JP2021129459A - Charging management system, charging management method, and charging management program - Google Patents

Abstract

To obtain a charging management system that enables effective utilization of surplus capacity of charging capacity in a charging system for charging a mobile object planned to be regularly operated.SOLUTION: A charging management system 30 is provided which manages the charging of a charging system enabling charging of a plurality of first mobile objects planned to be regularly operated and moving using electricity as an energy source, the charging management system 30 comprises: a second plan creation unit 33 that creates a second charging schedule including a charging schedule of a second mobile object that has lower charging priority than that of a first mobile object and moves using electricity as an energy source on the basis of a first charging schedule which is the charging schedule of the first mobile object; and a plan presentation unit 34 that presents the charging schedule for each second mobile object on the basis of the second charging schedule.SELECTED DRAWING: Figure 2

Description

The present disclosure relates to a charge management system, a charge management method, and a charge management program capable of charging a plurality of moving objects having a storage battery and scheduled to be operated regularly.

In recent years, electric vehicles have become widespread. In the future, it is expected that full-scale electric vehicles will be used for commercial vehicles such as buses and trucks. Furthermore, it is expected that not only automobiles but also all moving objects such as trains, airplanes, and ships will be equipped with storage batteries and use electricity as energy.

When the mobile body for business use is equipped with a storage battery, the business operator needs to determine the charging schedule in consideration of the electricity charge and the like because the storage battery of a large number of mobile bodies will be charged. Patent Document 1 describes a technique for creating a charging schedule so that the evaluation function becomes suitable by using the cost borne by the operator, the presence or absence of excess of the contracted power, etc. as the evaluation function in the charging system for charging the route bus. It is disclosed.

Japanese Unexamined Patent Publication No. 2016-226091

The charging system installed for charging a mobile body for business use such as a fixed-route bus has a plurality of charging ports and can charge a plurality of mobile bodies at the same time. On the other hand, mobiles that are scheduled to operate regularly are mainly charged outside the time of regular operation. For example, the charging of a fixed-route bus is mainly done at night. For this reason, the charging system installed for charging the route bus may not be used for charging at all during the daytime, or only a part of the chargeable power that can be charged is used for charging during the daytime. It is assumed that there will be some surplus power in the charging capacity. In this way, the charging capacity of the charging system may not be effectively utilized only by charging the route bus. Although the above-mentioned Patent Document 1 describes the optimization of the charging schedule of the route bus itself, it does not disclose a method of effectively utilizing the surplus capacity of the charging capacity.

The present disclosure has been made in view of the above, and an object of the present disclosure is to obtain a charge management system capable of effectively utilizing the surplus capacity of the charging capacity in a charging system for charging a mobile body whose regular operation is planned. do.

In order to solve the above-mentioned problems and achieve the object, the charge management system according to the present disclosure charges a charging system capable of charging a plurality of first moving bodies whose regular operation is planned and moves using electricity as an energy source. A second charging management system that manages electricity based on the first charging schedule, which is the charging schedule of the first moving body, and has a lower charging priority than the first moving body and moves using electricity as an energy source. It is provided with a planning unit that creates a second charging schedule including the charging schedule of the moving body. The charge management system further includes a plan presentation unit that presents a charge schedule for each second mobile unit based on the second charge schedule.

According to the present disclosure, there is an effect that the surplus capacity of the charging capacity in the charging system for charging the moving body whose regular operation is planned can be effectively utilized.

The figure which shows the charge management system which concerns on Embodiment 1 and the charge system which is the management target of this charge management system. The figure which shows the configuration example of the charge management system of Embodiment 1. The figure which shows an example of the parking place of the vehicle of Embodiment 1. The figure which shows the configuration example of the user terminal of Embodiment 1. The figure which shows the configuration example of the computer system which realizes the charge management system of Embodiment 1. A flowchart showing an example of a charge management processing procedure in the charge management system of the first embodiment. The figure which shows the configuration example of the user information of Embodiment 1. The figure which shows an example of the 1st charge schedule of Embodiment 1. The figure which shows an example of the charging equipment information of Embodiment 1. The figure which shows an example of the 2nd charge schedule of Embodiment 1. The figure which shows an example of the charging schedule notified to each vehicle of Embodiment 1. The figure which shows an example of the operation plan of Embodiment 1. The figure which shows an example of the movement information of Embodiment 1. The figure which shows an example of the return timetable included in the movement information of Embodiment 1. The figure which shows an example of the plan change about the high priority vehicle of Embodiment 1. The figure which shows the configuration example of the whole system including the charge management system of Embodiment 2. The figure which shows the configuration example of the charge management system of Embodiment 2. The figure which shows the configuration example of the navigation provider system of Embodiment 2. Chart diagram showing an example of the route guidance processing procedure of the second embodiment Diagram showing a configuration example of a neural network The figure which shows an example of the route candidate displayed by the user terminal of Embodiment 2. A flowchart showing an example of a route candidate determination processing procedure in the navigation provider system of the second embodiment. The figure which shows an example of the peripheral equipment information of Embodiment 2. The figure which shows an example of the delivery information of Embodiment 2. The figure which shows an example of the delivery history information of Embodiment 2.

Hereinafter, the charge management system, the charge management method, and the charge management program according to the embodiment will be described in detail with reference to the drawings. It should be noted that the present invention is not limited to this embodiment.

Embodiment 1.
FIG. 1 is a diagram showing a charge management system according to the first embodiment and a charge system to be managed by the charge management system. As shown in FIG. 1, the charging system 1 of the present embodiment is a charging facility capable of charging vehicles 5-1 and 5-2 having a storage battery for a mobile body. Vehicles 5-1 and 5-2 are an example of a first mobile body that moves using electricity as an energy source. The charge management system 30 is a charge management device that manages the charge in the charge system 1. Hereinafter, when vehicles 5-1 and 5-2 are not individually distinguished, they are also referred to as vehicle 5. Hereinafter, an example in which the vehicle 5 is a bus will be described, but the vehicle 5 is not limited to the bus and may be any vehicle whose regular operation is planned. The vehicle 5 may be, for example, a commercial truck, a taxi, a commercial ordinary vehicle, or the like. Further, in the following description, the vehicle 5 will be described as an example of a mobile body whose regular operation is planned, but the charging system 1 of the present embodiment is used for charging other mobile bodies such as trains, airplanes, and ships. Is also applicable. Further, the moving body is not limited to the one that moves only by electric energy, and may move by using both electric energy and other energy sources such as gasoline in combination.

The charging system 1 is operated by, for example, a business operator who manages the operation of the vehicle 5. The charging system 1 of the present embodiment is installed in a parking lot of the vehicle 5, a business establishment of a business operator managing the vehicle 5, a station of the vehicle 5, and the like. Each vehicle 5 operates according to a predetermined operation plan. Unlike buses, trucks, taxis, and ordinary automobiles for business use do not have detailed operation plans, but business hours are set according to each, and each vehicle 5 runs along with this. A possible time zone will be set. Therefore, commercial vehicles such as trucks, taxis, and ordinary commercial vehicles, which have fixed business hours, are also included in the mobiles for which regular operation is planned.

The charging system 1 of the present embodiment is installed to charge the vehicle 5, specifically, the storage battery of the vehicle 5, but not only the vehicle 5, but also the vehicle 6-, which is an electric vehicle of a general user. It is also possible to charge 1, 6-2. Vehicles 6-1 and 6-2 are, for example, ordinary automobiles equipped with a storage battery, but may be a minibus or the like. Vehicles 6-1 and 6-2 are examples of a second mobile body that moves using electricity as an energy source. The second mobile body may move by using both electric energy and other energy sources such as gasoline in combination. When the vehicle 5 is a bus, the vehicle 5 operates mainly in the daytime and is charged at night. Therefore, in the time zone when the vehicle 5 is used for operation, the charging capacity of the charging system 1 has a surplus capacity. In the present embodiment, the surplus capacity of the charging capacity in the charging system 1 is effectively utilized by making it possible to charge the vehicles 6-1 and 6-2 of a general user by using such a surplus capacity. The user terminals 7-1 and 7-2 are terminals that can be used by the user corresponding to the vehicles 6-1 and 6-2, respectively. The user terminals 7-1 and 7-2 may be car navigation systems installed in the vehicles 6-1 and 6-2, respectively, may be mobile terminals such as smartphones and tablets, and may be the user's home. It may be a personal computer installed in the like.

Hereinafter, when the vehicles 6-1 and 6-2 are not individually distinguished, they are also described as a vehicle 6, and when the user terminals 7-1 and 7-2 are not individually distinguished, they are also described as a user terminal 7. Although FIG. 1 shows two vehicles 5 and two vehicles 6, the number of vehicles 5 and 6 that can be charged by the charging system 1 of the present embodiment is not limited to two, respectively. The charging system 1 can charge a plurality of vehicles 5 at the same time within a predetermined constraint range, and can charge different vehicles 5 for each time zone. Similarly, the charging system 1 can charge a plurality of vehicles 6 at the same time within a predetermined constraint range, and can charge different vehicles 6 for each time zone. It is also possible to charge one or more vehicles 5 and one or more vehicles 6 at the same time within a defined constraint range. Hereinafter, when the charging target of the charging system 1 is indicated and the vehicle 5 and the vehicle 6 are not distinguished, it is simply described as a vehicle.

In the present embodiment, the priority is used to determine the usage plan of the charging system 1 which is the charging facility based on the attribute information of the vehicle. Here, the vehicle attribute information includes information indicating whether or not the vehicle is owned by the administrator of the charging system 1. The administrator of the charging system 1 may be a business operator or the like that owns the charging system 1 by itself, or may be a business operator or the like that owns the charging system 1 by leasing. Further, the owned vehicle may be a vehicle owned by the administrator of the charging system 1 or a vehicle owned by a lease. Vehicle attribute information is used to determine whether the priority is high or low. For example, in the attribute information of the vehicle, if it is "owned vehicle", the priority of the vehicle is set high, and conversely, if it is "not owned vehicle", the priority of the vehicle is set low. The vehicle 5 described above is a vehicle owned by the administrator of the charging system 1, and the vehicle 6 is not a vehicle owned.

As shown in FIG. 1, the charging system 1 includes a plurality of chargers, a charger 10-1 to 10-n, a converter 41, a switch 50-1 to 50-n, and a charging terminal 11-1-1 to 1. It includes 11-1-3, ..., 11-n-1 to 11-n-3, a storage battery 20, a storage battery power conditioner (hereinafter abbreviated as PCS) 21, and a photovoltaic power generation facility 22. n is an integer of 2 or more. Hereinafter, when the chargers 10-1 to 10-n, the charging terminals 11-1-1 to 11-1-3, ..., 11-n-1 to 11-n-3 are not individually distinguished, they are respectively. The charger 10 and the charging terminal 11 are also described. Here, a configuration example in which the DC bus 40 is used in the charging system 1 will be described, but a configuration example in which the DC bus 40 is used is an example. The charging system 1 does not include the converter 41 and the charger 10- The configuration may be such that AC power is supplied to 1 to 10-n. Further, the charging system 1 does not have to include the storage battery 20, the storage battery PCS21, and the solar power generation facility 22. The charging system 1 is not limited to the configuration example shown in FIG. 1, and may have any configuration as long as it includes a plurality of chargers capable of charging the vehicle.

Three-phase AC power is supplied to the charging system 1 from the power system 2 managed by the power company via the transformer 3. The transformer 3 transforms the three-phase AC power supplied from the power system 2 and supplies it to the converter 41. The converter 41 performs AC (Alternating Current) / DC (Direct Current) conversion that converts the three-phase alternating current power supplied from the power system 2 into direct current power via the transformer 3, and converts the direct current power into the direct current bus 40. Supply. The electric power system 2 managed by the electric power company is also simply referred to as a system below. The charger 10-1 to 10-n and the storage battery PCS21 are connected to the DC bus 40.

