JP6778152B2 - Car sharing management system - Google Patents

Description

The present invention relates to a car sharing management system that manages a shared vehicle used by a plurality of users.

Conventionally, based on the distribution of a plurality of shared vehicles waiting in a state where they can be used at a plurality of stations, the degree of uneven distribution indicating the degree of uneven distribution of the plurality of shared vehicles is calculated, and the degree of uneven distribution is equal to or higher than a predetermined value. At this time, there is known an apparatus that performs a process of reducing the degree of uneven distribution (see, for example, Patent Document 1). In the device described in Patent Document 1, when the user selects a station for reducing the uneven distribution as the return destination station of the shared vehicle, the usage fee of the shared vehicle is reduced.

Japanese Unexamined Patent Publication No. 2016-95750

However, the device described in Patent Document 1 suppresses bias in the distribution of shared vehicles for each station on the premise of a one-way car sharing system in which a shared vehicle rented at one station is returned at another station. is there. Therefore, with the device described in Patent Document 1, it is difficult to efficiently increase the operating rate of each shared vehicle.

The car sharing management system, which is one aspect of the present invention, is acquired by a vehicle information acquisition unit that acquires vehicle information of each shared vehicle including the usage record of each of a plurality of shared vehicles that can be rented to the user, and a vehicle information acquisition unit. The operating rate calculation unit that calculates the operating rate of each shared vehicle based on the vehicle information, and the standard charge per unit usage time or unit usage distance of each shared vehicle according to the operating rate calculated by the operating rate calculation unit. Use of each shared vehicle based on the charge setting unit that sets the value, the standard charge set by the charge setting unit, and the usage time or distance of the shared vehicle included in the vehicle information acquired by the vehicle information acquisition unit. It is equipped with a charge calculation unit for calculating charges. The charge setting unit sets the first standard charge when the operating rate calculated by the operating rate calculation unit is lower than the target operating rate, lower than the second standard charge when the operating rate is equal to or higher than the target operating rate.

According to the present invention, the operating rate of individual shared vehicles can be efficiently increased.

The image diagram which shows the organizational system to which the car sharing management system which concerns on embodiment of this invention is applied. The figure which shows the geographical arrangement of the plurality of business entities of FIG. The block diagram which shows the whole structure of the car sharing management system which concerns on embodiment of this invention. The figure which shows the relationship between the operating rate for a weekday used in the car-sharing management system which concerns on embodiment of this invention, and a standard charge. The figure which shows the relationship between the operating rate for a holiday used in the car sharing management system which concerns on embodiment of this invention, and a standard charge. The figure which shows the specific example of setting of the standard charge. FIG. 3 is a flowchart showing an example of processing executed by the calculation unit of the server device of FIG.

Hereinafter, an embodiment of the present invention will be described with reference to FIGS. 1 to 6. The car-sharing business is a business in which an unmanned vehicle is rented using a pre-registered IC card, and when the vehicle is returned, the user is charged according to the usage time and usage distance (mileage) of the vehicle. The car-sharing management system according to the embodiment of the present invention is a system suitable for carrying out a car-sharing business mainly by a business entity such as a dealer (car dealer) that sells and maintains (inspects and maintains) vehicles. It is configured as. Vehicles (shared vehicles) owned by the business entity and used for the car sharing business are parked on the premises of the business entity. The place where such a shared vehicle is parked is called a station.

On the premises of the business entity, not only stations but also maintenance bases for workers belonging to the business entity to maintain shared vehicles will be established. The stations are provided, for example, on the same site as the maintenance base, or on the site adjacent to each other across a fence or a road. If the station is provided in the vicinity of the maintenance base, such as when the distance from the maintenance base to the station is within a predetermined distance, the station may be provided in a site other than the same or adjacent site as the maintenance base.

When the user uses the shared vehicle, for example, the same station becomes the departure point and the return point of the shared vehicle. Every time the shared vehicle is returned to the station, for example, the shared vehicle is transferred to the maintenance base by a worker, and maintenance is performed at the maintenance base. That is, in the car sharing business, various users with different driving techniques and driving modes drive a shared vehicle for various purposes. Therefore, in order to rent the shared vehicle to the user in good condition, maintenance of the shared vehicle is performed every time the user finishes using the shared vehicle.

FIG. 1 is an image diagram showing an organizational system to which the car sharing management system according to the embodiment of the present invention is applied. As shown in FIG. 1, the organizational structure is classified into a first layer at the highest level, a second layer below the first layer, and a third layer below the second layer. The third layer is composed of a plurality of business entities (for example, A store, B store, C store, and D store, which are vehicle dealers).

