Taxi vehicle management system

Abstract

To suppress, while promoting a driver of a taxi vehicle to participate in a DR (demand response), deterioration of business performance by the taxi vehicle's driver participating in the DR.SOLUTION: A management method of a taxi vehicle includes: evaluating, on the basis of DR contribution history information indicating a history of a driver of the taxi vehicle which contributes to a DR (demand response) for energy management by using a power storage device provided on the taxi vehicle, the degree of contribution to the DR of the driver; and determining a formula for calculating fares of the taxi vehicle that the driver drives by using an evaluation result of the degree of contribution of the driver. Determining the formula for calculating fares includes determining a formula for calculating fares in such a manner that the larger the degree of contribution to the DR of the driver is the lower the fares become.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present disclosure relates to a method for managing a taxi vehicle and a taxi vehicle management system.

Background Art

[0002] Japanese Patent Application Laid-Open No. 2004-295521 (Patent Document 1) discloses a technique for evaluating a driver of a taxi vehicle (hereinafter, also referred to as a "taxi driver") based on driving conditions (for example, whether the driving is rough), a driving route (for example, whether it is not circuitous compared to an average driving route), and an impression at the time of picking up a passenger.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] As a method of energy management, DR (Demand Response) has attracted attention. For example, an administrator of an external power source (for example, an electric power company) may request an administrator of a power storage device to manage the energy of the external power source by DR. Examples of energy management of an external power source include power adjustment of a power grid (adjustment of supply-demand balance, frequency, etc.).

[0005] In recent years, from the viewpoint of environmental protection and the like, xEVs (for example, battery electric vehicles (BEVs)) equipped with power storage devices have been increasing. In the future, it may become common for such xEVs to be adopted as taxi vehicles. A driver of a taxi vehicle equipped with a power storage device can perform energy management using the power storage device.

[0006] However, unlike general household POVs (privately-owned vehicles), taxi vehicles are used for business (passenger transportation). Since taxi vehicle drivers basically prioritize business, they are highly likely not to respond to DR requests even when they receive them. For this reason, a problem may arise in that it is difficult to increase the contribution degree to DR for taxi vehicles. In addition, among a plurality of taxi vehicles managed by a certain manager, the coexistence of taxi vehicles mainly engaged in business (hiring out) and taxi vehicles mainly performing energy management in response to DR makes the management of taxi vehicles difficult, which is not preferable.

[0007] The present disclosure has been made to solve the above problems, and an object thereof is to promote the participation of taxi vehicle drivers in DR (demand response) while suppressing the deterioration of the business performance of the drivers of taxi vehicles participating in DR.

Means for Solving the Problems

[0008] According to the form according to the first aspect of the present disclosure, a management method for a taxi vehicle as shown below is provided.

[0009] (Item 1) The management method for the taxi vehicle includes evaluating the contribution degree of a driver to demand response based on DR contribution history information indicating a history of the taxi vehicle using a power storage device provided in the taxi vehicle to contribute to demand response for energy management, and determining a fare calculation formula for the taxi vehicle driven by the driver using the evaluation result of the driver's contribution degree. Determining the fare calculation formula includes determining the fare calculation formula such that the higher the contribution degree of the driver to demand response, the lower the fare.

[0010] According to the above method, the higher the contribution of a taxi driver (the driver of a taxi vehicle) to DR (Demand Response), the lower the fare of the taxi vehicle. Therefore, a taxi vehicle driven by a driver with a high contribution to DR is more likely to be selected by users (passengers) and is more likely to improve its business performance. This serves as an incentive for taxi drivers to participate in DR. Thus, according to the above method, it is possible to promote taxi drivers' participation in DR while suppressing the deterioration of the business performance of taxi drivers who have participated in DR.

[0011] The management method of a taxi vehicle according to Item 1 above may have the configuration described in any one of Items 2 to 4 shown below.

[0012] (Item 2) The management method of a taxi vehicle according to Item 1 further includes causing the taxi vehicle to calculate the fare according to the determined fare calculation formula.

[0013] According to the above method, in a taxi vehicle, the fare is calculated according to a calculation formula determined based on the contribution of the driver of the taxi vehicle to DR. Thereby, a system in which the contribution of the driver to DR and the fare of the taxi vehicle are linked is preferably constructed.

[0014] (Item 3) The management method of a taxi vehicle according to Item 1 or 2 further includes causing an information terminal used by a user of the taxi vehicle to display information indicating the evaluation result of the driver.

[0015] According to the above method, a user can select a taxi vehicle to use in consideration of the evaluation result of the driver. Also, in the above method, since the contribution of the driver to DR and the fare of the taxi vehicle are linked, a taxi vehicle driven by a driver with a high contribution to DR is more likely to be selected.

[0016] (Item 4) The management method of the taxi vehicle according to any one of Items 1 to 3 further has the following features. The DR contribution history information includes at least one of the amount of electric power (hereinafter, also referred to as "DR performance value") that the taxi vehicle has charged or discharged in response to the demand response, the time (hereinafter, also referred to as "DR participation time") that the taxi vehicle has executed energy management in response to the demand response, and the number of times (hereinafter, also referred to as "DR participation count") that the taxi vehicle has participated in the demand response.

[0017] According to the above method, it becomes easier to appropriately evaluate the contribution degree to DR. Specifically, the greater the DR performance value, the longer the DR participation time, and the more the DR participation count, the higher the contribution degree to DR.

[0018] According to a certain form, a program for causing a computer to execute the method according to any one of Items 1 to 4 is provided. In another form, a computer device for distributing the program is provided.

[0019] According to the form related to the second aspect of the present disclosure, the following taxi vehicle management system is provided.

[0020] (Item 5) The taxi vehicle management system includes a computer device, a plurality of taxi vehicles, and a user terminal. The computer device includes a processor and a storage device that stores a program for causing the processor to execute the management method of the taxi vehicle according to any one of Items 1 to 4. Each of the plurality of taxi vehicles includes a power storage device. The computer device is configured to execute the management method of the taxi vehicle for each of the plurality of taxi vehicles. The user terminal is configured to display a selection screen for the user to select a taxi vehicle to be used from among options. The user terminal is configured to acquire, from the computer device, fare information regarding a fare calculation formula determined for the driver of each taxi vehicle included in the options. The above selection screen displays the fare information of each taxi vehicle included in the options.

[0021] According to the above system, a user can select a taxi vehicle to use in consideration of the evaluation results of the driver. Also, in the above system, since the contribution degree to DR of the driver is linked to the fare of the taxi vehicle, the taxi vehicle of the driver with a high contribution degree to DR is likely to be selected.

[0022] (Item 6) The taxi vehicle management system according to Item 5 further has the following features. The user terminal is configured to transmit a dispatch request signal including the identification information of the taxi vehicle selected by the user for the above selection screen and the boarding position of the user to the computer device. When receiving the dispatch request signal, the computer device is configured to transmit a request signal requesting to head to the boarding position indicated by the dispatch request signal to the taxi vehicle specified by the identification information. The request signal includes a fare calculation formula determined for the driver of the taxi vehicle specified by the identification information.

[0023] According to the above system, a user (customer) can specify a taxi vehicle and a boarding position through the user terminal and request dispatch to the computer device. Then, the computer device that has received the dispatch request can request the target vehicle (the specified taxi vehicle) to head to the specified boarding position.

[0024] (Item 7) The taxi vehicle management system according to Item 6 further has the following features. Each of the plurality of taxi vehicles is provided with a fare meter that displays the fare of the taxi vehicle. When each of the plurality of taxi vehicles receives the above request signal, it causes the fare meter to display the fare calculated according to the fare calculation formula included in the request signal.

[0025] According to the above system, a fare calculation formula is determined based on the contribution degree to DR of the driver of the taxi vehicle. And in the taxi vehicle, the fare calculated according to the calculation formula is displayed on the fare meter. Thereby, in a system in which the contribution degree to DR of the driver is linked to the fare of the taxi vehicle, it becomes easier for the taxi vehicle to conduct business.

[0026] The above computer device may belong to a dispatching manager (for example, a taxi company) that manages a plurality of taxi vehicles. Further, the taxi vehicle may be an electric vehicle (xEV) that uses electric power as all or part of the power source. Examples of xEVs include BEV (battery electric vehicle), PHEV (plug-in hybrid vehicle), range extender EV, and FCEV (fuel cell vehicle).

