JP2021009064A - Route guidance system, route guiding device, and computer program - Google Patents

Abstract

To provide a route guidance system, a route guiding device, and a computer program for allowing a user to easily grasp a load of a vehicle-mounted battery generated when a vehicle travels a traveling route.SOLUTION: A route guidance system is configured so as to acquire a battery history for indicating a usage state of a vehicle-mounted battery 7 when a vehicle traveled a traveling route in the past with a route that the vehicle traveled in the past or a scheduled traveling route as the traveling route to which a load of the vehicle-mounted battery 7 is guided, and to guide the load of the vehicle-mounted battery 7 generated when traveling in the traveling route along with the traveling route on the basis of the acquired battery history.SELECTED DRAWING: Figure 8

Description

The present invention relates to a route guidance system, a route guidance device, and a computer program for displaying information on a traveling route of a vehicle.

In recent years, vehicles are often equipped with a navigation device that guides the driving of the vehicle so that the driver can easily reach a desired destination. Here, the navigation device detects the current position of the own vehicle by a GPS receiver or the like, acquires the map data corresponding to the current position through a recording medium such as a DVD-ROM or HDD, or a network, and displays it on the liquid crystal monitor. It is a device that can be used. Further, in recent years, some mobile phones, smartphones, tablet terminals, personal computers and the like have the same functions as the above navigation devices.

In addition, the navigation device and the like also provide various information regarding the route on which the vehicle has traveled in the past or the route on which the vehicle is scheduled to travel in the future. Particularly in recent years, there are many electric vehicles whose drive source is a motor driven based on the power supplied from a battery, and hybrid vehicles whose drive source is a combination of a motor and an engine. Therefore, it is desired to provide more important and useful information to these automobiles. For example, Japanese Patent Application Laid-Open No. 2015-209114 describes an EV mode section in which a motor and an engine are used as a driving source for a hybrid vehicle, and an EV mode section in which the motor and an engine are used in combination. A technique for planning a planned route and guiding the user in advance has been proposed.

JP 2015-209114 (pages 12-14, FIG. 5)

Here, it is known that the in-vehicle battery, which is a power supply source in the above-mentioned electric vehicle and hybrid vehicle, gradually deteriorates as the in-vehicle battery continues to be used, and can be cruising when fully charged as the in-vehicle battery deteriorates. The distance tends to get shorter and shorter. In addition, the deterioration of the in-vehicle battery tends to progress easily when the vehicle is driven with a large load such as a large increase in the temperature of the in-vehicle battery or an increase in power consumption per unit time. .. Therefore, it is important for the user to grasp the load applied to the in-vehicle battery when traveling on the traveling route in order to suppress the deterioration of the in-vehicle battery as much as possible.

In the above-mentioned Patent Document 1, the EV mode section and the HV mode section in the planned traveling route are guided respectively, but for example, the EV mode section traveling only by the motor corresponds to the section that gives a large load to the in-vehicle battery. Is not always. Therefore, there is a problem that it is difficult to grasp the load applied to the in-vehicle battery when the user travels on the planned travel route.

The present invention has been made to solve the above-mentioned conventional problems, and is a route guidance system and a route that enable a user to easily grasp the load of an in-vehicle battery generated when a vehicle travels on a traveling route. The purpose is to provide guidance devices and computer programs.

In order to achieve the above object, the route guidance system according to the present invention relates to a travel route acquisition means for acquiring a travel route to be guided and an in-vehicle battery that supplies electric power to a drive source of the vehicle. Regarding the battery history acquisition means for acquiring the battery history indicating the usage state of the vehicle-mounted battery when traveling in the vehicle, and the load of the vehicle-mounted battery generated when traveling along the traveling route together with the traveling route based on the battery history. It has a battery load guiding means for guiding.

Further, the route guidance device according to the present invention relates to a travel route acquisition means for acquiring a travel route to be guided and an in-vehicle battery for supplying electric power to a drive source of the vehicle when the vehicle has traveled on the travel route in the past. A battery history acquisition means for acquiring a battery history indicating a usage state of the vehicle-mounted battery in the vehicle, and a battery load for guiding the load of the vehicle-mounted battery generated when traveling along the traveling route together with the traveling route based on the battery history. It has a guiding means.

Further, the computer program according to the present invention is a computer program that guides information on a traveling route of a vehicle. Specifically, the computer relates to a travel route acquisition means for acquiring a travel route to be guided and an in-vehicle battery that supplies electric power to a vehicle drive source, and the in-vehicle battery when the vehicle has traveled on the travel route in the past. A battery history acquisition means for acquiring a battery history indicating a battery usage state, and a battery load guidance means for guiding the load of the vehicle-mounted battery generated when traveling along the travel path together with the travel path based on the battery history. , And make it work.

According to the route guidance system, the route guidance device, and the computer program according to the present invention having the above-described configuration, the load of the in-vehicle battery generated when the vehicle travels on the travel route is made to be easily grasped by the user in correspondence with the travel route. It becomes possible. As a result, for example, it is possible to select a route for traveling while avoiding a section that gives a large load to the in-vehicle battery. In addition, the guided vehicle-mounted battery load information will be useful information when the user or the vehicle side makes a future charging plan for the vehicle-mounted battery.

It is a schematic block diagram which showed the route guidance system which concerns on 1st Embodiment. It is a block diagram which showed the structure of the route guidance system which concerns on 1st Embodiment. It is a figure which showed an example of the probe information stored in the probe information DB. It is a block diagram which shows typically the control system of the navigation device which concerns on 1st Embodiment. It is a figure which showed an example of the history of the information of the vehicle-mounted battery stored in the battery history DB. It is a flowchart of the probe information collection processing program which concerns on 1st Embodiment. It is a flowchart of the battery load guidance processing program which concerns on 1st Embodiment. This is an example of a guidance screen that guides the load of the in-vehicle battery on the traveling route. This is an example of a guidance screen that guides the load of the in-vehicle battery on the traveling route. It is a figure which showed the example which linked the probe information with respect to the traveling path. It is a flowchart of the battery load guidance processing program which concerns on 2nd Embodiment.

Hereinafter, the route guidance system according to the present invention will be described in detail with reference to the drawings based on the first embodiment and the second embodiment embodied.

[First Embodiment]
First, the schematic configuration of the route guidance system 1 according to the first embodiment will be described with reference to FIGS. 1 and 2. FIG. 1 is a schematic configuration diagram showing a route guidance system 1 according to the first embodiment. FIG. 2 is a block diagram showing the configuration of the route guidance system 1 according to the first embodiment.

As shown in FIG. 1, the route guidance system 1 according to the first embodiment includes a server device 3 included in the probe center 2 and a navigation device (route guidance device) 5 which is a communication (guidance) terminal mounted on the vehicle 4. And basically have. Further, the server device 3 and the navigation device 5 are configured to be able to send and receive electronic data to and from each other via the communication network 6. Instead of the navigation device 5, for example, a mobile phone, a smartphone, a tablet terminal, or a personal computer may be used.

