WO2013137190A1

WO2013137190A1 - Charging management system, charging management method, and vehicle-mounted device

Info

Publication number: WO2013137190A1
Application number: PCT/JP2013/056629
Authority: WO
Inventors: 知野見　聡; 昌樹久野
Original assignee: 日産自動車株式会社
Priority date: 2012-03-12
Filing date: 2013-03-11
Publication date: 2013-09-19

Abstract

A vehicle-mounted system (1), a center device (2), or a schedule database (4) store the time that a vehicle can be charged, and a usage booking for which the scheduled usage start time for the vehicle, the scheduled usage finish time, and the destination are set. A charging management system: determines whether or not there is sufficient power for a first usage booking requirement, on the basis of an estimated power consumption amount on the basis of a destination set for a subsequent usage booking, and the time that the vehicle can be changed until the scheduled usage start time set to the first usage booking; and presents information recommending that the vehicle be charged by a vehicle-mounted battery during the period that the vehicle is being used by usage bookings before the subsequent usage booking.

Description

Charge management system, charge management method, and in-vehicle device

The present invention relates to a charge management system that manages charging of a vehicle, a charge management method, and an in-vehicle device.

Conventionally, as described in Patent Document 1 below, a charging device for an electric vehicle that reliably charges a shared vehicle is known. Patent Document 1 describes that even when a vehicle is present and the vehicle is not connected to a charging device even during a predetermined charging time period, a warning is issued to prevent forgetting to charge.

However, when the vehicle is shared by a plurality of users, there is a case where the remaining charge amount is insufficient only by charging the in-vehicle battery with the charger installed at the predetermined return position.

Therefore, the present invention has been proposed in view of the above-described circumstances, and an object thereof is to provide a charge management system, a charge management method, and an in-vehicle device that can suppress insufficient charging of a vehicle.

JP-A-10-262304

A charge management system, a charge management method, and an in-vehicle device according to an aspect of the present invention store a scheduled use start time of a vehicle, a scheduled use end time, a use reservation in which a destination is set, and a chargeable time of the vehicle. Then, it is determined whether or not the amount of power for the first use reservation is insufficient. When the amount of power of the first use reservation is insufficient, information recommending charging of the in-vehicle battery is presented during a period in which the vehicle is used by the second use reservation prior to the first use reservation.

FIG. 1 is a block diagram of a charge management system shown as the present embodiment. FIG. 2 is a flowchart showing an operation in the charge management system shown as the present embodiment. FIG. 3 is a flowchart showing an example of parking detection processing in the charge management system shown as the present embodiment. FIG. 4 is a flowchart showing another example of the parking detection process in the charge management system shown as the present embodiment. FIG. 5 is a flowchart showing another example of the parking detection process in the charge management system shown as the present embodiment. FIG. 6 is a flowchart showing another example of the parking detection process in the charge management system shown as the present embodiment. FIG. 7 is a flowchart showing an example of a determination process of whether or not charging is necessary in the charge management system shown as the present embodiment. FIG. 8 is a flowchart showing another example of the determination process of whether or not charging is necessary in the charge management system shown as the present embodiment. FIG. 9 is a diagram for explaining the operation of the charge management system shown as the present embodiment, where (a) shows the transition of the remaining charge of the comparative example, and (b) shows the transition of the remaining charge of the present embodiment. Show. 10A and 10B are diagrams for explaining the operation of the charge management system shown as the present embodiment. FIG. 10A shows a scene where charging is not recommended, and FIG. 10B shows a scene where charging is recommended. FIG. 11 is a diagram illustrating that in the charge management system shown as the present embodiment, information that recommends charging when parking for a long time is presented, and information that recommends charging is not presented when charging with an insufficient amount of power is completed. It is. FIG. 12 is another diagram showing that in the charge management system shown as the present embodiment, information that recommends charging when parking for a long stay time is presented and information that recommends charging is not presented when parking for a short stay time. is there.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

The charge management system shown as an embodiment of the present invention is configured as shown in FIG. This charge management system manages charging of a vehicle so that a plurality of users can use the vehicle jointly. This charging management system is configured by connecting a vehicle-mounted system (vehicle-mounted device) 1, a center device 2, a user terminal 3, and a schedule table database 4 to a network NW.