Advantages of the Invention

[0027] According to the present disclosure, it is possible to promote the participation of taxi vehicle drivers in DR (demand response) while suppressing the deterioration of the business performance of taxi vehicle drivers who have participated in DR.

Brief Description of the Drawings

[0028]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Modes for Carrying Out the Invention

[0029] Embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and their description will not be repeated.

[0030] FIG. 1 is a diagram showing a schematic configuration of a taxi vehicle management system according to an embodiment of the present disclosure. Referring to FIG. 1, the taxi vehicle management system according to this embodiment includes a vehicle group 1, an EVSE group 2, servers 300 and 700, and a mobile terminal 500. EVSE means Electric Vehicle Supply Equipment.

[0031] The power system PG is a power grid constructed by power transmission and distribution facilities. A plurality of power generation plants are connected to the power system PG. The power system PG receives power supply from those power generation plants. The server 700 corresponds to a computer belonging to the TSO (system operator) of the power system PG. The server 300 corresponds to a computer belonging to a dispatching manager. In this embodiment, the dispatching manager plays the role of an aggregator. An aggregator is an electric utility that bundles a plurality of distributed energy resources (hereinafter also referred to as "DER (Distributed Energy Resources)") and provides an energy management service. A taxi vehicle equipped with a storage device can function as a DER. Each of the servers 300 and 700 is connected to a communication network NW via, for example, a communication line. The communication network NW is a wide area network constructed by, for example, the Internet and a wireless base station. The communication network NW may include a mobile phone network. The servers 300 and 700 are configured to be able to communicate with each other.

[0032] Fleet 1 includes a plurality of taxi vehicles that can operate as regulation power of the power system PG. A taxi vehicle is a vehicle for passenger transportation. The configuration of the taxi vehicle will be described later (see Fig. 2). EVSE group 2 includes a plurality of EVSEs that receive power supply from the power system PG. Each EVSE included in EVSE group 2 is electrically connected to the power system PG. Also, each EVSE included in EVSE group 2 is connected to the communication network NW via, for example, a communication line. EVSE group 2 includes EVSE200A and EVSE200B. EVSE200A is a contact-type power supply facility equipped with a power cable. EVSE200B is a non-contact-type power supply facility equipped with, for example, a wireless power transmission and reception circuit (including a power transmission and reception coil) installed on the road. The usage method of each of EVSE200A and 200B will be described later.

[0033] Server 300 includes a processor 310, a RAM (Random Access Memory) 320, and a storage device 330. Server 300 has a clock function. Server 300 may further include an HMI (Human Machine Interface) not shown. The HMI may be a touch panel display. As the processor 310, for example, a CPU (Central Processing Unit) can be adopted. The storage device 330 is configured to be able to store the stored information. The storage device 330 may include a rewritable non-volatile memory. In addition to the program, information used in the program (for example, mathematical formulas and various parameters) is stored in the storage device 330. By the processor 310 executing the program stored in the storage device 330, various processes (see, for example, Figs. 3 and 4 described later) are executed. However, these various processes are not limited to being executed by software, and can also be executed by dedicated hardware (electronic circuit).

[0034] Identification information (vehicle ID) of each taxi vehicle (hereinafter referred to as "taxi vehicle 100" if not distinguished) included in the vehicle group 1 is registered in the server 300 in advance. The storage device 330 of the server 300 stores information regarding the taxi vehicle 100 (hereinafter also simply referred to as "vehicle information") separately by vehicle ID. The vehicle information includes the specifications of the taxi vehicle 100 (for example, specifications indicating charging performance and discharging performance), the status of the taxi vehicle 100 (for example, DR in progress / running for hire / availability status described later), the position of the taxi vehicle 100, and the communication address of the taxi vehicle 100. The taxi vehicle 100 sequentially transmits its own position to the server 300 by wireless communication. The server 300 updates the vehicle information based on the information (latest information) from the taxi vehicle 100.

[0035] Identification information (EVSE-ID) of each EVSE included in the EVSE group 2 (hereinafter referred to as "EVSE200" if not distinguished) is registered in the server 300 in advance. The storage device 330 of the server 300 stores information regarding the EVSE200 (hereinafter also simply referred to as "EVSE information") separately by EVSE-ID. The EVSE information includes the specifications of the EVSE200 (for example, specifications indicating power supply performance), the communication address of the EVSE200, and the position of the EVSE200 (for example, latitude and longitude).

[0036] The mobile terminal 500 is a user terminal used by the user U of the taxi vehicle and is configured to be portable. The mobile terminal 500 is carried and operated by the user U. In this embodiment, a smartphone equipped with a touch panel display and a camera is adopted as the mobile terminal 500. The smartphone incorporates a computer having a processor and a storage device. By the processor executing the program stored in the storage device, various processes (for example, refer to FIG. 4 described later) are executed. However, it is not limited to this, and any portable terminal can be adopted as the mobile terminal 500. For example, a laptop, a tablet terminal, a portable game machine, a wearable device (such as a smartwatch, smart glasses, smart gloves, etc.), an electronic key, etc. can also be adopted as the mobile terminal 500.

[0037] The mobile terminal 500 is configured to access the communication network NW by wireless communication and communicate with the server 300 via the communication network NW. An application software (hereinafter referred to as the "car-hailing app") for using the car-hailing service provided by the server 300 is installed in the mobile terminal 500. The identification information (terminal ID) of the mobile terminal 500 is associated with the communication address of the mobile terminal 500 and registered in the server 300 by the car-hailing app. The mobile terminal 500 can exchange information with the server 300 through the car-hailing app. Further, the server 300 manages information on a plurality of users (hereinafter also referred to as "user information") separately by terminal ID. The user information includes car-hailing reservation information (for example, information included in a car-hailing request signal described later), car-hailing history information (for example, services used in the past, taxi drivers designated in the past, etc.), point information (for example, points obtained by the user by using the service), and online payment information (account information, payment date, debit date, etc.).

[0038] FIG. 2 is a diagram showing the configuration of the taxi vehicle 100. Referring to FIG. 2, the taxi vehicle 100 further includes a battery 11, a SMR (System Main Relay) 12, an MG (Motor Generator) 20, a PCU (Power Control Unit) 22, and an electronic control unit (hereinafter referred to as “ECU (Electronic Control Unit)”) 50. The ECU 50 includes a processor 51, a RAM (Random Access Memory) 52, and a storage device 53. The ECU 50 may be a computer. The storage device 53 is configured to be able to store the stored information. In addition to the program, information used in the program (for example, maps, mathematical formulas, and various parameters) is stored in the storage device 53. In this embodiment, by the processor 51 executing the program stored in the storage device 53, various controls in the ECU 50 (see FIGS. 3 and 4 described later, for example) are executed. However, these various processes are not limited to being executed by software, and can also be executed by dedicated hardware (electronic circuits).

[0039] The battery 11 is configured to be chargeable and dischargeable. The taxi vehicle 100 is an electric vehicle (xEV) configured to be able to travel using the electric power stored in the battery 11. The taxi vehicle 100 may be a BEV without an internal combustion engine, or may be a PHEV with an internal combustion engine. As the battery 11, a known vehicle power storage device (for example, a liquid secondary battery, an all-solid-state secondary battery, or a battery pack) can be adopted. Examples of vehicle secondary batteries include lithium-ion batteries and nickel-metal hydride batteries.

[0040] The taxi vehicle 100 further 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 of the battery 11 (for example, voltage, current, and temperature), and outputs the detection results to the ECU 50. The BMS 11a may further have a SOC estimation function and an SOH estimation function in addition to the above sensor functions. SOC (State Of Charge) indicates the remaining charge amount, and for example, represents the ratio of the current charge amount to the charge amount in the fully charged state as 0 to 100%. SOH (State of Health) indicates the soundness or degree of deterioration, and for example, represents the ratio of the current capacity to the initial capacity as 0 to 100%.

