JP2013228238A - Vehicle information provision system, terminal device, and server - Google Patents

Abstract

PROBLEM TO BE SOLVED: To support traveling to a destination by using non-contact type battery charging without causing a battery to run out.
A center server calculates a plurality of route candidates from a departure point to a destination (S23), and for each route candidate, a position immediately before passing the non-contact power feeding position and a predicted battery remaining at the destination. The amount Xp is calculated (S24). The center server 100 sets the remaining route, which excludes a route in which at least one point where the predicted battery remaining amount Xp is lower than the threshold value Xref, from the route candidates, and sets the recommended route and its detailed information. It transmits to the vehicle-mounted terminal 30 (S25-S27). The in-vehicle terminal 30 displays the recommended route and detailed information on the display unit 32.
[Selection] Figure 4

Description

  INDUSTRIAL APPLICABILITY The present invention is applied to a vehicle that can be charged with an in-vehicle battery while being powered from a non-contact power supply device while traveling, and provides vehicle information that provides information on a travel route to a destination for a user of the vehicle. About the system.

  Conventionally, a technique for charging a vehicle-mounted battery from a non-contact power supply device is known. For example, Patent Document 1 proposes a vehicle power supply system that supplies power to a traveling vehicle using a resonance method. In this vehicle power feeding system, a non-contact power feeding device is provided on a traveling path of the vehicle, and a non-contact power receiving device is provided on the vehicle. When the vehicle passes through a position where the non-contact power feeding device is disposed (referred to as a non-contact power feeding position), electric power is supplied from the non-contact power feeding device to the non-contact power receiving device during the passage. In this case, the resonance coil provided in the non-contact type power receiving device on the vehicle side resonates with the resonance coil provided in the non-contact type power supply device on the traveling road side via an electromagnetic field. Electric power is supplied to the contact-type power receiving device without contact.

JP 2011-121456 A

  When charging a vehicle-mounted battery by receiving power from a non-contact power supply device while the vehicle is traveling, a large amount of electric power cannot be obtained at one time. is there. When the development of such vehicle charging infrastructure is expanded, not only battery charging by connecting a charging cable (referred to as cable-connected charging), which has been performed at a conventional power supply station, but also battery charging by passing through a non-contact power supply position. The vehicle travels using (referred to as non-contact charging).

  However, even if it tries to go to the destination using non-contact charging, non-contact charging cannot be effectively used depending on the travel route. For example, if there is a travel route that can reach the destination with only contactless charging, but an inefficient travel route is selected, the battery will run out before the destination (the remaining battery power is low). A threshold value required for vehicle travel) may occur. 2. Description of the Related Art Conventionally, a navigation device that performs travel guidance to a destination in consideration of a stop at a power supply station is known. However, even if such a navigation device is used, it is impossible for a vehicle user (hereinafter simply referred to as a user) to determine which route the non-contact charging can be effectively used for. In particular, when traveling with non-contact charging, it is necessary to pass through a number of non-contact power feeding positions, so it is difficult to determine which route can be used to suppress a decrease in the remaining battery level.

  The present invention has been made in order to cope with the above-described problems, and an object thereof is to assist the vehicle so that it can travel using the contactless charging effectively.

In order to achieve the above object, a feature of the present invention is that an in-vehicle battery is supplied with power from the non-contact power supply device when passing through a non-contact power supply position where the non-contact power supply device (400) is disposed. In the vehicle information providing system for providing information on the travel route to the destination to the user of the vehicle (10) that can charge (20),
Map information acquisition means (103, S22) for acquiring map information, non-contact power supply position acquisition means (105, S22) for acquiring a plurality of information representing the non-contact power supply positions, and the battery of the in-vehicle battery at the departure point From the departure place to the destination based on the departure place battery remaining amount obtaining means (S11, S21) for obtaining information indicating the remaining amount, the map information, the remaining battery amount at the departure place, and the non-contact power feeding position Recommended route setting means (S23 to S26) for preferentially setting a route in which the remaining battery level of the in-vehicle battery does not fall below a threshold value as a recommended route from among the plurality of travel routes. And a recommended route presenting means (32, 313, 314, S27, S13) for presenting the recommended route to the user.

  The present invention is applied to a vehicle capable of charging a vehicle-mounted battery by being fed from a non-contact power feeding device when passing through a non-contact power feeding position where the non-contact power feeding device is disposed. A travel route in which contactless charging can be used effectively is presented to the user of the vehicle. Therefore, the vehicle information provision system of the present invention includes map information acquisition means, non-contact power supply position acquisition means, departure place battery remaining amount acquisition means, recommended route setting means, and recommended route presentation means.

  The map information acquisition means acquires map information. In this case, for example, a storage unit that stores map information may be provided, and the map information stored in the storage unit may be read and acquired, or the map information may be acquired from outside the vehicle information providing system. May be. The non-contact power supply position acquisition unit acquires information representing a plurality of non-contact power supply positions. That is, position information of a plurality of non-contact power feeding devices arranged on the travel path is acquired. The position information of the non-contact power feeding device may be included in the map information and acquired together with the map information, or may be acquired independently of the map information. . The departure place battery remaining amount obtaining means obtains information indicating the remaining battery amount of the in-vehicle battery at the departure place. The battery remaining amount is not limited to directly expressing the capacity (electric energy holding amount) held by the in-vehicle battery, but means an index that can determine the degree of electric energy holding such as the charging rate of the in-vehicle battery.

  The recommended route setting means is based on the map information, the remaining battery level at the departure point, and the non-contact power feeding position. A route whose remaining amount does not fall below the threshold is preferentially set as a recommended route. For example, the recommended route setting means calculates a plurality of driving route candidates from the departure point to the destination with reference to the map information, and the remaining battery level does not fall below the threshold during driving for each of the plurality of driving routes. Determine whether the route. When the non-contact power feeding device is disposed on the travel route, the vehicle-mounted battery is charged every time the vehicle passes through the non-contact power feeding position. Accordingly, it is possible to predict a change in the remaining battery level during traveling from the remaining battery level at the departure point, the travel route, and the non-contact power feeding position. The recommended route setting means preferentially sets a route in which the predicted remaining battery level does not fall below the threshold as a recommended route. In other words, a route in which the remaining battery level does not fall below the threshold during traveling is preferentially set as a recommended route without performing cable connection charging.

  The recommended route presenting means presents the recommended route set by the recommended route setting means to the user. Therefore, the user can drive using the contactless charging effectively. As described above, according to the present invention, it is possible to support comfortable driving using non-contact charging. Moreover, since non-contact charging can be used effectively, the spread of charging infrastructure including a non-contact power supply device can be promoted.

  Note that, for example, the recommended route presenting means combines information indicating whether the recommended route set by the recommended route setting means is a route in which the remaining battery level of the in-vehicle battery does not fall below the threshold during traveling together with the recommended route. It should be presented to the user. In this case, the user can know whether or not the travel route can reach the destination only by non-contact charging without stopping at the cable-connected charging power supply station. In addition, the user can drive safely without worrying about whether to charge the battery at the power supply station.

  Another feature of the present invention is a predicted amount that the in-vehicle battery is charged when a vehicle passes through the non-contact power feeding position, and a predicted charging amount (ΔX1, ΔX2, set for each non-contact power feeding position) It is provided with predicted charge amount acquisition means (S22, S24) for acquiring information representing ΔX3), and the recommended route setting means sets the recommended route in consideration of the predicted charge amount.

  In the present invention, a predicted charge amount, which is a predicted amount that the vehicle-mounted battery is charged when the vehicle passes through the non-contact power supply position, is set for each non-contact power supply position, and the predicted charge amount acquisition unit performs this prediction. Obtain information representing the amount of charge. Then, the recommended route setting means has a plurality of ways from the departure point of the vehicle to the destination based on the map information, the battery remaining amount at the departure point, the non-contact power supply position, and the estimated charge amount for each non-contact power supply position. Among the travel routes, a route in which the remaining battery level of the in-vehicle battery does not fall below the threshold during travel is preferentially set as a recommended route. Therefore, since the prediction accuracy of the remaining battery capacity is improved, the accuracy of setting the recommended route is improved. For this reason, a more appropriate recommended route can be set.