FIG. 2 is a diagram showing the geographical arrangement of a plurality of business units A to D stores. As shown in FIG. 2, among the plurality of business units A to D stores, the A store and the B store are scattered in the first range AR1, and the C store and the D store are adjacent to the first range AR1. Dotted within the second range AR2. The number of third-tier business entities included in each range AR1 and AR2 may be one or three or more. In FIG. 2, the first range AR1 and the second range AR2 are shown as adjacent ranges, but they may be separated from each other. In FIG. 2, C1 to C7 are shared vehicles of the same vehicle type, store A has vehicles C1 to C3, store B has vehicles C4, store C has vehicles C5 and C6, and store D has vehicle C7. I own each.

When one business entity (for example, store A) runs out of shared vehicles, another business entity (for example, store B) within the same range AR1 can arrange a vehicle for one business entity. When there is no vehicle to be arranged in the business entity in the same range AR1, the vehicle can be arranged from the business entity in the different range AR2 (for example, C store or D store). If one entity has multiple entities that can arrange vehicles, the distance between the station of that one entity (eg, store A) and the station of another entity (eg, stores B to D). Considering L1 to L3, it is possible to preferentially arrange vehicles from the station with the shortest distance.

As shown in FIG. 1, the second tier is a plurality of business entities in the third tier, which manage the operations of the A store, the B store, the C store, and the D store (for example, the vehicle sales companies E and F). Company). Company E manages stores A and B scattered in the first range AR1, and company F manages stores C and D scattered in the second range AR2. The number of business entities in the second layer may be one or three or more. Company E and Company F are located in, for example, the first range AR1 and the second range AR2, respectively.

The first layer is composed of a plurality of business entities E and F (for example, company G, which is a vehicle manufacturer) that manages the operations of the company F. Company G has a call center that responds to telephone calls, emails, etc. from users, for example. The relationship between Company G and Company E and Company F corresponds to, for example, the relationship between a parent company and a subsidiary. The number of business entities in the first layer may be two or more. There may be additional entities above the first level.

Under such an organizational system, in the present embodiment, the vehicles C1 to C7 owned by the third-tier business entity are used as shared vehicles for the car sharing business. The shared vehicle includes not only a vehicle dedicated to car sharing used only for the car sharing business but also a vehicle used for other purposes such as a test drive. Vehicles owned by not only the third-tier business entity but also the second-tier or first-tier business entity can be used as a shared vehicle for the car-sharing business.

By the way, in the car sharing business, it is preferable that the operating rate of vehicles is high, and in particular, for a plurality of vehicles C1 to C7 of the same vehicle type, the difference in the operating rates is small, and the frequency of use of vehicles C1 to C7 is about the same. It is preferable to have. However, since the occupancy rate depends on the geographical convenience of the station where the vehicles C1 to C7 are located, it is difficult to reduce the difference in the occupancy rate while keeping the rental conditions of the vehicles C1 to C7 the same. .. Therefore, in the present embodiment, in order to reduce the difference in the operating rates of the plurality of vehicles C1 to C7, in other words, the frequency of use is made the same, so that the vehicle usage charges are different according to the operating rates. Configure.

FIG. 3 is a block diagram showing the overall configuration of the car sharing management system 100 according to the embodiment of the present invention. As shown in FIG. 3, the car-sharing management system 100 includes a business entity terminal 1 provided in each business entity of the first to third layers and an in-vehicle vehicle provided in vehicles C1 to C7 owned by each business entity. It has a terminal 2, a user terminal 3 owned by a customer (user) who uses vehicles C1 to C7, and a server device 4.

The business entity terminal 1, the in-vehicle terminal 2, the user terminal 3, and the server device 4 are connected to a communication network 5 such as a wireless communication network, an Internet network, and a telephone line network. In FIG. 3, for convenience, one business entity terminal 1, one in-vehicle terminal 2, and one user terminal 3 are shown, but a plurality of these terminals 1 to 3 are actually provided. Further, although a single server device 4 is shown in FIG. 3, the functions shown in the server device 4 of FIG. 3 may be distributed to a plurality of server devices. At least a part of the communication path may be wired instead of wireless.

The business entity terminal 1 includes a personal computer provided in each business entity and a mobile wireless terminal operated by an employee (employee) of each business entity. The business entity terminal 1 has a communication unit 11, an input / output unit 12, a calculation unit 13, and a storage unit 14.

The communication unit 11 is configured to enable wireless communication with the server device 4 via the communication network 5. The communication unit 11 transmits the usage information and maintenance information of the vehicles C1 to C7 to the server device 4 together with the employee ID that identifies the employee of the business entity.

The input / output unit 12 is a so-called human interface (HMI), and has a keyboard, mouse, monitor, touch panel, printer, and the like that can be operated by the user. Employees (employees) of each business entity can input various information of vehicles C1 to C7 via the input / output unit 12, and can acquire information on usage fees and fee payments of vehicles C1 to C7. it can.