Further, the vehicle 4 is a vehicle equipped with at least a motor as a drive source and an in-vehicle battery 7 as a means for supplying electric power to the motor as the drive source. Applicable vehicles include electric vehicles (hereinafter referred to as EV vehicles) that use only a motor as a drive source, hybrid vehicles that use both a motor and an engine as a drive source, and plug-in hybrid vehicles (hereinafter collectively referred to as HV vehicles). ). However, it is also possible to target only EV vehicles or only HV vehicles.

Here, the route guidance system 1 according to the first embodiment constitutes a so-called probe car system. Here, the probe car system is a system that collects information using the vehicle 4 as a sensor. Specifically, the vehicle 4 transmits the operation status of each system such as the steering operation and the shift position together with the GPS position information to the probe center 2 via the communication device mounted on the vehicle 4 in advance, including the speed data. A system that reuses the collected data as various information on the center side.

Then, the server device 3 included in the probe center 2 appropriately collects and accumulates probe information (material information) including the current time and traveling information from each vehicle 4 traveling nationwide, and also collects and accumulates probe information (material information) from the accumulated probe information on the road. Various support information (for example, information on the load of the in-vehicle battery 7 generated during driving, accident information, traffic jam information, travel time, etc.) is generated, and the generated support information is distributed to the navigation device 5 or the support information is distributed. It is an information management server that performs various processes used. In particular, in the first embodiment, the server device 3 collects and collects the history of information (for example, temperature change, power consumption per unit time, etc.) about the vehicle-mounted battery 7 when the vehicle 4 is running from each vehicle 4. Based on each information, the travel route of the vehicle 4 (either the route on which the vehicle 4 has traveled or the route on which the vehicle has traveled, but in the first embodiment, the route on which the vehicle 4 has traveled) is targeted during travel. The generated load of the vehicle-mounted battery 7 is specified and distributed to the vehicle 4.

On the other hand, the navigation device 5 is mounted on the vehicle 4 and displays a map around the position of the own vehicle based on the stored map data, displays the current position of the vehicle on the map image, and sets a guide route. It is an in-vehicle device that provides movement guidance along the route. In particular, in the first embodiment, the navigation device 5 may be either a travel route of the vehicle 4 (a route that the vehicle 4 has traveled or a route that the vehicle is about to travel) based on the information received from the server device 3, but the first embodiment. In the embodiment, the route on which the vehicle 4 has traveled) is targeted, and guidance on the load of the vehicle-mounted battery 7 generated during traveling is also provided. The details of the navigation device 5 will be described later.

In addition, the communication network 6 includes a large number of base stations located all over the country and a communication company that manages and controls each base station, and the base stations and communication companies are connected to each other by wire (optical fiber, ISDN, etc.) or wirelessly. It is configured by connecting. Here, the base station has a transceiver (transmitter / receiver) and an antenna for communicating with the navigation device 5. Then, while the base station performs wireless communication between communication companies, it becomes the terminal of the communication network 6 and relays the communication of the navigation device 5 within the range (cell) of the radio wave of the base station to the server device 3. Has a role to play.

Subsequently, the configuration of the server device 3 included in the route guidance system 1 will be described in more detail with reference to FIG.

As shown in FIG. 2, the server device 3 basically includes a server control ECU 11, a probe information DB 12 as information recording means connected to the server control ECU 11, a server-side map DB 13, and a center communication device 14.

The server control ECU 11 (electronic control unit) is an electronic control unit that controls the entire server device 3, and is used as a computing device, a CPU 21 as a control device, and a working memory when the CPU 21 performs various arithmetic processes. In addition to the RAM 22 and the control program, the ROM 23 in which the probe information collection processing program (see FIG. 6) and the battery load guidance processing program (see FIG. 7) described later are recorded, and a flash that stores the program read from the ROM 23. It is provided with an internal storage device such as a memory 24. The server control ECU 11 has various means as a processing algorithm together with the ECU of the navigation device 5 described later. For example, the travel route acquisition means acquires a travel route to be guided. The battery history acquisition means acquires a battery history indicating the usage state of the vehicle-mounted battery 7 when the vehicle 4 has traveled on the travel path in the past with respect to the vehicle-mounted battery 7 that supplies electric power to the drive source of the vehicle 4. Based on the battery history, the high-load section specifying means specifies a section in which the load of the vehicle-mounted battery is equal to or higher than a predetermined reference when traveling on a traveling route as a high-load section.

Further, the probe information DB 12 is a storage means for cumulatively storing probe information collected from each vehicle 4 traveling nationwide. In the first embodiment, the probe information collected from the vehicle 4 includes (a) the date and time and (b) the position coordinates of the vehicle 4 at that date and time, (c) the temperature rise value of the vehicle-mounted battery 7, and (d). ) The instantaneous power (power consumption per unit time) of the vehicle-mounted battery 7 is included. The temperature rise value of the vehicle-mounted battery 7 is the difference between the current temperature of the vehicle-mounted battery 7 and the outside air temperature. However, the probe information does not necessarily include all the information related to the above (a) to (d), and information other than the above (a) to (d) (for example, vehicle type, vehicle orientation, vehicle speed, outside air temperature, up to the present time). The configuration may include the total number of times the vehicle-mounted battery 7 is charged.

FIG. 3 is a diagram showing an example of probe information stored in the probe information DB 12. As shown in FIG. 3, the probe information includes a vehicle ID that identifies the source vehicle, information related to the above (a) to (d), and the like. For example, in the probe information shown in FIG. 3, the vehicle 4 having the ID “A” is located at (x1, y1) at 9:00 on June 2, and the temperature rise value of the in-vehicle battery 7 is T1 (° C.). It is stored that the instantaneous power of the vehicle-mounted battery 7 is D1 (W). Similarly, other probe information is also stored. In the example shown in FIG. 3, probe information is collected from the vehicle at 5-second intervals, but the probe information collection interval may be shorter or longer than the 5-second interval.

On the other hand, the server-side map DB 13 is a storage means for storing server-side map information, which is the latest version of map information registered based on external input data and input operations. Here, the server-side map information is composed of various information necessary for route search, route guidance, and map display, including the road network. For example, network data including nodes and links indicating the road network, link data related to roads (links), node data related to node points, intersection data related to each intersection, point data related to points such as facilities, and map display for displaying a map. It consists of data, search data for searching a route, search data for searching a point, and the like.

Further, the center communication device 14 is a communication device for communicating with an external traffic information center such as a vehicle 4 or a VICS (registered trademark: Vehicle Information and Communication System) center via a network 15. In the first embodiment, probe information and distribution information are transmitted to and received from each vehicle 4 via the center communication device 14. In addition, traffic information such as traffic congestion information and accident information is acquired from an external traffic information center. However, the above traffic information may be specified by the server device 3 based on the probe information and the map information collected from each vehicle 4 instead of being acquired from an external server.

Next, a schematic configuration of the navigation device 5 mounted on the vehicle 4 will be described with reference to FIG. FIG. 6 is a block diagram showing the navigation device 5 according to the first embodiment.

