JP2022083277A - Travel planning system - Google Patents

Abstract

To provide a technique for making a traveling plan in which a delay in traveling is prevented by charging.SOLUTION: A travel planning device 10 comprises: a reception unit 28 for receiving request information including a departure place and a destination from a user; and a travel determining unit 30 for determining a traveling plan for the request information. The travel determining unit has: a section information deriving unit (route deriving unit) 34 for deriving a traveling section, whose starting point and ending point are determined, from the request information; and a vehicle allocating unit 38 for determining which one of a charged vehicle whose travel energy source is a charging battery and a fuel vehicle whose travel energy source is a fuel is allocated for the traveling section, on the basis of a planned travel distance of the traveling section.SELECTED DRAWING: Figure 2

Description

The present invention relates to a technique for receiving a reservation for vehicle operation from a user and creating an operation plan.

Patent Document 1 discloses a demand traffic operation system that operates a demand traffic that operates a vehicle in response to a user's request. This demand traffic operation system receives passengers' itinerary requests including the desired departure time and desired arrival time, and the departure place and destination, and plans to allocate demand traffic vehicles based on the itinerary requests aggregated by the specified time. To create.

International Publication No. 2019/106745

Charging vehicles that use rechargeable batteries as a driving energy source will be charged during operation depending on the amount of charge, and if charging continues for several hours with passengers on board, it will hinder operation.

An object of the present invention is to provide a technique for suppressing a vehicle from being delayed during operation due to charging.

In order to solve the above problems, the operation planning system of a certain aspect of the present invention has a reception unit that receives request information including a departure point and a destination from a user, and an operation determination unit that determines an operation plan for the request information. Be prepared. The operation determination unit runs a rechargeable vehicle or fuel that uses a travel energy source as a charging battery based on the section information derivation unit that derives the operation section that defines the start point and end point from the request information and the planned travel distance of the operation section. It has a vehicle allocation unit that determines which of the fuel vehicles used as an energy source is allocated to the operating section.

A vehicle information holding unit that holds the battery deterioration degree of the rechargeable battery mounted on the charging vehicle in association with the identification information of the charging vehicle may be further provided. The vehicle allocation unit may determine the allocation of the charging vehicle based on the planned travel distance of the operating section and the degree of battery deterioration.

In allocating the charging vehicle to the operating section, the vehicle allocation unit gives priority to the charged vehicle whose battery deterioration degree of the rechargeable battery is lower than the battery deterioration degree of other charging vehicles to the operation section of the planned travel distance of a predetermined distance or more. Assign to.

INDUSTRIAL APPLICABILITY According to the present invention, it is possible to provide a technique for suppressing a vehicle from being delayed during operation due to charging.

It is a figure which shows the outline of the operation planning system of an Example. It is a figure which shows the functional structure of the operation planning system of an Example. FIG. 3A shows request information transmitted from the user terminal device, FIG. 3B shows vehicle information transmitted from the vehicle management device, and FIG. 3C shows transmission from the charging service device. 3 (d) is a diagram showing driving environment information transmitted from the information providing device. It is a figure for demonstrating the operation plan created by the operation plan system of 1st Embodiment. It is a flowchart of the process which the operation planning apparatus of 1st Embodiment creates an operation plan. It is a figure which shows the relationship between the degree of deterioration of a rechargeable battery mounted on a vehicle, and the cruising distance. It is a flowchart of the process which the operation planning apparatus of 2nd Embodiment creates an operation plan. It is a flowchart of the process which the operation planning apparatus of 3rd Embodiment creates an operation plan.

FIG. 1 shows an outline of the operation planning system 1 of the embodiment. The operation planning system 1 includes an operation planning device 10, a user terminal device 12, a vehicle management device 14, a vehicle 16, a charging service device 18, and an information providing device 19. The operation planning system 1 receives a reservation for operation by demand traffic from the user, operates the vehicle 16 in response to the request, and transports the user and the user's luggage. Users can ride on the vehicle 16 shown in FIG. In FIG. 1, a bus is shown as a vehicle 16, but the present invention is not limited to this mode, and a small vehicle may be used, for example.

The user terminal device 12 can communicate with the operation planning device 10. The user requests the operation planning device 10 to operate the vehicle 16 by using the user terminal device 12. The user terminal device 12 may be a mobile terminal device held for each user, and holds an application program for requesting the operation of the vehicle 16. The user terminal device 12 executes an application program, transmits request information to the operation planning device 10, and receives a reservation result indicating the establishment or failure of the request from the operation planning device 10.

The user's request information is accepted until a predetermined acceptance deadline such as the day before the operation date or a predetermined time before the operation time. The operation planning device 10 creates an operation plan corresponding to the established request and transmits it to the vehicle management device 14.

