Vehicle Management System

Abstract

To make it possible to popularize the use of services and maintain the quality of the services.SOLUTION: A management server executes, when an execution condition is met (YES in S100), processing including: step (S102) of acquiring operation information; step (S104) of setting a traveling route; if there is a vehicle set to a forwarding route (YES in S106), when the vehicle on the forwarding route is in a high load state (YES in S110), step (S112) of setting a first usage fee as a usage fee; when the vehicle on the forwarding route is in a low load state (NO in S110), step (S114) of setting a second usage fee that is higher than the first usage fee as the usage fee; step (S116) of setting the usage fee for a vehicle on a normal route; and step (S118) of transmitting fee information to the vehicle.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present disclosure relates to a vehicle management system. [Background technology]

[0002] When vehicles are used to provide transportation services, maintenance such as replacing consumables and adjusting parts is performed periodically, but since the vehicle cannot be used to provide services during the maintenance period, opportunities to provide the service may be lost. Therefore, when providing services using multiple vehicles, it is necessary to perform vehicle maintenance at an appropriate time, taking into consideration the demand for service provision and the provision status of services using multiple vehicles.

[0003] Japanese Patent Application Publication No. 2020-013373 (Patent Document 1) discloses a vehicle maintenance management system that uses vehicle usage information to instruct the implementation of maintenance. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2020-013373 A Summary of the Invention [Problem to be solved by the invention]

[0005] In the case of vehicles used to provide the above-mentioned services, continued use under high load conditions may shorten the period until the next maintenance, resulting in increased maintenance costs. Therefore, if the usage fee for such a service using a vehicle is set as a flat rate, setting the usage fee high to recover the increased maintenance costs may hinder the spread of the use of the service. On the other hand, if the usage fee is set low, even if the use of the service becomes widespread, the quality of the service may not be maintained due to a decline in profits caused by increased maintenance costs.

[0006] The present disclosure has been made to solve the above-mentioned problems, and has an object to provide a vehicle management system that promotes widespread use of the service and maintains the quality of the service. [Means for solving the problem]

[0007] A vehicle management system according to an aspect of the present disclosure includes a vehicle used to provide a transportation service, and a server capable of communicating with the vehicle. When the server receives request information including a request for the provision of a transportation service using the vehicle along a predetermined driving route, the server calculates a load level indicating the degree of load acting on the vehicle when traveling along the predetermined driving route using the request information. When the calculated load level is high, the server sets a usage fee such that the usage fee for the provision of the transportation service along the predetermined driving route is lower than when the load level is low.

[0008] In this way, when a transportation service is provided on a predetermined travel route using a vehicle with a high load level, the usage fee is lower than that for a vehicle with a low load level. This makes it possible to increase the frequency of use of the transportation service using a vehicle with a high load level on a predetermined travel route. This makes it possible to popularize the use of the service. Furthermore, by relatively reducing the frequency of use of vehicles with a low load level, it is possible to prevent the period until the next maintenance from becoming shorter, thereby maintaining the quality of the service. This makes it possible to popularize the use of the service and maintain the quality of the service.

[0009] In one embodiment, the predetermined driving route includes locations where vehicle maintenance is performed.

[0010] In this way, when a transportation service is provided using a vehicle with a high load level on a predetermined travel route that includes a location where vehicle maintenance is performed, the usage fee is lower than that for a vehicle with a low load level, which makes it possible to increase the frequency of use of the transportation service using a vehicle with a high load level on a predetermined travel route.

[0011] In a further embodiment, the request information includes at least one of the following information: vehicle mileage, number of occupants, and parts to be serviced.

[0012] In this way, the load level of the vehicle can be calculated with high accuracy using at least any one of information on the vehicle's mileage, the number of passengers, and the part to be serviced.