In the present embodiment, as shown in FIG. 1, the corresponding switchers 50-1 to 50-n are connected to the chargers 10-1 to 10-n, respectively. The switching devices 50-1 to 50-n are connected to the chargers 10-1 to 10-n, respectively, and are connected to a plurality of charging terminals 11. Specifically, the switch 50-i (i is an integer from 1 to n) is connected to the charging terminals 11-i-1 to 11-i-3, and the connection destination of the charger 10-i is connected. It is possible to switch to any one of the charging terminals 11-i-1 to 11-i-3. When the switch 50-1 to 50-n is not individually distinguished, it is described as the switch 50. Although FIG. 1 shows an example in which each switch 50-1 to 50-n is connected to three charging terminals 11, the charging terminal 11 to which each switch 50-1 to 50-n is connected is shown. The number of is not limited to three. Further, the number of charging terminals 11 connected to the switch 50-1 to 50-n does not have to be the same, and the number of charging terminals 11 connected by the switch 50 may be different.

The charging terminal 11 has a joining cable for connecting to the vehicle when charging the vehicle. Therefore, the charging terminal 11 corresponds to a charging port when charging the vehicle. The junction cable has a function as a power supply line for transmitting electric power and a function as a communication line for performing communication. The charging terminal 11 can communicate with the vehicle via the joining cable. The charging terminal 11 acquires information on the storage battery of the connected vehicle from the vehicle by the communication. The information about the storage battery installed in the vehicle is charging on / off information for determining the start and end of charging, the voltage value specified when charging the storage battery, and the remaining amount information indicating the remaining amount of the storage battery. It includes SOC (State Of Charge), which is also called a rate. The charger 10 transmits at least a part of the information acquired from the vehicle via the charging terminal 11 to the charging management system 30. For example, the charger 10 notifies the charge management system 30 of the SOC of the storage battery acquired from the vehicle.

The charger 10 of the present embodiment has a function of performing DC / DC conversion that converts DC power supplied from the DC bus 40 into DC power for charging a storage battery mounted on a vehicle. Specifically, the charger 10 performs DC / DC conversion according to charging on / off information obtained from the vehicle via the charging terminal 11, a voltage value specified when charging the storage battery, and the like, and converts the converted DC power. , Can be supplied to the storage battery of the vehicle via the corresponding switch 50 and the charging terminal 11.

In the present embodiment, the switching devices 50-1 to 50-n switch the charging terminal 11 connected to the corresponding charger 10 based on the instruction from the charging management system 30. As a result, the number of chargers 10 can be suppressed, and a plurality of vehicles can be smoothly charged without having to reconnect to another vehicle after charging is completed.

The photovoltaic power generation facility 22 can convert sunlight into electric energy and output the electric energy as DC power. The storage battery 20 can store the DC power output from the photovoltaic power generation facility 22. The storage battery PCS 21 is a control device that charges and discharges the storage battery 20. The storage battery PCS 21 charges and discharges the storage battery 20 based on the charge / discharge command received from the charge management system 30. The storage battery PCS 21 has a function of supplying the DC power output from the storage battery 20 to the DC bus 40 when the storage battery 20 is discharged. Further, the storage battery PCS 21 also has a function of charging the storage battery 20 using the DC power supplied from the DC bus 40. The storage battery 20 can supply the electric power generated by the photovoltaic power generation facility 22 to the chargers 10-1 to 10-n by storing the electric power in itself and discharging the stored electric power. The vehicle 5 is mainly operated in the daytime and is often charged at night. When a large number of vehicles 5 are charged at the same time, the electric power supplied from the electric power system 2 to the charging system 1 becomes very large, which may exceed the contracted electric power or the upper limit value requested by the electric power company. In the present embodiment, the electric power generated by the photovoltaic power generation facility 22 is stored in the storage battery 20, and the electric power stored in the storage battery 20 is used for charging at night to charge from such a power system 2. The peak value of the power supplied to the system 1 can be suppressed.

In the charging system 1 shown in FIG. 1, the converter 41 converts the three-phase AC power into DC power and supplies it to the charger 10, but the charging system 1 is not limited to this, and the charging system 1 converts the converter 41 into electric power. Instead of each charger 10, a charger having a function of converting three-phase AC power into DC power and supplying power to the vehicle may be used. In this case, the storage battery PCS21 also has a function of converting the three-phase AC power to the DC power and converting the DC power to the three-phase AC power.

When the vehicle 5 is a large vehicle such as a bus or a truck, the storage battery capacity of the vehicle 5 is large, and the number of vehicles 5 to be charged is also large, so that the electric power required for charging is a large value. Therefore, it is important for the business operator to suppress the power loss from the viewpoint of energy saving and cost control. As shown in FIG. 1, when the converter 41 converts the three-phase AC power into DC power and supplies it to the charger 10, each charger converts the three-phase AC power into DC without providing the converter 41. Compared with the case of converting to electric power, the electric power loss is reduced, energy saving and cost reduction can be achieved.

Further, in the charging system 1 shown in FIG. 1, the charger 10 is connected to a plurality of charging terminals 11 via the switch 50, but the present invention is not limited to this, and each charger 10 does not use the switch 50. May be connected to one charging terminal 11 each.

Further, although not shown, a DC load may be connected to the DC bus 40. Further, although not shown, a stationary storage battery that is not connected to the photovoltaic power generation facility may be provided. In this case, a storage battery PCS that controls charging / discharging of the stationary storage battery is connected to the DC bus 40, and the stationary storage battery is connected to the storage battery PCS.

Further, FIG. 1 illustrates an example in which the charging system 1 includes a storage battery 20, a storage battery PCS21, and a solar power generation facility 22, but the charging system 1 is not limited to this, and the charging system 1 includes a storage battery 20, a storage battery PCS21, and solar power. The power generation facility 22 may not be provided.

Further, in the present embodiment, an example in which the charger 10 charges the storage battery of the vehicle will be described, but the charger 10 may further have a function of discharging the storage battery of the vehicle. That is, the charger 10 may be a charger / discharger.

Next, the charge management system 30 of the present embodiment will be described. The charge management system 30 can communicate with the user terminals 7-1 and 7-2 and the operation management system 8 via the network 4, respectively. The operation management system 8 is a device that manages the operation plan of the vehicle 5. The communication between the charge management system 30 and the operation management system 8 may be wired communication or wireless communication. Further, the communication path between the charge management system 30 and the operation management system 8 may be composed of a wired communication path and a wireless communication path. Similarly, the communication between the charge management system 30 and the user terminals 7-1 and 7-2 may be wired communication or wireless communication. Further, the communication path between the charge management system 30 and the user terminals 7-1 and 7-2 may be composed of a wired communication path and a wireless communication path. Further, the charge management system 30 can communicate with the charger 10, the switch 50, and the storage battery PCS 21. This communication may also be wireless communication or wired communication.

The charge management system 30 has a function as a so-called EMS (energy management system). The charge management system 30 creates a first charge schedule for charging the vehicle 5 based on the operation plan acquired from the operation management system 8, and the chargers 10-1 to 10 according to the created first charge schedule. -N and the storage battery PCS21 can be controlled. The vehicle 5 is charged by one of the electric power supplied from the electric power system 2 to the charging system 1, that is, the electric power purchased from the electric power company, the electric power discharged from the storage battery 20, and the electric power generated by the solar power generation facility 22. It is done using one or more. Therefore, the first charging schedule also includes the charging / discharging schedule of the storage battery 20.

When the user of the vehicle 6 wants to charge with the charging system 1, he / she operates the user terminal 7 to cause the user terminal 7 to send a charging request to the charging management system 30. The charge management system 30 refers to the first charge schedule, and creates a second charge schedule, which is a charge schedule of the vehicle 6, when the charge capacity of the charge system 1 has a surplus in the time zone in which the charge is requested. The charge management system 30 transmits the charge schedule of the vehicle 6 to the corresponding user terminal 7. The user moves the vehicle 6 to the charging system 1 according to the charging schedule received by the user terminal 7. As a result, the user can charge the vehicle 6 with the charging system 1. The user pays the charging fee to the business operator that manages the charging system 1. The method of collecting the charge from the user by the business operator may be any method, the user may pay directly to the operator or the like assigned by the business operator according to the amount of charge, or the user may use a credit card or the like. Payment may be made electronically.

Further, when the user charges the vehicle 6, the charge management system 30 of the charging system 1 determines whether the connected vehicle 6 is the correct vehicle 6, that is, whether the vehicle 6 corresponds to the second charging schedule. You may check if. As will be described later, in the vehicle 6, the corresponding charging terminal 11 is determined in response to the charging request. The charge management system 30 acquires information for confirming the vehicle 6, uses this information to determine whether or not the vehicle 6 is consistent with the second charging schedule, and if it is consistent, the charge management system 30 determines whether or not the vehicle 6 is consistent. , Charging using the charging terminal 11 may be permitted. As a method of confirming the vehicle 6, for example, a user, that is, a driver, holds a mobile terminal such as an IC card or a smartphone over a reader, recognizes the vehicle number of the vehicle 6 with a camera, or uses a charging cable from the vehicle 6 itself. There is a method of acquiring the identification information of the vehicle 6, but the confirmation method of the vehicle 6 is not limited to these and may be any method.

FIG. 2 is a diagram showing a configuration example of the charge management system 30 of the present embodiment. As shown in FIG. 2, the charge management system 30 includes a communication unit 31, a plan creation unit 39, a plan presentation unit 34, a movement information presentation unit 35, a command generation unit 36, and a storage unit 37. The planning unit 39 includes a first planning unit 32 and a second planning unit 33. The communication unit 31 communicates with the operation management system 8, the user terminal 7, the charger 10, the switch 50, the storage battery PCS, and the like. The communication unit 31 receives the operation plan of the vehicle 5 from the operation management system 8 and stores the received operation plan in the storage unit 37. When the communication unit 31 receives the charge request information from the user terminal 7, the communication unit 31 stores the charge request information in the storage unit 37 as user information together with the identification information of the user terminal 7.

The first planning unit 32 creates a first charging schedule, which is a charging schedule for charging the vehicle 5, based on the operation plan of the vehicle 5, and stores the created first charging schedule in the storage unit 37. .. Any method may be used as a specific method for creating the first charging schedule. The first planning unit 32 creates the first charging schedule in consideration of, for example, the electricity charge, the operation plan, the contracted electric power, the upper limit value requested by the electric power company, and the like. Specifically, the first planning unit 32 states that, for example, the electric power supplied from the electric power system 2 to the entire charging system 1 does not exceed the contracted electric power or the upper limit value requested by the electric power company, and the cost is suppressed. Under the conditions, the charging terminal 11 for charging each vehicle 5 and the charging period are determined so that each vehicle 5 can be charged in a time zone when the operation is not planned in the operation plan. When the vehicle 5 is a bus, the vehicle 5 is often used for operation during the time zone from the first train to the last bus. During this time period, the vehicle 5 that is not in operation may be charged, but the vehicle 5 is mainly charged at night between the end of the last operation of the day and the first train of the next day. ..

The second plan creation unit 33 creates the second charging schedule based on the first charging schedule. Specifically, the second planning unit 33 charges the vehicle 6 corresponding to the user terminal 7 from which the charging request information is transmitted, based on the first charging schedule stored in the storage unit 37 and the user information. A second charging schedule including the schedule is created and stored in the storage unit 37. As will be described later, when the second planning unit 33 receives the charging request information including the information indicating the range of the desired charging period from the user terminal 7 corresponding to the vehicle 6, the vehicle corresponding to the charging request information. Generate a second charging schedule to allocate a charging period to 6. The second charging schedule includes the first charging schedule and the charging schedule of the vehicle 6 corresponding to the user terminal 7 that is the source of the charging request. The charging schedule of the vehicle 6 includes a charging terminal 11 for charging the vehicle 6 and a charging period. The charging terminal 11 is associated with a parking place in which each vehicle parks for charging in the charging system 1. Since the user of the vehicle 6 is a customer for the operator of the charging system 1, the second planning unit 33 may, for example, create a second charging schedule from the viewpoint of convenience of the user of the vehicle 6. , The charging terminal 11 corresponding to the vehicle 6 is determined so that the parking place of the vehicle 6 is in a position where it is easy to park. Further, the vehicle 5 is larger than the vehicle 6, and it is preferable from the viewpoint of user safety that the user of the vehicle 6 avoids moving in the vicinity of the parking place of the vehicle 5 as much as possible. Therefore, the first plan creation unit 32 and the second plan creation unit 33 have charging terminals 11 corresponding to the vehicle 5 and the vehicle 6 so that the parking place of the vehicle 5 and the parking place of the vehicle 6 are separated as much as possible. It is desirable to determine.