As shown in FIG. 6, the navigation device 5 according to the first embodiment includes a current position detection unit 31 that detects the current position of the vehicle on which the navigation device 5 is mounted, and a data recording unit 32 that records various data. , A navigation ECU 33 that performs various arithmetic processes based on the input information, an operation unit 34 that receives operations from the user, and a liquid crystal display 35 that displays a map around the vehicle, information on the traveling route, and the like to the user. A speaker 36 that outputs voice guidance regarding route guidance, a DVD drive 37 that reads a DVD as a storage medium, and a communication module 38 that communicates between an information center such as a probe center 2 or a VICS center. .. The navigation device 5 is also connected to various sensors mounted on the vehicle 4 via an in-vehicle network such as CAN. The sensors mounted on the vehicle 4 include an outside air temperature sensor 39, a battery temperature sensor 40, a battery fuel gauge 41, and a battery power measuring instrument 42.

Hereinafter, each component of the navigation device 5 will be described in order.
The current position detection unit 31 includes a GPS 43, a vehicle speed sensor 44, a steering sensor 45, a gyro sensor 46, and the like, and can detect the current position and direction of the vehicle, the traveling speed of the vehicle, the current time, and the like. .. Here, in particular, the vehicle speed sensor 44 is a sensor for detecting the moving distance and the vehicle speed of the vehicle, generates a pulse according to the rotation of the drive wheels of the vehicle, and outputs the pulse signal to the navigation ECU 33. Then, the navigation ECU 33 calculates the rotation speed and the moving distance of the drive wheels by counting the generated pulses. It is not necessary for the navigation device 5 to include all of the above four types of sensors, and the navigation device 5 may include only one or a plurality of of these sensors.

Further, the data recording unit 32 reads a hard disk (not shown) as an external storage device and a recording medium, a map information DB 47, a battery history DB 48, a predetermined program, etc. recorded on the hard disk, and outputs predetermined data to the hard disk. It is equipped with a recording head (not shown) that is a driver for writing. The data recording unit 32 may be configured by a flash memory, a memory card, or an optical disk such as a CD or DVD instead of the hard disk. Further, the map information DB 47 and the battery history DB 48 may be stored in an external server and acquired by the navigation device 5 by communication.

Here, the map information DB 47 is, for example, link data related to roads (links), node data related to node points, search data used for processing related to route search or change, facility data related to facilities, and a map for displaying a map. It is a storage means that stores display data, intersection data for each intersection, search data for searching a point, and the like.

Further, the battery history DB 48 is a storage means that accumulates and stores the history of information about the vehicle-mounted battery 7 of the vehicle 4. In the first embodiment, the information regarding the vehicle-mounted battery 7 includes (A) the date and time, (B) the position coordinates of the vehicle 4 at that date and time, (C) the outside temperature of the vehicle, and (D) the temperature of the vehicle-mounted battery 7. (E) The instantaneous power of the vehicle-mounted battery 7 (power consumption per unit time) and (F) the total number of times the vehicle-mounted battery 7 is charged up to the present time are included. However, the information related to the in-vehicle battery 7 does not necessarily include all the information related to the above (A) to (F), and information other than the above (A) to (F) (for example, vehicle direction, vehicle speed, traveling link) is included. It may be a configuration including.

FIG. 5 is a diagram showing an example of a history of information about the vehicle-mounted battery 7 stored in the battery history DB 48. As shown in FIG. 5, in the history of the information regarding the vehicle-mounted battery 7, the information regarding the above (A) to (F) is cumulatively stored in chronological order. For example, in the example shown in FIG. 5, the vehicle is located at (x1, y1) at 9:00 on June 2, when the outside air temperature is t1 (° C) and the temperature of the vehicle-mounted battery 7 is t11 (° C). ), The instantaneous power of the vehicle-mounted battery 7 is D1 (W), and it is stored that the total number of times the vehicle-mounted battery 7 has been charged up to now is 55 times. In the example shown in FIG. 5, information about the vehicle-mounted battery 7 is stored at 5-second intervals, but the interval for storing information about the vehicle-mounted battery 7 may be shorter or longer than the 5-second interval. A part of the information stored in the battery history DB 48 is transmitted to the server device 3 as probe information at any time.

On the other hand, the navigation ECU (electronic control unit) 33 is an electronic control unit that controls the entire navigation device 5, and is a computing device, a CPU 51 as a control device, and a working memory when the CPU 51 performs various arithmetic processes. In addition to the RAM 52 that stores the route data when the route is searched, the control program, the probe information collection processing program (see FIG. 6) and the battery load guidance processing program (FIG. 7), which will be described later. It is provided with an internal storage device such as a ROM 53 in which (see) and the like are recorded, and a flash memory 54 for storing a program read from the ROM 53. The navigation ECU 33 has various means as a processing algorithm together with the ECU of the server device 3. For example, the battery load guiding means guides the load of the vehicle-mounted battery 7 generated when traveling along the traveling route together with the traveling route based on the history indicating the usage state of the vehicle-mounted battery 7.

The operation unit 34 is operated when inputting a starting point as a traveling start point and a destination as a traveling end point, and is composed of a plurality of operation switches (not shown) such as various keys and buttons. Then, the navigation ECU 33 controls to execute the corresponding various operations based on the switch signals output by pressing each switch or the like. The operation unit 34 can also be configured by a touch panel provided on the front surface of the liquid crystal display 35. It can also be configured by a microphone and a voice recognition device.

In addition, the liquid crystal display 35 has a map image including roads, traffic information, operation guidance, operation menus, key guidance, guidance information along the guidance route (scheduled travel route), news, weather forecast, time, mail, and television. Programs etc. are displayed. Further, in the first embodiment, a screen for guiding the battery load of the traveling route on which the vehicle has traveled this time is also displayed, particularly when the vehicle arrives at the destination. A HUD or HMD may be used instead of the liquid crystal display 35.

Further, the speaker 36 outputs voice guidance for guiding the traveling along the guiding route (scheduled traveling route) and traffic information guidance based on the instruction from the navigation ECU 33.

The DVD drive 37 is a drive capable of reading data recorded on a recording medium such as a DVD or a CD. Then, based on the read data, music and video are reproduced, the map information DB 47 is updated, and the like. A card slot for reading and writing a memory card may be provided instead of the DVD drive 37.

Further, the communication module 38 is a communication device for receiving traffic information, weather information, etc. transmitted from a traffic information center, for example, a VICS center or another external center, and corresponds to, for example, a mobile phone or a DCM. It also includes a vehicle-to-vehicle communication device that communicates between vehicles and a road-to-vehicle communication device that communicates with a roadside unit. It is also used to send and receive probe information and distribution information to and from the server device 3.

The outside air temperature sensor 39 is a sensor for detecting the air temperature outside the vehicle. The battery temperature sensor 40 is a sensor for detecting the temperature of the vehicle-mounted battery 7. Further, the battery remaining amount meter 41 is a sensor for detecting the remaining amount of the in-vehicle battery 7. The battery power measuring instrument 42 is a sensor that measures the power consumption of the in-vehicle battery 7.

Subsequently, a probe information collection processing program executed by the server device 3 and the navigation device 5 constituting the route guidance system 1 having the above configuration will be described with reference to FIG. FIG. 6 is a flowchart of the probe information collection processing program according to the first embodiment. Here, the probe information collection processing program is repeatedly executed at predetermined time intervals (for example, every 5 seconds) after the vehicle's ACC power supply (accessory power supply) is turned on, and the information about the vehicle-mounted battery 7 of the vehicle 4 is used as probe information for the server. This is a program collected by the device 3. The programs shown in the flowcharts of FIGS. 6 and 7 below are stored in the RAM 22 and ROM 23 of the server device 3, the RAM 52 and ROM 53 of the navigation device 5, and are executed by the CPU 21 or CPU 51. Will be done.