[0013] Additionally, in some embodiments, the vehicle includes an autonomous vehicle. In this way, it is possible to increase the frequency of use of autonomous driving transportation services using vehicles that are heavily loaded on predetermined driving routes. Effect of the Invention

[0014] According to the present disclosure, it is possible to provide a vehicle management system that promotes widespread use of the service and maintains the quality of the service. [Brief description of the drawings]

[0015] [Figure 1] 1 is a diagram illustrating an overall configuration of a vehicle management system. [Diagram 2] FIG. 2 is a diagram showing an example of the configuration of an ADK and a VP in more detail. [Diagram 3] 13 is a flowchart illustrating an example of a process executed by a management server. [Figure 4] FIG. 2 is a diagram for explaining a normal driving route and a deadhead route. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0016] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are designated by the same reference characters and their description will not be repeated.

[0017] FIG. 1 is a diagram showing a schematic overall configuration of a vehicle management system 100. The vehicle management system 100 manages a plurality of vehicles. In reality, a large number of vehicles can be managed by the vehicle management system 100, but for the sake of convenience, the following description will be given of an example in which specific vehicles 1 and 4 are managed by the vehicle management system 100. The vehicle management system 100 includes vehicles 1 and 4 and a management server 7. The vehicle 1 includes an autonomous driving kit (ADK) 2 and a vehicle platform (VP) 3. Similarly, the vehicle 4 includes an ADK 5 and a VP 6.

[0018] The user of the vehicles 1 and 4 may be, for example, a business providing a transportation service by automatic driving using the vehicles 1 and 4 (such as a bus business, a taxi business, a rental car business, a car sharing business, or a ride sharing service business). In this embodiment, it is assumed that the user of the vehicles 1 and 4 is, for example, a business providing a transportation service for personnel who owns multiple vehicles. The transportation service for personnel includes, for example, a service in which a vehicle travels on multiple travel routes (such as a travel route passing through urban areas and a travel route passing through mountainous areas) to arrive at a predetermined boarding and disembarking point set on the travel route at a predetermined set time, boards and disembarks personnel at the boarding and disembarking points, and collects a usage fee. In this embodiment, for convenience of explanation, the multiple travel routes include a forwarding route including the location of a maintenance shop and a normal route that circulates around multiple predetermined boarding and disembarking points without passing through a maintenance shop.

[0019] An example of a configuration for performing autonomous driving will be described below using vehicle 1 as an example. ADK2 mounted on vehicle 1 is configured to be attachable to VP3 of vehicle 1 and detachable from VP3. ADK2 is attached to a predetermined position, such as the rooftop of VP3.

[0020] The ADK2 is configured to be able to perform autonomous driving of the vehicle 1. Specifically, the ADK2 creates a driving plan for the vehicle 1. The ADK2 outputs various control requests for driving the vehicle 1 according to the driving plan to the VP3 according to an API (Application Program Interface) defined for each control request. The ADK2 also receives various signals indicating the vehicle state (state of the VP3) from the VP3 according to an API defined for each signal. The ADK2 then reflects the vehicle state in the driving plan. The ADK2 may create the driving plan using driving plan information from the management server 7, for example.

[0021] The VP3 executes driving control in the automatic driving mode according to a control request from the ADK2. When the ADK2 is detached from the VP3, the VP3 is configured to be able to execute driving control in the manual mode (driving control according to the driver's operation).

[0022] The VP 3 transmits various information (such as operation information, which will be described later) to the management server 7 in the vehicle management system 100.

[0023] The management server 7 may be the operator's own server, a shared server shared by multiple operators including the operator in question, or a cloud server provided by a cloud server management company.

[0024] The management server 7 is, for example, a server operated by a business operator who performs maintenance management of a plurality of vehicles including the vehicle 1. The business operator may be, for example, the manufacturer of the VP3 or the manufacturer of the ADK2. Furthermore, the management server 7 may be configured to include a server operated by the manufacturer of the VP3 and a server that operates the ADK2. In the following explanation, a case where the management server 7 is configured by one server will be explained as an example.