[0041] The taxi vehicle 100 further includes a charger 61 and a charge and discharge relay 62. Each of the charger 61 and the charge and discharge relay 62 is controlled by the ECU 50. In this embodiment, a charge and discharge line including the charger 61 and the charge and discharge relay 62 is connected between the SMR 12 and the PCU 22. However, it is not limited to this, and a charge and discharge line may be connected between the battery 11 and the SMR 12.

[0042] The taxi vehicle 100 is configured to be able to use each of the EVSEs 200A and 200B shown in FIG. 1. The taxi vehicle 100 includes an inlet 60 for performing power exchange with the outside of the vehicle via a power cable. The taxi vehicle 100 includes a power transmission and reception circuit 70 (including a power transmission and reception coil) for performing non-contact power exchange with the power transmission and reception circuit (including a power transmission and reception coil) of the EVSE 200B. The power transmission and reception circuit 70 is located, for example, on the lower surface (under the floor) of the vehicle body of the taxi vehicle 100.

[0043] In this embodiment, the charger / discharger 61 and the charging / discharging relay 62 are located between the inlet 60 and the battery 11, and between the power transmission / reception circuit 70 and the battery 11. The charger / discharger 61 functions as both a charging circuit and a discharging circuit. The charger / discharger 61 charges the battery 11 using the power input from outside the vehicle to the inlet 60 or the power transmission / reception circuit 70. The charger / discharger 61 discharges the power of the battery 11 to the outside of the vehicle through the inlet 60 or the power transmission / reception circuit 70. The charger / discharger 61 includes a power conversion circuit. The power conversion circuit includes, for example, a bidirectional converter. The power conversion circuit may perform DC (direct current) / AC (alternating current) conversion bidirectionally. The charging / discharging relay 62 switches the connection / interruption of the electric path from each of the inlet 60 and the power transmission / reception circuit 70 to the battery 11. The taxi vehicle 100 further includes a monitoring module 61a that monitors the state of the charger / discharger 61. The monitoring module 61a includes various sensors (for example, a current sensor and a voltage sensor) that detect the state of the charger / discharger 61, and outputs the detection result to the ECU 50. During charging or discharging of the battery 11, the ECU 50 maintains the charging / discharging relay 62 in a connected state (closed state). Then, the ECU 50 controls the charger / discharger 61 so that the charging power or the discharging power detected by the monitoring module 61a approaches the target value.

[0044] When the taxi vehicle 100 uses the EVSE 200A (Fig. 1), the driver connects the connector of the power cable of the EVSE 200A to the inlet 60. Thereby, the taxi vehicle 100 is electrically connected to the EVSE 200A via the power cable. In such a state, the taxi vehicle 100 can charge the battery 11 using the power supplied from the power grid PG to the inlet 60 via the EVSE 200A, or supply the power discharged from the battery 11 to the power grid PG via the EVSE 200A.

[0045] When the taxi vehicle 100 uses the EVSE 200B (Fig. 1), the driver aligns the power transmission and reception circuit 70 so that the power transmission and reception coil of the power transmission and reception circuit 70 is positioned directly above the power transmission and reception coil of the EVSE 200B. The driver may align the power transmission and reception circuit 70 by driving the taxi vehicle 100 himself (manual driving), or may align the power transmission and reception circuit 70 by using the driving support function of the taxi vehicle 100 (for example, the automatic driving function to the target position). In a state where the alignment between the power transmission and reception coils is completed, the taxi vehicle 100 can charge the battery 11 using the power supplied from the power grid PG via the EVSE 200B to the power transmission and reception circuit 70, or supply the power discharged from the battery 11 to the power grid PG via the EVSE 200B.

[0046] The MG 20 of the taxi vehicle 100 is, for example, a three-phase AC motor generator. The MG 20 functions as a traveling motor of the taxi vehicle 100. The PCU 22 includes a circuit that drives the MG 20 using the 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 and rotates the drive wheels of the taxi vehicle 100. Further, the MG 20 performs regenerative power generation and outputs the generated power to the battery 11 via the PCU 22. The SMR 12 switches the connection / disconnection of the 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. The SMR 12 is brought into a connected state (closed state) when the taxi vehicle 100 is traveling. Also, when power is exchanged between the battery 11 and the outside of the vehicle, the SMR 12 is brought into a connected state. Note that the number of traveling motors provided in the taxi vehicle 100 is arbitrary and may be one, two, or three or more. The traveling motor may be an in-wheel motor.

[0047] The taxi vehicle 100 further includes a position sensor 41, a fare meter 42, a fare indicator 81, an indicator lamp 82, an HMI 83, and a communication device 90. The position sensor 41 may be a sensor using GPS (Global Positioning System). The taxi vehicle 100 may include a car navigation system (hereinafter also referred to as a "NAVI system") not shown in the figure. The position sensor 41 may be a position sensor used in the NAVI system. The fare meter 42 operates during the fare operation of the taxi vehicle 100 to measure fare data. The fare meter 42 includes a distance measuring device that measures the fare distance and a time measuring device that measures the fare time.

[0048] The fare indicator 81 is configured to display in real time the fare (fare charge) related to the passenger transportation of the taxi vehicle 100. The fare indicator 81 is, for example, a taxi meter that has received a predetermined inspection. The method for calculating the fare by the fare indicator 81 is arbitrary, but in this embodiment, a combined time and distance method is adopted. That is, as described below, the fare indicator 81 calculates and displays the fare according to the fare distance and fare time measured by the fare meter 42.

[0049] In the fare calculation method (time-distance combined method) according to this embodiment, for example, the fare of the taxi vehicle 100 (hereinafter also referred to as "taxi fare") is calculated based on the initial fare and the additional fare. As the initial fare, a predetermined fare (for example, a fare determined for each region) is adopted. However, in this embodiment, the initial fare may be discounted according to the DR contribution degree of the driver described later (see S13 in FIG. 4). As the additional fare, a distance additional fare and a time additional fare are adopted. Specifically, during low-speed driving (for example, driving at 10 km / h or less), every time the taxi vehicle 100 runs for a predetermined unit time (for example, 90 seconds), a predetermined time unit price (for example, 100 yen) is added to calculate the additional fare. On the other hand, during normal driving (that is, other than during the above low-speed driving), every time the taxi vehicle 100 runs for a predetermined unit distance (for example, 100 m), a predetermined distance unit price (for example, 50 yen) is added to calculate the additional fare. However, in this embodiment, the time unit price and the distance unit price may be discounted according to the DR contribution degree of the driver described later (see S13 in FIG. 4). The fare meter 81 calculates the taxi fare by adding the initial fare, the additional fare during normal driving (distance additional fare), and the additional fare during low-speed driving (time additional fare).

[0050] Note that the calculation method of the taxi fare is not limited to the above. For example, regardless of the driving speed, the additional fare may always be calculated by a distance system (a method of adding a distance unit price every time a unit distance is run) or a time system (a method of adding a time unit price every time a unit time elapses during driving).

[0051] The indicator light 82 is, for example, a supersign. The indicator light 82 displays the situation of the own vehicle so that it can be seen from the outside. The indicator light 82 is located, for example, near the front glass of the taxi vehicle 100.

[0052] The HMI83 includes an input device and a display device. The HMI83 may include a touch panel display. In this embodiment, the HMI83 includes a tablet terminal having a touch panel display (see FIGS. 6 and 7). Further, the HMI83 may include an input device and a display device of the NAVI system. The HMI83 may include a meter panel and / or a head-up display. The HMI83 may include an operation unit (input device) provided on the steering wheel. The HMI83 may include a smart speaker that receives voice input.

[0053] The communication device 90 includes various communication I / Fs (interfaces). The ECU 50 communicates with devices outside the vehicle through the communication device 90. The communication device 90 includes a communication I / F for accessing the communication network NW by wireless communication. The communication device 90 may include a TCU (Telematics Control Unit) and / or a DCM (Data Communication Module) that perform wireless communication. The communication device 90 may further include a communication I / F for performing wired communication with the EVSE 200. The communication device 90 may further include a communication I / F for communicating with the mobile terminal 500.