FIG. 3 is a diagram showing an example of a parking place for the vehicle 5 and the vehicle 6 according to the present embodiment. In the example shown in FIG. 3, the vehicle 6-1 is parked in the parking place P1 near the vehicle entrance / exit, charged using the charging terminal 11-1-1, and the vehicle is in the parking place P5 farther from the vehicle entrance / exit than the parking place P1. The parking place of each vehicle is determined so that 5-1 is parked and charged using the charging terminal 11-2-1. For example, during times when vehicle 6-1 is planned to be charged by the charging system 1, parking locations P1 to P4 shown in FIG. 3 are assigned for vehicle 6, and parking locations P5 and P6 are assigned for vehicle 5. The parking place of the vehicle 6 and the parking place of the vehicle 5 are separated.

Since the main purpose of the charging system 1 is to charge the vehicle 5, the charging of the vehicle 5 is basically prioritized over the charging of the vehicle 6. That is, the vehicle 6 has a lower charging priority than the vehicle 5. Therefore, the vehicle 5 is a high-priority vehicle in which charging is preferentially performed, and the vehicle 6 is a low-priority vehicle having a lower charging priority than the vehicle 5. On the other hand, even if the parking place of the vehicle 5 is changed when the vehicle 5 is charged, no problem will occur as long as the vehicle 5 can be charged so as not to affect the operation plan of the vehicle 5. Therefore, if the vehicle 5 is prioritized with respect to the charging time and the vehicle 6 is prioritized with respect to the parking place, the convenience of the user of the vehicle 6 can be improved without affecting the operation of the vehicle 5.

Here, an example in which the second charging schedule includes the first charging schedule will be described, but the second charging schedule may include the charging schedule of the vehicle 6 and corresponds to the user terminal 7 that is the source of the charging request. It may include only the charging schedule of the vehicle 6 to be used.

The plan presentation unit 34 presents a charging schedule for each vehicle 6 based on the second charging schedule. Specifically, the plan presenting unit 34 sets the charging schedule of the vehicle 6 corresponding to the user terminal 7 of the source of the charging request to the user of the vehicle 6 based on the second charging schedule stored in the storage unit 37. Present. In addition, the plan presentation unit 34 presents the parking place of the vehicle 6 at the time of charging to the user together with the charging schedule. Specifically, the plan presenting unit 34 transmits the charging schedule and parking location of the vehicle 6 corresponding to the user terminal 7 to the user terminal 7 that is the transmission source of the charging request via the communication unit 31. As a result, the user can grasp the charging schedule and the parking place of the vehicle 6 via the user terminal 7.

The movement information presenting unit 35 presents to the user information about the moving means that can be used by the user while the vehicle 6 is being charged as movement information. Specifically, the movement information presenting unit 35 generates movement information based on the operation plan and the second charging schedule, stores the movement information in the storage unit 37, and transfers the movement information to the user terminal 7 via the communication unit 31. Send. As a result, the user can grasp the movement information. The movement information includes the departure time of the vehicle 5 departing from the installation location of the charging system 1. Details of the movement information will be described later.

The command generation unit 36 generates a command for charging or discharging each of the charger 10 and the storage battery PCS21 based on the second charging schedule, and issues the generated charge / discharge command to the corresponding charger 10 and the storage battery. It is transmitted to the PCS 21 via the communication unit 31. When the second schedule does not include the first charging schedule, the command generation unit 36 charges or discharges each of the charger 10 and the storage battery PCS 21 based on the first charging schedule and the second charging schedule. Is generated, and the generated charge / discharge command is transmitted to the corresponding charger 10 and the storage battery PCS 21 via the communication unit 31.

Among the components shown in FIG. 2, the second plan creation unit 33, the plan presentation unit 34, the movement information presentation unit 35, and the storage unit 37 provide charging information for providing information on the charging service to the user of the vehicle 6. The providing device 38 is configured. Here, the charging management system 30 has both a function as an EMS that manages and controls the charger 10 and the storage battery PCS 21 of the charging system 1 for charging the vehicle 5, and a function as a charging information providing device 38. An example of providing will be described. Not limited to this, the EMS that manages and controls the charger 10 and the storage battery PCS 21 of the charging system 1 for charging the vehicle 5 and the charging information providing device 38 may be configured as separate systems. In this case, the EMS includes a communication unit 31, a first planning unit 32, a command generation unit 36, and a storage unit. The first charging schedule created by the first planning unit 32 is stored in the EMS storage unit. Further, the charging information providing device 38 acquires the first charging schedule from the EMS and stores it in the storage unit 37.

Next, the user terminal 7 will be described. FIG. 4 is a diagram showing a configuration example of the user terminal 7 of the present embodiment. The user terminal 7 includes a communication unit 71, a reception unit 72, an information presentation unit 73, and a storage unit 74. The reception unit 72 receives input from the user. The reception unit 72 receives, for example, input of charging request information, which is information related to charging of the vehicle 6, from the user, and stores the received information in the storage unit 74. The charging request information includes information such as a time zone in which the user wants to charge the battery.

The communication unit 71 communicates with other devices. For example, the communication unit 71 transmits the charge request information stored in the storage unit 74 to the charge management system 30. Further, when the communication unit 71 receives the charging schedule of the vehicle 6 from the charging management system 30, the communication unit 71 stores the charging schedule in the storage unit 74.

The information presentation unit 73 presents the charging schedule stored in the storage unit 74 to the user. For example, the information presentation unit 73 may present the charging schedule to the user by displaying the charging schedule, may present the charging schedule to the user by voice, or present the charging schedule to the user by display and voice. May be good.

Next, the hardware configuration of the charge management system 30 will be described. The charge management system 30 is specifically realized by a computer system. FIG. 5 is a diagram showing a configuration example of a computer system that realizes the charge management system 30 of the present embodiment. As shown in FIG. 5, this computer system includes a control unit 101, an input unit 102, a storage unit 103, a display unit 104, a communication unit 105, and an output unit 106, which are connected via a system bus 107. There is. The charge management system 30 may be realized by one computer system or may be realized by a plurality of computer systems.

In FIG. 5, the control unit 101 is, for example, a CPU (Central Processing Unit) or the like. The control unit 101 executes a charge management program in which the charge management method of the present embodiment is described. The input unit 102 is composed of, for example, a keyboard, a mouse, and the like, and is used by a user of a computer system to input various information. The storage unit 103 includes various memories such as RAM (Random Access Memory) and ROM (Read Only Memory) and a storage device such as a hard disk, and is a necessary program obtained in the process of a program and processing to be executed by the control unit 101. Store data etc. The storage unit 103 is also used as a temporary storage area for the program. The display unit 104 is composed of an LCD (liquid crystal display panel) or the like, and displays various screens to a user of a computer system. Further, a touch panel or the like in which the input unit 102 and the display unit 104 are integrated may be used. The communication unit 105 is a communication circuit or the like that performs communication processing. The communication unit 105 may be composed of a plurality of communication circuits corresponding to a plurality of communication methods. The output unit 106 is an output interface that outputs data to an external device such as a printer or an external storage device. Note that FIG. 5 is an example, and the configuration of the computer system is not limited to the example of FIG.

Here, an operation example of the computer system until the charge management program of the present embodiment becomes executable will be described. In the computer system having the above-described configuration, for example, a charge management program is stored from a CD-ROM or DVD-ROM set in a CD (Compact Disc) -ROM drive or DVD (Digital Versatile Disc) -ROM drive (not shown). It is installed in part 103. Then, when the charge management program is executed, the charge management program read from the storage unit 103 is stored in the storage unit 103. In this state, the control unit 101 executes the process as the charge management system 30 of the present embodiment according to the program stored in the storage unit 103. For example, the charge management program presents the charge management system 30 with a first step of creating a second charge schedule based on the first charge schedule and a charge schedule for each vehicle 6 based on the second charge schedule. The second step and are executed.

In the above description, a program describing processing in the charge management system 30 is provided using a CD-ROM or a DVD-ROM as a recording medium, but the present invention is not limited to this, and a computer system configuration and a provided program are provided. Depending on the capacity and the like, for example, a program provided by a transmission medium such as the Internet via the communication unit 105 may be used.

The first plan creation unit 32, the second plan creation unit 33, the plan presentation unit 34, the movement information presentation unit 35, and the command generation unit 36 shown in FIG. 2 are realized by the control unit 101 of FIG. The storage unit 37 shown in FIG. 2 is a part of the storage unit 103 shown in FIG. The communication unit 31 shown in FIG. 2 is realized by the communication unit 105 shown in FIG.

The user terminal 7 is also realized by a computer system as illustrated in FIG. The reception unit 72 shown in FIG. 4 is realized by the input unit 102 and the control unit 101 of FIG. The storage unit 74 shown in FIG. 4 is a part of the storage unit 103 shown in FIG. The communication unit 71 shown in FIG. 4 is realized by the communication unit 105 shown in FIG. The information presentation unit 73 shown in FIG. 4 is realized by the control unit 101 and the display unit 104. When the information presenting unit 73 presents the charging schedule to the user by voice, the computer system that realizes the user terminal 7 further includes a device for emitting voice such as a speaker. As described above, the user terminal 7 may be a personal computer, a car navigation system, a smartphone, a tablet, or the like.

Next, the details of the operation of the charge management system 30 of the present embodiment will be described. FIG. 6 is a flowchart showing an example of the charge management processing procedure in the charge management system 30 of the present embodiment. In addition to the processing of FIG. 6, the first planning unit 32 appropriately generates a first charging schedule and stores it in the storage unit 37. For example, the first planning unit 32 creates a first charging schedule for the next day at a predetermined time every day and stores it in the storage unit 37. The created first charging schedule may be changed according to the situation of the day. For example, the first planning unit 32 may change the first charging schedule on the day according to the SOC of the storage battery acquired from the vehicle 5 via the charging terminal 11 and the charger 10.

As shown in FIG. 6, the charge management system 30 determines whether or not the charge request information has been received from the user terminal 7 (step S1). When the charge request information is not received from the user terminal 7 (step S1 No), the charge management system 30 repeats step S1. When the charge management system 30 receives the charge request information from the user terminal 7 (step S1 Yes), the charge management system 30 updates the user information with the received charge request information (step S2). Specifically, in step S1, the communication unit 31 determines whether or not the charging request information has been received from the user terminal 7, and when the charging request information is received, the reception time of the charging request information and the transmission source user The charging request information is output to the second plan creation unit 33 together with the identification information. Then, in step S2, the second plan creation unit 33 updates the user information of the storage unit 37 based on the received charge request information and the reception time. The charging request information includes information for identifying the user of the user terminal 7 (user ID (IDentifier)) and information indicating a range of a desired charging period. The user ID may be the identification information of the vehicle 6, the ID assigned to the user, or the identification information of the user terminal 7. When the user ID is an ID assigned to the user, for example, the ID is determined at the time of registration for use in the charging system 1.

The desired charging period for the vehicle 6 is indicated by, for example, a desired scheduled warehousing time and a desired scheduled warehousing time. As will be described later, since the charge management system 30 allocates the charging period to each vehicle 6 within the desired charging period for charging the vehicle 6, if the charging period is set to be wider, the charging period can be assigned. Sexuality increases. Therefore, the desired charging period may be set longer than the period during which the actual charging is performed.