[0025] The management server 7 is configured to be able to receive operation information from each of the vehicles 1 and 4. The operation information of the vehicles 1 and 4 includes information capable of identifying the vehicles 1 and 4, such as the number written on the license plate and a manufacturing code (hereinafter referred to as a vehicle ID), information on the driving history (hereinafter referred to as history information), and information on the maintenance of the vehicles 1 and 4 (hereinafter referred to as maintenance information). The management server 7 includes a database (not shown) for storing the operation information received from at least one of the vehicles 1 and 4 in a format capable of identifying the vehicle that sent the information. The management server 7 generates driving plan information and fare information using the received operation information, and transmits them to each of the vehicles 1 and 4.

[0026] In this disclosure, "maintenance" of a vehicle refers to a general action for maintaining a vehicle in a normal state or for restoring a vehicle from an abnormal state to a normal state. Maintenance may include inspection, repair, adjustment, or replacement of any part installed in the vehicle. The maintenance information may include information for diagnosing whether or not the part is in a state requiring maintenance, such as the mileage after maintenance of the part to be maintained or the mileage until the next maintenance of the part, or may include information indicating the diagnosis result of whether or not the part is in a state requiring maintenance.

[0027] 2 is a diagram showing in more detail an example of the configuration of the ADK 2 and the VP 3. The ADK 2 includes a computer 21, a recognition sensor 22, a posture sensor 23, and an HMI (Human Machine Interface) 25.

[0028] The VP3 includes a vehicle control interface box (VCIB) 31 and a base vehicle 32. The base vehicle 32 includes a central electronic control unit (ECU) 321, a brake system 322, a steering system 323, a power train system 324, and a digital communication system (DCM) 327.

[0029] The powertrain system 324 includes an electric parking brake (EPB) system 324A, a parking lock (P-lock) system 324B, and a propulsion system 324C.

[0030] The computer 21 acquires data on the environment of the vehicle 1 using the recognition sensor 22 when the vehicle 1 is autonomously driven. The computer 21 also acquires data on the attitude, behavior, and position of the vehicle 1 using the attitude sensor 23 when the vehicle 1 is autonomously driven. Furthermore, the computer 21 is communicably connected to the VCIB 31. The computer 21 acquires the vehicle state from the VP3 via the VCIB 31 and sets the next operation of the vehicle 1 (accelerate, decelerate, turn, etc.). The computer 21 outputs various commands to the VP3 via the VCIB 31 to realize the next operation.

[0031] The recognition sensor 22 is a sensor for recognizing the environment of the vehicle 1. The recognition sensor 22 includes, for example, at least one of a LIDAR (Laser Imaging Detection and Ranging), a millimeter wave radar, and a camera (none of which are shown). The LIDAR measures the distance and direction of an object by emitting, for example, an infrared pulse laser light and detecting the reflected light of the laser light from the object. The millimeter wave radar measures the distance and direction of an object by emitting millimeter waves and detecting the millimeter wave reflected wave from the object. The camera captures an image of the surroundings of the vehicle 1.

[0032] The attitude sensor 23 is a sensor for detecting the attitude, behavior, and position of the vehicle 1. The attitude sensor 23 includes, for example, a position detection device such as an IMU (Inertial Measurement Unit) and a GPS (Global Positioning System) (neither shown). The IMU detects, for example, the acceleration in the forward / backward, left / right, and up / down directions of the vehicle 1, and the angular velocities in the roll, pitch, and yaw directions of the vehicle 1. The GPS identifies the position of the vehicle 1 using information received from multiple GPS satellites orbiting the Earth.

[0033] The HMI 25 is configured to be connected to an input / output device (not shown), such as a touch panel display, provided on the base vehicle 32, for example.