  Another feature of the present invention is that the recommended route setting means is a predicted value of a remaining battery level immediately before the vehicle passes through the non-contact power feeding position from a plurality of travel routes from a starting point to a destination. Preferentially recommend a route in which the predicted remaining battery level (Xpe1, Xpe2, Xpe3) and the predicted remaining battery level (Xpgoa) when the vehicle arrives at the destination are not less than the threshold (Xref). It is to set as a route.

  In the present invention, the predicted battery remaining amount immediately before the vehicle passes through the non-contact power feeding position and the predicted battery remaining when the vehicle arrives at the destination are selected from a plurality of travel routes from the departure point to the destination. Routes that do not all fall below the threshold are preferentially set as recommended routes. Thereby, according to this invention, the path | route whose remaining battery level is not less than a threshold value can be appropriately set as a recommended path | route.

  Another feature of the present invention is that recommended vehicle speed presenting means (32, 34) for presenting a recommended vehicle speed to the user before the non-contact power feeding position when the vehicle is traveling on the recommended route is provided. is there.

  In the present invention, the recommended vehicle speed presenting means presents the recommended vehicle speed to the user before the non-contact power feeding position while traveling on the recommended route. For example, the recommended vehicle speed presenting means obtains vehicle position information and presents the recommended vehicle speed when passing through the non-contact power feeding position to the user when the vehicle position enters a setting area in front of the non-contact power feeding position. To do. Therefore, the battery can be properly charged. Moreover, the prediction accuracy of the remaining battery capacity can be increased, and as a result, the recommended route can be set appropriately.

  Another feature of the present invention is that the recommended route presentation means presents the predicted remaining battery capacity immediately before or immediately after the vehicle passes through the non-contact power feeding position to the user in addition to the recommended route (32, 313, 314). , S27, S13).

  According to the present invention, since the user can know the predicted remaining battery capacity immediately before or immediately after the vehicle passes through the non-contact power feeding position, the user can select an appropriate route for himself / herself. In addition, since it is possible to grasp the predicted transition of the remaining battery level, it is easy to make an action plan. In addition, it is preferable to display the estimated battery remaining amount on the display screen of the recommended route.

  The present invention can be applied not only to the vehicle information providing system but also to the terminal device (30, 600) or the server (100). The terminal device may be an in-vehicle terminal device or a mobile terminal device possessed by a user.

  In the above description, in order to help the understanding of the invention, the reference numerals used in the embodiments are attached to the configuration of the invention corresponding to the embodiment in parentheses, but each constituent element of the invention is the reference numeral. It is not limited to the embodiment defined by.

It is a schematic block diagram of the vehicle information provision system of this embodiment. It is a schematic block diagram of a non-contact-type electric power feeder and a non-contact-type electric power receiving apparatus. It is a schematic block diagram of a vehicle-mounted terminal. It is a flowchart showing a driving route presentation control routine. It is explanatory drawing showing a driving | running route. It is explanatory drawing showing a driving | running route. It is explanatory drawing showing the calculation method of the prediction battery residual amount for every driving | running route. It is a screen displaying the recommended route. It is a screen displaying the recommended route. It is a screen displaying the recommended route. It is explanatory drawing which showed the positional relationship of a non-contact electric power feeding position, a vehicle, and an intersection. It is a schematic block diagram of the portable terminal as a modification. It is a flowchart showing the driving | running route presentation control routine as a modification.

  Hereinafter, a vehicle information providing system according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows a vehicle information providing system according to this embodiment.

  The vehicle 10 applied to the vehicle information providing system includes an electric vehicle (EV) that drives a traveling motor with electric power of an on-vehicle battery, and a plug-in that travels using both the on-vehicle battery and fuel as an energy source for driving the vehicle. It is a plug-in type vehicle that can charge an in-vehicle battery with an external power source, such as a hybrid vehicle (PHV), and further includes a non-contact type power receiving device.

  The vehicle information providing system includes an in-vehicle information communication terminal device 30 (hereinafter referred to as an in-vehicle terminal) provided in the vehicle 10, a center server 100 provided in the vehicle information center, and a traffic information server 200 provided in the traffic information center. The charging infrastructure information server 300 provided in the charging infrastructure center, the non-contact power supply device 400 provided in the traveling path of the vehicle, the in-vehicle terminal 30, the center server 100, the traffic information server 200, the charging infrastructure information server 300, the non-contact And a communication line network 500 such as the Internet for connecting the power feeding devices 400 so that they can communicate with each other. A wireless base station 510 is connected to the communication line network 500, and the in-vehicle terminal 30 is connected to the communication line network 500 via the wireless base station 510.

  The vehicle 10 includes an in-vehicle battery 20 (hereinafter referred to as a battery 20) that serves as an energy source for driving the vehicle. The vehicle 10 includes a cable connection type power supply system that supplies power to the battery 20 from an external power source via the charging cable 110 and a noncontact type that receives the power transmitted from the noncontact power supply device 400 in a contactless manner and supplies power to the battery 20. It has two power feeding systems, including a power feeding system.

  The cable connection type power supply system includes a power receiving port 50 that is a connection port of the connection plug 111 of the charging cable 110, and a charger that converts the power supplied to the power receiving port 50 into charging power for the battery 20 and charges the battery 20. 51 and a charging control device 52 (hereinafter referred to as a charging ECU 52) that controls charging of the battery 20 by the charger 51. The non-contact power supply system includes a non-contact power receiving device 60. The output of the charger 51 that is the output of the cable connection type power feeding system and the output of the non-contact type power receiving device 60 are connected to the input terminal of the changeover switch 70 (2 inputs-1 output), respectively, and either one of the outputs Is connected to the charging path to the battery 20.

  The battery 20 is provided with an SOC detector 71 that detects SOC (State Of Charge), which is a value indicating the state of charge of the battery 20. The SOC detector 71 outputs a signal representing a value serving as an index of the amount of electric energy that can be output from the battery 20 as an SOC to a CAN communication line 72 of a CAN (Controller Area Network) communication system at a predetermined cycle. Hereinafter, the SOC detected by the SOC detector 71 is referred to as a battery remaining amount X. The battery remaining amount X may be represented by, for example, a charging rate (%), or may be represented by the amount of electric energy that can be output from the battery 20.

  The charge ECU 52 includes a microcomputer as a main part. When the battery 20 is charged, the charge ECU 52 acquires the remaining battery level X detected by the SOC detector 71 from the CAN communication line 72, and the remaining battery level X is set by the user. The battery charger 51 is operated to charge the battery 20 until a target value (for example, full charge) is reached. In addition, when the connection plug 111 of the charging cable 110 is attached to the power receiving port 50, the charging ECU 52 is electrically connected to the battery 20 and the connection plug 111 of the charging cable 110 is connected to the power receiving port. When not attached to 50, the selection state of the changeover switch 70 is switched so that the non-contact power supply system is electrically connected to the battery 20. The power receiving port 50 is provided with a detection switch 53 for detecting that the connection plug 111 is connected. The charging ECU 52 inputs a detection signal of the detection switch 53 to connect the connection plug 111. The presence or absence is determined, and the changeover switch 70 is controlled to be switched.

  The vehicle 10 is driven by a motor driver (for example, an inverter) 80 that converts DC power output from the battery 20 into three-phase AC power, and three-phase AC power output from the motor driver 80 as a configuration of the traveling drive system. And a motor 81 for traveling that rotates the wheel W and a motor control unit 82 (hereinafter referred to as a motor ECU 82) that controls the output of the motor driver 80 in accordance with the driving operation of the driver.