FIG. 7 is a diagram showing a configuration example of user information according to the present embodiment. In the example shown in FIG. 7, the user information includes a user ID, a reception time, a scheduled warehousing time, and a scheduled warehousing time. The user ID is included in the charging request information described above. In the example shown in FIG. 7, the user ID is assumed to be the identification information of the vehicle 6, and the low priority vehicles # 1 to # 3 indicate the identification information of the vehicles 6-1 to 6-3, respectively. As described above, the scheduled warehousing time and the scheduled warehousing time indicate the charging period desired by the user, and are included in the charging request information. The reception time is the time when the charge request information is received. In the present embodiment, the processes after step S4, which will be described later, are carried out based on the charge request information received within a certain period of time. The fixed period is, for example, 30 minutes, 1 hour, and the like, but is not limited thereto. Therefore, the user information includes information corresponding to the charging request information received in this fixed period. The user information may be cleared at regular intervals, or may not be cleared at regular intervals and may include past information. In the latter case, in the process of step S4, the information corresponding to the latest fixed period is referred to.

Returning to the description of FIG. After step S2, the second planning unit 33 determines whether or not the charging request acceptance period has expired (step S3). In the present embodiment, as described above, the charge management system 30 performs the processes after step S4 based on the charge request information received in a certain period of time. Therefore, the period for accepting a charge request corresponds to a fixed period for one charge. For example, when the fixed period is 30 minutes, the second planning unit 23 determines that the acceptance period has ended when 30 minutes have passed from the start of acceptance of the charging request. Here, the charging request is accepted at regular intervals, but the present invention is not limited to this, and the acceptance period may be set irregularly.

If the charging request acceptance period has not expired (step S3 No), the process from step S1 is repeated. When the charging request acceptance period ends (step S3 Yes), the second planning unit 33 determines the high-priority vehicle and the low-priority vehicle based on the first charging schedule which is the charging schedule of the high-priority vehicle and the user information. A second charging schedule, which is a charging schedule, is created (step S4). At this time, the second planning unit 33 creates a second charging schedule so as to charge the low priority vehicle in a time zone in which the charging capacity is sufficient with reference to the first charging schedule.

FIG. 8 is a diagram showing an example of the first charging schedule of the present embodiment. As shown in FIG. 8, the first charging schedule includes information indicating the vehicle to be charged for each of the charger 10 and the charging terminal 11 in each time zone. For example, in the example shown in FIG. 8, it is shown that the high priority vehicle # 1 is scheduled to be charged using the charging terminal # 1 connected to the charger # 1 from 0:00 to 1:00. .. Charger # 1 is identification information indicating charger 10-1. Similarly, the charger #i (i = 1, 2, ..., N) is identification information indicating the charger 10-i. The high priority vehicle # j (j is a natural number) is the identification information of the vehicle 5-j. Note that FIG. 8 is an example, and the format of the first charging schedule is not limited to the example shown in FIG. Further, although not shown, the first charging schedule may include charging power for charging each vehicle.

In step S4, the second planning unit 33 refers to the first charging schedule, and for each information included in the user information corresponding to each user, from the scheduled warehousing time to the scheduled warehousing time in the order of earliest reception time. It is determined whether there is a time zone during which the charger 10 is not used. Then, when there is a time zone in which the charger 10 is not used in the time zone from the scheduled warehousing time to the scheduled warehousing time, the time zone is determined as the charging period of the corresponding user's vehicle 6. The second planning unit 33 similarly charges the user's vehicle 6 corresponding to the information whose reception time is earlier than the second, except for the period already determined to be the charging period of another user's vehicle 6. Determine the period. Here, the charging period is assigned in the order in which the charging request information is received, that is, on a first-come-first-served basis, but the second planning unit 33 corresponds to the charging request information received within a certain period. The charging period may be assigned to the user's vehicle 6 according to a predetermined rule. For example, the charging time equal to the vehicle 6 of all users corresponding to the charge request information received within a certain period may be allocated, or the weighting may be performed according to a predetermined weighting coefficient for each user's vehicle 6. And allocate the charging time. Further, when determining the charging terminal 11 to be used for charging each vehicle 6, the second planning unit 33 may also consider the parking place based on the charging equipment information stored in the storage unit 37.

FIG. 9 is a diagram showing an example of charging equipment information of the present embodiment. The charging equipment information is stored in advance in the storage unit 37. The charging equipment information is information indicating the correspondence between the charger 10, the charging terminal 11, and the parking place. Since the charging equipment information indicates the correspondence between the charging terminal 11 and the parking place, the second planning unit 33 preferentially assigns the charging terminal 11 corresponding to the parking place near the doorway to the vehicle 6. It is assumed that the second planning unit 33 holds information indicating which parking place is close to the doorway. For example, the second planning unit 33 may hold information in which the parking place identification information is arranged in the order in which the parking place is closer to the doorway. Alternatively, as described above, when the parking places of the vehicle 5 and the vehicle 6 are separated, the parking place to be assigned to the vehicle 6 may be determined in advance.

FIG. 10 is a diagram showing an example of a second charging schedule according to the present embodiment. As shown in FIG. 10, the second charging schedule includes information indicating the vehicle to be charged for each of the charger 10 and the charging terminal 11 in each time zone. As described above, since the charging terminal 11 and the parking position are associated with each other by the charging equipment information, the second planning unit 33 is assigned to each vehicle 6 based on the second charging schedule and the charging equipment information. You can know the parking place. This parking place is also included in the charging schedule of each vehicle 6 notified to the user terminal 7 in step S11 or the like described later.

FIG. 11 is a diagram showing an example of a charging schedule notified to each vehicle 6 of the present embodiment. In the example shown in FIG. 11, the charging schedule notified to each vehicle 6 includes information indicating a user ID, a charging start time, a charging end time, a parking place, and a charging terminal (charging port ID).

Returning to the description of FIG. After step S4, the second planning unit 33 determines whether or not there is a low priority vehicle that cannot provide a charging opportunity (step S5). That is, the second planning unit 33 determines whether or not there is a vehicle 6 for which the charging period has not been assigned in step S4 among the vehicles 6 corresponding to the user who is the source of the charging request information received during the current reception period. To judge.

When there is no low-priority vehicle that cannot provide a charging opportunity (step S5 No), the movement information presenting unit 35 creates movement information for each user based on the second charging schedule and the operation plan (step S9). The movement information is information about the transportation means provided to the user of the vehicle 6 while the vehicle 6 is being charged by the charging system 1. In step S9, specifically, for each low-priority vehicle in which the second planning unit 33 provides a charging opportunity to the movement information presenting unit 35, that is, a low-priority vehicle to which the charging period is assigned, the charging period is sent to the movement information presenting unit 35. Notify. Based on the notification from the second planning unit 33 and the operation plan, the movement information presenting unit 35 waits for each low priority vehicle after the start time of the charging period and the allowable time elapses from the start time of the charging period. In the meantime, a timetable showing the departure time of the vehicle 5 departing from a place such as a business vehicle where the charging system 1 is installed or a place near the place where the charging system 1 is installed is generated as movement information. , The movement information is stored in the storage unit 37. The permissible time may be determined in any way, but is, for example, about 30 minutes. The movement information presenting unit 35 may generate a timetable for each destination of the vehicle 5, or may acquire a desired destination from the user in advance and generate a timetable for the destination. For example, the charging request information may include the user's desired destination.

FIG. 12 is a diagram showing an example of an operation plan of the present embodiment. As shown in FIG. 12, the operation plan stores a route, a main waypoint, a departure time, and an arrival time for each identification information indicating the vehicle 5, that is, for each vehicle 5. In FIG. 12, for the sake of clarity, the route, departure time, and arrival time are indicated for each vehicle 5, but the format may indicate which vehicle 5 is used for each route. ..

FIG. 13 is a diagram showing an example of movement information of the present embodiment. FIG. 13 shows an example of movement information presented to the user of vehicle 6-1 when the charging schedule shown in FIG. 11 is assigned to vehicle 6-1 (low priority vehicle # 1). As shown in FIG. 11, the vehicle 6-1 is assigned a charging period from 10:00 to 13:00. In this case, the movement information presenting unit 35 will show the timetable of the vehicle 5 departing from the business office where the charging system 1 is installed after 10:00 as the movement information. In the example shown in FIG. 13, the movement information indicates the departure time, the arrival time for each destination, and the vehicle 5 to be used. In FIG. 13, the destination includes not only the destination that is the end point of the route of the bus itself but also the main waypoints in the middle of the route. In the example shown in FIG. 13, since the user's desired destination is not known in advance, the movement information includes a timetable for a plurality of destinations. However, when the user's desired destination is known in advance, It suffices if the timetable corresponding to the destination is shown.

In addition, the movement information may include a timetable for returning from each destination to a business office or the like where the charging system 1 is installed. That is, the movement information may include a timetable indicating the departure time when the vehicle 5 departing from each destination and returning to the installation location of the charging system 1 departs from the destination. FIG. 14 is a diagram showing an example of a return timetable included in the movement information of the present embodiment. FIG. 14 shows a timetable for returning when the destination is station A. When there are a plurality of destination candidates, the movement information presenting unit 35 creates a timetable shown in FIG. 14 for each destination and includes it in the movement information. For example, the movement information presenting unit 35 creates a timetable of the vehicle 5 scheduled to return from the destination for each destination before the end time of the charging period of the vehicle 6 based on the operation plan, and includes the timetable in the movement information. back. Here, an example is shown in which both the timetable for the destination and the timetable for the return are included in the movement information so that the user can select the timetable in consideration of the round-trip movement. May be transmitted to the user terminal 7 first. In this case, the user terminal 7 accepts the destination selection from the user and transmits the accepted result to the charge management system 30. Then, the movement information presenting unit 35 may transmit the return timetable of the selected destination to the user terminal 7.

By confirming the information shown in FIGS. 13 and 14, the user can make a plan to move from the installation location of the charging system 1 to shop, eat and drink, etc. while charging the vehicle 6. Further, since the movement is performed using the vehicle 5 for this movement, the user pays the fare of the vehicle 5 to the business operator who operates the vehicle 5, that is, the business operator who manages the charging system 1. As a result, the business operator can obtain not only the profit from the charging service of the vehicle 6 but also the profit from increasing the number of passengers in the vehicle 5.

Returning to the description of FIG. After step S9, the movement information presenting unit 35 determines whether or not there is a user who cannot provide the transportation means (step S10). Specifically, the movement information presenting unit 35 is a charging system among the vehicles 6 to which the charging period is assigned in step S4, during the period from the start time of the charging period to the permissible time after the start time of the charging period. When there is no vehicle 5 departing from a place near the place where 1 is installed, it is determined that the transportation means cannot be provided to the user corresponding to the vehicle 6. If the user's desired destination is known in advance, the movement information presenting unit 35 departs for the destination after the start time of the charging period and between the start time of the charging period and the allowable time. If there is no vehicle 5, it is determined that the means of transportation cannot be provided.

When there is no user who cannot provide the moving means (step S10 No.), the charging schedule and the moving information are notified to the user terminal 7 (step S11), and the charging management system 30 ends the process. Specifically, in step S11, the movement information presenting unit 35 notifies the end of the generation of the movement information, and when the plan presenting unit 34 receives the notification, the charging schedule corresponding to each vehicle 6 to which the charging period is assigned is received. Is obtained using the second charging schedule and charging equipment information. Then, the plan presentation unit 34 transmits the obtained charging schedule and movement information for each vehicle 6 to the corresponding user terminal 7 via the communication unit 31.

In step S5, when there is a low priority vehicle that cannot provide a charging opportunity (step S5 Yes), the charge management system 30 determines whether or not the charging schedule of the high priority vehicle can be changed (step S6). Specifically, the second planning unit 33 notifies the first planning unit 32 that there is a low priority vehicle that cannot provide a charging opportunity. Then, the first planning unit 32 can change the charging schedule in order to charge the vehicle 6 in consideration of the electricity charge, the operation plan, the contracted electric power, the upper limit value requested by the electric power company, and the like. Determine if there is.