[0034] The VCIB 31 is communicatively connected to the ADK 2 via a controller area network (CAN) or the like. The VCIB 31 executes a predetermined API defined for each signal to receive various control requests from the ADK 2 and output vehicle states to the ADK 2. When the VCIB 31 receives a control request from the ADK 2, it outputs a control command corresponding to the control request to a system (e.g., the brake system 322, the steering system 323, and the powertrain system 324) corresponding to the control command. The VCIB 31 also acquires various information related to the vehicle state (state of the base vehicle 32) and outputs the acquired information to the ADK 2.

[0035] The central ECU 321 transmits various information indicating the vehicle state to the management server 7 and transmits various requests to the management server 7 via the DCM 327. The central ECU 321 also receives commands or notifications from the management server 7 via the DCM 327. Furthermore, the central ECU 321 diagnoses whether or not the VP3 is in a state requiring maintenance using the vehicle state acquired from each system of the VP3, or receives the results of self-diagnosis performed in each system of the VP3 and diagnoses whether or not the VP3 is in a state requiring maintenance using the received diagnostic results.

[0036] In this embodiment, the central ECU 321 is described as an entity that executes a diagnostic process to diagnose whether or not the vehicle 1 is in a state that requires maintenance. In addition to this function, however, the central ECU 321 may also have a function (gateway function) such as relaying communications between various ECUs included in each system.

[0037] The brake system 322 is configured to control braking devices (not shown) provided on each wheel of the base vehicle 32. The steering system 323 is configured to control the steering angle of the steering wheels of the vehicle 1 using a steering device (not shown).

[0038] The EPB system 324A controls an EPB (not shown) provided on at least one of the wheels in accordance with a control request transmitted from the ADK2 via the VCIB 31. The P-lock system 324B controls a P-lock device (not shown) provided on the transmission in accordance with a control request transmitted from the ADK2 via the VCIB 31. The propulsion system 324C controls the driving force from a driving source (such as a motor generator or engine, not shown) in accordance with a control request from the ADK2.

[0039] The DCM 327 is an in-vehicle communication module that is configured to enable two-way data communication between the central ECU 321 and the management server 7.

[0040] The ADK 5 of vehicle 4 has a similar configuration to the ADK 2 of vehicle 1. Furthermore, the VP 6 of vehicle 4 has a similar configuration to the VP 3 of vehicle 1. Therefore, detailed description thereof will not be repeated.

[0041] The management server 7 includes a control device 8, a storage device 9, and a communication device 10. The control device 8, the storage device 9, and the communication device 10 are connected to each other via a communication bus 11 so as to be able to communicate with each other.

[0042] The control device 8 is configured to include a CPU (Central Processing Unit), memory (such as ROM (Read Only Memory) and RAM (Random Access Memory)), and input / output ports for inputting and outputting various signals, none of which are shown in the figure. The various controls performed by the control device 8 are performed by software processing, i.e., by the CPU reading out a program stored in the memory. The various controls by the control device 8 can also be realized by a general-purpose computer (not shown) executing a program stored in a storage medium. The various controls by the control device 8 are not limited to software processing, and may be processed by dedicated hardware (electronic circuitry).

[0043] The storage device 9 stores operation information received from a plurality of vehicles 1 and 4 that are configured to be able to communicate with the management server 7.

[0044] The communication device 10 realizes two-way communication between the vehicles 1 and 4 and a communication network (not shown). The management server 7 uses the communication device 10 to enable communication with a plurality of vehicles including the vehicles 1 and 4 via a base station (not shown) or the like provided in the communication network.

[0045] In the vehicle management system 100 having the above configuration, for example, the management server 7 sets a driving route indicating route information for each of the vehicles 1 and 4 to travel, and transmits driving plan information to each of the vehicles 1 and 4 so that the vehicles arrive at or depart from boarding and disembarking points on the set driving route at preset times. Furthermore, the management server 7 transmits information on the usage fee for using the vehicles on the set driving route to the vehicles 1 and 4 as fee information.