First, a probe information collection processing program executed by the navigation device 5 will be described.
In step 1 (hereinafter abbreviated as S) 1, the CPU 51 acquires the detection results of various sensors such as the outside air temperature sensor 39, the battery temperature sensor 40, the battery power measuring instrument 42, and the GPS 43 via CAN or the like. Specifically, the "position coordinates of the vehicle 4", the "outside temperature", the "temperature of the vehicle-mounted battery 7", and the "instantaneous power of the vehicle-mounted battery 7 (power consumption per unit time)" are acquired.

Next, in S2, the CPU 51 calculates the temperature rise value Δt of the vehicle-mounted battery 7 based on the “outside temperature” and the “temperature of the vehicle-mounted battery 7” in the information acquired in S1. The temperature rise value Δt of the vehicle-mounted battery 7 indicates the difference between the current temperature of the vehicle-mounted battery 7 and the outside air temperature, that is, how much the temperature of the vehicle-mounted battery 7 currently rises due to the running of the vehicle. Use as a value.

Subsequently, in S3, the CPU 51 acquires the total number of charges of the vehicle-mounted battery 7 up to the present time. The total number of times the vehicle-mounted battery 7 has been charged up to the present time is obtained from, for example, a vehicle control ECU that manages the vehicle-mounted battery 7.

After that, in S4, the CPU 51 acquires the current date and time using the GPS 43.

Next, in S5, the CPU 51 accumulates and stores each information acquired in S1 to S4 as information regarding the vehicle-mounted battery 7 of the own vehicle in the battery history DB 48. Specifically, the "date and time" and the "position coordinates of the vehicle 4", the "outside temperature", the "temperature of the in-vehicle battery 7", and the "instantaneous power of the in-vehicle battery 7 (power consumption per unit time)" at that date and time. "," The total number of times the in-vehicle battery 7 has been charged up to the present time "is stored (FIG. 5).

Subsequently, in S6, the CPU 51 transmits each of the information acquired in S1 to S4 to the server device 3 as probe information together with the "vehicle ID" that identifies the source vehicle. Specifically, "date and time", "vehicle ID that identifies the vehicle", "position coordinates of the vehicle 4", "temperature rise value of the vehicle-mounted battery 7", and "instantaneous power consumption of the vehicle-mounted battery 7 (power consumption per unit time)". Amount) ”is sent (Fig. 3). After that, the probe information collection processing program is terminated.

In the first embodiment, the processing of S1 to S6 is executed by the navigation device 5, but another on-board unit or vehicle control ECU included in the vehicle 4 may perform the processing.

Next, the probe information collection processing program executed in the server device 3 will be described.
First, in S11, the CPU 21 determines whether or not probe information is transmitted from each vehicle 4 traveling nationwide.

Then, when it is determined that the probe information is transmitted (S11: YES), the transmitted probe information is received (S12). Then, the CPU 21 cumulatively stores the received probe information in the probe information DB 12 (S13).

On the other hand, when it is determined that the probe information is not transmitted (S11: NO), the probe information collection processing program is terminated. The probe information received in S12 is information about the vehicle-mounted battery 7 of the vehicle 4, and is the "date and time", the "vehicle ID that identifies the vehicle", the "positional coordinates of the vehicle 4", and the "temperature rise of the vehicle-mounted battery 7". "Value" and "instantaneous power of the vehicle-mounted battery 7 (power consumption per unit time)" are included.

Next, the battery load guidance processing program executed by the server device 3 and the navigation device 5 constituting the route guidance system 1 will be described with reference to FIG. 7. FIG. 7 is a flowchart of the battery load guidance processing program according to the first embodiment. Here, the battery load guidance processing program is executed at the timing when it is determined that the vehicle has arrived at the destination, and based on the probe information transmitted from each vehicle 4, the vehicle is mounted on the traveling route of the vehicle this time. This is a program that guides the load of the battery 7.

First, the battery load guidance processing program executed by the navigation device 5 will be described.
First, in S21, the CPU 51 acquires information on a traveling route that is a target for guiding the load of the vehicle-mounted battery 7. In the first embodiment, the route from the departure point to the destination where the vehicle has traveled most recently becomes the travel route for guiding the load of the vehicle-mounted battery 7. Further, as the information on the traveling route, for example, traffic information, traveling state (traveling mode) during traveling, and the like are acquired in addition to the departure place, the destination, and the link included in the traveling route.

Here, the EV vehicle or HV vehicle equipped with the in-vehicle battery 7 classifies the traveling state of the vehicle into one of "charge", "eco", and "power" based on the accelerator opening of the current vehicle. Things are well done. Specifically, when the accelerator opening is less than the predetermined first reference value, it is classified as "charge", and when the accelerator opening is equal to or more than the predetermined first reference value and less than the second reference value. Is classified as "eco", and when the accelerator opening is equal to or higher than the second reference value, it is classified as "power". It should be noted that which running state the current state of the vehicle corresponds to is displayed on, for example, an instrument panel or the like. Further, the classification of the traveling state does not necessarily have to be the above three classifications, and may be further classified.

Next, in S22, the CPU 51 acquires the total number of times the in-vehicle battery 7 of the own vehicle has been charged up to the present time. The total number of times the vehicle-mounted battery 7 has been charged up to the present time is obtained from, for example, a vehicle control ECU that manages the vehicle-mounted battery 7.

Subsequently, in S23, the CPU 51 requests the server device 3 for information on the battery load of the vehicle-mounted battery 7 for the travel route for which the information was acquired in S21. When requesting information on the battery load of the vehicle-mounted battery 7, the vehicle ID that identifies the requesting vehicle, the information on the traveling route acquired in S21, and the vehicle-mounted battery 7 up to the present point acquired in S22. The total number of charges is transmitted to the server device 3.

After that, in S24, the CPU 51 receives the information transmitted from the server device 3 in response to the request for the information transmitted in S23. The information received from the server device 3 in S24 is information on the battery load of the in-vehicle battery 7 targeting the travel route from the departure point to the destination where the vehicle has recently traveled. More specifically, it is information that specifies a section in which the load of the in-vehicle battery 7 exceeds a predetermined standard (hereinafter referred to as a high load section) when the vehicle travels on the travel route, and the own vehicle actually determines the travel route. It is specified based on the history of the information of the vehicle-mounted battery 7 when traveling.

Subsequently, in S25, the CPU 51 guides information regarding the battery load of the vehicle-mounted battery 7 targeting the travel path received in S24. Here, FIG. 8 is a diagram showing an example of a guide screen 61 displayed on the liquid crystal display 35 in S25.