In this embodiment, the vehicle in this charge management system is an electric vehicle (EV). In order to charge this electric vehicle before traveling, it is necessary to secure the charging time of the in-vehicle battery. In addition, a destination such as a destination is set for this electric vehicle when a user makes a reservation for use. This electric vehicle is connected to a return (return) port provided in a predetermined parking area. This return port is a charging station for an electric vehicle. The electric vehicle is removed from the return port when the vehicle is rented, and is connected to the return port when the vehicle is returned.

The user terminal 3 is a personal computer, a mobile terminal, a mobile phone or the like. The user terminal 3 is connected to the center device 2 and the schedule table database 4 via a network NW such as the Internet. When connecting to the center device 2, the user terminal 3 displays a reservation screen on a display (not shown) according to the control of the center device 2. The user terminal 3 accepts various types of information according to user operations. The user terminal 3 receives a user ID, a desired vehicle type, a destination, a scheduled use start date / time (scheduled use start time), and a scheduled use end date / time (scheduled use end time). The user terminal 3 transmits the user ID, the desired vehicle type, the destination, the scheduled use start date and time, and the scheduled use end date and time to the center device 2 together with the electric vehicle use request. Moreover, the staying time in the destination may be set to the use reservation.

The center device 2 manages use reservations by a plurality of users for a plurality of electric vehicles. Center device 2 includes a vehicle reservation management unit 21 and a communication unit 22. The vehicle reservation management unit 21 is actually composed of a ROM, a RAM, a CPU, and the like, but functions that can be realized by the CPU performing processing according to a charge management program stored in the ROM will be described as blocks. To do. The communication unit 22 is a communication interface or the like that can communicate via the network NW.

The vehicle reservation management unit 21 transmits usage reservation information in which a user ID, a desired vehicle type, a destination, a scheduled usage start date and time, and a scheduled usage end date and time are set together with a request for using an electric vehicle from the user terminal 3. . The center device 2 determines whether or not there is an electric vehicle that meets the use conditions of the destination related to the use request, the scheduled use start date and time, and the scheduled use end date and time. When there is an electric vehicle that meets the usage conditions, the usage reservation is registered by storing the usage reservation. Thereby, in the center apparatus 2, a schedule including a plurality of use reservations arranged in time series is constructed for each vehicle.

Further, the center device 2 stores a scheduled use start time, a scheduled use end time, a use reservation in which a destination is set, and a vehicle chargeable time. The chargeable time of the electric vehicle is a period during which the electric vehicle is connected to the charger of the return port between use reservations that change in time. This chargeable time is approximately the value obtained by multiplying the chargeable amount per unit time by the period between the scheduled use end date and time set in the previous use reservation and the scheduled use start date and time set in the subsequent use reservation. It is.

The center device 2 calculates the amount of power for recommending charging of the on-vehicle battery. Based on the expected power consumption based on the destination set in the first (rear) use reservation and the chargeable time until the scheduled use start time set in the first use reservation, the center device 2 It is determined whether or not the amount of power for the first use reservation is insufficient. Further, the center device 2 is based on the estimated power consumption based on the destination set in the first (rear) use reservation and the chargeable time until the scheduled use start time set in the first use reservation. Then, the insufficient power amount of the first use reservation is calculated. This insufficient power amount is transmitted to the in-vehicle system 1 and stored by the scheduled use start date and time in the second use reservation before the first use reservation. Further, the insufficient power amount may be transmitted to the schedule table database 4 and stored as a recommended charge amount in the second (previous) use reservation.

The schedule table database 4 is constructed by a cloud service in which a user uses computer processing as a service via a network. The schedule table database 4 stores a schedule table constructed by the center device 2. The schedule database 4 transmits the schedule to the requesting device in response to a request from the center device 2, the user terminal 3, or the in-vehicle system 1. Further, the schedule table database 4 may store a recommended charge amount corresponding to the insufficient power amount calculated by the center device 2 for each use reservation.