The calculation unit 13 has a CPU (processor), a signal input via the input / output unit 12, a signal received from the outside of the business entity terminal 1 via the communication unit 11, and data stored in the storage unit 14. A predetermined process is executed based on the above, and a control signal is output to the communication unit 11, the input / output unit 12, and the storage unit 14.

The calculation unit 13 has a vehicle information acquisition unit 13a that acquires various vehicle information (vehicle information) from the server device 4. The vehicle information to be acquired is information on vehicles belonging to each business entity and information on vehicles belonging to business entities lower than the business entity. For example, the third-tier business entity A store can acquire information on the vehicles C1 to C3 belonging to the A store, and the second-tier business entity E company can acquire the information of the vehicles C1 to C4 belonging to the A store and the B store. The information can be acquired, and the business entity G of the first layer can acquire the information of the vehicles C1 to C7 belonging to the stores A to D. The calculation unit 13 can output (for example, display) such vehicle information to the input / output unit 12 in a manner that can be recognized by employees.

The storage unit 14 has a volatile or non-volatile memory (not shown). Various programs executed by the arithmetic unit 13 and various data are stored in the storage unit 14.

The in-vehicle terminal 2 includes, for example, an in-vehicle navigation device. The in-vehicle terminal 2 includes a communication unit 21, an input / output unit 22, a lock mechanism 23, a sensor group 24, a calculation unit 25, and a storage unit 26.

The communication unit 21 is configured to enable wireless communication with the server device 4 via the communication network 5. The communication unit 21 transmits a signal indicating the current position information of the vehicles C1 to C7 and a signal from the sensor group 24 to the server device 4 at predetermined time intervals together with the vehicle ID that identifies the vehicles C1 to C7.

The input / output unit 22 has various switches, buttons, microphones, speakers, monitors, and the like that can be operated by the user. In addition, the input / output unit 22 has a card reader 22a that reads user information from the authentication card that the user has. As the authentication card, for example, a driver's license (IC card license) in which an integrated circuit (IC) is incorporated and personal information of a user is stored is used. The card reader 22a is provided at a predetermined portion (for example, below the rear window) of the vehicles C1 to C7 so that the authentication card approached from the outside of the vehicle can be recognized.

The lock mechanism 23 has a door lock actuator (for example, an electric motor), and the door lock is unlocked or locked by driving the door lock actuator. That is, the door lock actuator unlocks the door lock when the unlocking signal is output from the calculation unit 25, and locks the door lock when the lock signal is output.

The sensor group 24 is mounted on each vehicle C1 to C7 and includes various sensors for detecting the vehicle state. For example, a GPS sensor that detects the position of a vehicle, a vehicle speed sensor that detects a vehicle speed, a gyro sensor that detects an angular speed of a vehicle, an acceleration sensor that detects an acceleration acting on a vehicle, a mileage sensor that detects a mileage, and a vehicle running The sensor group 24 includes an energy remaining amount detection sensor for detecting the remaining amount of required energy (gasoline in a gasoline vehicle, battery storage amount in an electric vehicle, etc.).

The calculation unit 25 has a CPU, and is used in a signal input via the input / output unit 22, a signal detected by the sensor group 24, a signal received from the outside of the vehicle-mounted terminal via the communication unit 21, and a storage unit 26. A predetermined process is executed based on the stored data, and a control signal is output to the actuator, the input / output unit 22, and the storage unit 26 of each unit of the vehicles C1 to C7. The calculation unit 25 further outputs a control signal to the communication unit 21 to control transmission / reception of the signal between the vehicle-mounted terminal 2 and the server device 4. For example, the calculation unit 25 transmits the user information read via the card reader 22a to the server device 4 via the communication unit 21. The server device 4 determines whether or not there is reservation information corresponding to the received user information, transmits an unlock command to the calculation unit 25 if there is corresponding reservation information, and transmits a lock signal if there is no corresponding reservation information. .. When the calculation unit 25 receives the unlock command, it outputs the unlock signal, and when it receives the lock command, it outputs the lock signal to the door lock actuator.

The storage unit 26 has a volatile or non-volatile memory (not shown). The storage unit 26 stores various programs executed by the calculation unit 25 and various data such as detection data by the sensor group 24. The stored detection data is transmitted to the server device 4 at predetermined time intervals via the communication unit 21 by processing by the calculation unit 25.

The user terminal 3 is composed of a personal computer operated by the user, a mobile wireless terminal represented by a smartphone, and the like. The user terminal 3 has a communication unit 31, an input / output unit 32, a calculation unit 33, and a storage unit 34.

The communication unit 31 is configured to enable wireless communication with the server device 4 via the communication network 5. The communication unit 31 transmits a signal for instructing reservation application or cancellation of vehicles C1 to C7 to the server device 4 together with a user ID for identifying the user.