[0054] Referring back to FIG. 1, the server 300 is configured to group a plurality of DERs to realize a VPP (Virtual Power Plant). The VPP is a mechanism that functions as if it were a single power plant by remotely and integrally controlling a plurality of DERs. For example, the taxi vehicle 100 electrically connected to the EVSE 200 can function as a DER for the VPP. Therefore, the server 300 causes the taxi vehicle 100 to execute energy management of the power grid PG in response to a request from, for example, the server 700 (TSO). Also, the server 300 may bid for the regulation power required by the TSO in the power market. The server 300 may be configured to automatically conduct transactions (e.g., bidding and contracting) in the power market according to conditions (e.g., bidding conditions) predetermined by the user and manage a ledger (transaction record) related to the power transaction. The server 300 may conduct settlement related to the power transaction. The server 300 executes DR (Demand Response) for energy management of the power grid PG in response to a request. The taxi vehicle 100 receives a request for the above energy management by the DR.

[0055] FIG. 3 is a flowchart showing the processing related to the DR executed by the server 300 and the taxi vehicle 100. "S" in the flowchart means step. When an energy management request for the power grid PG occurs, the server 300 starts a series of processes of S111 to S114 described below. The above energy management request for the server 300 occurs, for example, when the server 700 requests the server 300 for energy management, or when the start time of the energy management (e.g., regulation power) won by the server 300 in the power market arrives.

[0056] Referring to FIGS. 3 together with FIGS. 1 and 2, in S111, the server 300 checks the status of each taxi vehicle 100 included in the vehicle group 1. In this embodiment, the server 300 determines whether the taxi vehicle 100 is in the DR (participating in DR), in the paid driving (driving with passengers), or in the vacant status (neither in DR nor in paid driving). The server 300 can determine whether the taxi vehicle 100 is in DR based on the DR start notification (S122 in FIG. 3) and the DR end notification (S126 in FIG. 3) described later. Also, the server 300 can determine whether the taxi vehicle 100 is in the paid driving based on the paid driving start notification (S31 in FIG. 4) and the paid driving end notification (S35 in FIG. 4) described later. The status (DR / paid driving / vacant status) of each taxi vehicle 100 included in the vehicle group 1 is stored in the storage device 330 and is sequentially updated by the processor 310. The vacant status means a situation without tasks.

[0057] Subsequently, in S112, the server 300 transmits a DR (demand response) request signal for requesting energy management of the power grid PG to each taxi vehicle 100 in the above vacant status. The DR request signal includes the content of the energy management to be requested. The DR request signal according to this embodiment indicates whether the requested energy management is charging or discharging. Then, in S113, the server 300 determines whether the energy management request of the power grid PG for the server 300 continues.

[0058] While the energy management request of the power grid PG for the server 300 continues, it is determined as YES in S113, and the DR continues. While the DR continues, the determination in S113 is repeated. On the other hand, when the energy management request of the power grid PG for the server 300 ends, it is determined as NO in S113, and the process proceeds to S114. The energy management request of the power grid PG for the server 300 ends, for example, when the server 700 requests the server 300 to end the energy management, or when the end time of the energy management won by the server 300 in the power market arrives.

[0059] In S114, the server 300 transmits a DR release signal indicating that the DR request (S112) has been released to each taxi vehicle 100 during the DR to the DR. Thereby, the DR ends. When the process of S114 is executed, the series of processes of S111 to S114 ends.

[0060] On the other hand, when the ECU 50 of each taxi vehicle 100 in the free state included in the vehicle group 1 receives the DR request signal (S112), a series of processes of S121 to S127 described below is started. In S121, the ECU 50 determines whether or not to participate in the DR. Specifically, when the ECU 50 receives the DR request signal, the display device (for example, the NAVI display or the meter panel) included in the HMI 83 notifies the driver that the DR request has been received and the content of the energy management requested by the DR (charging or discharging). The driver can input to the ECU 50 whether or not to participate in the DR using the input device (for example, the operation unit provided near the driver's seat) included in the HMI 83. When the ECU 50 receives an input of non-participation in the DR from the driver, it is determined as NO in S121, and the series of processes of S121 to S127 ends. On the other hand, when the ECU 50 receives an input of participation in the DR from the driver, it is determined as YES in S121, and the process proceeds to S122.

[0061] In S122, the ECU 50 notifies the server 300 of the start of DR. Subsequently, in S123, the ECU 50 controls the display lamp 82 so that the display lamp 82 displays "During DR". The display of "During DR" means that the taxi vehicle 100 is participating in DR. Subsequently, in S124, the ECU 50 records the DR history data described below in the storage device 53.

[0062] Specifically, the taxi vehicle 100 participating in DR is driven by a driver and moves to any one of the EVSEs 200 included in the EVSE group 2. Then, the taxi vehicle 100 executes energy management of the power grid PG using the EVSE 200. More specifically, with the power grid PG and the battery 11 of the taxi vehicle 100 electrically connected via the EVSE 200, the ECU 50 performs charging or discharging of the battery 11 requested by DR. The DR history data recorded in S124 includes the DR period (including the DR start time and the DR end time), the transition of the position of the taxi vehicle 100 during the DR period (including the driving route until the taxi vehicle 100 moves to the EVSE 200), and the amount of charge or discharge power of the battery 11 during the DR period (i.e., the DR performance value). In this embodiment, the timing determined to be YES in S121 corresponds to the DR start time, and the timing determined to be YES in S125 described below corresponds to the DR end time.

[0063] In the subsequent S125, the ECU 50 determines whether the participation of the taxi vehicle 100 in DR has ended. For example, when the taxi vehicle 100 receives the aforementioned DR cancellation signal (S114) from the server 300, it is determined to be YES in S125. Also, when the charging or discharging of the battery 11 requested by DR is aborted at the driver's discretion, it is also determined to be YES in S125. When the ECU 50 receives an input of DR detachment from the driver, it aborts the above charging or discharging.

[0064] If the request for DR is not canceled on the aggregator side (server 300) and the charge and discharge following DR is not stopped on the driver side (taxi vehicle 100), it is determined as NO in S125, and the participation of the taxi vehicle 100 in DR continues. In this case, the process returns to S123, and S123 to S125 are repeated. On the other hand, when the participation of the taxi vehicle 100 in DR ends (YES in S125), the ECU 50 transmits the DR history data recorded in S124 to the server 300 in S126. Further, the ECU 50 notifies the server 300 of the end of DR.

[0065] Thereafter, in S127, the ECU 50 controls the display lamp 82 so that the display lamp 82 displays "Available - DR completed". The display of "Available - DR completed" means that in addition to the taxi vehicle 100 being in an available state (not carrying a passenger), the taxi vehicle 100 has already participated in DR during the current evaluation period (specifically, one day set as the evaluation period described later). In the taxi vehicle 100 that has already participated in DR during the current evaluation period, the display lamp 82 displays "Available - DR completed" in the availability status. On the other hand, the taxi vehicle 100 that has not yet participated in DR during the current evaluation period displays "Available - Not DR" on the display lamp 82 in the availability status. The display of "Available - Not DR" means that in addition to the taxi vehicle 100 being in an available state, the taxi vehicle 100 has not yet participated in DR during the current evaluation period. In this embodiment, even when the taxi vehicle 100 drops out of DR midway, the taxi vehicle 100 is recognized as having participated in DR, and the display lamp 82 displays "Available - DR completed" (S127). However, it is not limited to this, and when the taxi vehicle 100 drops out of DR midway, it may not be recognized that the taxi vehicle 100 has participated in DR (for example, the display by the display lamp 82 remains "Available - Not DR" and the number of DR participations is not added). Note that the display lamp 82 may distinguish between DR completed and not DR by the lighting color. For example, the display lamp 82 may display "Available" in green instead of "Available - DR completed" and display "Available" in red instead of "Available - Not DR".

[0066] When the process of S127 is executed, the series of processes of S121 to S127 ends. Note that when the taxi vehicle 100 notifies the server 300 (for example, in S122, S126 of FIG. 3, and S31, S35 of FIG. 4 described later), it also sends its own vehicle ID together. This makes it easier for the server 300 to appropriately grasp the situation of each taxi vehicle.