  The non-contact type power receiving device 60 provided in the non-contact type power feeding system is fed in a non-contact manner from the non-contact type power feeding device 400 disposed on the travel path. As shown in FIG. 2, the non-contact power supply apparatus 400 includes an AC power supply 401, a high frequency converter 402, an electromagnetic induction coil 403, a resonance coil 404, a variable capacitor 405, a communication device 406, and a power supply control device. 407 (referred to as power feeding ECU 407) and an external communication device 408. The AC power supply 401 is, for example, a system power supply supplied from an electric power company. The high-frequency converter 402 converts the power supplied from the AC power supply 401 into power having a predetermined frequency (for example, 1M to 10 and several MHz), and outputs the converted power to the electromagnetic induction coil 403. The electromagnetic induction coil 403 is disposed coaxially with the resonance coil 404 and can be magnetically coupled to the resonance coil 404 by electromagnetic induction. The electromagnetic induction coil 403 receives high-frequency power supplied from the high-frequency converter 402 by electromagnetic induction. The data is output to 404.

  The resonance coil 404 is an LC resonance coil, and is configured to transmit power to the vehicle 10 by resonating with a resonance coil 61 (described later) of the non-contact power receiving device 60 mounted on the vehicle 10 via an electromagnetic field. The variable capacitor 405 is provided to change the capacitance of the resonance system formed by the resonance coil 404 and the resonance coil 61 of the non-contact type power receiving device 60.

  The communication device 406 receives the detected value of the position of the vehicle 10 to which power is supplied (specifically, the position of the resonance coil 61 of the non-contact power receiving device 60 mounted on the vehicle 10) and the speed of the vehicle 10. The position and speed detection values of the vehicle 10 wirelessly transmitted from the communication device 66 provided in the non-contact type power receiving device 60 are received.

  When power is supplied from the non-contact power supply device 400 to the vehicle 10, the power supply ECU 407 depends on the resonance coil 404 and the non-contact power reception device 60 according to the detected position and speed values of the vehicle 10 received by the communication device 406. The capacitance of the resonance system formed by the resonance coil 61 is changed. When the distance between the resonance coil 404 and the resonance coil 61 of the non-contact type power receiving device 60 changes, the resonance frequency of the resonance system changes due to a change in the capacitance between the resonance coils 404 and 61. If the resonance frequency deviates significantly from the frequency of the transmitted power (that is, the frequency of the high frequency power generated by the high frequency converter 402), the power transmission efficiency is significantly reduced. For this purpose, the power supply ECU 407 controls the variable capacitor 405 according to each detected value of the position and speed of the vehicle 10 so that the resonance frequency of the resonance system approaches the frequency of the high-frequency power generated by the high-frequency converter 402. Adjust the capacitance of the resonance system. For example, the power feeding ECU 407 adjusts so that the capacitance of the variable capacitor 405 decreases as the vehicle speed increases, and the distance between the non-contact power feeding device 400 and the vehicle 10 increases (the distance between the resonance coil 404 and the resonance coil 61 increases). Adjust so that the electrostatic capacitance of the variable capacitor 405 becomes smaller.

  In addition, the external communication device 408 transmits information indicating the operation status of the non-contact power supply device 400 to the charging infrastructure information server 300 via the communication line network 500 at a predetermined cycle. In this case, the external communication device 408 adds the identification ID for identifying the non-contact power supply device 400 and transmits the operation status information (information indicating whether power supply is possible). A large number of non-contact power supply apparatuses 400 are arranged on the travel path. Therefore, in the charging infrastructure center, it is possible to grasp which non-contact power supply device 400 is operating in the jurisdiction. Hereinafter, the position where the non-contact power supply device 400 is disposed on the travel path is referred to as a non-contact power supply position. In order to increase the amount of power supplied to the traveling vehicle 10, it is preferable that a plurality of non-contact power supply devices 400 are continuously provided at one non-contact power supply position.

  On the other hand, the non-contact power receiving device 60 mounted on the vehicle 10 includes a resonance coil 61, an electromagnetic induction coil 62, a rectifier 63, a DC / DC converter 64, a charge control device 65 (charge ECU 65), and communication. Machine 66. The resonance coil 61 is an LC resonance coil, and is configured to be able to receive power from the non-contact power supply device 400 by resonating with the resonance coil 404 of the non-contact power supply device 400 via an electromagnetic field. The electromagnetic induction coil 62 is disposed coaxially with the resonance coil 61 and can be magnetically coupled to the resonance coil 61 by electromagnetic induction. The electric power received by the resonance coil 61 is extracted by electromagnetic induction and is rectified by the rectifier 63. Output to. The rectifier 63 rectifies the AC power output from the electromagnetic induction coil 62 and outputs the rectified power to the DC / DC converter 64. The DC / DC converter 64 converts the power rectified by the rectifier 63 into a voltage level for charging the battery 20 and outputs the voltage to the battery 20. The charging ECU 65 charges the battery 20 by driving the DC / DC converter 64 when receiving power from the non-contact power supply device 400. In addition, the charging ECU 65 acquires information representing the vehicle speed and the own vehicle position from the CAN communication line 72 and outputs information representing the obtained vehicle speed and the own vehicle position to the communication device 66. The communication device 66 wirelessly transmits information representing the vehicle speed and the own vehicle position to the non-contact power supply apparatus 400.

  Next, the in-vehicle terminal 30 will be described. As shown in FIG. 3, the in-vehicle terminal 30 includes a main control unit 31 including a microcomputer as a main part, a display unit 32 and an operation unit 33 configured by a touch panel display, and an amplifier and speaker for voice guidance. Of the vehicle 10 and the GPS unit for detecting the current position coordinates of the host vehicle based on the radio wave from the GPS satellite, the radio communication unit 35 for communicating with the outside via the radio base station 510 The vehicle position detection part 36 provided with the gyro sensor which detects the advancing direction, and the memory | storage part 37 which memorize | stores information, such as map information, facility information, and various vehicle characteristics, are provided.

  The vehicle 10 is provided with a plurality of electronic control devices (hereinafter referred to as vehicle ECUs) (not shown) that control the vehicle state. Each vehicle ECU including the charge ECUs 52 and 65 and the motor ECU 82 and the SOC detector 71 are connected to the CAN communication line 72, and various vehicle information (for example, travel distance information, SOC information, vehicle diagnosis information, various request information, etc.) is received. It transmits to the CAN communication line 72. Therefore, each vehicle ECU is configured to be able to share vehicle information via the CAN communication line 72. The in-vehicle terminal 30 is connected to the CAN communication line 72 and transmits vehicle information transmitted to the CAN communication line to the center server 100 according to a predetermined procedure. The center server 100 transmits service information useful to the user to the in-vehicle terminal 30 based on the vehicle information transmitted from the in-vehicle terminal 30 and the external information acquired from the outside.

  Hereinafter, regarding the functions of the in-vehicle terminal 30 and the center server 100, a configuration related to the present invention, that is, a configuration related to setting of a recommended route that can reach the destination by non-contact charging and presentation of the recommended route to the user Will be described.

  The main control unit 31 provided in the in-vehicle terminal 30 includes a vehicle information transmission unit 311, a navigation control unit 312, a travel route information acquisition unit 313, and a travel route information provision unit 314. The vehicle information transmission unit 311 matches the vehicle information (current position information, SOC information, power consumption information, vehicle diagnosis information, etc.) and various request commands with the vehicle ID (ID for identifying the vehicle 10 or the in-vehicle terminal 30). To the center server 100. The navigation control unit 312 guides the host vehicle to the destination set by the user based on the map information stored in the storage unit 37 and the host vehicle position detected by the vehicle position detection unit 36. The travel route information acquisition unit 313 acquires travel route information (recommended route information) transmitted from the center server 100 and detailed information related thereto. The travel route information provision unit 314 provides the user with the travel route information (recommended route information) acquired by the travel route information acquisition unit 313 and detailed information related thereto using the display unit 32. Each of these functional units 311 to 314 is realized by executing a microcomputer control program (travel route presentation control routine described later).

