阅读说明：本技术 驾驶辅助装置 (Driving support device ) 是由 牧野和辉 于 2021-05-12 设计创作，主要内容包括：本发明促进充电车道的有效率的使用。本发明具备：信息取得部,其取得车载蓄电池的蓄电量的目标值；以及确定处理部,其确定多个充电车道中的对所述车载蓄电池实施充电的充电实施车道,所述多个充电车道能够在车辆的行驶过程中对所述车载蓄电池进行充电,并且在直到车辆的预定抵达地点为止的行驶路径上沿路径方向被间隔地设置,所述确定处理部以基于所述蓄电量的目标值使对所述车载蓄电池的充电次数成为最少的方式来确定所述充电实施车道。由此,以基于与车载蓄电池相关的信息使要使用的充电车道的数量成为更少的方式从路径上所铺设的充电车道中确定要使用的充电车道,由此能够满足用户的要求,并且能够防止不必要地占用充电车道这一情况。(The present invention facilitates efficient use of the charging lane. The present invention is provided with: an information acquisition unit that acquires a target value of the amount of electricity stored in the in-vehicle battery; and a determination processing portion that determines a charging implementation lane that implements charging of the vehicle-mounted storage battery, of a plurality of charging lanes that are capable of charging the vehicle-mounted storage battery during traveling of the vehicle and that are provided at intervals in a path direction on a traveling path up to a predetermined arrival point of the vehicle, the determination processing portion determining the charging implementation lane in such a manner that a number of times of charging of the vehicle-mounted storage battery is minimized based on a target value of the amount of stored power. Thus, the charging lane to be used is determined from the charging lanes laid on the route in such a manner that the number of charging lanes to be used is made smaller based on the information relating to the in-vehicle battery, whereby it is possible to meet the user's request and prevent the charging lane from being unnecessarily occupied.)

1. A driving assistance device is characterized by comprising:

an information acquisition unit that acquires a target value of the amount of electricity stored in the in-vehicle battery; and

a determination processing portion that determines a charging lane that charges the vehicle-mounted storage battery among a plurality of charging lanes that are capable of charging the vehicle-mounted storage battery during traveling of the vehicle and that are provided at intervals in a path direction on a traveling path up to a predetermined arrival point of the vehicle,

the determination processing unit determines the charging implementation lane so that the number of times of charging the vehicle-mounted battery is minimized based on the target value of the amount of stored electricity.

2. The driving assistance apparatus according to claim 1,

the vehicle further includes a charging distance calculation unit that calculates a charging distance of the vehicle on a charging lane based on a target value of the stored electric power amount.

3. The driving assistance apparatus according to claim 2,

when the total length of the charging lane is longer than the charging distance, the determination processing unit determines at least one of a travel start point and a travel end point of the charging lane.

4. The driving assistance apparatus according to any one of claims 1 to 3,

in a case where there are a plurality of charging embodiments having the same number of the charging implementation lanes, the determination processing portion determines the charging implementation lane based on a charging embodiment whose end of the charging implementation lane is closest to the predetermined arrival point among the plurality of charging embodiments.

Technical Field

The present invention relates to a driving assistance device that assists a driver in driving a vehicle. In particular, the present invention relates to the field of driving assistance devices for performing driving assistance in connection with the use of a charging lane.

Background

Electric vehicles that can travel without using fuel such as gasoline and hybrid vehicles that can perform fuel-assisted travel and electric-assisted travel together are becoming popular.

With such an increase in vehicles, a travel lane (charging lane) capable of charging a power storage device mounted on the vehicle during travel has been provided.

For example, patent document 1 discloses a technique in which: the vehicle passes over the embedded electromagnetic induction type power supply device, and the power receiving device provided in the vehicle receives the induced power.

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open publication No. 2013-073385

Disclosure of Invention

Technical problem

As electric vehicles and/or hybrid vehicles continue to grow in popularity, such charging lanes may become cluttered.

It is therefore an object of the present invention to facilitate efficient use of charging lanes.

Technical scheme

The driving assistance device of the present invention includes: an information acquisition unit that acquires a target value of the amount of electricity stored in the in-vehicle battery; and a determination processing portion that determines a charging lane that charges the vehicle-mounted storage battery, of a plurality of charging lanes that are capable of charging the vehicle-mounted storage battery during travel of the vehicle and that are provided at intervals in a path direction on a travel path until a predetermined arrival point of the vehicle, the determination processing portion determining the charging implementation lane in such a manner that the number of charges to the vehicle-mounted storage battery is minimized based on a target value of the amount of stored power.

The target value of the stored electricity amount is, for example, a charge amount (scheduled increase stored electricity amount) for charging the vehicle-mounted battery, a target stored electricity level (target stored electricity level), or the like, which is input by a user such as a driver and/or a fellow passenger.

In the above-described driving assistance device, the driving assistance device further includes a charging distance calculation unit that calculates a charging distance of the vehicle in the charging lane based on the target value of the stored electric energy.

This makes it possible to calculate the travel distance of the charging lane necessary to achieve the object relating to the amount of stored electricity.

In the case where the total length of the charging implementation lane is longer than the charging implementation distance, the determination processing unit of the driving assistance device may determine at least one of a travel start point and a travel end point of the charging implementation lane.

Thus, in the case where the charging implementation distance is shorter than the length of the charging lane, it is determined to use a part of the charging lane.

In the case where there are a plurality of charging embodiments having the same number of the charging implementation lanes, the determination processing portion of the driving assistance apparatus described above may determine the charging implementation lane based on a charging implementation that is closest to the predetermined arrival point at the end of the charging implementation lane among the plurality of charging embodiments.

Thus, for example, when the purpose can be achieved regardless of which of the plurality of charging lanes is used, it is determined to use the charging lane closest to the destination, which is the predetermined arrival point.

Technical effects

According to the present invention, efficient use of the charging lane can be promoted.

Drawings

Fig. 1 is a schematic block diagram of a vehicle and a charging lane relating to an embodiment of the present invention.

Fig. 2 is a diagram showing a functional configuration of the control unit.

Fig. 3 is a diagram showing an example in which two charging lanes are laid between a first place and a second place.

Fig. 4 shows an example of a mode designation screen.

