Information processing device and operation system

Abstract

To prohibit operation of an electric vehicle during a predetermined time zone while suppressing a decrease in operation efficiency of the electric vehicle.SOLUTION: An information processing device searches for a path including a plurality of target points and a target charging place, and generates an operation plan so that an electric vehicle operates according to the path during each of a first operation period set before an inhibition time zone and a second operation period set after the inhibition time zone. In the inhibition time zone, operation of the electric vehicle is prohibited. The information processing device sets a charging period during which the electric vehicle is charged at the target charging place for the operation plan so that the start time of the charging period is before the inhibition time zone and the end time of the charging period is within or after the inhibition time zone.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present disclosure relates to an information processing device and an operation system. [Background technology]

[0002] Japanese Patent Laid-Open Publication No. 2004-131270 (Patent Document 1) discloses a method for generating a delivery plan for each transport company in a center device. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2004-131270 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the method described in the above-mentioned Patent Document 1, a delivery plan is generated based on past operation records so as to improve the vehicle loading rate. However, if only the vehicle loading rate is pursued, there is a possibility that the driver's rest time will not be sufficiently secured. Also, in a system in which delivery is made by an electric vehicle such as an electric car, there is a possibility that the electric vehicle will need to be charged during the delivery plan.

[0005] One way to ensure that electric vehicle drivers take their rest periods is to require them to take rest periods during specified times (rest periods). However, if drivers decide their own rest locations and charging periods, there is a high likelihood of idle time (periods during which practically no work is being done) occurring before the rest periods. The occurrence of such idle time leads to reduced operational efficiency.

[0006] The present disclosure has been made to solve the above-mentioned problems, and has an object to prohibit the operation of electric vehicles during specified time periods while suppressing a decrease in the operation efficiency of electric vehicles. [Means for solving the problem]

[0007] According to one embodiment of the present disclosure, there is provided an information processing device that generates an operation plan for an electric vehicle. The electric vehicle is configured to be able to run using electricity stored in the electric vehicle. The information processing device is configured to execute the following: searching for a route including a plurality of target points and a target charging location; and generating an operation plan such that the electric vehicle is operated along the route in each of a first operation period set before the prohibited time zone and a second operation period set after the prohibited time zone. Operation of the electric vehicle is prohibited during the prohibited time zone. The information processing device sets, for the operation plan, a charging period during which the electric vehicle is charged at the target charging location such that the start time of the charging period is before the prohibited time zone and the end time of the charging period is within or after the prohibited time zone. Effect of the Invention

[0008] According to the present disclosure, it is possible to prohibit the operation of electric vehicles during specified time periods while suppressing a decrease in the operation efficiency of electric vehicles. [Brief description of the drawings]

[0009] [Figure 1] FIG. 1 is a diagram for explaining a configuration of a travel system according to a first embodiment. [Diagram 2] 4 is a flowchart showing a method for generating an operation plan according to the first embodiment. [Diagram 3] FIG. 2 is a diagram for explaining an operation plan generated in the first embodiment. [Figure 4] 13 is a flowchart showing a method for generating an operation plan according to the second embodiment. [Diagram 5] 10 is a flowchart showing display control according to the second embodiment. [Figure 6] FIG. 11 is a diagram showing a screen displayed in display control according to the second embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] 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.

[0011] [Embodiment 1] Fig. 1 is a diagram for explaining the configuration of a travel system according to this embodiment. With reference to Fig. 1, this travel system includes a vehicle 10, an EVSE (Electric Vehicle Supply Equipment) 20, and a server 30. The server 30 corresponds to an example of an "information processing device" according to the present disclosure.

[0012] The vehicle 10 includes a power storage device 11, a BMS (Battery Management System) 11a, an inlet 12, a charger 13, an HMI (Human Machine Interface) 14, an ECU (Electronic Control Unit) 15, and a communication device 18. The vehicle 10 is, for example, a BEV (electric vehicle) that can run using electric power from the power storage device 11.

[0013] The power storage device 11 includes a secondary battery (e.g., a lithium ion secondary battery). A plurality of secondary batteries may form a battery pack. The power storage device 11 may include an electric double layer capacitor instead of a secondary battery. The BMS 11a detects the state (e.g., temperature, current, voltage, and SOC) of the power storage device 11 and outputs the detection result to the ECU 15. The SOC (State Of Charge) indicates the ratio of the current amount of stored power to the amount of stored power in a fully charged state.

