Method for providing vehicle service

Abstract

To efficiently secure charging time in a vehicle service using electric vehicles.SOLUTION: Taxi vehicles are electric vehicles that can be charged from EVSE. When a pick-up location for the taxi vehicle is a standby location where EVSE is installed (affirmative in S10), a discount price A is set (S17). When a drop-off location for the taxi vehicle is within a predetermined range from EVSE (affirmative in S13), a discount price B is set (S18). The discount price A+B is set when the pickup location is a standby location where EVSE is installed and the drop-off location is within a predetermined range from EVSE. In order to obtain incentives, users are more likely to get in and out of locations near the EVSE, so that the charging time can be efficiently secured.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present disclosure relates to a method for providing vehicle services. [Background technology]

[0002] JP 2019-168922 A (Patent Document 1) discloses a vehicle dispatching system in which electric vehicles are used as taxis. In this vehicle dispatching system, the remaining battery charge is matched to the power required for traveling a route including the destination, and vehicles are dispatched while taking into account the waiting time. This is said to improve the overall transportation efficiency of electric vehicles. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2019-168922 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the case of electric vehicles, it takes longer to charge the battery than it does to refuel a vehicle equipped with an internal combustion engine. For this reason, when using electric vehicles in vehicle services (passenger transportation services) such as taxis, it is desirable to efficiently secure charging time.

[0005] An object of the present disclosure is to make it possible to efficiently ensure charging time in a vehicle service that uses an electric vehicle. [Means for solving the problem]

[0006] The method of providing a vehicle service disclosed herein transports a user from a boarding location to a disembarking location by paying a fee, and the vehicle the user boards is an electric vehicle that can be charged from a charging facility. The method of providing a vehicle service includes determining whether or not at least one of the boarding location and the disembarking location is within a predetermined range from the location of the charging facility, and providing an incentive when at least one of the boarding location and the disembarking location is within the predetermined range.

[0007] According to this method, an incentive is provided when at least one of the boarding location and the disembarking location is within a predetermined range from the charging facility. For example, an incentive is provided to a user who has received a vehicle service when the boarding location or the disembarking location is within a predetermined straight-line distance (or route distance) from the charging facility. The incentive may be, for example, a discount on the fare. The incentive may also be provided in the form of points that can be used for paying a fare at a later date, for other services, or for purchasing products, etc.

[0008] In order to receive the incentive, the user can be expected to board the vehicle at a location within a predetermined range from the charging facility. Alternatively, in order to receive the incentive, the user can be expected to disembark at a location within a predetermined range from the charging facility. Therefore, the user will have more opportunities to board and disembark at a location close to the charging facility, so that charging time can be efficiently secured and the operation rate of the electric vehicle can be improved.

[0009] Preferably, an incentive may be given when the boarding location is a waiting location where charging equipment is installed.

[0010] According to this method, the user gets into the vehicle at a waiting location where charging equipment is installed, such as a taxi stand or a taxi office where charging equipment is installed, and charging can be performed while the user is waiting, thereby ensuring efficient charging time.

[0011] Preferably, when both the boarding location and the disembarking location are within a predetermined range, a higher level of incentive may be given than when either one of the boarding location or the disembarking location is within the predetermined range.

[0012] According to this method, in order to obtain a higher level of incentive, it is expected that the user will board the vehicle at a boarding location within a predetermined range from the charging facility and disembark at a disembarking location within a predetermined range from the charging location, thereby ensuring charging time more efficiently.

[0013] Preferably, the method of providing vehicle services further includes acquiring output power of charging equipment within a predetermined range, and an incentive level may be set according to the magnitude of the output power.

[0014] According to this method, the output power of charging equipment within a predetermined range from the boarding or disembarking location is obtained. Then, the incentive level is set according to the magnitude of the output power of the charging equipment. For example, when the charging equipment is a rapid charger with a large output power, the charging time is shorter than that of normal charging, so the incentive may be set to a higher level than that of normal charging.

[0015] Preferably, the incentive may be a discount on the fee.

