Charger search device, charger search method, and computer program

Abstract

This charger search device comprises: a required replenishment charge amount calculation unit that calculates a required replenishment charge amount, which is the expected power shortfall if an electric automobile equipped with a battery were to travel a first route composed of planned road links for traveling from a first point to a second point, on the basis of the remaining power amount of the battery at the first point and the power consumption; a suppliable power amount estimation unit that estimates, on the basis of the power consumption, the amount of power that can be supplied to the battery at the point in time when the electric automobile passes an anticipated speed-change point where the travel speed of the electric automobile is anticipated to change on the first route; a planned charge amount calculation unit that calculates a planned charge amount for the battery on the basis of the required replenishment charge amount and a pre-set margin; and a charger search unit that searches for a charger capable of charging the battery on the basis of the suppliable power amount and the planned charge amount.

Description

Charger search device, charger search method, and computer program

[0001] This disclosure relates to a charger search device, a charger search method, and a computer program. This application claims priority to Japanese Application No. 2022-145737, filed on September 14, 2022, and incorporates by reference all of the contents of that Japanese application.

[0002] In recent years, electric vehicles (EVs) driven by electric motors have become widespread as a measure to combat global warming and address energy issues such as the depletion of petroleum. As electric vehicles become more widespread, charging facilities such as charging stations equipped with chargers for charging batteries mounted on electric vehicles are also being developed.

[0003] In order to prevent an electric vehicle from running out of power while traveling to its destination, it has been considered to select a charging station equipped with a charger depending on the amount of remaining power in the battery (see, for example, Patent Documents 1 and 2).

[0004] JP2003-262525A JP10-170293A

[0005] A charger search device according to one aspect of the present disclosure includes a route acquisition unit that acquires a first route consisting of road links along which an electric vehicle equipped with a battery is scheduled to travel from a first point to a second point; a route division unit that divides the first route into one or more sections each consisting of one or more road links, the sections including speed change expected points where a change in the traveling speed of the electric vehicle is expected; a speed model acquisition unit that acquires a speed model indicating a change in the traveling speed of the electric vehicle over time for each of the sections; a power consumption estimation unit that estimates the amount of power consumption when the electric vehicle travels each of the sections based on the speed model acquired for each of the sections; The system includes a required supplementary charge amount calculation unit that calculates a required supplementary charge amount, which is the amount of power that is expected to be insufficient when the electric vehicle travels along the first route, based on the remaining power of the battery at the point and the amount of power consumed; a chargeable power amount estimation unit that estimates the amount of power that can be charged to the battery at the time the electric vehicle passes the predicted speed change point on the first route based on the amount of power consumed; a planned charge amount calculation unit that calculates a planned charge amount for the battery based on the required supplementary charge amount and a predetermined margin of power; and a charger search unit that searches for a charger that can charge the battery based on the chargeable power amount and the planned charge amount.

[0006] FIG. 1 is a diagram illustrating an overall configuration of a charger search system according to an embodiment of the present disclosure. FIG. 2 is a block diagram illustrating an example of the configuration of a traffic information providing server according to an embodiment of the present disclosure. FIG. 3 is a block diagram illustrating an example of the configuration of an in-vehicle device according to an embodiment of the present disclosure. FIG. 4 is a block diagram illustrating an example of the configuration of a charger search device according to an embodiment of the present disclosure. FIG. 5 is a diagram illustrating an example of a speed model for a guide section in which an upstream guide point is a right / left turn point. FIG. 6 is a diagram illustrating an example of a speed model for a guide section in which an upstream guide point is a traffic signal installation point. FIG. 7 is a diagram illustrating an example of a speed model for a guide section in which neither an upstream guide point nor a downstream guide point is a right / left turn point or a traffic signal installation point. FIG. 8 is a diagram illustrating an example of a speed model in which an upstream guide point is neither a right / left turn point nor a traffic signal installation point, and a downstream guide point is a traffic signal installation point. FIG. 9 is a diagram illustrating an example of a procedure for creating a speed model for one guide section by combining multiple speed models. FIG. 10 is a diagram illustrating an example of a procedure for creating a speed model for one guide section by combining multiple speed models. FIG. 11 is a diagram illustrating an example of a procedure for creating a speed model for one guide section by combining multiple speed models. FIG. 12 is a sequence diagram illustrating an example of processing of a charger search system according to an embodiment of the present disclosure. FIG. 13 is a sequence diagram illustrating an example of processing of a charger search system according to an embodiment of the present disclosure. FIG. 14 is a diagram illustrating an example of a searched route searched by a charger search device. FIG. 15 is an enlarged diagram of a portion of the searched route illustrated in FIG. 14 , surrounded by a dashed circle. FIG. 16 is a diagram illustrating an example of guide points set on the searched route by the guide section division process. FIG. 17 is a diagram illustrating guide section data generated by the guide section division process. FIG. 18 is a flowchart illustrating details of the speed model calculation process (step S16 in FIG. 12 ). FIG. 19 is a diagram illustrating speed changes based on a speed model calculated by the charger search device when a target vehicle travels along the searched route. FIG. 20 is a diagram illustrating speed changes when a target vehicle actually travels along the same searched route as in FIG. 19 .Fig. 21 is a diagram showing the number of charger candidates, which is the number of chargers located near the route from each guide point to the destination, and the battery status at each guide point. Fig. 22 is a diagram showing an example of the locations of guide points and chargers set on a searched route. Fig. 23 is a diagram showing a searched route that passes through charger candidates and a searched route that does not pass through charger candidates. Fig. 24 is a flowchart showing an example of charger selection processing according to a second embodiment of the present disclosure. Fig. 25 is a flowchart showing an example of charger selection processing according to a third embodiment of the present disclosure. Fig. 26 is a diagram showing the number of charger candidates, which is the number of chargers located near the route from each guide point to the destination, and the battery status at each guide point.

[0007] [Problem to be Solved by the Present Disclosure] In conventional methods for selecting charging stations, the search for charging stations begins from a point where the remaining battery power falls below a certain value. Therefore, if no charging station is found between that point and the destination, the electric vehicle will not be able to reach the destination due to insufficient power.

[0008] In addition, efforts are being considered to utilize electric vehicles as power sources to supply electricity to disaster-stricken areas that have experienced power outages due to disasters such as earthquakes or floods. When using electric vehicles as power sources, they must arrive at the disaster area with enough power to supply. However, with conventional methods for selecting charging stations, there is a possibility of delays in searching for charging stations, as described above, and even if the electric vehicle arrives at its destination, it may not be able to supply the required amount of power.

[0009] In disaster areas, it is also important to supply power at designated times. Therefore, it is also necessary to minimize the charging time until arrival at the destination. Similar issues arise when supplying power to locations where power supply is required, such as event venues.

[0010] The present disclosure has been made in consideration of the above circumstances, and aims to provide a charger search device, a charger search method, and a computer program that enable an electric vehicle to arrive at its destination without causing a power shortage and that can keep the battery charging time as short as possible.

[0011] Effect of the Present Disclosure According to the present disclosure, an electric vehicle can be driven to a destination without causing a power shortage, and the time required to charge the battery can be kept as short as possible.

[0012] [Outline of an embodiment of the present disclosure] First, an outline of an embodiment of the present disclosure will be described below. (1) A charger search device according to an embodiment of the present disclosure includes a route acquisition unit that acquires a first route consisting of road links along which an electric vehicle equipped with a battery is scheduled to travel from a first point to a second point, a route division unit that divides the first route into one or more sections each consisting of one or more road links, the sections including speed change expected points where a change in the traveling speed of the electric vehicle is expected, a speed model acquisition unit that acquires a speed model indicating a change in the traveling speed of the electric vehicle over time for each of the sections, a power consumption estimation unit that estimates a power consumption amount when the electric vehicle travels through each of the sections based on the speed model acquired for each of the sections, and a speed model acquisition unit that estimates a power consumption amount when the electric vehicle travels through each of the sections based on the speed model acquired for each of the sections. The system includes a required supplemental charge amount calculation unit that calculates a required supplemental charge amount, which is the amount of power that is expected to be insufficient when the electric vehicle travels along the first route, based on the remaining power of the battery at the first location and the amount of power consumed; a chargeable power amount estimation unit that estimates the amount of power that can be charged to the battery at the time the electric vehicle passes the predicted speed change point on the first route, based on the amount of power consumed; a planned charge amount calculation unit that calculates a planned amount of charge to the battery, based on the required supplemental charge amount and a predetermined margin of power; and a charger search unit that searches for a charger that can charge the battery, based on the chargeable power amount and the planned charge amount.

[0013] According to this configuration, the first route is divided into one or more sections, each consisting of one or more road links, based on the predicted speed change points. Therefore, the section length is guaranteed to always be equal to or greater than the road link length, and the sections can be configured to include the predicted speed change points. Therefore, the first route can be divided into sections for which the amount of power consumption can be estimated with high accuracy without dividing the first route more than necessary. Furthermore, a speed model is provided for each section that includes a predicted speed change point. Therefore, speed change events, such as acceleration or deceleration of the electric vehicle, that occur at that point or in that section can be reflected in the speed model. By estimating the amount of power consumption based on the speed model that reflects such speed change events, the amount of power consumption of the electric vehicle when traveling in each section can be estimated with high accuracy.

[0014] By using the power consumption estimated with such high accuracy, it is possible to accurately calculate the required supplemental charging amount and to accurately estimate the chargeable energy amount. Furthermore, an accurate planned charging amount can be calculated based on the accurate required supplemental charging amount. Since a margin can be included in the planned charging amount, power for traveling to and from the charger is also secured. Therefore, the charger search unit can search for a charger based on the accurate chargeable energy amount and planned charging amount. Therefore, the electric vehicle can start searching for a charger from an appropriate traveling position. Furthermore, being able to start searching for a charger from an appropriate traveling position provides a wider range of charger options and increases the likelihood of finding a rapid charger. This allows the electric vehicle to arrive at the second location without experiencing a power shortage and minimizes the time it takes to charge the battery.

[0015] (2) In the above (1), the charger search device may further include a power supply allowance acquisition unit that acquires a power supply allowance, which is the amount of power that is allowed to be supplied from the battery to the power supply target after arriving at the second location, and the planned charging amount calculation unit may calculate the planned charging amount based on the required supplementary charging amount, the margin, and the power supply allowance.

[0016] According to this configuration, a charger can be searched for after including the power supply capacity in the planned charging amount, so that the electric vehicle can supply the power supply capacity to the power supply target after arriving at the second location.

[0017] (3) In the above (1) or (2), the charger search unit may search for the charger when the planned charge amount is greater than zero.

[0018] With this configuration, the charger search unit can search for a charger only when charging is necessary, thereby preventing unnecessary searches for chargers.

[0019] (4) In any of (1) to (3) above, the charger search unit may search for the charger based on a second route planned for the electric vehicle to travel from the predicted speed change point where the chargeable energy amount is equal to or greater than the planned charging amount to the second point.

[0020] From the point where the expected speed change occurs and the chargeable energy exceeds the planned charge amount, the battery can be charged to the planned charge amount. By searching for chargers along the second route from the point where the battery can be charged, the charger search can be started at an early stage. This provides a wide range of charger options and increases the likelihood of finding a rapid charger. This allows the battery charging time to be kept as short as possible.

[0021] (5) In the above (4), the charger search unit may search for the charger capable of charging the battery from among chargers located within a predetermined distance from the second route.

[0022] Even if there is no charger on the second route, because the estimated charging amount includes a margin, it is possible to search for a charger located within a predetermined distance from the second route, thereby expanding the range of charger options.

[0023] (6) In any of (1) to (5) above, the charger search device may further include a charger selection unit that, when the chargers searched by the charger search unit are selected as candidates for chargers that charge the battery, calculates, for each candidate, a total time lost due to the electric vehicle passing through the location of the candidate and a total time required to charge the battery with the planned amount of charge at the candidate, and selects the candidate with the shortest calculated total time as the charger that charges the battery.

[0024] With this configuration, the charger that takes the shortest time to charge can be selected as the charger to charge the battery from among the chargers found by the charger search unit, thereby minimizing the time it takes to arrive at the second location and enabling power to be supplied at a designated time to a location where power supply is requested, such as a disaster area.

[0025] (7) In the above (6), the charger selection unit may calculate the lost time based on at least one of traffic congestion information on the travel route to the candidate location and regulation information that regulates travel on the travel route.

[0026] By taking into account various specific regulatory information, the lost time can be calculated accurately.

[0027] (8) In any one of (1) to (7) above, the charger search unit may search for the charger based on the business hours of a charging station where the charger is installed.

[0028] With this configuration, chargers installed at charging stations that are open can be searched for, making it possible to search for available chargers.

[0029] (9) In any of (1) to (8) above, the chargeable energy estimation unit estimates a rapid chargeable energy, which is the amount of energy that can be charged when the battery is charged using a rapid charger, and a normal chargeable energy, which is the amount of energy that can be charged when the battery is charged using a normal charger, and the charger search unit may search for the rapid charger that can charge the battery based on the rapid chargeable energy and the planned charging amount, and may search for the normal charger that can charge the battery based on the normal chargeable energy and the planned charging amount.

[0030] Unlike standard chargers, quick chargers are controlled so as not to fully charge the battery. Therefore, even at the same speed change point, the amount of energy that can be charged by quick charge and that by standard charge differ. This configuration makes it possible to accurately estimate the amount of energy that can be charged depending on the type of charger. This allows the electric vehicle to start searching for a quick charger or a standard charger from the appropriate driving position.

[0031] (10) In the above (9), the charger search unit may search for the rapid charger with priority over the normal charger.

[0032] Rapid chargers have an overwhelmingly shorter charging time than standard chargers. With this configuration, if a rapid charger is found, the search for a standard charger can be stopped. This allows for efficient charger search.

