Mobility support device, system, method, and program

Abstract

To provide a movement support device, a system, a method, and a program capable of minimizing a risk of power deficiency and providing a drive having a higher degree of freedom.SOLUTION: A movement support device 100 includes: a first information acquisition section 101 for acquiring store position information and congestion information; a second information acquisition section 102 for acquiring vehicle position information and a charge state and a direction, a traveling time, the number of times of charging, and a charge time per charging that a user desires from the user of a vehicle; a route graph creation section 103 for creating a route graph on the basis of store position information, the vehicle position information, the charge state, the direction, the traveling time, the number of times of charing, and the charge time; a route determination section 104 for determining a route on the basis of the route graph and the congestion information; a destination determination section 105 for determining a destination positioned at a predetermined distance from the final store included in the route; and a notification section 106 for notifying the user of information regarding the route and the destination.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a mobility assistance device, a system, a method, and a program. [Background technology]

[0002] Even with a full charge, electric vehicles can only travel about 300 km, which is shorter than the range of gasoline vehicles. Therefore, when traveling long distances or for long periods of time, there is always a risk of running out of power.

[0003] As a means for solving this problem, Patent Document 1 describes a system that recommends optimal charging spots along the route to a destination. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2021-063766 Summary of the Invention [Problem to be solved by the invention]

[0005] However, in Patent Document 1, charging spots to pass through cannot be determined unless the driver sets a destination. In other words, the system described in Patent Document 1 is only compatible with situations where the destination is always fixed. Therefore, the system described in Patent Document 1 cannot accommodate situations where the destination is undecided, such as when the driver has a desire to "enjoy the drive itself without setting a destination" or "drive a different route than usual without setting a destination." In other words, the system described in Patent Document 1 cannot recommend charging spots for more flexible driving.

[0006] An object of the present disclosure is to provide a mobility assistance device, system, method, and program that can minimize the risk of running out of power and provide a more flexible drive. [Means for solving the problem]

[0007] The mobility assistance device according to the present disclosure includes a first information acquisition unit that acquires store location information and congestion information of stores where vehicle charging spots are located; a second information acquisition unit that acquires from a user of a vehicle the vehicle's vehicle location information and charging status, as well as information regarding the user's desired direction, driving time, number of charges, and charging time per charge; a route graph creation unit that creates a route graph based on the store location information, the vehicle location information, the charging status, the direction, the driving time, the number of charges, and the charging time; a route determination unit that determines a route based on the route graph and the congestion information; a destination determination unit that determines a destination to be a predetermined location located a predetermined distance from the last store included in the route; and a notification unit that notifies the user of information regarding the route and information regarding the destination as navigation information.

[0008] The system according to the present disclosure comprises a store terminal arranged in a store where a vehicle charging spot is located, a user terminal of a vehicle user, and a mobility assistance device capable of communicating with the store terminal and the user terminal. The mobility assistance device comprises a first information acquisition unit that acquires store location information and congestion information of the store from the store terminal, a second information acquisition unit that acquires vehicle location information and charging status of the vehicle, as well as information regarding the user's desired direction, driving time, number of charges, and charging time per charge, from the user terminal, a route graph creation unit that creates a route graph based on the store location information, the vehicle location information, the charging status, the direction, the driving time, the number of charges, and the charging time, a route determination unit that determines a route based on the route graph and the congestion information, a destination determination unit that determines a destination to be a predetermined location located a predetermined distance from the last store included in the route, and a notification unit that notifies the user terminal of information regarding the route and information regarding the destination as navigation information.

[0009] The method disclosed herein is a method in which a computer acquires store location information and congestion information of stores where vehicle charging spots are located, acquires from a vehicle user the vehicle location information and charging status of the vehicle, as well as information regarding the user's desired direction, driving time, number of charges, and charging time per charge, creates a route graph based on the store location information, the vehicle location information, the charging status, the direction, the driving time, the number of charges, and the charging time, determines a route based on the route graph and the congestion information, determines a destination to be a predetermined location located a predetermined distance from the last store included in the route, and notifies the user of the information regarding the route and the destination as navigation information.