On the guidance screen 61 shown in FIG. 8, the traveling route 62 is displayed on the map image. In the first embodiment, the traveling route 62 is a route from the starting point to the destination where the vehicle has recently traveled, as described above. Therefore, when the vehicle arrives at the destination, the route traveled by the vehicle this time is displayed on the guidance screen 61. Further, on the guidance screen 61, the icon 63 is displayed at a position specified in a particularly high load section in the traveling route 62. The icon 63 is an icon (for example, a battery mark) that suggests that the load on the vehicle-mounted battery 7 becomes high when the vehicle travels. In the first embodiment, since the high load section is specified especially for each link, the icon 63 is displayed for each link specified in the high load section. However, when a plurality of links specified in the high load section are continuous, one icon 63 may be displayed for the plurality of consecutive links.

As a result, the user who visually recognizes the guidance screen 61 can easily grasp the section where the load of the in-vehicle battery 7 is high in the traveling route on which the vehicle traveled this time.

Further, when the user selects any of the icons 63 displayed on the guidance screen 61, the information window 64 is newly displayed as shown in FIG. 9, and more detailed information of the corresponding high load section is displayed. For example, when the gradient is included, the angle of the gradient, the instantaneous power of the in-vehicle battery 7 (power consumption per unit time), the temperature of the in-vehicle battery 7, the outside air temperature, the accelerator opening during traveling, the amount of brake depression, and the like. ..

Further, it is desirable that the guide screen 61 also displays the traveling state (traveling mode) when traveling on the traveling route together with the traveling route 62. As described above, the traveling mode is classified into one of "charge", "eco", and "power" based on the accelerator opening degree of the vehicle. For example, by color-coding the traveling path 62 as shown in FIG. 8, it is possible to identify and display which mode the traveling mode was during traveling on the traveling route. As a result, the user can also grasp the correspondence relationship between the user's vehicle operation and the load of the vehicle-mounted battery 7. For example, even in a section similarly specified as a high load section, the load of the vehicle-mounted battery 7 is high due to excessive depression of the accelerator, and the load of the vehicle-mounted battery 7 is high even though the accelerator is hardly depressed. It is possible to identify the section in which the load has increased (that is, the section in which the load on the vehicle-mounted battery 7 has increased based on factors other than the user's vehicle operation).

Further, the information regarding the load of the vehicle-mounted battery 7 received from the server device 3 can be used for vehicle control, for example, in addition to guiding the user. For example, when traveling in a section where the load of the vehicle-mounted battery 7 is determined to be high from the next time onward, it is possible to control to increase the coolant of the vehicle-mounted battery 7.

Next, the battery load guidance processing program executed in the server device 3 will be described.
First, in S31, the CPU 21 receives a request for information regarding the battery load of the vehicle-mounted battery 7 from the vehicle. When requesting information on the battery load of the in-vehicle battery 7, the vehicle ID that identifies the requesting vehicle, information on the travel route for which the information is requested (hereinafter referred to as the information request travel route) and the requesting vehicle are included. The total number of times the in-vehicle battery 7 has been charged up to the present time is included.

Next, in S32, the CPU 21 reads out the probe information collected from each vehicle stored in the probe information DB 12 (FIG. 3), particularly the probe information traveled on the information request traveling route. In the first embodiment, the information request travel route is a route from the departure point to the destination where the vehicle from which the information request source has traveled most recently, as described above. Therefore, in the S32, the probe information when the vehicle from which the information is requested has recently traveled on the information request traveling route is read out.

However, it is not always necessary to read the probe information of the vehicle from which the information is requested. For example, if the probe information when the other vehicle travels on the information request travel route is stored in the probe information DB 12, the probe information of the other vehicle can be obtained. You may read it. However, when reading the probe information of another vehicle, it is desirable to read the probe information traveled under the traveling conditions as close as possible to the traveling conditions when the vehicle requesting the information traveled. For example, it may be probe information of the same vehicle type or probe information of traveling under the same traffic conditions.

Next, in S33, the CPU 21 associates the probe information read in S32 with the information request travel path. Specifically, for each point included in the information request driving route, (A) time information that specifies the date and time when the point was traveled, (B) the battery temperature rise value when the point was traveled, ( C) The instantaneous power of the in-vehicle battery 7 when traveling at that point is linked. As a result, as shown in FIG. 10, the usage state of the vehicle-mounted battery 7 of the vehicle that has traveled on the information-requested travel route in the past is associated with the information-requested travel route. By considering the time information included in the probe information, it is possible to determine whether or not the traveling direction of the probe information corresponds to the traveling direction of the information-requested traveling route. Information is linked only for the corresponding probe information (that is, the probe information traveled from the departure point to the destination on the information request travel route).

Subsequent processes of S34 to S39 are executed for each link in the order of proximity to the departure point, targeting the links included in the information request travel route. Then, after executing the processes of S34 to S39 for all the links included in the information request traveling route, the process proceeds to S40.

First, in S34, the CPU 21 calculates the average value Δt _n of the battery temperature rise values associated with the link to be processed. Then, the temperature change amount Δtx of the in-vehicle battery 7 is calculated by comparing with the average value Δt _n-1 of the battery temperature rise value associated with the link adjacent to the departure place side with respect to the link to be processed. The amount of change Δtx in the temperature of the vehicle-mounted battery 7 is a value indicating how much the temperature of the vehicle-mounted battery 7 has risen compared to when the link adjacent to the starting interest side is running. Specifically, it is calculated by the following formula (1).
Δtx = Δt _n − Δt _{n -1} ... (1)
However, as an exception, for the link connected to the departure point, the difference between the average value Δt _n of the battery temperature rise value and the outside air temperature is calculated as the amount of change Δtx in the temperature of the vehicle-mounted battery 7.

Next, in S35, the CPU 21 calculates the average value Dx of the instantaneous power of the vehicle-mounted battery 7 associated with the link to be processed.

After that, in S36, the CPU 21 determines whether or not the amount of change Δtx in the temperature of the vehicle-mounted battery 7 calculated in S34 is equal to or greater than the threshold value. Here, the threshold value that serves as the determination criterion in S36 may be a fixed value or a fluctuating value. For example, the threshold value may be changed based on the total number of times the in-vehicle battery 7 of the vehicle from which the information is requested has been charged so far. Specifically, the higher the number of charging times, the lower the value is set. As a result, it is expected that a load is likely to occur on the vehicle-mounted battery 7 for a vehicle that is charged a large number of times, that is, a vehicle in which the vehicle-mounted battery 7 is deteriorated. Therefore, by lowering the threshold value, the vehicle-mounted battery 7 is deteriorated. It is possible to determine the combined load.

Further, the threshold value serving as the determination standard in S36 may be the average value of the temperature change amount Δtx of the vehicle-mounted battery 7 of all the links included in the information request traveling route. Further, it may be the average value of the amount of change Δtx in the temperature of the vehicle-mounted battery 7 in the past including the route other than the information request traveling route. Further, the average value of only the vehicle from which the information is requested may be used, or the average value including other vehicles may be used.

When it is determined that the temperature change Δtx of the vehicle-mounted battery 7 calculated in S34 is equal to or greater than the threshold value (S36: YES), the load of the vehicle-mounted battery 7 is applied when the vehicle travels on the link to be processed. It is estimated that the temperature will exceed the predetermined standard, and the link to be processed is specified in the high load section. The link specified in the high load section is guided by distinguishing it from other links on the guidance screen 61 as described above (FIG. 8). On the other hand, when it is determined that the amount of change Δtx in the temperature of the vehicle-mounted battery 7 calculated in S34 is less than the threshold value (S36: NO), the process proceeds to S38.