[0014] The vehicle 10 is configured to perform external charging (charging with electric power from outside the vehicle). Specifically, the vehicle 10 is configured to be able to charge the power storage device 11 using electric power supplied from the EVSE 20. The EVSE 20 includes a main body electrically connected to the electric power system PG, and a charging cable 21 extending outward from the main body. The electric power system PG is a power network constructed by electric power transmission and distribution facilities. The inlet 12 of the vehicle 10 is configured to allow a connector 22 (tip) of the charging cable 21 to be detachably attached. In a state in which the connector 22 of the charging cable 21 is connected to the inlet 12 of the vehicle 10 in a parked state (plugged-in state), the vehicle 10 can receive electric power from the EVSE 20. On the other hand, in a state in which the inlet 12 is not connected (plugged-out state), the vehicle 10 cannot receive electric power from the EVSE 20. The vehicle 10 further includes a connection detection circuit (not shown) that detects the state (plugged-in state / plugged-out state) of the inlet 12.

[0015] In external charging, power supplied from a power system PG is input to an inlet 12 via an EVSE 20. Then, the charger 13 uses the power supplied from the inlet 12 to generate charging power in accordance with an instruction from the ECU 15, and inputs the generated charging power to the power storage device 11. The charger 13 is controlled by the ECU 15.

[0016] The HMI 14 includes an input device that outputs information input by a user to the ECU 15, and an output device (alert device) that outputs information to the user according to instructions from the ECU 15. Examples of the input device include a button or a keypad, as well as a smart speaker that accepts voice input. Examples of the output device include a display device and a speaker.

[0017] The ECU 15 includes a processor 151 and a storage device 152. The communication device 18 includes a communication I / F (interface) for wireless communication. The ECU 15 is configured to communicate with the server 30 through the communication device 18.

[0018] The server 30 includes a processor 31 and a storage device 32. The storage device 32 stores area information related to a plurality of areas registered in the server 30, and vehicle information related to a plurality of vehicles registered in the server 30. In this embodiment, electric vehicles used for delivery are registered in the server 30. Each vehicle may have the same configuration as the vehicle 10 shown in FIG. 1. Also, delivery trucks (electric vehicles) may be registered in the server 30.

[0019] The storage device 32 stores vehicle information for each vehicle, distinguishing it by vehicle identification information (vehicle ID). The vehicle information includes, for the corresponding vehicle, vehicle type information, specification information (including the capacity and charging performance of the power storage device mounted on the vehicle, and the power consumption of the vehicle), location information, status information (e.g., the amount of stored power), information for identifying the driver (e.g., the name and contact information of the driver), and information indicating a prohibited time period during which operation of the vehicle is prohibited. In this embodiment, the prohibited time period is a statutory rest time period common to all vehicles registered in the server 30. The statutory rest time period is a time period during which operation of the vehicle is prohibited in order to give the driver a rest time stipulated by law. However, the present invention is not limited to this, and a different prohibited time period may be set for each vehicle (each driver).

[0020] The storage device 32 stores area information for each area, distinguishing it by area identification information (area ID). The area information includes, for the corresponding area, classification information indicating the range of the area, charging position information for identifying the position of a charging spot set for the area, and information indicating the specifications of the EVSE installed at the charging spot (for example, information indicating power supply performance such as rated power supply). The classification information may be linked to map information, for example, to indicate the region (area range) to which the corresponding area belongs on a map. The classification information may be registered in application software having a geofencing function. In this embodiment, one charging spot is set in advance for each area registered in the server 30. The charging spot is located within the corresponding area (the area in which the charging spot is set). The EVSE installed at each charging spot may have the same configuration as the EVSE 20 shown in FIG. 1. Each EVSE may be either an AC power supply facility that outputs AC power or a DC power supply facility that outputs DC power.

[0021] When the server 30 receives a delivery request for a location (delivery location) that belongs to a registered area, it adds delivery information related to the requested delivery to the storage device 32. The delivery information is classified for each delivery location and added to the area information of the area to which the delivery location belongs. In other words, the added delivery information is linked to the area ID of the area to which the delivery location belongs. The delivery information includes, for the corresponding delivery location, delivery location information for identifying the delivery location, information about the package (delivery target) to be delivered to the delivery location (e.g., package identification information), information about the delivery date, and information about the person requesting delivery (e.g., the name and contact information of the person requesting delivery).