Fig. 5 shows an example of a supplementary stored electric energy amount designation screen.

Fig. 6 is an example of the fee specification screen.

Fig. 7 is an example of a flowchart executed by the control unit.

Fig. 8 is an example of a flowchart executed by the control unit.

Fig. 9 is an example of a flowchart executed by the control unit.

Fig. 10 is a diagram showing an example in which three charging lanes are laid between a first place and a second place.

Description of the symbols

1: driving support device

10: information acquisition unit

11: charging implementation distance calculating unit

12: determination processing unit

103: vehicle-mounted storage battery

200. 200A, 200B, 200C: charging lane

Detailed Description

Hereinafter, a mode for implementing the driving assistance device 1 of the present invention will be described with reference to the drawings.

The following description is made in the order described below.

<1. construction of vehicle and charging lane >

<2. functional configuration of control section >

<3. user interface >

<4. flow chart >

<5. modified example >

<6. summary >

<1. construction of vehicle and charging lane >

Fig. 1 is a diagram showing an example of a configuration of a vehicle 100 as an electric vehicle and a charging lane 200 on which the vehicle 100 travels.

The charging lane 200 includes a power transmission unit 201 and a power supply unit 202 that supplies power to the power transmission unit 201.

The power transmission section 201 is formed of a power transmission coil or the like.

The power supply unit 202 is a high-frequency ac power supply, and generates a magnetic field in the power transmission coil by flowing an ac current through the power transmission unit 201.

The charging lane 200 may be provided as part of a road, for example. For example, a road laid between the a site and the B site is intermittently set.

In addition, the charging lane 200 and the non-charging lane may be provided in parallel in a certain section of the road. For example, in a one-sided two-lane road, only one lane may be set as the charging lane 200. In this case, whether to use the charging lane 200 can be selected.

Vehicle 100 includes a Power receiving Unit 101, a rectifier circuit 102, an in-vehicle battery 103, a PCU (Power Control Unit) 104, a motor 105, and a Control Unit 106.

The power receiving unit 101 is formed of, for example, a power receiving coil. When the power receiving unit 101 passes above the power transmission unit 201 buried in the charging lane 200, electromagnetic induction occurs and a current is generated in the power receiving unit 101.

An input voltage based on an alternating current of the current generated in the power receiving unit 101 is supplied to the rectifier circuit 102. The rectifier circuit 102 functions as an AC (Alternating Current)/DC (Direct Current) converter circuit, converts an input voltage, which is an Alternating Current voltage, into a Direct Current voltage, and supplies the Direct Current voltage to the in-vehicle battery 103.

The in-vehicle battery 103 is a high-voltage battery. The vehicle-mounted battery 103 supplies electric power for driving wheels and/or electric power for driving various electronic devices of the vehicle 100. Fig. 1 shows that electric power supply for driving the wheels is performed from the vehicle-mounted battery 103, and illustration of electric power supply for driving other parts is omitted.

The vehicle-mounted battery 103 is charged based on the dc voltage supplied from the rectifier circuit 102.

Namely, the following steps are set: the vehicle-mounted battery 103 can be charged in a non-contact manner by the power transmission unit 201 of the charging lane 200, the power reception unit 101 of the vehicle 100, and the rectifier circuit 102.

The in-vehicle battery 103 supplies a power supply voltage for driving the motor 105 to the PCU 104.

PCU 104 is configured to include an inverter and a DC/DC converter for driving motor 105.

The PCU 104 generates an alternating current for driving the motor 105 based on the above-described power supply voltage, and supplies the alternating current to the motor 105. The PCU 104 controls the torque of the motor 105 by controlling the alternating current. Further, PCU 104 can have a regenerative braking function to optimize energy efficiency using regenerative energy.

The motor 105 is configured to have a motor generator having a power generation function, and drives wheels based on supplied ac current.

The control Unit 106 is configured to have a CPU (Central Processing Unit) and/or a memory, and the like, and comprehensively control the vehicle 100. The Control Unit 106 may be provided as a single Unit, or may be configured by a plurality of ECUs (Electronic Control units). The plurality of ECUs may include, for example, a battery control ECU that performs charging control or the like of the in-vehicle battery 103, a display control ECU that performs display control or the like of a display device (including a measurement instrument or the like) provided in the vehicle 100, an airbag control ECU, an air conditioning control ECU, and other various control ECUs.

Although not shown in fig. 1, the in-vehicle battery 103 may be charged via a connector portion provided in the vehicle 100.

In particular, the control unit 106 Of the present embodiment calculates and manages the SOC (State Of Charge) Of the vehicle-mounted battery using the measured value such as the output current value or the output voltage value Of the vehicle-mounted battery 103. Note that: PCU 104 manages information of SOC, and control unit 106 can acquire SOC from PCU 104.

Control unit 106 can perform control according to the SOC.

<2. functional configuration of control section >

The functional configuration of control unit 106 provided in vehicle 100 will be described with reference to fig. 2. The functional configuration of the control unit 106 is also the functional configuration provided in the driving assistance device 1. That is, the driving assistance device 1 has various functions constituted by the control unit 106, and thereby performs various assistance related to the driving of the vehicle 100.

The control unit 106 is configured to include an information acquisition unit 10, a charging distance calculation unit 11, a determination processing unit 12, and a route search unit 13.

The information acquisition unit 10 performs an acquisition process of information for controlling each unit. In the illustrated example, the information acquiring unit 10 performs a process of acquiring information on the accelerator opening degree corresponding to the operation of the accelerator pedal by the driver. Based on the acquired information on the accelerator opening degree, control unit 106 outputs a target value of a control value (for example, a current value) of motor 105 to PCU 104. The PCU 104 controls the motor 105 based on the target value of the received control value. By executing this series of processing, the vehicle speed of the vehicle 100 changes in accordance with the operation of the accelerator pedal by the driver.

In the present embodiment, the information acquisition unit 10 acquires information related to the in-vehicle battery 103.

The information on the vehicle-mounted battery 103 is, for example, information on the amount of charge of the vehicle-mounted battery 103, that is, SOC information. The information of the SOC is periodically updated to the latest information.

Alternatively, the information related to the in-vehicle battery 103 is information input by a user (a driver, a fellow passenger, or the like).