[0010] The program according to the present disclosure causes a computer to execute the following processes: acquiring, from a vehicle user, vehicle location information and charging status of the vehicle, as well as information regarding the user's desired direction, driving time, number of charges, and charging time per charge; creating a route graph based on the store location information, the vehicle location information, the charging status, the direction, the driving time, the number of charges, and the charging time; determining a route based on the route graph and the congestion information; determining a predetermined location located a predetermined distance from the last store included in the route as a destination; and notifying the user of information regarding the route and information regarding the destination as navigation information. [Effects of the Invention]

[0011] According to the present disclosure, it is possible to provide a mobility assistance device, system, method, and program that can minimize the risk of running out of power and provide a more flexible drive. [Brief explanation of the drawings]

[0012] Embodiments of the present disclosure will be further understood and readily apparent to those skilled in the art from the following written description, by way of example only, and in conjunction with the drawings. [Figure 1] 1 is a block diagram illustrating a configuration of a movement assistance device according to the present disclosure. [Figure 2] 1 is a block diagram illustrating a configuration of a system according to the present disclosure. [Figure 3] FIG. 2 is a block diagram illustrating a configuration of a server according to the present disclosure. [Figure 4] FIG. 2 is a block diagram illustrating a configuration of a store terminal according to the present disclosure. [Figure 5] FIG. 2 is a block diagram illustrating a configuration of a user terminal according to the present disclosure. [Figure 6] 1 is a flowchart illustrating a mobility assistance method according to the present disclosure. [Figure 7] 10 is a diagram illustrating an example of a condition input screen displayed on a display unit of a user terminal according to the present disclosure. FIG. [Figure 8] 1A and 1B are diagrams illustrating a route graph and a route determination process according to the present disclosure. [Figure 9] FIG. 10 is a diagram showing a navigation screen displayed on a display unit of a user terminal according to the present disclosure. [Figure 10] 10 is a flowchart illustrating a method for calculating an average congestion degree according to the present disclosure. [Figure 11] 10 is a flowchart illustrating a method for calculating an expected congestion level according to the present disclosure. [Figure 12] FIG. 10 is a diagram illustrating a route change process according to the present disclosure. [Figure 13] FIG. 10 is a diagram illustrating a route change process according to the present disclosure. [Figure 14] FIG. 1 is a block diagram illustrating a configuration of a computer according to the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0013] Hereinafter, embodiments will be described with reference to the drawings. Note that the drawings are simplified, and the technical scope of the embodiments should not be narrowly interpreted based on the description in the drawings. Furthermore, identical elements are given the same reference numerals, and duplicate explanations will be omitted.

[0014] In the following embodiments, when necessary for convenience, the description will be divided into multiple sections or embodiments. However, unless otherwise specified, they are not unrelated to each other, and one is a partial or complete modification, application example, detailed explanation, supplementary explanation, etc. of the other. Furthermore, in the following embodiments, when the number of elements (including the number, numerical value, amount, range, etc.) is mentioned, it is not limited to that specific number, and may be more or less than the specific number, unless otherwise specified or when it is clearly limited to a specific number in principle.

[0015] Furthermore, in the following embodiments, the components (including operational steps, etc.) are not necessarily essential unless otherwise specified or considered to be clearly essential in principle. Similarly, in the following embodiments, when referring to the shape, positional relationship, etc. of components, etc., it is intended to include those that are substantially similar or approximate to the shape, etc., unless otherwise specified or considered to be clearly not essential in principle. The same applies to the above numbers, etc. (including numbers, numerical values, amounts, ranges, etc.).

[0016] Embodiment 1 The first embodiment will be described with reference to Fig. 1. Fig. 1 is a block diagram showing the configuration of a travel assistance device 100 according to the present disclosure.

[0017] To minimize the risk of running out of power and provide a more flexible driving experience for the vehicle user, the mobility assistance device 100 proposes a route according to predetermined conditions input by the user, even if the user does not set a destination. Specifically, the mobility assistance device 100 includes a first information acquisition unit 101, a second information acquisition unit 102, a route graph creation unit 103, a route determination unit 104, a destination determination unit 105, and a notification unit 106.

[0018] The first information acquisition unit 101 acquires store location information and congestion information of stores where vehicle charging spots are located. Examples of stores include service areas on expressways and gas stations.