The input / output unit 32 includes, for example, a keyboard, a mouse, a monitor, a touch panel, and the like. The user can input user information and commands such as application, change, and cancellation of vehicle reservation via the input / output unit 32. The user information includes the user's address, name, contact information, driver's license number, information necessary for payment (for example, credit card number) and the like. After inputting the user information and registering as a member, the user can use the shared vehicle.

When applying for a vehicle reservation, the user commands the vehicle type, the station to be used, and the vehicle usage date and time (use start date and time and use end date and time). At this time, the server device 4 searches for a reservable vehicle that satisfies any or all of the commanded vehicle type, station, usage date and time, and transmits the information of the searched vehicle to the user terminal 3. This vehicle information is displayed on the input / output unit 32. When the user selects a desired vehicle from the displayed vehicles via the input / output unit 32, or when the user accepts the displayed vehicle, the vehicle reservation is confirmed.

When applying for a vehicle reservation, the input / output unit 32 displays the vehicle usage fee as vehicle information. The displayed charges include the charges per predetermined time or distance (standard charges) and the total usage charges, and the total usage charges are calculated by multiplying the standard charges by the usage time or usage distance. To. The fare displayed at the time of reservation application is the planned fare, and when the usage time and mileage of the vehicle are fixed when the vehicle is returned, the usage fee is also fixed. The fixed usage fee is displayed via the input / output unit 32, whereby the user can grasp the usage fee.

The calculation unit 33 has a CPU, and is determined based on a signal input via the input / output unit 32, a signal received from the outside of the user terminal 3 via the communication unit 31, and data stored in the storage unit 34. Is executed, and a control signal is output to the communication unit 31, the input / output unit 32, and the storage unit 34. By the processing in the calculation unit 33, the user can change or confirm the reserved vehicle via the input / output unit 32 (monitor or the like).

The storage unit 34 has a volatile or non-volatile memory (not shown). The storage unit 34 stores various programs executed by the calculation unit 33 and various data.

The server device 4 is provided in, for example, the first-tier business entity G. The server device 4 can also be configured by using the virtual server function on the cloud. The server device 4 has a communication unit 41, an input / output unit 42, a calculation unit 43, and a storage unit 44.

The communication unit 41 is configured to enable wireless communication with the business entity terminal 1, the in-vehicle terminal 2, and the user terminal 3 via the communication network 5, respectively. The input / output unit 42 includes, for example, a keyboard, a mouse, a monitor, a touch panel, and the like. The calculation unit 43 has a CPU, and is determined based on a signal input via the input / output unit 42, a signal received from the outside of the server device 4 via the communication unit 41, and data stored in the storage unit 44. Is executed, and the control signal is output to the input / output unit 42 and the storage unit 44. The functional configuration of the calculation unit 43 will be described later.

The storage unit 44 has a volatile or non-volatile memory (not shown). The storage unit 44 stores various programs executed by the calculation unit 43 and various data. The storage unit 44 has a vehicle database 441, a user database 442, and an employee database 443 as functional configurations of the memory.

The vehicle database 441 is a vehicle that represents the vehicle state and vehicle characteristics such as the business entity to which each vehicle C1 to C7 belongs, the vehicle type, model year, vehicle body number, vehicle number, mileage, maintenance history, and operating rate of each vehicle C1 to C7. The information, the charge information of each vehicle C1 to C7, and the usage plan of each vehicle C1 to C7 are stored. The fare information includes past and present standard fare for each vehicle C1 to C7 set by the fare setting unit 435 described later. The usage plan includes a time-series usage record of each vehicle C1 to C7, current and future time-series reservation information, and a maintenance plan for vehicles C1 to C7 executed between the reservation information. Charge information is stored in association with the usage record.

The user database 442 includes user information such as user ID, address, name, contact information, license number, etc. of each user input via the user terminal 3 (input / output unit 32), and use of vehicles C1 to C7 of each user. Stores history information and information indicating the payment status of usage fees for each user.

The employee database 443 stores employee information such as employee ID, address, name, and contact information of each employee. Employee information also includes affiliation information to which business entity each employee belongs to. Employee information can be input only on a specific business entity terminal 1 (for example, a business entity terminal of company G).

The calculation unit 43 includes a reservation reception unit 431, a plan creation unit 432, a vehicle information acquisition unit 433, an operating rate calculation unit 434, a charge setting unit 435, and a charge calculation unit 436 as functional configurations of the processor. , And an output unit 437.

The reservation reception unit 431 accepts an application for a vehicle use reservation input by the user via the user terminal 3 (input / output unit 32). Specifically, the calculation unit 43 searches the vehicle database 441 for a list of reservable vehicles that match the reservation conditions entered by the user, such as the vehicle usage date and time, vehicle type, and business entity to be used, and the user terminal 3 After being transmitted to, information on a vehicle selected by the user from the transmitted vehicle list or a vehicle approved by the user is received via the communication unit 41. The reservation reception unit 431 accepts an application for a reservation for use with the selected or accepted vehicle as the reserved vehicle.