The in-vehicle system 1 is in a period when the vehicle is used by the second (rear) use reservation in which the planned use end time is set before the planned use start time set in the first (rear) use reservation. Presents information that recommends charging the vehicle battery. Moreover, the vehicle-mounted system 1 may present the information recommending charging the insufficient electric energy of a vehicle-mounted battery.

The in-vehicle system 1 includes a communication unit 11, a vehicle sensor 12, a charger database 13, a parking lot database 14, a map database 15, a position acquisition unit 16, a position search unit 17, a route search unit 18, and a notification unit 19.

The communication unit 11 includes a communication interface that communicates with the center device 2 and the schedule table database 4 via the network NW.

The vehicle sensor 12 detects the remaining charge amount of the in-vehicle battery mounted on the electric vehicle.

The charger database 13 stores latitude and longitude information where a charger capable of charging an electric vehicle is installed.

The parking lot database 14 stores latitude and longitude information of parking lots where electric vehicles can be parked.

The map database 15 stores road link information indicating a road on which an electric vehicle can travel, road node information indicating an intersection, facility information indicating a type of a point, and the like.

The charger database 13, the parking lot database 14, and the map database 15 are stored in a server (not shown) connected to the in-vehicle system 1 via the network NW if the in-vehicle system 1 is accessible. It may be.

The position acquisition unit 16 includes, for example, a GPS receiver and the like, calculates current position information, and further acquires current time information.

The position search unit 17 receives a user operation and detects a position corresponding to the operation. When the operation of searching for the destination of the electric vehicle is received, the position search unit 17 refers to the map database 15 and searches for the position of the destination of the electric vehicle. When an operation for searching for a parking lot in the vicinity of the electric vehicle is received, the position search unit 17 refers to the parking lot database 14 and searches for a position of the parking lot close to the current position information of the electric vehicle.

The route search unit 18 receives a destination setting operation by the user, and refers to the map database 15 to search for a recommended route from the current position of the electric vehicle to the destination.

The notification unit 19 includes a display that presents various information, a speaker, and the like. In particular, the notification unit 19 presents information that recommends charging the in-vehicle battery for a subsequent use reservation subsequent to the current use (presentation means). The notification unit 19 also provides insufficient power for the subsequent use reservation. Information that recommends charging the amount can also be presented (presentation means).

In addition, the in-vehicle system 1 may store a use reservation (storage means), as with the center device 2. Furthermore, the in-vehicle system 1, similarly to the center device 2, expects power consumption based on the destination set in the first (rear) use reservation and the scheduled use start time set in the first use reservation. It may be determined whether or not the amount of power required for the first use reservation is insufficient based on the available charging time. Furthermore, the in-vehicle system 1 may calculate an insufficient power amount of the first usage reservation (calculation means).

In such an in-vehicle system 1, reservation information is transmitted from the center device 2 via the network NW. This reservation information includes a user ID, a scheduled use start date and time, and a scheduled use end date and time. The user of the electric vehicle places the IC card on an IC card reader (not shown) mounted on the vehicle after the scheduled use start date and time. The IC card reader reads the user ID stored in the IC card, and when it matches the user ID included in the reservation information, controls the key device to open the key.

In addition, the in-vehicle system 1 is connected (returned) to the port (return position) by the scheduled end date of use of the electric vehicle. After the use is completed, the IC card is put on the IC card reader. The in-vehicle system 1 recognizes that the electric vehicle has been returned to the port from the current position information, and notifies the center device 2 that it has been returned.

Next, with reference to FIG. 2, an explanation will be given of the operation recommended to charge the user of the electric vehicle by the above-described charging management system.

First, in step S1, the in-vehicle system 1 detects whether the electric vehicle is about to stop to park in the parking lot. The details of the electric vehicle parking detection process will be described later with reference to FIGS.

In the next step S2, the in-vehicle system 1 determines whether or not the electric vehicle is about to stop at the parking lot based on the result of the parking detection process in step S1. If the electric vehicle is about to stop at the parking lot, the process proceeds to step S3. If not, the process returns to step S1.