  The center server 100 includes a microcomputer and a large-capacity storage device as main parts. As shown in FIG. 1, the center server 100 is connected to a communication network 500 to perform communication control, and vehicle information is combined with user information. Vehicle information management unit 102 for storing and managing the road, map information management unit 103 for storing and managing the road map information and detailed information related thereto (road detailed information such as road inclination), and traffic information for storing and managing the traffic information A management unit 104, a charging infrastructure information management unit 105 that stores and manages information related to the infrastructure of the charging facility, and an information creation providing unit 106 that creates and provides useful information to the user are provided.

  The traffic information server 200 includes a microcomputer as a main part, and transmits the latest traffic information (congestion information, traffic stop information, lane regulation information, etc.) to the center server 100 in real time. In the center server 100, the traffic information management unit 104 stores and updates the latest traffic information transmitted from the traffic information server 200. The traffic information management unit 104 stores traffic information in association with the map information stored in the map information management unit 103.

  The charging infrastructure information server 300 includes a microcomputer as a main part, collects the latest operation status from each charging facility (facility that performs battery charging such as the non-contact power supply device 400 and the power supply station), and operates for each charging facility. Charging infrastructure information representing the situation is created and transmitted to the center server 100 in real time. In the center server 100, the charging infrastructure information management unit 105 stores and updates the latest charging infrastructure information transmitted from the charging infrastructure information server 300. The charging infrastructure information management unit 105 of the center server 100 stores the position of each charging facility on the map in association with the map information stored in the map information management unit 103. The charging infrastructure information management unit 105 also stores power supply capability information for each contactless power supply device 400. This power supply capability information is set for the amount of power that can be supplied to the vehicle 10 when the vehicle 10 passes through the non-contact power supply position at a vehicle speed assumed in advance.

  This vehicle information providing system has a function of presenting a user with a travel route that can reach the destination by passing through the non-contact power feeding position without stopping at the power feeding station. That is, it has a function of presenting the user with a travel route that can reach the destination only by non-contact charging without performing cable connection charging.

  The non-contact power supply device 400 has an advantage that the battery 20 can be supplied with power while the vehicle 10 is traveling, but cannot supply a large amount of power at a time. Therefore, it becomes practical by disposing a large number of non-contact power supply devices 400 on the road. When the development of the charging infrastructure using the non-contact power supply device 400 is expanded, the user does not stop at the cable-connected rechargeable power supply station, but relies only on the non-contact charging to bring the vehicle 10 to the destination. Try to run. However, depending on the travel route, before reaching the destination, the battery runs out (the remaining battery level falls below a threshold required for vehicle travel), and the travel becomes impossible. In response to these problems, conventional navigation devices can determine whether a destination can be reached only by non-contact charging, and which route can be reached only by non-contact charging. Information that can be done is not obtained.

  Therefore, in the vehicle information provision system of the present embodiment, a service is provided for presenting a travel route that can reach the destination only by non-contact charging to the user. This service is performed in cooperation with the in-vehicle terminal 30 and the center server 100. Hereinafter, the process of presenting the user with a travel route that can reach the destination only by non-contact charging will be described.

  FIG. 4 shows a travel route presentation control routine. The processing on the left side of the drawing is a control routine executed by the in-vehicle terminal 30, and the right side of the drawing is a control routine executed by the center server 100. The in-vehicle terminal 30 starts a travel route presentation control routine when a destination is set by the user in a state in which a non-contact charge priority mode in which non-contact charge is prioritized over cable connection charge is selected.

  When this routine is activated, the in-vehicle terminal 30 (main control unit 31) transmits a recommended route request command to the center server 100 in step S11. In this case, the in-vehicle terminal 30 is configured such that the information indicating the remaining battery level X periodically transmitted to the CAN communication line 72, the information indicating the own vehicle position detected by the vehicle position detecting unit, and the user using the operation unit 33 Information indicating the set destination is acquired, and vehicle-side information in which the vehicle ID is combined with the information is added to the recommended route request command and transmitted to the center server 100.

  In step S <b> 21, the center server 100 (information creation providing unit 106) repeatedly determines whether or not a recommended route request command has been transmitted from the in-vehicle terminal 30. When the recommended route request command is received (S21: Yes), in step S22, the electric cost information of the vehicle type stored in the vehicle information management unit 102, the map information stored in the map information management unit 103, and the traffic information management unit Based on the traffic information stored in 104 and the charging infrastructure information stored in the charging infrastructure information management unit 105, the map information about the road existing from the vehicle position to the destination, the road inclination information on the road, The non-contact power supply information indicating the traffic information on the road, the non-contact power supply position and the detailed contents (power supply capability, etc.) of the active non-contact power supply apparatus 400 disposed on the road is read. Subsequently, in step S23, the center server 100 calculates a plurality of route candidates that are candidates for the travel route from the vehicle position to the destination based on the map information.

  Subsequently, in step S24, the center server 100 calculates the predicted battery remaining amount Xp at the check point for each route candidate. In step S25, whether there is a check point where the predicted battery remaining amount Xp is less than the threshold value Xref. Judge whether or not. This threshold value Xref is a threshold value that restricts vehicle travel so that the remaining battery level does not decrease any more. For example, in the case of the vehicle 10 configured to stop the control system when the battery remaining amount X falls below a preset set value, the set value or a predetermined amount ( A value that is larger by a margin amount may be set as the threshold value Xref. Therefore, the threshold value Xref corresponds to a threshold value for determining whether the battery has run out.

  The check point is a point where the predicted battery remaining amount Xp is calculated, and may be a point where it can be determined whether or not the vehicle 10 can travel to the destination without running out of the battery during traveling. Are the position immediately before the non-contact power feeding position and the destination position. If the vehicle runs on a route where the predicted battery remaining amount Xp is less than the threshold value Xref at the position immediately before the non-contact power feeding position or at the destination position, the battery runs out on the way, Can't arrive. Therefore, in step S25, it is determined whether or not there is at least one check point at which the predicted battery remaining amount Xp is less than the threshold value Xref for each route candidate.

  For example, as shown in FIG. 5, consider a case where there are a plurality of routes between a departure point Psta (the position of the vehicle when the destination is set) and a destination point Pgoa that represents the position of the destination. In this case, as shown in FIG. 6, four route candidates of route A, route B, route C, and route D are extracted. In step S24, the predicted battery remaining amount Xp at each check point is calculated for each of the paths A to D. In calculating the predicted battery remaining amount Xp, battery remaining amount information at the departure point (battery remaining amount information transmitted by the in-vehicle terminal 30 in step S11), power consumption information, map information, traffic information (congestion information), road inclination information The non-contact power supply position information and the power supply capability information are used.

  As shown in FIG. 5, three non-contact power supply apparatuses 400 are provided on the route from the departure place to the destination. The information creation / providing unit 106 of the center server 100 determines, based on the non-contact power supply position information, the first non-contact power supply position Pe1, the second non-contact power supply position Pe2, and the third non-contact power supply position Pe. The contact power feeding position Pe3 is acquired. Further, the information creation providing unit 106 passes the predicted charge amount ΔX1 obtained when the vehicle 10 passes the first non-contact power feeding position Pe1 at the assumed vehicle speed based on the power feeding capability information, and the second non-contact power feeding position Pe2. The estimated charge amount ΔX2 obtained when the vehicle is passed and the predicted charge amount ΔX3 obtained when the vehicle passes the third non-contact power feeding position Pe3 are acquired. The predicted charge amounts ΔX1, ΔX2, and ΔX3 are obtained by multiplying the power supply amount (power supply amount when passing through the non-contact power supply position) of the non-contact power supply device 400 represented by the power supply capability information by the battery charging efficiency. it can.