[0016] According to this method, the user is given a discount on the fee that is of great interest to the user as an incentive, which can increase the user's desire to obtain the incentive. Effect of the Invention

[0017] According to the present disclosure, charging time can be efficiently secured in a vehicle service using an electric vehicle. [Brief description of the drawings]

[0018] [Figure 1]FIG. 2 is a diagram illustrating an example of a vehicle service using a taxi vehicle in the present embodiment. [Diagram 2] 11 is a flowchart showing an example of a fee (rental fee) discount process executed in the ECU. [Diagram 3] 1A and 1B are diagrams showing an example of a fare meter 81 according to the present embodiment. [Figure 4] FIG. 11 is a diagram illustrating a vehicle service in the second embodiment. [Diagram 5] 11 is a flowchart illustrating a part of a process of a vehicle dispatch service executed in a server. [Figure 6] 13(A) and 13(B) are diagrams showing a display screen (touch panel display) of a mobile terminal. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0019] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present disclosure will now be described in detail with reference to the accompanying drawings, in which the same or corresponding parts are designated by the same reference characters and will not be described repeatedly.

[0020] [Embodiment 1] FIG. 1 is a diagram illustrating an example of a vehicle service using a taxi vehicle 100 in this embodiment. This vehicle service is a passenger transport service provided by the taxi vehicle 100. The taxi vehicle 100 is an electric vehicle that can be externally charged by an EVSE 200 in an EVSE group 2. EVSE stands for electric vehicle supply equipment. Each EVSE 200 in the EVSE group 2 is installed in various locations. In this embodiment, the EVSE 200A is a charging facility installed at a waiting location Wa (for example, a taxi stand or a business office) for the taxi vehicle 100.

[0021] The taxi vehicle 100 includes a battery 11, a system main relay (SMR) 12, a motor generator (MG) 20, a power control unit (PCU) 22, and an electronic control unit (hereinafter also referred to as an "electronic control unit (ECU)") 50. The ECU 50 includes a processor, a random access memory (RAM), a storage device, and the like.

[0022] The battery 11 is configured to be chargeable and dischargeable. The taxi vehicle 100 is an electric vehicle (xEV) configured to be able to run using the power stored in the battery 11. In this embodiment, the taxi vehicle 100 is a BEV that does not have an internal combustion engine. However, the taxi vehicle 100 may be a PHEV that has an internal combustion engine. The battery 11 may be a lithium ion secondary battery, a nickel-metal hydride secondary battery, or the like.

[0023] The taxi vehicle 100 includes a BMS (Battery Management System) 11a that monitors the state of the battery 11. The BMS 11a includes various sensors that detect the state (e.g., voltage, current, and temperature) of the battery 11, and outputs the detection results to the ECU 50. The BMS 11a may further have a SOC (State Of Charge) estimation function in addition to the above sensor function.

[0024] The taxi vehicle 100 includes an inlet 60 for charging the battery 11 with power supplied from the EVSE 200. The taxi vehicle 100 further includes a charging circuit 61 and a charging relay 62. The charging circuit 61 and the charging relay 62 are controlled by the ECU 50. When charging the battery 11, a connector of a power cable of the EVSE 200 is connected to the inlet 60. Then, by closing the charging relay 62, the battery 11 is charged using the power supplied from the EVSE 200.

[0025] The MG 20 of the taxi vehicle 100 is, for example, a three-phase AC motor generator. The MG 20 functions as a driving motor for the taxi vehicle 100. The PCU 22 includes a circuit that drives the MG 20 using power supplied from the battery 11. The PCU 22 includes, for example, an inverter and a converter. The MG 20 is driven by the PCU 22 to rotate the driving wheels of the taxi vehicle 100. The MG 20 also performs regenerative power generation and outputs the generated power to the battery 11 via the PCU 22. The SMR 12 switches between connection and disconnection of an electric path from the battery 11 to the PCU 22. Each of the SMR 12 and the PCU 22 is controlled by the ECU 50.

[0026] The taxi vehicle 100 is equipped with a fare meter 42, a fare meter 81, and a GPS (Global Positioning System) device 90. The GPS device 90 may be a car navigation system (hereinafter also referred to as a "NAVI system"). The fare meter 42 is in an operating state while the taxi vehicle 100 is being rented, and measures rent data. The fare meter 42 includes a distance measuring device that measures the rented distance, and a time measuring device that measures the rented time.

[0027] The fare meter 81 is configured to display the fare (hire fee) for passenger transportation of the taxi vehicle 100 in real time. The fare meter 81 is, for example, a taxi meter that has undergone a prescribed inspection. The method of calculating the fare using the fare meter 81 is arbitrary, but in this embodiment, a combined time-distance method is adopted, and the fare meter 81 calculates and displays the fare according to the hire distance and hire time measured by the hire meter 42. The fare meter 81 is configured to be able to display discount fares, which will be described later.