[0019] The second information acquisition unit 102 acquires, from the user of the vehicle, information regarding the vehicle's location information and charging state, as well as the user's desired direction, driving time, number of charges, and charging time per charge. Hereinafter, the vehicle's location information and charging state, as well as the user's desired direction, driving time, number of charges, and charging time per charge, are also referred to as "predetermined conditions." Specifically, the user terminal is capable of communicating with the vehicle and acquires the vehicle's location information and charging state from the vehicle. Furthermore, the user inputs the user's desired direction, driving time, number of charges, and charging time per charge to the user terminal. Furthermore, the user terminal transmits the predetermined conditions to the mobility assistance device 100. Then, the second information acquisition unit 102 acquires the predetermined conditions.

[0020] The route graph creation unit 103 creates a route graph based on the store location information acquired by the first information acquisition unit 101 and the vehicle location information, charging state, direction, driving time, number of charges, and charging time acquired by the second information acquisition unit 102. Here, the route graph is, for example, a directed graph in which each store is a node and the routes connecting the stores are edges.

[0021] The route determination unit 104 determines a route based on the route graph created by the route graph creation unit 103 and the congestion information acquired by the first information acquisition unit 101.

[0022] The destination determination unit 105 determines, as a destination, a predetermined place that is located a predetermined distance from the final store included in the route determined by the route determination unit 104. Examples of predetermined places that can be destinations include coasts, mountains, historical buildings, tourist spots such as museums and art galleries, and commercial facilities.

[0023] The notification unit 106 notifies the user of the information related to the route and the information related to the destination as navigation information. Specifically, the notification unit 106 transmits the navigation information to the user terminal, and the user terminal displays the navigation information on a display unit.

[0024] The mobility assistance device 100 can minimize the risk of running out of power and provide a more flexible driving experience. Specifically, the mobility assistance device 100 creates a route graph based on predetermined conditions transmitted from the user terminal, and determines a route based on the route graph and store congestion information. Furthermore, a predetermined location located a predetermined distance from the final store included in the route is determined as the destination, and navigation information is notified to the user. Therefore, even if the user does not set a destination, the user simply inputs predetermined conditions into the user terminal, and the route and destination are set, and navigation information is notified to the user. Therefore, the mobility assistance device 100 can minimize the risk of running out of power and provide a more flexible driving experience.

[0025] Embodiment 2 The second embodiment will be described with reference to Fig. 2. Fig. 2 is a block diagram showing the configuration of a system 200 according to the present disclosure.

[0026] The system 200 includes a server 300 as a mobility support device, store terminals 400_1 to 400_m (m is an integer equal to or greater than 1) disposed in stores X_1 to X_m, a user terminal 500, and a vehicle 600. The server 300 and the store terminals 400_1 to 400_m can communicate with each other via a communication network N such as the Internet or a local area network (LAN). Similarly, the server 300 and the user terminal 500 can communicate with each other via the communication network N. Furthermore, the user terminal 500 and the vehicle 600 can communicate with each other via short-range wireless communication such as Bluetooth (registered trademark). Note that the vehicle 600 may be able to communicate with the server 300 and the store terminals 400_1 to 400_m via the network N. Hereinafter, when the stores X_1 to X_m are not particularly distinguished from each other, they will simply be referred to as store X. Similarly, when the store terminals 400_1 to 400_m are not particularly distinguished from each other, they will simply be referred to as store terminals 400. The store terminal 400 may be, for example, a POS (Point of Sale) terminal. The store X may be any store that has a charging spot or charging stand for vehicles, such as a service area on a highway or a gas station. The user terminal 500 may be any terminal owned by a vehicle user. The user terminal 500 may be a navigation device installed in the vehicle. The vehicle user may be the driver, passengers, etc. of the vehicle.

[0027] 3, the server 300 includes a first information acquisition unit 301, a second information acquisition unit 302, a route graph creation unit 303, a route determination unit 304, a destination determination unit 305, a notification unit 306, and a route change unit 307. The functions of the first information acquisition unit 301, the second information acquisition unit 302, the route graph creation unit 303, the route determination unit 304, the destination determination unit 305, and the notification unit 306 are similar to those of the first information acquisition unit 101, the second information acquisition unit 102, the route graph creation unit 103, the route determination unit 104, the destination determination unit 105, and the notification unit 106 shown in FIG. 1, respectively, and therefore description thereof will be omitted.