  Further, when the information creation providing unit 106 grasps that there is an uphill from the point P2 to the point P3 based on the road inclination information, the battery consumption increase (−ΔXup) when traveling from the point P2 to the point P3 is obtained. calculate. In this calculation, the information creation providing unit 106 obtains association data (for example, a map) that derives an increase in battery consumption (amount of increase in battery consumption compared to traveling on a flat road) from the inclination angle and distance of the road. It is stored for each vehicle type, and the battery consumption increase (−ΔXup) is calculated using the association data of the vehicle type.

  Further, when the information creation / providing unit 106 recognizes that a traffic jam (30 minutes) occurs between the point P3 and the point P4 based on the traffic jam information, the battery consumption increases when the vehicle travels from the point P3 to the point P4. Calculate minutes (-ΔXtra). In this calculation, the information creation / providing unit 106 generates association data (for example, a map) representing the relationship between the congestion time and the increase in battery consumption (the amount of increase in battery consumption compared to when there is no congestion) for each vehicle type. The increase in battery consumption (−ΔXtra) is calculated using the association data of the relevant vehicle type.

  In addition, the information creation / providing unit 106 also calculates a basic traveling time (a time not including a traffic jam) between the passing points P1, P2, P3, P4, P5, P6, and P7 from the departure point to the destination. The traveling basic time can be calculated based on, for example, the distance between the points and the predicted vehicle speed. In the example shown in FIG.

  In addition, the information creation providing unit 106 calculates the amount of battery consumption in the travel route from the distance between the departure points and the destinations P1, P2, P3, P4, P5, P6, and P7 and the power consumption information. The power consumption information is information indicating the battery capacity necessary for the vehicle to travel a unit distance or the distance that the vehicle can travel per unit battery capacity. The vehicle information management unit 102 stores the electricity cost information for each vehicle type, and can read the electricity cost information of the vehicle type by specifying the vehicle ID. The information creation / providing unit 106 acquires the power cost information of the own vehicle from the power cost information stored in the vehicle information management unit 102.

When the information creation / providing unit 106 acquires the specification data necessary for the calculation of the predicted battery remaining amount Xp in this way, as shown in FIG. 7, the information creation / providing unit 106 calculates the predicted battery remaining amount Xp at each check point. For example, the route A is a route from the departure point Psta to the destination point Pgoa without passing through the non-contact power feeding position (see FIG. 6). In this route A, an uphill section and a traffic jam section are included on the way. The battery remaining amount X at the starting point Psta is Xsta, the predicted battery remaining amount Xp at the destination point Pgoa is Xpgoa, and the battery consumption by the basic driving (flat driving without traffic congestion) from the starting point Psta to the destination point Pgoa by the route A is Xs. When .g is assumed, the predicted battery remaining amount Xpgoa at the destination point Pgoa is calculated by the following equation.
Xpgoa = Xsta-Xs.g-.DELTA.Xup-.DELTA.Xtra

  In addition, the information creation / providing unit 106 also calculates a predicted travel time from the departure point to each check point (only the destination point Pgoa on this route A). In the case of this route A, the predicted traveling time is 80 minutes.

The route B is a route from the departure point Psta to the destination point Pgoa through the first contactless power feeding position Pe1 and the second contactless power feeding position Pe2 (see FIG. 6). In this route B, a traffic jam section is included on the way. Let Xs.e1 be the amount of battery consumed by basic travel from the starting point Psta to the first non-contact power feeding position Pe1, and Xe12 be the amount of battery consumed by basic travel from the first non-contact power feeding position Pe1 to the second non-contact power feeding position Pe2. Let Xe2.g be the amount of battery consumed by basic travel from the second non-contact power feeding position Pe2 to the destination point Pgoa. The predicted battery remaining amount Xpe1 at the position immediately before passing through the first non-contact power feeding position Pe1, the predicted battery remaining amount Xpe2 at the position immediately before passing through the second non-contact power feeding position Pe2, and the predicted battery remaining amount Xpgoa at the destination point Pgoa are respectively Calculated by The estimated travel time from the departure point at each check point is shown next to the equation.
Xpe1 = Xsta-Xs.e1 (25 minutes)
Xpe2 = Xpe1 + ΔX1-Xe12 (45 minutes)
Xpgoa = Xpe2 + ΔX2-ΔXtra-Xe2.g (100 minutes)

The route C is a route from the departure point Psta to the destination point Pgoa through the first contactless power feeding position Pe1 and the third contactless power feeding position Pe3 (see FIG. 6). In this route C, neither an uphill section nor a traffic jam section is included on the way. Let Xs.e1 be the amount of battery consumed by basic travel from the starting point Psta to the first non-contact power feeding position Pe1, and Xe13 represent the amount of battery consumed by basic travel from the first non-contact power feeding position Pe1 to the third non-contact power feeding position Pe3. Let Xe3.g be the amount of battery consumed by basic travel from the third non-contact power feeding position Pe3 to the destination point Pgoa. A predicted battery remaining amount Xpe1 at a position immediately before the first non-contact power feeding position Pe1, a predicted battery remaining amount Xpe3 at a position immediately before the third non-contact power feeding position Pe3, and a predicted battery remaining amount Xpgoa at the destination point Pgoa are respectively expressed by the following equations. Calculated by
Xpe1 = Xsta-Xs.e1 (25 minutes)
Xpe3 = Xpe1 + ΔX1-Xe13 (45 minutes)
Xpgoa = Xpe3 + ΔX3-Xe3.g (70 minutes)

The route D is a route from the departure point Psta to the destination point Pgoa through the second non-contact power supply position Pe2 and the third non-contact power supply position Pe3 (see FIG. 6). In this route D, an uphill section is included on the way. Let Xs.e2 be the amount of battery consumed by basic travel from the starting point Psta to the second non-contact power feeding position Pe2, and Xe23 be the amount of battery consumed by basic travel from the second non-contact power feeding position Pe2 to the third non-contact power feeding position Pe3. And The predicted battery remaining amount Xpe2 at the position immediately before passing through the second non-contact power feeding position Pe2, the predicted battery remaining amount Xpe3 at the position immediately before passing through the third non-contact power feeding position Pe3, and the predicted battery remaining amount Xpgoa at the destination point Pgoa are respectively Calculated by
Xpe2 = Xsta-Xs.e2-ΔXup (35 minutes)
Xpe3 = Xpe2 + ΔX2-Xe23 (45 minutes)
Xpgoa = Xpe3 + ΔX3-Xe3.g (70 minutes)

  In step S24, the center server 100 (information creation providing unit 106) calculates the predicted battery remaining amount Xp at each check point for each route candidate, and in step S25, whether or not the predicted battery remaining amount Xp is less than the threshold value Xref. Determine whether. If there is at least one check point where the predicted battery remaining amount Xp is less than the threshold value Xref (S25: Yes), the route is excluded from the route candidates in step S26. For example, when the predicted battery remaining amount Xpgoa is less than the threshold value Xref in the route A, the route A is excluded from the route candidates.

  When the center server 100 completes the exclusion process based on the predicted battery remaining amount Xp for all route candidates, in the subsequent step S27, the remaining route candidate is set as a recommended route, and the recommended route and related detailed information are mounted on the vehicle. It transmits to the terminal 30, and this routine is complete | finished. The detailed information includes the information indicating the estimated battery remaining amount Xp, the estimated traveling time, the road condition, the traffic jam condition, etc. at each check point calculated in step S24, as well as the non-contact power supply position and the non-contact power supply position. Information indicating the recommended vehicle speed to pass is included.

