means will determine whether the amount of energy after charging at the manually reserved charging facility is insufficient to travel to the destination. The driving support system according to claim 1, wherein the automatic reservation means, when the insufficiency determination means determines that the amount of energy after charging is insufficient for travel to the destination, selects a charging facility to charge the on-board battery between the manually reserved charging facility and the destination, and makes a reservation for use of the selected charging facility.

4. A manual charging determination means determines whether the amount of energy stored in the vehicle battery is insufficient to travel to the manually reserved charging facility when a user manually makes a reservation for use of a charging facility, A driving support system according to any one of claims 1 to 3, further comprising: a guidance means for informing the user that they cannot reach the manual reservation charging facility when the manual charging determination means determines that the amount of energy is insufficient to travel to the manual reservation charging facility.

Images