[0028] When the vehicle 600 travels outside the range of travel from a store X_1 included in the route, the route change unit 307 determines whether there is another store X_2 whose range overlaps with that of the store X_1, and changes the route to one that includes the other store X_2 instead of the store X_1.

[0029] 4 shows the configuration of a store terminal 400 according to the present disclosure. As shown in FIG. 4, the store terminal 400 includes an average congestion degree calculation unit 401, an expected congestion degree calculation unit 402, and a storage unit 403.

[0030] The average congestion degree calculation unit 401 calculates the average congestion degree for each time slot of a predetermined length in store X based on payment information for the past n years (n is an integer equal to or greater than 1) stored in the storage unit 403. Here, the payment information is information that associates at least the charging time with the number of units to be charged and the amount of charge. Furthermore, a time slot of a predetermined length is, for example, a one-hour time slot. In other words, the average congestion degree calculation unit 401 calculates the average congestion degree as the average congestion degree for each one-hour time slot based on the payment information for the past n years. Furthermore, the calculated average congestion degree is transmitted to the server 300.

[0031] The expected congestion degree calculation unit 402 calculates the expected congestion degree for each time slot of a predetermined length for today at store X based on payment information from opening time today to the current time and payment information for days corresponding to today over the past n years, which are stored in the storage unit 403. Specifically, the expected congestion degree calculation unit 402 acquires the number of charged vehicles and the amount of charge for each one-hour time slot based on payment information from opening time today to the current time. Furthermore, the expected congestion degree calculation unit 402 acquires the number of charged vehicles and the amount of charge for each one-hour time slot for days corresponding to today based on payment information over the past n years. Here, the day corresponding to today is a day on which the number of charged vehicles and the amount of charge for each one-hour time slot are similar to the number of charged vehicles and the amount of charge for each one-hour time slot today. Furthermore, the expected congestion degree calculation unit 402 accesses websites providing weather information and local information via the network N to acquire weather information and event information for the area including store X for today. Then, the expected congestion degree calculation unit 402 calculates the expected congestion degree for each hour of today at store X based on the number of charged vehicles and the amount of charge for each hourly time slot on the day corresponding to today, and today's weather information and event information. The calculated expected congestion degree is transmitted to the server 300.

[0032] The storage unit 403 stores payment information, which is, for example, information in which the charging time is associated with the number of units to be charged and the amount of charge.

[0033] 5 shows the configuration of a user terminal 500 according to the present disclosure. As shown in FIG. 5, the user terminal 500 includes a condition receiving unit 501, a vehicle information acquiring unit 502, a navigation unit 503, and a display unit 504.

[0034] The condition accepting unit 501 accepts the user's desired direction, driving time, number of charges, and charging time per charge. Specifically, the condition accepting unit 501 causes the display unit 504 to display a condition input screen as shown in Fig. 7. Then, the condition accepting unit 501 transmits the user's desired direction, driving time, number of charges, and charging time per charge input by the user to the server 300.

[0035] The vehicle information acquisition unit 502 acquires the state of charge of the vehicle 600 from the vehicle 600. The vehicle information acquisition unit 502 also acquires vehicle position information of the vehicle 600 from the navigation unit 503, which will be described later. Here, the vehicle position information is information indicating the current position of the vehicle 600, such as GPS (Global Positioning System) coordinates. The vehicle information acquisition unit 502 may acquire not only the current position of the vehicle 600 when the vehicle 600 is stopped, but also the current position (traveling position) of the vehicle 600 when the vehicle 600 is traveling. The state of charge refers to the remaining amount of power stored in the battery of the vehicle 600. The state of charge and vehicle position information acquired by the vehicle information acquisition unit 502 are transmitted to the server 300, for example, at a predetermined timing shown in FIG. 6 below. In addition, the vehicle information acquisition unit 502 may acquire the traveling conditions of the vehicle 600, such as the traveling speed, from the vehicle 600. The vehicle information acquisition unit 502 may also calculate the cruising range based on the state of charge of the vehicle 600 and the traveling conditions, such as the traveling speed. The cruising range is the distance that can be traveled by maintaining the current traveling state with the remaining charge of the battery mounted on the vehicle 600. The cruising range and traveling position (current position) may be transmitted from the user terminal 500 to the server 300 at predetermined time intervals.