[0022] FIG. 2 is a flowchart showing a method for generating a delivery plan according to the first embodiment. The processing flow shown in FIG. 2 is started by the server 30 at a predetermined plan generation timing. The plan generation timing may be a time that is a predetermined time (e.g., one hour) prior to the operation start time. For example, the plan generation timing may be set to 7 a.m. for an operation that starts at 8 a.m. Each step in the flowchart is simply represented as "S." An example of generating a delivery plan for the vehicle 10 shown in FIG. 1 will be described below.

[0023] 2, in S11, server 30 acquires the position and state of vehicle 10 (including the SOC of power storage device 11) through wireless communication with vehicle 10. In the following S12, server 30 reads vehicle information corresponding to vehicle 10 from storage device 32, and calculates a possible driving distance of vehicle 10 using the SOC (remaining battery level) of power storage device 11 acquired in S11 and the specifications of vehicle 10 (e.g., electricity consumption). Electricity consumption indicates a possible driving distance per unit amount of electricity.

[0024] In the next step S13, the server 30 determines a plurality of delivery locations (hereinafter referred to as "target points") to which the vehicle 10 will deliver today, based on the delivery information stored in the storage device 32 and the position of the vehicle 10 acquired in S11. The target point belongs to one of a plurality of areas registered in the server 30. Hereinafter, an area to which one or more target points belong is referred to as a "target area." In this embodiment, the server 30 determines a plurality of target points that belong to different target areas. Then, the server 30 generates a rough delivery plan for delivering to the determined plurality of target points, and calculates a distance (hereinafter referred to as "required driving distance") that the vehicle 10 will travel if it delivers according to the rough delivery plan. Next, in S14, the server 30 determines whether the required driving distance (S13) is longer than the possible driving distance (S12).

[0025] If the required traveling distance is not longer than the possible traveling distance (NO in S14), the process flow shown in Fig. 2 is terminated. In this case, the server 30 generates a delivery plan that does not include a charging period by a process flow not shown, and transmits the delivery plan to the vehicle 10. On the other hand, if the required traveling distance is longer than the possible traveling distance (YES in S14), the process proceeds to S15.

[0026] In S15, the server 30 uses the vehicle information stored in the storage device 32 to calculate the amount of power (required charge amount) to be charged to the power storage device 11 of the vehicle 10 during the delivery plan. Specifically, the server 30 calculates the amount of power (required power amount) required for the vehicle 10 to travel the required travel distance based on the average power consumption of the vehicle 10. The server 30 then calculates the amount of power (retained power amount) held by the vehicle 10 based on the capacity and SOC of the power storage device 11, and obtains the required charge amount by subtracting the retained power amount from the required power amount.

[0027] Next, in S16, the server 30 determines the order of operation for each of the multiple target areas (S13), and searches for a route that allows the vehicle 10 to deliver to all the target points. In detail, the server 30 searches for a route that allows the vehicle 10 to complete delivery to all the target points by moving through the multiple target areas according to the above order and completing delivery for each target area. In operation along such a route, the vehicle 10 moves to the next target area after completing operation to all the target points included in one target area. A large number of route plans are generated by the above search. Then, the server 30 extracts n route plans (n: an integer of 2 or more) from the obtained large number of route plans. n can be set arbitrarily. The server 30 extracts n route plans in order of, for example, the time required to complete all deliveries (operation time) from the shortest. The operation time corresponds to the time from the operation start time to the operation end time. The operation start time may be a predetermined time (for example, 8:00 a.m.) that is common to all route plans. The operation end time varies depending on the route.

[0028] In the next S17, the server 30 calculates the driving time (driving time without charging) for each of the route plans extracted as described above when the vehicle 10 is not charged. The server 30 calculates the time (driving time without charging) required to complete all deliveries along each route plan, assuming that the vehicle 10 does not run out of power.

