Operation planning system and operation planning method

Abstract

An operation planning system and an operation planning method for making an operation plan of a vehicle that uses a secondary battery as a source of travel energy, include: an acceptance unit that accepts demand information including a departure location and a destination from a user; and an operation decision unit that decides an operation plan for the demand information. The operation decision unit derives a deficient charge amount that is insufficient if the vehicle travels in an operation section based on a charge amount of the vehicle, and makes the operation plan by assigning the vehicle for which the deficient charge amount that can be derived until the start of the operation is derived to the operation section.

Description

TECHNICAL FIELD

[0001] The present application relates to a technology of making a travel plan from a user accepting a reservation of a travel of a vehicle. BACKGROUND

[0002] International Publication No. 2019 / 106745 discloses a demand traffic operation system that operates a vehicle according to a demand of a user. The demand traffic operation system receives a journey request of a passenger including a desired departure time and a desired arrival time, and a departure place and a destination, and makes a vehicle allocation plan of a demand traffic vehicle based on the journey requests collected up to a prescribed time.

[0003] A charging vehicle that uses a chargeable battery as a travel energy source charges during a travel according to a charge amount, and if charging is performed for several hours in a state where a passenger is on board, it causes resistance to use of the travel. SUMMARY

[0004] An object of the present application is to provide a technology of suppressing a delay of a vehicle in a travel due to charging.

[0005] To solve the above problem, one aspect of the present application is a travel plan system that makes a travel plan of a vehicle that uses a chargeable battery as a travel energy source, including: an accepting unit that accepts demand information including a departure place and a destination from a user; and a travel decision unit that decides a travel plan for the demand information. The travel decision unit has: an interval information derivation unit that derives a travel interval with a start point and an end point determined based on the demand information; and an acquisition unit that acquires a charge amount of a chargeable battery mounted on the vehicle. The travel decision unit derives a deficient charge amount that is insufficient if the vehicle travels in the travel interval based on the charge amount of the vehicle, and makes a travel plan by allocating the vehicle for which the deficient charge amount that can be charged before a start of the travel is derived to the travel interval.

[0006] The travel decision unit can have a charge decision unit that decides a charging timing of the vehicle based on the charge amount of the vehicle. The charge decision unit can compare the charge amounts of a plurality of vehicles, and make a travel plan in which a vehicle with a smaller charge amount than the charge amounts of the other vehicles is given priority in charging.

[0007] The travel plan system can further include a charger information holding unit that holds position information of a plurality of chargers that can charge the chargeable battery. The charge decision unit can decide a charger to be used from the plurality of chargers based on the derived travel interval and the position information of the chargers.

[0008] Another aspect of the present application is a travel plan method of making a travel plan of a plurality of vehicles that use a chargeable battery as a travel energy source. The travel plan method includes a step of accepting demand information including a departure place and a destination from a user; a step of deriving a travel section based on the demand information; a step of acquiring a charge amount of the chargeable battery mounted on the vehicle; a step of deriving a deficient charge amount that is deficient when the vehicle travels in the travel section based on the charge amount of the vehicle; and a step of making a travel plan by assigning the vehicle from which the deficient charge amount that can be charged before the start of travel is derived to the travel section.

[0009] According to the present application, it is possible to provide a technology that suppresses a delay of a vehicle in the middle of travel due to charging.

[0010] Features, advantages, and technical and industrial significance of exemplary embodiments of the present application will be described below with reference to the accompanying drawings, wherein the same reference numerals in different drawings denote the same element. BRIEF DESCRIPTION OF DRAWINGS

[0011] Figure 1 is a diagram that shows an outline of a travel plan system of an embodiment.

[0012] Figure 2 is a diagram that shows a functional structure of a travel plan system of an embodiment.

[0013] Figure 3A is a diagram that shows demand information transmitted from a user terminal device.

[0014] Figure 3B is a diagram that shows vehicle information transmitted from a vehicle management device.

[0015] Figure 3C is a diagram that shows charger information transmitted from a charging service device.

[0016] Figure 3D is a diagram that shows travel environment information transmitted from an information providing device.

[0017] Figure 4 is a diagram for explaining a travel plan made by a travel plan system of a first embodiment.

[0018] Figure 5 is a flowchart of a process of making a travel plan by a travel plan device of the first embodiment.

[0019] Figure 6 is a diagram that shows a relationship between a battery deterioration degree of a chargeable battery mounted on a vehicle and a cruising distance.

[0020] Figure 7 is a flowchart of a process of making a travel plan by a travel plan device of a second embodiment.

[0021] Figure 8 is a flowchart of the process of the operation plan device of the third embodiment making an operation plan. DETAILED DESCRIPTION

[0022] Figure 1 An outline of the operation plan system 1 of the embodiment is shown. The operation plan system 1 has an operation plan 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 plan system 1 accepts a reservation of an operation in a demand traffic from a user, and operates the vehicle 16 according to a demand to transport the user or a cargo of the user. The users can ride in the vehicle 16 shown in Figure 1 , and the like. In Figure 1 , a bus is shown as the vehicle 16, but the form is not limited to this, and for example, a small car can be used.