In step S3, the in-vehicle system 1 determines whether charging by an electric vehicle is necessary. The details of the determination process of whether or not charging is necessary will be described later with reference to FIGS.

In the next step S4, the in-vehicle system 1 determines whether or not the electric vehicle needs to be charged based on the result of the determination process of whether or not charging is required in step S3. If the electric vehicle needs to be charged, the process proceeds to step S5, and if not, the process returns to step S1.

In step S5, the in-vehicle system 1 uses the notification unit 19 to present information that recommends charging to the user of the electric vehicle. In addition, you may show required recommended charge amount to the information which recommends this charge. Moreover, the vehicle-mounted system 1 may present the information which recommends charge, for example, when the parking brake which stops an electric vehicle is operated. In addition, the presentation method may be displayed on a vehicle-mounted display, or sound may be output from a speaker.

Next, the parking detection process in step S1 described above will be described.

3, first, in step S11, the position acquisition unit 16 acquires current position information of the electric vehicle.

In the next step S12, the position search unit 17 of the in-vehicle system 1 refers to the map database 15 and collates the type of the current position acquired in step S11. This type is information such as a parking lot.

In the next step S13, the in-vehicle system 1 determines whether or not the type of the current position is a parking lot as a result of the process in step S12. If the type of the current position is a parking lot, the process proceeds to step S14; otherwise, the process returns to step S11.

In step S14, the in-vehicle system 1 determines that the electric vehicle is currently parked in the parking lot.

As described above, according to this in-vehicle system 1, when the acquired current position is a parking lot stored in the parking lot database 14, parking of the vehicle is detected. Thereby, according to the vehicle-mounted system 1, charging can be recommended to the user only when the electric vehicle is parked. When charging is necessary, for example, frequent recommendation of charging during traveling can be suppressed.

In the parking detection process shown in FIG. 4, first, in step S 21, the in-vehicle system 1 determines whether or not a destination for route search is input by the route search unit 18. At this time, the in-vehicle system 1 determines whether or not the destination information is stored by the route search unit 18. If it is determined that the destination has been input, the process proceeds to step S22. If not, the process ends.

In step S 22, the in-vehicle system 1 acquires the current position information of the electric vehicle by the position acquisition unit 16.

In step S23, the in-vehicle system 1 determines whether or not the current position acquired in step S22 by the position search unit 17 is around the destination determined to have been input in step S21. For example, the position search unit 17 determines that the electric vehicle is located around the destination when the current position is within a range of several tens of meters from the destination. Further, the position search unit 17 may determine that the current position of the electric vehicle is around the destination that the electric vehicle is traveling toward the destination. If it is determined that the current position of the electric vehicle is around the destination, the process proceeds to step S24, and if not, the process ends.

In step S24, the in-vehicle system 1 determines that the electric vehicle is parked after arrival at the destination.

As described above, according to this in-vehicle system 1, when it is detected that the acquired current position is around the destination set in the use reservation, parking of the vehicle is detected. Thereby, according to the in-vehicle system 1, it is possible to recommend charging of the in-vehicle battery to the user only when the electric vehicle is parked. When charging is necessary, for example, frequent recommendation of charging during traveling can be suppressed.

The parking detection process shown in FIG. 5 first determines in step S31 whether or not the parking lot has been searched by the route search unit 18 of the in-vehicle system 1. At this time, the in-vehicle system 1 accepts a user's operation such as a button, and determines whether or not a parking lot has been searched as a peripheral facility. If it is determined that a parking lot has been searched, the process proceeds to step S32. If not, the process ends.

In step S32, the in-vehicle system 1 determines that the electric vehicle is parked after that because the user is about to park the electric vehicle in the parking lot.

As described above, according to the in-vehicle system 1, when an operation for searching for a parking lot by a user is detected, parking of the vehicle is detected. Thereby, according to the vehicle-mounted system 1, charging can be recommended to the user only when the electric vehicle is parked. When charging is necessary, for example, frequent recommendation of charging during traveling can be suppressed.