[0046] Each of the vehicles 1 and 4 performs automatic driving according to the travel plan information, and also displays fare information to the user using a display device or the like, and executes a payment process according to the time of use by the user. In this way, each of the vehicles 1 and 4 provides a transportation service for people traveling along the travel route by getting on and off users at the boarding and alighting points.

[0047] When a plurality of vehicles including the vehicles 1 and 4 are used to provide transportation services for people, maintenance of the vehicles 1 and 4 is performed periodically.

[0048] For example, the vehicles 1, 4 or the management server 7 diagnose whether or not each of the vehicles 1, 4 is in a state requiring maintenance, thereby determining whether or not the vehicles 1, 4 require maintenance.

[0049] Examples of cases in which vehicle 1 is diagnosed as to whether maintenance is required include when the period of use of the part to be diagnosed since the last time it was replaced exceeds a threshold value, when the amount of wear of the part to be diagnosed since the last time it was replaced exceeds a threshold value, when an error code for the part to be diagnosed is output, or when the output value of the part to be diagnosed becomes abnormal.

[0050] For example, if the period of use of various oils used in the engine, motor generator, etc. since the last time they were changed exceeds a threshold value set according to the type of oil, it is diagnosed as a state requiring maintenance for an oil change. Alternatively, if the amount of wear of brake pads included in the braking device exceeds a threshold value, it is diagnosed as a state requiring maintenance for brake pad replacement. Alternatively, if a predetermined error code is output from equipment related to the driving operation of the vehicle 1, such as the engine or motor generator, it is diagnosed as a state requiring inspection maintenance. Alternatively, if the output value of various sensors is output outside the normal range, it is diagnosed as a state requiring maintenance such as sensor replacement or adjustment.

[0051] These determinations are made using the diagnosis results of a self-diagnosis process executed in the vehicle 1. The self-diagnosis process is executed, for example, in the computer 21 of the ADK 2 or the central ECU 321 of the VP3. Alternatively, the management server 7 may manage information on the maintenance history of the vehicles 1 and 4, execute a diagnostic process using the managed information, and determine whether or not a condition requires maintenance using the diagnostic result.

[0052] However, if a diagnosis is made that a maintenance is required as described above and the maintenance is carried out, the vehicles 1 and 4 cannot be used to provide services during the maintenance period, which may result in a loss of opportunities to provide services. Therefore, it is necessary to perform vehicle maintenance at an appropriate time, taking into consideration the demand for and the status of service provision.

[0053] In the above-mentioned vehicles 1 and 4, if the vehicles continue to be used under high load conditions, the maintenance costs may increase due to the shortening of the period until the next maintenance. Therefore, if the usage fee for the service using the vehicles 1 and 4 is set at a flat rate, setting the usage fee high to recover the increased maintenance costs may hinder the spread of the use of the service. On the other hand, if the usage fee is set low, the quality of the service may not be maintained due to the deterioration of profits caused by the increase in maintenance costs even if the use of the service becomes widespread.

[0054] Therefore, in this embodiment, the management server 7 operates as follows. That is, when the management server 7 acquires request information including a request to provide a transportation service using the vehicles 1, 4 along a predetermined travel route, the management server 7 calculates a load level indicating the degree of load acting on the vehicle when traveling along the predetermined travel route using the request information. When the calculated load level is high, the management server 7 sets the usage fee so that the usage fee for the provision of the transportation service along the predetermined travel route is lower than when the load level is low.

[0055] More specifically, in this embodiment, when the management server 7 acquires information (request information) for setting a driving route for providing a transportation service for either of the vehicles 1 and 4 as a forwarding route, the management server 7 uses the information to calculate the load level of the vehicle when traveling along the forwarding route. The forwarding route is a predetermined driving route that includes the location of a maintenance workshop. The management server 7 calculates a two-stage load level based on whether the vehicle to be serviced is in a high-load state or a low-load state when traveling along the forwarding route. When it is determined that the vehicle is in a high-load state, the management server 7 sets the usage fee so that the usage fee for the provision of the transportation service along the forwarding route is lower than when the vehicle is in a low-load state.