[0023] The user terminal device 12 can communicate with the operation plan device 10. The user uses the user terminal device 12 to request an operation of the vehicle 16 to the operation plan device 10. The user terminal device 12 can be a mobile terminal device held by each user, and holds an application program for requesting an operation of the vehicle 16. The user terminal device 12 executes the application program to transmit demand information to the operation plan device 10, and accepts a reservation result indicating establishment or non-establishment of the demand from the operation plan device 10.

[0024] The demand information of the user is accepted until a prescribed acceptance deadline, such as the day before the operation day, a prescribed time before the operation time, and the like. The operation plan device 10 makes an operation plan corresponding to the established demand, and transmits it to the vehicle management device 14.

[0025] The vehicle management device 14 manages the operation of the vehicle 16. The vehicle management device 14 can communicate with the operation plan device 10 and an on-vehicle device of the vehicle 16, and accepts vehicle information including position information of the vehicle 16 from the vehicle 16, and transmits it to the operation plan device 10. In addition, the vehicle management device 14 accepts an operation plan from the operation plan device 10, and manages so that the vehicle 16 travels along the operation plan. The vehicle 16 can be automatically driven. The vehicle 16 includes a model equipped with a charging battery 16a as a travel energy source. A plurality of charging batteries 16a can be mounted on the vehicle 16.

[0026] The charging service device 18 provides a service of supplying electric power to a charging vehicle, such as an electric automobile, which can be charged from the outside with respect to a travel energy source. The charging service device 18 manages chargers provided at each place, grasps positions and performances of the chargers, and provides a reservation service of the chargers. The charging service device 18 transmits charger information indicating the positions and performances of the managed chargers to the operation plan device 10. In addition, the charging service device 18 accepts a utilization reservation of the chargers from the operation plan device 10.

[0027] The information providing device 19 provides driving environment information to the operation planning device 10. The driving environment information includes temperature information, road slope information, etc. The information providing device 19 can also be divided into a server device that provides temperature information and a server device that provides road slope information.

[0028] Furthermore, charging vehicles may experience longer charging times. For example, since buses are equipped with large-capacity rechargeable batteries 16a, charging can take up to 5 hours. While fast charging can shorten charging time, some vehicles 16 and chargers cannot be fast-charged. If charging is performed while passengers are riding in high-demand traffic, the arrival time may be too late. Therefore, managing the charging amount of the charging vehicles is preferable. Thus, the operation planning system 1 of this embodiment generates an operation plan based on the charging amount, battery performance, etc., when the charging vehicles are in operation. Therefore, even when using charging vehicles in high-demand traffic, smooth operation is possible.

[0029] Figure 2 This illustrates the functional structure of the runtime planning system 1 in this embodiment. Figure 2 In this document, the various components described as functional modules performing various processes can be constructed in hardware as circuit blocks, memory, and other LSIs, and implemented in software as programs loaded into memory. Therefore, it will be understood by those skilled in the art that these functional modules can be implemented in various forms, including hardware only, software only, or a combination thereof, and are not limited to any one of them.

[0030] The operation planning device 10 includes a communication unit 20, a vehicle information holding unit 24, a charger information holding unit 26, a receiving unit 28, and an operation decision 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 send and receive information.

[0031] The communication unit 20 obtains vehicle information from the vehicle management device 14, charger information from the charging service device 18, and driving environment information from the information providing device 19. The communication unit 20 can obtain each piece of information at a predetermined period or when creating an operation plan. Additionally, the communication unit 20 obtains demand information from the user terminal device 12, and the receiving unit 28 receives the demand information. These information will be explained here with reference to the new accompanying drawings.

[0032] Figure 3A This indicates the demand information sent from user terminal device 12. Figure 3B This indicates vehicle information sent from vehicle management device 14. Figure 3C This indicates charger information sent from charging service device 18. Figure 3Drepresents the travel environment information transmitted from the information providing device 19.

[0033] The demand information includes a user ID, departure location information, destination information, and desired date information. The departure location information and the destination information can be position information of a pre-set stop, or position information expressed by latitude or longitude. That is, the vehicle 16 that demands transportation can move between pre-set stops, or can move to an arbitrary location desired by the user. The desired date information can also specify any one of a departure time, a departure time period, an arrival time, or an arrival time period. Furthermore, the demand information can include the number of passengers, and can request the transportation of multiple passengers in one demand.

[0034] Figure 3B The illustrated vehicle information includes a vehicle ID, position information, chargeability information, a charge amount, a battery deterioration degree, a charge performance, and operation schedule information. The position information, the chargeability information, the charge amount, the battery deterioration degree, the charge performance, and the operation schedule information are held in association with the vehicle ID that is the identification information of each vehicle. The vehicle information held in the vehicle information holding section 24 is updated at the time of operation plan making.

[0035] The position information of the vehicle is transmitted from the on-vehicle device of the vehicle 16 to the vehicle management device 14. The chargeability information indicates a chargeable vehicle that can charge the travel energy source, or a fuel vehicle that uses the travel energy source as fuel. The fuel vehicle includes a hybrid vehicle, a liquid fuel vehicle. The chargeable vehicle is a vehicle type that travels only by the chargeable battery 16a and does not have an alternative travel energy source other than the charge. The fuel vehicle is a vehicle that has a travel energy source other than the chargeable battery. The chargeability information can be information that indicates whether it is a chargeable vehicle or a fuel vehicle, and for example, if it can be determined from the vehicle type information whether it is a chargeable vehicle or a fuel vehicle, it can also be the vehicle type information. Furthermore, in the fuel vehicle, the charge amount, the battery deterioration degree, and the charge performance can not be stored.