When the charging schedule of the high priority vehicle can be changed (step S6 Yes), the charging management system 30 changes the first charging schedule (step S7) and repeats the process from step S4. For example, when the charge management system 30 has a vehicle 5 that is planned to be charged within the charging period desired by the user of the vehicle 6, the vehicle 5 does not affect the operation plan even if the charging period is changed. The first charging schedule is changed so as to change the charging period of the vehicle 5. As a result, the charging period can be assigned to the vehicle 6. In this way, when the charging management system 30 cannot allocate the charging period to the vehicle 6 corresponding to the user terminal 7 from which the charging request information is transmitted, the charging management system 30 changes the first charging schedule if it can be changed.

Further, when the charging schedule of the high priority vehicle cannot be changed (step S6 No), the charging management system 30 cannot charge the corresponding user terminal 7, that is, the user terminal 7 corresponding to the vehicle 6 to which the charging period has not been assigned. Notifying that there is (step S8), the process proceeds to step S9. Specifically, in step S8, the second plan creation unit 33 transmits a notification indicating that charging is not possible to the corresponding user terminal 7 via the communication unit 31.

In step S10, when there is a user who cannot provide the means of transportation (step S10 Yes), the charge management system 30 determines whether or not the operation plan of the high priority vehicle can be changed (step S12). Specifically, the movement information presenting unit 35 notifies the first planning unit 32 that there is a user who cannot provide the moving means. Then, the first planning unit 32 can change the operation plan in order to provide the user of the vehicle 6 with a means of transportation in consideration of the operation plan, the electricity charge, the contracted electric power, the upper limit value requested by the electric power company, and the like. It is determined whether or not there is a vehicle 5. For example, it is assumed that there is a vehicle 5 scheduled to be on standby in the charging system 1 between the start time of the charging period of the vehicle 6 and the allowable time. At this time, even if the first plan creation unit 32 changes the operation plan of the vehicle 5 so as to operate the vehicle 5 in order to provide a means of transportation for the user of the vehicle 6, the operation plan of the vehicle 5 may be changed to another operation plan or the like. If it does not affect, it is judged that the operation plan of the high priority vehicle can be changed. Further, for example, it is assumed that there is a vehicle 5 scheduled to be charged by the charging system 1 between the start time of the charging period of the vehicle 6 and the allowable time. At this time, even if the first plan creation unit 32 changes the operation plan and the charging period so as to operate the vehicle 5 in order to provide a means of transportation for the user of the vehicle 6, another operation is performed. If the conditions such as contract power or upper limit are satisfied without affecting the plan, it is judged that the operation plan of the high priority vehicle can be changed. In this way, when it is necessary to change the charging period due to the change in the operation plan, the first planning unit 32 determines whether or not the charging period can be changed.

When the operation plan of the high priority vehicle can be changed (step S12 Yes), the first plan creation unit 32 changes the operation plan (step S13), and the process from step S4 is repeated. In step S13, when it is necessary to change the charging period of the vehicle 5, the first planning unit 32 changes not only the operation plan but also the first charging schedule. Here, an example of changing the operation plan when the means of transportation cannot be provided to the user has been described. Not limited to this, when the destination desired by the user has been acquired from the user terminal 7, the vehicle 6 departing from the installation location of the charging system 1 to the destination desired by the user of the vehicle 6 while charging the vehicle 6 If not, the first plan creation unit 32 may change the operation plan so that the vehicle 6 is operated from the installation location of the charging system 1 to the destination while the vehicle 6 is being charged.

FIG. 15 is a diagram showing an example of a plan change regarding the high priority vehicle of the present embodiment. FIG. 15 shows an example in which the operation plan and the first charging schedule of the high priority vehicle # 3 are changed by step S13. In the example shown in FIG. 15, before the change, the high priority vehicle # 3 is not operated until 9: 30-11: 50 in the operation plan. It is assumed that the charge management system 30 has already acquired information indicating that the user's desired destination is station C from the user terminal 7. On the other hand, in the operation plan before the change, it is assumed that the vehicle 5 heading for C station was not until 12:00. In such a case, the first planning unit 32 installs the charging system 1 for the operation plan of the high priority vehicle # 3 for a period of 10: 30-10: 45, for example, as shown in FIG. Changed to operate on route # 7 from the sales office to C station, and to return to route # 8 from C station to the sales office where the charging system 1 is installed during the period of 10: 45-11: 00. do. Along with this, the charging period of the high priority vehicle # 3 is also changed as shown in FIG. This makes it possible to provide a means of transportation to the user of the vehicle 6. As a result, the user of the vehicle 6 whose charging period is assigned from 10:00 to 13:00 can shop, eat and drink in the vicinity of the C station during the charging period. In the example shown in FIG. 15, a high-priority vehicle different from the high-priority vehicle # 3 is used on the way back from the C station.

If the operation plan of the high-priority vehicle cannot be changed in step S12 (step S12 No), the charge management system 30 notifies the charging schedule to the user terminal 7 that cannot provide the means of transportation, and the user terminal that can provide the means of transportation. The charging schedule and movement information are notified to No. 7 (step S14), and the process ends.

As described above, the user terminal 7 presents the charging schedule and movement information received from the charging management system 30 to the user. The user can confirm the charging schedule and the movement information, move the vehicle 6 to the charging system 1 according to the presented charging schedule, and charge the vehicle at the designated parking place. In addition, the user can make a plan for shopping, eating and drinking during the charging period based on the movement information. In this way, the charge management system 30 can present the charge schedule and movement information to the user via the user terminal 7.

In the example shown in FIG. 6, the charging period for the vehicle 5 is assigned based on the charging request information received during a certain period, but the present invention is not limited to this, and each time the charging request information is received. , The processing after step S4 may be carried out.

When the vehicle 5 is a bus, a part of the vehicle 5 may be a normal car, a small bus, or the like in order to easily provide the user with a means of transportation during the charging period of the vehicle 6. That is, a vehicle 5 mainly used as a means of transportation during the charging period of the vehicle 6 is prepared, and the vehicle 5 is operated so as to operate the vehicle 5 as a destination at a place frequently selected as a destination during the charging period. A plan is prepared, and a lot of unplanned time zones for regular operation are set for these vehicles 5. Then, when the operation plan is changed in step S13 described above, the operation plan and the charging schedule of the vehicle 5 such as the ordinary car and the small bus are changed with priority. For example, when the vehicle 5 mainly used as a means of transportation during the charging period of the vehicle 6 is planned to operate for A station and C station as regular operation in the operation plan, the destination desired by the user is B station. It is assumed that the charge management system 30 has received the information indicating that. In such a case, if there is no vehicle 5 heading to station B at an appropriate time corresponding to the charging period of the vehicle 6 in the regular operation, the charge management system 30 is mainly used as a means of transportation during the charging period of the vehicle 6. If there is a vehicle 5 that is not planned to be operated among the vehicles 5 used, the operation plan is changed so that the vehicle 5 is operated toward the B station. As described above, since the vehicle 5 mainly used as a means of transportation during the charging period of the vehicle 6 has many times when the regular operation is not planned, it is possible to increase the probability that such an operation plan can be changed. can.

In the above-mentioned example, the charge management system 30 receives the charge request information from the user terminal 7 and creates the second charge schedule. Not limited to this, the charging management system 30 can provide the charging of the vehicle 6 based on the first charging schedule without acquiring the charging request information from the user terminal 7, the charging terminal 11 and the parking place. The information indicating the above may be transmitted to the user terminal 7 by, for example, publishing it on a Web page. In this case, the same information will be disclosed to a large number of user terminals 7. The user terminal 7 presents the received information to the user. In this case, the user may simply charge the vehicle 6 based on the information presented by the user terminal 7, or the charge management system 30 makes a charge reservation from the user terminal 7 for each time zone on a first-come, first-served basis. The vehicle 6 may be charged when it can be accepted and reserved. Further, the movement information may be transmitted to the user terminal 7 together with information indicating a time zone, a charging terminal 11, and a parking place that can be provided for charging the vehicle 6, and if the above-mentioned reservation is accepted, the reservation is made. After confirmation, the movement information may be provided to the corresponding user terminal 7.

As described above, the charging management system 30 of the present embodiment creates a charging schedule for the vehicle 5, which is a high-priority vehicle having a high charging priority, and has a margin in charging capacity based on this charging schedule. The charging period is assigned to the vehicle 6 for which the charging is requested in the time zone. As a result, the surplus capacity of the charging capacity in the charging system 1 that charges the vehicle 5 can be effectively utilized.

Further, the charge management system 30 of the present embodiment presents information on the means of transportation to the user so that the user of the vehicle 6 can move to another place during the charging period of the vehicle 6. As a result, it is possible to effectively utilize the waiting time for charging by the user.

Embodiment 2.
FIG. 16 is a diagram showing a configuration example of an entire system including the charge management system of the second embodiment. The charge management system 30a of the present embodiment manages the charge of the charging system 1 as in the first embodiment. The configuration and operation of the charging system 1 are the same as those in the first embodiment. The charge management system 30a includes an operation management system 8, a navigation provider system 60, a weather forecast system 80, a road traffic system 70, and user terminals 7a-1, 7a-2, ..., 7a-11 via the network 4. , 7a-12, ... Can be communicated with each other. In the charge management system 30a of the present embodiment, the components having the same functions as those of the first embodiment are designated by the same reference numerals as those of the first embodiment, and the duplicate description will be omitted. Hereinafter, the points different from those of the first embodiment will be mainly described.

The user terminals 7a-1, 7a-2, ..., 7a-11, 7a-12, ... Are mounted on any of the corresponding vehicles 5 and 6, respectively, and function as terminals of the car navigation system. Has. Hereinafter, when each of the user terminals 7a-1, 7a-2, ..., 7a-11, 7a-12, ... Is shown without distinction, it is described as the user terminal 7a. The user terminal 7a may be a terminal dedicated to car navigation installed in the vehicle 5 or vehicle 6, or may be a terminal such as a smartphone or tablet on which an application for car navigation is installed. ..

The navigation provider system 60 is managed by the navigation provider and provides various information for car navigation to the user terminal 7a. The charge management system 30a has the same function as the charge management system 30 of the first embodiment, and provides information for supporting car navigation.

FIG. 17 is a diagram showing a configuration example of the charge management system 30a of the present embodiment. As shown in FIG. 17, in the charge management system 30a, a driving characteristic learning unit 91, a mileage calculation unit 92, and a travel information storage unit 93 are added to the charge management system 30 of the first embodiment. The communication unit 31, the driving characteristic learning unit 91, the mileage calculation unit 92, and the mileage information storage unit 93 constitute a mileage calculation device 90 for supporting car navigation. In the present embodiment, an example in which the charge management system 30a has a function as the charge management system 30 of the first embodiment and a function as the mileage calculation device 90 will be described, but the charge of the first embodiment will be described. A mileage calculation device 90 may be provided separately from the management system 30.

FIG. 18 is a diagram showing a configuration example of the navigation provider system 60 of the present embodiment. As shown in FIG. 18, the navigation provider system 60 includes a communication unit 61, a route candidate creation unit 62, a route guidance unit 63, and a storage unit 64.

The configuration of the user terminal 7a is the same as the configuration of the user terminal 7 of the first embodiment shown in FIG. However, in the user terminal 7a of the present embodiment, the operation of each part is added to the user terminal 7 of the first embodiment. Here, an example in which the user terminal 7a also has a function as the user terminal 7 of the first embodiment will be described, but the user terminal 7a may be a device different from the user terminal 7 of the first embodiment. .. In this case, the storage unit 74 of the user terminal 7a does not have to store the charging request information, the charging schedule, and the movement information shown in FIG.

The charge management system 30a is realized by, for example, the computer system shown in FIG. 5, similarly to the charge management system 30 of the first embodiment. The driving characteristic learning unit 91 and the mileage calculation unit 92 shown in FIG. 17 are realized by the control unit 101 shown in FIG. The traveling information storage unit 93 shown in FIG. 17 is a part of the storage unit 103 shown in FIG. The program for realizing the function as the mileage calculation device 90 of the present embodiment is provided by a storage medium or a communication medium as in the charge management program of the first embodiment. When this program is executed by the control unit 101, the function as the mileage calculation device 90 is realized.