For example, when the current stored electricity amount is 30% less than the stored electricity amount (0 to 100%) required for the vehicle 100 to move to the destination, the user wants to supplement the stored electricity amount of 30% of the amount that is less than the stored electricity amount by the charging lane 200 installed on the way. The amount of the stored electric power of 30% input by the user is referred to as information relating to the in-vehicle storage battery 103. In the following description, the specified charge storage amount for the scheduled replenishment is described as "scheduled increase charge storage amount".

In addition, it is considered that information on the in-vehicle battery 103 is information on the target power storage level input by the user. For example, assume that the user desires to fully charge the vehicle-mounted battery 103 somewhere on the way until the vehicle 100 moves to the destination and to specify the full charge (the power storage rate 100%) as the target power storage level. The specified target power storage level is referred to as information relating to the in-vehicle battery 103. In the following description, the target power storage level is referred to as a "target power storage level". The storage rate of 100% is defined as the storage level of 100%.

In the following description, when the target of the amount of stored electricity is specified without distinguishing "scheduled increase amount of stored electricity" from "target level of stored electricity", the target is referred to as "target value of the amount of stored electricity".

The information acquisition unit 10 acquires the above-described information related to the in-vehicle battery 103. The processing for acquiring these pieces of information may be performed automatically without any operation by the User, or may be acquired via a UI (User Interface) provided to the User on a display unit of the vehicle 100. Further, information (the scheduled increase power storage amount and/or the target power storage level) about the in-vehicle battery 103 input by the user using a dedicated program (application) installed in a mobile terminal such as a smartphone may be acquired via a network, a communication cable, wireless communication, or the like.

For example, even when the user uploads information intended to increase the amount of power stored to the server device using a smartphone and the information acquisition unit 10 acquires the information by downloading the information from the server device, the information acquisition unit 10 acquires the information via a network.

In this way, the information acquisition unit 10 acquires information relating to the in-vehicle battery 103 as information for specifying the charging lane 200 to be used.

Note that the charge may be specified by the user instead of the scheduled increase in the amount of stored electricity. The fee is considered to be the usage fee of the charging lane 200, and is charged according to the charging implementation distance or the amount of increase in the amount of the stored electricity. In this case, the specified usage charge may be information related to the in-vehicle battery 103, or a scheduled-increase storage amount calculated from the specified usage charge may be information related to the in-vehicle battery 103.

The information acquiring unit 10 acquires the electricity rate information of the vehicle 100. The electricity rate information is calculated based on the travel distance and the amount of electricity stored in the in-vehicle battery 103, and is stored in a storage unit such as a memory. The electricity rate information is updated, for example, every predetermined travel distance.

The charging distance calculation unit 11 calculates a charging distance for each charging lane 200 provided on a road passing from a first point to a second point, based on the information on the in-vehicle battery 103 acquired by the information acquisition unit 10.

The first location is a departure location, such as the current location. In addition, when the vehicle moves to a destination after being fully charged by a predetermined charging station, the charging station may be set as the first point.

The second point is a destination point, such as a place (a scheduled arrival point) to which the driver wishes to finally move. Further, a charging station or the like closest to the place to which the user desires to finally move may be set as the second point.

That is, the charging distance calculation unit 11 calculates the charging distance to achieve the target value of the amount of stored electricity ("scheduled increase amount of stored electricity" and/or "target level of stored electricity") for each of the charging lanes 200 that can travel when moving from the first location to the second location.

For example, when the information on the in-vehicle battery 103 acquired by the information acquisition unit 10 is "the scheduled-increase stored electricity amount" and the scheduled-increase stored electricity amount is 30%, the vehicle can travel on any travelable charging lane 200 as long as the increase in the stored electricity amount is 30%. At this time, the charging distance calculation unit 11 calculates the charging distance of the charging lane 200 so as to minimize the use of the charging lane 200.

The charging distance calculation unit 11 calculates the charging distance of the charging lane 200 from a predetermined increased power storage amount (30%) based on the relationship between the distance traveled on the charging lane 200 and the increased power storage amount.

For example, when the stored electricity amount increases by X% every 100m the charging lane 200 travels, the charging implementation distance can be obtained by dividing the scheduled increase stored electricity amount by 30% by X% and multiplying by 100 m.

This makes it possible to control the traveling of a part of the charging lane 200 without traveling the entire travel distance of a certain charging lane 200, and thus to alleviate the congestion of the charging lane 200.

When the information on the in-vehicle battery 103 acquired by the information acquisition unit 10 is set to the "target power storage level" and the target power storage level is 100%, the charging distance of the charging lane 200 is calculated so that the power storage amount becomes "100%" at a certain time during traveling.

A specific example is shown in fig. 3.

It is assumed that two charging lanes 200A and 200B are laid between the first location and the second location. It is assumed that the amount of power consumed until the vehicle 100 reaches the start point a1 of the charging lane 200A close to the first point is 5%, and the amount of power consumed until the vehicle 100 reaches the start point B1 of the charging lane 200B close to the second point is 20%.

In order to achieve the target power storage level using the charging lane 200A, the amount of (target power storage level 100% — current power storage amount) + 5% must be supplemented by traveling on the charging lane 200A. The charging distance calculation unit 11 calculates the travel distance on the charging lane 200A required to achieve the amount of replenishment.

In order to achieve the target power storage level using the charging lane 200B, the vehicle must travel through the charging lane 200B to supplement the amount of (target power storage level 100% — current power storage amount) + 20%. The charging distance calculation unit 11 calculates the travel distance on the charging lane 200B required to achieve the amount of replenishment.

Note that the amount of increase in the amount of stored electricity for the travel distance may differ between the charging lane 200A and the charging lane 200B. That is, the charging efficiency may differ between the charging lane 200A and the charging lane 200B. Preferably, the charging distance calculation unit 11 determines the charging distance of each charging lane 200 in consideration of the charging efficiency of each charging lane 200.

Note that, there are also cases where: when the starting point of the charging lane 200A is far, or when the current amount of power stored is small, or when the distance of the charging lane 200 is short, or the like, the target power storage level cannot be achieved even if the entire section from the starting point to the end point of the charging lane 200 is used. In this case, the increased amount of stored electricity in the case of using the entire section instead of the charging implementation distance can be calculated and managed.