[0036] The navigation unit 503, for example, works in cooperation with a GPS to navigate the travel of the vehicle 600. Specifically, the navigation unit 503 causes the display unit 504 to display information relating to the route determined by the route determination unit 304 and the destination determined by the destination determination unit 305. Furthermore, the navigation unit 503 navigates the travel of the vehicle 600 according to the route.

[0037] The display unit 504 is, for example, a touch panel display, and displays a condition input screen such as that shown in FIG. 7 and a navigation screen such as that shown in FIG.

[0038] Next, a travel support method in the system 200 will be described with reference to Fig. 6. Note that store location information and congestion information of stores X_1 to X_m are transmitted in advance from store terminals 400_1 to 400_m to the server 300, and the first information acquisition unit 301 acquires the store location information and congestion information of the stores X_1 to X_m. Furthermore, the first information acquisition unit 301 may store the store location information and congestion information of the stores X_1 to X_m in a storage unit (not shown) of the server 300 in advance.

[0039] First, in the user terminal 500, the vehicle information acquisition unit 502 acquires the vehicle position information and the charging state of the vehicle 600 (step S101).

[0040] Next, in the user terminal 500, the condition receiving unit 501 displays a condition input screen on the display unit 504, and acquires the user's desired direction, driving time, number of charges, and charging time per charge (step S102).

[0041] FIG. 7 shows an example of a condition input screen displayed on display unit 504. The condition input screen shown in FIG. 7 is composed of four screens, and the four screens are displayed sequentially on display unit 504. The first condition input screen is a screen for inputting the user's desired direction, and "north," "south," "east," and "west" are displayed as selectable options on this screen. The second condition input screen is a screen for inputting the user's desired driving time, and "1 hour," "2 hours," ..., and "6 hours" are displayed as selectable options on this screen. The third condition input screen is a screen for inputting the user's desired number of charges, and "1 time," "2 times," ..., and "6 times" are displayed as selectable options on this screen. The fourth condition input screen is a screen for inputting the user's desired charging time per charge, and "5 minutes," "10 minutes," and "15 minutes" are displayed as selectable options on this screen.

[0042] Next, the user terminal 500 transmits the vehicle position information and charging state acquired in step S101, as well as the direction, traveling time, number of charges, and charging time per charge acquired in step S102 to the server 300 (step S103).

[0043] Next, in the server 300, the second information acquisition unit 302 acquires the vehicle position information and charging state, as well as the direction, driving time, number of charges, and charging time per charge transmitted from the user terminal 500 (step S104). Note that the second information acquisition unit 302 may store the vehicle position information and charging state, as well as the direction, driving time, number of charges, and charging time per charge in a storage unit (not shown) of the server 300.

[0044] Next, in the server 300, the route graph creation unit 303 creates a route graph based on the store location information acquired by the first information acquisition unit 301, and the vehicle location information, charging state, direction, driving time, number of charges, and charging time acquired by the second information acquisition unit 302 (step S105).

[0045] Next, in the server 300, the route determination unit 304 determines a route based on the route graph created by the route graph creation unit 303 and the congestion information acquired by the first information acquisition unit 301 (step S106).

[0046] FIG. 8 illustrates a route graph and a route determination process according to the present disclosure. As shown in FIG. 8, the route graph is a directed graph in which each store is a node and routes connecting the stores are edges. The route graph shown in FIG. 8 was created when the user's desired direction, driving time, and number of charging times are south, 2 hours, and 2 times. The route graph creation unit 303 selects stores that satisfy the vehicle position information and charging state of the vehicle 600, as well as the user's desired direction, driving time, number of charging times, and charging time, and creates them as nodes. In the route graph shown in FIG. 8, the numerical value assigned to each edge indicates the time required to travel from one store to the other connected by the edge (hereinafter referred to as "travel time"). The travel time is calculated by the route graph creation unit 303 in the server 300. Specifically, the route graph creation unit 303 calculates the travel time between the vehicle 600 and stores A, C, and D based on the distances between the vehicle 600 and stores A, C, and D and the estimated travel speed of the vehicle 600. Similarly, the route graph creation unit 303 calculates the travel time between stores based on the distances between the stores and the estimated travel speed of the vehicle 600. Here, the estimated travel speed of the vehicle 600 refers to, for example, the route between the current location of the vehicle 600 and the stores, the legal speed limit on the route between the stores, etc. In addition, in the route graph shown in FIG. 8, a numerical value assigned to each node indicates the congestion level of the store that is the node. The route graph creation unit 303 calculates the difference obtained by subtracting the expected congestion level from the average congestion level of the store as the congestion level. In this case, the larger the numerical value representing the congestion level, the lower the congestion level.