[0067] By the way, since the driver of a taxi vehicle basically gives priority to business (hiring), there is a high possibility that the driver will not respond to a DR (Demand Response) request even when receiving the request. Therefore, in this embodiment, the server 300 uses the DR history data received from the taxi vehicle 100 (S124, S126 in FIG. 3) to evaluate the DR contribution degree of the driver (that is, the contribution degree to the Demand Response). Then, the server 300 determines the fare calculation formula for the taxi vehicle 100 driven by the driver using the evaluation result of the DR contribution degree of the driver. At this time, the server 300 determines the fare calculation formula for the taxi fare so that the higher the DR contribution degree of the driver, the lower the taxi fare. Note that the above DR history data is recorded when the taxi vehicle 100 participates in the DR (S124 in FIG. 3). The DR history data indicates the history of the driver of the taxi vehicle 100 contributing using the battery 11 (the power storage device of the taxi vehicle 100) to the DR for energy management. The DR history data according to this embodiment includes an example of the "DR contribution history information" according to the present disclosure.

[0068] In the taxi vehicle management system according to this embodiment, by determining the fare calculation formula for the taxi fare as described above, a driver with a high DR contribution degree becomes more advantageous in terms of fare compared to a driver with a low DR contribution degree, and it becomes easier to improve the business performance. This serves as an incentive for the driver of the taxi vehicle to participate in the DR. Thus, according to the above system, it is possible to promote the participation of taxi drivers in the DR while suppressing the deterioration of the business performance of the taxi drivers who have participated in the DR.

[0069] FIG. 4 is a flowchart showing processes related to vehicle dispatching and passenger transportation executed by the server 300, the taxi vehicle 100, and the mobile terminal 500 (user terminal). The server 300 repeatedly executes a series of processes of S11 to S18 described below.

[0070] Referring to FIG. 4 together with FIGS. 1 and 2, in S11, the server 300 determines whether it has been requested for information on a taxi driver from the mobile terminal 500 (taxi user). The server 300 determines YES in S11 when it receives an information request signal (S21) described below. On the other hand, when the server 300 has not received the information request signal, it determines NO in S11. Thereby, a series of processes of S11 to S18 ends, and the process returns to the first step (S11). Then, the determination in S11 is repeated until YES is determined in S11.

[0071] When the user U inputs a boarding position to the vehicle dispatching app launched on the mobile terminal 500, the mobile terminal 500 starts a series of processes of S21 to S24 described below. In S21, the mobile terminal 500 transmits an information request signal to the server 300. The information request signal requests the server 300 for information on the drivers of each taxi vehicle 100 existing around the boarding position. The information request signal includes the boarding position input by the user U and the terminal ID of the mobile terminal 500.

[0072] When the server 300 receives the above information request signal (YES in S11), in S12, it evaluates the DR contribution degree of the driver of each taxi vehicle 100 in the vacant situation existing around the boarding position indicated by the information request signal (for example, within a predetermined distance from the boarding position). Specifically, the server 300 evaluates the DR contribution degree for each taxi driver based on the DR history data (S124, S126 in FIG. 3) acquired during the evaluation period. In this embodiment, the evaluation period of the DR contribution degree is set to one day (24 hours). That is, the DR contribution degree of the taxi driver is evaluated using the DR history data indicating the DR contribution degree of one day. According to such an evaluation method, every day, when a taxi driver receives a DR request, in order to obtain an advantage in terms of fare, it becomes easier to actively participate in DR. However, if the evaluation period for all drivers is set to the time period of "0:00 to 24:00", even if they contribute to the night DR (for example, the DR around 23:00), the DR contribution degree will be reset immediately (at 24:00), so there may be many drivers who do not participate in the night DR. Therefore, the start time and end time of the evaluation period may be changed for each driver. The end time of the evaluation period corresponds to the time when the evaluation result (DR history data) of the driver is reset (initialized). For example, the evaluation period of one driver may be set to "0:00 to 24:00", and the evaluation period of another driver may be set to "1:00 to 25:00 (1:00 of the next day)", and the start time of the evaluation period may be shifted by a predetermined time (for example, 1 hour) for each driver.

[0073] In this embodiment, the DR history data includes a DR period and the amount of charge or discharge of the battery 11 during the DR period. The length of the DR period corresponds to the DR participation time (i.e., the time during which the taxi vehicle 100 performs energy management in response to DR). Also, the number of DR periods corresponds to the number of DR participations (i.e., the number of times the taxi vehicle 100 participates in DR). The amount of charge or discharge of the battery 11 during the DR period corresponds to the DR achievement value (i.e., the amount of charge or discharge performed by the taxi vehicle 100 in response to DR). The server 300 evaluates that the higher the total value of the DR achievement values (hereinafter referred to as the "first evaluation value") during the evaluation period, the longer the total value of the DR participation times (hereinafter referred to as the "second evaluation value") during the evaluation period, and the larger the total value of the DR participation counts (hereinafter referred to as the "third evaluation value") during the evaluation period for each taxi driver, the higher the contribution degree to DR.

[0074] For example, the server 300 evaluates the DR contribution degree of a driver whose first evaluation value is equal to or greater than the first reference value, and whose second evaluation value is equal to or greater than the second reference value, and whose third evaluation value is equal to or greater than the third reference value as high (A). Also, the server 300 evaluates the DR contribution degree of a driver whose first evaluation value is less than the first reference value, and whose second evaluation value is less than the second reference value, and whose third evaluation value is less than the third reference value as low (C). Also, the server 300 evaluates the DR contribution degree of a driver who does not fall into either the high (A) or low (C) category as normal (B).

[0075] However, the method for evaluating the DR contribution is merely an example and can be changed as appropriate. For example, instead of a three-level evaluation, the DR contribution may be evaluated at four levels or more. Alternatively, the DR contribution may be scored. In this embodiment, as an evaluation method, absolute evaluation based on predetermined criteria is adopted, but relative evaluation based on the ranking of taxi drivers may be adopted. Furthermore, in this embodiment, the DR history data includes the transition of the positions of 100 taxi vehicles during the DR period. This position information may be used for evaluating the DR contribution. For example, based on the position information during the above DR period, the server 300 may lower the evaluation of the DR contribution for the driver of the taxi vehicle 100 that is determined to have driven for purposes other than participating in DR during the DR period. Also, the evaluation period of the DR contribution is not limited to one day and is arbitrary, and may be one week or one year.

[0076] In the subsequent S13, based on the evaluation result of S12, the server 300 determines the fare calculation formula for each taxi vehicle 100 in the vacancy situation existing around the boarding position indicated by the aforementioned information request signal. At this time, the server 300 determines the fare calculation formula for each taxi vehicle 100 such that the higher the DR contribution of the driver, the lower the fare of the taxi vehicle 100 driven by the driver.

[0077] Specifically, the taxi fare according to this embodiment is calculated by adding the initial fare, the distance-based additional fare, and the time-based additional fare as described above. In such a taxi fare calculation formula, the initial fare, the time unit price, and the distance unit price become parameters. In S13, the server 300 determines the values of these parameters. In this embodiment, for the taxi fare of a driver evaluated as having a low (C) DR contribution, no discount is given. Hereinafter, the calculation formula for the taxi fare without discount is referred to as "Calculation Formula C". Also, for the taxi fare of a driver evaluated as having an ordinary (B) DR contribution, the server 300 discounts only the initial fare and makes the additional fare the same as Calculation Formula C. Hereinafter, the calculation formula for the taxi fare determined for a driver with an ordinary DR contribution is referred to as "Calculation Formula B". Also, for the taxi fare of a driver evaluated as having a high (A) DR contribution, the server 300 discounts both the initial fare and the additional fare. Hereinafter, the calculation formula for the taxi fare determined for a driver with a high DR contribution is referred to as "Calculation Formula A". For example, the initial fares of Calculation Formulas C , B, A may be 400 yen, 300 yen, 300 yen respectively, and the time unit prices per 90 seconds of Calculation Formulas C , B, A may be 100 yen, 100 yen, 80 yen respectively, and the distance unit prices per 100 m of Calculation Formulas C , B, A may be 50 yen, 50 yen, 40 yen respectively.

[0078] However, the method for determining the above taxi fare calculation formula is only an example and can be changed as appropriate. For example, all of the initial fare, the time unit price, and the distance unit price may become cheaper as the DR contribution of the driver becomes higher.