[0036] The battery deterioration degree indicates the degree of deterioration of the chargeable battery 16a mounted on the chargeable vehicle. The battery deterioration degree can be measured by the on-vehicle device of each vehicle 16, and can be calculated by monitoring the current and voltage during charging, or can be calculated by monitoring the battery remaining amount and the battery temperature. The battery deterioration degree can be, for example, the reduction rate of the maximum charge capacity of the chargeable battery 16a, and the smaller the battery deterioration degree, the more it indicates that there is no deterioration. The charge amount indicates the amount of charge to the chargeable battery 16a, and can be, for example, the charge ratio with respect to full charge. The charge performance indicates the performance of the charge connector into which the charging plug is inserted, and indicates the charging speed to the chargeable battery 16a. The operation schedule information is information of the operation schedule of the vehicle 16 that has been determined by the operation planning device 10 or the like. The operation schedule information can also include the user ID of the reservation. The vehicle information can also include the vehicle type information, the vehicle weight.

[0037] Figure 3C The illustrated charger information includes a charger ID, position information, power supply performance, and reservation information. The charger information indicates information of a charger managed by the charging service device 18. The position information of the charger indicates a position of a charging station where the charger is installed. The power supply performance of the charger indicates a power supply output that can be set. The reservation information of the charger indicates information of reservation of use of the charger, including a time period of reservation.

[0038] Figure 3D The illustrated travel environment information is road information including a road section ID, gradient information, and road surface information. The road section ID indicates a position of a road section. The gradient information indicates a gradient of a road in a section corresponding to the road section ID, and can also be a value indicating a difference in height. The road surface information indicates a turning resistance of a road surface of a section corresponding to the road section ID.

[0039] Returning to Figure 2 The vehicle information holding section 24 holds vehicle information transmitted from the vehicle management device 14. The charger information holding section 26 holds charger information transmitted from the charging service device 18.

[0040] The acceptance section 28 accepts demand information including a departure place and a destination from a user. The acceptance section 28 has a reservation result determination section 32 that derives a reservation result indicating whether a reservation is established, with respect to accepted demand information. The reservation result determination section 32 derives a reservation result of establishment or non-establishment, with respect to demand information accepted until a prescribed deadline. The reservation result determination section 32 performs determination of establishment or non-establishment, for example, with the purpose of making the number of demands established to be the maximum.

[0041] The operation decision section 30 decides an operation plan of the vehicle 16, based on established demand. The operation plan decided by the operation decision section 30 is notified to the user terminal device 12 and the vehicle management device 14. The operation decision section 30 has a retrieval section 33, a section information derivation section 34, a charging decision section 36, and a vehicle allocation section 38. The retrieval section 33 retrieves vehicle information, charger information, and travel environment information.

[0042] The section information deriving section 34 derives a running section in which the start point and the end point are determined based on the demand information. The section information deriving section 34 can also derive a running section with a departure location as the start point and a destination as the end point indicated by the demand information. The section information deriving section 34 generates section information indicating a running section based on the demand information. In addition to the start point and the end point of the running section, the section information includes a departure target time when the start point departs and an end target time when the end point arrives. In addition, the running section indicated by the section information can determine a travel path from the start point to the end point, and the section information can also include a travel scheduled distance of the travel path. The section information deriving section 34 can also generate one running section based on a plurality of demand information.

[0043] The charging decision section 36 decides whether to charge the vehicle 16 according to the running plan. The charging decision section 36 decides which charger to use to charge the vehicle 16 and when to charge based on the vehicle information and the charger information.

[0044] The vehicle allocation section 38 decides which vehicle 16 to allocate with respect to the demand information, that is, with respect to the running section derived by the section information deriving section 34. The vehicle allocation section 38 can be configured to have an allocation program that allocates the vehicle 16, and the vehicle information and the section information are input to the allocation program to allocate the vehicle 16. The allocation program can be a learning model using a decision tree, a random forest, a logistic regression, a neural network approach, and the purpose is to continuously run the vehicle 16. In this way, the charging schedule and the allocation of the vehicle 16 are decided with respect to the running section of the demand information that is established, and the running plan is created. There is a case where the running plan includes a plurality of running sections. With these basic structures as a premise, each embodiment will be described below.

[0045] (First Embodiment)

[0046] Figure 4 is a diagram for explaining the running plan created by the running plan system 1 of the first embodiment. Figure 4 The first vehicle to the fourth vehicle shown are all electric vehicles that travel using a charged battery as a travel energy source, and the running plans for one day allocated to the first vehicle to the fourth vehicle are shown, and the horizontal axes of each running plan are the same time. In addition, in Figure 4 , the initial charge amount before the start of the running of the first vehicle to the fourth vehicle is shown, and the change in the charge amount is shown in the lower part of the running plan. In Figure 4 the running section shown, even if there is a case where the vehicle 16 drops off and picks up the user, it is continuously traveled, and it is not charged during the movement of the running section, but it is possible to charge between the running sections.

[0047] The charge amount of the charge battery 16a mounted on the charging vehicle is managed to operate above a prescribed threshold value, for example, above 20%. In addition, the charge amount is managed to be below 90% in principle so as not to become 100%, but if necessary for operation, charging to 100% is performed.