[0047] Then, the route determination unit 304 selects a store with a high numerical value representing the degree of congestion to determine a route. Specifically, in the route graph shown in FIG. 8, among stores A, C, and D that are directly connected to the vehicle 600 by edges, store C has the highest degree of congestion. Therefore, the route determination unit 304 selects store C as the store that the vehicle 600 will stop at first. Next, in the route graph shown in FIG. 8, among stores E, F, and G that are directly connected to store C by edges, store G has the highest degree of congestion. Therefore, the route determination unit 304 selects store G as the store that the vehicle 600 will stop at second. In this way, the route determination unit 304 determines the route from the current position of the vehicle 600 to store C and the route from store C to store G as routes.

[0048] The congestion level may be the expected congestion level of the store. In this case, the smaller the congestion level numerical value, the lower the congestion level. Therefore, the route determination unit 304 selects a store with a small congestion level numerical value to determine the route.

[0049] Next, in the server 300, the destination determination unit 305 determines, as the destination, a predetermined location that is located a predetermined distance from the final store G included in the route determined by the route determination unit 304. For example, the destination determination unit 305 determines, as the destination, "□□ Beach," which is located a predetermined distance from store G (step S107). The destination determination unit 305 also acquires information about the destination from a predetermined website via the network N. Note that the information about the destination includes, for example, a photo of the destination and a description of the destination.

[0050] Next, in the server 300, the notification unit 306 transmits information about the route determined by the route determination unit 304 and information about the destination determined by the destination determination unit 305 to the user terminal 500 (step S108).

[0051] Next, in the user terminal 500, the navigation unit 503 causes the display unit 504 to display information about the route and information about the destination (step S109). Hereinafter, the screen on which the display unit 504 displays information about the route and information about the destination will be referred to as a navigation screen.

[0052] An example of a navigation screen is shown in Fig. 9. The navigation screen shown in Fig. 9 displays information about the route, such as the current location of vehicle 600: XX prefecture, store C that vehicle 600 will stop at first: XX prefecture, store G that vehicle 600 will stop at second: XX prefecture, and destination: □□ coast. In addition, the navigation screen displays a photo and description of the destination as information about the destination.

[0053] Next, a method for calculating the average congestion degree in the store terminal 400 will be described with reference to FIG. First, the average congestion degree calculation unit 401 acquires from the storage unit 403 the number of charged vehicles and the amount of charge for each one-hour (predetermined length) time slot over the past n years (step S201).

[0054] Next, the average congestion degree calculation unit 401 calculates the average congestion degree for each one-hour time slot acquired in step S201 (step S202). Specifically, the average congestion degree calculation unit 401 increases the congestion degree the greater the number of charging vehicles, and increases the congestion degree the greater the charging amount. Then, the average congestion degree calculation unit 401 calculates the average congestion degree as the average of the congestion degrees for each one-hour time slot over the past n years.

[0055] Next, the average congestion degree calculation unit 401 transmits the calculated average congestion degree for each one-hour time slot to the server 300 (step S203), and this process ends.

[0056] Next, a method for calculating the predicted congestion level in the store terminal 400 will be described with reference to FIG. First, the expected congestion degree calculation unit 402 acquires from the storage unit 403 the number of charged vehicles and the amount of charge for each one-hour time slot from the opening time of the store today to the current time (step S301).

[0057] Next, the expected congestion degree calculation unit 402 acquires the number of charged vehicles and the amount of charge for each one-hour time slot on the day corresponding to today from the storage unit 403 (step S302). Here, the day corresponding to today is a day on which the number of charged vehicles and the amount of charge for each one-hour time slot are similar to the number of charged vehicles and the amount of charge for each one-hour time slot on today.

[0058] Next, the expected congestion degree calculation unit 402 acquires today's weather information and event information for the area including the store X (step S303).

[0059] Next, the expected congestion calculation unit 402 calculates the expected congestion level for each hour of today at store X based on the number of charged vehicles and the amount of charge for each hourly time slot on today and the corresponding day, and today's weather information and event information (step S304). For example, the expected congestion calculation unit 402 increases the expected congestion level when the weather is good, and increases the expected congestion level when there is an event (local traditional event, festival, sports tournament, etc.) in an area within a predetermined distance.