The navigation provider system 60 is realized by, for example, the computer system shown in FIG. 5, similarly to the charge management system 30 of the first embodiment. The communication unit 61 shown in FIG. 18 is realized by the communication unit 105 shown in FIG. The route candidate creation unit 62 and the route guidance unit 63 shown in FIG. 18 are realized by the control unit 101 shown in FIG. The storage unit 64 shown in FIG. 18 is a part of the storage unit 103 shown in FIG.

Next, the operation of each device in the present embodiment will be described with reference to FIG. In the following, the user terminal 7a will be described as being mounted on the vehicle 6, or the vehicle 5 on which the user terminal 7a is mounted is not a fixed-route bus but a commercial vehicle such as a taxi or a truck whose route can be changed. FIG. 19 is a chart diagram showing an example of the route guidance processing procedure of the present embodiment. As shown in FIG. 19, the user terminal 7a transmits the current position, driving information, and vehicle state information to the charge management system 30a (step S21).

Specifically, the communication unit 71 of the user terminal 7a is an internal current position calculation device of the user terminal 7a (not shown), or an external user terminal 7a installed in a vehicle (vehicle 5 or vehicle 6) on which the user terminal 7a is mounted. The current position of the vehicle on which the user terminal 7a is mounted is acquired from the current position calculation device of the above and transmitted to the charge management system 30a. The current position calculation device is, for example, a device including a GPS receiver that receives a positioning signal from a GPS (Global Positioning System) satellite and a calculation unit that calculates the current position based on the received positioning signal. Not limited. Further, the communication unit 71 of the user terminal 7a acquires driving information and vehicle state information from a vehicle control device (not shown) installed in the vehicle on which the user terminal 7a is mounted, and charges the acquired driving information and vehicle state information. It is transmitted to the management system 30a. The driving information is information representing the driving characteristics of the driver of the vehicle.

The driving information includes, for example, the number of brakes per unit time or mileage, the number of revolutions of the engine, the number of engine brakes per unit time or mileage, the degree of depression of the accelerator, and the air conditioner (hereinafter referred to as the air conditioner). It is at least one of the information indicating the set temperature (abbreviated). The engine speed may be, for example, an average value of the engine speed within a certain period of time. In the present embodiment, it is assumed that a vehicle control device (not shown) mounted on the vehicle can acquire driving information. Further, the vehicle control device notifies the user terminal 7a of the timing when the brake is used, and the user terminal 7a records the history of this timing and determines the number of times of braking for each unit time or unit mileage. It may be calculated. When the user terminal 7a calculates the number of brakes for each unit mileage, the user terminal 7a also acquires the mileage from the vehicle control device. Similarly, for the engine brake and the engine speed, the vehicle control device notifies the user terminal 7a of the timing when the engine brake is used or the instantaneous value of the engine speed, and the user terminal 7a executes the process. Therefore, the number of engine brakes per unit time or unit mileage, or the average value of the engine speed within a certain period of time may be calculated.

The vehicle state information is information indicating the mileage of the vehicle on which the user terminal 7a is mounted and the state of the storage battery of the vehicle on which the user terminal 7a is mounted. Information indicating the state of the storage battery of the vehicle is, for example, the full charge capacity and SOC of the storage battery of the vehicle.

In the case of the vehicle 6, the user of the user terminal 7a and the driver are often the same, but there may be a plurality of drivers who drive one vehicle 6. Further, in the case of the vehicle 5, there are generally a plurality of drivers who drive one vehicle 5. In such a case, the reception unit 72 of the user terminal 7a receives the input of the identification information for identifying the driver, and the communication unit 71 charges the current position, the driving information, and the vehicle state information together with the identification information of the driver. It is transmitted to the management system 30a. In the charge management system 30a, the communication unit 31 stores the driving information and the vehicle state information in the traveling information storage unit 93 in association with the current position and the user ID, respectively. The user ID may be the identification information of the user terminal 7a, the ID assigned to the user, or the identification information of the vehicle, as in the first embodiment. When the driving information and the vehicle state information are associated with the user ID, it corresponds to regarding the user corresponding to the user ID as the driver. As described above, when the driver's identification information is transmitted in step S21, the communication unit 31 associates the driving information and the vehicle state information with the current position and the driver's identification information, respectively, and travel information. It is stored in the storage unit 93.

The charge management system 30a learns the driving characteristics of each driver by using the information stored in the traveling information storage unit 93 (step S22). Further, although not shown in FIG. 19, the communication unit 31 of the charge management system 30a periodically, for example, periodically informs the weather forecast system 80 of the actual results of information indicating the temperature and the weather such as sunny, cloudy, and rainy. The value and the forecast value are acquired and stored in the driving information storage unit 93 as weather information. Further, for example, the communication unit 31 periodically acquires the traffic congestion information indicating the actual value and the forecast value of the road congestion state from the road traffic system 70 and stores it in the traveling information storage unit 93. The travel information storage unit 93 stores map information including information on the width and slope of each road in advance. Map information is updated as appropriate. The charge management system 30a may acquire the map information from the navigation provider system 60, or may acquire the map information from another device (not shown).

As the learning algorithm in machine learning used by the driving characteristic learning unit 91, known algorithms such as supervised learning, unsupervised learning, and reinforcement learning can be used. In the following, as an example, a case where a neural network is applied will be described. Here, supervised learning refers to a method of learning a feature in those learning data by giving a set of input and result (label) data to a learning device, and inferring the result from the input.

A neural network is composed of an input layer composed of a plurality of neurons, an intermediate layer (hidden layer) composed of a plurality of neurons, and an output layer composed of a plurality of neurons. The intermediate layer may be one layer or two or more layers.

FIG. 20 is a diagram showing a configuration example of a neural network. For example, in the case of a three-layer neural network as shown in FIG. 20, when a plurality of inputs are input to the input layer (X1-X3), the value is multiplied by the weight W1 (w11-w16) to form an intermediate layer (w11-w16). It is input to Y1-Y2), and the result is further multiplied by the weight W2 (w21-w26) and output from the output layer (Z1-Z3). This output result changes depending on the values of the weights W1 and W2.

For example, in step S22, the driving characteristic learning unit 91 of the charge management system 30a obtains the road width and the road gradient based on the driving information, the vehicle state information, and the map information stored in the driving information storage unit 93. .. Specifically, the driving characteristic learning unit 91 obtains the road width and the slope of the road corresponding to the current position with reference to the map information. The driving characteristic learning unit 91 refers to the traffic jam information and obtains the state of the traffic jam corresponding to the current position. The state of congestion is indicated by, for example, stepwise information indicating from the most congested state to the state where there is no congestion at all. The state of congestion may be indicated by the time it takes to travel 1 km or the like. Further, the driving characteristic learning unit 91 calculates the unit mileage indicating the mileage indicating the mileage with the unit energy amount of the storage battery by using the mileage of the vehicle state information and the information indicating the state of the storage battery. Then, the driving characteristic learning unit 91 creates, for example, a trained model using teacher data having each information corresponding to the same time or a near time as a data set, and stores it in the traveling information storage unit 93. The input data in the teacher data dataset is, for example, one or more of the weather information such as temperature and weather, traffic condition, road width, road slope, etc., and the correct answer data is the calculated unit running. It is a possible distance. In this case, information that does not depend on the driver (hereinafter referred to as environmental information) is used as input data, and unit mileage that depends on the driver is used as correct answer data. The driving characteristic learning unit 91 learns the unit mileage according to the value of each input data by learning using a plurality of data sets for each driver, and creates a learned model for each driver. Will be done. Taking the neural network shown in FIG. 20 as an example, learning is performed by adjusting the weights W1 and W2 so that the result output from the output layer by inputting the input data to the input layer approaches the correct answer data. It is said.

In addition, rather than obtaining teacher data of various conditions for one driver, drivers with similar driving characteristics are grouped into one driving characteristic group, and teacher data of drivers belonging to the same group are collected in the group. When used as teacher data, the number of teacher data can be increased, and the accuracy of the trained model may be improved. Therefore, the driving characteristic learning unit 91 may group the drivers based on the driving information. For example, when the data values of the input data of the above-mentioned data set are the same, the grouping is performed so that the drivers whose unit mileage is close to each other are in the same group. In this way, the driving characteristic learning unit 91 divides the drivers into groups based on the driving information, and for each group, driving with environmental information which is at least one of the information indicating the road width, the slope of the road, and the weather. Using the possible distance as teacher data, a trained model for estimating the travelable distance from the environmental information is generated, and the travelable distance calculation unit 92 travels using the newly acquired environmental information and the trained model. The possible distance may be calculated.

Alternatively, when the driving characteristic learning unit 91 performs learning using the above-mentioned neural network, among the above-mentioned weather information such as temperature and weather, traffic condition, road width, road slope, etc. as input data. In addition to one or more (environmental information), driving information may also be used. Then, a trained model is created using the data set of these input data and the correct answer data (calculated unit mileage) as teacher data. In this case, the unit mileage according to the input data is learned without distinguishing the drivers. That is, in this case, there is only one trained model regardless of the driver.

Alternatively, the driving characteristic learning unit 91 may perform the following learning. When the driving characteristic learning unit 91 performs learning using the above-mentioned neural network, the first learning has been completed for each driver using the above-mentioned environment information as input data and the driving information as correct answer data as teacher data. Create a model. Further, when the driving characteristic learning unit 91 performs learning using the above-mentioned neural network, the unit travelable distance calculated by using the above-mentioned environmental information and driving information as input data is used as correct answer data for each driver. A second trained model is created using the data set as teacher data. In this case, in the inference described later, the first trained model is used to input the environmental information to obtain the driving information, and the second trained model is used to input the environmental information and the obtained driving information to drive the unit. The possible distance can be calculated. That is, in this case, the driving characteristic learning unit 91 uses the environmental information and the driving information as teacher data to generate a first trained model for estimating the driving information from the environmental information, and the driving information and the driving information. Using the mileage as teacher data, a second trained model for estimating the mileage from the driving information and the driving information is generated. Then, the mileage calculation unit 92 calculates the mileage using the newly acquired environmental information, the first trained model, and the second trained model.

Returning to the description of FIG. After the learning in step S22 is performed, when the reception unit 72 of the user terminal 7a receives the input of the destination of the vehicle (step S23), the communication unit 71 of the user terminal 7a navigates the destination and the current position. Transmission to the provider system 60 and the charge management system 30a (steps S24 and S25). Further, the user terminal 7a transmits driving information and vehicle state information to the charge management system 30a (step S26).

When the charge management system 30a receives the destination, the current position, the driving information, and the vehicle state information from the user terminal 7a, the charge management system 30a calculates the travelable distance (step S27). Specifically, the mileage calculation unit 92 calculates the mileage, which is the mileage that the vehicle can travel before the remaining amount of the storage battery of the vehicle is exhausted. The mileage is used when creating a route candidate to a destination provided to the user terminal 7a mounted on the vehicle, as will be described later. In step S27, for example, the following processing is performed in detail. The mileage calculation unit 92 obtains the road width and slope of the road corresponding to the current position with reference to the map information, and obtains the state of congestion corresponding to the current position with reference to the traffic congestion information. Further, the mileage calculation unit 92 refers to the map information and obtains a route candidate which is a candidate for a route from the current position to the destination. The number of route candidates may be one or more, but it is desirable that the same route candidates as those required by the navigation provider system 60, which will be described later, are included. Therefore, it is desirable that the mileage calculation unit 92 can obtain a route candidate by using the same algorithm as the route calculation in the navigation provider system 60. Alternatively, the mileage calculation unit 92 transmits the current position and the destination to the navigation provider system 60 via the communication unit 31, instructs the navigation provider system 60 to create a route candidate, and routes from the navigation provider system 60. Information indicating the candidate may be received.