[0029] In the next S18, the server 30 uses the vehicle information and area information stored in the storage device 32 to determine the charging start time and the target charging location for each route plan. Specifically, the server 30 determines the charging start time to be a time that is a predetermined time prior to the start time of the prohibited time period of the vehicle 10 (hereinafter also referred to as the "charging time before the operation prohibition"). The charging time before the operation prohibition can be set arbitrarily, for example, to be more than one minute and less than one hour. Then, the server 30 refers to the area information and determines, as the target charging location, a charging spot set in the target area where the vehicle 10 is located at the determined charging start time.

[0030] In the next S19, the server 30 modifies each route plan so that the route passes through the target charging location determined in S18, and calculates the driving time (i.e., the travel time to the target charging location) added by the modification for each route plan. In the next S20, the server 30 calculates the time (required charging time) required to charge the vehicle 10 with the required amount of charge at the target charging location at the charging start time for each modified route plan. Then, the server 30 determines the time when the required charging time has elapsed from the charging start time as the charging end time. The charging end time is set for each route plan. In this embodiment, since the charging time before the operation prohibition is short, the charging end time is set within the prohibited time zone or after the prohibited time zone. In this way, a delivery plan for each route plan is obtained. The delivery plan indicates a route including a plurality of target points and target charging locations, an operation start time, an operation end time, a prohibited time zone, and a charging period (charging start time and charging end time).

[0031] In the next S21, the server 30 calculates the working hours of the driver of the vehicle 10 in the delivery plan of each route plan based on the operation start time, operation end time, and prohibited time zone. The working hours correspond to the time from the operation start time to the operation end time (working hours) minus the prohibited time zone (rest time). In the next S22, the server 30 selects the delivery plan with the shortest working hours of the driver from among the delivery plans generated for each of the n route plans as described above. If there are multiple delivery plans with the shortest working hours, the server 30 may select one delivery plan based on the amount of power consumed by the vehicle 10 for delivery (power consumption). The server 30 may select the delivery plan with the least power consumption.

[0032] Then, the server 30 transmits the delivery plan determined as described above to the vehicle 10. When the vehicle 10 receives the delivery plan, the ECU 15 causes the HMI 14 (announcement device) to notify the driver of the vehicle 10 of the delivery plan. More specifically, the ECU 15 controls the HMI 14 so that the HMI 14 notifies the driver of the vehicle 10 of the delivery plan. By the vehicle 10 executing delivery according to the delivery plan, it is possible to prohibit the operation of the vehicle 10 during the prohibited time period while suppressing a decrease in the operation efficiency of the vehicle 10. These effects will be further described below with reference to FIG. 3.

[0033] FIG. 3 is a diagram for explaining a delivery plan generated by the process shown in FIG. 2. Each of areas A, B, C, D, E, F, and G shown in FIG. 3 corresponds to a target area. EVSEs 20A, 20B, 20C, 20D, 20E, 20F, and 20G are installed at charging spots set in areas A, B, C, D, E, F, and G, respectively. In FIG. 3, time period T1 indicates a prohibited time period, time t11 indicates the start time of the prohibited time period, and time t12 indicates the end time of the prohibited time period. In addition, time ts indicates the charging start time, and time te indicates the charging end time. In other words, the period from time ts to time te corresponds to a charging period.

[0034] Delivery example Cex shows a comparative example. In the comparative example, the driver of vehicle 10 charges vehicle 10 at any timing and takes a rest at any location, regardless of the delivery plan. In the delivery schedule for delivery example Cex, there is free time (the period from time tw to time t11) immediately before time slot T1. If the driver decides the rest location and charging period at his own discretion, free time (a period during which essentially no work is performed) is likely to occur. The occurrence of free time leads to a decrease in operational efficiency.

[0035] Each of the route plans R1, R2, and R3 is a route plan generated by the process shown in FIG. 2. In this example, "n" in S16 is 3. The delivery plans Ex1, Ex2, and Ex3 are delivery plans corresponding to the route plans R1, R2, and R3, respectively, and are generated by the process of S15 to S20 in FIG. 2. Then, the delivery plan Ex2 (route plan R2) is selected from the delivery plans Ex1 to Ex3 (route plans R1 to R3) by the subsequent processes of S21 and S22. Specifically, the working hours of the driver in the delivery plans Ex1, Ex2, and Ex3 are 500 minutes, 450 minutes, and 450 minutes, respectively. Therefore, the delivery plan Ex1 with long working hours is excluded. In addition, the power consumption in the delivery plans Ex2 and Ex3 is 20 kWh and 25 kWh, respectively. Therefore, the delivery plan Ex2 with low power consumption is selected.