The vehicle management device 14 manages the operation of the vehicle 16. The vehicle management device 14 can communicate with the operation planning device 10 and the in-vehicle device of the vehicle 16, and receives the vehicle information including the position information of the vehicle 16 from the vehicle 16 and transmits the vehicle information to the operation planning device 10. Further, the vehicle management device 14 receives an operation plan from the operation planning device 10 and manages the vehicle 16 so as to travel according to the operation plan. The vehicle 16 may be capable of automatic driving. The vehicle 16 includes a vehicle type equipped with a rechargeable battery 16a as a traveling energy source. A plurality of rechargeable batteries 16a may be mounted on the vehicle 16.

The charging service device 18 provides a service of supplying electric power to a charging vehicle, for example, an electric vehicle, which can be charged from the outside with a traveling energy source. The charging service device 18 manages chargers installed in various places, grasps the position and performance of the charger, and provides a reservation service for the charger. The charging service device 18 transmits charger information indicating the position and performance of the managed charger to the operation planning device 10. Further, the charging service device 18 accepts a reservation for using the charger from the operation planning device 10.

The information providing device 19 provides the traveling environment information to the operation planning device 10. The driving environment information includes temperature information, road slope information, and the like. The information providing device 19 may be divided into a server device that provides temperature information and a server device that provides road gradient information.

By the way, the charging vehicle may have a long charging time. For example, since the bus is equipped with a large capacity rechargeable battery 16a, the charging time takes about 5 hours at the maximum. Further, although it is possible to shorten the charging time by quick charging, there are some vehicles 16 and chargers that cannot be quickly charged. In demand traffic, if the battery is charged with the user on board, the arrival time may be too late. Therefore, it is desirable to manage the charge amount of the charging vehicle. Therefore, the operation planning system 1 of the embodiment creates an operation plan based on the charge amount, the battery performance, and the like when operating the charging vehicle. As a result, smooth operation can be achieved even if a charging vehicle is used for demand traffic.

FIG. 2 shows the functional configuration of the operation planning system 1 of the embodiment. In FIG. 2, each element described as a functional block that performs various processes can be composed of a circuit block, a memory, and other LSIs in terms of hardware, and is loaded into the memory in terms of software. It is realized by a program or the like. Therefore, it is understood by those skilled in the art that these functional blocks can be realized in various forms by hardware only, software only, or a combination thereof, and the present invention is not limited to any of them.

The operation planning device 10 includes a communication unit 20, a vehicle information holding unit 24, a charger information holding unit 26, a reception unit 28, and an operation determining unit 30. The communication unit 20 can communicate with the user terminal device 12, the vehicle management device 14, the charging service device 18, and the information providing device 19, and transmits and receives information.

The communication unit 20 acquires vehicle information from the vehicle management device 14, charger information from the charging service device 18, and traveling environment information from the information providing device 19. The communication unit 20 may acquire each information at a predetermined cycle, and may acquire each information at the timing of creating an operation plan. Further, the communication unit 20 acquires the request information from the user terminal device 12, and the reception unit 28 receives the request information. Here, this information will be described with reference to the new drawings.

3A shows the request information transmitted from the user terminal device 12, FIG. 3B shows the vehicle information transmitted from the vehicle management device 14, and FIG. 3C shows the charging service device. The charger information transmitted from 18 is shown, and FIG. 3D shows the traveling environment information transmitted from the information providing device 19.

The request information includes a user ID, a departure place information, a destination information, and a desired date and time information. The departure place information and the destination information may be the position information of a preset stop, or may be the position information indicated by latitude or longitude. That is, the vehicle 16 for demand traffic may move between preset stops, and may move to any position desired by the user. The desired date and time information may specify any of a departure time, a departure time zone, an arrival time, and an arrival time zone. The request information may include the number of passengers, and it may be possible to request a plurality of passengers with one request.

The vehicle information shown in FIG. 3B includes a vehicle ID, position information, chargeability information, charge amount, battery deterioration degree, charge performance, and operation schedule information. The vehicle ID, which is the identification information of each vehicle, is associated with position information, chargeability information, charge amount, battery deterioration degree, charge performance, and operation schedule information. The vehicle information held in the vehicle information holding unit 24 is updated when the operation plan is created.

The vehicle position information is transmitted from the vehicle-mounted device of the vehicle 16 to the vehicle management device 14. The chargeability information indicates that the vehicle is a charging vehicle that can charge the traveling energy source or a fuel vehicle that uses the traveling energy source as fuel. Fuel vehicles include hybrid vehicles and liquid fuel vehicles. The charging vehicle is a vehicle type that runs only on the rechargeable battery 16a and has no alternative running energy source other than charging. A fuel vehicle is a vehicle having a running energy source other than a rechargeable battery. The chargeability information may be any information indicating that the vehicle is a charging vehicle or a fuel vehicle, and may be, for example, vehicle type information as long as it can be determined from the vehicle type information that the vehicle is a charging vehicle or a fuel vehicle. The fuel vehicle does not have to store the charge amount, the battery deterioration degree, and the charge performance.