The planning unit 432 creates current and future usage plans for vehicles C1 to C7, and registers the usage plans in the vehicle database 441. More specifically, a usage plan for the reserved vehicle received by the reservation reception unit 431 is created and registered in the vehicle database 441. The usage plan includes a usage start date and time and a usage end date and time of the reserved vehicle, and a maintenance plan executed before the usage start date and time.

The vehicle information acquisition unit 433 acquires vehicle information including the usage record of each vehicle C1 to C7 that can be rented to the user from the vehicle database 441. The vehicle information to be acquired includes the usage time and the usage distance of each vehicle C1 to C7 for each predetermined period (for example, one month).

The operating rate calculation unit 434 calculates the operating rate α of each vehicle C1 to C7 based on the vehicle information (usage record) acquired by the vehicle information acquisition unit 433. The operating rate α is represented by the ratio (%) of the time when the vehicle is actually rented to the vehicle rentable time (for example, 24 hours / day × 31 days) within a predetermined period (for example, one month). The operating rate α is calculated for each predetermined period and stored in the vehicle database 441 in chronological order. The ratio of the actual usage fee to the maximum usage fee that can occur within a predetermined period can also be calculated as the operating rate α.

The charge setting unit 435 sets a reference charge β which is a calculation standard of the usage charge of each vehicle C1 to C7 according to the operation rate α calculated by the operation rate calculation unit 434. For example, the usage fee per hour is set as the standard fee β. For users who have used the vehicles C1 to C7 for more than a predetermined time (for example, 24 hours), the standard charge may be set in units of the predetermined time instead of one hour. When the charge calculation unit 436 calculates the usage charge according to the distance, the usage charge per unit distance can be set as the reference charge.

The charge setting unit 435 sets different usage charges for weekdays and holidays (Saturday, Sunday, public holidays). 4A and 4B are characteristic diagrams showing the relationship between the operating rate α for weekdays and holidays stored in the storage unit 44 in advance and the reference charge β, respectively. In the characteristic f1 of FIG. 4A, when the operating rate α is equal to or higher than the target operating rate α1, the reference charge β is a fixed charge (fixed price) β1, and when the operating rate α is lower than the target operating rate α1, the lower the operating rate α is, the more the standard is used. Charge β will decrease. Similarly, in the characteristic f2 of FIG. 4B, when the operating rate α is equal to or higher than the target operating rate α2, the reference charge β is a fixed charge (fixed price) β2, and when the operating rate α is lower than the target operating rate α2, the operating rate α is low. The more the standard charge β decreases.

The target operating rates α1 and α2 can be set by the employee via the input / output unit 42 in consideration of the profitability of the business. The charge setting unit 435 can also calculate the average value of the operating rates of vehicles C1 to C7 of the same vehicle type owned by a plurality of business entities, and calculate the target operating rates α1 and α2 based on the average value. For example, the average value can be the target operating rates α1 and α2. The target operating rates α1 and α2 can also be calculated by multiplying the average value by a predetermined coefficient. The target operating rates α1 and α2 may be set to different values for each business entity. The average value of the operating rates of vehicles of similar vehicle types as well as the same vehicle type may be calculated, and the target operating rates α1 and α2 may be calculated based on this average value.

The target operating rates α1 and α2 in FIGS. 4A and 4B are set to, for example, the same value. On the other hand, the charge β2 in FIG. 4B is set higher than the charge β1 in FIG. 4A by a predetermined charge or a predetermined ratio. For example, the characteristic f2 is a characteristic obtained by shifting the characteristic f1 upward by a predetermined amount. The charge setting unit 435 sets the reference charge β according to the operating rate α based on the characteristics f1 and f2 of FIGS. 4A or 4B. In the charge setting unit 435, when the usage time T spans weekdays and holidays, such as when the usage start date of vehicles C1 to C7 is a weekday and the usage end date is a holiday, or the usage start date is a holiday and the usage end date is a weekday. Set the standard charge β for weekdays or holidays depending on whether or not an intermediate time between the usage start time and the usage end time is included on weekdays. If the usage time T exceeds 24 hours, the standard charge β is set every 24 hours.

FIG. 5 is a diagram showing a specific example of setting the reference charge β. As shown in pattern 1 of FIG. 5, when the usage start time is time t11 (for example, 20:00) on weekdays (Friday) and the usage end time is time t12 (for example, 12:00) on holidays (Saturday), the intermediate time Is the holiday time t13 (for example, 4 o'clock). In this case, the charge setting unit 435 sets the reference charge β for holidays according to the characteristic f2 of FIG. 4B. As shown in pattern 2 of FIG. 5, when the usage start time is a holiday (Sunday) time t21 (for example, 20:00) and the usage end time is a weekday (Monday) time t22 (for example, 18:00), the intermediate time Is the time t23 on weekdays (for example, 7 o'clock). In this case, the charge setting unit 435 sets the standard charge β for weekdays according to the characteristic f1 of FIG. 4A.