[0036] In route plan R2, delivery is performed in the order of areas A, B, D, C, E, F, and G. That is, after completing delivery to all target points included in area A, vehicle 10 operating according to route plan R2 moves to area B, and after completing delivery to all target points included in area B, moves to area D, and so on, performing delivery to all target points included in areas A to G according to the determined order of operation. In delivery plan Ex2, time ts arrives when vehicle 10 is located in area C. Therefore, vehicle 10 charges power storage device 11 using EVSE 20C installed in a charging spot (target charging location in area C) set in area C. The time when delivery to all target points included in areas A to G is completed corresponds to the operation end time.

[0037] In each of the delivery plans Ex1 to Ex3, time ts is set before time zone T1, and time te is set within time zone T1. Therefore, the first operation period set before time zone T1 is the period from the operation start time to time ts. In addition, the second operation period set after time zone T1 is the period from time t12 to the operation end time. That is, at time ts, the operation of vehicle 10 is temporarily suspended, and after charging of vehicle 10 is completed, the operation of vehicle 10 is resumed at time t12. Note that the process shown in FIG. 2 may generate a delivery plan in which time te is set after time zone T1. In such a delivery plan, the timing of resumption of operation is time te.

[0038] The server 30 (information processing device) according to this embodiment executes searching for a route including a plurality of target points and a target charging location, and generating an operation plan so that the electric vehicle is operated along the route in each of the first operation period and the second operation period (S15 to S20 in FIG. 2). The server 30 sets, in the operation plan, a charging period in which the electric vehicle is charged at the target charging location so that the start time of the charging period is before the prohibited time zone and the end time of the charging period is within or after the prohibited time zone (S18, S20 in FIG. 2). According to the delivery plan generated in this way, the start time of the prohibited time zone (break start time) arrives while the vehicle 10 is parked (plugged in) at the target charging location. This prevents a vacant time from occurring immediately before the prohibited time zone. The driver of the vehicle 10 can take a break at the target charging location. Generally, the time required to charge an electric vehicle (particularly an electric vehicle) is longer than the time required to refuel an internal combustion engine vehicle, so allowing the driver to take a necessary break while charging the vehicle 10 can suppress a decrease in the operating efficiency of the vehicle 10. Improving operating efficiency makes it possible to increase profits from deliveries.

[0039] [Embodiment 2] Hereinafter, the second embodiment will be described, focusing on the differences from the first embodiment. In this embodiment, the HMI 14 includes a touch panel display (hereinafter, referred to as "TPD") and a car navigation system (hereinafter, referred to as "NAVI"). The NAVI corresponds to an example of an "announcement device" according to the present disclosure. The ECU 15 corresponds to an example of a "control device" according to the present disclosure.

[0040] In this embodiment, the server 30 selects a vehicle to perform delivery and determines a delivery plan for that vehicle by executing the process flow shown in Figure 4 instead of the process flow shown in Figure 2. In this embodiment, the content of the delivery (multiple target points belonging to different target areas) is determined in advance, and the server 30 executes the process flow shown in Figure 4 to select a vehicle to perform the delivery from among multiple registered vehicles (all electric vehicles).

[0041] Fig. 4 is a flowchart showing a method for generating a delivery plan according to the second embodiment. With reference to Fig. 4, in S31, the server 30 acquires the position and status (including the remaining battery power) of each registered vehicle through wireless communication with each vehicle. The server 30 then calculates the driving distance of each vehicle based on the sum of the amount of power held by the vehicle and the amount of power that would be charged to the vehicle if it were continuously charged during the prohibited time period. The calculated driving distance is the distance that the vehicle could travel if it were continuously charged during the prohibited time period. Since vehicle operation is prohibited during the prohibited time period, the vehicle can continue charging during the prohibited time period.