The battery deterioration degree indicates the deterioration degree of the rechargeable battery 16a mounted on the charging vehicle. The degree of battery deterioration can be measured by the in-vehicle device of each vehicle 16 and may be calculated by monitoring the current and voltage during charging, or may be calculated by monitoring the remaining battery level and the battery temperature. The degree of battery deterioration may be, for example, the rate of decrease in the maximum charge capacity of the rechargeable battery 16a, and the smaller the degree of battery deterioration is, the less the deterioration is. The charge amount indicates the amount charged in the rechargeable battery 16a, and may be, for example, the charge ratio with respect to the full charge. The charging performance indicates the performance of the charging connector into which the charging plug is inserted, and indicates the charging speed for charging the charging battery 16a. The operation schedule information is information on the operation schedule of the vehicle 16 that has already been determined by the operation planning device 10 and the like. The operation schedule information may include the reserved user ID. The vehicle information may include vehicle type information and vehicle weight.

The charger information shown in FIG. 3C includes a charger ID, location information, power supply performance, and reservation information. The charger information indicates information on the charger managed by the charging service device 18. The position information of the charger indicates the position of the charging station where the charger is installed. The power supply performance of the charger indicates a configurable power supply output. The charger reservation information indicates information that the charger is reserved for use, and includes the reserved time zone.

The traveling environment information shown in FIG. 3D is road information, and includes a road link ID, a gradient information, and a highway information. The road link ID indicates the position of the road section. The slope information indicates the slope of the road in the section corresponding to the road link ID, and may be a value indicating the height difference. The road surface information indicates the rolling resistance of the road surface in the section corresponding to the road link ID.

Return to FIG. The vehicle information holding unit 24 holds the vehicle information transmitted from the vehicle management device 14. The charger information holding unit 26 holds the charger information transmitted from the charging service device 18.

The reception unit 28 receives request information including the departure place and the destination from the user. The reception unit 28 has a success determination unit 32 for deriving a reservation result indicating whether or not a reservation has been completed for the received request information. The establishment determination unit 32 derives the reservation result of establishment or failure for the request information received by the predetermined deadline. The establishment determination unit 32 determines whether the request is established or not, for example, for the purpose of maximizing the number of established requests.

The operation determination unit 30 determines the operation plan of the vehicle 16 in response to the established request. The operation plan determined by the operation determination unit 30 is notified to the user terminal device 12 and the vehicle management device 14. The operation determination unit 30 includes an acquisition unit 33, a section information derivation unit 34, a charge determination unit 36, and a vehicle allocation unit 38. The acquisition unit 33 acquires vehicle information, charger information, and driving environment information.

The section information derivation unit 34 derives the operation section in which the start point and the end point are determined based on the request information. The section information derivation unit 34 may derive the operation section from the departure point shown in the request information as the start point and the destination as the end point. The section information derivation unit 34 generates section information indicating an operation section based on the request information. In addition to the start point and end point of the operation section, the section information includes the departure target time starting from the start point and the end target time arriving at the end point. Further, the operation section shown in the section information may define a travel route from the start point to the end point, and the section information may include the planned travel distance of the travel route. The section information derivation unit 34 may generate one operation section based on a plurality of request information.

The charge determination unit 36 determines whether to charge the vehicle 16 in the operation plan. The charging determination unit 36 determines which charger to charge the vehicle 16 and when to charge the vehicle 16 based on the vehicle information and the charger information.

The vehicle allocation unit 38 determines which vehicle 16 is allocated to the request information, that is, to the operation section derived by the section information derivation unit 34. The vehicle allocation unit 38 has an allocation program for allocating the vehicle 16, and may input vehicle information and section information into the allocation program to allocate the vehicle 16. The allocation program is a learning model using a decision tree, a random forest, logistic regression, or a neural network method, and may be aimed at continuously operating the vehicle 16. In this way, the charging schedule and the allocation of the vehicle 16 are determined in the operation section for the established request information, and the operation plan is created. The operation plan may include multiple operation sections. Each embodiment will be described below on the premise of these basic configurations.