  In step S12, the in-vehicle terminal 30 waits until the recommended route information is transmitted from the center server 100. When the recommended route information is received (S12: Yes), the in-vehicle terminal 30 temporarily stores the information in the memory, and in the subsequent step S13, the display is performed. The recommended route and detailed information are displayed on the part 32. For example, when the routes B, C, and D are set as recommended routes, the three routes B, C, and D may be simultaneously displayed on one screen so that they can be identified by color coding or the like. 9 and 10, one recommended route may be displayed per screen so that the display screen can be switched. 8 shows the recommended route 1 representing the route B, FIG. 9 shows the recommended route 2 representing the route C, and FIG. 10 shows the screen G displaying the recommended route 3 representing the route D. In this case, the screen G displaying the recommended route displays the non-contact power supply position, the traffic jam situation, the road situation (slope situation), and the predicted remaining battery level and the estimated travel time at the checkpoint. In the screen G shown in this figure, the predicted remaining battery level (charge rate%) is displayed to the right of the symbol B, and the predicted travel time is displayed to the right of the symbol T. Further, the arrow displayed on the screen G and the estimated remaining battery level inform the user that the route can reach the destination without performing cable connection charging at the power supply station. In this case, the screen G may be displayed using characters to indicate that the route can reach the destination without performing cable connection charging at the power supply station.

  In step S14, the in-vehicle terminal 30 waits until the user selects one of the recommended routes. When a route is selected (S14: Yes), the in-vehicle terminal 30 starts route guidance so as to travel along the selected route. That is, the navigation control unit 312 starts navigation to the destination. When navigation is thus started, this routine is terminated. The in-vehicle terminal 30 (navigation control unit 312) repeatedly determines whether or not the vehicle 10 has deviated from the set route during navigation. If the vehicle 10 has deviated from the set route, the in-vehicle terminal 30 (navigation control unit 312) restarts the travel route presentation control routine, and the center server A recommended route candidate request command is transmitted to 100. In this case, the departure point is the own vehicle position at the time when the vehicle 10 deviates from the set route and resumes the travel route presentation control routine.

  In step S25, there may be a case where there is no path where the predicted battery remaining amount Xp never falls below the threshold value Xref. In that case, a travel route candidate passing through the cable-connected rechargeable power supply station is set, and the travel route information and information indicating that the destination cannot be reached only by non-contact charging are transmitted to the in-vehicle terminal 30. . That is, the center server 100 preferentially sets a route in which the predicted battery remaining amount Xp is never lower than the threshold value Xref as the recommended route while the vehicle is traveling, and when such a route does not exist, the center server 100 travels through the power supply station. Is set as the recommended route. In this case, the center server 100 adds identification information indicating whether or not the recommended route is a route in which the predicted battery remaining amount Xp never falls below the threshold value Xref while the vehicle is traveling to the recommended route information to add the in-vehicle terminal 30. Send to. The in-vehicle terminal 30 determines that there is no route in which the predicted battery remaining amount Xp never falls below the threshold value Xref while the vehicle is traveling, and the travel route passing through the power supply station is set as the recommended route. Displays on the display screen of the recommended route that the route cannot reach the destination only by non-contact charging.

  According to the vehicle information providing system of the present embodiment described above, the contactless power feeding position, the estimated charge amount that is charged to the battery 20 when the vehicle 10 passes the contactless power feeding position, and the destination are set. Based on the vehicle position and the remaining battery charge X (when setting the route), it is recommended that the predicted battery remaining charge Xp never fall below the threshold value Xref from among the route candidates from the departure point to the destination. Set the route and present it to the user. Therefore, the user can know the travel route that can arrive at the destination without having to stop at the cable-connected rechargeable power supply station. In addition, the user can drive safely without worrying about whether to charge the battery at the power supply station. If there is no route for which the predicted battery remaining amount Xp never falls below the threshold value Xref, it is displayed that the destination cannot be reached only by non-contact charging, and the recommended route through the power supply station is displayed to the user. Present. Therefore, it is possible to prevent trouble that the battery runs out during traveling.

  In addition to the recommended route, the predicted battery remaining amount and the estimated travel time at the checkpoint are also presented, so that the user can select the route that is optimal for the user. For example, a user who wants to prioritize securing the remaining battery level can select a route based on the numerical value of the predicted remaining battery level displayed on the screen G. Further, since the user can grasp the predicted transition of the remaining battery level, it becomes easier to make an action plan.

  Further, in setting the recommended route, the predicted battery remaining amount is calculated based on the power supply capability set for each contactless power supply position, so that the prediction accuracy of the battery remaining amount is increased. As a result, an appropriate recommended route can be set.

  In addition, since contactless charging can be used effectively, the spread of charging infrastructure including the contactless power supply device 400 can be promoted.

  In addition, since the information indicating the recommended vehicle speed is transmitted to the in-vehicle terminal 30, the in-vehicle terminal 30 can have the following functions. For example, the in-vehicle terminal 30 is a means for announcing the recommended vehicle speed to the user using the display unit 32 and the sound generation unit 34 from the front when the host vehicle passes through the non-contact power feeding position during navigation (recommended vehicle speed presentation unit). Can be provided. In this case, when the vehicle position detected by the vehicle position detection unit 36 becomes a position in front of the non-contact power feeding position by a set distance (a set distance for announcement), the in-vehicle terminal 30 Using the sound generation unit 34, an announcement is made to drive at the recommended vehicle speed (slower than normal driving). Thereby, battery charging can be performed appropriately by the user keeping the recommended vehicle speed. Further, by making the recommended vehicle speed the same as the estimated vehicle speed of the vehicle 10 at the non-contact power feeding position assumed when calculating the predicted battery remaining amount Xp, the prediction accuracy of the predicted battery remaining amount Xp can be improved.

  Further, when the user passes through the non-contact power feeding position without decelerating to the recommended vehicle speed against the announcement, the amount of power that can be received from the non-contact power feeding device 400 is insufficient than the predicted value. Therefore, the in-vehicle terminal 30 determines whether or not the vehicle 10 can travel to the next non-contact power feeding position or the destination when the vehicle 10 does not travel below the recommended vehicle speed or below the threshold (whether or not arrival is possible when passing). A determination means). For example, correction value data corresponding to the deviation between the recommended vehicle speed and the passing vehicle speed is stored in the storage unit 37, and the in-vehicle terminal 30 acquires the vehicle speed when passing through the non-contact power feeding position from the CAN communication line 72. The corrected battery remaining amount (ΔXp) is calculated from the deviation between the vehicle speed and the recommended vehicle speed. Then, the corrected battery remaining amount (ΔXp) is subtracted from the predicted battery remaining amount Xp at the check point in the detailed information transmitted from the center server 100, and this calculation result (Xp−ΔXp) is changed to the new predicted battery remaining amount Xp. Set. Whether or not the vehicle can travel to the next non-contact power feeding position or the destination by determining whether or not the predicted battery remaining amount Xp at each check point is less than the threshold value Xref based on the updated predicted battery remaining amount Xp. Can be determined. When the in-vehicle terminal 30 determines that the vehicle cannot travel to the next non-contact power feeding position or the destination, the vehicle-mounted terminal 30 uses the display unit 32 and the sound generation unit 34 to notify the user to that effect (attention notification). Means). Thereby, the user can stop at the cable-connected rechargeable power supply station and perform battery charging, or return to the non-contact power supply position that has passed and perform battery charging. Therefore, it is possible to prevent the battery from running out. In addition, the user can be made to strongly recognize that the user must decelerate at the non-contact power feeding position.