[0033] (11) A charger search method according to another embodiment of the present disclosure includes the steps of: acquiring a first route consisting of road links along which an electric vehicle equipped with a battery is scheduled to travel from a first point to a second point; dividing the first route into one or more sections each consisting of one or more road links, the sections including speed change prediction points where a change in the traveling speed of the electric vehicle is predicted; acquiring a speed model for each section that indicates a change in the traveling speed of the electric vehicle over time; and estimating, based on the speed model acquired for each section, an amount of power consumed when the electric vehicle travels through each of the sections. the remaining power of the battery at the first location and the power consumption; estimating the amount of power that can be charged to the battery at the time when the electric vehicle passes the predicted speed change point on the first route based on the power consumption; calculating the planned amount of charge to the battery based on the required amount of charge and a predetermined margin of power; and searching for a charger that can charge the battery based on the amount of power that can be charged and the planned amount of charge.

[0034] This configuration includes the characteristic processing steps of the charger search device described above, and therefore, with this configuration, it is possible to achieve the same functions and effects as the charger search device described above.

[0035] (12) A computer program according to another embodiment of the present disclosure includes a computer including: a route acquisition unit that acquires a first route consisting of road links along which an electric vehicle equipped with a battery is scheduled to travel from a first point to a second point; a route division unit that divides the first route into one or more sections each consisting of one or more road links, the sections including speed change expected points where a change in the traveling speed of the electric vehicle is expected; a speed model acquisition unit that acquires a speed model indicating a change in the traveling speed of the electric vehicle over time for each of the sections; and a power consumption estimation unit that estimates the amount of power consumed when the electric vehicle travels each of the sections based on the speed model acquired for each of the sections. a required supplementary charge amount calculation unit that calculates a required supplementary charge amount, which is an amount of power that is expected to be insufficient when the electric vehicle travels along the first route, based on the remaining amount of power in the battery at the first point and the amount of power consumed; a chargeable energy amount estimation unit that estimates the amount of power that can be charged to the battery at the time when the electric vehicle passes the predicted speed change point on the first route, based on the amount of power consumed; a planned charge amount calculation unit that calculates a planned amount of charge to the battery, based on the required supplementary charge amount and a predetermined margin of power; and a charger search unit that searches for a charger that can charge the battery, based on the chargeable energy amount and the planned charge amount.

[0036] According to this configuration, the computer can function as the charger search device described above, and therefore, the same functions and effects as those of the charger search device described above can be achieved.

[0037] [Details of the Embodiments of the Present Disclosure] Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. Note that each of the embodiments described below represents a specific example of the present disclosure. The numerical values, shapes, materials, components, component placement and connection configurations, steps, and step order shown in the following embodiments are examples and do not limit the present disclosure. Furthermore, among the components in the following embodiments, components not recited in independent claims are components that can be added arbitrarily. Furthermore, each figure is a schematic diagram and is not necessarily a precise illustration.

[0038] The same components are denoted by the same reference numerals, and their functions and names are also the same, so their explanations will be omitted where appropriate.

[0039] First Embodiment Overall Configuration of Charger Search System FIG. 1 is a diagram illustrating the overall configuration of a charger search system according to an embodiment of the present disclosure.

[0040] The charger search system 10 according to the embodiment is a system that searches for a charger that charges a battery installed in an electric vehicle while the electric vehicle is traveling along a predetermined route, and includes a detector 1, a target vehicle 2, a probe vehicle 9, a base station 4, a charger search device 5, and a traffic information server 8.

[0041] The detector 1 has a wireless communication function and includes various sensors such as an image vehicle detector or LiDAR (Light Detection and Ranging, Laser Imaging Detection and Ranging) installed on a road.

[0042] The target vehicle 2 is an electric vehicle that runs by driving an electric motor using power supplied from a battery, and is a vehicle for which the charger search device 5 searches for a charger.

[0043] The target vehicle 2 includes an in-vehicle device 3 having a wireless communication function. The detailed configuration of the in-vehicle device 3 will be described later.

[0044] The probe vehicle 9 is a vehicle having a wireless communication function, and has a function of transmitting probe information including information on the position of the vehicle itself and information on the time when the vehicle passed that position.

[0045] The target vehicle 2 and the probe vehicle 9 include not only ordinary passenger cars but also public vehicles such as route buses and emergency vehicles. Furthermore, the target vehicle 2 and the probe vehicle 9 may be not only four-wheeled vehicles but also two-wheeled vehicles (motorcycles).

[0046] The base station 4 connects devices that perform wireless communication (such as the detector 1, the target vehicle 2, and the probe vehicle 9) to the network 7.

[0047] The base station 4 and relay devices such as repeaters (not shown) are configured by transport equipment capable of, for example, SDN (Software-Defined Networking). The network virtualization technology represented by the above-mentioned SDN is a basic concept of 5G (fifth generation mobile communication system). Therefore, the wireless communication system of this embodiment is, for example, 5G. However, the wireless communication system is not limited to 5G, and may be an ITS (Intelligent Transport Systems) wireless communication system or the like.

[0048] The charger search device 5 estimates the traveling energy (amount of power consumption) of the target vehicle 2 when traveling along a predetermined route, based on a speed model that represents the estimated traveling speed of the target vehicle 2. Based on the estimated traveling energy, the charger search device 5 searches for a charger that will charge the battery installed in the target vehicle 2 while the target vehicle 2 is traveling along the predetermined route. The charger search device 5 transmits the search results for chargers to the target vehicle 2 via the network 7 and the base station 4. A detailed configuration of the charger search device 5 will be described later.

[0049] The traffic information providing server 8 is a server installed in a traffic control center or the like, and calculates a typical traveling speed of the probe vehicle 9 based on the probe information of the probe vehicle 9 traveling on the route (road). The traffic information providing server 8 also detects traffic accidents and the like that have occurred on the route based on the detection information of the detectors 1. The detailed configuration of the traffic information providing server 8 will be described later.

[0050] [Configuration of Traffic Information Providing Server 8] FIG. 2 is a block diagram showing an example of the configuration of the traffic information providing server 8 according to an embodiment of the present disclosure.

[0051] 2 , the traffic information providing server 8 includes a control unit 80 including a CPU (Central Processing Unit) and the like, a communication unit 81, and a storage device 82. The control unit 80, the communication unit 81, and the storage device 82 are interconnected via a bus 87.

[0052] The communication unit 81 includes a communication module for communicating with other devices via the network 7. The communication unit 81 transmits information provided by the control unit 80 to other devices via the network 7, and provides information received via the network 7 to the control unit 80.

[0053] The storage device 82 is configured by a volatile memory element such as an SRAM (Static RAM) or a DRAM (Dynamic RAM), a non-volatile memory element such as a flash memory or an EEPROM (Electrically Erasable Programmable Read Only Memory), or a magnetic storage device such as a hard disk, etc. The storage device 82 stores computer programs executed by the control unit 80, data generated when the control unit 80 executes the computer programs, etc.

[0054] The control unit 80 includes functional processing units realized by reading and executing a computer program pre-stored in the storage device 82, including a probe information acquisition unit 83, a sensing information acquisition unit 84, a traffic condition identification unit 85, and a driving speed prediction unit 86.

[0055] The probe information acquisition unit 83 acquires probe information from a plurality of probe vehicles 9 via the communication unit 81. The probe information acquisition unit 83 writes the acquired probe information into the storage device 82.

[0056] The sensing information acquisition unit 84 acquires sensing information from the detector 1 via the communication unit 81. The sensing information acquisition unit 84 acquires sensing information indicating, for example, the speed, presence or absence, or position of a vehicle detected by the detector 1. The sensing information acquisition unit 84 writes the acquired sensing information to the storage device 82.

[0057] The traffic condition identification unit 85 acquires route information from the departure point to the destination point of the target vehicle 2 from the charger search device 5 via the communication unit 81. The traffic condition identification unit 85 also reads sensed information from the storage device 82. Based on the route information and the sensed information, the traffic condition identification unit 85 identifies traffic conditions on and near the route indicated by the route information. Specifically, the traffic condition identification unit 85 detects traffic accidents occurring on and near the route, and identifies details of the traffic accidents, including the location, scope, and severity of the traffic accidents. The traffic condition identification unit 85 can detect traffic accidents using, for example, image processing, etc.

[0058] The traffic condition identification unit 85 may identify the details of congestion, including the location, range, and degree of congestion, other than traffic accidents, or may detect the location where a sudden deceleration of a vehicle occurs. The traffic condition identification unit 85 may also detect the location of fallen objects, falling rocks, etc.

[0059] Furthermore, the traffic condition identification unit 85 may detect these using not only the sensed information but also the probe information.

[0060] The traffic condition identification unit 85 also reads information about traffic signals installed at intersections on the route and near the route, including their cycles and offsets, the road shape of each road (e.g., gradient, curvature of curves, etc.), and traffic rules such as speed limits for each road from the storage device 82 that stores this information in advance, or obtains it from another external server. The traffic signal information includes information indicating a set of multiple traffic signals whose signal display offsets are synchronized. The signal information may also include information indicating a set of multiple traffic signals whose signal display cycles are synchronized.

[0061] The traffic condition identification unit 85 generates traffic condition information indicating details of traffic accidents, congestion, locations of sudden deceleration, locations of fallen objects, locations of fallen rocks, details of traffic signals, road shapes, or traffic regulations on or near the route. The traffic condition information is an example of regulation information that regulates the travel of the target vehicle 2 on the route.

[0062] The traffic condition identification unit 85 may include, in the traffic condition information, information on events such as concerts held near the route indicated by the route information, weather information for the area including the route, travel time information for the route, etc. The traffic condition identification unit 85 may acquire the event information and weather information from an external server. The travel time information is calculated by the traveling speed prediction unit 86, which will be described later.

[0063] The traffic condition identification unit 85 transmits the created traffic condition information to the charger search device 5 via the communication unit 81 .

[0064] The traveling speed prediction unit 86 reads the probe information acquired by the probe information acquisition unit 83 from the storage device 82 and predicts the vehicle's representative traveling speed based on the read probe information. The traveling speed is calculated for each predetermined road section (e.g., road link). For example, the traveling speed prediction unit 86 calculates the travel time for each road section for each vehicle based on the probe information, and calculates the vehicle's traveling speed in each road section from the travel time and the road section length. The traveling speed prediction unit 86 calculates the vehicle's representative traveling speed for each road section by statistically processing the traveling speeds of multiple vehicles for each road section (e.g., calculating the average or most frequent value of the traveling speeds). Note that road sections may be road links on a road map. Alternatively, road sections may be set for sections of a predetermined distance on a road. Note that the traveling speed prediction unit 86 may determine the legal speed as the representative traveling speed for each road section. For example, when a traveling speed cannot be obtained by statistical processing for a road link with low traffic volume, the traveling speed prediction unit 86 may predict the legal speed as the representative traveling speed.

[0065] Furthermore, the travel speed prediction unit 86 acquires route information from the departure point to the destination of the target vehicle 2 from the charger search device 5 via the communication unit 81, and determines the representative travel speed of the vehicle for each road section on the route indicated by the route information as the predicted travel speed when the target vehicle 2 travels on the route. The travel speed prediction unit 86 transmits speed information indicating the predicted travel speed of the target vehicle 2 for each determined road section to the charger search device 5 via the communication unit 81.

[0066] [Configuration of In-Vehicle Device 3] FIG. 3 is a block diagram showing an example of the configuration of the in-vehicle device 3 according to the embodiment of the present disclosure.

[0067] 3 , the in-vehicle device 3 of the target vehicle 2 includes a control unit (ECU: Electronic Control Unit) 30, a communication unit 40, a storage device 41, a GPS (Global Positioning System) receiver 42, a vehicle speed sensor 43, a gyro sensor 44, a display 45, and an input device 46. These are interconnected via a bus 47. The bus 47 is configured by an in-vehicle communication network such as a CAN (Controller Area Network) or Ethernet (registered trademark), for example.

[0068] The communication unit 40 is, for example, a wireless communication device capable of 5G-compatible communication processing. The communication unit 40 may be a wireless communication device already installed in the target vehicle 2, or may be a mobile terminal such as a smartphone that a passenger brings into the target vehicle 2.

[0069] The storage device 41 is configured by a volatile memory element such as an SRAM or a DRAM, a non-volatile memory element such as a flash memory or an EEPROM, or a magnetic storage device such as a hard disk. The storage device 41 stores computer programs executed by the control unit 30, data generated when the computer programs are executed by the control unit 30, etc. The storage device 41 also stores a map database. The map database includes road map data.

[0070] The GPS receiver 42 , the vehicle speed sensor 43 and the gyro sensor 44 are sensors that measure the current position, speed and direction of the target vehicle 2 .

[0071] The display 45 is an output device for notifying the user, who is a passenger of the in-vehicle device 3, of various information generated by the control unit 30. Specifically, the display 45 displays an input screen for route search, a map image of the area around the vehicle, route information from the departure point to the destination, information on a charger that charges the battery installed in the target vehicle 2, driving energy information, etc.

[0072] The input device 46 is a device for a passenger of the target vehicle 2 to perform various input operations. The input device 46 is composed of an operation switch provided on the steering wheel, a joystick, a touch panel provided on the display 45, and the like.

[0073] The control unit 30 includes an input data receiving unit 31, a route search request unit 32, an information providing unit 33, an information acquisition unit 34, and a display control unit 35 as functional processing units realized by executing a computer program stored in the memory device 41.

[0074] The input data receiving unit 31 receives various types of input data. The input data includes, for example, information indicating the departure and arrival points of the target vehicle 2, the number of passengers in the target vehicle 2, and the load capacity of the target vehicle 2, which are input by the passengers of the target vehicle 2 using the input device 46.

[0075] The input data also includes information about the driver of the target vehicle 2. The driver information may be input by a passenger of the target vehicle 2 using the input device 46, or the driver information may be associated with the identification information of a smart key, and the input data receiving unit 31 may acquire the driver information based on the identification information received from the smart key. The driver information may be identification information that identifies the driver, or may be information about the driver's attributes (gender, age, driving proficiency, etc.).