As shown in pattern 3 of FIG. 5, the usage start time is at time t31 (for example, 20:00) on weekdays (Friday), and the usage end time exceeds 24 hours at time t32 (for example, 12:00) on holidays (Sunday). At one time, the intermediate time of the first 24 hours (time t31 to t33) is the time t34 (for example, 8 o'clock) of the holiday (Saturday), and the intermediate time of the subsequent times t33 to t32 is the time t35 (Sunday) of the holiday (Sunday). For example, 4 o'clock). In this case, the charge setting unit 435 sets the standard charge β for holidays for the total usage time (40 hours).

As shown in pattern 4 of FIG. 5, the usage start time is at time t31 (for example, 20:00) on weekdays (Friday), and the usage end time exceeds 48 hours at time t42 (for example, 12:00) on weekdays (Monday). At one time, the intermediate time of the first 24 hours (time t41 to t43) is the time of the holiday (Saturday) t44 (for example, 8 o'clock), and the intermediate time of the subsequent 24 hours (time t43 to t45) is the time of the holiday (Sunday). It is t46 (for example, 8 o'clock), and the intermediate time between the subsequent times t45 to t42 is the time t47 (for example, 4 o'clock) on a weekday (Monday). In this case, the charge setting unit 435 sets the reference charge β for holidays for the first usage time T1 (48 hours) out of the total usage time (64 hours), and sets the remaining usage time T2 (16 hours). On the other hand, set a standard charge for weekdays.

The charge calculation unit 436 calculates the usage charge of the vehicles C1 to C2 based on the reference charge β set by the charge setting unit 435 and the usage time T of the vehicles C1 to C7. That is, the usage charge is calculated by multiplying the reference charge β by the usage time T. For example, in the example of pattern 4 in FIG. 5, the total usage charge is calculated by adding the amount obtained by multiplying the standard charge β for holidays by the usage time T1 and the standard charge β for weekdays multiplied by the usage time T2. calculate. The usage time T may be in units of a time longer than one hour or a time shorter than one hour (for example, 15 minutes) instead of one hour.

The output unit 437 stores the usage charge information calculated by the charge calculation unit 436 in the vehicle database 441 and the user database 442, and transmits the information to the user terminal 3 via the communication unit 41. As a result, the user can grasp the usage fee. In the present embodiment, the usage charge is calculated by multiplying the standard charge β by the usage time T. The standard charge β is divided into two types, one for weekdays and the other for holidays, which is determined by a time between the usage start time and the usage end time. Since the charge system is simple, it is easy to calculate the usage charge.

The output unit 437 further outputs the relationship between the reference charge β and the operating rate α for each predetermined period (for example, one month) of each vehicle C1 to C7 in chronological order and stores them in the vehicle database 441. The communication unit 11 of the business entity terminal 1 can acquire this data from the server device 4 and display it on the input / output unit 12. As a result, the employee can recognize the trend of the change in the occupancy rate α and can judge the effectiveness of changing the standard charge β. As a result, further measures can be taken to efficiently increase the operating rate α, such as changing the characteristics f1 and f2 of FIGS. 4A and 4B.

FIG. 6 is a flowchart showing an example of processing executed by the calculation unit 43 according to a program stored in the storage unit 44 of the server device 4 in advance, particularly an example of processing related to calculation of a usage fee. The process shown in this flowchart starts when, for example, the user returns the vehicles C1 to C7 to a predetermined station.

First, in step S1, the vehicle information acquisition unit 433 processes to acquire vehicle information including the usage record of the returned vehicles C1 to C7. Next, in step S2, the operating rate α of the vehicles C1 to C7 is calculated based on the vehicle information acquired in step S1 by the processing in the operating rate calculation unit 434. Next, in step S3, a time intermediate between the use start time and the use end time of the vehicles C1 to C7 included in the vehicle information is specified. Next, in step S4, it is determined whether or not the weekday charge is applied to the reference charge β depending on whether or not the specified intermediate time is included in the weekday.

If affirmed in step S4, the process proceeds to step S5, and the reference charge β according to the operating rate α is set based on the characteristic f1 of FIG. 4A. On the other hand, if it is denied in step S4, the process proceeds to step S6, and the reference charge β according to the operating rate α is set based on the characteristic f2 of FIG. 4B. Next, in step S7, the reference charge β is multiplied by the vehicle usage time T to calculate the usage charge. If the vehicle usage time exceeds 24 hours, the reference charge β is calculated every 24 hours to calculate the usage charge. Next, in step S8, the charge information is transmitted to the user terminal 3 via the communication unit 41 by the processing in the output unit 437. Although detailed description is omitted, payment processing will be performed via the user terminal 3 thereafter.