The parking detection process shown in FIG. 6 first accesses the schedule table database 4 by the communication unit 11 of the in-vehicle system 1 in step S41. At this time, the in-vehicle system 1 transmits a schedule download request including the ID of the electric vehicle, the user ID, and the like to the schedule table database 4.

In the next step S42, the in-vehicle system 1 acquires from the schedule table database 4 a schedule table that matches the electric vehicle ID and user ID. The in-vehicle system 1 determines whether or not the current destination has been acquired from the use reservation included in the acquired schedule. If it is determined that the current destination has been acquired, the process proceeds to step S43. If not, the process ends.

In step S43, the position acquisition unit 16 of the in-vehicle system 1 acquires current position information of the electric vehicle.

In the next step S44, the in-vehicle system 1 determines whether or not the current position acquired in step S43 by the position search unit 17 is near the destination acquired in step S42. For example, the position search unit 17 determines that the electric vehicle is located near the destination when the current position is within a range of several tens of meters from the destination. Further, the position search unit 17 may determine that there is a high possibility of arrival at the destination at the scheduled time as scheduled. If it is determined that the current position of the electric vehicle is near the destination, the process proceeds to step S45, and if not, the process returns to step S43.

In step S45, the in-vehicle system 1 determines that the electric vehicle is parked after arrival at the destination. In addition, the in-vehicle system 1 determines that parking is performed thereafter when the scheduled time approaches the scheduled time.

As described above, according to this in-vehicle system 1, when it is detected that the acquired current position is around the destination set in the use reservation, parking of the vehicle is detected. Thereby, according to the vehicle-mounted system 1, charging can be recommended to the user only when the electric vehicle is parked. When charging is necessary, for example, frequent recommendation of charging during traveling can be suppressed.

Next, the process for determining whether or not charging is necessary in step S3 will be described.

7, first, in step S51, the vehicle sensor 12 of the in-vehicle system 1 acquires the remaining charge amount of the in-vehicle battery.

In the next step S52, the in-vehicle system 1 determines whether or not the remaining charge amount of the in-vehicle battery acquired in step S51 is less than a threshold value. This threshold value may be a preset value (for example, SOC is 20%), and varies based on the distance from the current position of the electric vehicle to the destination or the distance from the current position of the electric vehicle to the return position. You may let them. If it is determined that the remaining charge is less than the threshold, the process proceeds to step S53, and if not, the process proceeds to step S54.

In step S53, the in-vehicle system 1 presents information recommending charging of the electric vehicle to the user by the notification unit 19. On the other hand, in step S54, the in-vehicle system 1 does not recommend charging by the notification unit 19.

As a result, according to this charge management system, it is possible to present information that recommends charging of an electric vehicle when the remaining charge of the on-vehicle battery is low, and it is necessary without frequently bothering because charging is recommended frequently. Charging can be recommended depending on Although it is possible to tell to always charge when parking is detected, the in-vehicle system 1 can suppress the recommended number of times.

Further, it is desirable that the determination process for determining whether charging is necessary presents information that recommends charging when there is a charger around the position to be parked obtained by the parking detection process. For this purpose, the in-vehicle system 1 acquires the current position of the electric vehicle by the position acquisition unit 16 and refers to the charger database 13 in which the position of the charger is stored. Then, when the current position of the electric vehicle is around the charger stored in the charger database 13, information recommending charging of the in-vehicle battery or information recommending charging the insufficient power amount of the subsequent use reservation is provided. Present. Thereby, according to this in-vehicle system 1, it is necessary to detect the parking of the electric vehicle, and the electric vehicle needs to be charged. Further, when the charger exists, the charging can be recommended, and the vehicle is moved to the charger for parking. Can be made. Moreover, according to this vehicle-mounted system 1, you may include the position of a charger in the information which recommends charging. Furthermore, the vehicle-mounted system 1 may change the parking position of the electric vehicle to a position where the charger exists by the route search unit 18. For example, when there is a charger on the third floor of the multilevel parking lot, information such as “Please connect to the charger on the third floor” can be included in the information that recommends charging.

8, first, in step S61, the vehicle sensor 12 of the in-vehicle system 1 acquires the remaining charge P1 of the in-vehicle battery.