In S38, the CPU 21 determines whether or not the average value Dx of the instantaneous power of the vehicle-mounted battery 7 calculated in S35 is equal to or greater than the threshold value. Here, the threshold value that serves as the determination criterion in S38 may be a fixed value or a fluctuating value. For example, the threshold value may be changed based on the total number of times the in-vehicle battery 7 of the vehicle from which the information is requested has been charged so far. Specifically, the higher the number of charging times, the lower the value is set. As a result, it is expected that a load is likely to be applied to the vehicle-mounted battery 7 for a vehicle that is charged a large number of times, that is, a vehicle in which the vehicle-mounted battery 7 is deteriorated. Therefore, by lowering the threshold value, the vehicle-mounted battery 7 is brought into a deteriorated state. It is possible to determine the combined load.

Further, the threshold value serving as the determination standard in S38 may be the average value of the instantaneous powers of the vehicle-mounted batteries 7 of all the links included in the information request traveling route. Further, it may be the average value of the instantaneous power of the vehicle-mounted battery 7 in the past including the route other than the information request traveling route. Further, the average value of only the vehicle from which the information is requested may be used, or the average value including other vehicles may be used.

When the average value Dx of the instantaneous power of the vehicle-mounted battery 7 calculated in S35 is determined to be equal to or higher than the threshold value (S38: YES), the load of the vehicle-mounted battery 7 is loaded when the vehicle travels on the link to be processed. Is estimated to be greater than or equal to the predetermined standard, and the link to be processed is specified in the high load section. The link specified in the high load section is guided by distinguishing it from other links on the guidance screen 61 as described above (FIG. 8). On the other hand, when it is determined that the average value Dx of the instantaneous power of the vehicle-mounted battery 7 calculated in S35 is less than the threshold value (S38: NO), the process returns to S34 after changing the link to be processed.

Then, after executing the processes S34 to S39 for all the links included in the information request travel route, the vehicle that requests the information about the battery load of the vehicle-mounted battery 7 that targets the information request travel route. Send to. Specifically, the information specifying the high load section in the information request traveling route is transmitted. After that, the navigation device 5 of the vehicle that has received the information provides guidance regarding the high load section as described above.

As described in detail above, according to the computer program executed by the route guidance system 1 and the navigation device 5 according to the first embodiment, the route on which the vehicle has traveled in the past is targeted for guiding the load of the vehicle-mounted battery 7. As the traveling route, the battery history indicating the usage state of the in-vehicle battery 7 when the vehicle has traveled on the traveling route in the past is acquired (S1 to S4), and the traveling route is traveled together with the traveling route based on the acquired battery history. Since the load of the in-vehicle battery 7 generated at the time of the operation is guided (S25), the load of the in-vehicle battery generated when the vehicle travels on the traveling route can be easily grasped by the user in correspondence with the traveling route. .. As a result, for example, it is possible to select a route for traveling while avoiding a section that gives a large load to the in-vehicle battery from the next time onward. In addition, the guided vehicle-mounted battery load information will be useful information when the user or the vehicle side makes a future charging plan for the vehicle-mounted battery 7.

[Second Embodiment]
Next, the route guidance system according to the second embodiment will be described with reference to FIG. In the following description, the same reference numerals as the configuration of the route guidance system 1 according to the first embodiment of FIGS. 1 to 10 are the same as or corresponding to the configuration of the route guidance system 1 and the like according to the first embodiment. It shows.

The schematic configuration of the route guidance system according to the second embodiment is almost the same as that of the route guidance system 1 according to the first embodiment. Further, various control processes are almost the same as the route guidance system 1 according to the first embodiment.
However, while the route guidance system 1 according to the first embodiment sets the travel route for guiding the load of the in-vehicle battery 7 as the route from the departure point to the destination where the vehicle has recently traveled, the first The route guidance system according to the second embodiment is different in that the travel route for guiding the load of the vehicle-mounted battery 7 is a route that the vehicle plans to travel in the future.

The battery load guidance processing program according to the second embodiment will be described below. FIG. 11 is a flowchart of the battery load guidance processing program according to the second embodiment. Here, the battery load guidance processing program is executed at the timing when the guidance route is set in the navigation device 5, and the set guidance route (future travel schedule of the vehicle) is executed based on the probe information transmitted from each vehicle 4. This is a program that guides the load of the vehicle-mounted battery 7 for the route).

First, the battery load guidance processing program executed by the navigation device 5 will be described.
In S51, the CPU 51 acquires information on a traveling route that is a target for guiding the load of the vehicle-mounted battery 7. In the second embodiment, the guide route set in the navigation device 5, that is, the planned travel route on which the vehicle 4 is scheduled to travel, is the travel route for guiding the load of the vehicle-mounted battery 7. However, the load of the vehicle-mounted battery 7 may be guided to the guide route candidates when the guide route candidates are searched before the guide route is determined. Further, even when the guidance route is not set in the navigation device 5, if the destination can be predicted from the past travel history of the vehicle, for example, the load of the vehicle-mounted battery 7 is applied to the route to the destination. You may guide me. Further, as the information on the traveling route, for example, traffic information or the like is acquired in addition to the departure place, the destination, and the link included in the traveling route.

Next, in S52, the CPU 51 acquires the total number of times the in-vehicle battery 7 of the own vehicle has been charged up to the present time. The total number of times the vehicle-mounted battery 7 has been charged up to the present time is obtained from, for example, a vehicle control ECU that manages the vehicle-mounted battery 7.

Subsequently, in S53, the CPU 51 requests the server device 3 for information on the battery load of the vehicle-mounted battery 7 for the travel route for which the information was acquired in S51. When requesting information on the battery load of the vehicle-mounted battery 7, the vehicle ID that identifies the requesting vehicle, the information on the traveling route acquired in S51, and the vehicle-mounted battery 7 up to the present point acquired in S52 are used. The total number of charges is transmitted to the server device 3.

After that, in S54, the CPU 51 receives the information transmitted from the server device 3 in response to the request for the information transmitted in S53. The information received from the server device 3 in S54 is information regarding the battery load of the vehicle-mounted battery 7 for the guidance route set in the navigation device 5. More specifically, it is information that specifies a section (hereinafter referred to as a high load section) in which the load of the in-vehicle battery 7 is predicted to be equal to or higher than a predetermined standard when the vehicle travels on the guidance route. It is specified based on the history of information of the vehicle-mounted battery 7 when another vehicle travels on the guide route.

Subsequently, in S55, the CPU 51 guides information regarding the battery load of the vehicle-mounted battery 7 targeting the proposed route received in S54. The details of the guidance method will be performed by displaying the guidance screen 61 (FIGS. 8 and 9) as in the first embodiment, and the details will be omitted because they are the same as in the first embodiment. In the second embodiment, when the battery load of the in-vehicle battery 7 is guided, the driving mode (“charge”, “eco”, “power”) is basically not guided. If the vehicle has traveled on the guide route in the past, the travel mode at that time may be guided. Further, the guidance screen 61 may be displayed only when the guidance route is set, or may be continuously displayed until the destination is reached after the vehicle has traveled.