  In addition, when the battery remaining amount X sufficient to travel to the destination is ensured, the battery does not run out in the middle even if power cannot be received from the non-contact power supply device 400. Therefore, the in-vehicle terminal 30 determines whether or not the vehicle can travel to the destination without charging the battery during traveling based on the remaining battery charge X. It is preferable to provide means for notifying that the vehicle does not need to be decelerated, or not notifying the recommended vehicle speed (battery remaining amount correspondence notifying means). Furthermore, when the non-contact power supply device 400 is disposed only in a specific lane on the travel path, it is not necessary to travel in the specific lane, or it is not necessary to travel in the specific lane. You may provide the structure to alert | report. According to this, when the battery remaining amount X sufficient to travel to the destination is secured, the operation restriction when passing through the non-contact power feeding position is relaxed, and a more comfortable drive is performed. be able to. Moreover, it can arrive at the destination early.

  In addition, if the operation information of the traffic light (traffic traffic light) is acquired, it passes through the non-contact power supply position based on the operation timing of the traffic light (the timing when it becomes blue and red), the non-contact power supply position and the own vehicle position. Means for setting the target vehicle speed (vehicle speed setting means) can be provided. For example, as shown in FIG. 11, there is a non-contact power feeding position Pe before a predetermined distance of an intersection Cp where a traffic signal St is provided, and the host vehicle is about to pass the non-contact power feeding position Pe, and the recommended vehicle speed Consider the case where it is known in advance that the traffic light St will turn red when the vehicle arrives at the intersection Cp. In this case, the amount of power supply can be increased by slowly passing the non-contact power supply position Pe at a speed slower than the recommended vehicle speed, rather than stopping the vehicle at the intersection Cp.

  Therefore, the in-vehicle terminal 30 calculates the vehicle speed at which the vehicle does not have to stop at the intersection Cp based on the timing when the traffic light St turns blue and the distance from the own vehicle position to the intersection Cp. The vehicle speed is set as a new recommended vehicle speed that passes through the non-contact power feeding position Pe and presented to the user. Thereby, battery charging can be performed efficiently without delaying arrival at the destination. In obtaining the operation information of the traffic light St, the vehicle terminal 30 transmits the operation information transmitted from the control device Ct so that the operation information is transmitted from the wireless communication device provided in the control device Ct of the traffic light St. May be received. In this case, the recommended vehicle speed is not limited to what is presented to the user, and may be used as a set vehicle speed when the vehicle is driven automatically.

  Further, as shown in FIG. 1, in the vehicle 10 equipped with a vehicle height adjustment control device 90 (referred to as a vehicle height ECU 90) for adjusting the vehicle height, before the own vehicle passes the non-contact power feeding position, Means (vehicle height command means) for transmitting a command to lower the vehicle height to the vehicle height ECU 90 can also be provided. For example, the in-vehicle terminal 30 sets the vehicle height to a position for non-contact power supply to the vehicle height ECU 90 when the host vehicle position detected by the vehicle position detection unit 36 enters a setting region in front of the non-contact power supply position. Outputs a command to lower Thereby, the separation between the non-contact power supply device 400 and the non-contact power reception device 60 is shortened, the power reception efficiency is improved, and the amount of power that can be received from the non-contact power supply device 400 can be increased.

  The vehicle information providing system according to this embodiment has been described above. However, the present invention is not limited to the above embodiment, and various modifications can be made without departing from the object of the present invention.

  For example, in the present embodiment, the in-vehicle terminal 30 is used to provide the recommended route and detailed information to the user. However, instead of the in-vehicle terminal 30, the user possesses as shown by a broken line in FIG. The recommended communication path and detailed information may be provided to the user using the mobile communication terminal device 600 (hereinafter simply referred to as the mobile terminal 600). For example, a smartphone can be used as the mobile terminal 600.

  In this case, the mobile terminal 600 is configured to have the same function as the in-vehicle terminal 30. For example, as shown in FIG. 12, a main control unit 601, a display unit 602, an operation unit 603, a sound generation unit 604, a wireless communication unit 605, a terminal position detection unit 606, and a storage unit 607 are provided. The display unit 602, the operation unit 603, the sound generation unit 604, and the storage unit 607 are the same as the display unit 32, operation unit 33, sound generation unit 34, and storage unit 37 of the in-vehicle terminal 30. The wireless communication unit 605 has a function of performing short-range wireless communication (for example, Bluetooth (registered trademark), Wi-Fi, etc.) with the in-vehicle terminal 30 in addition to the function of communicating with the outside via the communication line network 500. ing. In addition, the terminal position detection unit 606 detects the current position coordinates of the portable terminal 600 based on radio waves from GPS satellites. Further, the main control unit 601 includes a microcomputer as a main part and, when classified into its functions, includes a vehicle information transmission / reception unit 611, a navigation control unit 612, a travel route information acquisition unit 613, and a travel route information provision unit 614. . The navigation control unit 612, the travel route information acquisition unit 613, and the travel route information provision unit 614 are the same as the navigation control unit 312, the travel route information acquisition unit 313, and the travel route information provision unit 314 of the in-vehicle terminal 30. The vehicle information transmission / reception unit 611 has a function of communicating with the in-vehicle terminal 30 and receiving vehicle information (such as battery remaining amount X) from the in-vehicle terminal 30 and a function of transmitting the vehicle information to the center server 100.

  In the mobile terminal 600, the storage unit 607 stores an application program for executing the above-described travel route presentation control routine (the process on the left side in FIG. 4), and the main control unit 601 executes the application program. When the mobile terminal 600 executes the travel route presentation control routine, the remaining battery level X is read from the in-vehicle terminal 30 and the mobile terminal position is used instead of the own vehicle position (or from the in-vehicle terminal 30 to the own vehicle position). The other processing can be performed in the same manner as the in-vehicle terminal 30.

  Also in the vehicle information providing system using the portable terminal 600, the above-described effects can be obtained. Further, since the vehicle-mounted terminal 30 does not require a configuration for wireless communication with the center server 100, it can be implemented at low cost.

  In the present embodiment, the center server 100 calculates the recommended route by calculation, but the vehicle-mounted terminal 30 or the mobile terminal 600 may calculate the recommended route by calculation. In this case, the in-vehicle terminal 30 or the portable terminal 600 (which will be described below using the in-vehicle terminal 30 as an example) includes a recommended route setting unit (not shown) instead of the travel route information acquisition unit 313, and recommended route setting. The unit may be configured to set a recommended route from the departure point to the destination by calculation.

  FIG. 13 shows a travel route presentation control routine configured to calculate a recommended route by the in-vehicle terminal 30 as a modified example. The processing on the left side of the drawing is a routine executed by the in-vehicle terminal 30, and the right side of the drawing is a routine executed by the center server 100. The in-vehicle terminal 30 starts the travel route presentation control routine when the destination is set by the user in the state where the non-contact charge priority mode is selected.

  When this routine is started, the in-vehicle terminal 30 (main control unit 31) transmits a necessary information request command which is a request command for information necessary for setting a recommended route to the center server 100 in step S31. To do. In this case, the in-vehicle terminal 30 obtains information indicating the own vehicle position detected by the vehicle position detecting means and information indicating the destination set by the user, and uses the vehicle side information obtained by combining the vehicle ID with these information. It is added to the necessary information request command and transmitted to the center server 100.

  In step S41, the center server 100 repeatedly determines whether or not a necessary information request command has been transmitted from the in-vehicle terminal 30. When the necessary information request command is received (S41: Yes), in step S42, the host vehicle is based on the traffic information stored in the traffic information management unit 104 and the charging infrastructure information stored in the charging infrastructure information management unit 105. The non-contact power supply information indicating the traffic information in the vicinity from the position to the destination, the non-contact power supply position of the active non-contact power supply apparatus 400 and the detailed contents (power supply capability, etc.) is read. Subsequently, in step S43, the center server 100 transmits the read information as necessary information to the in-vehicle terminal 30 and ends this routine.

  The in-vehicle terminal 30 waits until the necessary information is transmitted from the center server 100 in step S32, and receives the necessary information (S32: Yes), temporarily stores the necessary information in the memory, and in the subsequent step S33, the host vehicle A plurality of route candidates that are candidates for the travel route from the position to the destination are calculated. In this case, the in-vehicle terminal 30 calculates route candidates using the map information stored in the storage unit 37.