The specification processing unit 12 performs the following processing: the charging lane 200 to be used is determined among the charging lanes 200 provided on the route from the first point to the second point based on the information on the in-vehicle battery 103 acquired by the information acquisition unit 10 and the charging implementation distance for each charging lane 200 calculated by the charging implementation distance calculation unit 11.

In the determination process of the charging lane 200, the determination processing section 12 makes the number of the charging lanes 200 to be used as small as possible.

For example, it is assumed that three charging lanes 200A, 200B, and 200C are laid between a first location and a second location. Suppose that: when the charging lane 200A is used to achieve the target value of the amount of electricity stored, the charging lane 200A and the charging lane 200B (or the charging lane 200C) need to be used, when the charging lane 200B is used, the target value of the amount of electricity stored can be achieved only by using the charging lane 200B, and when the charging lane 200C is used, the charging lane 200C and the charging lane 200B (or the charging lane 200A) need to be used.

In this case, the determination processing unit 12 determines to use the charging lane 200B so that the target value of the amount of electricity stored can be achieved using the one-time charging lane 200.

In this way, the determination processing portion 12 determines the use of the charging lane 200 in such a manner that the number of uses of the charging lane 200 is reduced, whereby it is possible to avoid the confusion of the charging lane 200 and to meet the user's request.

When the stored electric energy amount reaches a predetermined value while the charging lane 200 is in use, the determination processing portion 12 determines that a lane change is made from the charging lane 200 in travel to a non-charging lane. That is, it is determined that the charging lane 200 is not required to be reused.

The predetermined value of the stored electricity amount is a value of "scheduled increase stored electricity amount" and/or "target stored electricity level" set as a target value of the stored electricity amount. The amount of increase in the stored electricity amount obtained by traveling on the charging lane 200 may be larger than the expected amount of increase in the stored electricity amount. In such a case, the departure from the charging lane 200 is determined even if the used charging implementation distance is shorter than the predetermined charging implementation distance.

The route retrieval unit 13 retrieves a route (route) from the first point to the second point. In addition, the route retrieval unit 13 may present a predetermined number (for example, 5) of the retrieved plurality of routes as a detection result to the user according to the arrival time and/or the travel distance. The user can select a route from the plurality of prompted routes.

The calculation process by the charging distance calculation unit 11 and/or the specification process by the specification processing unit 12 may be performed for a predetermined number of routes presented by the route search unit 13. In this case, the calculation processing and/or the determination processing is performed for each of a predetermined number (for example, 5) of routes presented to the user.

The calculation process by the charging execution distance calculation unit 11 and/or the specification process by the specification processing unit 12 may be performed for a route selected by the user from among a predetermined number of routes presented to the user. In this case, the calculation processing and/or the determination processing is performed for one route selected by the user.

<3. user interface >

Examples of screens as user interfaces presented to users (drivers, fellow passengers, and the like) will be described with reference to fig. 4, 5, and 6.

When one route is selected from among a predetermined number of routes presented as a result of the search by the route search unit 13, an example of a screen shown in each drawing is presented.

Each screen may be displayed on a display device provided in the vehicle 100, or may be displayed on a display unit provided in an information processing device such as a mobile terminal used by a user. When the display device provided in vehicle 100 displays a screen, control unit 106 performs user interface processing such as display processing.

First, fig. 4 is a screen displayed in a case where the user selects one route from among a plurality of routes presented to the user, that is, a mode designation screen 20.

On the mode designation screen 20, explanatory characters for prompting selection of a mode and presentation information 30 as various information for assisting the user in selection are presented together.

The hint information 30 may also include information other than that shown in FIG. 4. Such as information on the current amount of stored electricity.

Selection items of the respective selectable modes are displayed below the presentation information 30.

The first option is a target value specifying mode option 31A that specifies a target power storage level. If this mode is selected, the "target power storage level" can be specified.

The second option is a supplementary electric storage amount specifying mode option 31B that supplements an arbitrary electric storage amount. If this mode is selected, "scheduled increase power storage amount" can be specified.

The third option is a charge designation mode option 31C that designates an amount of money for replenishing the amount of the stored electricity. If this mode is selected, the usage charge of the charging lane 200 can be specified.

The fourth option is an unnecessary charging mode option 31D in which charging is not performed.

Fig. 5 shows an example of the supplementary stored electricity amount designation screen 21 displayed when the supplementary stored electricity amount designation mode selection item 31B is selected as the second selection item.

On the supplementary stored electricity amount designation screen 21, a caption for prompting designation of the stored electricity amount and a presentation message 30 are displayed together. Further, below the presentation information 30, a keypad operation element 32 as an input operation element and a supplementary stored electricity amount input field 33 are displayed.

The user can input a desired value to the supplementary stored electric energy amount input field 33 by operating the key pad operator 32.

Note that, when the target value designation mode selection item 31A as the first selection item is selected, a screen as shown in fig. 5 is also displayed. That is, a screen on which the keypad operator 32 as an input operator and an input field for a target value are displayed is displayed.

Fig. 6 shows an example of the fee designation screen 22 displayed when the fee designation mode selection item 31C is selected as the third selection item.

On the fee specification screen 22, explanatory characters for prompting the specification of the fee for using the charging lane 200 and the presentation information 30 are displayed together. Further, a keypad operator 32 and a fee input field 34 as input operators are displayed below the presentation information 30.

The user can input a desired value to the supplementary stored electric energy amount input field 33 by operating the key pad operator 32.

If the user inputs the fee, the control unit 106 calculates a rough target of the amount of the stored electricity that can be replenished at the designated fee. The user is presented with an approximate target of the calculated increase amount of the stored electricity amount as an approximate target display 35.

The user can specify the fee again while confirming the rough target display. This prevents the user from specifying an amount of stored electricity that is not desired, and avoids a state of incapability of traveling due to a shortage of the amount of stored electricity.

<4. flow chart >

Fig. 7, 8, and 9 show an example of a flowchart to be executed by the control unit 106 to realize the various processes described above. The processing example shown in the flowchart is an example of a case where three charging lanes 200A, 200B, and 200C are laid between the first location and the second location (see fig. 10). The three charging lanes 200A, 200B, 200C are set as the charging lane 200A, the charging lane 200B, and the charging lane 200C in order from the near to the far from the first place.