Next, the battery load guidance processing program executed in the server device 3 will be described.
First, in S61, the CPU 21 receives a request for information regarding the battery load of the vehicle-mounted battery 7 from the vehicle. When requesting information on the battery load of the in-vehicle battery 7, the vehicle ID that identifies the requesting vehicle, information on the travel route for which the information is requested (hereinafter referred to as the information request travel route) and the requesting vehicle are included. The total number of times the in-vehicle battery 7 has been charged up to the present time is included.

Next, in S62, the CPU 21 reads out, among the probe information collected from each vehicle stored in the probe information DB 12 (FIG. 3), the probe information particularly traveled on the information request traveling route. In the second embodiment, the information request travel route is a guide route set in the navigation device 5 as described above, that is, a travel schedule route on which the vehicle 4 is scheduled to travel. Therefore, the vehicle that requested the information does not always travel on the information requesting route in the past. Therefore, when the requesting vehicle has traveled in the entire section of the information requesting travel route in the past, the probe information when the requesting vehicle travels is read out. On the other hand, if the requesting vehicle has not traveled on the information requesting route at all in the past, or has traveled only a part of the information requesting route, when a vehicle other than the requesting vehicle has traveled. The probe information of is also read. In that case, the probe information that traveled only a part of the information request travel route is also included in the reading target.

However, when reading the probe information of another vehicle, it is desirable to read the probe information traveled under the traveling conditions as close as possible to the traveling conditions when the vehicle requesting the information travels. For example, it may be probe information of the same vehicle type, or probe information traveled under a traffic condition close to the traffic condition of the current information requesting travel route.

Next, in S63, the CPU 21 associates the probe information read in S62 with the information request travel path. Specifically, for each point included in the information request driving route, (A) time information that specifies the date and time when the point was traveled, (B) the battery temperature rise value when the point was traveled, ( C) The instantaneous power of the in-vehicle battery 7 when traveling at that point is linked. When a plurality of probe information exists for the same point, only one of them may be selected and linked, or a plurality of probe information may be linked. By considering the time information included in the probe information, it is possible to determine whether or not the traveling direction of the probe information corresponds to the traveling direction of the information-requested traveling route. Information is linked only for the corresponding probe information (probe information that travels from the departure point to the destination on the information request travel route).

Subsequent processes of S64 to S70 are the same as the processes of S34 to S40 of the battery load guidance processing program (FIG. 7) according to the first embodiment, and thus are omitted.

As described in detail above, according to the computer program executed by the route guidance system and the navigation device 5 according to the second embodiment, the route on which the vehicle is scheduled to travel is targeted for guiding the load of the vehicle-mounted battery 7. As the traveling route, a battery history indicating the usage state of the in-vehicle battery 7 when the own vehicle or another vehicle has traveled in the past is acquired (S62), and the traveling route is acquired together with the traveling route based on the acquired battery history. Since the load of the in-vehicle battery 7 generated when the vehicle travels is guided (S55), it is easy for the user to make the load of the in-vehicle battery, which is predicted to occur when the vehicle travels on the traveling route, correspond to the traveling route in advance. It becomes possible to grasp. As a result, for example, it is possible to change the route for traveling while avoiding a section that gives a large load to the in-vehicle battery. In addition, the guided vehicle-mounted battery load information will be useful information when the user or the vehicle side makes a future charging plan for the vehicle-mounted battery.

It should be noted that the present invention is not limited to the above-described embodiment, and it goes without saying that various improvements and modifications can be made without departing from the gist of the present invention.
For example, in the first embodiment and the second embodiment, as shown in FIG. 8, the traveling path 62 is displayed on the liquid crystal display 35, and among the displayed traveling paths 62, the section corresponding to the high load section is used. Although the high load section is identified and guided by displaying the icon 63, the high load section may be guided by another guidance mode as long as the high load section can be identified. For example, the color of the traveling path may be changed and displayed according to the magnitude of the load generated on the in-vehicle battery 7. For example, the section where the load generated by the vehicle-mounted battery 7 is small is blue, the section where the load generated by the vehicle-mounted battery 7 is medium is yellow, and the section where the load generated by the vehicle-mounted battery 7 is large is red, and the traveling route is displayed on the liquid crystal display 35. Is also good.

Further, in the first embodiment and the second embodiment, a section in which the amount of temperature change of the vehicle-mounted battery 7 is equal to or higher than the threshold value or a section in which the instantaneous power of the vehicle-mounted battery 7 is equal to or higher than the threshold value is set as the high load section ( In S37 and S39), only the section in which the temperature change amount of the vehicle-mounted battery 7 is equal to or greater than the threshold value may be set as the high load section. Similarly, only the section in which the instantaneous power of the vehicle-mounted battery 7 is equal to or higher than the threshold value may be set as the high load section. Further, the section where the temperature change amount of the vehicle-mounted battery 7 is equal to or more than the threshold value and the section where the instantaneous power of the vehicle-mounted battery 7 is equal to or more than the threshold value may be distinguished and guided. Further, the section where the temperature change amount of the vehicle-mounted battery 7 is equal to or more than the threshold value and the instantaneous power of the vehicle-mounted battery 7 is equal to or more than the threshold value is presumed to be a section in which a large load is generated on the vehicle-mounted battery 7, and is different from other sections. It may be identified and guided. Alternatively, only the section in which the temperature change amount of the vehicle-mounted battery 7 is equal to or higher than the threshold value and the instantaneous power of the vehicle-mounted battery 7 is equal to or higher than the threshold value may be set as the high load section.

Further, the high load section may be determined by using factors other than the amount of temperature change of the vehicle-mounted battery 7 and the instantaneous power of the vehicle-mounted battery 7. For example, a section in which the temperature of the vehicle-mounted battery 7 is equal to or higher than the threshold value may be set as a high load section.

Further, in the first embodiment and the second embodiment, the execution subject of the processes (S32 to S39, S62 to S69) related to the identification of the high load section shown in FIGS. 7 and 11 was the server device 3, but the navigation device. The configuration may be such that 5. For example, if the history indicating the usage state of the vehicle-mounted battery 7 of the own vehicle is read out in S32 or S62 instead of the probe information and the processing after S33 or after S63 is performed, the server device 3 is not always indispensable. In that case, the route guidance system 1 can be configured only by the navigation device 5.

Further, the execution body of the probe information collection processing program shown in FIG. 6 may be an on-board unit other than the navigation device 5 or a vehicle control ECU that controls the vehicle.

Further, instead of the navigation device 5, the route guidance system 1 can be configured by another device having a route guidance function. For example, an in-vehicle device other than the navigation device 5, a mobile phone, a smartphone, a tablet terminal, a personal computer, or the like is possible.

Further, although the embodiment of the route guidance system according to the present invention has been described above, the route guidance system can also have the following configurations, and in that case, the following effects are obtained.