(First Example)
FIG. 4 is a diagram for explaining an operation plan created by the operation planning system 1 of the first embodiment. The first vehicle to the fourth vehicle shown in FIG. 4 are all charging vehicles, travel using a rechargeable battery as a traveling energy source, and show a daily operation plan assigned to the first vehicle to the fourth vehicle. The horizontal axis of each operation plan is the same time. Further, FIG. 4 shows the initial charge amount before the start of operation of the first vehicle to the fourth vehicle, and shows the change in the charge amount at the lower part of the operation plan. In the operation section shown in FIG. 4, even if the vehicle 16 gets on and off the user, the vehicle travels continuously and does not charge while moving in the operation section, but it does not charge between the operation sections. It is possible.

The charge amount of the rechargeable battery 16a mounted on the charging vehicle is managed so as to operate at a predetermined threshold value or more, for example, 20% or more. In principle, the amount of charge is controlled to be 90% or less so that it does not reach 100%, but if necessary for operation, it is charged to 100%.

The first vehicle starts operation with an initial charge amount of 60% and reduces the charge amount to 30% in the first operation section. Next, the first vehicle is charged and the charge amount is restored to 50%, the second operation is started, and the charge amount is reduced to 20% in the second operation section. As a result, it is possible to execute an operation plan in which the charge amount is maintained at a predetermined threshold value or higher.

The operation plan of the first vehicle is scheduled to charge between the first and second operation sections, and the charging schedule does not make the charge amount 100%, but it is the minimum necessary for the second operation. It charges only the amount. As a result, the charging time can be shortened and the next operation can be performed immediately.

The process of incorporating the charge schedule into the operation plan of the first vehicle will be described. The section information derivation unit 34 derives the planned travel distances of the first and second operation sections, respectively, and the charge determination unit 36 determines the first energy consumption used in the first operation section and the second operation section. The second energy consumption used in is derived, the first energy consumption and the second energy consumption are subtracted from the charge amount of the first vehicle, the insufficient charge amount is derived, and the first vehicle is scheduled to be charged. Determines to be necessary. The charge determination unit 36 derives the insufficient charge amount for each operation section, and derives whether charging is necessary by the operation section.

In this way, the insufficient charge amount is derived by subtracting the charge amount of the vehicle 16 from the energy consumption amount when traveling the planned travel distance. The charge amount of the rechargeable battery 16a may be considered to be insufficient when it becomes equal to or less than a predetermined threshold value, and the insufficient charge amount may be an amount less than the predetermined threshold value. That is, the insufficient charge amount may be calculated by subtracting the charge amount of the rechargeable battery 16a from the sum of the estimated energy consumption amount and the predetermined threshold value. When deriving the insufficient charge amount in the second operation section, the charge determination unit 36 derives the insufficient charge amount based on the charge amount reduced by the first operation section. The charge amount reduced by the first operation section is stored in the memory. When deriving the insufficient charge amount in the second operation section, the acquisition unit 33 acquires the charge amount reduced by the first operation section, and the charge determination unit 36 acquires the acquired charge amount and the second operation. The insufficient charge amount is derived based on the energy consumption of the section.

The insufficient charge amount may be the minimum amount estimated that the charge amount does not fall below a predetermined threshold value during operation, and the charge determination unit 36 may determine to charge only the insufficient charge amount. .. Further, when the insufficient charge amount is charged, the charge determination unit 36 may charge the insufficient charge amount by adding a predetermined amount to the insufficient charge amount if the charge amount is not more than a predetermined upper limit value, for example, 80% or less. Further, the charge determination unit 36 determines the amount to be charged in the rechargeable battery 16a so that the charge amount when the traveling in the operation section is completed is equal to or more than a predetermined threshold value and is equal to or less than a predetermined reference value, for example, 50% or less. It's okay.

The insufficient charge amount may be the charge ratio of the rechargeable battery, or may be a numerical value converted into the charge time. The charging determination unit 36 can derive the charging time required to charge the insufficient charge amount based on the charging performance of the charging battery 16a and the power supply performance of the charger.

The charge determination unit 36 determines whether the charge amount is insufficient for each operation section, and receives the estimated charge amount for each operation section from the acquisition unit 33. The charge determination unit 36 derives the energy consumption in the first and second operation sections, respectively, and derives that the charge amount of the first vehicle becomes 30% in the first operation section. The amount of charge is stored in the memory. The acquisition unit 33 acquires from the memory that the charge amount has reached 30% in the first operation section. The charge determination unit 36 derives the insufficient charge amount in the second operation section based on the charge amount of 30%. As a result, the charge determination unit 36 identifies that the charge amount is insufficient in the second operation section, and determines that the insufficient charge amount should be charged by the start of the second operation. The vehicle allocation unit 38 allocates the first vehicle capable of charging the insufficient charge amount to the operation section by the start of operation of the operation section based on the derived insufficient charge amount. In this way, the operation determination unit 30 allocates the vehicle 16 capable of charging the insufficient charge amount to the operation section by the start of the operation of the operation section, and creates an operation plan.