[0079] Subsequently, in S14, the server 300 transmits a taxi information signal including the identification information (vehicle ID), position information, and driver information of each taxi vehicle 100 in the vacant status existing around the boarding position indicated by the aforementioned information request signal to the mobile terminal 500. The position information and driver information of the taxi vehicle 100 are transmitted in a state associated with the corresponding vehicle ID. The driver information transmitted here includes the DR contribution degree (e.g., high / normal / low) evaluated in S12, the parameters of the calculation formula determined in S13 (e.g., initial fare, time unit price, and distance unit price), and the discount amount according to the DR contribution degree (e.g., the discount amount for each of the initial fare, time unit price, and distance unit price).

[0080] When the mobile terminal 500 receives the above taxi information signal (S14), it displays a vehicle selection screen in S22. The vehicle selection screen corresponds to a screen (selection screen) for the user U to select a taxi vehicle 100 to use from the options.

[0081] FIG. 5 is a diagram showing an example of a vehicle selection screen displayed on the touch panel display of the mobile terminal 500. Referring to FIG. 5, the vehicle selection screen Sc1 includes information sections M11 to M13. The information section M11 indicates the current time. The information section M12 indicates the communication status (e.g., radio wave intensity) of the mobile terminal 500. The information section M13 indicates the remaining battery level of the mobile terminal 500.

[0082] The vehicle selection screen Sc1 displays a map around the boarding position P1 input by the user U, and shows the positions of the taxi vehicles 100A and 100B and the boarding position P1 on the map. Each of the taxi vehicles 100A and 100B corresponds to an available taxi vehicle 100 around the boarding position P1. Further, the vehicle selection screen Sc1 further displays an information section M1 showing the name of the boarding position P1 (for example, a place name or a landmark name). Then, with the above map displayed, the mobile terminal 500 accepts an input of a destination from the user U. The user U can input a destination to the mobile terminal 500 by touching the part corresponding to the destination on the map displayed on the vehicle selection screen Sc1. When the user U inputs a destination to the mobile terminal 500, the vehicle selection screen Sc1 shows the position P2 of the destination on the above map, and further the vehicle selection screen Sc1 displays an information section M2 showing the name of the destination (for example, a place name or a landmark name). Then, the mobile terminal 500 performs a route search and displays a driving route from the boarding position P1 to the destination (position P2). Further, the mobile terminal 500 displays an information section M20 showing estimated values of the fare distance and the fare time for the driving route.

[0083] The vehicle selection screen Sc1 further includes an operation section M30. When the operation section M30 is operated by the user U, the mobile terminal 500 cancels the content (boarding position and destination) input by the user U, and instead of the vehicle selection screen Sc1, displays a boarding position input screen (not shown) for accepting an input of a boarding position from the user U.

[0084] The vehicle selection screen Sc1 further includes operation sections M21 and M22 and information sections M21a and M22a. The operation section M21 is an operation section for the user U to select a normal type of taxi vehicle. The information section M21a shows the number of available normal type of taxi vehicles around the boarding position P1 (in the example shown in FIG. 5, two vehicles). When the operation section M21 is operated, the mobile terminal 500 displays the driver information screen Sc2 instead of or in addition to the vehicle selection screen Sc1. The driver information screen Sc2 displays the driver information (S14) received from the server 300.

[0085] Specifically, the driver information screen Sc2 displays, for drivers A and B of normal type taxi vehicles 100A and 100B existing around the boarding position P1, the evaluated DR contribution (in the example shown in FIG. 5, driver A: low, driver B: high) and the parameters of the determined calculation formula (initial fare, unit price per hour, and unit price per distance). In the example shown in FIG. 5, the driver information screen Sc2 further displays a discount amount according to the DR contribution for the determined calculation formula.

[0086] The driver information screen Sc2 includes an operation unit M31 corresponding to driver A and an operation unit M32 corresponding to driver B. When the operation unit M31 is operated, the mobile terminal 500 requests the server 300 to dispatch the taxi vehicle 100A (driver A). When the operation unit M32 is operated, the mobile terminal 500 requests the server 300 to dispatch the taxi vehicle 100B (driver B).

[0087] The operation unit M22 is an operation unit for the user U to select a higher type taxi vehicle (hereinafter referred to as "higher vehicle"). The information unit M22a shows the fare of the higher vehicle. However, when there is no available higher vehicle, the operation unit M22 and the information unit M22a are not displayed. In this embodiment, for the fare of the higher vehicle, a fixed amount system is adopted instead of the time-distance combined system described above. The fare of the higher vehicle is, for example, a fixed amount. However, it is not limited to this, and the fare of the higher vehicle may be variable according to at least one of the estimated value of the traveled distance and the estimated value of the traveled time shown in the information unit M20. When the operation unit M22 is operated, the mobile terminal 500 requests the server 300 to dispatch a higher vehicle.

[0088] Referring again to FIGS. 1, 2, and 4, the mobile terminal 500 determines whether a taxi vehicle is selected in S23 while at least one of the vehicle selection screen Sc1 and the driver information screen Sc2 is being displayed. In this embodiment, when none of the operation units M31, M32, M22 (FIG. 5) are operated until a predetermined time (hereinafter referred to as "time X") has elapsed since the mobile terminal 500 received the taxi information signal (S14), it is determined as NO in S23. Also, when the operation unit M30 (FIG. 5) is operated, it is determined as NO in S23. When it is determined as NO in S23, the series of processes of S21 to S24 ends. Note that when the operation unit M30 (FIG. 5) is operated, when the boarding position is input on the boarding position input screen, the series of processes of S21 to S24 starts again.

[0089] On the other hand, when any of the operation units M31, M32, M22 (FIG. 5) are operated until time X has elapsed since the mobile terminal 500 received the taxi information signal (S14), it is determined as YES in S23, and the process proceeds to S24. In S24, the mobile terminal 500 transmits a vehicle allocation request signal according to the selection (operation) of the user U to the server 300. For example, when the operation unit M31 is operated by the user U, a vehicle allocation request signal including the identification information of the taxi vehicle 100A (FIG. 5) in addition to the boarding position P1 is transmitted to the server 300. When the operation unit M32 is operated by the user U, a vehicle allocation request signal including the identification information of the taxi vehicle 100B (FIG. 5) in addition to the boarding position P1 is transmitted to the server 300. When the operation unit M22 is operated by the user U, a vehicle allocation request signal including the limousine designation information (information indicating that the user U desires a limousine type) in addition to the boarding position P1 is transmitted to the server 300.

[0090] After the server 300 transmits the taxi information signal in S14, in the subsequent S15, it determines whether it has received a carpool request from the mobile terminal 500 (user U). In this embodiment, if the server 300 does not receive a carpool request signal from the mobile terminal 500 until a predetermined time (more specifically, the aforementioned time X) has elapsed since the server 300 transmitted the taxi information signal, it is determined as NO in S15, and the process returns to the first step (S11).

[0091] On the other hand, if the server 300 receives a carpool request signal from the mobile terminal 500 until the time X has elapsed since the server 300 transmitted the taxi information signal, it is determined as YES in S15, and the process proceeds to S16. In S16, the server 300 determines whether the target of the carpool request indicated by the carpool request signal is a normal type of taxi vehicle.

[0092] In this embodiment, if the carpool request signal includes the above-mentioned higher-class designation information, it is determined as NO in S16, and the process proceeds to S18. In S18, the server 300 arranges for a higher-class vehicle. Specifically, the server 300 may request the dispatch of a higher-class vehicle to the nearest business office to the boarding position P1. The higher-class vehicle may head from that business office to the boarding position P1. When the process of S18 is executed, the process returns to the first step (S11). In this embodiment, no driver evaluation is performed for higher-class vehicles. However, this is not limited to this, and the server 300 may also change the taxi fare calculation formula based on the evaluation result of the driver's DR contribution degree for higher-class vehicles in the same manner as for normal type of taxi vehicles.

[0093] When the vehicle allocation request signal does not include the above-mentioned higher-class designation information, it is determined as YES in S16, and the process proceeds to S17. Determining YES in S16 means that the vehicle allocation request signal includes the identification information of a normal-type taxi vehicle. In S17, the server 300 transmits a request signal to the taxi vehicle (for example, taxi vehicle 100A or 100B shown in FIG. 5) specified by the identification information (vehicle ID) included in the vehicle allocation request signal. The above request signal requests the above taxi vehicle of the transmission partner to head towards the boarding position P1 indicated by the vehicle allocation request signal. Further, the above request signal includes the fare calculation formula (S13) determined for the driver of the above taxi vehicle of the transmission partner. When the process of S17 is executed, the process returns to the first step (S11).