For example, the first configuration is as follows.
When the vehicle has traveled on the travel route in the past with respect to the travel route acquisition means (21, 51) for acquiring the travel route to be guided and the in-vehicle battery (7) for supplying electric power to the drive source of the vehicle (4). The battery history acquisition means (21, 51) for acquiring the battery history indicating the usage state of the vehicle-mounted battery in the vehicle, and the load of the vehicle-mounted battery generated when traveling along the traveling route together with the traveling route based on the battery history. It has battery load guiding means (21, 51) for guiding the above.
According to the route guidance system having the above configuration, it is possible for the user to easily grasp the load of the in-vehicle battery generated when the vehicle travels on the travel route in correspondence with the travel route. As a result, for example, it is possible to select a route for traveling while avoiding a section that gives a large load to the in-vehicle battery. In addition, the guided vehicle-mounted battery load information will be useful information when the user or the vehicle side makes a future charging plan for the vehicle-mounted battery.

The second configuration is as follows.
It has high load section specifying means (21, 51) for designating a section in which the load of the vehicle-mounted battery (7) is equal to or higher than a predetermined reference when traveling on the traveling route based on the battery history. , The battery load guiding means (21, 51) identifies and guides the high load section in the traveling route.
According to the route guidance system having the above configuration, it is possible for the user to easily grasp the section of the traveling route where a large load is generated on the in-vehicle battery. As a result, for example, it is possible to select a route for traveling while avoiding a section that gives a large load to the in-vehicle battery.

The third configuration is as follows.
The battery history includes at least one of the amount of temperature change of the in-vehicle battery (7) and the power consumption per unit time when the vehicle (4) has traveled on the traveling route in the past, and the high load section identifying means. (21, 51) specifies a section in which the amount of temperature change of the vehicle-mounted battery or the amount of power consumption per unit time is equal to or greater than the threshold value as the high load section.
According to the route guidance system having the above configuration, the section where a large load is generated on the in-vehicle battery is specified based on the temperature change amount of the in-vehicle battery or the power consumption per unit time. It is possible to accurately identify the section where a large load is generated on the in-vehicle battery.

The fourth configuration is as follows.
It has charging number acquisition means (21, 51) for acquiring the charging number of the vehicle-mounted battery (7) up to now, and the threshold value is set to a lower value as the number of charging times increases.
According to the route guidance system having the above configuration, it is expected that a load is likely to occur on the in-vehicle battery for a vehicle that is frequently charged, that is, a vehicle in which the in-vehicle battery is deteriorated. It is possible to determine the load according to the deterioration state of the battery.

The fifth configuration is as follows.
The traveling state of the vehicle is classified into one of a plurality of stages based on the accelerator opening degree of the vehicle (4), and the battery load guiding means (21, 51) follows the traveling route together with the load of the vehicle-mounted battery (7). The classification of the traveling state of the vehicle when traveling is also provided.
According to the route guidance system having the above configuration, it is possible to grasp the correspondence relationship between the user's vehicle operation and the load of the in-vehicle battery. For example, even in the section where the load of the in-vehicle battery is similarly specified to be high, the load of the in-vehicle battery becomes high due to excessive depression of the accelerator and the load of the in-vehicle battery even though the accelerator is hardly depressed. It becomes possible to identify the section in which the load is high (that is, the section in which the load on the vehicle-mounted battery is high based on factors other than the user's vehicle operation).

The sixth configuration is as follows.
The traveling route is a route that the own vehicle has traveled in the past, and the battery history acquisition means (21, 51) is used when the own vehicle travels on the traveling route and then travels on the traveling route. The battery history is acquired.
According to the route guidance system having the above configuration, the load of the in-vehicle battery generated when the vehicle travels on the travel route is easily grasped by the user by associating it with the travel route. Is possible. As a result, for example, it is possible to select a route for traveling while avoiding a section that gives a large load to the in-vehicle battery.

The seventh configuration is as follows.
The traveling route is a route on which the own vehicle is scheduled to travel in the future, and the battery history acquisition means (21, 51) is used when the own vehicle or another vehicle has traveled at least a part of the traveling route in the past. Acquires the battery history in.
According to the route guidance system having the above configuration, the load of the in-vehicle battery, which is expected to occur when the vehicle travels on the travel route, is made to correspond to the travel route in advance for the travel route to be traveled. It becomes possible for the user to easily grasp. As a result, for example, it is possible to select a route for traveling while avoiding a section that gives a large load to the in-vehicle battery.

1 Route guidance system 2 Probe center 3 Server device 4 Vehicle 5 Navigation device 7 In-vehicle battery 11 Server control ECU
21 CPU
12 Probe information DB
33 Navigation ECU
48 Battery history DB
51 CPU

Claims (9)

A travel route acquisition means for acquiring a travel route to be guided,
With respect to the in-vehicle battery that supplies electric power to the drive source of the vehicle, a battery history acquisition means for acquiring a battery history indicating a usage state of the in-vehicle battery when the vehicle has traveled in the past along the travel path, and a battery history acquisition means.
A route guidance system including a battery load guiding means for guiding the load of the vehicle-mounted battery generated when traveling along the traveling route together with the traveling route based on the battery history. Based on the battery history, it has a high load section specifying means for designating a section in which the load of the vehicle-mounted battery is equal to or higher than a predetermined reference when traveling on the traveling route as a high load section.
The route guidance system according to claim 1, wherein the battery load guidance means identifies and guides the high load section in the traveling route. The battery history includes at least one of the amount of temperature change of the in-vehicle battery and the amount of power consumption per unit time when the vehicle has traveled on the travel path in the past.
The route guidance system according to claim 2, wherein the high-load section specifying means specifies a section in which the amount of temperature change of the vehicle-mounted battery or the power consumption per unit time is equal to or greater than a threshold value as the high-load section. It has a charge count acquisition means for acquiring the charge count of the in-vehicle battery up to now.
The route guidance system according to claim 3, wherein the threshold value is set to a lower value as the number of charging times increases. The running state of the vehicle is classified into one of multiple stages based on the accelerator opening of the vehicle.
The route guidance system according to any one of claims 1 to 4, wherein the battery load guidance means also guides the classification of the traveling state of the vehicle when traveling along the traveling route together with the load of the vehicle-mounted battery. The travel route is a route that the own vehicle has traveled in the past.
The route guidance system according to any one of claims 1 to 5, wherein the battery history acquisition means acquires the battery history when the own vehicle travels on the travel route after the vehicle travels on the travel route. .. The travel route is a route that the own vehicle plans to travel in the future.
The route guidance system according to any one of claims 1 to 5, wherein the battery history acquisition means acquires the battery history when the own vehicle or another vehicle has traveled at least a part of the travel route in the past. A travel route acquisition means for acquiring a travel route to be guided,
With respect to the in-vehicle battery that supplies electric power to the drive source of the vehicle, a battery history acquisition means for acquiring a battery history indicating a usage state of the in-vehicle battery when the vehicle has traveled in the past along the travel path, and a battery history acquisition means.
A route guidance device including a battery load guiding means for guiding the load of the vehicle-mounted battery generated when traveling along the traveling route together with the traveling route based on the battery history. Computer,
A travel route acquisition means for acquiring a travel route to be guided,
With respect to the in-vehicle battery that supplies electric power to the drive source of the vehicle, a battery history acquisition means for acquiring a battery history indicating a usage state of the in-vehicle battery when the vehicle has traveled in the past along the travel path, and a battery history acquisition means.
Based on the battery history, a battery load guiding means for guiding the load of the vehicle-mounted battery generated when traveling along the traveling route together with the traveling route, and
A computer program to make it work.

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