[0048] The first vehicle starts operation with an initial charge amount of 60%, and reduces the charge amount to 30% in the first operation section. Then, the first vehicle performs charging and restores the charge amount to 50% to start the second operation, and reduces the charge amount to 20% in the second operation section. Thus, it is possible to perform an operation plan in which the charge amount is maintained above a prescribed threshold value.

[0049] The operation plan of the first vehicle is scheduled to be charged in the interval between the first and second operation sections, and the charging is scheduled not to make the charge amount 100%, but to perform charging in an amount that is the minimum necessary for the second operation. Thus, it is possible to shorten the charging time and immediately engage in the next operation.

[0050] The process of scheduling charging in the operation plan of the first vehicle will be described. The section information deriving section 34 derives the travel scheduled distance of the first and second operation sections, respectively, and the charging decision section 36 derives the first energy consumption amount used in the first operation section and the second energy consumption amount used in the second operation section, subtracts the first and second energy consumption amounts from the charge amount of the first vehicle, and derives the deficient charge amount that is deficient, thereby deciding that charging is scheduled in the first vehicle. The charging decision section 36 derives the deficient charge amount for each operation section, and derives whether charging is necessary until the operation section.

[0051] Thus, the deficient charge amount is derived by subtracting the charge amount of the vehicle 16 from the energy consumption amount after traveling the travel scheduled distance. The charge amount of the charge battery 16a can also be considered to be deficient if it becomes below the prescribed threshold value, and the deficient charge amount can also be an amount that is deficient from the prescribed threshold value. That is, the deficient charge amount can also be calculated by subtracting the charge amount of the charge battery 16a from the total of the estimated energy consumption amount and the prescribed threshold value. The energy consumption amount can also be derived for each vehicle or each vehicle model. The charging decision section 36 derives the deficient charge amount in the second operation section based on the charge amount reduced by the first operation section when deriving the deficient charge amount in the second operation section. The charge amount reduced by the first operation section is stored in the memory. When deriving the deficient charge amount in the second operation section, the acquisition section 33 acquires the charge amount reduced by the first operation section, and the charging decision section 36 derives the deficient charge amount based on the acquired charge amount and the energy consumption amount of the second operation section.

[0052] The insufficient charge amount can also be a minimum amount inferred so that the charge amount does not become below a prescribed threshold value during operation. The charge decision unit 36 can also decide to charge only the insufficient charge amount. In addition, in the case where the insufficient charge amount is charged, if the charge amount is below a prescribed upper limit value, for example, 80%, the charge decision unit 36 can also charge an additional prescribed amount to the insufficient charge amount. In addition, the charge decision unit 36 can also decide the amount to be charged to the charge battery 16a so that the charge amount after the running section travel is completed is above a prescribed threshold value and below a prescribed reference value, for example, 50%.

[0053] The insufficient charge amount can be a charge ratio of the charge battery or a value converted to a charge time. The charge decision unit 36 can derive the charge time required for the insufficient charge amount based on the charge performance of the charge battery 16a and the power supply performance of the charger.

[0054] The charge decision unit 36 determines whether the charge amount is insufficient for each running section and receives the charge amount inferred for each running section from the acquisition unit 33. The charge decision unit 36 derives the energy consumption amount in the travel of the first and second running sections, respectively, derives that the charge amount of the first vehicle becomes 30% in the travel of the first running section, and stores this charge amount in the memory. The acquisition unit 33 acquires from the memory that the charge amount becomes 30% in the first running section. The charge decision unit 36 derives the insufficient charge amount in the second running section based on the charge amount of 30%. Thus, the charge decision unit 36 determines that the charge amount is insufficient in the travel of the second running section and decides that the insufficient charge amount should be charged before the start of the second running. The vehicle allocation unit 38 allocates the first vehicle that can charge the insufficient charge amount before the start of the running in the running section to the running section based on the derived insufficient charge amount. In this way, the running decision unit 30 allocates the vehicle 16 that can charge the insufficient charge amount before the start of the running in the running section to the running section to make a running plan.

[0055] For a vehicle that needs to be charged for running, a running plan can be made based on the insufficient charge amount, so the vehicle can be run without being charged during the running. In addition, a running plan is made with a minimum charge of the amount required for running, so the time to fully charge can be reduced and the demand can be easily accepted. If the vehicle 16 is continuously run in a state where the travel energy source is abundant, the energy efficiency of the vehicle 16 is good, so a running plan can also be made to continuously run.

[0056] The running plan of the second vehicle starts running with an initial charge amount of 90%, the charge amount is reduced to 50% by the running thereof, and is restored to 90% by the subsequent charging.

[0057] The operation plan of the 3rd vehicle starts operation with an initial charge amount of 35%, charges the charge amount to 90% from the start of charging, reduces the charge amount to 20% by operation, and recovers to 90% by subsequent charging. The charging of the 3rd vehicle is scheduled for the nighttime when the charging fee is cheap. Since the number of charging is reduced and operation avoiding full charge is scheduled, the vehicle 16 remains with a small initial charge amount from the previous day.

[0058] The operation plan of the 4th vehicle starts operation with an initial charge amount of 80%, reduces the charge amount to 45% by the first operation, and requires charging at the second operation. The 4th vehicle has a lower charge amount than the 2nd vehicle, and thus an operation plan is made that can preferentially use the charger. Therefore, the 2nd vehicle is scheduled to stand by until the charging of the 4th vehicle ends or to move to another charging station.