Since it is possible to create an operation plan based on the insufficient charge amount for a vehicle that needs to be charged for operation, it is possible to charge the insufficient charge amount and operate without charging during the operation. In addition, since the operation plan is made by charging the minimum amount required for operation, it is possible to reduce the time for full charge and it becomes easier to receive requests. Since the energy efficiency of the vehicle 16 is good if the vehicle operates continuously while the traveling energy source is warm, an operation plan for continuous operation may be made.

The operation plan of the second vehicle starts with an initial charge of 90%, reduces the charge to 50% by the operation, and recovers to 90% by the subsequent charge.

The operation plan of the third vehicle is to start operation with an initial charge of 35%, start from charging, charge the charge to 90%, reduce the charge to 20% by operation, and then charge up to 90%. Recover. Charging of the third vehicle is scheduled at night when the charging fee is cheap. In order to reduce the number of charges and plan the operation to avoid full charge, the vehicle 16 with a small initial charge amount remains from the previous day.

In the operation plan of the fourth vehicle, the operation starts with the initial charge amount of 80%, the charge amount is reduced to 45% in the first operation, and charging is required for the second operation. Since the charge amount of the fourth vehicle is lower than that of the second vehicle, an operation plan in which the charger can be used preferentially is created. Therefore, in the second vehicle, a charging schedule is created which waits until the charging of the fourth vehicle is completed or moves to another charging station.

The charging determination unit 36 determines the charger and the charging timing based on the charging amount of the vehicle 16, and compares the charging amounts of the plurality of vehicles 16 at the time of charging, and the charging amount is another vehicle 16. The operation plan for preferentially charging the vehicle 16 having a charge amount smaller than that of the above is determined. The charging amount of the plurality of vehicles 16 to be compared may be an amount changed by traveling in the operating section, and may be, for example, a charging amount at the timing when the operation of a certain vehicle 16 is completed. As a result, by giving priority to charging the vehicle 16 having a small charge amount, it is possible to prevent the charge amount from becoming less than or equal to a predetermined threshold value. The target for which the charge amount of the vehicle 16 is compared is the vehicle 16 which is not scheduled to travel or charge in the operating section.

The charging determination unit 36 charges any of the plurality of chargers in the operation plan based on the charge amount of the vehicle 16, the section information derived by the section information derivation unit 34, and the position information of the charger. Decide whether to use the vessel. As a result, the charging determination unit 36 can select a charger near the starting point or the destination, and can determine an appropriate charging timing according to the charging amount.

When charging is required for the operation of the vehicle 16, the charging determination unit 36 generates usage application information for reserving the use of the charger, and sends the reservation application information to the charging service device 18 to reserve the use of the charger. It's okay. The usage application information includes the charger ID to be reserved and the usage start time to the usage end time. The charging determination unit 36 refers to the charger reservation information included in the charger information acquired from the charging service device 18, and generates usage application information while avoiding the already reserved time. By making a reservation for the charger, it is possible to avoid the charging congestion and use the charger efficiently, and the subsequent operation can be executed without delay.

FIG. 5 is a flowchart of a process in which the operation planning device 10 of the first embodiment creates an operation plan. The reception unit 28 of the operation planning device 10 receives the request information from the user terminal device 12 until a predetermined deadline (S10), and the establishment determination unit 32 determines the establishment of the request (S12). If the request is not satisfied, this process ends.

The section information derivation unit 34 of the operation determination unit 30 derives the section information based on the established request information (S14). The acquisition unit 33 acquires vehicle information from the vehicle management device 14 (S16). The vehicle information includes the charge amount of the rechargeable battery 16a.

The vehicle allocation unit 38 selects a vehicle that can be operated in response to the request information using the allocation program (S18), and the charge determination unit 36 operates the operation section based on the charge amount and section information of the selected vehicle. In this case, the insufficient charge amount is derived, and it is determined whether charging is necessary based on the insufficient charge amount (S20). If the selected vehicle does not require charging (N in S20), the vehicle allocation unit 38 decides to allocate the selected vehicle and creates an operation plan (S28).

If the selected vehicle needs to be charged (Y in S20), the charge determination unit 36 derives the charge time when the vehicle is in operation based on the planned travel distance and the charge amount, and before the operation. Determine to charge (S22). The charging determination unit 36 selects which charger to charge based on the derived section information and the position information of the charger, generates usage application information for the selected charger, and charges the usage application information. It is transmitted to the device 18 (S24). If the reservation for using the charger is not established (N in S26), the charging determination unit 36 applies for the use of another charger (S24).