As an example, FIG. 4B shows the operating rate α21 of the vehicle C1 and the operating rate α24 of the vehicle C4. When the vehicles C1 and C4 are used under the operating rates α21 and α24, for example, according to pattern 1 in FIG. 5, the reference charges β21 and β24 are set according to the characteristic f2 as shown in FIG. 4B (step S6). ). That is, the standard charge β24 of the vehicle C4 having a low operating rate is set lower than the standard charge β21 (= β2) of the vehicle C1 having a high operating rate. As a result, the number of users who use the cheaper vehicle C4 increases, the operating rate of the vehicle C4 can be brought closer to the target operating rate α2, and the difference between the operating rates α21 and α24 between the vehicles C1 and C4 can be reduced. ..

According to this embodiment, the following effects can be obtained.
(1) The car sharing management system 100 has a vehicle information acquisition unit 433 and a vehicle information acquisition unit 433 that acquire vehicle information of each vehicle C1 to C7 including the usage record of each of a plurality of vehicles C1 to C7 that can be rented to the user. Units of each vehicle C1 to C7 according to the operation rate calculation unit 434 that calculates the operation rate α of each vehicle C1 to C7 based on the vehicle information acquired by the operation rate calculation unit 434 and the operation rate α calculated by the operation rate calculation unit 434. The usage time of vehicles C1 to C7 included in the charge setting unit 435 that sets the standard charge β per usage time, the standard charge β set by the charge setting unit 435, and the vehicle information acquired by the vehicle information acquisition unit 433. It is provided with a charge calculation unit 436 that calculates the usage charge of each vehicle C1 to C7 based on T (FIG. 3). The charge setting unit 435 sets the standard charge β when the operating rate α calculated by the operating rate calculation unit 434 is lower than the target operating rates α1 and α2, and the standard when the operating rate α is the target operating rates α1 and α2 or more. Set cheaper than the charge β (Fig. 4A, Fig. 4B).

By setting the reference charge β of the vehicle whose operating rate α is lower than the target operating rates α1 and α2 to be low in this way, the operating rate α of the vehicle can be increased. That is, there is an increased possibility that potential users who have never used the car sharing service will use the vehicle, and the operating rate α of other vehicles whose operating rate α is the target operating rate α1 or α2 or more is not lowered. The operating rate of the individual vehicles C1 to C7 can be efficiently increased.

(2) When the usage days of the vehicles C1 to C7 are weekdays, the charge setting unit 435 sets the standard charge β for weekdays using the characteristic f1 (FIG. 4A), and the usage days of the vehicles C1 to C7 are holidays. When, the standard charge for holidays is set using the characteristic f2 (FIG. 4B). As a result, it is possible to make a difference in usage charges between weekdays and holidays, and it is possible to efficiently set charges according to the demand for car sharing services.

(3) As shown in pattern 2 of FIG. 5, the charge setting unit 435 is a reference for weekdays when the time t23 between the use start time t21 and the use end time t22 of the vehicles C1 to C7 is included on a weekday. When the charge β is set and, for example, as shown in pattern 1 of FIG. 5, when the time t13 between the use start time t11 and the use end time t12 of the vehicles C1 to C7 is included in the holiday, the reference charge β for the holiday is set. Set. This makes it possible to clarify the charge setting as to whether the weekday charge or the holiday charge is applied. Therefore, the user can easily determine the usage fee, and the usefulness for the user is enhanced.

(4) The charge setting unit 435 sets the reference charge β cheaper as the operation rate α calculated by the operation rate calculation unit 434 is lower than the target operation rates α1 and α2 (FIGS. 4A and 4B). As a result, it is possible to set an appropriate charge according to the operating rate α, and it is possible to efficiently increase the operating rate α of a vehicle having a low operating rate α.

(5) The car-sharing management system 100 includes a plurality of business units A to D stores that are scattered within a geographically predetermined range AR1 and AR2 and possess one of a plurality of vehicles C1 to C7 (FIG. 2). .. The target operating rates α1 and α2 are calculated based on, for example, the average value of the operating rates of a plurality of vehicles C1 to C7 of the same vehicle type owned by the plurality of business entities. As a result, the operating rate α of the vehicles C1 to C7 in the entire plurality of business entities can be efficiently increased.