[0094] The taxi fare calculation formula according to this embodiment is defined by an initial fare, a time unit price, and a distance unit price. For example, when taxi vehicle 100A is specified by a vehicle allocation request signal, since the evaluation result of the DR contribution degree regarding driver A is low (C), each of the initial fare, the time unit price, and the distance unit price in the fare calculation formula becomes a value without discount (see FIG. 5). On the other hand, when taxi vehicle 100B is specified by a vehicle allocation request signal, since the evaluation result of the DR contribution degree regarding driver B is high (A), each of the initial fare, the time unit price, and the distance unit price in the fare calculation formula becomes a discounted value (see FIG. 5).

[0095] When the taxi vehicle 100 (for example, taxi vehicle 100A or 100B shown in FIG. 5) receives the above request signal (S17), the ECU 50 of the taxi vehicle 100 starts a series of processes of S31 to S36 described below. In S31, the ECU 50 notifies the server 300 of the start of fare collection. Subsequently, the ECU 50 controls the fare meter 81 and the indicator lamp 82 in S32, records the fare collection history data in the storage device 53 in S33, and determines in S34 whether the fare collection by the taxi vehicle 100 has ended. While the fare collection has not ended (NO in S34), S32 to S34 are repeated.

[0096] Specifically, the taxi vehicle 100 that has received the above request signal (S17) is driven by the driver and moves to the boarding position P1 (Fig. 5). While the taxi vehicle 100 is heading towards the boarding position P1, the ECU 50 controls the indicator light 82 so that the indicator light 82 displays "Picking up passengers" (S32). The display of "Picking up passengers" means that the taxi vehicle 100 is heading towards the boarding position designated by the user.

[0097] When the taxi vehicle 100 arrives at the boarding position P1, after the driver has the user U (passenger) board the taxi vehicle 100, the driver puts the fare meter 81 into a metering state (metering on state). Thereby, metering (addition of the fare) by the fare meter 81 is started. While the fare meter 81 is in the metering on state, the ECU 50 controls the fare meter 81 so that the taxi fare calculated according to the above calculation formula (request signal) from the server 300 is displayed on the fare meter 81 (S32). Further, the ECU 50 controls the indicator light 82 so that the indicator light 82 displays "Fare running" (S32). The display of "Fare running" means that the taxi vehicle 100 is in the process of running for hire. Simultaneously with the start of metering by the fare meter 81, the driver of the taxi vehicle 100 starts the fare-running towards the designated destination (position P2).

[0098] The taxi vehicle 100 in the process of running for hire is driven by the driver and moves to the destination (position P2). During the fare-running, the fare-running history data of the taxi vehicle 100 is recorded in the storage device 53 (S33). The fare-running history data recorded in S33 includes the fare-running period (including the fare-running start time and the fare-running end time) and the transition of the position of the taxi vehicle 100 during the fare-running (including the driving route and the driving distance). In this embodiment, the timing when the fare meter 81 becomes the metering on state corresponds to the fare-running start time, and the timing when the fare meter 81 becomes the metering off state described later corresponds to the fare-running end time.

[0099] FIG. 6 is a diagram showing an example of the states of the fare meter 81 and the indicator lamp 82 in the taxi vehicle 100 during a fare run. In the example shown in FIG. 6, the fare meter 81 displays an information section M51 showing the fare before discount (i.e., the fare calculated according to the calculation formula without discount), an information section M52 showing the discount amount based on the evaluation result of the driver's DR contribution degree, an information section M53 showing the situation (during a fare run) of the taxi vehicle 100, and an information section M54 showing that the taxi vehicle 100 is running at a low speed (i.e., the fare is being added according to the passage of time). Also, in the taxi vehicle 100 during a fare run, the indicator lamp 82 displays "Fare Run".

[0100] Referring again to FIGS. 1, 2 and FIG. 4, when the taxi vehicle 100 arrives at the destination (position P2), the driver stops the taxi vehicle 100 and then sets the fare meter 81 to the state of stopping the measurement (measurement off state). As a result, it is determined YES in S34, and the process proceeds to S35. When the fare meter 81 becomes the measurement off state, the measurement (addition of the fare) by the fare meter 81 stops, and the fare is determined. The fare meter 81 continues to display the determined fare until it receives a reset request.

[0101] In S35, the ECU 50 transmits the fare run history data recorded in S33 to the server 300. Also, the ECU 50 notifies the server 300 of the end of the fare run. Then, in S36, the ECU 50 controls the indicator lamp 82 so that the indicator lamp 82 displays "Payment". The display of "Payment" means that the fare (riding fare) is being settled. Also, the ECU 50 causes the HMI 83 installed in the vehicle to display a screen (hereinafter referred to as the "settlement screen") for the user U to settle the fare.

[0102] FIG. 7 is a diagram showing an example of the state of the taxi vehicle 100 during fare settlement. Referring to FIG. 7, the fare meter 81 displays, for example, the determined fare (the fare before discount, the discount amount according to the DR contribution degree) to the information units M51 and M52. Also, in the taxi vehicle 100 during fare settlement, the display lamp 82 displays "Payment", and the status (payment) of the taxi vehicle 100 is also displayed on the information unit M53 of the fare meter 81. Further, the ECU 50 causes, for example, the settlement screen Sc3 to be displayed on the tablet terminal (HMI 83) installed in the front seat. The tablet terminal displays the settlement screen Sc3 to the user U who got in the rear seat.

[0103] The settlement screen Sc3 displays the fare to be billed to the user U (that is, the fare after discount) and the discount amount based on the evaluation result of the driver's DR contribution degree. Further, the settlement screen Sc3 further displays the code M50 for online payment. The code M50 includes fare information. When the user U reads the code M50 using the camera of the mobile terminal 500 on which the dispatching app is started, the dispatching app transmits the identification information (terminal ID) of the mobile terminal 500 that read the code M50 and the fare (billing amount) for this trip to the server 300. Thereby, the online payment of the fare (and thus the fare settlement) is completed. For example, on a predetermined debit date, the fare (billing amount) is debited from the account of the user U. However, the user U may pay the fare in cash to the driver without using online payment.

[0104] When the fare settlement is completed, the process of S36 in FIG. 4 ends. And when the process of S36 ends, the series of processes from S31 to S36 ends. In the taxi vehicle 100, when the fare settlement is completed, the display of the display lamp 82 switches from "Payment" to "Available - DR completed" or "Available - Not DR".

[0105] The discount portion of the fare based on the DR contribution degree may be compensated by the profit obtained by DR (Demand Response), that is, the incentive received from the TSO or the profit from buying and selling in the power market.

[0106] The vehicle dispatching manager (aggregator) may receive benefits from DR. The vehicle dispatching manager may pay salaries to the drivers of each taxi vehicle it manages according to their business performance. For example, the server 300 may calculate the salaries of each taxi driver according to a calculation formula common to all taxi drivers regardless of their DR contribution degrees. The server 300 may evaluate the business performance of each taxi driver based on the hired driving history data (S33, S35) rather than the sales from hired driving (passenger transportation). For example, the server 300 may evaluate the business performance of each taxi driver using at least one of the hired driving distance and the hired driving time.

[0107] Alternatively, the taxi driver may receive benefits from DR (for example, benefits according to the DR actual performance value). The taxi driver may take the sales from hired driving (passenger transportation) and the benefits from DR as his own income and pay a management fee to the vehicle dispatching manager (aggregator).

[0108] As described above, the management method of the taxi vehicle according to this embodiment includes the processes shown in FIGS. 3 and 4. The server 300 includes a processor 310 and a storage device 330 that stores a program for causing the processor 310 to execute the processes according to S111 to S114 in FIG. 3 and S11 to S18 in FIG. 4.

[0109] In S112, the server 300 sends a DR request signal to obtain, from the taxi vehicle participating in DR (demand response) for energy management, DR contribution history information (S126 in FIG. 3) indicating the history of the contribution of the driver of the taxi vehicle to DR. The taxi vehicle contributes to DR using the energy storage device (battery 11) provided in the taxi vehicle.