[0076] The input data also includes a power supply allowance, which is the amount of power that is permitted to be supplied from the battery of the target vehicle 2 to the power supply target after the target vehicle 2 arrives at the destination. The power supply target may be, for example, a power grid at the destination, or a load device that consumes power. The power supply target may also be a power storage facility that can store power. Note that the destination and the point where the target vehicle 2 supplies power to the power supply target may be slightly different from each other.

[0077] The route search request unit 32 transmits a route search request including information on the departure point and destination of the target vehicle 2 accepted by the input data accepting unit 31 to the charger searching device 5 via the communication unit 40 .

[0078] The information providing unit 33 transmits the number of passengers information, load capacity information, and driver information of the target vehicle 2 received by the input data receiving unit 31, as well as the identification information of the target vehicle 2 (e.g., vehicle identification number or vehicle registration number) to the charger search device 5 via the communication unit 40.

[0079] Furthermore, the information providing unit 33 transmits remaining energy information indicating the remaining energy of the battery mounted on the target vehicle 2 at the departure point to the charger search device 5 via the communication unit 40 .

[0080] Furthermore, the information providing unit 33 transmits the power supply allowance information indicating the power supply allowance of the target vehicle 2 accepted by the input data accepting unit 31 to the charger searching device 5 via the communication unit 40 .

[0081] The information acquisition unit 34 acquires route information indicating the travel route of the target vehicle 2 from the departure point to the arrival point, which is calculated in response to the route search request sent by the route search request unit 32 to the charger search device 5, from the charger search device 5 via the communication unit 40. The information acquisition unit 34 also acquires information about chargers that charge the target vehicle 2 when it travels along the travel route from the charger search device 5 via the communication unit 40. Note that the information acquisition unit 34 may also acquire information about travel energy consumed when the target vehicle 2 travels along the travel route from the charger search device 5 via the communication unit 40.

[0082] The display control unit 35 causes the display 45 to display the route information and charger information acquired by the information acquisition unit 34. The display control unit 35 may also cause the display 45 to display traveling energy information.

[0083] [Configuration of Charger Search Device 5] FIG. 4 is a block diagram showing an example of the configuration of the charger search device 5 according to an embodiment of the present disclosure.

[0084] 4 , the charger search device 5 includes a control unit 50 including a CPU and the like, a communication unit 51, and a storage device 52. The control unit 50, the communication unit 51, and the storage device 52 are connected to each other via a bus 53.

[0085] The communication unit 51 includes a communication module for communicating with other devices via the network 7. The communication unit 51 transmits information provided by the control unit 50 to other devices via the network 7, and provides information received via the network 7 to the control unit 50.

[0086] The storage device 52 is composed of a volatile memory element such as an SRAM or a DRAM, a non-volatile memory element such as a flash memory or an EEPROM, or a magnetic storage device such as a hard disk. The storage device 52 stores computer programs executed by the control unit 50, data generated when the computer programs are executed by the control unit 50, and the like. The storage device 52 also stores a vehicle model information table, which is a data table indicating the correspondence between vehicle identification information and vehicle model information. The storage device 52 also stores a specific information table, which is a data table indicating the correspondence between vehicle model information and vehicle-specific information (e.g., the vehicle weight, the vehicle air resistance coefficient, the power consumption of a DC / DC converter connected to the vehicle battery, etc.). The storage device 52 also stores an air density table, which is a data table indicating the correspondence between air temperature and air density.

[0087] The storage device 52 also stores a map database. The map database includes road map data. The map database includes information on the gradient of each road and information indicating the rolling resistance coefficient of the road surface. The map database also includes information indicating the road type (general road, expressway) for each road. The map database also includes information for each guide point, which is a point on the road described below, indicating the direction of travel at the guide point and whether or not there is a traffic light.

[0088] The map database also includes location information of charging stations and information on the types and number of chargers installed at the charging stations. Here, a charging station is an example of a charging facility where a user can receive charging service for the target vehicle 2 by paying a fee. The types of chargers include rapid chargers and standard chargers. A rapid charger is a charger that can rapidly charge a battery with direct current. A rapid charger is capable of charging at a charging speed of, for example, 30 kW / h or more. On the other hand, a standard charger is a charger that can charge a battery with alternating current. A standard charger is a charger that can charge at a slower speed than a rapid charger, for example, at a charging speed of 10 kW / h or less. However, while a standard charger can charge up to a 100% SOC (State of Charge), a rapid charger can only rapidly charge up to a predetermined value (e.g., 80%) below 100% SOC. Furthermore, if the SOC exceeds a predetermined value, a quick charger will reduce the charging speed and continue charging until the SOC reaches 100%. Quick chargers can charge in a shorter time than standard chargers, but currently there are fewer quick chargers installed than standard chargers.

[0089] The control unit 50 includes functional processing units realized by reading and executing a computer program pre-stored in the memory device 52, such as a route search unit 54, an information acquisition unit 55, a route division unit 56, a speed correction unit 57, a speed model calculation unit 58, a total weight acquisition unit 59, a driving energy estimation unit 60, a required supplementary charging amount calculation unit 61, a chargeable energy estimation unit 62, a planned charging amount calculation unit 64, a charger search unit 65, and a charger selection unit 66.

[0090] The charger search device 5 has the functionality of a so-called car navigation system. The route search unit 54 receives a route search request from the in-vehicle device 3 of the target vehicle 2 via the communication unit 51. The route search unit 54 searches for a travel route from the departure point to the destination of the target vehicle 2 based on the received route search request. A known method can be used to search for the route. For example, the route search unit 54 searches for a travel route with the shortest travel distance from the departure point to the destination. The route search unit 54 may search for a travel route with the shortest travel distance based on each of multiple conditions (e.g., whether or not a highway is used). The route search unit 54 may also search for a travel route with the shortest travel time from the departure point to the destination. The route search unit 54 transmits route information indicating the searched travel route (hereinafter referred to as the "searched route") to the target vehicle 2 and the traffic information providing server 8 via the communication unit 51. The searched route is configured as a set of one or more road links.

[0091] The information acquisition unit 55 acquires speed information indicating the predicted traveling speed of the target vehicle 2 for each road section included in the search route of the target vehicle 2 from the traffic information providing server 8 via the communication unit 51.

[0092] In addition, the information acquisition unit 55 acquires traffic condition information on the searched route of the target vehicle 2 from the traffic information providing server 8 via the communication unit 51.

[0093] In addition, the information acquisition unit 55 acquires information on the number of passengers in the target vehicle 2, load capacity information of the target vehicle 2, identification information of the target vehicle 2, driver information of the target vehicle 2, remaining power amount information of the target vehicle 2, and power supply capacity information of the target vehicle 2 from the in-vehicle device 3 of the target vehicle 2 via the communication unit 51.

[0094] The route dividing unit 56 divides the travel route into one or more sections each consisting of one or more road links, each section including an expected speed change point, based on points (hereinafter also referred to as "expected speed change points") located on the travel route of the target vehicle 2 searched for by the route searching unit 54 where a change in the travel speed of the target vehicle 2 is expected. A section including an expected speed change point is a section divided by a speed change point. In addition, changes in travel speed may occur not only at an expected speed change point, but also in sections before and after the expected speed change point.

[0095] A car navigation system generally outputs a voice guidance message upstream of a speed change predicted point, and therefore, the point will be referred to as a “guide point.” In other words, in the present disclosure, a guide point refers to a target point at which a route guidance system such as a car navigation system notifies the driver of the target vehicle 2 of route and driving operation guidance.

[0096] Guide points are generated during route search by the route search unit 54. For example, the route search unit 54 determines whether an intersection that satisfies predetermined conditions (e.g., an intersection equipped with a specific type of traffic signal that is likely to cause traffic lights to stop) is installed at the end points of road links on the searched route (hereinafter referred to as "link end points") based on intersection type information indicating the presence or absence of traffic lights at the intersection and the type of traffic light, and sets the link end point at the intersection that satisfies the condition as the guide point. Note that the route search unit 54 may set guide points at intersections or other points using information other than intersection type information. For example, the route search unit 54 may extract, as guide points, link end points where the road type changes on the searched route based on road type information. Furthermore, the route search unit 54 may extract, as guide points, link end points where the target vehicle 2 changes direction by an angle within a predetermined angle range based on a map database. In addition, the route search unit 54 may set as guide points link endpoints where the number of lanes changes, link endpoints where the legal speed limit changes, link endpoints where the road gradient changes, link endpoints where a curve (especially a sharp curve) occurs, link endpoints where a branch occurs, link endpoints where a merge occurs, etc., based on registered information in a map database, etc.

[0097] Such guide points may be registered in advance in a map database that the route search unit 54 refers to when searching for a route, or may be dynamically generated based on intersection type information, etc., as described above. Also, both guide points registered in the map database and dynamically generated guide points may be used as guide points.

[0098] The section between a guide point and the adjacent guide point downstream of that guide point will be called the "guide section." Of the two guide points that make up a guide section, the upstream guide point will be called the "upstream guide point," and the downstream guide point will be called the "downstream guide point."

[0099] Examples of guide points include points where traffic signals are installed (hereinafter referred to as "traffic signal installation points") and points where the target vehicle 2 turns right or left (hereinafter referred to as "right / left turn points"). A right / left turn point specifically refers to a point where the target vehicle 2 changes direction by an angle within a predetermined angle range at a branch point or a point where the road type changes, or a point where the radius of curvature is equal to or less than a predetermined value. Guide points also include points where a road without traffic signals, such as an expressway, a motorway, or a bypass road, switches to a general road with traffic signals, and junctions where one expressway switches to another. Guide points also include entrance and exit points of expressways, as well as entrance or exit points such as service areas, parking areas, interchanges, or toll booths. However, examples of guide points are not limited to those described above. The guide points may include points where the number of lanes changes, points where the legal speed limit changes, points where the road gradient changes, road junctions or branching points, points on a single road where the target vehicle 2 changes direction by an angle within an angle range, or curve points where the radius of curvature is less than a predetermined value.

[0100] A guide section is made up of one or more road links. However, the positions of the end points (guide points) of the guide section and the link end points do not need to match exactly, and some positional deviation is permissible as long as the guide section is considered to be essentially made up of one or more road links.

[0101] That is, the route dividing unit 56 divides the travel route into guide sections, each of which is made up of one or more road links.

[0102] The speed correction unit 57 corrects the predicted traveling speed indicated by the speed information based on the speed information and traffic condition information acquired by the information acquisition unit 55.

[0103] For example, first, when the speed information indicates a representative driving speed for each road link (hereinafter referred to as "representative driving speed"), the speed correction unit 57 calculates the representative driving speed for each guide section based on the representative driving speed for each road link.

[0104] When a single guide section is made up of a single road link, the speed correction unit 57 sets the representative traveling speed of that road link as the representative traveling speed of that guide section. Also, when a single guide section is made up of multiple road links, the speed correction unit 57 calculates the representative traveling speed of that guide section based on the representative traveling speeds of those multiple road links. For example, the average of the representative traveling speeds of the multiple road links may be set as the representative traveling speed of the guide section. Note that the average may be a weighted average according to the length of the road link.

[0105] Next, the speed correction unit 57 corrects the representative traveling speed for each guide section based on traffic condition information. For example, if a traffic accident occurs in the guide section and the number of available lanes is limited, the speed correction unit 57 corrects the representative traveling speed by lowering the representative traveling speed for that guide section according to a predetermined rule (for example, by multiplying it by a constant equal to or less than 1). The speed correction unit 57 may also correct the representative traveling speed in a similar manner if rain is forecast to fall in the guide section at the scheduled traveling time of the target vehicle 2. The speed correction unit 57 may also correct the representative traveling speed in a similar manner if an event is scheduled to be held near the guide section during a predetermined time period including the scheduled traveling time of the target vehicle 2 or if congestion occurs in the guide section. The speed correction unit 57 may also correct the representative traveling speed in a similar manner if the travel time for the guide section is longer than usual. The speed correction unit 57 may also correct the representative traveling speed in a guide section that includes steep slopes or sharp curves based on a map database stored in the storage device 52.

[0106] The speed model calculation unit 58 calculates a speed model that indicates the change over time in the predicted traveling speed of the target vehicle 2 in each guide section that includes each of the multiple guide points provided on the searched route. Below, a specific description will be given of the method of calculating the speed model for each type of guide section.

[0107] (Right / Left Turn Model) Figure 5 is a diagram showing an example of a speed model for a guide section where the upstream guide point is a right / left turn point. In Figure 5, the horizontal axis represents time, and the vertical axis represents speed. Specifically, the speed model calculation unit 58 creates a speed model that shows the temporal progression of speed by reducing the speed from a predetermined speed for the guide section (e.g., a representative traveling speed) to a predetermined speed (a predetermined lower limit speed) at a predetermined first acceleration, increasing the speed from the lower limit speed to the predetermined speed (e.g., the representative traveling speed) at a predetermined second acceleration, and maintaining the representative traveling speed until the downstream guide point is reached. This speed model is called the "right / left turn model."

[0108] (Traffic Light Stop Model) FIG. 6 is a diagram showing an example of a speed model for a guide section in which the upstream guide point is a traffic light installation point. In FIG. 6, the horizontal axis represents time, and the vertical axis represents speed. Specifically, the speed model calculation unit 58 assumes that the stop time due to a red light is T1 seconds. It also assumes that the time required to pass the traffic light installation point is T2 seconds. The speed model calculation unit 58 creates a speed model that shows the temporal progression of speed by decreasing the speed from a predetermined speed (e.g., representative traveling speed) to speed 0 (stop) at a predetermined third acceleration, maintaining speed 0 for T1 seconds, and then increasing the speed from speed 0 (stop) to a predetermined speed (e.g., representative traveling speed) at a predetermined fourth acceleration, and maintaining the representative traveling speed until the downstream guide point is reached. This speed model is called a "traffic light stop model."