[0028] 2 is a flowchart showing an example of a fee (rental fee) discount process executed in ECU 50. This flowchart is started when the "actual vehicle" button on fare meter 81 is pressed. The fee discount process is an example of a "method of providing a vehicle service" of the present disclosure.

[0029] FIG. 3 is a diagram showing an example of the fare meter 81 of this embodiment. The fare meter 81 includes an empty button 810, an actual button 820, and a payment button 830. When a user (passenger) gets on, the driver (crew member) of the taxi vehicle 100 presses the actual button 820. When the actual button 820 is pressed, a hire is started, and the fare is displayed in real time on the display unit M1 that displays the fare / payment amount. When the user gets off, the crew member presses the payment button 830. When the payment button 830 is pressed, the payment amount (fare) is displayed on the display unit M1. The payment amount is the fare minus a discounted fee, which will be described later. When the user gets off, the crew member presses the empty button 810, and the taxi vehicle 100 becomes empty. The discounted fare is displayed on the display unit M2, and the status of the taxi vehicle 100 (empty, hire, payment) is displayed on the display unit M3.

[0030] When a user gets into the taxi vehicle 100 and presses the actual vehicle button 820, and "hire" is displayed on the display unit M3 as shown in Fig. 3(A), the processing of the flowchart in Fig. 2 is started. Referring to Fig. 2, in step (hereinafter, step is abbreviated as "S") 10, it is determined whether the boarding location is a waiting location Wa where the EVSE 200 is installed. For example, when the actual vehicle button 820 is pressed, if the position information of the GPS device 90 (position information of the taxi vehicle 100) is the waiting location Wa where the EVSE 200 is installed, a positive determination is made and the process proceeds to S11. When the actual vehicle button 820 is pressed, if the position information of the GPS device 90 is not the waiting location Wa where the EVSE 200 is installed, a negative determination is made and the process proceeds to S12.

[0031] In S11, the discounted fare A is set and flag F is set to 1, and the process proceeds to S12. The initial value of flag F is set to 0. When the discounted fare A is set, the value of the discounted fare A is displayed on display unit M2 of fare meter 81. Note that when a negative determination is made in S10, the discounted fare is not displayed on display unit M2.

[0032] In S12, it is determined whether or not the passenger (user) gets off. For example, when the payment button 830 is pressed, it is determined that the user gets off and the process proceeds to S13. S12 is repeatedly processed until the payment button 830 is pressed.

[0033] In S13, it is determined whether the drop-off location is within a predetermined range from the installation location of the EVSE 200. The installation locations of each EVSE 200 are pre-stored in the GPS device 90 (NAVI system). When the payment button 830 is pressed, if the position information of the GPS device 90 is within a predetermined distance (for example, 500 m) from the installation location of any of the EVSEs 200, it is determined that the drop-off location is within a predetermined range from the installation location of the EVSE 200, and the process proceeds to S15. The predetermined distance may be the straight-line distance between the taxi vehicle 100 and the EVSE 200, or may be the route distance. When the payment button 830 is pressed, if the position information of the GPS device 90 is not within the predetermined distance of any of the EVSEs 200, a negative determination is made and the process proceeds to S14.

[0034] In S14, it is determined whether or not flag F is 1. If flag F is 0, a negative determination is made and the process proceeds to S16, whereas if flag F is 1, an affirmative determination is made and the process proceeds to S17. In S16, the discounted rate is set to "none" (the discounted rate is set to 0 yen). In S17, the discounted rate is set to A (the discounted rate A is maintained).

[0035] In S15, it is determined whether or not flag F is 1. If flag F is 0, a negative determination is made and the process proceeds to S18, whereas if flag F is 1, a positive determination is made and the process proceeds to S19. In S18, the discounted rate is set to B. In S19, the discounted rate is set to A+B. A+B is the value obtained by adding B to the discounted rate A set in S11.

[0036] When S16 to S19 are processed, this routine ends. FIG. 3(B) is an example of the display of the fare meter 81 when S16 to S19 are processed. The display unit M3 displays "Payment", which is the current status of the taxi vehicle 100. The display unit M2 displays the discounted fare set in S16 to S19. For example, when S16 is processed, 0 yen is displayed as the discounted fare (or no numerical value (amount) is displayed). When S19 is processed, the amount (numerical value) of A+B is displayed as the discounted fare. The amounts of A and B are arbitrary, but for example, A may be 100 yen and B may be 50 yen. The amount (fare) to be paid is displayed on the display unit M1. The amount (amount) to be paid is the fare from boarding to disembarking minus the discounted fare.