[0110] Furthermore, in S12 of FIG. 4, the server 300 evaluates the contribution degree of the driver to DR using the above DR contribution history information of the driver. Also, in S13 of FIG. 4, the server 300 determines the fare calculation formula for the taxi vehicle driven by the driver using the evaluation result of the driver's DR contribution degree. In S13 of FIG. 4, the server 300 determines the fare calculation formula such that the higher the contribution degree of the driver to DR, the lower the fare. According to the processes shown in FIGS. 3 and 4, it becomes possible to promote the participation of taxi drivers in DR while suppressing the deterioration of the business performance of the taxi drivers who have participated in DR. Note that the lighting color of the indicator lamp 82 (super sign) in the vacant taxi vehicle may be changed according to the evaluation result (for example, high / normal / low) of the driver's DR contribution degree. The user may directly request passenger transportation from a vacant taxi vehicle without using the dispatch app.

[0111] The taxi vehicle management system according to this embodiment includes a server 300 (computer device), a plurality of taxi vehicles (vehicle group 1), and a mobile terminal 500 (user terminal) used by the users of the taxi vehicles. Each of the plurality of taxi vehicles includes a power storage device (battery 11) and a fare meter 81 that displays the fare of the taxi vehicle. The server 300 executes the processes according to S111 to S114 in FIG. 3 and S11 to S18 in FIG. 4 for each of the plurality of taxi vehicles. The mobile terminal 500 displays a selection screen for the user to select a taxi vehicle to be used from the options (S22 in FIG. 4). The selection screen displays the fare information of each taxi vehicle included in the options (see FIG. 5). The mobile terminal 500 acquires, from the server 300, the fare information regarding the fare calculation formula determined for the driver of each taxi vehicle included in the options (S21 in FIG. 4). The mobile terminal 500 transmits a dispatch request signal including the identification information of the taxi vehicle selected by the user and the boarding position of the user to the server 300 with respect to the selection screen (S24 in FIG. 4). When receiving the dispatch request signal, the server 300 transmits a request signal requesting to head to the boarding position indicated by the dispatch request signal to the taxi vehicle specified by the identification information (S17 in FIG. 4). The request signal includes the fare calculation formula determined for the driver of the taxi vehicle specified by the identification information. The server 300 causes the taxi vehicle to calculate the fare according to the determined fare calculation formula by the above request signal. When receiving the request signal, each of the plurality of taxi vehicles causes the fare meter 81 to display the fare calculated according to the fare calculation formula included in the request signal (S32 in FIG. 4).

[0112] In the above system, since the contribution degree of the driver to the DR is linked to the fare of the taxi vehicle, the taxi vehicle of the driver with a high contribution degree to the DR is more likely to be selected by the user. Further, according to the above system, the user can specify a taxi vehicle and a boarding position through the user terminal and request vehicle dispatching from the server 300. Then, the server 300 that has received the vehicle dispatching request can request the target vehicle (the specified taxi vehicle) to head to the specified boarding position. Also, according to the above system, the fare calculation formula is determined based on the contribution degree of the driver of the taxi vehicle to the DR. And in the taxi vehicle, the fare calculated according to the calculation formula is displayed on the fare meter 81. Thereby, under fair rules, it becomes easier for taxi vehicles to conduct business.

[0113] In the above embodiment, in S12 to S14 of FIG. 4, the server 300 targets all taxi vehicles with vacancy status existing around the boarding position specified by the user U. However, it is not limited to this, and the server 300 may target only the taxi vehicles that have already participated in the DR (taxi vehicles that have already participated in the DR during the current evaluation period) among the taxi vehicles with vacancy status existing around the boarding position specified by the user U as the processing targets in S12 to S14 of FIG. 4.

[0114] In the above embodiment, the on-premises server (server 300) functions as an example of the "computer device" according to the present disclosure. However, it is not limited to this, and the functions of the server 300 (particularly, the functions related to the management of taxi vehicles) may be implemented on the cloud by cloud computing.

[0115] The power system PG (external power source) is not limited to a large-scale AC grid, and may be a microgrid or a DC (direct current) grid. The number of taxi vehicles included in the vehicle group 1 is arbitrary, and may be 3 or more and less than 30, may be 30 or more and less than 100, or may be 100 or more. Also, the number of EVSEs included in the EVSE group 2 is arbitrary. The EVSE group 2 may include at least one of a normal charger and a rapid charger. The EVSE group 2 may include public EVSEs (for example, EVSEs installed in commercial facilities, automobile dealerships, or highway parking areas). The EVSE may be installed at a taxi stand.

[0116] One taxi vehicle may be shared by a plurality of drivers. In such a form, the vehicle information held by the server 300 may include the identification information (driver ID) of the current driver of the taxi vehicle. Also, a POV (personally owned vehicle) may be used as a taxi vehicle. The server 300 may be configured to dispatch registered POVs. The EVSE group 2 may include an EVSE set at the home of the driver of the POV.

[0117] The configuration of the taxi vehicle is not limited to the configuration shown in FIG. 2 and can be changed as appropriate. For example, only one of these, instead of both the inlet 60 (port for EVSE200A) and the power transmission and reception circuit 70 (port for EVSE200B), may be mounted on the taxi vehicle. Also, instead of the charger / discharger 61, a charging circuit capable of only external charging (charging of the battery 11 with power from outside the vehicle) or a power feeding circuit capable of only external power feeding (feeding power outside the vehicle with the power of the battery 11) may be adopted.

[0118] The embodiments disclosed this time should be considered to be illustrative in all respects and not restrictive. The scope of the present invention is shown not by the description of the above-described embodiments but by the claims, and it is intended that all modifications within the meaning and scope equivalent to the claims are included.

Description of Reference Numerals

[0119] 1 Vehicle group, 2 EVSE groups, 11 Batteries, 41 Position sensors, 42 Fare meters, 50 ECU, 51 Processors, 53 Memory devices, 60 Inlets, 61 Chargers, 70 Power transmission and reception circuits, 81 Fare meters, 82 Indicator lights, 83 HMI, 90 Communication devices, 100, 100A, 100B Taxi vehicles, 200, 200A, 200B EVSEs, 300, 700 Servers, 310 Processors, 330 Memory devices, 500 Mobile terminals, PG Power system.

Claims

1. A taxi vehicle management system comprising a computer device having a processor and a storage device, a plurality of taxi vehicles, and a user terminal, wherein the storage device evaluates the degree of contribution of the driver to the demand response based on DR contribution history information indicating the history of the driver of the taxi vehicle contributing to the demand response for energy management using the power storage device provided in the taxi vehicle; using the evaluation result of the degree of contribution of the driver, determines a fare calculation formula for the taxi vehicle driven by the driver such that the higher the degree of contribution of the driver to the demand response, the lower the fare; stores a program for causing the processor to execute a management method for taxi vehicles including each of the plurality of taxi vehicles is provided with a power storage device, the computer device is configured to execute the management method for taxi vehicles for each of the plurality of taxi vehicles, the user terminal is configured to display a selection screen for the user to select a taxi vehicle to be used from options, the user terminal is configured to obtain from the computer device fare information regarding the fare calculation formula determined for the driver of each taxi vehicle included in the options, the selection screen displays the fare information for each taxi vehicle included in the options, a taxi vehicle management system.

2. the user terminal is configured to transmit to the computer device a dispatching request signal including identification information of the taxi vehicle selected by the user with respect to the selection screen and the boarding location of the user, when receiving the dispatching request signal, the computer device is configured to transmit to the taxi vehicle specified by the identification information a request signal requesting to head towards the boarding location indicated by the dispatching request signal, the request signal includes the fare calculation formula determined for the driver of the taxi vehicle specified by the identification information, the taxi vehicle management system according to Claim 1.

3. each of the plurality of taxi vehicles is provided with a fare meter for displaying the fare of the taxi vehicle The taxi vehicle management system according to claim 2, wherein each of the plurality of taxi vehicles, when receiving the request signal, causes the fare meter to display a fare calculated according to the calculation formula of the fare included in the request signal.

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