[0059] The charging decision section 36 decides the charger and charging timing based on the charge amount of the vehicle 16, compares the charge amounts of a plurality of vehicles 16 at the time of charging, and decides an operation plan that gives priority to charging of a vehicle 16 having a smaller charge amount than the charge amounts of the other vehicles 16. The charge amounts of the plurality of vehicles 16 compared can also be amounts after changes by travel in the operation section, and for example, can be charge amounts at the time of end of operation of a certain vehicle 16. Thus, by giving priority to charging of a vehicle 16 having a smaller charge amount, it is possible to make the charge amount less likely to fall below a prescribed threshold. The objects of comparison of the charge amounts of the vehicles 16 are vehicles 16 for which travel scheduling and charging scheduling are not scheduled in the operation section.

[0060] The charging decision section 36 decides which of a plurality of chargers to use in the operation plan based on the charge amount of the vehicle 16, the section information derived by the section information derivation section 34, and the position information of the chargers. Thus, the charging decision section 36 can select a charger that is in the vicinity of the departure location or the destination, and can decide an appropriate charging timing corresponding to the charge amount.

[0061] When charging is required during operation of the vehicle 16, the charging decision section 36 can also generate use application information that reserves use of the charger, and transmit the reservation application information to the charging service device 18 to reserve use of the charger. The use application information includes the charger ID of the charger reserved, and the time from the start of use to the end of use. The charging decision section 36 generates the use application information by avoiding the time already reserved with reference to the reservation information of the charger included in the charger information acquired from the charging service device 18. By making a reservation of the charger, it is possible to efficiently use the charger while avoiding charging congestion, and it is possible to perform subsequent operation without delay.

[0062] Figure 5is a flowchart of the process of the operation planning device 10 of the first embodiment making an operation plan. The acceptance section 28 of the operation planning device 10 accepts demand information from the user terminal device 12 until a prescribed deadline (S10), and the establishment determination section 32 determines the establishment of the demand (S12). If the demand is not established, the present process ends.

[0063] The section information derivation section 34 of the operation determination section 30 derives section information based on the established demand information (S14). The acquisition section 33 acquires vehicle information from the vehicle management device 14 (S16). The vehicle information includes the charge amount of the charge battery 16a.

[0064] The vehicle allocation section 38 selects a vehicle capable of operation with respect to the demand information using an allocation program (S18), and the charge determination section 36 derives a deficient charge amount that is deficient when operated in the operation section based on the charge amount of the selected vehicle and the section information, and determines whether charging is necessary based on the deficient charge amount (S20). If the selected vehicle does not require charging (NO of S20), the vehicle allocation section 38 decides to allocate the selected vehicle to make an operation plan (S28).

[0065] If the selected vehicle requires charging (YES of S20), the charge determination section 36 derives a charging time in the case where the vehicle is operated based on the travel scheduled distance and the charge amount, and decides to charge before operation (S22). The charge determination section 36 selects which charger to use based on the derived section information and the position information of the chargers, generates utilization application information of the selected charger, and transmits the utilization application information to the charging service device 18 (S24). If the utilization reservation of the charger is not established (NO of S26), the charge determination section 36 makes a utilization application of another charger (S24).

[0066] If the utilization reservation of the charger is established (YES of S26), the vehicle selected by the vehicle allocation section 38 is allocated to operation with respect to the demand, and an operation plan is made (S28). In this way, the operation planning device 10 incorporates a charging schedule in the operation plan of the vehicle, whereby the deficient charge amount is charged before the start of operation, and it is possible to avoid the charge battery from being depleted during operation.

[0067] (Second Embodiment)

[0068] Figure 6 is a graph showing the relationship between the battery deterioration degree of the charge battery 16a mounted on the vehicle and the cruising distance. Figure 6 The vertical axis of indicates the battery deterioration degree Dd, and the horizontal axis indicates the cruising distance Cr at the time of full charge. If the battery deterioration degree Dd reaches a prescribed value, the charge battery 16a is replaced.

[0069] As Figure 6As shown, if the battery deterioration degree Dd becomes larger, the cruising distance Cr becomes shorter. Therefore, in a case where the vehicle 16 performs an operation in which the scheduled distance of travel is long, the charge amount can become below the prescribed threshold value in the middle of the operation depending on the battery deterioration degree Dd of the charge battery 16a.

[0070] Therefore, the operation planning device 10 of the second embodiment preferentially assigns the fuel vehicle to the operation section in which the scheduled distance of travel is the prescribed distance or more, compared to the charge vehicle. In addition, the vehicle assignment section 38 decides which vehicle 16 to assign to the operation section based on the scheduled distance of travel of the operation section. The fuel vehicle has a vehicle characteristic in which the distance of travel is long and the time of energy filling is short, compared to the charge vehicle. By selecting the vehicle based on the chargeable information, it is possible to appropriately select the vehicle in accordance with the vehicle characteristic with respect to the scheduled distance of travel. If the scheduled distance of travel is a long distance of, for example, 80 kilometers or more, it can be determined that it is a long distance.