[0109] (Dedicated section model (other than the end)) Figure 7 is a diagram showing an example of a speed model for a guide section in which the upstream guide point and downstream guide point are neither right / left turn points nor traffic light installation points. In Figure 7, the horizontal axis represents time and the vertical axis represents speed. Specifically, the speed model calculation unit 58 creates a speed model that shows the temporal progression of speed at which a predetermined speed (e.g., a representative driving speed) is maintained throughout the guide section. This speed model is called the "dedicated section model (other than the end)." The dedicated section model (other than the end) is applied to road sections where no traffic lights are installed, such as expressways, motorways, and bypass roads.

[0110] In this speed model, there is no change in speed within the guide section. However, a step occurs due to the difference in speed between the speed at the downstream guide point of the guide section adjacent to the guide section upstream of this guide section and the representative running speed in this guide section, and the speed change is expressed. Similarly, a step occurs due to the difference in speed between the speed at the upstream guide point of the guide section adjacent to the guide section downstream of this guide section and the representative running speed in this guide section, and the speed change is expressed. However, during the processing process, there may be cases where there is almost no change in speed before and after the guide point.

[0111] (Dedicated Section Model (End)) Figure 8 is a diagram showing an example of a speed model in which the upstream guide point is neither a right / left turn point nor a traffic signal installation point, and the downstream guide point is a traffic signal installation point. In Figure 8, the horizontal axis represents time, and the vertical axis represents speed. Specifically, the speed model calculation unit 58 creates a speed model that shows the temporal change in speed by maintaining a predetermined speed (e.g., a representative traveling speed) from the upstream guide point, decreasing the speed from the representative traveling speed to a speed of 0 (stop) at a predetermined fifth acceleration, and maintaining the speed of 0 (stop) for T3 seconds. This speed model is called the "dedicated section model (end)." The dedicated section model (end) is applied to, for example, a road section where a road without traffic signals, such as an expressway, a motorway, or a bypass road, switches to a general road with traffic signals.

[0112] Before calculating the speed model, the speed model calculation unit 58 may determine an acceleration to be applied when changing the speed of the target vehicle 2 based on the driver information of the target vehicle 2 acquired by the information acquisition unit 55. The speed model calculation unit 58 calculates the speed model based on the determined acceleration. Specifically, the speed model calculation unit 58 corrects the first acceleration and the second acceleration of the right / left turn model ( FIG. 5 ), the third acceleration and the fourth acceleration of the traffic light stop model ( FIG. 6 ), and the fifth acceleration of the exclusive section model (end) ( FIG. 7 ) based on the driver information. For example, when the driver's attributes are male, in their twenties, or high driving proficiency, the speed model calculation unit 58 may multiply each of the first acceleration to the fifth acceleration by one or more predetermined coefficients to increase the absolute values ​​of the accelerations compared to before the correction. In addition, if the driver's attributes are female, over 60 years old, or low driving proficiency, the speed model calculation unit 58 may multiply each of the first to fifth accelerations by a predetermined positive coefficient less than 1, thereby reducing the absolute value of the accelerations compared to before correction.

[0113] In addition, if a coefficient table showing the relationship between the driver's identification information and the coefficients is pre-stored in the storage device 52, the speed model calculation unit 58 may refer to the coefficient table to determine a coefficient corresponding to the driver's identification information, and correct the acceleration by multiplying each of the first acceleration to fifth acceleration by the determined coefficient.

[0114] Furthermore, the speed model calculation unit 58 can also create a speed model for one guide section by combining a plurality of models of the same or different types for that section.

[0115] 9A and 9B are diagrams illustrating an example of a procedure for creating a speed model for one guide section by combining multiple speed models. Fig. 9A shows the relationship between the guide section and road links, and is a diagram illustrating an example in which the guide section is divided into multiple sub-sections. Fig. 9B shows the generated speed model.

[0116] As shown in Figure 9(a), one guide section X includes, from the upstream side, link endpoints EX, EA, EB, EC, ED, EE, and EY. The guide section X also includes an upstream guide point GX and a downstream guide point GY. Link endpoint EX is the upstream guide point GX, and link endpoint EY is the downstream guide point GY. In Figure 9(a), link endpoints are indicated by black circles. The searched route is indicated by a thick solid line, and road links other than the searched route are indicated by thin solid lines.

[0117] Each of the upstream guide point GX (link end point EX) and downstream guide point GY (link end point EY) is assumed to be a traffic signal installation point. Furthermore, each of the link end points EA, EB, EC, ED, and EE is assumed to be a traffic signal installation point but not set as a guide point. For example, each of the link end points EA, EB, EC, ED, and EE is an intersection that does not fall under the category of intersections that are set as guide points (e.g., intersections with specific types of traffic signals).

[0118] If the distance of the guide section X is greater than a predetermined distance threshold, the speed model calculation unit 58 divides the guide section X into sub-sections. For example, the speed model calculation unit 58 divides the guide section X into an upstream sub-section SA and a downstream sub-section SB at the position of link endpoint EC, which is closest to the midpoint of the guide section X among link endpoints EA, EB, EC, ED, and EE. By performing this process, the guide section X can be divided into sub-sections SA and SB whose distances are equal to or less than the distance threshold.

[0119] As shown in (b) of FIG. 9 , the speed model calculation unit 58 creates a speed model for the guide section X by combining multiple (here, two) speed models. That is, the speed model calculation unit 58 applies one speed model to the sub-section SA and one speed model to the sub-section SB to create a new speed model. Note that since the representative traveling speed is calculated for each guide section, the representative traveling speed of the speed model for the sub-section SA and the speed model for the sub-section SB are the same. However, when combining speed models for each sub-section, the representative traveling speed may be calculated for each sub-section. This allows for more accurate estimation of traveling energy than when the speed model for a long-distance guide section is defined by a single representative traveling speed.

[0120] For example, by defining a speed model for one guide section using speed models for multiple sub-sections in this way, it is possible to more accurately represent the traveling behavior of the target vehicle 2 in a simple manner, thereby enabling accurate estimation of traveling energy.

[0121] If the distance of a sub-section is greater than the distance threshold, the speed model calculation unit 58 may reselect link endpoints that divide the guide section X into sub-sections, and divide the guide section X so that the distance of the sub-sections that are ultimately generated is equal to or less than the distance threshold.

[0122] Fig. 10 is a diagram illustrating an example of a procedure for creating a speed model for one guide section by combining multiple speed models. Fig. 10(a) shows the relationship between the guide section and road links, and is a diagram illustrating an example in which the guide section is divided into multiple sub-sections. Fig. 10(b) shows the relationship between the guide section and road links, and is a diagram illustrating another example in which the guide section is divided into multiple sub-sections. Fig. 10(c) shows the generated speed model.

[0123] The guide section X, upstream guide point GX, downstream guide point GY, and link end points EX, EA, EB, EC, ED, EE, and EY shown in Figures 10(a) and (b) are assumed to be the same as those shown in Figure 9(a).

[0124] 10A, the speed model calculation unit 58 divides the guide section X into sub-sections when the section length of the guide section X is greater than a predetermined distance threshold. For example, in the same manner as described with reference to FIG. 9A, the speed model calculation unit 58 divides the guide section X into an upstream sub-section SA and a downstream sub-section SB at the position of the link endpoint EC that is closest to the midpoint of the guide section X among the link endpoints EA, EB, EC, ED, and EE.

[0125] However, if the section length of at least one of the sub-sections SA and SB is greater than the distance threshold, the speed model calculation unit 58 divides the guide section X into even more sub-sections.

[0126] For example, as shown in Figure 10 (b), the speed model calculation unit 58 changes the number of divisions of the guide section X from 2 to 3, and divides the guide section X into three sub-sections SA, SB, and SC. Specifically, the speed model calculation unit 58 selects from link end points EA, EB, EC, ED, and EE the link end points that are closest to the two division points for dividing the guide section X into three sections with equal section lengths. Here, it is assumed that link end points EB and ED are selected. The speed model calculation unit 58 divides the guide section X at the positions of link end points EB and ED, and generates sub-sections SA, SB, and SC.

[0127] If the section length of at least one of the subsections SA, SB, SC is greater than the distance threshold, the speed model calculation unit 58 increases the number of divisions of the guide section X by one until the section lengths of all subsections are equal to or less than the distance threshold, and repeats the same process as above. However, if the speed model calculation unit 58 divides the guide section X at the positions of all link endpoints EA, EB, EC, ED, EE and still includes a subsection with a section length greater than the distance threshold, the speed model calculation unit 58 ends the division process of the guide section X at that point.

[0128] Here, it is assumed that the section lengths of all of the sub-sections SA, SB, and SC are equal to or shorter than the distance threshold. As shown in (c) of FIG. 10 , the speed model calculation unit 58 creates a speed model for the guide section X by combining multiple (here, three) speed models. That is, the speed model calculation unit 58 applies one speed model to the sub-section SA, one speed model to the sub-section SB, and one speed model to the sub-section SC to create a new speed model. Note that since the representative traveling speed is calculated for each guide section, the representative traveling speeds of the speed models for the sub-sections SA, SB, and SC are the same. However, when combining speed models for each sub-section, the representative traveling speed may be calculated for each sub-section. This allows for more accurate estimation of traveling energy compared to when the speed model for a long-distance guide section is defined by a single representative traveling speed.

[0129] 10, if the length of a subinterval is greater than the distance threshold, a new subinterval is set, ignoring previously created subintervals. Alternatively, if the length of a subinterval is greater than the distance threshold, a new subinterval may be set using previously created subintervals.

[0130] Fig. 11 is a diagram illustrating an example of a procedure for creating a speed model for one guide section by combining multiple speed models. Fig. 11(a) shows the relationship between the guide section and road links, and is a diagram illustrating an example in which the guide section is divided into multiple sub-sections. Fig. 11(b) shows the relationship between the guide section and road links, and is a diagram illustrating another example in which the guide section is divided into multiple sub-sections. Fig. 11(c) shows the generated speed model.

[0131] As shown in Figure 11(a), one guide section X includes, from the upstream side, link endpoints EX, EA, EB, EC, ED, and EY. The guide section X also includes an upstream guide point GX and a downstream guide point GY. Link endpoint EX is the upstream guide point GX, and link endpoint EY is the downstream guide point GY. In Figure 11(a), link endpoints are indicated by black circles. The searched route is indicated by a thick solid line, and road links other than the searched route are indicated by thin solid lines.

[0132] 11A, the speed model calculation unit 58 divides the guide section X into sub-sections when the section length of the guide section X is greater than a predetermined distance threshold. For example, the speed model calculation unit 58 divides the guide section X into an upstream sub-section SA and a downstream sub-section SB at the position of the link endpoint EC that is closest to the midpoint of the guide section X among the link endpoints EA, EB, EC, and ED.

[0133] Here, it is assumed that the section length of subsection SA is equal to or less than the distance threshold. Furthermore, it is assumed that the section length of subsection SB is greater than the distance threshold. In this case, the speed model calculation unit 58 determines subsection SA as a subsection of guide section X and further divides subsection SB into two subsections. The only link endpoint that can divide subsection SB is link endpoint ED. Therefore, the speed model calculation unit 58 divides subsection SB into subsections SB1 and SB2 at the position of link endpoint ED. Note that, if there are multiple link endpoints that can divide subsection SB, the speed model calculation unit 58 may divide subsection SB into two subsections at the position of the link endpoint closest to the midpoint of subsection SB. This process is repeated until the section lengths of all subsections are equal to or less than the distance threshold. However, if no link endpoint is included in a subsection whose section length is greater than the distance threshold, the speed model calculation unit 58 terminates the division process for that subsection at that point.

[0134] Here, it is assumed that the section lengths of all of the sub-sections SA, SB1, and SB2 are equal to or shorter than the distance threshold. As shown in (c) of FIG. 11 , the speed model calculation unit 58 creates a speed model for the guide section X by combining multiple (here, three) speed models. That is, the speed model calculation unit 58 applies one speed model to the sub-section SA, one speed model to the sub-section SB1, and one speed model to the sub-section SB2 to create a new speed model. Note that, because the representative traveling speed is calculated for each guide section, the representative traveling speeds of the speed models for the sub-sections SA, SB1, and SB2 are the same. However, when combining speed models for each sub-section, the representative traveling speed may be calculated for each sub-section. This allows for more accurate estimation of traveling energy compared to when the speed model for a long-distance guide section is defined by a single representative traveling speed.

[0135] 4 , the total weight acquisition unit 59 calculates the total weight of the target vehicle 2 based on the number of occupants information, load information, and identification information of the target vehicle 2 acquired by the information acquisition unit 55 from the in-vehicle device 3. Specifically, the total weight acquisition unit 59 refers to the vehicle model information table stored in the storage device 52 and identifies the vehicle model information of the target vehicle 2 from the identification information of the target vehicle 2. The total weight acquisition unit 59 also refers to the unique information table stored in the storage device 52 and identifies the vehicle weight of the target vehicle 2 from the identified vehicle model information of the target vehicle 2.

[0136] The total weight acquisition unit 59 also estimates the weight of the occupants from the information on the number of occupants of the target vehicle 2. For example, if two adults and two children are input as the number of occupants, the total weight acquisition unit 59 estimates the occupant weight as (adult weight x 2 + child weight x 2). Here, the adult weight and child weight indicate the average weight of adults and children set in advance. Note that the adult weight or child weight may be determined taking gender or age into consideration. In this case, the information on the number of occupants includes the gender or age of the occupants, and the occupant weight is estimated using the adult weight or child weight corresponding to the gender or age.

[0137] The total weight acquisition unit 59 calculates the total weight of the target vehicle 2 by adding the weight of the passengers in the target vehicle 2 and the load amount of the target vehicle 2 indicated by the load amount information to the vehicle weight of the target vehicle 2.

[0138] The total weight acquisition unit 59 may be configured to acquire the total weight of the target vehicle 2 from an external server or the in-vehicle device 3 .