Before executing the process of step S101 shown in fig. 7, control unit 106 acquires information on the length of charging lane 200 and/or the amount of power stored that is increased when used, and the like, for each charging lane 200 in advance. Each process described later is a process executed by the control unit 106 based on these pieces of information.

In step S101, the control unit 106 determines whether or not the vehicle can travel up to the start point C1 of the charging lane 200C with the current amount of charge of the vehicle-mounted battery 103. This is because, when the vehicle cannot travel to the charging lane 200C, the vehicle-mounted battery 103 needs to be charged before reaching the charging lane 200C.

This determination is made based on the average value or the worst value of the travel distances per unit amount of stored electricity, which is derived from the latest travel history of the vehicle 100.

If it is determined that the vehicle can travel to the charging lane 200C, the control unit 106 determines in step S102 whether a target value of the amount of stored electricity ("scheduled increase amount of stored electricity" or "target level of stored electricity") can be achieved by using only the charging lane 200C. The target value of the amount of stored electricity is simply referred to as "charge target" in the following description.

If it is determined that the charging target can be achieved by using only the charging lane 200C, the control unit 106 determines in step S103 that only the charging lane 200C is used and ends the series of processes.

That is, a lane change or the like is made (or reminded) in such a manner that the vehicle travels without using the charging lane 200 before reaching the charging lane 200C and the charging lane 200C is used at the time of reaching the start point C1 of the charging lane 200C, and vehicle control and/or notification is made in such a manner that the charging target is reached by using the charging lane 200C. The vehicle control is, for example, to cause the vehicle 100 to travel in a predetermined lane by performing lane change control or the like on the vehicle 100 when the vehicle 100 is a vehicle capable of autonomous driving.

After step S103, it may be determined whether or not the charging target can be achieved by using only a part of the charging lane 200C. When it is determined that the charging target can be achieved by using only a part of the charging lane 200C, a process of determining which part of the section from the start point C1 to the end point C2 of the charging lane 200C is used may be performed.

Specifically, the process of determining both or at least one of the travel start point and the travel end point of the charging lane 200C may be performed.

Since control without using a part of the charging lane 200C can be performed by performing such processing, unnecessary use of the charging lane 200 can be suppressed, and congestion of the charging lane 200 can be alleviated. Further, by limiting the use of the charging lane 200 to the minimum, it is possible to delay the deterioration of the charging lane 200.

Such processing may be performed after the determination of "yes" in steps S105, S107, S112, S114, S116, S117, and S119, the determination of "yes" in steps S122, S124, S125, and S127, and the processing of S128, which will be described later.

In addition, in the case where at least one of the travel start point and the travel end point of the charging lane 200 is determined, the determination may be performed such that the used portion is as close to the second point as possible. That is, it may be set that only the travel start point is determined, and the end point of the charging lane 200 is set as the travel end point. This makes it possible to increase the possibility that the amount of electricity stored at the second location is the largest, for reasons that will be described later.

Although the series of processes shown in fig. 7, 8, and 9 is performed before the use of the charging lane 200C, the determination process that uses all of the charging lane 200C and a part of the charging lane 200C performed after step S103 may be performed while the vehicle is traveling in the charging lane 200C.

For example, when it is determined that the target is achieved while traveling in the charging lane 200C, the control may be performed so as to leave the charging lane 200C. Alternatively, the amount of increase in the amount of stored electricity is calculated after the charging lane 200C travels a certain distance, and the distance to which the charging lane 200C is to be charged is calculated from the calculation result, thereby calculating the scheduled departure point of the charging lane 200C.

By postponing the execution of these processes until the charging lane 200C is actually used, it is possible to appropriately cope with the following situations, as compared with the case where the preprocessing is performed before the travel: when a vehicle is traveling on a road by mistake, the amount of stored electricity is consumed in addition to the expected amount of stored electricity, and the amount of stored electricity is consumed in a good traveling state but not more than the expected amount of stored electricity. In addition, each process can be prevented from becoming an unnecessary process.

In the determination process of step S102 as to whether or not the charging target can be achieved by the charging lane 200C alone, if it is determined that the charging target cannot be achieved, the control unit 106 proceeds to the determination process of step S104.

It is determined in step S104 whether the charging target can be achieved by using only the charging lane 200B.

If it is determined that the charging target can be achieved by using only the charging lane 200B, the control unit 106 determines in step S105 that only the charging lane 200B is used and ends the series of processes.

That is, the control portion 106 determines not to use the charging lane 200A and the charging lane 200C, but to use the charging lane 200B.

In the determination process of step S104 as to whether or not the charging target can be achieved by the charging lane 200B alone, if it is determined that the charging target cannot be achieved, the control unit 106 proceeds to the determination process of step S106.

In step S106, it is determined whether the charging target can be achieved by using only the charging lane 200A.

If it is determined that the charging target can be achieved by using only the charging lane 200A, the control unit 106 determines in step S107 to use only the charging lane 200A and ends the series of processes.

That is, the control portion 106 determines to use the charging lane 200A without using the charging lane 200B and the charging lane 200C.

When it is determined that the charging target cannot be achieved even with only the charging lane 200A, it can be determined that it is not sufficient to use any of the charging lane 200A, the charging lane 200B, and the charging lane 200C alone. In this case, the process proceeds to the process of fig. 8 described later in order to use the plurality of charging lanes 200.

In step S101, when it is determined that the vehicle cannot travel to the starting point C1 of the charging lane 200C depending on the current amount of charge of the in-vehicle battery 103, it is determined whether or not the vehicle can travel to either the charging lane 200A or the charging lane 200B.

In this case, the control unit 106 determines in step S108 whether or not the vehicle can travel to the starting point B1 of the charging lane 200B depending on the current amount of charge of the in-vehicle battery 103. When the vehicle cannot travel to the charging lane 200B, it is determined whether or not the vehicle can travel to the charging lane 200A.

If it is determined in step S108 that the vehicle can travel to the charging lane 200B, the control unit 106 proceeds to step S104 to determine whether or not the charging target can be achieved by the charging lane 200B alone.