[0042] In the next S32, the server 30 searches for a delivery plan that satisfies the first to eighth requirements described below for each registered vehicle. The first requirement is that the route includes all target points. The second requirement is that delivery is performed in order for each target area. According to a delivery plan that satisfies the second requirement, it becomes easier to grasp the delivery status and manage the delivery. The third requirement is that the prohibited time period is set in a predetermined time period T1 (legal rest time period). The time period T1 is a period from time t11 to time t12. The fourth requirement is that the operation start time is within a predetermined time period T2. The time period T2 is set before time t11. The fifth requirement is that the operation end time is within a predetermined time period T3. The time period T3 is set after time t12. According to a delivery plan that satisfies the third to fifth requirements, it becomes easier to appropriately manage the driver's working hours. The sixth requirement is that the charging start time is within a predetermined time period T1a. The time period T1a is a period from time t13 to time t11. Time t13 is set between the end time of time zone T2 and time t11. The seventh requirement is that the target charging location is a charging spot set in the target area where the vehicle is located at the charging start time. The eighth requirement is that the charging end time is within the prohibited time zone. According to a delivery plan that satisfies the eighth requirement, the second operation period always starts at time t12. Since the start timing of the second operation period is fixed, it becomes easier for the server 30 to manage the operation. The length of each time zone can be set arbitrarily. Each of the time zones T2 and T3 may be a single point (a specified time). The time zones T1, T1a, T2, and T3 are stored in the storage device 32.

[0043] The above search generates a delivery plan that satisfies the first to eighth requirements. In the next S33, the server 30 selects, from among the multiple registered vehicles, a vehicle that can make delivery to all target locations according to the delivery plan that satisfies the above first to eighth requirements. If multiple vehicles are applicable, one vehicle may be selected based on the vehicle's location and specifications. In the next S34, the server 30 determines a delivery plan for the selected vehicle (a delivery plan that satisfies the above first to eighth requirements). If there are multiple delivery plans for the selected vehicle that satisfy the above first to eighth requirements, the server 30 may select the delivery plan with the least amount of power consumption. Then, the server 30 transmits the delivery plan to the selected vehicle. An example in which the vehicle 10 shown in FIG. 1 is selected will be described below.

[0044] When the vehicle 10 receives the delivery plan from the server 30, the route indicated by the delivery plan is set in the NAVI of the HMI 14, and the NAVI guides the driver along the route. The ECU 15 then starts the process flow shown in Fig. 5. Fig. 5 is a flowchart showing display control by the vehicle 10. Fig. 6 is a diagram showing first to sixth screens displayed in the display control.

[0045] 5, in S51, ECU 15 determines whether the start time of the prohibited time period (break start time) indicated in the delivery plan has arrived. If the current time is before the break start time (time t11) (NO in S51), the process proceeds to S52. In S52, ECU 15 determines whether vehicle 10 is being charged. More specifically, ECU 15 determines whether the above-mentioned external charging is being performed. If vehicle 10 is not being charged (NO in S52), the process proceeds to S53. In S53, ECU 15 determines whether the time has come a predetermined time before the charging start time indicated in the delivery plan (hereinafter referred to as the "charging preparation time"). The charging preparation time is set to be slightly before (for example, 10 minutes before) the charging start time.

[0046] Immediately after the start of operation, NO is determined in all of S51 to S53, and the process proceeds to S54. ECU 15 executes display control for the first operation period in S54 to S56. Specifically, in S54, ECU 15 determines whether delivery to the current area (target area in which vehicle 10 is located) has been completed. ECU 15 can recognize the delivery status of vehicle 10, for example, based on the position of vehicle 10 on the route indicated by the delivery plan, or input (status report) from the driver to HMI 14.

[0047] If delivery to any of the target points included in the current area has not been completed (NO in S54), the process proceeds to S55. In S55, the ECU 15 causes the TPD of the HMI 14 to display the screen Sc1 (first screen) shown in FIG. 6. More specifically, the ECU 15 controls the TPD so that the TPD displays the screen Sc1. The screen Sc1 includes display units M11, M12A, M13A, M14, and M15. The display unit M11 displays the current time. The display unit M12A displays the current area, the delivery status (delivery in progress), and the delivery plan (scheduled time of completion of delivery to the current area). The display unit M13A displays the next area indicated by the delivery plan (the target area to which delivery is scheduled next after the current area). The display unit M14 displays the prohibited time period (legal rest time period). The display unit M15 displays the target charging location and charging start time indicated by the delivery plan, and the number of target points to which delivery is scheduled before charging starts.