[0056] In this way, it is possible to increase the frequency of use of the transportation service using vehicles in a high-load state before maintenance on the delivery route. This makes it possible to popularize the use of the service. Furthermore, by relatively reducing the frequency of use of vehicles in a low-load state, it is possible to prevent the period until the next maintenance from becoming shorter, and therefore the quality of the service can be maintained. This makes it possible to popularize the use of the service and maintain the quality of the service.

[0057] An example of processing executed by the management server 7 will be described below with reference to Fig. 3. Fig. 3 is a flowchart showing an example of processing executed by the management server 7. A series of processing shown in this flowchart is repeatedly executed by the management server 7 at predetermined intervals.

[0058] In step (hereinafter, step will be abbreviated as S) 100, the management server 7 (more specifically, the control device 8 of the management server 7) determines whether or not an execution condition for executing a process of setting a usage fee is satisfied. The execution condition may include, for example, a condition that a predetermined time has elapsed since the previous usage fee was set, or a condition that the time is outside the time period during which the service is provided, or a condition that a predetermined time has elapsed since the previous travel route was set. If it is determined that the execution condition is satisfied (YES in S100), the process proceeds to S102.

[0059] In S102, the management server 7 acquires operation information. The management server 7 acquires operation information from each of a plurality of vehicles including vehicles 1 and 4. When the management server 7 requests operation information from vehicle 1 via the communication device 10, for example, the central ECU 321 of vehicle 1 receives the request signal from the management server 7 via the DCM 32. The central ECU 321 acquires operation information, for example, from the computer 21 of the ADK 2 or the memory of the central ECU 321, and transmits the acquired operation information to the management server 7 via the DCM 32.

[0060] In S104, the management server 7 sets the travel route of each of the multiple vehicles. For example, when the operation information of any one of the multiple vehicles includes information indicating that maintenance is required, the management server 7 sets the travel route of the vehicle as a forwarding route. The management server 7 sets the travel route of the vehicle other than that set on the forwarding route as a normal travel route. For example, the management server 7 sets the departure and arrival times at the boarding and disembarking points on the travel routes of the vehicles set on the normal travel route and the forwarding route. The management server 7 transmits the set information to each of the multiple vehicles as travel plan information. The management server 7 sets a flag associated with the vehicle for which the forwarding route is set to an on state, and stores the set flag in the storage device 9 in association with the vehicle ID.

[0061] In S106, the management server 7 determines whether or not there is a vehicle for which a forwarding route has been set among the multiple vehicles. If there is a vehicle for which the flag is set to the on state among the multiple vehicles, the management server 7 determines that there is a vehicle for which a forwarding route has been set. If it is determined that there is a vehicle for which a forwarding route has been set (YES in S106), the process proceeds to S108.

[0062] In S108, the management server 7 calculates the load level of each vehicle for which a forwarding route is set. In this embodiment, the load level is set in two stages, for example, a high load state and a low load state, as an example. The management server 7 may determine that the vehicle is in a high load state when the part to be serviced is a predetermined part (for example, a drive system part such as an engine or a motor generator), or may determine that the vehicle is in a high load state when the travel distance from the current point of the vehicle for which a forwarding route is set to the location of a maintenance workshop via the forwarding route is equal to or greater than a predetermined mileage distance, or may determine that the vehicle is in a high load state when the predicted number of passengers during the travel via the forwarding route to the location of the maintenance workshop exceeds a threshold value. The management server 7 may calculate the travel distance to the location of the maintenance workshop using, for example, map information including the maintenance workshop. The management server 7 may calculate the predicted number of passengers on the forwarding route to the location of the maintenance workshop using, for example, past performance, or may calculate the predicted number of passengers on the forwarding route using the status (number of reservations) of reservations for use of the vehicle set on the forwarding route. These methods of calculating the load level are merely examples, and the present invention is not limited to the above-mentioned calculation methods. After that, the process proceeds to S110.