Then, the mileage calculation unit 92 calculates the unit mileage by making inferences using the above-mentioned learned model according to the driver for one or more sections on the route. It is desirable that one section on the route has the same or similar data values as the input data of the trained model. Therefore, for example, if any change in the road width or slope on the route exceeds the threshold value as compared with the road width and slope at the current position as the starting point, another section is set. In addition, if the temperature changes by more than the threshold value from the starting point based on the weather forecast on the route, it is set as another section. In this way, the travelable distance calculation unit 92 divides the route candidates into sections where the input data is expected to be the same or close to each other, and calculates the unit travelable distance for each section. Alternatively, the grouping may be performed simply based on the average value of the engine speeds, or the grouping based on the average value of the engine speeds and the number of brakes per unit time or mileage. Grouping may be performed based on a plurality of items of operation information.

Specifically, the mileage calculation unit 92 has learned the input data which is one or more of the weather information such as temperature and weather, traffic condition, road width, and road slope for each section. By using it as input data to, an estimated value of the unit travelable distance, which is output data, is obtained. The mileage calculation unit 92 is a mileage that can be traveled until the remaining amount of the storage battery is exhausted, based on the estimated value of the unit mileage of each section, the length of each section, the full charge capacity of the storage battery, and the SOC. Calculate the mileage. Specifically, the remaining capacity of the storage battery is calculated based on the fully charged capacity and the SOC. Then, the mileage calculation unit 92 calculates the capacity of the storage battery used for traveling in the section by dividing the length of the section by the unit mileage for each section in order from the current position. Further, the mileage calculation unit 92 sequentially reduces the capacity of the storage battery used in the traveling of each section from the remaining amount of the storage battery at the current position. By repeating this, the mileage calculation unit 92 can obtain the position on the route where the remaining amount of the storage battery becomes zero. The travelable distance calculation unit 92 can obtain the distance along the route from the current position to the position on the route as the travelable distance. The travelable distance calculation unit 92 calculates the travelable distance for each route candidate and stores it in the travel information storage unit 93.

When a trained model is generated for each group, the mileage calculation unit 92 receives input data corresponding to that time, that is, temperature and weather information such as temperature and weather, traffic congestion, road width, and so on. Using one or more of the slopes of the road as an input, and using the trained model corresponding to the group to which the corresponding driver belongs, the mileage is similarly obtained.

When a trained model is created including driving information as input data of teacher data, among the weather information corresponding to that time, such as temperature and weather, traffic condition, road width, road slope, etc. Using one or more of the above and the driving information as input, the trained model is used to similarly obtain the mileage.

In the above description, the driving characteristic learning unit 91 generates a trained model, and the mileage calculation unit 92 calculates the mileage using the trained model, but the present invention is not limited to this. , Information for each driver for calculating the mileage may be set from the outside. For example, the unit mileage according to the input data, which is one or more of the weather information such as temperature and weather, traffic condition, road width, and road gradient, is set in a table format for each driver. You may. Alternatively, a calculation formula for calculating the unit mileage based on the input data may be set for each driver. In this case as well, the mileage calculation unit 92 calculates the unit mileage for each section based on the input data, and uses the unit mileage for each section to use the unit mileage for each section for each route candidate as in the above example. , The mileage can be calculated.

After step S27, the communication unit 31 of the charge management system 30a transmits the mileage for each route candidate to the navigation provider system 60 (step S28). When the communication unit 61 of the navigation provider system 60 receives the mileage for each route candidate, it passes it to the route candidate creation unit 62.

The route candidate creation unit 62 of the navigation provider system 60 determines a route candidate to the destination of the vehicle based on the current position and destination received from the user terminal 7a and the mileage of each route candidate (step). S29). Similar to the charge management system 30a, the navigation provider system 60 acquires the congestion information and stores it in the storage unit 64. Map information is also stored in the storage unit 64 of the navigation provider system 60. Further, the storage unit 64 of the navigation provider system 60 stores information on the location of charging equipment such as a charging station, information on the location of restaurants and menus, information on the location of equipment such as parking areas, service areas, and rest areas. Peripheral equipment information including is also stored. Further, the storage unit 64 of the navigation provider system 60 stores congestion information indicating congestion information such as charging equipment, restaurants, parking areas, service areas, and rest areas. The congestion information is acquired from, for example, a system managed by a business operator of each facility or a service provider that provides the congestion information via the network 4.

In step S29, the route candidate creation unit 62 can obtain a plurality of route candidates according to the priority items. Priority items indicate conditions that should be prioritized in creating route candidates, such as cost priority, time priority, meal menu priority, and wide road priority. When the cost priority condition is set as the priority item, the route candidate creation unit 62 determines the route candidate with the minimum cost based on the map information, the current position, and the destination. At this time, the route candidate creation unit 62 determines the charging equipment to be routed in the route candidate by using the travelable distance. That is, the route candidate creation unit 62 charges the charging equipment on the way when charging is required before arriving at the destination based on the mileage for each route candidate, the map information, and the peripheral equipment information. Create route candidates to go through.

Further, the route candidate creation unit 62 creates a route candidate so as to go through the restaurant when the meal time zone is included. When creating a route candidate for which meal menu is prioritized, the route candidate creation unit 62 gives priority to a route via a restaurant that provides a preset user's desired meal menu with reference to peripheral equipment information. Create a route candidate as follows. The meal time zone and the user's desired meal menu can be set for each user, and are set, for example, by transmitting information indicating these from the user terminal 7a. That is, the route candidate creation unit 62 determines the restaurant to be routed in the route candidate based on the information indicating the desire of the meal menu received from the user terminal 7a. The map information also includes information for calculating the cost required for traveling on the toll road, and this information is referred to when creating a route candidate with priority on cost.

Further, the route candidate creation unit 62 may create a route candidate so as to stop by a parking area, a service area, a rest area, or the like for a break after traveling continuously for a certain period of time or longer. Conditions for breaks can also be set for each user. It is assumed that the route candidate creation unit 62 creates one or more route candidates in step S29, and the priority items for determining the route candidates can be set from the user terminal 7a. This priority item may be transmitted from the user terminal 7a together with the destination and the like in step S24, or may be transmitted from the user terminal 7a at another timing.

The communication unit 61 transmits the route candidate determined by the route candidate creation unit 62 to the user terminal 7a (step S30). In the user terminal 7a, when the communication unit 71 receives the route candidate, the information presenting unit 73 displays the route candidate (step S31). The user terminal 7a also holds the map information, and the map may be displayed together with the route candidates. Alternatively, the corresponding map information may be transmitted from the navigation provider system 60 to the user terminal a together with the route candidate.

FIG. 21 is a diagram showing an example of a route candidate displayed by the user terminal 7a of the present embodiment. FIG. 21 shows an example in which the route candidates of the three priority items of cost priority, time priority, and meal menu priority are determined in step S29 described above. Therefore, in FIG. 21, three route candidates, the cost priority route 201, the time priority route 202, and the meal menu priority route 203, are shown as route candidates from the current location to the destination. In FIG. 21, these are distinguished by changing the line type, but in the actual user terminal 7a, these may be distinguished by, for example, color coding. Further, in FIG. 21, each route candidate has an overlapping portion, and in this portion, the line type of the cost priority route 201 is described. In FIG. 21, the restaurants and charging spots that are charging facilities are shown by different hatchings for each route candidate, but in the actual user terminal 7a, these may also be color-coded for each route candidate. Further, in FIG. 21, the restaurant is shown by a rectangle and the charging spot is shown by a triangle so that the user can easily identify the restaurant, but the display method of the restaurant and the charging spot is not limited to this example. In addition, FIG. 21 also shows the total required time of each route candidate and the time when the vehicle is stopped at a restaurant or a charging spot. Further, in FIG. 21, restaurants other than the restaurants where the user is scheduled to stop by as a route candidate are also shown without hatching. In this way, the user terminal 7a also displays equipment that is not scheduled to stop, and presents information that can be used as a reference when changing the restaurant, charging equipment, etc. to stop by other than those indicated by the route candidates. can do.

Returning to the description of FIG. After displaying the route candidates, the user terminal 7a accepts the selection of the route (step S32). Specifically, the reception unit 72 of the user terminal 7a receives from the user information indicating which route to select from the route candidates, that is, input of the selection result. The user terminal 7a transmits the selection result to the navigation provider system 60 (step S33). The navigation provider system 60 stores the received selection result as selection information (step S34). Specifically, when the communication unit 61 of the navigation provider system 60 receives the selection result, it stores it in the storage unit 64 together with the user ID. The route guidance unit 63 of the navigation provider system 60 provides guidance on the selected route based on the selection result (step S35). In the figure, the route guidance is described as the operation of the navigation provider system 60, but the route guidance is actually performed while exchanging information with the user terminal 7a. Since the route guidance is the same as the route guidance performed after the route is selected in a normal navigation system, detailed description thereof will be omitted.

When the user who is the driver of the vehicle travels on a route different from the selected route due to restroom break, schedule change, etc., the user terminal 7a changes the route based on the difference between the current position and the selected route. Is detected (step S36). Then, the user terminal 7a transmits the change information indicating that the route has been changed and the current position to the navigation provider system 60 and the charge management system 30a (steps S37 and S38). When the user changes the destination, the change information includes the changed destination. Then, steps S26 to S35 are re-executed based on the changed information. After that, every time the route is changed, steps S26 to S35 are similarly re-executed based on the changed information.

The route candidate creation unit 62 of the navigation provider system 60 uses the past selection results stored in the storage unit 64 when determining the route candidate, for example, in the case of the same combination of the current position and the destination. Can be presented with priority given to a route selected by the user in the past. In addition, by accumulating information on restaurants on the route selected by the user, the route candidate creation unit 62 can present a route that stops at a restaurant of the same type as the restaurant that has stopped in the past as a route candidate.

The route candidate created by the navigation provider system 60 may be different from the route candidate assumed when the charge management system 30a calculates the travelable distance. For example, it is conceivable that the route giving priority to the meal menu is not assumed when the charge management system 30a calculates the travelable distance. In such a case, the navigation provider system 60 may transmit information indicating the route candidate to the charge management system 30a and instruct the charge management system 30a to recalculate the travelable distance in the corresponding route candidate. Then, the navigation provider system 60 may determine the charging equipment to stop by using the calculated mileage.

Next, the details of the route candidate determination process in the navigation provider system 60 in step S29 described above will be described. FIG. 22 is a flowchart showing an example of the route candidate determination processing procedure in the navigation provider system 60 of the present embodiment. As shown in FIG. 22, the route candidate creation unit 62 determines whether or not the destination has been received from the user terminal 7a via the communication unit 61 (step S41). As described above, the user terminal 7a transmits the current position as well as the destination. If the destination has not been received from the user terminal 7a (step S41 No), step S41 is repeated.

Upon receiving the destination (step S41 Yes), the route candidate creation unit 62 sets the priority items to be considered in the creation of the route candidate (step S42). As described above, the priority items when creating the route candidate can be specified from the user terminal 7a. In step S42, among one or more priority items set or preset from the user terminal 7a, one of the priority items for which the corresponding route candidate has not been created is set as the target of the route candidate. Set. When the meal menu priority is set as a priority item, information indicating what kind of meal menu is prioritized is also set from, for example, the user terminal 7a.

Next, the route candidate creation unit 62 creates a route candidate corresponding to the set priority item based on the mileage, peripheral equipment information, congestion information, and traffic congestion information (step S43).

FIG. 23 is a diagram showing an example of peripheral equipment information of the present embodiment. As shown in FIG. 23, the peripheral equipment information includes the type of equipment such as a restaurant and charging equipment (described as equipment in FIG. 23), the location of the equipment, the type of equipment, and the menu. Information on the type of equipment and the menu is stored when the equipment is a restaurant. The type of equipment indicates what kind of restaurant the restaurant is, such as Japanese food or Western food. The menu is at least part of the meal menu offered at the restaurant. For example, when the user terminal 7a is set to give priority to pasta as a meal menu, the route candidate creation unit 62 refers to peripheral equipment information when generating a route candidate having priority on the meal menu. , Search for restaurants that serve pasta. Then, the route candidate creation unit 62 selects the restaurant with the shortest route to stop at the searched restaurant, and sets the route via the selected restaurant as the route candidate with priority on the meal menu. And.