In the next step S62 to step S65, the in-vehicle system 1 determines whether or not the amount of power necessary for the first (rear) use reservation is insufficient. In the next step S62, the in-vehicle system 1 estimates the power consumption P2 that the electric vehicle consumes to travel to the return port. At this time, the in-vehicle system 1 estimates the power consumption P2 based on the distance from the current position to the destination, the average travel speed, the power consumption per unit distance, and the like.

In the next step S63, the in-vehicle system 1 estimates the chargeable power amount P3 that can be charged from the scheduled use end date / time in the current use reservation to the scheduled use start date / time in the next use reservation. This chargeable power amount P3 is calculated by calculating the amount of charge per unit time of the charger from the scheduled use end date / time in the current use reservation to the scheduled use start date / time in the next use reservation. Estimate by multiplying.

In the next step S64, the in-vehicle system 1 calculates an expected power consumption P4 consumed by the next use reservation. At this time, the in-vehicle system 1 calculates the predicted power consumption P4 based on the destination information set for the next use reservation. For example, the predicted power consumption P4 is calculated based on the moving distance according to the position of the return port or the destination and the power consumption per unit distance.

In the next step S65, the in-vehicle system 1 determines whether or not the insufficient power amount obtained by subtracting the power consumption amount P2 and the chargeable power amount P3 from the remaining charge amount P1 acquired in step S61 is equal to or less than the predicted power consumption amount P4. Determine whether. This insufficient power amount is a shortage of the power amount necessary for the next use reservation. If it is determined that the insufficient power amount is equal to or less than the predicted power consumption P4, the process proceeds to step S66, and if not, the process returns to step S67.

In step S66, the in-vehicle system 1 presents information recommending charging of the electric vehicle to the user by the notification unit 19. As a result, the in-vehicle system 1 charges the in-vehicle battery during a period in which the vehicle is used by the current use reservation in which the scheduled use end time is set before the scheduled use start time set in the subsequent use reservation. Information recommending charging, or information recommending charging the amount of insufficient power can be presented. On the other hand, in step S 67, the in-vehicle system 1 does not recommend charging by the notification unit 19.

In addition, in the determination process of whether or not charging is necessary, it is desirable to present information recommending charging when there is a charger around the position to be parked obtained by the parking detection process, as in FIG. . For this purpose, the in-vehicle system 1 acquires the current position of the electric vehicle by the position acquisition unit 16 and refers to the charger database 13 in which the position of the charger is stored. Then, when the current position of the electric vehicle is around the charger stored in the charger database 13, information recommending charging of the in-vehicle battery or information recommending charging the insufficient power amount of the subsequent use reservation is provided. Present. Thereby, according to this in-vehicle system 1, it is necessary to detect the parking of the electric vehicle, and the electric vehicle needs to be charged. Further, when the charger exists, the charging can be recommended, and the vehicle is moved to the charger for parking. Can be made. Moreover, according to this vehicle-mounted system 1, you may include the position of a charger in the information which recommends charging. Furthermore, the vehicle-mounted system 1 may change the parking position of the electric vehicle to a position where the charger exists by the route search unit 18. For example, when there is a charger on the third floor of the multilevel parking lot, information such as “Please connect to the charger on the third floor” can be included in the information that recommends charging.

Furthermore, this in-vehicle system 1 may present in the information recommending charging that there is a possibility that insufficient power may occur in the next usage reservation, and it is desirable to charge in the current usage.

As described above, according to this charging management system, for example, as shown in FIG. 9, charging can be performed for the next use reservation. For example, it is assumed that the remaining charge of the in-vehicle battery for the next use reservation needs to be 90% or more.

9A shows a comparative example in which charging is not recommended for the next usage reservation in the previous usage reservation. In this comparative example, the remaining charge amount at the start of use of the previous use reservation is 100%, and the remaining charge amount is reduced by 30% by traveling (going) to the destination, and traveling from the destination to the return port. (Return) further reduces the remaining charge by 30%. Further, only 30% of the remaining charge can be charged depending on the chargeable power amount from the scheduled use end date and time of the previous use reservation to the scheduled use start date and time of the next use reservation. Therefore, in the comparative example, a power shortage of 20% occurs in the remaining charge for the next use reservation.