[0048] If delivery to all target locations included in the current area has been completed (YES in S54), the process proceeds to S56. In S56, the ECU 15 causes the TPD of the HMI 14 to display screen Sc2 (second screen) shown in FIG. 6. Screen Sc2 includes display units M11, M12B, M13B, M14, and M15. Display unit M12B displays the current area and delivery status (delivery completed). Display unit M13B displays the status of the vehicle 10 (moving to the next area) and the delivery plan (scheduled time when delivery will start in the next area). Display units M11, M14, and M15 of screen Sc2 are the same as screen Sc1.

[0049] When the process of S55 or S56 is executed, the process returns to S51. While the charging preparation time has not arrived, the display control (S54 to S56) in the first operation period is executed. Then, when the charging preparation time has arrived (YES in S53), the process proceeds to S57. In S57, the ECU 15 causes the TPD of the HMI 14 to display the screen Sc3 (third screen) shown in FIG. 6. The screen Sc3 includes display units M21 and M22A. The display unit M21 displays the current time. The display unit M22A displays the current area and a message that prompts the driver to head to the target charging location. When the driver touches the display unit M22A, the TPD or NAVI may display the target charging location on a map.

[0050] When the process of S57 is executed, the process returns to S52. Then, when the vehicle 10 arrives at the target charging site and the driver executes external charging of the power storage device 11, a determination of YES is made in S52, and the process proceeds to S58. In S58, the ECU 15 causes the TPD of the HMI 14 to display screen Sc4 (fourth screen) shown in FIG. 6. Screen Sc4 includes display units M21, M22B, and M23. Display unit M21 displays the current time. Display unit M22B displays the current area, the status of the vehicle 10 (charging), and the remaining time until the break start time (time t11). Display unit M23 displays the prohibited time period (legal break time period).

[0051] Next, in S59, the ECU 15 determines whether the break start time (time t11) has arrived. While the break start time has not arrived (NO in S59), S58 and S59 are repeated. Therefore, the HMI 14 continues to display the screen Sc4 until the break start time arrives, and the display unit M22B displays the countdown of the remaining time until the break start. Then, when the break start time arrives (YES in S59), the process proceeds to S60. In S60, the ECU 15 causes the TPD of the HMI 14 to display the screen Sc5 (fifth screen) shown in FIG. 6. The screen Sc5 includes display units M21, M22C, and M23. The display unit M22C displays the current area, the status of the vehicle 10 (charging), a message urging the driver to take a break, and a message notifying the driver that charging will be completed during the break. The display units M21 and M23 of the screen Sc5 are the same as the screen Sc4.

[0052] Next, in S61, the ECU 15 determines whether the end time (break end time) of the prohibited time period indicated by the delivery plan has arrived. S60 and S61 are repeated while the break end time (time t12) has not arrived (NO in S61). Then, when the break end time arrives (YES in S61), the process proceeds to S62. In S62, the ECU 15 displays a screen Sc6 (sixth screen) shown in FIG. 6 on the TPD of the HMI 14. The screen Sc6 includes display units M21 and M22D and operation units M31 and M32 (e.g., buttons). The display unit M22D displays a message notifying the driver that the break end time has arrived and an explanation regarding the operation units M31 and M32. When the driver operates the operation unit M31, a first notification signal indicating that the driver has taken a break in accordance with the statutory break time period is transmitted from the vehicle 10 to the server 30. When the driver operates the operation unit M32, a second notification signal is transmitted from the vehicle 10 to the server 30, which indicates that the driver has not taken a rest in accordance with the statutory rest period.

[0053] When the process of S62 is executed, the process returns to S51. Then, it is determined YES in S51, and the process proceeds to S63. In S63, the ECU 15 determines whether or not delivery to all the target areas has been completed. If delivery to any of the target areas has not been completed (NO in S63), the ECU 15 executes display control in the second operation period in S64 to S66. In S64, S65, and S66, processes equivalent to S54, S55, and S56 are executed, respectively. However, in S65, the seventh screen is displayed instead of the screen Sc1. The seventh screen is a screen in which the display units M14 and M15 are removed from the screen Sc1. In addition, in S66, the eighth screen is displayed instead of the screen Sc2. The eighth screen is a screen in which the display units M14 and M15 are removed from the screen Sc2. Thereafter, when delivery to all the target areas is completed (YES in S63), the process flow shown in FIG. 5 ends. The above-described display control makes it easier for the driver to operate the vehicle 10 according to plan.