On the other hand, when it is determined in step S108 that the vehicle cannot travel to the starting point B1 of the charging lane 200B depending on the current amount of charge of the vehicle-mounted battery 103, the control unit 106 determines in step S109 whether or not the vehicle can travel to the starting point a1 of the charging lane 200A depending on the current amount of charge of the vehicle-mounted battery 103.

If it is determined that the vehicle cannot travel to the charging lane 200A, it can be determined that the vehicle cannot travel to the first charging lane 200A without charging the vehicle-mounted battery 103.

In this case, the control unit 106 directly performs a process of notifying that charging using the charging lane 200 is not possible in step S110. The notification process may be performed by transmitting information to a terminal device used by the user, may be performed on a display device provided in vehicle 100, or may be performed on both of them.

On the other hand, if it is determined that the vehicle can travel to charging lane 200A, control unit 106 proceeds to the process of step S118 shown in fig. 9.

First, the control portion 106 determines to use the charging lane 200A in step S118. Next, control unit 106 determines in step S119 whether or not the charging target can be achieved by using only charging lane 200A.

When determining that the charging target can be achieved by using only the charging lane 200A, the control unit 106 ends the series of processes.

On the other hand, when it is determined that the charging target cannot be achieved even with only the charging lane 200A, it is necessary to use one of the charging lane 200B and the charging lane 200C in addition to the use of the charging lane 200A. Therefore, after step S120, processing for determining whether to use is performed with respect to the charging lane 200B, 200C, respectively.

First, in step S120, the control unit 106 determines whether or not the vehicle-mounted battery 103 depending on the amount of stored electricity after the charging lane 200A is used, that is, the expected amount of stored electricity at the time when the end point a2 is reached can travel to the start point C1 of the charging lane 200C. When the vehicle cannot travel to the charging lane 200C, the charging lane 200B needs to be used.

If it is determined that the vehicle can travel from the end point a2 of the charging lane 200A to the start point C1 of the charging lane 200C, the control unit 106 determines in step S121 whether the charging target can be achieved by using the charging lane 200C as well.

If it is determined that the charging target can be achieved by using the charging lane 200C, the control unit 106 determines to use the charging lane 200C in step S122 and ends the series of processes.

That is, the control portion 106 determines to use the charging lane 200A and the charging lane 200C without using the charging lane 200B.

On the other hand, if it is determined in step S121 that the charging target cannot be achieved even if the charging lane 200C is used, the control unit 106 determines in step S123 whether the charging target can be achieved by using the charging lane 200B. That is, it is determined whether the target can be achieved by using two charging lanes, i.e., the charging lane 200A and the charging lane 200B.

If it is determined that the target can be achieved, the control unit 106 determines to use the charging lane 200B in step S124 and ends the series of processes.

That is, the control portion 106 determines to use the charging lane 200A and the charging lane 200B without using the charging lane 200C.

On the other hand, if it is determined in step S123 that the target cannot be achieved even if the charging lane 200B is used, that is, if it is determined that the vehicle cannot travel to the starting point B1 of the charging lane 200B from the beginning and the charging targets cannot be achieved using both the charging lane 200A and the charging lane 200B and the charging lane 200A and the charging lane 200C, regarding the use of both the charging lanes 200B and the charging lane 200C, the control unit 106 determines in step S125 to use the charging lane 200B and the charging lane 200C and ends the series of processes.

That is, the control unit 106 determines to use all of the charging lanes 200A, 200B, and 200C.

The above description has been given of the processing in the case where it is determined in step S120 that the vehicle-mounted battery 103 can travel to the starting point C1 of the charging lane 200C depending on the expected amount of stored power at the time when the end point a2 is reached.

Next, a process in a case where it is determined in step S120 that the vehicle-mounted battery 103 cannot travel to the start point C1 of the charging lane 200C depending on the expected amount of stored power at the time when the end point a2 is reached will be described.

When the vehicle-mounted battery 103 cannot travel to the start point C1 of the charging lane 200C depending on the expected amount of stored power at the time of reaching the end point a2, the charging lane 200B needs to be used. That is, the control unit 106 determines to use the charging lane 200B in step S126.

Next, the control unit 106 determines in step S127 whether or not the charging target can be achieved by using the charging lane 200B. That is, it is determined whether the target can be achieved by using two charging lanes, i.e., the charging lane 200A and the charging lane 200B.

If it is determined that the target can be achieved, the control unit 106 ends the series of processing.

On the other hand, if it is determined that the target cannot be achieved, the control unit 106 determines to use the charging lane 200C in step S128.

That is, the control unit 106 determines to use all of the charging lanes 200A, 200B, and 200C.

The description so far relates to: in step S109 in fig. 7, the process is performed when it is determined that the vehicle can travel to the start point a1 of the charging lane 200A, that is, when the vehicle cannot travel to the start point B1 of the charging lane 200B but can travel to the start point a1 of the charging lane 200A.

Next, a process in the case where it is determined in step S106 of fig. 7 that the charging target cannot be achieved by using any one of the charging lanes 200 alone will be described with reference to fig. 8.

If conditions for executing the series of processing shown in fig. 8 are summarized, the conditions are that the vehicle can travel to at least the starting point B1 of the charging lane 200B depending on the current amount of charge of the vehicle-mounted battery 103 and that a plurality of charging lanes 200 need to be used in order to achieve the charging target.

In step S111 in fig. 8, control unit 106 determines whether or not the charging target can be achieved by using charging lanes 200B and 200C.

As for the use of the two charging lanes 200, it is preferable that the charging lane 200A and the charging lane 200B may be used, the charging lane 200A and the charging lane 200C may be used, and the charging lane 200B and the charging lane 200C may be used. However, the reason why the use of the charging lane 200B and the charging lane 200C is first investigated in step S111 is that the amount of electricity stored at the second point is most likely to be the largest.

For example, although it is actually considered that the vehicle can travel while achieving the charging target by using the charging lane 200A and the charging lane 200B, the vehicle may consume an amount of stored electricity equal to or larger than the expected amount of stored electricity when traveling from the end point B2 of the charging lane 200B to the second point. However, if the charging lane 200C is used, the section (the section from the end point C2 to the second point) in which the consumption of the stored electricity amount is caused is shortened, and therefore the stored electricity amount as expected is likely to remain.