[0071] The vehicle assignment section 38 preferentially assigns the vehicle 16 in which the battery deterioration degree is relatively small to the operation section in which the scheduled distance of travel is the prescribed distance or more, among the vehicles of the charge vehicle. That is, the vehicle assignment section 38 preferentially assigns the vehicle in which the battery deterioration degree of the charge battery 16a is lower than the battery deterioration degree of the other vehicles to the operation in which the scheduled distance of travel is the prescribed distance or more. In addition, the vehicle assignment section 38 decides the assignment of the vehicle 16 to the operation section based on the scheduled distance of travel and the battery deterioration degree of the operation section. By selecting the vehicle based on the battery deterioration degree of the charge battery 16a, it is possible to appropriately select the vehicle in accordance with the scheduled distance of travel. In addition, it is possible to assign the vehicle in which the cruising distance at the time of full charge is long to the operation section in which the scheduled distance of travel is long.

[0072] The charge decision section 36 derives the charging time required for the charge battery 16a in accordance with the scheduled distance of travel of the operation section, and the vehicle assignment section 38 decides the assignment of the vehicle 16 to the operation section based on the charging time of the charge battery 16a. The charge decision section 36 derives the amount of energy consumption in accordance with the scheduled distance of travel, derives the charge amount that is insufficient in travel in accordance with the amount of energy consumption and the charge amount, and derives the charging time that ensures the insufficient charge amount. The vehicle assignment section 38 assigns the vehicle 16 that can ensure the charging time before the operation based on the derived charging time. The operation decision section 30 makes the operation plan so that the charge amount of the vehicle 16 does not become below the prescribed threshold value due to the operation. Therefore, the vehicle 16 in which it is estimated that the charge amount of the vehicle 16 becomes below the prescribed threshold value due to the operation is charged until the start of the operation of the operation section. The vehicle 16 that cannot ensure the charging time before the start of the operation is not assigned to the operation. Thus, it is possible to ensure the charge amount required for the operation to assign the vehicle.

[0073] Figure 7is a flowchart showing a process of the operation planning device 10 of the second embodiment making an operation plan. The acceptance section 28 of the operation planning device 10 accepts demand information from the user terminal device 12 until a prescribed deadline (S30), and the establishment determination section 32 determines establishment of the demand (S32). If the demand is not established, the present process ends.

[0074] The section information derivation section 34 of the operation determination section 30 derives operation sections based on the established demand information, respectively (S34). The acquisition section 33 acquires vehicle information from the vehicle management device 14 (S36).

[0075] The charging determination section 36 determines whether there is a charging vehicle among the vehicles 16 that can be operated (S38). In the case where there is no charging vehicle (NO of S38), the vehicle allocation section 38 determines allocation of the vehicles 16 with respect to the demand information based on the operation sections and the vehicle information (S40), and makes an operation plan (S50).

[0076] In the case where there is a charging vehicle (YES of S38), the vehicle allocation section 38 determines whether a travel scheduled distance of the operation section is a long distance of a prescribed distance or more (S42). If the travel scheduled distance is not a long distance (NO of S42), the vehicle allocation section 38 determines allocation of the vehicles 16 with respect to the demand information without particular restriction (S40), and makes an operation plan (S50).

[0077] If the travel scheduled distance is a long distance (YES of S42), the vehicle allocation section 38 preferentially allocates a fuel vehicle to a long distance demand compared to a charging vehicle (S44). In the case where there is no fuel vehicle, or in the case where there are a plurality of long distance demands, the vehicle allocation section 38 determines whether there is a long distance operation section remaining (S46). In the case where there is no long distance operation section remaining (NO of S46), the vehicle allocation section 38 allocates the vehicles 16 with respect to the remaining demand using a prescribed allocation procedure (S40), and makes an operation plan (S50).

[0078] In the case where there is a long distance operation section remaining (YES of S46), the vehicle allocation section 38 allocates the vehicles 16 based on the battery deterioration degree (S48), and makes an operation plan (S50). A vehicle 16 having a low battery deterioration degree is preferentially allocated to a long distance operation section.

[0079] (Third Embodiment)

[0080] The vehicle 16 used in the operation planning system 1 of the third embodiment is a charging vehicle capable of charging a travel energy source. The consumption amount of the charging battery 16a mounted on the vehicle varies greatly not only depending on the travel distance but also depending on the road elevation difference, the presence or absence of use of an air conditioning device, the temperature of the charging battery, and the like. Therefore, the operation planning device 10 of the third embodiment makes an operation plan based on travel environment information at the time of travel in the operation section. The travel environment information includes road gradient information, temperature information as a forecast of the travel scheduled day, past travel environment information, and the like. Since the energy consumption amount can be derived based on the travel environment information, the consumption amount of the charging battery in the case where the travel scheduled distance is traveled can be derived with high accuracy.

[0081] Returning to Figure 2 The charging decision section 36 derives the energy consumption amount of the vehicle 16 in the case where the vehicle 16 travels in the operation section based on the travel scheduled distance of the operation section derived by the section information derivation section 34 and the travel environment information of the operation section. The section information derivation section 34 of the third embodiment derives the operation section in which the travel route is determined. The charging decision section 36 derives the reference energy consumption amount based on the travel scheduled distance and the vehicle weight, and derives the energy consumption amount by correcting the derived reference energy consumption amount with the road elevation difference, the presence or absence of use of the air conditioning device, the temperature information, and the like. The derivation of these can also use a map made through experiments and the like. The energy consumption amount is derived for each vehicle or each vehicle model. The charging decision section 36 calculates the insufficient charging amount from the energy consumption amount derived and the charging amount of the vehicle 16. The insufficient charging amount is derived by subtracting the charging amount of the vehicle 16 from the energy consumption amount of the operation section. The charging decision section 36 can also derive the insufficient charging time required to travel in the operation section based on the insufficient charging amount.