If the usage reservation of the charger is established (Y in S26), the vehicle selected by the vehicle allocation unit 38 is assigned to the operation for the request, and the operation plan is created (S28). As described above, by incorporating the charging schedule into the operation plan of the vehicle, the operation planning device 10 can charge the insufficient charge amount by the start of the operation and prevent the rechargeable battery from becoming empty during the operation.

(Second Example)
FIG. 6 is a diagram showing the relationship between the degree of battery deterioration of the on-board rechargeable battery 16a and the cruising range. The vertical axis of FIG. 6 shows the battery deterioration degree Dd, and the horizontal axis shows the cruising distance Cr when fully charged. When the battery deterioration degree Dd reaches a predetermined value, the rechargeable battery 16a is replaced.

As shown in FIG. 6, as the battery deterioration degree Dd increases, the cruising range Cr becomes shorter. Therefore, when the vehicle 16 operates for a long scheduled travel distance, the charge amount may become equal to or less than a predetermined threshold value during the operation depending on the battery deterioration degree Dd of the rechargeable battery 16a.

Therefore, the operation planning device 10 of the second embodiment preferentially allocates the fuel vehicle to the operation section whose planned travel distance is equal to or longer than the charging vehicle. Further, the vehicle allocation unit 38 determines whether to allocate the vehicle 16 of the charging vehicle or the fuel vehicle to the operating section based on the planned travel distance of the operating section. The fuel vehicle has a vehicle characteristic that the mileage is long and the energy charging time is short as compared with the charging vehicle. By selecting a vehicle allocation based on the chargeability information, it is possible to appropriately allocate a vehicle according to the vehicle characteristics with respect to the planned mileage. If the planned travel distance is longer than a predetermined distance, for example, 80 km or more, it may be determined that the distance is long.

The vehicle allocation unit 38 preferentially allocates the vehicle 16 having a relatively low degree of battery deterioration to the operating section where the planned travel distance is a predetermined distance or more in the allocation of the charging vehicle. That is, the vehicle allocation unit 38 preferentially allocates a vehicle having a battery deterioration degree of the rechargeable battery 16a lower than the battery deterioration degree of another vehicle to the operation of the planned traveling distance of a predetermined distance or more. Further, the vehicle allocation unit 38 determines the allocation of the vehicle 16 to the operation section based on the planned travel distance of the operation section and the degree of battery deterioration. By selecting a vehicle allocation based on the degree of battery deterioration of the rechargeable battery 16a, it is possible to appropriately allocate a vehicle according to the planned travel distance. In addition, a vehicle having a long cruising range when fully charged can be assigned to an operating section having a long scheduled travel distance.

The charging determination unit 36 derives the charging time required for the charging battery 16a from the planned travel distance of the operating section, and the vehicle allocation unit 38 determines the allocation of the vehicle 16 to the operating section based on the charging time of the charging battery 16a. .. The charging determination unit 36 derives the energy consumption from the planned travel distance, derives the charge amount insufficient for traveling from the energy consumption amount and the charge amount, and derives the charging time for securing the insufficient charge amount. The vehicle allocation unit 38 allocates the vehicle 16 that can secure the charging time before the operation based on the derived charging time. The operation determination unit 30 creates an operation plan so that the charge amount of the vehicle 16 does not fall below a predetermined threshold value due to the operation. Therefore, the vehicle 16 whose charge amount of the vehicle 16 is estimated to be equal to or less than a predetermined threshold value due to the operation is charged by the start of the operation of the operation section. The vehicle 16 whose charging time cannot be secured by the start of operation is not assigned to the operation. As a result, the amount of charge required for operation can be secured and the vehicle can be dispatched.

FIG. 7 is a flowchart of a process in which the operation planning device 10 of the second embodiment creates an operation plan. The reception unit 28 of the operation planning device 10 receives the request information from the user terminal device 12 until a predetermined deadline (S30), and the establishment determination unit 32 determines the establishment of the request (S32). If the request is not satisfied, this process ends.

The section information derivation unit 34 of the operation determination unit 30 derives each operation section based on the established request information (S34). The acquisition unit 33 acquires vehicle information from the vehicle management device 14 (S36).

The charging determination unit 36 determines whether or not there is a charging vehicle in the operable vehicle 16 (S38). When there is no charging vehicle (N in S38), the vehicle allocation unit 38 determines the allocation of the vehicle 16 to the request information based on the operation section and the vehicle information (S40), and creates an operation plan (S50).

When there is a charging vehicle (Y in S38), the vehicle allocation unit 38 determines whether the planned travel distance of the operating section is a long distance of a predetermined distance or more (S42). If the planned travel distance is not a long distance (N in S42), the vehicle allocation unit 38 determines the allocation of the vehicle 16 to the request information (S40) and creates an operation plan (S50) without any particular limitation.