In addition, it is clear that: when the charging target is the "target power storage level", the amount of power stored at the second location increases in such a manner that the time to achieve the target power storage level is delayed as much as possible.

Thus, it is determined in step S111 whether the charging target can be achieved by using the charging lane 200B, 200C.

If it is determined in step S111 that the charging target can be achieved by using the charging lanes 200B and 200C, the control unit 106 determines in step S112 to use the charging lanes 200B and 200C and ends the series of processes.

That is, the control unit 106 determines not to use the charging lane 200A but to use the charging lane 200B and the charging lane 200C.

If it is determined in step S111 that the charging target cannot be achieved even if the charging lane 200B or the charging lane 200C is used, the control unit 106 determines in step S113 whether or not the charging target can be achieved by using the charging lane 200A or the charging lane 200C.

If it is determined in step S113 that the charging target can be achieved by using the charging lane 200A or the charging lane 200C, the control unit 106 determines in step S114 that the charging lane 200A or the charging lane 200C is used, and ends the series of processes.

That is, the control portion 106 determines to use the charging lane 200A and the charging lane 200C, but not to use the charging lane 200B.

If it is determined in step S113 that the charging target cannot be achieved even if the charging lane 200A or the charging lane 200C is used, the control unit 106 determines in step S115 whether or not the charging target can be achieved by using the charging lane 200A or the charging lane 200B.

If it is determined that the charging target can be achieved, control unit 106 determines to use charging lane 200A and charging lane 200B in step S116, and ends the series of processing.

That is, the control portion 106 determines to use the charging lane 200A and the charging lane 200B without using the charging lane 200C.

On the other hand, if it is determined in step S115 that the charging target cannot be achieved even if the charging lane 200A or the charging lane 200B is used, the control unit 106 determines in step S117 that all of the charging lane 200A, the charging lane 200B, and the charging lane 200C are used, and ends the series of processing.

As described above, the control unit 106 performs various processes so as to use as few charging lanes 200 as possible among the plurality of charging lanes 200. In other words, the control is performed in such a manner that the charging lane 200 not used is as many as possible.

This can suppress the occurrence of the charging lane 200.

Further, the control unit 106 performs control so as to use the charging lane 200 as close as possible to the second location while reducing the number of the charging lanes 200 to be used.

Thereby, the use of the charging lane 200 can be delayed and unnecessary use of the charging lane 200 can be suppressed. In addition, the amount of the stored electric power that is retained at the second location can be increased and the convenience of the user can be improved.

<5. modified example >

In the example of the flowchart described above, when it is determined that the charging target cannot be achieved by using the charging lane 200C alone, the same determination process is performed with respect to the charging lane 200B, and thereafter, the same determination process is performed with respect to the charging lane 200A.

However, it is clear that: for example, in the case where the increased amount of the stored electricity generated by using the charging lane 200B is smaller than the increased amount of the stored electricity generated by using the charging lane 200C, the charging target cannot be achieved by using the charging lane 200B alone.

Therefore, when it is determined that the charging target cannot be achieved by using the charging lane 200C alone, the determination processing in steps S104 and S106 may be performed only for the charging lane 200 in which a larger amount of stored electric power can be added than the charging lane 200C.

This can reduce the processing performed by the control unit 106, and can reduce the processing load.

Before the series of processes shown in fig. 7, 8, and 9, a predetermined number (e.g., 5) of routes may be presented to the user as a detection result according to the arrival time and/or the travel distance. In this case, the processes shown in fig. 7, 8, and 9 may be performed for the route specified by the user.

By defining the route in advance, for example, a route that makes unnecessary detours so as not to be actually selected for using the charged lane 200 does not need to be determined whether or not to use the charged lane 200, and the processing load of the control unit 106 can be reduced.

The charging lane 200 is not necessarily able to be used. For example, there may be a case where a part of the charging lane 200 cannot be used due to an accident and/or construction, or the like.

In order to prevent such a situation, the vehicle 100 may be provided with a communication control unit and configured to be able to execute an information acquisition request to a server device that manages accident information, construction information, and the like.

For example, before the series of processes shown in fig. 7, 8, and 9 is executed, a process of acquiring the latest accident information and/or construction information and the like may be executed, and the unused charging lane 200 may be set in advance based on the acquired information.

This can prevent the following: the amount of charge in the in-vehicle battery 103 cannot be increased as predetermined and cannot reach the second point.

In addition, the server device may manage the charging lane 200 that is not unusable but is not recommended to be used. For example, the server device may manage information of the charging lane 200 predicted to be congested based on traveling data of another vehicle or the like. More preferably, when the congestion of the charging lane 200 is serious compared to a normal lane (non-charging lane) in the same section, the charging lane 200 may be managed as the charging lane 200 not recommended to be used. This can prevent the second location from being reached with a delay due to the use of the charging lane 200, and can improve the convenience of the user.

Note that, it is preferable to appropriately update the accident information, the construction information, and the congestion information. For example, at the stage when the vehicle 100 reaches the starting point a1 of the charging lane 200A shown in fig. 10, the control portion 106 requests the server device to acquire various information, and when the vehicle 100 is located at the position of the first point and in the case where the situation changes, it is possible to achieve optimal use of the charging lane 200 by re-executing a series of processes shown in fig. 7, 8, and 9.

In this way, various processes may be performed each time the vehicle 100 reaches the start point or the end point of the charging lane 200. Further, at the time when the server apparatus detects that an accident and/or congestion has occurred, the server apparatus may notify the vehicle 100, and the control unit 106 of the vehicle 100 may execute a series of processing shown in fig. 7, 8, and 9 at the time when the notification is received.

This makes it possible to flexibly cope with sudden situation changes and to improve convenience.

When vehicle 100 is a hybrid vehicle that can run using both fuel and on-vehicle battery 103, various processes may be performed in consideration of running with appropriate fuel consumption.