[0082] The vehicle allocation section 38 allocates the vehicle 16 capable of securing the derived energy consumption amount before the start of operation in the operation section to the operation section to make an operation plan. In addition, the vehicle allocation section 38 can also allocate the vehicle 16 capable of charging the derived insufficient charging amount before the start of operation to the operation section. The operation plan includes a schedule in which the insufficient charging amount is charged to completion before the start of operation. Thus, the energy consumption amount can be derived with high accuracy based on the travel environment information of the operation section, and the operation plan can be made on the premise of securing the energy consumption amount, so that it is possible to avoid the charging amount becoming below the prescribed threshold value during operation, and thus it is possible to operate without delay.

[0083] In a case where the road gradient in the running section is a long downhill, there is a possibility that the charge amount increases. In a case where the charge decision section 36 infers that the charge amount increases due to running, the vehicle allocation section 38 can also allocate the vehicle 16 to the next running with the charge amount inferred to increase. The energy consumption amount of the air conditioning device can also be derived from the driving record with reference to the past energy consumption amount of the air conditioning device. In addition, a map indicating the relationship between the energy consumption amount of the air conditioning device and the outside air temperature can also be held.

[0084] In addition, the running decision section 30 derives a prohibition time period in which charging of the charge battery 16a is prohibited based on the air temperature information of the desired date of the demand, and decides a running plan not to charge in the derived prohibition time period. In a case where the ambient temperature is below a prescribed low temperature or above a prescribed high temperature, the charge battery 16a is prohibited from charging by the function of the on-vehicle device. The prescribed low temperature is, for example, zero degrees, and the prescribed high temperature is, for example, 50 degrees. Therefore, depending on the ambient temperature of the charge battery 16a, there is a case where charging cannot be performed even if the charge battery 16a is connected to the charger and the charge battery 16a is intended to be charged.

[0085] The derivation of the charge prohibition time period can also use the past travel environment information. For example, if the charge decision section 36 refers to the past travel history record recorded in the driving record, the detection result of the temperature sensor provided to the charge battery 16a becomes above the prescribed high temperature from 13 o'clock to 15 o'clock, and in a case where the past air temperature is the same as the air temperature of the scheduled day of travel, it is derived that from 13 o'clock to 15 o'clock is a charge prohibition time period. In addition, for example, if the air temperature is 35 degrees or less, the charge decision section 36 can also derive that the ambient temperature of the charge battery 16a is above the prescribed high temperature and becomes a charge prohibition time period. The charge decision section 36 derives the charge prohibition time period based on the air temperature information, and the vehicle allocation section 38 decides to allocate the vehicle 16 that can avoid the charge prohibition time period and is insufficiently charged before the start of running. Thereby, it is possible to make a running plan to charge while avoiding the time period in which charging is prohibited by the function of the vehicle 16 side.

[0086] Figure 8 This is a flowchart of the process of the running plan device 10 of the third embodiment to make a running plan. The acceptance section 28 of the running plan device 10 accepts the demand information from the user terminal device 12 until a prescribed deadline (S52), and the establishment determination section 32 determines the establishment of the demand (S54). If the demand is not established, the present process is ended.

[0087] The section information derivation section 34 of the running decision section 30 derives the running section based on the established demand information (S56). The acquisition section 33 acquires the travel environment information of the running section from the information providing device 19 (S58). In addition, the acquisition section 33 acquires the vehicle information from the vehicle management device 14 (S60).

[0088] The vehicle allocation section 38 selects a vehicle 16 with respect to the operation section using the allocation program (S62), and the charging decision section 36 derives the energy consumption amount in the case where the scheduled distance of travel is traveled in the operation section using the travel environment information, and derives the insufficient charge amount in the case where the selected vehicle 16 travels (S64). The charging decision section 36 determines whether charging is required based on the derived insufficient charge amount (S66). If the selected vehicle 16 does not require charging in the operation (NO of S66), the vehicle allocation section 38 decides to allocate the selected vehicle to make the operation plan (S72).

[0089] If the selected vehicle 16 requires charging in the operation (YES of S66), the charging decision section 36 derives the charging prohibited time period based on the temperature information of the scheduled day of travel (S68). The charging decision section 36 determines whether the selected vehicle 16 can be charged with the insufficient charge amount before the start of the operation (S70). If the selected vehicle 16 cannot be charged (NO of S70), the vehicle allocation section 38 selects a new vehicle 16 to search for a vehicle 16 with sufficient charge (S62).

[0090] If the selected vehicle 16 can be charged (YES of S70), the vehicle allocation section 38 allocates the operation to the selected vehicle 16 to make the operation plan (S72). In this way, by making the charging schedule based on the travel environment of the operation section and incorporating it in the operation plan, it is possible to perform the operation without delay.

[0091] Further, each of the embodiments is merely an example, and it is understood by those skilled in the art that various modifications can exist in the combination of each structural element, and such modifications are also within the scope of the present application.