If the planned travel distance is a long distance (Y in S42), the vehicle allocation unit 38 allocates the fuel vehicle to the long-distance request in preference to the charging vehicle (S44). In response to the case where there is no fuel vehicle or when there are a plurality of long-distance requests, the vehicle allocation unit 38 determines whether or not a long-distance operating section remains (S46). When there is no long-distance operation section remaining (N in S46), the vehicle allocation unit 38 allocates the vehicle 16 to the remaining requests using a predetermined allocation program (S40), and creates an operation plan (S40). S50).

When a long-distance operation section remains (Y in S46), the vehicle allocation unit 38 allocates the vehicle 16 based on the battery deterioration degree (S48) and creates an operation plan (S50). A vehicle 16 having a low degree of battery deterioration is preferentially assigned to a long-distance operating section.

(Third Example)
The vehicle 16 used in the operation planning system 1 of the third embodiment is a charging vehicle capable of charging a traveling energy source. The consumption of the in-vehicle rechargeable battery 16a varies greatly depending on not only the mileage but also the height difference of the road, the presence or absence of the air conditioner device, the temperature of the rechargeable battery, and the like. Therefore, the operation planning device 10 of the third embodiment creates an operation plan based on the travel environment information when traveling in the operation section. The driving environment information includes road gradient information, temperature information that is a forecast of the scheduled driving date, past driving environment information, and the like. Since the energy consumption can be derived based on the driving environment information, the consumption of the rechargeable battery when traveling the planned travel distance can be derived accurately.

Return to FIG. The charging determination unit 36 determines the energy consumption when the vehicle 16 travels in the operation section based on the planned travel distance of the operation section derived by the section information derivation unit 34 and the travel environment information of the operation section. Derived. The section information derivation unit 34 of the third embodiment derives an operation section in which a travel route is defined. The charging determination unit 36 derives a reference energy consumption based on the planned travel distance and the vehicle weight, and determines the height difference of the road, the presence / absence of an air conditioner device, temperature information, etc. with respect to the derived reference energy consumption. Correct and derive energy consumption. For these derivations, a map created by an experiment or the like may be used. Energy consumption is derived for each vehicle or model. The charge determination unit 36 calculates the insufficient charge amount from the derived energy consumption amount and the charge amount of the vehicle 16. The insufficient charge amount is derived by subtracting the charge amount of the vehicle 16 from the energy consumption amount of the operating section. The charging determination unit 36 may derive the insufficient charging time required for traveling in the operating section based on the insufficient charging amount.

The vehicle allocation unit 38 allocates the vehicle 16 that can secure the derived energy consumption by the start of operation of the operation section to the operation section and creates an operation plan. Further, the vehicle allocation unit 38 may allocate the derived vehicle 16 that can be charged before the start of operation to the operation section. The operation plan includes a schedule to complete charging the insufficient charge amount before the start of operation. As a result, the energy consumption can be accurately derived based on the driving environment information of the operation section, and the operation plan can be created on the premise that the energy consumption is secured. Therefore, the charge amount becomes less than the predetermined threshold during the operation. It is possible to avoid becoming, and it is possible to operate without delay.

If the road slope of the service section is a long downhill, the amount of charge may increase. If the charge determination unit 36 estimates that the charge amount will increase due to the operation, the vehicle allocation unit 38 may allocate the charge amount estimated to increase to the next operation. The energy consumption of the air conditioner device may be derived from the drive recorder with reference to the energy consumption of the past air conditioner device. In addition, a map showing the relationship between the energy consumption of the air conditioner device and the outside air temperature may be maintained.

Further, the operation determination unit 30 derives a prohibited time zone in which charging is prohibited in the rechargeable battery 16a based on the temperature information of the desired date and time of the request, and determines an operation plan in which charging is not performed in the derived prohibited time zone. When the ambient temperature of the rechargeable battery 16a is a predetermined low temperature or lower or a predetermined high temperature or higher, charging of the rechargeable battery 16a is prohibited by the function of the in-vehicle device. A predetermined low temperature is, for example, zero degrees, and a predetermined high temperature is, for example, 50 degrees. Therefore, depending on the ambient temperature of the rechargeable battery 16a, charging may not be possible even if an attempt is made to charge the rechargeable battery 16a by connecting to the charger.

Past driving environment information may be used for deriving the charge prohibition time zone. For example, when the charging determination unit 36 refers to the past travel history recorded in the drive recorder, the detection result of the temperature sensor provided in the charging battery 16a from 13:00 to 15:00 is higher than the predetermined high temperature. If the past temperature and the temperature on the scheduled travel date are the same, it is derived that the charging is prohibited from 13:00 to 15:00. Further, the charging determination unit 36 may derive that, for example, if the temperature is 35 degrees or less, the ambient temperature of the rechargeable battery 16a becomes a predetermined high temperature or higher and the charging prohibition time zone is reached. The charge determination unit 36 derives the charge prohibition time zone based on the temperature information, and the vehicle allocation unit 38 allocates the insufficient charge amount to the chargeable vehicle 16 before the start of operation while avoiding the charge prohibition time zone. decide. As a result, it is possible to create an operation plan for charging while avoiding the time zone when charging is prohibited by the function on the vehicle 16 side.