For example, although control unit 106 performs the process of determining whether or not travel to charging lane 200C is possible depending on the current amount of stored electricity in step S101 of fig. 7, if it is determined that travel to charging lane 200C is not possible depending on the current amount of stored electricity, it may further determine whether or not travel to charging lane 200C is possible by performing fuel-consuming travel in a lump. Further, it is considered that, when it is determined that the vehicle can travel to the charging lane 200C by performing the fuel-assisted travel and the travel supported by the in-vehicle battery 103 together, the process of causing the user to select whether or not the fuel-assisted travel is also performed together is executed. In such a case, the above-described determination processes and the like are performed using not only the electric energy consumption information but also the fuel consumption information.

By performing such processing, the use of the charging lane 200 can be suppressed to the minimum.

In addition, when the charging lane 200 is more mixed than the non-charging lane, it can be determined that the fuel-assisted travel is performed all at once.

This prevents the vehicle from traveling along the mixed charging lane 200, which would result in too much time being required for the vehicle to travel. In addition, it is possible to prevent the mixture of the charging lanes 200 from deteriorating.

When the charging lane 200 is laid on a road with one lane on one side, the vehicle may travel on the charging lane 200 without using the charging lane 200. In this case, the configuration may be: while traveling on the charging lane 200, the in-vehicle battery 103 may be optionally not charged.

This can prevent the following: in a situation where the vehicle 100 must travel in the charging lane 200, the usage fee is charged against the will of the user.

With respect to the respective processes and/or the respective examples described above, the respective processes and/or the respective examples described above may be combined as long as a combination thereof is possible. Further, a part of the above-described processing may be omitted, and a general processing may be added.

<6. summary >

As described above, the driving assistance device 1 provided in the vehicle 100 includes: an information acquisition unit 10 that acquires a target value of the amount of electricity stored in the vehicle-mounted battery 103, and a determination processing unit 12 that determines a charging lane 200 that charges the vehicle-mounted battery 103 among a plurality of charging lanes 200, the plurality of charging lanes 200 being capable of charging the vehicle-mounted battery 103 while the vehicle 100 is traveling and being provided (laid) at intervals in the path direction on a travel path (route) up to a predetermined arrival point of the vehicle 100.

The determination processing unit 12 determines the charging execution lane so as to minimize the number of times the vehicle-mounted battery 103 is charged based on the target value of the amount of stored electricity.

The target value of the stored electricity amount is a charge amount (a scheduled increase stored electricity amount) for charging the in-vehicle battery 103, a target stored electricity level (a target stored electricity level), or the like, which is input by a user such as a driver and/or a fellow passenger.

By determining the charging lane 200 to be used from among the charging lanes 200 laid on the route (on the route) in such a manner that the number of the charging lanes 200 to be used becomes smaller based on such information on the in-vehicle battery 103, it is possible to satisfy the user's request and to prevent unnecessary travel on the charging lane 200. Further, unnecessary lane change due to the traffic between the charging lane 200 and the non-charging lane can be suppressed, and safety in driving of the vehicle can be improved.

The driving assistance device 1 further includes a charging distance calculation unit 11 that calculates a charging distance of the vehicle 100 in a charging lane (charging lane 200 to be used) based on the target value of the amount of stored electricity.

This makes it possible to calculate the travel distance on the charging lane 200 for achieving the purpose related to the amount of stored electricity.

Thus, which charging lane 200 of the plurality of charging lanes 200 is used can be appropriately determined.

When the total length of the charging implementation lane is longer than the charging implementation distance, the determination processing unit 12 of the driving assistance device 1 may determine at least one of the travel start point and the travel end point of the charging implementation lane.

Thus, in the case where the charging implementation distance is shorter than the length of the charging lane 200, it is determined to use a part of the charging lane 200.

Therefore, the charging lane 200 can be prevented from becoming mixed.

In the case where there are a plurality of charging embodiments having the same number of charging implementation lanes, the determination processing portion 12 of the drive assist device 1 may determine the charging implementation lane based on a charging implementation of the plurality of charging embodiments in which the end of the charging implementation lane is closest to the predetermined arrival point.

For example, when the charging lane 200A and the charging lane 200B are set as the charging lane 200A and the charging lane 200B in the state shown in fig. 10, the end of the charging lane is an end point B2 of the charging lane 200B.

Thus, for example, when the purpose can be achieved regardless of which of the plurality of charging lanes 200 is used, it is determined that the charging lane 200 closest to the predetermined arrival point (second point) is used.

Therefore, the amount of stored electricity when the vehicle reaches the predetermined arrival point can be increased as much as possible.

Specifically, in the case where 80% is specified as the target charge level, the charge amount in the latter case is more than the charge amount when 80% of the charge amount is achieved at the time of traveling through the charging lane 200A closest to the departure point (first point) and then the charge amount (remaining amount) at the scheduled arrival point is not used, and when 80% of the charge amount is achieved at the time of traveling through the charging lane 200C farthest from the departure point and the scheduled arrival point is reached.

In the driving assistance device 1, the target value of the stored electricity amount may be information of a predetermined increase stored electricity amount that is a predetermined stored electricity amount that is increased in the in-vehicle battery 103 by using the charging lane 200.

The information of the scheduled increase in the amount of stored electric power may be specified by the user, for example.

The determination processing portion 12 determines the use of the efficient charging lane 200 for achieving the specified predetermined increased amount of stored electricity. Thus, unnecessary use of the charging lane 200 and the like can be prevented.

In the driving assistance device 1, the target value of the amount of power storage may be information of the target power storage level.

The target power storage level is specified by, for example, a user who wishes to charge the in-vehicle battery 103 in order to reach a predetermined power storage level. The time when the predetermined power storage level is reached may be a time when the vehicle leaves the charging lane 200 closest to the predetermined arrival point (second point), or may be any time when the vehicle is traveling in the charging lane 200.

The determination processing portion 12 determines the use of the efficient charging lane 200 for achieving the target power storage level. Thus, unnecessary use of the charging lane 200 and the like can be prevented.

When the amount of charge of the in-vehicle battery 103 becomes equal to or greater than the predetermined value while the charging lane 200 is traveling, the determination processing unit 12 of the driving assistance device 1 may determine that the charging lane 200 is not required to be reused while traveling.

This prevents the vehicle from traveling on the charging lane 200 even if the target value of the amount of stored electricity (target charge) is achieved.

Therefore, efficient use of the charging lane 200 can be promoted, and the charging lane 200 can be prevented from becoming mixed.