[0037] According to the above embodiment, when the boarding location for taxi vehicle 100 is a waiting location where EVSE 200 is installed, discount fare A is set as an incentive. When the disembarking location is within a predetermined range from a location where any EVSE 200 is installed, discount fare B is set as an incentive. Also, when the boarding location is a waiting location where EVSE 200 is installed and the disembarking location is within a predetermined range from a location where any EVSE 200 is installed, discount fare A+B is set.

[0038] This is expected to result in a user of the taxi vehicle 100 getting on at a waiting location where the EVSE 200 is installed in order to receive an incentive (discounted fare). Also, it is expected that the user will get off at a location within a predetermined range from the EVSE 200 in order to receive the incentive. Therefore, since the user will have more opportunities to get on and off at a location close to the EVSE 200, charging time can be efficiently secured and the operating rate of the taxi vehicle 100 can be improved.

[0039] [Variation 1] The output power of each EVSE 200 included in the EVSE group 2 may differ depending on the type and performance of the EVSE 200. For example, if the EVSE 200 is a quick charger (DC charger), the output power is larger than that of a normal charger (AC charger), and the charging time of the taxi vehicle 100 (battery 11) can be shortened.

[0040] In the above embodiment, the discount fee is set regardless of the magnitude of the output power of EVSE 200. In the first modification, the discount fee is set higher as the output power of EVSE 200 increases (the discount fee is set higher).

[0041] In the first modification, when the determinations in S10 and S13 (see FIG. 2) are affirmative, information on the output power of the EVSE 200 is acquired, and a discounted fee is set based on the output power. Information on the output power of the EVS 200 is stored in advance in the GPS device 90 (NAVI system), as is the installation location of each EVSE 200.

[0042] For example, when a positive determination is made in S10 and the EVSE 200 is a normal charger, the discounted fee is set to A, and when the EVSE 200 is a rapid charger, the discounted fee is set to A1. A1 is more expensive than A. Also, when a positive determination is made in S13 and the EVSE 200 is a normal charger, the discounted fee is set to B, and when the EVSE 200 is a rapid charger, the discounted fee is set to B1. B1 is more expensive than B.

[0043] If the EVSE 200 is a quick charger, the discounted fee may be set so that the higher the output power, the higher the discounted fee. For example, when the output power is 50 kW, the discounted fee may be set to A1 (B1), and when the output power is 100 kW, the discounted fee may be set to A2 (B2). A2 (B2) is more expensive than A1 (B1).

[0044] According to this first modification, the shorter the charging time of an EVSE, the higher the incentive level is set, so that it is possible to more efficiently improve the operating rate of the taxi vehicle 100.

[0045] [Embodiment 2] FIG. 4 is a diagram for explaining a vehicle service in the second embodiment. The vehicle service in the second embodiment is a ride-sharing service. With reference to FIG. 4, the ride-sharing vehicle group 1 includes a plurality of electric vehicles 100a. The electric vehicle 100a has a configuration in which the fare meter 42 and the fare meter 81 are omitted from the taxi vehicle 100 (see FIG. 1), and a detailed description thereof will be omitted. The electric vehicle 100a (ECU 50) is configured to be able to communicate with the server 300 through the network NW.

[0046] The server 300 is a server that manages ride sharing, and includes a processor 310, a RAM 320, and a storage device 330. Identification information (vehicle ID) of each electric vehicle 100a included in the ride sharing vehicle group 1 is registered in advance in the server 300. The storage device 330 of the server 300 stores information about the electric vehicle 100a (hereinafter also simply referred to as "vehicle information"), distinguishing them by vehicle ID. The vehicle information includes the specifications of the electric vehicle 100a (for example, specifications indicating charging performance), the status of the electric vehicle 100a (for example, availability), and the position of the electric vehicle 100a. The electric vehicle 100a sequentially transmits its own position information and status to the server 300 via the network NW. The server 300 updates the vehicle information based on information (latest information) from the electric vehicle 100a.

[0047] Identification information (EVSE-ID) of each EVSE 200 included in the EVSE group 2 is registered in advance in the server 300. The storage device 330 of the server 300 stores information related to the EVSE 200 (hereinafter also simply referred to as "EVSE information"), distinguishing them by EVSE-ID. The EVSE information includes the specifications of the EVSE 200 (for example, type of quick charger / normal charger, specifications indicating output power) and the location (installation location) of the EVSE 200. The EVSE information may be acquired from each EVSE 200 via the network NW.