In the above embodiment (for example, FIG. 4B), the operating rate is the reference charge (for example, β24) when the operating rate α calculated by the operating rate calculation unit 434 is lower than the target operating rate α2, that is, the first standard charge. The standard charge (for example, β21) when α is equal to or higher than the target operating rate α2, that is, is set lower than the second standard. More specifically, as the operating rate α calculated by the operating rate calculation unit 434 is lower than the target operating rate α2, the first standard charge is set lower than the second standard charge, but the first standard charge is set to the first. 2 If the charge is set lower than the standard charge, the relationship between the first standard charge and the second standard charge is not limited to the above.

In the above embodiment, different standard charges β are set for weekdays and holidays. That is, the standard charge for weekdays (1st standard charge, 2nd standard charge) and the standard charge for holidays (1st standard charge, 2nd standard charge) are set separately, but these are the same standard. It may be set as a charge, or a different standard charge may be set for each day of the week instead of simply dividing it into two, weekdays and holidays. In the above embodiment, the usage charge is calculated by multiplying the standard charge β per unit time by the usage time T, but the usage charge is calculated by multiplying the standard charge per unit usage distance by the usage distance. It may be.

In the above embodiment, the charge for weekdays is set when the time between the start time and the end time of use of the vehicles C1 to C7 is included on weekdays, and the charge for holidays is set when it is included on holidays. However, the method of setting the price is not limited to this. In the above embodiment, the usage fee information is output from the output unit 437 and notified to the user, but this information may be notified to the user from the call center.

In the above embodiment, the car sharing management system 100 is configured by the business entity terminal 1, the in-vehicle terminal 2, the user terminal 3, and the server device 4, and the server device 4 has the reservation reception unit 431, the plan creation unit 432, and the vehicle information acquisition. A unit 433, an operating rate calculation unit 434, a charge setting unit 435, and a charge calculation unit 436 are provided to play the main functions of the car sharing management system, but some or all of these functions are other than the server device ( For example, it may be prepared for a business entity terminal).

The above embodiment has described a case where a car-sharing business is carried out with a dealer who sells or maintains vehicles as a business entity, but the car-sharing management system of the present invention is not limited to such a dealer but other businesses. The same can be applied when a body (for example, a business entity operating a gas station) conducts a car sharing business. The organizational system to which the car sharing management system is applied may be two layers, an upper layer and a lower layer, instead of three layers, or may be four or more layers.

The above description is merely an example, and the present invention is not limited to the above-described embodiments and modifications as long as the features of the present invention are not impaired. It is also possible to arbitrarily combine one or a plurality of the above-described embodiments and the modified examples, and it is also possible to combine the modified examples.

1 Business unit terminal, 2 In-vehicle terminal, 3 User terminal, 4 Server device, 100 Car sharing management system, 433 Vehicle information acquisition unit, 434 Operation rate calculation unit, 435 Charge setting unit, 436 Charge calculation unit

Claims (5)

A vehicle information acquisition unit that acquires vehicle information of each shared vehicle including the usage record of each of a plurality of shared vehicles that can be rented to the user.
An operating rate calculation unit that calculates the operating rate of each shared vehicle based on the vehicle information acquired by the vehicle information acquisition unit, and
A charge setting unit that sets a standard charge per unit usage time or unit usage distance of each shared vehicle according to the operation rate calculated by the operation rate calculation unit.
Charge calculation to calculate the usage charge of each shared vehicle based on the standard charge set by the charge setting unit and the usage time or distance of the shared vehicle included in the vehicle information acquired by the vehicle information acquisition unit. With a department,
The charge setting unit lowers the first standard charge when the operating rate calculated by the operating rate calculation unit is lower than the target operating rate, and lower than the second standard charge when the operating rate is equal to or higher than the target operating rate. A car sharing management system characterized by setting. In the car sharing management system according to claim 1,
The charge setting unit sets the first standard charge for weekdays or the second standard charge for weekdays when the shared vehicle is used on weekdays, and when the shared vehicle is used on a holiday, it is a holiday. A car sharing management system characterized in that the first standard charge for a business or the second standard charge for a holiday is set. In the car sharing management system according to claim 2.
When the time between the start time and the end time of use of the shared vehicle is included in the weekday, the charge setting unit sets the first standard charge for the weekday or the second standard charge for the weekday. Car sharing characterized in that when a time between the start time and end time of use of the shared vehicle is included in the holiday, the first standard charge for the holiday or the second standard charge for the holiday is set. Management system. In the car sharing management system according to any one of claims 1 to 3,
The car-sharing management unit is characterized in that the lower the operating rate calculated by the operating rate calculation unit is, the lower the first standard charge is set than the second standard charge. system. In the car sharing management system according to any one of claims 1 to 4.
It has multiple entities that are scattered within a predetermined geographical area and own one of multiple shared vehicles.
The car sharing management system is characterized in that the target occupancy rate is calculated based on an average value of occupancy rates of a plurality of shared vehicles of the same vehicle type or a similar vehicle type owned by a plurality of business entities.

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