FIG. 8 is a flowchart of a process in which the operation planning device 10 of the third embodiment creates an operation plan. The reception unit 28 of the operation planning device 10 receives the request information from the user terminal device 12 until a predetermined deadline (S52), and the establishment determination unit 32 determines the establishment of the request (S54). If the request is not satisfied, this process ends.

The section information derivation unit 34 of the operation determination unit 30 derives the operation section based on the established request information (S56). The acquisition unit 33 acquires the traveling environment information of the operating section from the information providing device 19 (S58). Further, the acquisition unit 33 acquires vehicle information from the vehicle management device 14 (S60).

The vehicle allocation unit 38 selects the vehicle 16 for the operation section using the allocation program (S62), and the charge determination unit 36 obtains the energy consumption when traveling the planned travel distance of the operation section and the driving environment information. It is derived using the method, and the insufficient charge amount when the selected vehicle 16 runs is derived (S64). The charge determination unit 36 determines whether charging is necessary based on the derived insufficient charge amount (S66). If the selected vehicle 16 does not require charging for operation (N in S66), the vehicle allocation unit 38 determines to allocate the selected vehicle and creates an operation plan (S72).

If the selected vehicle 16 needs to be charged for operation (Y in S66), the charge determination unit 36 derives the travel prohibition time zone based on the temperature information on the scheduled travel date (S68). The charge determination unit 36 determines whether the selected vehicle 16 can charge the insufficient charge amount before the start of operation (S70). If the selected vehicle 16 is not rechargeable (N in S70), the vehicle allocation unit 38 selects a new vehicle 16 and searches for a vehicle 16 having a sufficient charge amount (S62).

If the selected vehicle 16 can be charged (Y in S70), the vehicle allocation unit 38 allocates the operation to the selected vehicle 16 and creates an operation plan (S72). In this way, by making a charging schedule based on the driving environment of the operating section and incorporating it into the operating plan, it is possible to operate without delay.

It should be noted that each embodiment is merely an example, and it is understood by those skilled in the art that various modifications are possible for the combination of each component, and that such modifications are also within the scope of the present invention.

For example, the mode in which the operation determination unit 30 of the first embodiment reserves the use of the charger may be incorporated into the processing of the operation plans of the second embodiment and the third embodiment. Further, the mode in which the operation determination unit 30 shown in the second embodiment preferentially allocates the fuel vehicle to the request for the planned travel distance of a predetermined distance or more over the charging vehicle is the mode of the first embodiment and the third embodiment. It may be incorporated into the processing of the operation plan. Further, the mode in which the operation determination unit 30 shown in the third embodiment derives the energy consumption of the operation section using the travel environment information may be incorporated into the processing of the operation plans of the first embodiment and the second embodiment.

1 Operation planning system, 10 Operation planning device, 12 User terminal device, 14 Vehicle management device, 16 Vehicle, 16a rechargeable battery, 18 Charging service device, 19 Information providing device, 20 Communication unit, 24 Vehicle information holding unit, 26 Charger Information holding unit, 28 reception unit, 30 operation determination unit, 32 establishment determination unit, 33 acquisition unit, 34 section information derivation unit, 36 charge determination unit, 38 vehicle allocation unit.

Claims (3)

A reception unit that receives request information including the departure point and destination from the user,
Equipped with an operation decision unit that determines the operation plan for request information,
The operation decision unit
A section information derivation unit that derives the operation section that defines the start point and end point from the request information,
It has a vehicle allocation unit that determines whether to allocate a charging vehicle using a traveling energy source as a rechargeable battery or a fuel vehicle using fuel as a traveling energy source to the operating section based on the planned travel distance of the operating section. A featured operation planning system. Further equipped with a vehicle information holding unit that holds the battery deterioration degree of the rechargeable battery mounted on the charging vehicle in association with the identification information of the charging vehicle.
The operation planning system according to claim 1, wherein the vehicle allocation unit determines the allocation of a charging vehicle based on the planned travel distance of the operation section and the degree of battery deterioration. In allocating a charging vehicle to an operating section, the vehicle allocation unit assigns a charged vehicle whose battery deterioration degree of the rechargeable battery is lower than that of another charging vehicle to an operating section having a planned travel distance of a predetermined distance or more. The operation planning system according to claim 2, wherein the operation is preferentially assigned.

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