[0054] When the server 30 receives the second notification signal from the vehicle 10, the server 30 may change the delivery plan of the vehicle 10 in order to allow the driver of the vehicle 10 to take a break, and may transmit the changed delivery plan to the vehicle 10. The server 30 may also grasp the delivery status of the vehicle 10 based on information (e.g., location information) successively received from the vehicle 10. Then, when the server 30 detects that the operation of the vehicle 10 is not proceeding according to the plan (delivery plan), the server 30 may change the delivery plan of the vehicle 10 and transmit the changed delivery plan to the vehicle 10. The server 30 may request another vehicle to make a delivery that has been excluded from the delivery plan of the vehicle 10 due to the change in the delivery plan.

[0055] [Other embodiments] Each process shown in Fig. 2, Fig. 4, and Fig. 5 is executed by one or more processors executing a program stored in one or more memories. However, this is not limited to this, and these processes may be executed only by hardware (electronic circuits) without using software. Also, the display control shown in Fig. 5 in the first embodiment may be executed.

[0056] The operation of an electric vehicle is not limited to delivery, but may be for mobile sales (e.g., a mobile supermarket) or for transporting people. An electric vehicle may be an electric vehicle other than a BEV (e.g., a plug-in hybrid vehicle). An electric vehicle may operate by autonomous driving. Operation may be prohibited during prohibited time periods to allow the vehicle, not the driver, to rest. External charging is not limited to plug-in charging, but may be non-contact charging.

[0057] 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]

[0058] 10 vehicle, 11 energy storage device, 15 ECU, 20 EVSE, 30 server, 31 processor, 32 storage device.

Claims

1. An information processing device that generates an operation plan for an electric vehicle, The electric vehicle is configured to be capable of running using electric power stored in the electric vehicle, The information processing device includes: Searching for a route including a plurality of target points and a target charging location; generating the operation plan such that the electric vehicle is operated along the route in each of a first operation period that is set before a prohibited time period in which operation of the electric vehicle is prohibited and a second operation period that is set after the prohibited time period; configured to run The information processing device sets, for the operation plan, a charging period in which the electric vehicle is charged at the target charging location such that a start time of the charging period is before the prohibited time zone and an end time of the charging period is within the prohibited time zone or after the prohibited time zone.

2. The information processing device includes a processor and a storage device that stores area information related to a plurality of areas; the area information indicates charging spots set for each of the plurality of areas, The charging spot for each area is located within the area in which the charging spot is set, The information processing device searches for the route passing through a plurality of target areas included in the plurality of areas; each of the plurality of target areas includes one or more of the target points; 2 . The information processing device according to claim 1 , wherein the information processing device generates the operation plan such that the target charging location is the charging spot that is set in a target area in which the electric vehicle is located at a time that is a predetermined time before a start time of the prohibited time period, among the plurality of target areas.

3. 3. The information processing device according to claim 2, wherein the information processing device determines an order of operation for each of the plurality of target areas, and generates the operation plan such that operation for the plurality of target areas is performed sequentially by the electric vehicle moving to a next target area after completing operation for all of the target points included in one target area.

4. the operation of the electric vehicle is an operation for the electric vehicle to make deliveries to each of the plurality of target points, the prohibited time period is a statutory rest time period for providing a statutory rest time to a driver of the electric vehicle, The operation plan further indicates a start time and an end time of the operation; The information processing device is configured to calculate a working time of the driver in the operation plan based on the operation start time, the operation end time, and the prohibited time zone, The information processing device according to claim 1 , wherein the information processing device is configured to acquire the operation plan for each of a plurality of route plans, and select the route for the operation plan from the plurality of route plans based on the working hours.

5. A travel system including the information processing device according to any one of claims 1 to 4 and the electric vehicle, the information processing device is provided outside the electric vehicle and configured to transmit the generated operation plan to the electric vehicle; The electric vehicle includes a notification device that notifies a driver of the electric vehicle, and a control device that controls the notification device, The control device is configured to control the notification device using the prohibited time period and the charging period indicated by the operation plan.

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