[0139] The traveling energy estimation unit 60 estimates the traveling energy (amount of power consumption) of the target vehicle 2 when traveling along the searched route.

[0140] Specifically, the traveling energy estimation unit 60 refers to the vehicle model information table and identifies the vehicle model information of the target vehicle 2 from the identification information of the target vehicle 2 indicated in the route search request. The traveling energy estimation unit 60 also refers to the unique information table and identifies the unique information of the target vehicle 2 from the vehicle model information of the target vehicle 2. Details of the identified unique information will be described later.

[0141] The traveling energy estimation unit 60 calculates the traveling energy RE of the target vehicle 2 when the target vehicle 2 travels the searched route searched by the route search unit 54, based on the unique information of the target vehicle 2, the speed model calculated by the speed model calculation unit 58, the total weight of the target vehicle 2 calculated by the total weight acquisition unit 59, and the traffic condition information acquired by the information acquisition unit 55, using the following equations 1 to 5. Note that equations 1 to 5 are merely examples. The traveling energy estimation unit 60 may calculate the traveling energy RE of the target vehicle 2 using equations that can calculate the traveling energy RE of the target vehicle 2 using the speed model calculated by the speed model calculation unit 58, instead of equations 1 to 5.

[0142]

[0143] Here, the definitions of each variable and each constant are as follows: RE: Travel energy from departure point to destination [Wh] ts: Departure time from departure point (travel start time) te: Arrival time at destination (travel end time) Fr: Rolling resistance [N] Fs: Gradient resistance [N] Fh: Acceleration resistance [N] Fa: Air resistance [N] V: Vehicle speed [m / s] η: System transmission efficiency [%] Cp: DC / DC converter power consumption [W] g: Gravitational acceleration [m / s ２ ] μ: Rolling resistance coefficient of the road surface W: Total weight of the vehicle [kg] θ: Gradient p: Air density [kg / m ３ ] Cd: Air resistance coefficient A: Frontal resistance area [m ２ ] α: Inertial mass dV / dt: Vehicle acceleration [m / s ２ ]

[0144] The movement start time ts and the movement end time te are obtained from the searched route searched by the route search unit 54. The vehicle speed V is the predicted traveling speed indicated by the speed model created by the speed model calculation unit 58. The total vehicle weight W is the total weight of the target vehicle 2 calculated by the total weight acquisition unit 59.

[0145] Furthermore, the system transmission efficiency η, the DC / DC converter power consumption Cp, the air resistance coefficient Cd, the frontal resistance area A, and the inertial mass α are included in the specific information of the target vehicle 2. Furthermore, the gravitational acceleration g is a constant.

[0146] Furthermore, the traveling energy estimation unit 60 determines the gradient sin θ and the rolling resistance coefficient μ based on the searched route, traffic condition information, and the map database stored in the storage device 52 .

[0147] The traveling energy estimation unit 60 also references an air density table stored in the storage device 52 and estimates the air density from the temperature on the search route of the target vehicle 2. The temperature on the search route may be obtained from a weather server (not shown). For example, the traveling energy estimation unit 60 transmits route information to the weather server via the communication unit 51. The weather server identifies the temperature of the area to which the route of the target vehicle 2 belongs based on the route information, and transmits the identified temperature to the charger search device 5. The traveling energy estimation unit 60 receives the temperature. The temperature at the current location measured by a temperature sensor mounted on the target vehicle 2 may be used as the temperature on the search route. The traveling energy estimation unit 60 may also obtain the temperature from weather information included in the traffic condition information.

[0148] The traveling energy estimation unit 60 also acquires the vehicle acceleration dV / dt from the speed model. For example, the traveling energy estimation unit 60 acquires the first and second accelerations in the right / left turn model ( FIG. 5 ), the third and fifth accelerations in the traffic light stop model ( FIG. 6 ), and the fifth acceleration in the exclusive section model (end) ( FIG. 8 ) as the vehicle acceleration dV / dt.

[0149] The traveling energy estimation unit 60 further estimates the traveling energy required to travel from the upstream guide point to the downstream guide point for each guide section. The traveling energy estimation formula is Equation 1, where ts is the departure time from the upstream guide point and te is the arrival time at the downstream guide point.

[0150] The required supplementary charge calculation unit 61 calculates the required supplementary charge, which is the amount of power that is expected to be insufficient when the target vehicle 2 travels the route from the departure point to the destination, based on the remaining power amount of the battery installed in the target vehicle 2 at the departure point indicated by the remaining power amount information and the amount of power consumption required for the target vehicle 2 to travel from the departure point to the destination estimated by the traveling energy estimation unit 60.

[0151] Here, the remaining power of the battery installed in the target vehicle 2 at the departure point is R, and the amount of power consumption required for the target vehicle 2 to travel from the departure point to the destination is C. If the remaining power R is greater than or equal to the amount of power consumption C, the target vehicle 2 will not run short of power even when traveling along the route, so the required supplementary charge amount = 0.

[0152] On the other hand, if the remaining energy R is less than the power consumption C, a power shortage of (power consumption C - remaining energy R) is expected when traveling along the route. Therefore, the required supplemental charging amount calculation unit 61 calculates the required supplemental charging amount as (power consumption C - remaining energy R).

[0153] The chargeable energy estimation unit 62 estimates the amount of energy that can be charged to the battery at the time when the target vehicle 2 passes a guide point on the route from the departure point to the destination, based on the amount of power consumption estimated for each guide section by the traveling energy estimation unit 60. The method for estimating the amount of chargeable energy will be described later.

[0154] The planned charging amount calculation unit 64 calculates the planned charging amount for the battery mounted on the target vehicle 2 based on the required supplementary charging amount calculated by the required supplementary charging amount calculation unit 61, a predetermined margin of the amount of electric power, and the allowable power supply amount indicated by the allowable power supply amount information acquired by the information acquisition unit 55. Specifically, the planned charging amount calculation unit 64 calculates the sum of the required supplementary charging amount, the margin, and the allowable power supply amount as the planned charging amount.

[0155] The charger search unit 65 searches for a charger that can charge the battery based on the amount of chargeable power and the planned charging amount at each guide point. The method of searching for a charger will be described later.

[0156] When the chargers searched by the charger search unit 65 are selected as candidates for chargers that will charge the battery, the charger selection unit 66 calculates, for each candidate, the total time lost due to the target vehicle 2 passing through the location of that candidate and the total time required to charge the planned amount of charge to the battery at that candidate. The charger selection unit 66 selects the candidate with the shortest calculated total time as the charger that will charge the battery. In other words, the charger selection unit 66 selects from the candidates the charger that will minimize the time lost due to charging the battery.

[0157] 12 and 13 are sequence diagrams showing an example of processing of the charger search system 10 according to an embodiment of the present disclosure. After the sequence shown in Fig. 12 is executed, the sequence shown in Fig. 13 is executed.

[0158] 12 and 13 show vehicle A and vehicle B as examples of probe vehicles 9. However, the number of probe vehicles 9 is not limited to two, and in reality there are many probe vehicles 9. Also, although one detector 1 is shown in FIGS. 12 and 13, the number of detectors 1 is not limited to one, and in reality there are many detectors 1.

[0159] Referring to Figure 12, the vehicle-mounted device 3 of the target vehicle 2 (hereinafter simply referred to as the "target vehicle 2") accepts information on the departure and arrival points of the target vehicle 2 entered by the occupant of the target vehicle 2 (step S1).

[0160] The target vehicle 2 receives information input by the passenger indicating the number of passengers in the target vehicle 2 and the load capacity of the target vehicle 2 (step S2).

[0161] The target vehicle 2 receives the information about the driver of the target vehicle 2 input by the passenger of the target vehicle 2 (step S3).

[0162] The target vehicle 2 transmits a route search request including the departure point and destination point of the target vehicle 2 to the charger search device 5, and the charger search device 5 receives the route search request (step S4).

[0163] The charger search device 5 searches for a travel route from the departure point to the arrival point based on the route search request (step S5).

[0164] Fig. 14 is a diagram showing an example of a searched route searched by the charger search device 5. In Fig. 14, the searched route from the departure point to the arrival point is shown by a solid line on a map.

[0165] Referring again to FIG. 12, vehicle A transmits the probe information to traffic information providing server 8, and traffic information providing server 8 receives the probe information from vehicle A (step S6).

[0166] Vehicle B transmits the probe information to traffic information providing server 8, and traffic information providing server 8 receives the probe information from vehicle B (step S7). The probe information transmission process (steps S6 and S7) is performed periodically (regularly).

[0167] The detector 1 periodically transmits the detection information to the traffic information providing server 8, and the traffic information providing server 8 receives the detection information from the detector 1 (step S8).

[0168] The charger search device 5 transmits route information indicating the searched route searched in the route search process (step S5) to the traffic information providing server 8, and the traffic information providing server 8 receives the route information (step S9).

[0169] The traffic information providing server 8 identifies traffic conditions such as traffic accidents and congestion occurring on the searched route based on the detection information received from the detector 1 and the route information received from the charger search device 5 (step S10).

[0170] The traffic information providing server 8 predicts the typical driving speed of the probe vehicle 9 for each road section included in the search route based on the probe information obtained from the probe vehicles 9 including vehicle A and vehicle B and the route information received from the charger search device 5 (step S11).

[0171] The traffic information providing server 8 transmits traffic condition information indicating details of traffic accidents, details of congestion, locations of sudden deceleration, locations of fallen objects or rocks, details of traffic signals, road shapes, and traffic rules on the searched route, as well as speed information indicating the predicted traveling speed of the target vehicle 2 for each road section on the searched route, to the charger searching device 5. The charger searching device 5 receives the traffic condition information and the speed information from the traffic information providing server 8 (step S12).

[0172] The charger search device 5 divides the searched route into guide sections each made up of one or more road links (step S13).

[0173] Figure 15 is an enlarged view of a portion of the searched route shown in Figure 14 that is circled by a dashed line. For example, this portion of the searched route includes, from upstream to downstream, road links L1, L2, L3, L4, L5, and L6. In other words, the target vehicle 2 travels along road links L1, L2, L3, L4, L5, and L6 in this order. The target vehicle 2 also makes a left turn at link endpoint E4, which connects road link L3 and road link L4. In Figure 15, link endpoints are indicated by black circles. The searched route is indicated by a thick solid line, and road links other than the searched route are indicated by thin solid lines.

[0174] The charger search device 5 determines whether each of link endpoints E1 to E7 corresponds to a guide point. The determination method is as described above, and it may determine whether each link endpoint corresponds to a guide point using information about the guide points included in the map database, or it may dynamically determine whether each link endpoint corresponds to a guide point using intersection type information or the like.

[0175] Here, it is assumed that the upstream link endpoint E1 of road link L1, the link endpoint E4 connecting road link L3 and road link L4, and the downstream link endpoint E7 of road link L6 are determined to be guide points.

[0176] The charger search device 5 divides the searched route into guide sections by determining sections separated by the determined guide points as guide sections. Through this processing, for example, a section made up of road links L1, L2, and L3 is determined as guide section A, and a section made up of road links L4, L5, and L6 is determined as guide section B. The upstream guide point of guide section A, the downstream guide point of guide section A (the upstream guide point of guide section B), and the downstream guide point of guide section B are designated as guide point G9, guide point G10, and guide point G11, respectively.

[0177] Fig. 16 is a diagram showing an example of guide points set on a searched route by the guide section division process. In Fig. 16, the guide points set on the searched route shown in Fig. 14 are indicated by white circles accompanied by guide point numbers. In other words, Fig. 16 shows that when the target vehicle 2 travels along the searched route from the departure point to the destination, it passes through each guide point from guide point G6 to guide point G19. Note that here, guide point G6 is set as the departure point.

[0178] Fig. 17 is a diagram showing guide section data generated by the guide section division process. The data shown in Fig. 17 indicates the traveling direction, presence or absence of traffic lights, road type, and offset synchronization area for each guide point on the searched route. The traveling direction indicates the traveling direction of the target vehicle 2 at the guide point. The presence or absence of traffic lights indicates the presence or absence of traffic lights at the guide point. The road type indicates the road type of the guide section. The offset synchronization area indicates the set of guide sections (set of traffic lights) whose traffic light offsets are synchronized.

[0179] The heading direction, traffic light presence / absence, and road type are generated by, for example, referencing map information contained in a map database. The offset synchronization area is generated by, for example, referencing intersection type information when the intersection type information contains information on traffic lights whose signal displays are synchronized.

[0180] For example, the traveling direction at guide point G6 is straight ahead, a traffic light is installed at the guide point, and the road type of the guide section from guide point G6 to guide point G7 is an ordinary road. Furthermore, the traveling direction at guide point G7 is straight ahead, no traffic light is installed at the guide point, and the road type of the guide section from guide point G7 to guide point G8 is an underpass. Furthermore, the offsets of the traffic lights in the road section from guide point G6 to guide point G9 are synchronized (offset synchronization area A) and are different from the offsets of the traffic lights at guide point G10 (offset synchronization area B).

[0181] Because no traffic signals are installed in bypass sections, no offset synchronization area is defined. However, even in bypass sections, guide points are set at points where road types change, right or left turns, road branch points such as parking lot entrances and bypass exits, and road merging points such as parking lot exits and bypass entrances. For example, guide point G11 is a guide point set at a point where the road type changes from an ordinary road to a bypass. Guide point G13 is a guide point set at a curve. Guide points G12, G14, G15, G16, G17, and G18 in the bypass driving section are guide points set at branch points or merging points.

[0182] The charger search device 5 corrects the predicted traveling speed indicated by the speed information based on the received traffic condition information and speed information (step S14).

[0183] The target vehicle 2 transmits the driver information to the charger search device 5, and the charger search device 5 receives the driver information from the target vehicle 2 (step S15).

[0184] Based on the route information, the map database, the corrected predicted driving speed, and the driver information, the charger search device 5 calculates a speed model that indicates the temporal progression of the predicted driving speed of the target vehicle 2 in each guide section that includes each of the multiple guide points located on the search route (step S16).