[0048] The mobile terminal 500 is a user terminal used by a ride-sharing user U. The mobile terminal 500 is carried and operated by the user U. The mobile terminal 500 may be a smartphone equipped with a touch panel display. The mobile terminal 500 communicates with the server 300 through the network NW. An application for ride-sharing (hereinafter also referred to as a "vehicle dispatch application") is installed in the mobile terminal 500. The vehicle dispatch application associates the identification information (terminal ID) of the mobile terminal 500 with the communication address of the mobile terminal 500 and registers it in the server 300. The mobile terminal 500 can exchange information with the server 300 through the vehicle dispatch application. The server 300 manages information on a plurality of users (hereinafter also referred to as "user information") by distinguishing them by terminal ID. The user information includes vehicle dispatch history information (for example, services used in the past), point information (for example, points acquired by the user by using the service), and online payment information (account information, payment date, deduction date, etc.).

[0049] FIG. 5 is a flowchart for explaining a part of the process of the dispatch service executed by the server 300. This flowchart is executed when a ride-sharing usage request is transmitted from the mobile terminal 500. FIG. 6 is a diagram showing a display screen (touch panel display) of the mobile terminal 500. For example, when a dispatch application of the mobile terminal 500 is launched, a screen for a ride-sharing usage request (usage request screen) shown in FIG. 6(A) is displayed. When the boarding location and the alighting location are input on the usage request screen of FIG. 6(A) and then the send button 510 is touched (tapped), a ride-sharing usage request is transmitted from the mobile terminal 500 to the server 300. The boarding location may be input by tapping the current location button 52 to input the current location of the mobile terminal 500, or the address of the boarding location may be input. The boarding location may also be input by tapping the boarding location on the map displayed on the usage request screen. The alighting location may also be input by inputting the address of the alighting location, or the alighting location may be input by tapping the alighting location on the map displayed on the usage request screen.

[0050] 5, when the server 300 receives a ride-sharing usage request transmitted from the mobile terminal 500, the server 300 determines in S20 whether or not at least one EVSE 200 is located within a predetermined range from the boarding location. The boarding location is the boarding location input to the mobile terminal 500. The installation location of the EVSE 200 is acquired from the EVSE information stored in the storage device 330. For example, if at least one EVSE 200 is present within a predetermined distance (e.g., 500 m) from the boarding location, it is determined that the boarding location is within a predetermined range from the EVSE 200, and the process proceeds to S21. The predetermined distance may be a straight-line distance or a route distance. If the EVSE 200 closest to the boarding location is not installed within the predetermined distance, a negative determination is made and the process proceeds to S22.

[0051] In S21, flag F1 is set to 1, and the process proceeds to S23. In S22, flag F1 is set to 0, and the process proceeds to S23. In S23, it is determined whether or not at least one EVSE 200 is located within a predetermined range from the disembarking location. The disembarking location is the disembarking location input to the mobile terminal 500. For example, if at least one EVSE 200 is located within a predetermined distance (e.g., 300 m) from the disembarking location, it is determined that the disembarking location is within a predetermined range from the EVSE 200, and the process proceeds to S25. The predetermined distance may be a straight-line distance or a route distance. If the closest EVSE 200 to the disembarking location is not installed within the predetermined distance, a negative determination is made, and the process proceeds to S24.

[0052] In S24, it is determined whether or not flag F1 is 1. If flag F1 is 0, the process proceeds to S26, and if flag F1 is 1, the process proceeds to S27. In S26, the discounted price is set to "none" (the discounted price is set to 0 yen). In S27, the discounted price is set to a.

[0053] In S25, it is determined whether or not flag F1 is 1. If flag F1 is 0, the process proceeds to S28, and if flag F1 is 1, the process proceeds to S29. In S28, the discounted fee is set to b. In S29, the discounted fee is set to a+b. a+b is the value obtained by adding b to the discounted fee a set in S27.

[0054] After S26 to S29 are processed, the process proceeds to S30. In S30, the normal fare and the discounted fare are transmitted to the mobile terminal 500. The normal fare is calculated based on the route distance between the boarding location and the disembarking location. The discounted fare is the discounted fare set in any of S26 to S29.