On the other hand, the charge management system shown as this embodiment detects parking by the parking detection process when the remaining charge is reduced by 30% due to traveling (going) to the destination, and determines whether or not charging is necessary in FIG. By processing, it is possible to present information that recommends charging with a remaining charge of 20% or more. As a result, the charger installed in the parking lot at the destination can charge 21% with the remaining charge. After that, even if the remaining charge level further decreases by 30% and the remaining charge level reaches 61% due to travel from the destination to the return port (return), the next use reservation will be started from the scheduled use end date and time of the previous use reservation. Depending on the amount of chargeable power up to the scheduled use start date and time, the remaining charge can be increased to 91% by the scheduled use start date and time of the next use reservation. Thereby, the charge management system can suppress the power shortage due to the travel of the next use reservation.

Furthermore, this charging management system does not present information that recommends charging even if charging can be performed when a sufficient amount of power is charged in the in-vehicle battery by the next use reservation. For example, as shown in FIG. 10A, in the use reservation n, the remaining charge at the time of parking is 8 kwh, the power consumption up to the return port is 3 kwh, and the chargeable power is 3 kwh. To do. On the other hand, the power consumption of the next usage reservation n + 1 is 5 kwh. In this case, the remaining charge amount of 8 kwh can be secured at the scheduled use start date and time of the next use reservation n + 1. Therefore, even if the vehicle-mounted system 1 detects parking in the use reservation n, it does not present information that recommends charging.

On the other hand, as shown in FIG. 10 (b), the charge management system has a remaining charge of 9 kwh at the time of parking in the use reservation n, a power consumption of 3 kwh up to the return port, and a chargeable power Let the amount be 3 kwh. On the other hand, the power consumption of the next usage reservation n + 1 is 10 kwh. In this case, there is only a remaining charge of 9 kwh at the scheduled use start date and time of the next use reservation n + 1. Therefore, when the in-vehicle system 1 detects parking in the use reservation n, it presents information that recommends charging.

Furthermore, this charging management system may switch whether or not to present information recommending charging according to the stay time at the destination. For example, as shown in FIG. 11, it is assumed that the use reservation n includes two destinations and the stay times at the destinations are different. In this case, the in-vehicle system 1 downloads the schedule for use reservation n from the schedule table database 4 and acquires the stay time at each destination. The in-vehicle system 1 refers to the stay time in the parking P 1 and the stay time in the parking P 2, and determines that the insufficient power amount can be charged by the stay time in the parking P 1. The in-vehicle system 1 presents information recommending charging when detecting parking corresponding to the staying time in the parking P1. Thereby, the vehicle-mounted system 1 charges the insufficient power amount with the stay time in the parking P1. The in-vehicle system 1 does not present information that recommends charging even when parking is detected when the stay time in the next parking P2 is reached.

Contrary to FIG. 11, even when there is a parking period P 1 of a short stay time that cannot be charged with an insufficient amount of electric power first, and then there is a long parking period P 2 that can be charged with an insufficient electric power amount, FIG. Thus, in the previous parking P1, charging is not recommended, and information that recommends charging is presented when the next parking P2 is detected.

As described above, according to this charge management system, information that recommends charging is presented only when charging with an insufficient amount of power is possible according to the stay time of the previous use reservation.

The above embodiment is an example of the present invention. For this reason, the present invention is not limited to the above-described embodiment, and various modifications can be made depending on the design and the like as long as the technical idea according to the present invention is not deviated from this embodiment. Of course, it is possible to change.

The entire contents of Japanese Patent Application No. 2012-054598 (filing date: March 12, 2012) are incorporated herein by reference.

According to the present invention, the information recommending that the in-vehicle battery be charged during the period in which the vehicle is used by the second usage reservation before the first usage reservation is used for the insufficient power amount of the first usage reservation. Therefore, insufficient charging of the vehicle can be suppressed.