[0185] 18 is a flowchart showing the details of the speed model calculation process (step S16 in FIG. 12). The speed model calculation process is executed by the speed model calculation unit 58 of the charger search device 5.

[0186] The charger search device 5 repeatedly executes the processes from step S101 to step S111 for each guide point (loop A).

[0187] That is, the charger search device 5 determines whether the road type of the guide section in which the target guide point is an upstream guide point is an expressway (step S101).

[0188] If the road type is not an expressway (NO in step S101), the charger search device 5 determines whether the guide point is a right / left turn point (step S102). In other words, if a traffic signal is not installed at the guide point and the traveling direction is a left turn or a right turn, the charger search device 5 determines that the guide point is a right / left turn point.

[0189] If it is determined that the guide point is a right / left turn point (YES in step S102), the charger search device 5 predicts the first acceleration and the second acceleration in the right / left turn model shown in Fig. 5 based on the driver information (step S103). For example, as described above, the charger search device 5 predicts the first acceleration and the second acceleration by multiplying the predetermined first acceleration and the second acceleration by a coefficient based on the driver information.

[0190] The charger search device 5 calculates the right / left turn model shown in Fig. 5 using the predicted first acceleration and second acceleration (step S104). For example, the speed model for the guide section in which the guide point G10 is the upstream guide point is set as the right / left turn model.

[0191] If it is determined that the guide point is not a right or left turn point (NO in step S102), the charger search device 5 determines whether the guide point is a traffic signal installation point (step S105).

[0192] If it is determined that the guide point is a traffic signal installation point (YES in step S105), the charger search device 5 predicts the third acceleration and the fourth acceleration in the traffic light stop model shown in Fig. 6 based on the driver information (step S106). For example, as described above, the charger search device 5 predicts the third acceleration and the fourth acceleration by multiplying the predetermined third acceleration and the fourth acceleration by coefficients based on the driver information.

[0193] The charger search device 5 calculates the traffic light stop model shown in Fig. 6 using the predicted third acceleration and fourth acceleration (step S107). For example, the speed model of the guide section with the guide point G6 as the upstream guide point is used as the traffic light stop model.

[0194] If the guide point is neither a right / left turn point nor a traffic light installation point (NO in step S105) or if the road type of the guide point is an expressway (YES in step S101), the charger search device 5 determines whether an adjacent guide point located downstream of the guide point is a traffic light installation point (step S108).

[0195] If the adjacent guide point is not a traffic signal installation point (NO in step S108), the traffic information providing server 8 calculates the dedicated section model (other than the last) shown in Fig. 7 (step S109). For example, the speed model of the guide section with guide point G11 as the upstream guide point is set as the dedicated section model (other than the last).

[0196] If the adjacent guide point is a traffic signal installation point (YES in step S108), the traffic information providing server 8 predicts the fifth acceleration in the dedicated section model (last) shown in Fig. 8 (step S110). For example, as described above, the charger search device 5 predicts the fifth acceleration by multiplying the predetermined fifth acceleration by a coefficient based on the driver information.

[0197] The charger search device 5 calculates the dedicated section model (last) shown in Fig. 8 using the predicted fifth acceleration (step S111). For example, the speed model of the guide section with guide point G18 as the upstream guide point is set as the dedicated section model (last).

[0198] The charger search device 5 may predict whether the target vehicle 2 will stop at a traffic signal installation point based on information about the offset synchronization area, and may set the traffic signal installation point as a right / left turn point or another point based on the prediction result. For example, the charger search device 5 predicts a traffic signal installation point in the offset synchronization area A where the target vehicle 2 will stop at a red light based on the cycle and offset of the traffic signals installed in the offset synchronization area A and the predicted travel time in the offset synchronization area A. For example, if the predicted travel time in the offset synchronization area A includes a single red light cycle period, the charger search device 5 predicts that the target vehicle 2 will stop at a red light at one traffic signal installation point randomly selected from the offset synchronization area A, and predicts that the target vehicle 2 will not stop at a red light at any other traffic signal installation points included in the offset synchronization area A.

[0199] If the traveling direction at a traffic signal installation point other than the traffic signal installation point where the vehicle is predicted to stop at a red light is a right turn or a left turn, the charger search device 5 determines that point to be a right / left turn point. Also, if the traveling direction at a traffic signal installation point other than the traffic signal installation point where the vehicle is predicted to stop at a red light is a straight line, the charger search device 5 determines that the point is neither a right / left turn point nor a traffic signal installation point. Then, the charger search device 5 executes the processing shown in FIG. 18 to calculate a speed model.

[0200] Fig. 19 is a diagram showing speed changes based on a speed model when the target vehicle 2 travels along a searched route calculated by the charger search device 5. Fig. 20 is a diagram showing speed changes when the target vehicle 2 actually travels along the same searched route as in Fig. 19 .

[0201] The horizontal axis in Figures 19 and 20 indicates time, and the vertical axis indicates speed. For example, in Figure 19, driving models GA and GB, which are dedicated section models (other than the last one) with a constant driving speed, are arranged consecutively. This indicates that the target vehicle 2 is traveling on a bypass. However, the speed of driving model GB is significantly slower than the speed of driving model GA, and the speed changes stepwise between driving models GA and GB. This indicates that the vehicle is decelerating due to a curve at guide point G13 corresponding to driving model GB.

[0202] As shown in Figures 19 and 20, the speed change of the target vehicle 2 indicated by the speed model is similar to the actual speed change of the target vehicle 2 from a general perspective. Because the charger search device 5 represents the traveling speed of the target vehicle 2 as a model, there may be local differences in the magnitude of the numerical values ​​from the actual speed. However, by forming the speed model as described above, the presence or absence of dominant acceleration / deceleration in energy consumption is reproduced more simply and with relatively high accuracy. As a result, the estimated value and actual value of traveling energy are similar from a general perspective. In this way, according to the present disclosure, traveling energy can be estimated with high accuracy using relatively simple processing.

[0203] Referring again to FIG. 12, the target vehicle 2 transmits passenger count information, load information and vehicle identification information of the target vehicle 2 to the charger search device 5, and the charger search device 5 receives this information (step S17).

[0204] The charger search device 5 calculates the total weight of the target vehicle 2 based on the passenger number information, the load information, and the identification information (step S18).

[0205] The charger search device 5 estimates the amount of power consumption of the target vehicle 2 while traveling along the searched route based on the route information, the speed model, the traffic condition information, and the identification information and total weight of the target vehicle 2 (step S19).

[0206] The target vehicle 2 transmits remaining energy information of the battery at the departure point to the charger search device 5, and the charger search device 5 receives the remaining energy information (step S20).

[0207] The charger search device 5 calculates the required supplemental charging amount based on the amount of power consumption of the target vehicle 2 when traveling to the destination estimated in step S19 and the remaining power amount at the departure point of the target vehicle 2 indicated by the remaining power amount information received in step S20 (step S21). For example, if the power consumption of the target vehicle 2 is 60 kWh and the remaining power amount at the departure point is 50 kWh, the required supplemental charging amount is 10 kWh.

[0208] The charger search device 5 estimates the amount of chargeable energy at each guide point on the searched route based on the remaining energy at the departure point of the target vehicle 2 indicated by the remaining energy information received in step S20 and the amount of power consumption estimated for each guide section by the traveling energy estimation unit 60 (step S22). Specifically, the chargeable energy estimation unit 62 of the charger search device 5 estimates the remaining energy at each guide point by cumulatively subtracting the amount of power consumption in each guide section from the upstream to downstream of the searched route from the remaining energy in the battery at the departure point. The chargeable energy estimation unit 62 estimates the amount of power that can be charged to the battery of the target vehicle 2 based on the calculated remaining energy.

[0209] 21 is a diagram showing the number of charger candidates, which is the number of chargers located near the route from each guide point to the destination, and the battery status at each guide point. For each guide point on the searched route, Fig. 21 shows the number of charger candidates, the battery SOC (%), the remaining battery power (kWh), the rapid charge capacity (kWh) described below, and the normal charge capacity (kWh) described below.

[0210] Here, it is assumed that the remaining power when the battery of the target vehicle 2 is fully charged is 50 kWh. For example, there are 10 normal chargers and 8 rapid chargers on the route from guide point G6 (starting point) to the destination and in the vicinity of the route. Furthermore, it is assumed that the SOC of the battery of the target vehicle 2 at guide point G6 is 100% and the remaining power is 50 kWh.

[0211] The chargeable energy estimation unit 62 estimates the amount of energy that can be quickly charged according to the following equations 6A and 6C, and estimates the amount of energy that can be normally charged according to the following equations 7A and 7B. The amount of energy that can be quickly charged indicates the amount of energy that can be charged to the battery by a quick charger. Here, it is assumed that a quick charger can only charge the battery until the SOC of the battery reaches a predetermined SOC threshold (here, 80%). Therefore, when the SOC exceeds 80% (when the remaining energy amount is > 40), the amount of energy that can be quickly charged is set to 0. The amount of energy that can be normally charged indicates the amount of energy that can be charged to the battery by a normal charger. A normal charger can charge the battery until the SOC of the battery reaches 100%. Therefore, the amount of energy that can be normally charged is equal to the remaining capacity of the battery. Amount of quick charge possible = 0 (however, remaining energy > 40) ... (Formula 6A) Amount of quick charge possible = 40 - remaining energy (however, 0 ≦ remaining energy ≦ 40) ... (Formula 6B) Amount of quick charge possible = 40 (however, remaining energy < 0) ... (Formula 6C) Amount of normal charge possible = 50 - remaining energy (however, remaining energy ≧ 0) ... (Formula 7A) Amount of normal charge possible = 50 (however, remaining energy < 0) ... (Formula 7B)

[0212] For example, the power consumption of the target vehicle 2 in the guide section from guide point G6 to guide point G7 is 3 kWh. Therefore, the remaining power is 47 kWh, which is the value obtained by subtracting the power consumption of 3 kWh from the remaining power of 50 kWh at guide point G6. The SOC is 95%, which corresponds to the remaining power of 47 kWh. The amount of power that can be quickly charged is 0, and the amount of power that can be normally charged is 3.

[0213] Also, assume that the power consumption of the target vehicle 2 in the guide section from guide point G7 to guide point G8 is 2 kWh. Therefore, the remaining power is 45 kWh, which is the value obtained by subtracting the power consumption of 2 kWh from the remaining power of 47 kWh at guide point G7. The SOC is 90%, which corresponds to the remaining power of 45 kWh. The amount of power that can be fast charged is 0, and the amount of power that can be normally charged is 5.

[0214] Similarly, the chargeable energy estimation unit 62 estimates the remaining energy amount up to the destination, and estimates the amount of energy that can be rapidly charged and the amount of energy that can be normally charged based on the estimated remaining energy amount.

[0215] Referring to FIG. 13, the target vehicle 2 receives information on the power supply allowance at the destination input by the passenger of the target vehicle 2 (step S23).

[0216] The target vehicle 2 transmits information about the power supply allowable amount at the arrival destination to the charger search device 5, and the charger search device 5 receives the power supply allowable amount information (step S24).

[0217] The charger search device 5 calculates the planned charging amount as the sum of the required supplemental charging amount calculated in step S21, a predetermined margin, and the power supply allowable amount indicated by the power supply allowable amount information received in step S24 (step S25). For example, assume that the required supplemental charging amount is 10 kWh, the margin is 2 kWh, and the power supply allowable amount is 3 kWh. In this case, the planned charging amount is 15 kWh.

[0218] If the planned charge amount is 0 or less (NO in step S26), the charger search device 5 does not need to search for a charger that will charge the battery. Therefore, the charger search device 5 transmits route information for the target vehicle 2 searched for in the route search process (step S5) to the target vehicle 2, and the target vehicle 2 receives this information (step S27).

[0219] The target vehicle 2 displays the route information received from the charger search device 5 on the display 45 (step S28).

[0220] If the planned charging amount is greater than 0 (YES in step S26), the charger search unit 65 of the charger search device 5 calculates a point where charging of the target vehicle 2 by a charger is possible (hereinafter referred to as the "search start point") (step S29). That is, the search start point is calculated as the guide point between the departure point and the arrival point where the chargeable energy amount is the first to be equal to or greater than the planned charging amount. For example, in the example shown in FIG. 21 , assume that the planned charging amount is 15 kWh. In this case, the guide point where the rapid charging energy amount is the first to be equal to or greater than 15 kWh is guide point G13. Therefore, the charger search unit 65 calculates guide point G13 as the search start point for rapid chargers. Furthermore, the guide point where the normal charging energy amount is the first to be equal to or greater than 15 kWh is guide point G11. Therefore, the charger search unit 65 calculates guide point G11 as the search start point for normal chargers.

[0221] The charger search unit 65 of the charger search device 5 searches for chargers that exist between the search start point and the destination point (step S30).

[0222] FIG. 22 is a diagram showing an example of the locations of guide points and chargers set on a searched route. FIG. 22 is an example of a map showing the locations of the searched route, guide points, and chargers. Stars indicate the locations of quick chargers, and triangles indicate the locations of standard chargers. The searched route and guide points are the same as those shown in FIG. 16. Furthermore, the vicinity of the guide point, which is within a predetermined distance from the guide point, is indicated by a dotted circle. In other words, the vicinity of the guide point refers to the area within a circle whose radius is the predetermined distance from the guide point. Chargers included in this circle are chargers located near the guide point or the searched route. The size of the circle is predetermined, and the size or margin of the circle is set so that the target vehicle 2 can travel round trip within the circle with the amount of power indicated by the margin described above. Note that the margin may include the amount of power required to travel from the destination to a nearby charger. The vicinity of the guide point may also be indicated by a shape other than a circle.