[0055] When S30 is processed, the current routine is terminated. Fig. 6(B) shows a vehicle dispatch request screen displayed on the mobile terminal 500 that has received the normal fare and discounted fare. The vehicle dispatch request screen displays fare information such as the payment fare, normal fare, and discounted fare. The payment fare is the normal fare minus the discounted fare. When the user accepts the conditions displayed on the vehicle dispatch request screen and taps the dispatch button 530, a vehicle dispatch request is transmitted from the mobile terminal 500 to the server 300. The server 300 that has received the vehicle dispatch request dispatches the electric vehicle 100a.

[0056] In the second embodiment as well, when the boarding or disembarking location of the ride share is within a predetermined range from the location where EVSE 200 is installed, a discounted fee is set as an incentive. This increases the opportunities for users to board and disembark at locations close to EVSE 200, making it possible to efficiently secure charging time and improve the availability of electric vehicle 100a. Note that, as in the first modification, the discounted fee may be set higher (the discounted fee may be set higher) as the output power of EVSE 200 increases.

[0057] [Variation 2] In the above-mentioned second embodiment, when the boarding or disembarking location of the ride share is within a specified range from the location where the EVSE 200 is installed, a discounted fee is set as an incentive. However, it is expected that the EVSE 200 within the specified range may be in use and the electric vehicle 100a may not be able to be charged. In the second modification, if there is no EVSE 200 available within the specified range, no discounted fee is set (the discounted fee is set to 0 yen).

[0058] For example, in S20 (FIG. 5), if all EVSEs 200 within a predetermined range from the boarding location are in use and there are no vacant vehicles, a negative determination is made and the process proceeds to S22. Also, in S23, if all EVSEs 200 within a predetermined range from the disembarking location are in use and there are no vacant vehicles, a negative determination is made and the process proceeds to S26. As a result, if there are no vacant EVSEs 200 and charging is difficult, no incentive is given, so that charging time can be efficiently secured and the operation rate of the electric vehicle 100a can be improved.

[0059] [Variation 3] The incentive for the user is not limited to a discount on the fee. For example, points may be given to the user. These points may be usable for paying for a fee used at a later date, for other services, or for purchasing products.

[0060] For example, the process is as follows: "No points are given" in S26 (FIG. 5), "Point P1 is given" in S27, "Point P2 is given" in S28, and "Points P1+P2 are given" in S29. Then, the process of "sending the normal fare and the given points to the mobile terminal 500" is performed in S30, whereby the paid fare (normal fare) and the given points are displayed on the dispatch request screen of the mobile terminal 500. With this method as well, when the boarding location or disembarking location of the ride share is within a predetermined range from the location where the EVSE 200 is installed, points are given as an incentive, so that charging time can be efficiently secured and the operation rate of the electric vehicle 100a can be improved.

[0061] In each of the above embodiments, whether or not the vehicle is within the predetermined range is determined using the straight-line distance or the route distance between the vehicle and the EVSE 200. However, whether or not the vehicle is within the predetermined range may be determined using the arrival time (travel time) from the vehicle to the EVSE 200.

[0062] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present invention is defined by the claims, not by the description of the embodiments described above, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0063] 1 Ride-sharing vehicles, 2 EVSEs, 11 batteries, 42 fare meters, 50 ECUs, 60 inlets, 81 fare meters, 90 GPS devices, 100 taxi vehicles, 100a electric vehicles, 200 EVSEs, 300 servers, 310 processors, 330 storage devices, 500 mobile terminals, NW networks, Wa waiting locations.

Claims

1. A method for providing a vehicle service that transports a user from a boarding location to an alighting location by paying a fare, comprising the steps of: the vehicle in which the user rides is an electric vehicle that can be charged from a charging facility, determining whether or not at least one of the boarding location and the disembarking location is within a predetermined range from a location of the charging facility; and providing an incentive when at least one of the boarding location and the disembarking location is within the predetermined range.

2. The method for providing vehicle service according to claim 1 , wherein the incentive is provided when the boarding location is a waiting location where the charging facility is installed.

3. The method for providing vehicle services according to claim 1, wherein when both the boarding location and the disembarking location are within the specified range, a higher level of incentive is given than an incentive given when either one of the boarding location and the disembarking location is within the specified range.

4. The method further includes acquiring an output power of the charging equipment within the predetermined range; The method for providing a vehicle service according to claim 1 , wherein a level of the incentive is set according to a magnitude of the output power.

5. The method for providing vehicle services according to claim 4 , wherein the incentive is a discount on the fee.

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