Returning to the description of FIG. After step S43, the route candidate creation unit 62 determines whether or not the route candidates corresponding to all the priority items have been created (step S44), and has created the route candidates corresponding to all the priority items. If there is (step S44 Yes), the route candidate for each priority item is transmitted to the user terminal 7a via the communication unit 61 (step S45). After that, the communication unit 61 determines whether or not the selection result has been received from the user terminal 7a (step S46), and if the selection result has not been received (step S46 No), step S46 is repeated. Upon receiving the selection result (step S46 Yes), the navigation provider system 60 stores the selection result as selection information (step S47). Specifically, the communication unit 61 stores the selection result in the storage unit 64 as selection information. After that, the above-mentioned route guidance is performed, but the description of the route guidance process will be omitted. The communication unit 61 determines whether or not the change information has been received (step S48). If no change information has been received (step S48 No), step S48 is repeated.

When the communication unit 61 receives the change information (step S48 Yes), the change information is notified to the route candidate creation unit 62, so that the process from step S42 is performed again with the changed information. If No in step S44, the process from step S42 is performed again.

Further, when the vehicle 5 is a truck or the like for delivery, information on the delivery business may be taken into consideration in the creation of the route candidate corresponding to the vehicle 5 (step S43) as follows. FIG. 24 is a diagram showing an example of delivery information of the present embodiment. In the example shown in FIG. 24, the delivery information includes each information of the delivery destination name, the location, and the designated delivery time for each delivery destination. The delivery information is received by the navigation provider system 60 from, for example, a device (not shown) that manages the delivery, and is stored in the storage unit 64. Further, the delivery information may be stored in the user terminal 7a. Since the driver who drives the vehicle 5 needs to deliver according to the delivery information, the route candidate creation unit 62 creates the route candidate based on the delivery information.

In the present embodiment, delivery history information, which is information regarding receipt of past deliveries, is stored for each delivery destination, and this information is taken into consideration when creating a route candidate. FIG. 25 is a diagram showing an example of delivery history information of the present embodiment. In the example shown in FIG. 25, the delivery history information includes information indicating the location, delivery time, day of the week, and whether or not the person was absent (at home / absent) for each delivery destination. For example, the driver of the vehicle 5 transmits information regarding the receipt of past deliveries from the user terminal 7a to the navigation provider system 60 for each delivery destination, and the delivery of the storage unit 64 is based on the information received by the navigation provider system 60. Update history information. Then, the route candidate creation unit 62 creates a route candidate based on not only the mileage, peripheral equipment information, congestion information, and traffic jam information, but also delivery information. For example, a route candidate is created so as to arrive at the delivery destination within the specified delivery time. Further, the route candidate creation unit 62 may further create a route candidate based on the delivery history information. For example, the route candidate creation unit 62 creates a route candidate so as to arrive at the delivery destination while avoiding the combination of the time zone and the day of the week that were absent in the past as much as possible. In addition, the route candidate creation unit 62 calculates, for example, the probability of staying at home for each time zone (for example, 20% in the morning and 50% in the afternoon) using home history information (including information indicating home / absence). The calculated home probabilities may be compared, and route candidates may be created so as to deliver at a time zone in which the home probabilities are higher. Similarly, the route candidate creation unit 62 calculates the probability of staying at home for each day of the week or for each combination of the day of the week and the time zone, compares the calculated probability of staying at home, and sets the probability of staying at home to a higher time zone. Route candidates may be created for delivery.

Further, when the delivery information is changed, the process from step S42 is performed again based on the changed information, as in the case where the change information is received in step S48.

In the above description of the present embodiment, an example is shown excluding the case where the vehicle 5 is a bus, but even when the vehicle 5 is a route bus, the charge management system 30a similarly calculates the mileage. Then, the navigation provider system 60 may extract information on the charging equipment around the place where the remaining amount of the storage battery of the vehicle 5 is equal to or less than the threshold value based on the mileage and transmit it to the user terminal 7a. In this case, the driver of the vehicle 5 which is a bus operates when the remaining charge is insufficient during operation and the charging equipment presented by the navigation provider system 60 includes the charging system 1 described in the first embodiment. If the person chooses, charging may be performed by the charging system 1. For example, if there is an empty vehicle 5 that is not operating at a business office where the charging system 1 is installed and the vehicle 5 can be charged by the charging system 1, the operating vehicle 5 is charged. The system 1 charges the vehicle, and an empty vehicle operates the remaining route. In this way, by presenting the information of the charging equipment around the place where the remaining amount of the storage battery of the vehicle 5 is equal to or less than the threshold value to the driver of the vehicle 5, the charging system 1 of the first embodiment is used to use the vehicle. It is also possible to carry out an operation that connects to 5. In this case, the charge management system 30a that manages the charge system 1 changes the first charge schedule and the operation plan.

Although the navigation provider system 60 and the charge management system 30a have been described separately, the charge management system 30a may have the functions of the navigation provider system 60. That is, the charge management system 30a further includes a route candidate creation unit 62 and a route guidance unit 63, the communication unit 31 also has the function of the communication unit 61, and the travel information storage unit 93 also has the function of the storage unit 64. You may be doing it.

By the above processing, in the present embodiment, the charge management system 30a calculates the mileage based on the state of the storage battery, weather information, traffic congestion information, road width, road gradient, etc., and the calculated mileage is calculated. The navigation provider system 60 creates a route candidate based on the above, and transmits the route candidate to the user terminal 7a. As a result, the accuracy of calculating the mileage can be improved, so that a more appropriate route candidate can be provided to the user. Further, since the navigation provider system 60 creates a route candidate based on the peripheral equipment information, it is possible to realize a route selection that reflects the user's preference such as priority on the meal menu.

The configuration shown in the above embodiments is an example, and can be combined with another known technique, can be combined with each other, and does not deviate from the gist. It is also possible to omit or change a part of the configuration.

1 Charging system, 5-1,5-2,6-1,6-2 Vehicles, 7-1,7-2,7a-1,7a-2,7a-11,7a-12 User terminals, 8 Operation management System, 10-1 to 10-n charger, 11-1-1 to 11-1-3, ..., 11-n-1 to 11-n-3 charging terminal, 20 storage battery, 21 storage battery PCS, 22 Solar power generation equipment, 30, 30a Charge management system, 31, 71, 61 Communication unit, 32 1st plan creation unit, 33 2nd plan creation unit, 34 plan presentation unit, 35 movement information presentation unit, 36 command generation unit, 37, 64, 74 Storage unit, 38 Charging information providing device, 39 Planning unit, 41 Converter, 50-1 to 50-n switch, 62 Route candidate creation unit, 63 Route guidance unit, 72 Reception unit, 73 Information Presentation unit, 90 mileage calculation device, 91 driving characteristic learning unit, 92 mileage calculation unit, 93 mileage information storage unit.

Claims (17)

It is a charging management system that manages the charging of a charging system that can charge a plurality of first mobile bodies that are planned to operate regularly and move using electricity as an energy source.
Based on the first charging schedule, which is the charging schedule of the first moving body, the charging schedule of the second moving body, which has a lower charging priority than the first moving body and moves using electricity as an energy source, is included. 2 The planning department that creates the charging schedule and
A plan presenting unit that presents a charging schedule for each of the second mobile bodies based on the second charging schedule.
A charge management system characterized by being equipped with. The planning department
A first plan creation unit that creates the first charging schedule based on the operation plan of the first mobile body, and
A second planning unit that creates the second charging schedule based on the first charging schedule, and
With
When the second planning unit receives charging request information including information indicating a range of a desired charging period from a user terminal corresponding to the second mobile body, the second planning unit corresponds to the charging request information. The charge management system according to claim 1, wherein the second charge schedule is generated so as to allocate a charge period to the mobile body of 2. When the charging period cannot be assigned to the second mobile body corresponding to the user terminal from which the charging request information is transmitted, the first planning unit changes the first charging schedule. Item 2. The charge management system according to item 2. Based on the operation plan and the second charging schedule, movement information including the departure time of the first moving body departing from the installation location of the charging system during charging of the second moving body is generated, and the movement information is generated. Mobile information presentation unit that presents mobile information,
The charge management system according to claim 2 or 3, further comprising. The movement information includes the departure time for each destination of the first moving body departing from the installation location of the charging system, and the first moving body departing from the destination and returning to the installation location of the charging system. The charge management system according to claim 4, wherein the charge management system includes a departure time and a departure time. When there is no first mobile body departing from the installation location of the charging system to the destination desired by the user of the second mobile body during charging of the second mobile body, the first planning unit may perform the first planning unit. 4. Charge management system. A claim for each mobile body, which determines the charging priority for each mobile body based on attribute information indicating whether or not the mobile body is a mobile body owned by the administrator of the charging system. The charge management system according to any one of items 1 to 6. The first mobile body and the second mobile body are electric vehicles.
The charge management system
It is used when creating a route candidate to a destination provided to a user terminal mounted on the electric vehicle, and can travel within a distance that the electric vehicle can travel until the storage battery of the electric vehicle runs out. Travelable distance calculation unit that calculates the distance,
With
The mileage calculation unit can travel based on at least one of driving information, road width, road gradient, and weather information, which is information on driving the electric vehicle on which the user terminal is mounted. The charge management system according to any one of claims 1 to 7, wherein the distance is calculated. The eighth aspect of the present invention is characterized in that the driving information includes at least one of the number of brakes per unit time or unit mileage, the number of revolutions of the engine, and the number of engine brakes per unit time or unit mileage. Described charge management system. Drivers are grouped based on the driving information, and for each group, environmental information and mileage, which are at least one of the information indicating the road width, the slope of the road, and the weather, are used as teacher data. , Driving characteristics learning unit that generates a trained model for estimating the mileage from environmental information,
With
The charge management system according to claim 8 or 9, wherein the mileage calculation unit calculates a mileage using newly acquired environmental information and the learned model. Using environmental information and driving information, which are at least one of the information indicating the width of the road, the slope of the road, and the weather, as teacher data, a first trained model for inferring driving information from the environmental information is generated. , A driving characteristic learning unit that generates a second trained model for estimating the mileage from the driving information and the driving information by using the driving information and the driving information and the mileage as teacher data.
With
The charging according to claim 8 or 9, wherein the mileage calculation unit calculates a mileage using the newly acquired environmental information, the first learned model, and the second learned model. Management system. A route candidate creation unit that creates a route candidate to the destination of the electric vehicle, and a route candidate creation unit.
A communication unit that transmits the route candidate to the user terminal, and
With
The charging management system according to any one of claims 8 to 11, wherein the route candidate creating unit determines a charging facility to be routed through in the route candidate using the travelable distance. The charging management system according to claim 12, wherein the route candidate creating unit determines a restaurant to be routed through in the route candidate based on information indicating a desire for a meal menu received from the user terminal. When the electric vehicle on which the user terminal is mounted is the first mobile body for delivery, the route candidate creation unit is based on delivery information indicating a location and a designated delivery time for each delivery destination. The charge management system according to claim 12, wherein a route candidate is created. 14. The route candidate creating unit further determines the route candidate based on the delivery history information including the past delivery time for each delivery destination and the information indicating whether or not the delivery destination was absent. Described charge management system. It is a charge management method in a charge management system that manages the charge of a charge system capable of charging a plurality of first mobile bodies whose regular operation is planned and moves using electricity as an energy source.
Based on the first charging schedule, which is the charging schedule of the first mobile body, the charge management system has a lower charging priority than the first mobile body and moves using electricity as an energy source. The first step of creating a second charging schedule, including the charging schedule of
A second step in which the charge management system presents a charge schedule for each of the second mobile bodies based on the second charge schedule.
A charge management method characterized by including. A charging management system that manages the charging of a charging system that can charge multiple first mobiles that are planned to operate regularly and move using electricity as an energy source.
Based on the first charging schedule, which is the charging schedule of the first moving body, the charging schedule of the second moving body, which has a lower charging priority than the first moving body and moves using electricity as an energy source, is included. 2 The first step to create a charging schedule and
Based on the second charging schedule, the second step of presenting the charging schedule for each of the second moving bodies, and
A charge management program characterized by running.

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