[0092] For example, the operation decision section 30 of the first embodiment can also incorporate the form of the utilization reservation of the charger in the processing of the operation plan of the second and third embodiments. In addition, the operation decision section 30 of the second embodiment can also incorporate the form of preferentially allocating the fuel vehicle compared to the charging vehicle with respect to the demand of the scheduled distance of travel being a prescribed distance or more in the processing of the operation plan of the first and third embodiments. In addition, the operation decision section 30 of the third embodiment can also incorporate the form of deriving the energy consumption amount of the operation section using the travel environment information in the processing of the operation plan of the first and second embodiments.

Claims

1. An operation planning system that makes an operation plan of a charge vehicle that uses a charge battery as a travel energy source and a fuel vehicle that uses fuel as a travel energy source, characterized by comprising: an acceptance unit that accepts demand information including a departure place and a destination from a user; an operation decision unit that decides an operation plan for the demand information; and a vehicle information holding unit that holds, in association with identification information of the charge vehicle, a battery deterioration degree of a charge battery mounted on the charge vehicle, the operation decision unit having: an interval information derivation unit that derives an operation interval in which a start point and an end point are determined based on the demand information; an acquisition unit that acquires a charge amount of the charge battery mounted on the charge vehicle and the battery deterioration degree; and a vehicle allocation unit that decides which of the charge vehicle or the fuel vehicle is allocated to the operation interval with respect to a travel scheduled distance of the operation interval derived by the interval information derivation unit based on the battery deterioration degree, the operation decision unit deriving a deficient charge amount that is insufficient if the charge vehicle travels in the operation interval based on the charge amount of the charge vehicle, and allocating the charge vehicle that can charge the derived deficient charge amount before the start of the operation to the operation interval to make the operation plan, the vehicle allocation unit preferentially allocating the fuel vehicle to the operation interval in which the travel scheduled distance is equal to or more than a predetermined distance compared to the charge vehicle, preferentially allocating the charge vehicle in which the battery deterioration degree is relatively small in the case where the operation interval in which the travel scheduled distance is equal to or more than the predetermined distance remains, and making the operation plan in this way, the operation decision unit making the operation plan based on travel environment information at the time of travel in the operation interval transmitted from an information providing device, the travel environment information including road gradient information, temperature information that is a forecast for a scheduled day of travel, and past travel environment information, the operation decision unit deriving a prohibited time period in which charging of the charge battery is prohibited based on the temperature information that is the forecast for the scheduled day of travel or the past travel environment information, and deciding an operation plan in which charging is not performed in the prohibited time period, and the vehicle allocation unit deciding a charge vehicle that can charge the deficient charge amount before the start of the operation while avoiding the prohibited time period and allocating the charge vehicle to the operation interval to make the operation plan in this way.

2. The operation planning system according to claim 1, characterized in that the operation decision unit has a charging decision unit that decides a charging timing of the vehicle based on the charge amount of the vehicle, and the charging decision unit compares the charge amounts of a plurality of the vehicles to make an operation plan in which the vehicle in which the charge amount is less than the charge amounts of the other vehicles is preferentially charged.

3. The operation planning system according to claim 2, characterized by further comprising a charger information holding unit that holds position information of a plurality of chargers that can charge the charge battery, and the charging decision unit decides the charger to be used from among the plurality of chargers based on the derived operation interval and the position information of the chargers. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ 4. A travel plan method of making a travel plan of an electric vehicle that uses a chargeable battery as a travel energy source and a fuel vehicle that uses fuel as a travel energy source, characterized by comprising: the travel plan method includes: a step of accepting demand information including a departure place and a destination from a user; a step of deriving a travel section based on the demand information; a step of acquiring a charge amount of the chargeable battery and a battery deterioration degree; a step of deciding which vehicle of the electric vehicle or the fuel vehicle to assign to the travel section based on a travel scheduled distance of the derived travel section and the battery deterioration degree of the chargeable battery; in a case where the electric vehicle is assigned to the travel section, a step of deriving an insufficient charge amount that is insufficient in a case where the electric vehicle travels in the travel section based on the charge amount of the electric vehicle; and a step of making a travel plan by assigning the electric vehicle in which the derived insufficient charge amount can be charged before a start of travel in the travel section to the travel section, in the step of deciding which vehicle of the electric vehicle or the fuel vehicle to assign to the travel section, for a travel section in which the travel scheduled distance is equal to or more than a prescribed distance, the fuel vehicle is preferentially assigned compared to the electric vehicle, in a case where a travel section in which the travel scheduled distance is equal to or more than the prescribed distance remains, the electric vehicle in which the battery deterioration degree is relatively small is preferentially assigned, and the travel plan is made accordingly, the travel plan method further includes the following steps: the travel plan is made based on travel environment information at the time of travel in the travel section transmitted from an information providing device, the travel environment information including road gradient information, temperature information that is a forecast of a travel scheduled day, past travel environment information, a prohibited time period in which charging of the chargeable battery is prohibited is derived based on the temperature information that is the forecast of the travel scheduled day or the past travel environment information, and a travel plan in which charging is not performed in the prohibited time period is decided, a travel plan is made by deciding the electric vehicle in which the insufficient charge amount can be charged before the start of travel while avoiding the charging prohibited time period and assigning the electric vehicle to the travel section.

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