  Subsequently, the in-vehicle terminal 30 calculates the predicted battery remaining amount Xp at each check point for each route candidate in step S34, and in step S35, there is a check point where the predicted battery remaining amount Xp is less than the threshold value Xref. Determine whether or not. If there is at least one check point where the predicted battery remaining amount Xp is less than the threshold value Xref (S35: Yes), the in-vehicle terminal 30 excludes the route candidate from the route in step S36. The processes in steps S34, S35, and S36 are the same as the processes in steps S24, S25, and S26 executed by the center server 100 in the above-described embodiment.

  When the in-vehicle terminal 30 completes the exclusion process based on the predicted battery remaining amount Xp for all route candidates, the remaining route candidates are set as recommended routes, and the recommended route and detailed information are displayed on the display unit 32 in subsequent step S37. To do. In step S38, the process waits until the user selects one of the recommended routes. When a route is selected (S38: Yes), in step S39, route guidance is started so as to travel on the selected route. To do. The processes in steps S37, S38, and S39 are the same as the processes in steps S13, S14, and S15 in the above-described embodiment.

  Also in the travel route presentation control routine of this modification, the same effects as the travel route presentation control routine of the above-described embodiment can be obtained.

  Moreover, in this modification, although it is the structure which acquires required information from the center server 100, it replaces with it, and the vehicle-mounted terminal 30 is a structure which acquires required information from the traffic information server 200 or the charge infrastructure information server 300, instead. Also good.

  Further, in the present embodiment and the modification, the traffic jam information and the road inclination information are used when calculating the recommended route, but a configuration in which such information is not used may be used.

  Further, in the present embodiment and the modification, when calculating the recommended route, the estimated charge amounts ΔX1, ΔX2, ΔX3 are obtained by calculation for each non-contact power feeding position, but are common to all non-contact power feeding positions. The predicted charge amount may be used.

  In the present embodiment and the modification, the recommended route and detailed information are provided to the user. However, the detailed information is not necessarily provided, and only the recommended route may be provided. Good. Further, regarding the detailed information, the predicted battery remaining amount Xp immediately after passing through the non-contact power feeding position may be displayed.

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 20 ... In-vehicle battery, 30 ... In-vehicle terminal, 31 ... Main control part, 32 ... Display part, 33 ... Operation part, 34 ... Sound generation part, 35 ... Wireless communication part, 36 ... Vehicle position detection part, 37 ... Storage unit 51 ... Charger 52 ... Charge ECU 60 ... Non-contact power receiving device 70 ... Changeover switch 71 ... SOC detector 72 ... CAN communication line 100 ... Center server 101 ... Communication control unit 102 DESCRIPTION OF SYMBOLS ... Vehicle information management part, 103 ... Map information management part, 104 ... Traffic information management part, 105 ... Charging infrastructure information management part, 106 ... Information preparation provision part, 110 ... Charging cable, 111 ... Connection plug, 200 ... Traffic information server , 300 ... Charging infrastructure information server, 311 ... Vehicle information transmission unit, 312 ... Navigation control unit, 313 ... Travel route information acquisition unit, 314 ... Travel route information provision unit, DESCRIPTION OF SYMBOLS 00 ... Non-contact-type electric power feeder, 500 ... Communication network, 510 ... Wireless base station, 600 ... Portable terminal, 601 ... Main control part, 602 ... Display part, 603 ... Operation part, 604 ... Sound generation part, 605 ... Wireless communication Unit, 606 ... terminal position detection unit, 607 ... storage unit, 611 ... vehicle information transmission / reception unit, 612 ... navigation control unit, 613 ... travel route information acquisition unit, 614 ... travel route information provision unit, G ... screen, P1, P2 , P3, P4, P5, P6, P7 ... passing point, Pe1, Pe2, Pe3 ... non-contact power feeding position, Pgoa ... destination point, Psta ... departure point, Xp, Xpe1, Xpe2, Xpe3, Xpgoa ... predicted remaining battery level, Xref: threshold value, ΔX1, ΔX2, ΔX3: predicted charge amount.

Claims (7)

For a user of a vehicle that can be charged with an in-vehicle battery by being fed from the non-contact power feeding device when passing through a non-contact power feeding position where the non-contact power feeding device is disposed, In the vehicle information providing system that provides information on the travel route,
Map information acquisition means for acquiring map information;
Non-contact power supply position acquisition means for acquiring information representing a plurality of the non-contact power supply positions;
Departure point battery remaining amount acquisition means for acquiring information indicating the remaining amount of battery of the in-vehicle battery at the departure point;
Based on the map information, the remaining battery level at the departure point, and the contactless power feeding position, the remaining battery level of the in-vehicle battery is a threshold value during traveling from a plurality of traveling routes from the departure point to the destination. Recommended route setting means for preferentially setting a route that does not fall below the recommended route,
A vehicle information providing system comprising: recommended route presenting means for presenting the set recommended route to the user. A predicted charge amount acquisition unit configured to acquire information representing a predicted amount of charge of the in-vehicle battery when the vehicle passes through the contactless power supply position and representing a predicted charge amount set for each contactless power supply position; ,
The vehicle information providing system according to claim 1, wherein the recommended route setting unit sets the recommended route in consideration of the predicted charge amount.   The recommended route setting means includes a predicted battery remaining amount that is a predicted value of a battery remaining immediately before a vehicle passes through the non-contact power feeding position from a plurality of travel routes from a departure point to a destination, and 3. The vehicle information providing system according to claim 1, wherein a route in which the predicted battery remaining amount when the vehicle arrives at a destination does not all fall below the threshold is preferentially set as a recommended route. 4. .   4. The vehicle according to claim 1, further comprising a recommended vehicle speed presentation unit that presents a recommended vehicle speed to the user before the non-contact power feeding position when the vehicle is traveling on the recommended route. The vehicle information providing system according to one item.   5. The recommended route presenting unit presents, to the user, a predicted battery remaining amount immediately before or immediately after a vehicle passes through the non-contact power feeding position in addition to the recommended route. The vehicle information providing system according to claim 1. For a user of a vehicle that can be charged with an in-vehicle battery by being fed from the non-contact power feeding device when passing through a non-contact power feeding position where the non-contact power feeding device is disposed, In a terminal device that provides information on a travel route,
Map information acquisition means for acquiring map information;
Non-contact power supply position acquisition means for acquiring information representing a plurality of the non-contact power supply positions;
Departure point battery remaining amount acquisition means for acquiring information indicating the remaining amount of battery of the in-vehicle battery at the departure point;
Based on the map information, the remaining battery level at the departure point, and the contactless power feeding position, the remaining battery level of the in-vehicle battery is a threshold value during traveling from a plurality of traveling routes from the departure point to the destination. Recommended route setting means for preferentially setting a route that does not fall below the recommended route,
A terminal device comprising: recommended route presenting means for presenting the set recommended route to the user. For a user of a vehicle that can be charged with an in-vehicle battery by being fed from the non-contact power feeding device when passing through a non-contact power feeding position where the non-contact power feeding device is disposed, In the server that provides information on the travel route via the terminal device,
Map information acquisition means for acquiring map information;
Non-contact power supply position acquisition means for acquiring information representing a plurality of the non-contact power supply positions;
Departure point battery remaining amount acquisition means for acquiring information indicating the remaining amount of battery of the in-vehicle battery at the departure point;
Based on the map information, the remaining battery level at the departure point, and the contactless power feeding position, the remaining battery level of the in-vehicle battery is a threshold value during traveling from a plurality of traveling routes from the departure point to the destination. Recommended route setting means for preferentially setting a route that does not fall below the recommended route,
A recommended route transmitting means for transmitting information representing the set recommended route to the terminal device.

Images