DESCRIPTION OF SYMBOLS 1 In-vehicle system 2 Center apparatus 3 User terminal 4 Schedule table 11 Communication part 12 Vehicle sensor 13 Charger database 14 Parking lot database 15 Map database 16 Location acquisition part 17 Position search part 18 Route search part 19 Notification part 21 Vehicle reservation management Part 22 Communication Department

Claims

The scheduled use start time of the vehicle, the scheduled use end time, the use reservation in which the destination is set, the chargeable time of the vehicle are stored, the expected power consumption based on the destination set in the first use reservation, and the first A charge management device that determines whether or not the amount of power required for the first use reservation is insufficient based on the chargeable time until the scheduled use start time set in the one use reservation;
The scheduled use end time is set before the scheduled use start time set in the first use reservation when the power management apparatus has insufficient power amount for the first use reservation. And a vehicle-mounted device that presents information recommending that the vehicle-mounted battery be charged during a period in which the vehicle is being used according to the use reservation.
The charge management device is configured based on the estimated power consumption based on the destination set in the first use reservation and the chargeable time until the scheduled use start time set in the first use reservation. Calculate the power shortage of 1 usage reservation,
The said in-vehicle apparatus is provided with the information which recommends charging the said insufficient electric energy in the period using the vehicle by the said 2nd use reservation. Charge management system.
The in-vehicle device includes position acquisition means for acquiring the current position of the vehicle, and charger position storage means for storing the position of the charger,
The present invention presents information that recommends charging the in-vehicle battery when the current position acquired by the position acquisition means is around the charger stored in the charger position storage means. The charge management system according to 1.
The said in-vehicle device is provided with parking detection means for detecting parking of a vehicle, and presents information recommending that the in-vehicle battery is charged when parking is detected by the parking detection means. 3. The charge management system according to 3.
The in-vehicle device includes position acquisition means for acquiring the current position of the vehicle, and parking lot position storage means for storing the position of the parking lot,
The said parking detection means detects parking of a vehicle, when the present position acquired by the said position acquisition means is a parking lot memorize | stored in the said parking lot position storage means. Charge management system.
The in-vehicle device includes search means for searching for a parking lot in response to an operation of a vehicle user,
The charge management system according to claim 4, wherein the parking detection unit detects parking of the vehicle when the search unit detects an operation of searching for a parking lot by a user of the vehicle.
The in-vehicle device includes position acquisition means for acquiring a current position of the vehicle,
5. The parking detection unit detects parking of a vehicle when detecting that the current position acquired by the position acquisition unit is around a destination set in the use reservation. Charge management system as described in.
Set the stay time at the destination in the use reservation,
The in-vehicle device presents information recommending that the insufficient power amount is charged when the insufficient power amount can be charged according to the stay time, and the insufficient power amount can be charged according to the stay time. The charging management system according to claim 7, wherein information recommending that the amount of insufficient power is charged is not presented.
Storing the scheduled use start time of the vehicle, the scheduled use end time, the use reservation set at the destination, and the chargeable time of the vehicle;
Electric power required for the first use reservation based on the expected power consumption based on the destination set in the first use reservation and the chargeable time until the scheduled use start time set in the first use reservation Determining whether the amount is insufficient,
When the amount of power required for the first use reservation is insufficient, the vehicle is set by the second use reservation in which the scheduled use end time is set before the scheduled use start time set in the first use reservation. And a step of presenting information recommending that the in-vehicle battery be charged during a period in which the battery is used.
Storage means for storing the scheduled use start time of the vehicle, the scheduled use end time and the use reservation set with the destination, and the chargeable time of the vehicle;
Necessary for the first use reservation based on the expected power consumption based on the destination set in the first use reservation and the chargeable time until the scheduled use start time set in the first use reservation. A calculation means for determining whether the amount of electric power is insufficient,
When the amount of power required for the first use reservation is insufficient, the vehicle is set by the second use reservation in which the scheduled use end time is set before the scheduled use start time set in the first use reservation. An in-vehicle device comprising: presentation means for presenting information that recommends charging the in-vehicle battery during a period of using the in-vehicle battery.