[0223] In the example of Fig. 22, rapid charger Q1 is located near each of guide points G8, G9, and G10, rapid charger Q2 is located near guide point G11, and rapid chargers Q3 and Q4 are located near guide points G13, G14, and G15, respectively. Therefore, as shown in Fig. 21, the number of candidate rapid chargers from guide point G6 to guide point G10 is 4, the number of candidate rapid chargers at guide point G11 is 3, the number of candidate rapid chargers from guide point G12 to guide point G15 is 2, and the number of candidate rapid chargers from guide point G16 to guide point G19 and at the destination is 0. The number of candidate normal chargers is also derived in a similar manner.

[0224] 22, the charger search unit 65 searches for rapid chargers Q3 and Q4 that are on or near the route from guide point G13, which is the search start point for rapid chargers, to the destination. The charger search unit 65 also searches for normal chargers O1, O2, O3, O4, and O5 that are on or near the route from guide point G11, which is the search start point for normal chargers, to the destination.

[0225] 13 , the route search unit 54 of the charger search device 5 searches for a travel route for the target vehicle 2 that passes through each of the chargers searched in the charger search process (step S30) (step S31). The search for the travel route is performed in the same manner as the route search process (step S5). For example, seven travel routes that pass through quick chargers Q3 and Q4 and normal chargers O1, O2, O3, O4, and O5 are searched for.

[0226] The charger search device 5 transmits route information indicating the searched route searched in the route re-search process (step S31) to the traffic information providing server 8, and the traffic information providing server 8 receives the route information (step S32).

[0227] Based on the detection information received from the detector 1 and the route information received from the charger search device 5, the traffic information providing server 8 identifies traffic conditions such as traffic accidents, congestion, and traffic restrictions occurring on and near the searched route (step S33).

[0228] The traffic information providing server 8 predicts the typical driving speed of the probe vehicle 9 for each road section included in the search route based on the probe information obtained from the probe vehicles 9 including vehicle A and vehicle B and the route information received from the charger search device 5 (step S34).

[0229] The traffic information providing server 8 transmits traffic condition information indicating details of traffic accidents, congestion, locations of fallen objects or rocks, traffic restrictions, and traffic rules on the searched route, and speed information indicating the predicted traveling speed of the target vehicle 2 for each road section on the searched route, to the charger searching device 5. The charger searching device 5 receives the traffic condition information and the speed information from the traffic information providing server 8 (step S35).

[0230] When the charger search device 5 determines that the chargers searched for in the charger search process (step S31) are candidates for the charger that will charge the battery of the target vehicle 2, it calculates, for each candidate, the time lost due to the target vehicle 2 passing through the location of that candidate and the time required to charge the planned amount of power to the battery at that candidate. The charger search device 5 calculates the total of the calculated lost time and charging time (step S36). In the example of Fig. 22 , the total of the lost time and charging time is calculated for each of the rapid chargers Q3 and Q4 and the normal chargers O1, O2, O3, O4, and O5.

[0231] Here, the lost time is calculated as follows. FIG. 23 is a diagram schematically illustrating a searched route that passes through candidate charger locations and a searched route that does not pass through candidate charger locations. As shown in FIG. 23 , of the searched routes searched in the route search process (step S5), the route from point P1 to point P2 is schematically indicated by a straight line X. Furthermore, of the searched routes searched in the route re-search process (step S31), the route from point P1 to rapid charger Q4 is schematically indicated by a straight line Y, and the route from rapid charger Q4 to point P2 is schematically indicated by a straight line Z. In this case, the lost time caused by the target vehicle 2 passing through rapid charger Q4 is calculated as (travel time of Y + travel time of Z - travel time of X). In other words, the difference between the travel time of the searched route when charging is performed (however, not including the charging time) and the travel time of the searched route when charging is not performed is considered to be the lost time. Here, the charger search device 5 calculates the travel time of X based on the representative traveling speed indicated by the speed information received from the traffic information providing server 8 in step S12. Also, the charger search device 5 calculates the travel times of Y and Z based on the representative traveling speed indicated by the speed information received from the traffic information providing server 8 in step S35.

[0232] When calculating the travel time, the charger search device 5 may take into consideration traffic condition information received from the traffic information providing server 8. For example, if an accident has occurred on the searched route, if traffic restrictions are in place, or if congestion is occurring, the representative travel speed may be corrected by multiplying the representative travel speed by a predetermined coefficient less than 1, and then the travel time may be calculated.

[0233] Furthermore, if a charger is present on the searched route searched for in the route search process (step S5), which is schematically indicated by the straight line X, the loss time is zero.

[0234] The charge time is calculated as follows. That is, the charger search device 5 calculates the charge time by dividing the planned charge amount calculated in the planned charge amount calculation process (step S25) by a charge rate predetermined for each type of charger. For example, if the planned charge amount is 15 kWh and the charge rate of the quick charger Q4 is 30 kWh / h, the charge time is 30 minutes. Note that the method for calculating the charge time is not limited to this. Because the charge rate varies depending on the SOC of the battery, the charge time may be calculated taking the SOC into consideration.

[0235] The charger search device 5 selects the charger with the shortest total time of the loss time and the charging time from among the candidate chargers (step S37). In the example of Fig. 22, the charger search device 5 selects the charger with the shortest total time of the loss time and the charging time from among the fast chargers Q3 and Q4 and the normal chargers O1, O2, O3, O4, and O5.

[0236] The charger search device 5 transmits route information that passes through the selected charger and information about the selected charger to the target vehicle 2, and the target vehicle 2 receives the route information and charger information (step S38). The charger information includes, for example, information such as the type of charger, the location of the charger, and the opening hours of the charging station where the charger is installed.

[0237] The target vehicle 2 displays the route information and charger information received from the charger search device 5 on the display 45 (step S28).

[0238] Although the traffic information providing server 8 has been described as executing the traffic condition identification process (step S10) in response to acquisition of route information from the charger search device 5, the traffic information providing server 8 may execute the traffic condition identification process at other times. For example, the traffic information providing server 8 may identify the traffic condition at regular intervals (e.g., every five minutes) and transmit the traffic condition to the charger search device 5 in response to a request from the charger search device 5 or each time the traffic condition is identified.

[0239] Furthermore, the charger search device 5 may re-execute the search for the travel route based on the traffic conditions acquired while the target vehicle 2 is traveling, and may re-search for chargers based on the updated searched route. The user may select a charger at which the user wishes to charge from the re-searched chargers, or the charger search device 5 may execute the processes of steps S31 to S37 and select a charger from the re-searched chargers.

[0240] This allows the charger to be reselected even if traffic conditions change due to traffic congestion or the like.

[0241] As described above, according to the first embodiment of the present disclosure, the searched route searched by the charger search device 5 is divided into one or more sections each consisting of one or more road links based on a predicted speed change point. Therefore, the section length is guaranteed to always be equal to or greater than the road link length, and the section can be configured to include a predicted speed change point. Therefore, the searched route can be divided into sections for which the amount of power consumption can be estimated with high accuracy without dividing the searched route more than necessary. Furthermore, a speed model is provided for each section that includes a predicted speed change point. Therefore, speed change events, such as acceleration or deceleration of the target vehicle 2, that occur at that point or in that section can be reflected in the speed model. By estimating the amount of power consumption based on a speed model that reflects such speed change events, the amount of power consumption of the target vehicle 2 traveling in each section can be estimated with high accuracy.

[0242] By using the power consumption estimated with such high accuracy, it is possible to accurately calculate the required supplemental charging amount and accurately estimate the chargeable energy amount. Furthermore, an accurate planned charging amount can be calculated based on the accurate required supplemental charging amount. Since a margin can be included in the planned charging amount, power for traveling to and from the charger is also secured. Therefore, the charger search unit 65 can search for a charger based on the accurate chargeable energy amount and planned charging amount. Therefore, the target vehicle 2 can start searching for a charger from an appropriate traveling position. Furthermore, being able to start searching for a charger from an appropriate traveling position provides a wider range of charger options and increases the likelihood of finding a rapid charger. This allows the target vehicle 2 to arrive at its destination without experiencing a power shortage and minimizes the time required for charging the battery.

[0243] The planned charging amount includes the power supply allowable amount. Therefore, the target vehicle 2 can search for a charger so that the target vehicle 2 can supply the power supply allowable amount of power to the power supply target after arriving at the destination.

[0244] Furthermore, the charger search device 5 searches for the charger when the planned charge amount is greater than 0. This makes it possible to prevent unnecessary searches for chargers.

[0245] Furthermore, the charger search device 5 searches for chargers based on the planned route that the target vehicle 2 will travel from a guide point where the chargeable energy amount is equal to or exceeds the planned charge amount to the destination. From the guide point onward where the chargeable energy amount exceeds the planned charge amount, it is possible to charge the battery to the planned charge amount. By searching for chargers along the route from the point onward where it is possible to charge the battery, the charger search can be started at an early stage. This provides a wide range of charger options, increasing the possibility of finding a rapid charger. This makes it possible to keep the battery charging time as short as possible.

[0246] If there is no charger on the route planned for the target vehicle 2 to travel from a guide point where the chargeable energy amount is equal to or greater than the planned charge amount to the destination, the charger search device 5 can search for a charger that can charge the battery from chargers located within a predetermined distance from the route. This is because the planned charge amount includes a margin, which is the charge amount required for a round trip to a point a predetermined distance from the route. In other words, even if the target vehicle 2 consumes the amount of energy (margin) required for a round trip to a charger located within a predetermined distance from the route, the target vehicle 2 can still reach the destination. This allows for a wider range of charger options to be selected.

[0247] Furthermore, the charger search device 5 can select the charger that takes the shortest time to charge from among the searched chargers as the charger that will charge the battery. This can minimize the time it takes to arrive at the destination, and can supply power at a specified time at a location where power supply is requested, such as a disaster area.

[0248] Furthermore, the charger search device 5 can calculate the time lost due to the target vehicle 2 passing through the candidate charger location based on at least one of traffic congestion information on the travel route to the candidate charger location and regulation information that regulates travel on the travel route. This makes it possible to accurately calculate the total time lost and the charging time.

[0249] The charger search device 5 separately estimates the amount of chargeable energy when charging the battery using a rapid charger (rapid charger) and the amount of chargeable energy when charging the battery using a normal charger (normal charger). This allows for accurate estimation of the amount of chargeable energy depending on the type of charger. This allows the target vehicle 2 to start searching for a charger from the appropriate driving position for both rapid chargers and normal chargers.

[0250] In the above-described first embodiment, rapid chargers and normal chargers are searched for and one charger is selected from the searched chargers. In contrast, in the second embodiment, an example will be described in which rapid chargers are searched for and selected with priority over normal chargers.

[0251] 24 is a flowchart illustrating an example of a charger selection process according to the second embodiment of the present disclosure. The charger selection process is executed by the charger search device 5 instead of steps S30 to S37 shown in FIG.

[0252] Here, the search start point for a rapid charger found in the search start point calculation process (step S29 in FIG. 13) is defined as the first search start point, and the search start point for a normal charger is defined as the second search start point.

[0253] Referring to FIG. 24, the charger search unit 65 searches for a rapid charger that exists on the search route from the first search start point to the destination (step S201).

[0254] If a rapid charger is found on the searched route (YES in step S202), the charger selection unit 66 selects one of the found rapid chargers as the charger to charge the battery (step S203). If multiple rapid chargers are found, it is preferable to select the most upstream rapid charger. This is because even if charging is not possible at the most upstream rapid charger, there is a high possibility that charging will be possible at a rapid charger further downstream.

[0255] If no rapid charger is present on the searched route (NO in step S202), the charger search unit 65 searches for a normal charger present on the searched route from the second search start point to the destination (step S204).

[0256] If a standard charger is present on the searched route (YES in step S205), the charger selection unit 66 calculates the charging time A required for charging at a standard charger present on the searched route (step S206). If there are multiple standard chargers on the searched route, the charger selection unit 66 calculates the shortest charging time A.

[0257] The charger search unit 65 searches for a quick charger near the searched route from the first search start point to the destination (step S207).

[0258] The charger selection unit 66 calculates a total time B consisting of the time lost when the target vehicle 2 goes through the searched rapid charger and the charging time required to charge at the rapid charger (step S208). If multiple rapid chargers are searched, the charger selection unit 66 calculates the shortest total time B. The charger selection unit 66 compares the charging time A with the total time B (step S209).

[0259] If total time B is equal to or less than charging time A (YES in step S209), charger selection unit 66 selects the rapid charger with the shortest total time B as the charger that will charge the battery (step S210).

[0260] If the charging time A is less than the total time B (NO in step S209), the charger selection unit 66 selects the normal charger with the shortest charging time A as the charger that will charge the battery (step S211). Note that if no rapid charger is found in the rapid charger search process (step S207), the charger selection unit 66 selects the normal charger with the shortest charging time A as the charger that will charge the battery.

[0261] If there is no normal charger on the searched route (NO in step S205), the charger search unit 65 searches for a rapid charger near the searched route from the first search start point to the destination (step S212).

[0262] The charger selection unit 66 calculates the total time B of the time lost due to the target vehicle 2 passing through the searched rapid charger and the charging time required to charge at the rapid charger (step S213). If multiple rapid chargers are searched for, the charger selection unit 66 calculates the shortest total time B.

[0263] The charger search unit 65 searches for a normal charger near the searched route from the second search start point to the destination (step S214).

[0264] The charger selection unit 66 calculates a total time C including the time lost when the target vehicle 2 passes through the searched normal charger and the charging time required to charge at the normal charger (step S213). If multiple rapid chargers are searched, the charger selection unit 66 calculates the shortest total time C. The charger selection unit 66 compares total time B with total time C (step S216).

[0265] If the total time C is less than the total time B (YES in step S216), the charger selection unit 66 selects the normal charger with the shortest total time C as the charger that will charge the battery (step S217). Note that if no rapid charger is found in the rapid charger search process (step S212) but a normal charger is found in the normal charger search process (step S214), the charger selection unit 66 selects the normal charger with the shortest total time C as the charger that will charge the battery.