[0063] In S110, the management server 7 determines whether or not the vehicle set on the deadhead route is in a high-load state. If it is determined that the vehicle is in a high-load state, the process proceeds to S112.

[0064] In S112, the management server 7 sets the usage fee for the vehicle on the delivery route to a first usage fee. The first usage fee may include, for example, a flat usage fee for traveling to the location of the maintenance workshop, or may include a usage fee per predetermined distance, or may include a usage fee per predetermined time. Thereafter, the process proceeds to S116. If it is determined that the delivery route is not in a high-load state (NO in S110), the process proceeds to S114.

[0065] In S114, the management server 7 sets the usage fee for the vehicle on the delivery route to the second usage fee. The second usage fee is set to be higher than the first usage fee (i.e., the first usage fee is set to be lower than the second usage fee). Then, the process proceeds to S116.

[0066] In S116, the management server 7 sets a usage fee for vehicles traveling on the normal traveling route. After that, the process proceeds to S118.

[0067] At S118, the management server 7 generates fee information using the set usage fee and transmits the generated fee information to each of the multiple vehicles. The management server 7 transmits the fee information to the vehicle 1 via the communication device 10, for example. When the central ECU 321 of the vehicle 1 receives the fee information via the DCM 327, it may notify the occupant, for example, using the received fee information. The central ECU 321 may display the fee on a display device installed in the interior of the vehicle 1. When there is an occupant in the interior of the vehicle 1, the central ECU 321 may notify the occupant by outputting audio information indicating a fee guide using a display device or audio generating device, for example.

[0068] An example of the operation of the management server 7 based on the above-described structure and flowchart will be described with reference to FIG.

[0069] Fig. 4 is a diagram for explaining a normal travel route and a deadhead route. As shown in Fig. 4, the deadhead route includes the location of a maintenance workshop. (A) to (F) in Fig. 4 show boarding and disembarking points.

[0070] For example, assume that a self-diagnosis process in vehicle 1 of a plurality of vehicles determines that a condition requires maintenance.

[0071] At this time, in the management server 7, if a predetermined time has elapsed since the previous setting of the travel route, it is determined that the execution condition is met (YES in S100).

[0072] For this purpose, operation information is acquired from each of the multiple vehicles (S102). A travel route is set using the acquired operation information (S104). At this time, in the vehicle 1, the deadhead route is set as the travel route, and the corresponding flag is set to the ON state.

[0073] Since the flag corresponding to vehicle 1 among the multiple vehicles is set to an on state, it is determined that there is a vehicle on the forwarding route (YES in S106). Therefore, the load level of vehicle 1 on the forwarding route is calculated (S108), and if vehicle 1 on the forwarding route is in a high load state (YES in S110), a first usage fee is set as the usage fee for vehicle 1 on the forwarding route (S112). Then, a usage fee is set for vehicles that have a travel route other than the forwarding route set (S116), and fee information is transmitted to each of the multiple vehicles (S118).

[0074] As shown in Fig. 4, a vehicle that has a travel route (normal route) other than the deadhead route moves between the boarding and disembarking points in the order of (B), (C), (D), (E) and (F) in Fig. 4, returns to (B) and circulates. In other words, the normal route is a route that circulates between (B) to (F) in Fig. 4.

[0075] On the other hand, a vehicle for which a forwarding route is set will move from the boarding / disembarking point of (F) in FIG. 4 to the boarding / disembarking point set at the location of the maintenance workshop of (A). In other words, the forwarding route is a route that ends at (A) in FIG. 4. The forwarding route includes at least a moving route from (F) to (A) in FIG. 4. The starting point of the forwarding route may be any of (B) to (F) in FIG. 4. The fee for the transportation service provided when the vehicle 1 moves to (A) in FIG. 4 is set to a lower amount than when the vehicle is in a low-load state. After the vehicle 1 is maintained at the maintenance workshop, it will travel along a normal route after moving from (A) to (B) in FIG. 4.