[0266] If total time B is less than or equal to total time C (NO in step S216), the charger selection unit 66 selects the rapid charger with the shortest total time B as the charger that will charge the battery (step S218). Note that if a rapid charger is found in the rapid charger search process (step S212) but a normal charger is not found in the normal charger search process (step S214), the charger selection unit 66 selects the rapid charger with the shortest total time B as the charger that will charge the battery.

[0267] The charging time for a rapid charger is significantly shorter than that for a standard charger. According to the second embodiment, if a rapid charger on the search route is found, the search for a standard charger can be stopped. This allows for an efficient charger search.

[0268] Although not shown in FIG. 24, the charger search device 5 and the traffic information providing server 8 are assumed to perform the processes of steps S31 to S35 shown in FIG. 13 in order to calculate the lost time.

[0269] Third Embodiment In a third embodiment, an example will be described in which a rapid charger is searched for and selected with priority over a normal charger, as in the second embodiment.

[0270] 25 is a flowchart illustrating an example of a charger selection process according to the third embodiment of the present disclosure. The charger selection process is executed by the charger search device 5 instead of steps S30 to S37 shown in FIG.

[0271] Here, the search start point for a rapid charger found in the search start point calculation process (step S29 in FIG. 13) is defined as the first search start point, and the search start point for a normal charger is defined as the second search start point.

[0272] Referring to FIG. 25, the charger search unit 65 searches for a rapid charger that exists on the search route from the first search start point to the destination (step S301).

[0273] If a rapid charger is found on the searched route (YES in step S302), the charger selection unit 66 selects one of the found rapid chargers as the charger to charge the battery (step S303). If multiple rapid chargers are found, it is preferable to select the most upstream rapid charger. This is because even if charging is not possible at the most upstream rapid charger, there is a high possibility that charging will be possible at a rapid charger further downstream.

[0274] If no rapid charger is present on the searched route (NO in step S302), the charger search unit 65 searches for a rapid charger near the searched route from the first search start point to the destination (step S304).

[0275] If a rapid charger is present near the searched route (YES in step S305), the charger selection unit 66 calculates the total time lost due to the target vehicle 2 passing through the searched rapid charger and the charging time required to charge at that rapid charger (step S306).

[0276] The charger selection unit 66 selects the rapid charger with the shortest calculated total time as the charger that will charge the battery (step S307).

[0277] If there is no rapid charger near the searched route (NO in step S305), the charger search unit 65 searches for a normal charger that is on the searched route from the second search start point to the destination (step S308).

[0278] If a normal charger is found on the search route (YES in step S309), the charger selection unit 66 selects one of the found normal chargers as the charger that will charge the battery (step S310). If multiple normal chargers are found, it is preferable to select the most upstream normal charger. This is because even if charging is not possible at the most upstream normal charger, there is a high possibility that charging will be possible at a normal charger further downstream.

[0279] If there is no normal charger on the searched route (NO in step S309), the charger selection unit 66 searches for a normal charger near the searched route from the second search start point to the destination (step S311).

[0280] If a standard charger is present near the searched route (YES in step S312), the charger selection unit 66 calculates the total time lost due to the target vehicle 2 passing through the searched standard charger and the charging time required to charge at that standard charger (step S313).

[0281] The charger selection unit 66 selects the normal charger with the shortest calculated total time as the charger that will charge the battery (step S314).

[0282] The charging time for a rapid charger is significantly shorter than that for a standard charger. According to the third embodiment, if a rapid charger on the search route is found, the search for a standard charger can be stopped. This allows for an efficient charger search.

[0283] Although not shown in FIG. 25, the charger search device 5 and the traffic information providing server 8 are assumed to perform the processes of steps S31 to S35 shown in FIG. 13 in order to calculate the lost time.

[0284] <Modification 1> In the first to third embodiments, the power supply capacity is supplied to the power supply target at the arrival destination, but it is also possible to configure the charger search device 5 not to supply power at the arrival destination. In this case, the power supply capacity is set to 0 and processing similar to that described in the first to third embodiments is performed, thereby enabling the charger search device 5 to select a charger that will charge the battery of the target vehicle 2.

[0285] Fig. 26 is a diagram showing the number of charger candidates, which is the number of chargers located near the route from each guide point to the destination, and the battery status at each guide point. Fig. 26 is a diagram similar to Fig. 21. For example, assume that the required supplemental charging amount is 10 kWh and the margin is 2 kWh. In this case, the planned charging amount is 12 kWh.

[0286] In this case, the first guide point where the amount of energy available for rapid charging exceeds the planned charging amount of 12 kWh is guide point G12. Therefore, the charger search unit 65 calculates guide point G12 as the search start point for rapid chargers. Also, the first guide point where the amount of energy available for normal charging exceeds the planned charging amount of 12 kWh is guide point G11. Therefore, the charger search unit 65 calculates guide point G11 as the search start point for normal chargers.

[0287] <Modification 2> The charger search unit 65 may search for a charger based on the business hours of the charging station that the charger is installed in. In other words, when the scheduled travel time of the searched route is known, the charger search unit 65 searches for a charger that can start and complete charging within the business hours.

[0288] According to the second modification, chargers installed at charging stations that are open can be searched for, making it possible to search for available chargers.

[0289] <Modification 3> In the first to third embodiments, the user inputs the departure point of the target vehicle 2. However, the current position of the target vehicle 2 may be used as the departure point of the target vehicle 2. In this case, the route search request unit 32 obtains the vehicle position of the target vehicle based on a GPS signal periodically received by the GPS receiver 42. The route search request unit 32 may also use a GPS complement signal or a GPS augmentation signal received by the receiver and transmitted from a quasi-zenith satellite (not shown) to complement the GPS signal or correct the vehicle position of the target vehicle. The route search request unit 32 also complements the vehicle position and orientation based on input signals from the vehicle speed sensor 43 and the gyro sensor 44, thereby determining the accurate current position of the target vehicle 2.

[0290] <Modification 4> Furthermore, the traveling energy estimation unit 60 of the charger search device 5 estimates the vehicle acceleration based on the driver information, but this process does not have to be performed. In other words, the traveling energy estimation unit 60 may calculate the speed model using a predetermined vehicle acceleration.

[0291] <Modification 5> Although the charger search device 5 has been described as having a function as a so-called car navigation system that searches for a route from a departure point to a destination, the charger search device 5 may also have a function to search for a route for other purposes. Even when a route is searched for for other purposes, the traveling energy when the target vehicle 2 travels along the searched route is similarly estimated, and a charger is searched for.

[0292] [Additional Notes] Some or all of the components constituting each of the above devices may be configured from one or more semiconductor devices such as system LSIs.

[0293] The computer program may be distributed by recording it on a computer-readable non-transitory recording medium, such as a HDD, a CD-ROM, or a semiconductor memory. The computer program may also be distributed by transmitting it via a telecommunications line, a wireless or wired communication line, a network such as the Internet, or data broadcasting. Each of the above devices may be realized by multiple computers or multiple processors.

[0294] In addition, some or all of the functions of each of the above devices may be provided by cloud computing. That is, some or all of the functions of each device may be realized by a cloud server. Furthermore, at least some of the above embodiments and modifications may be combined in any manner.

[0295] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present disclosure is defined by the claims, not by the above meaning, and is intended to include all modifications within the meaning and scope equivalent to the claims.

[0296] REFERENCE SIGNS LIST 1 Detector 2 Target vehicle 3 In-vehicle device 4 Base station 5 Charger search device 7 Network 8 Traffic information providing server 9 Probe vehicle 10 Charger search system 30 Control unit 31 Input data receiving unit 32 Route search request unit 33 Information providing unit 34 Information acquisition unit 35 Display control unit 40 Communication unit 41 Storage device 42 GPS receiver 43 Vehicle speed sensor 44 Gyro sensor 45 Display 46 Input device 47 Bus 50 Control unit 51 Communication unit 52 Storage device 53 Bus 54 Route search unit (route acquisition unit) 55 Information acquisition unit (power supply allowance acquisition unit) 56 Route division unit 57 Speed ​​correction unit 58 Speed ​​model calculation unit (speed model acquisition unit) 59 Total weight acquisition unit 60 Traveling energy estimation unit (power consumption amount estimation unit) 61 Required supplementary charging amount calculation unit 62 Chargeable energy amount estimation unit 64 Planned charging amount calculation unit 65 Charger search unit 66 Charger selection unit 80 Control unit 81 Communication unit 82 Storage device 83 Probe information acquisition unit 84 Sensing information acquisition unit 85 Traffic condition identification unit 86 Traveling speed prediction unit 87 Bus

Claims

1. A route acquisition unit that acquires a first route composed of road links on which an electric vehicle equipped with a battery is scheduled to travel from a first point to a second point; A route division unit that divides the first route into one or more intervals, each of which is an interval including a speed change prediction point where a change in the traveling speed of the electric vehicle is predicted and is composed of one or more of the road links; A speed model acquisition unit that acquires a speed model indicating the temporal change in the traveling speed of the electric vehicle for each interval; An electricity consumption amount estimation unit that estimates the electricity consumption amount when the electric vehicle travels each interval based on the speed model acquired for each interval; A necessary recharge amount calculation unit that calculates a necessary recharge amount, which is the amount of electricity expected to be insufficient when the electric vehicle travels the first route, based on the remaining battery power at the first point and the electricity consumption amount; A chargeable electricity amount estimation unit that estimates the chargeable electricity amount to the battery at the time when the electric vehicle passes through the speed change prediction point on the first route based on the electricity consumption amount; A scheduled charge amount calculation unit that calculates the scheduled charge amount to the battery based on the necessary recharge amount and a predetermined margin of the electricity amount; A charger search device comprising a charger search unit that searches for a charger capable of charging the battery based on the chargeable electricity amount and the scheduled charge amount.

2. The charger search device further includes a power supply allowance amount acquisition unit that acquires a power supply allowance amount, which is the amount of electricity allowed to be supplied from the battery to a power supply target after arriving at the second point, The scheduled charge amount calculation unit calculates the scheduled charge amount based on the necessary recharge amount, the margin, and the power supply allowance amount. The charger search device according to claim 1.

3. The charger search unit searches for the charger when the scheduled charge amount is greater than 0. The charger search device according to claim 1 or claim 2.

4. The charger search unit searches for the charger based on a second route on which the electric vehicle is scheduled to travel from the speed change prediction point on the first route where the chargeable electricity amount is equal to or greater than the scheduled charge amount to the second point. The charger search device according to claim 1 or claim 2.

5. The charger search unit searches for a charger capable of charging the battery from among chargers located within a predetermined distance from the second path, for the charger search device according to claim 4.

6. When the charger search device sets the charger searched by the charger search unit as a candidate for a charger that charges the battery, for each candidate, the loss time caused by the electric vehicle passing through the position of the candidate and the charging time of the planned charge amount to the battery at the candidate are calculated, and the charger selection unit that selects, as the charger for charging the battery, the candidate with the shortest total time calculated is further provided, for the charger search device according to claim 1 or claim 2.

7. The charger selection unit calculates the loss time based on at least one of traffic jam information on a travel route to the position of the candidate and regulation information that regulates travel on the travel route, for the charger search device according to claim 6.

8. The charger search unit searches for the charger based on the business hours of a charging stand where the charger is installed, for the charger search device according to claim 1 or claim 2.

9. The chargeable power amount estimation unit estimates a rapid chargeable power amount, which is the chargeable power amount when charging the battery with a rapid charger, and a normal chargeable power amount, which is the chargeable power amount when charging the battery with a normal charger, The charger search unit searches for a rapid charger capable of charging the battery based on the rapid chargeable power amount and the planned charge amount, and searches for a normal charger capable of charging the battery based on the normal chargeable power amount and the planned charge amount, for the charger search device according to claim 1 or claim 2.

10. The charger search unit searches for the rapid charger prior to the normal charger, for the charger search device according to claim 9.

11. A step of obtaining a first path composed of road links on which an electric vehicle equipped with a battery is scheduled to travel from a first point to a second point; A step of dividing the first path into one or more sections, each of which is a section including a speed change prediction point where a change in the traveling speed of the electric vehicle is expected and is composed of one or more of the road links; A step of obtaining a speed model indicating a temporal change in the traveling speed of the electric vehicle for each of the sections; estimating the power consumption when the electric vehicle travels each of the intervals based on the speed model obtained for each of the intervals; calculating a required recharge amount, which is the amount of power expected to be insufficient when the electric vehicle travels the first route, based on the remaining power of the battery at the first point and the power consumption; estimating the rechargeable power amount to the battery at the time when the electric vehicle passes through the speed change prediction point on the first route based on the power consumption; calculating a planned recharge amount to the battery based on the required recharge amount and a predetermined power margin; a charger search method including searching for a charger capable of charging the battery based on the rechargeable power amount and the planned recharge amount.

12. A computer, a route acquisition unit that acquires a first route composed of road links on which an electric vehicle equipped with a battery is planned to travel from a first point to a second point; a route division unit that divides the first route into one or more intervals, each of which is an interval including a speed change prediction point where a change in the traveling speed of the electric vehicle is predicted and is composed of one or more of the road links; a speed model acquisition unit that acquires a speed model indicating the temporal change in the traveling speed of the electric vehicle for each of the intervals; a power consumption estimation unit that estimates the power consumption when the electric vehicle travels each of the intervals based on the speed model obtained for each of the intervals; a required recharge amount calculation unit that calculates a required recharge amount, which is the amount of power expected to be insufficient when the electric vehicle travels the first route, based on the remaining power of the battery at the first point and the power consumption; a rechargeable power amount estimation unit that estimates the rechargeable power amount to the battery at the time when the electric vehicle passes through the speed change prediction point on the first route based on the power consumption; a planned recharge amount calculation unit that calculates a planned recharge amount to the battery based on the required recharge amount and a predetermined power margin; and a computer program for causing the computer to function as a charger search unit that searches for a charger capable of charging the battery based on the rechargeable power amount and the planned recharge amount.