[0076] As described above, according to the vehicle management system of this embodiment, it is possible to increase the frequency of use of the transportation service using vehicles in a high-load state before maintenance on the delivery route. Therefore, it is possible to popularize the use of the service. Furthermore, by relatively reducing the frequency of use of vehicles in a low-load state, it is possible to prevent the period until the next maintenance from becoming shorter, and therefore it is possible to maintain the quality of the service. Therefore, it is possible to popularize the use of the service and maintain the quality of the service. Therefore, it is possible to provide a vehicle management system that promotes the use of the service and maintains the quality of the service.

[0077] Furthermore, the management server 7 can calculate the load level with high accuracy by using request information including at least one of the following information: the vehicle's mileage, the number of passengers, and the parts to be maintained.

[0078] Modifications will be described below. In the above-described embodiment, an example was given in which the management server 7 sets the usage fee lower when a vehicle set on a forwarding route that includes a maintenance shop as an end point is in a high-load state on the forwarding route than when the vehicle is in a low-load state. However, any route that at least includes the location of a maintenance shop is sufficient, and the route is not limited to one that ends at the location of a maintenance shop.

[0079] Furthermore, in the above embodiment, the management server 7 sets the usage fee lower when the vehicle on the delivery route is in a high-load state than when the vehicle is in a low-load state, but the travel route for which the usage fee is set lower when the vehicle is in a high-load state than when the vehicle is in a low-load state may be a predetermined travel route different from the delivery route. For example, the predetermined travel route may include a travel route that ends at a boarding and disembarking point nearest to a maintenance shop on the normal route.

[0080] Furthermore, in the above embodiment, the position detection device of the vehicle 1 is provided in the ADK 2 as an example, but the position detection device may be provided in the VP 3.

[0081] Furthermore, in the above embodiment, a case has been described as an example in which a predicted number of passengers is used to determine whether or not a high load state is occurring. However, for example, an image of the interior of the vehicle may be obtained using an imaging device such as a camera installed inside the vehicle, and the obtained image may be transmitted to the management server 7 in response to a request from the management server 7, and the number of passengers may be obtained from the image by the management server 7.

[0082] Furthermore, in the above embodiment, the load level is divided into two stages, a high load state and a low load state, but it may be divided into three or more stages, or may be quantified using the number of passengers, the travel distance, and the parts to be serviced. In this case, the management server 7 may determine that the load level is a high load state when the load level is equal to or greater than a threshold value.

[0083] The above-described modified examples may be implemented in whole or in part in appropriate combination. 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 the above description, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0084] 1,4 vehicle, 2,5 ADK, 3,6 VP, 7 management server, 8 control device, 9 storage device, 10 communication device, 11 communication bus, 21 computer, 22 recognition sensor, 23 attitude sensor, 25 HMI, 31 VCIB, 32 base vehicle, 100 vehicle management system, 321 central ECU, 322 brake system, 323 steering system, 324 powertrain system, 324A EPB system, 324B P-lock system, 324C propulsion system, 327 DCM.

Claims

1. A vehicle used in providing the transportation services; A server capable of communicating with the vehicle is provided, The server, When request information including a request for the provision of the transportation service using the vehicle along a predetermined travel route is acquired, a load degree indicating a degree of load acting on the vehicle when traveling along the predetermined travel route is calculated using the request information; When the calculated load level is high, the usage fee is set so that the usage fee for the provision of the transportation service on the predetermined travel route is lower than when the load level is low; A vehicle management system, wherein the predetermined driving route includes locations where maintenance of the vehicle is performed.

2. The vehicle management system according to claim 1 , wherein the request information includes at least one of a mileage of the vehicle, a number of passengers, and a part to be serviced.

3. The vehicle management system according to claim 1 or 2, wherein the vehicle includes an autonomous vehicle.

Images