[0060] Next, the expected congestion degree calculation unit 402 transmits the calculated expected congestion degrees for each time slot of one hour to the server 300 (step S305), and this process ends.

[0061] Next, a route change method in the system 200 will be described with reference to Figures 12 and 13. In Figures 12 and 13, the range of store A and the range of store B are indicated by dashed lines. Here, the range of store A means the range from store A within the range. Similarly, the range of store B means the range from store B within the range. Furthermore, the range is the remaining charge in the battery installed in the vehicle 600 and the distance that the vehicle can travel while maintaining its current driving state. The range is a value calculated by the user terminal 500, and the user terminal 500 transmits the range to the server 300. The vehicle information acquisition unit 502 of the user terminal 500 calculates the range based on the state of charge of the vehicle 600 and driving conditions such as driving speed.

[0062] As described above, after the vehicle 600 starts traveling toward the destination determined by the destination determination unit 305, various factors may cause the vehicle 600 to travel along a route different from the route determined by the route determination unit 304. Therefore, after the vehicle 600 starts traveling, the route change unit 307 determines whether the traveling position of the vehicle 600 differs from the route determined by the route determination unit 304. The cruising distance and traveling position (current position) of the vehicle 600 are transmitted from the user terminal 500 to the server 300 at predetermined time intervals. When the traveling position of the vehicle 600 differs from the route, the route change unit 307 determines whether the traveling position of the vehicle 600 is within the cruising range of store A included in the route. When the traveling position of the vehicle 600 is outside the cruising range of store A, the route change unit 307 determines whether there is another store B whose cruising range overlaps with the cruising range of store A. 12, if the range of store A and the range of store B overlap, the route change unit 307 changes the route determined by the route determination unit 304 to a route that includes another store B instead of store A. As shown in FIG. 13, if the range of store A and the range of store B do not overlap, the route change unit 307 does not change the route determined by the route determination unit 304, and the notification unit 306 notifies the user terminal 500 that there is a possibility of running out of power.

[0063] System 200 can minimize the risk of running out of power and provide a more flexible driving experience. Specifically, system 200 creates a route graph based on predetermined conditions transmitted from user terminal 500, and determines a route based on the route graph and store congestion information. Furthermore, system 200 determines a predetermined location located a predetermined distance from the last store included in the route as the destination, and notifies the user of navigation information. Therefore, even if the user does not set a destination, the user simply inputs predetermined conditions into user terminal 500, and the route and destination are set and navigation information is notified to the user. Therefore, system 200 can minimize the risk of running out of power and provide a more flexible driving experience.

[0064] The store congestion information includes the store's average congestion level for each hourly time slot over the past n years and the expected congestion level for each hourly time slot today, and the route determination unit 304 determines the route based on the difference between the average congestion level and the expected congestion level. This allows the route to change depending on the date and time, providing a more flexible driving experience. Furthermore, because the route is determined using the expected congestion level, waiting times at stores such as rest areas can be reduced.

[0065] The route determination unit 304 may also determine a route based on the expected congestion level, and in this case too, it is possible to reduce waiting times at stores such as service areas.

[0066] Furthermore, when the driving position of vehicle 600 is outside the range of store A included in the route determined by route determination unit 304, and the range of store A overlaps with the range of store B, route change unit 307 changes the above route to one that includes store B instead of store A. This makes it possible to provide driving with even greater flexibility.

[0067] On the other hand, if the range of store A and the range of store B do not overlap, the route is not changed, and the notification unit 306 notifies the user terminal 500 that there is a possibility of running out of power. This reduces the risk of running out of power.

[0068] In the above-described embodiment, the present invention has been described as a hardware configuration, but the present invention is not limited to this. The above-described functions (processing) of the travel assistance device 100, the server 300, the store terminal 400, or the user terminal 500 may be realized by a computer 700 having the following configuration, for example.

[0069] 14 is a block diagram showing the configuration of a computer 700 that realizes the processing of the travel assistance device 100, the server 300, the store terminal 400, or the user terminal 500. As shown in FIG. 14, the computer 700 includes a memory 701 and a processor 702.

[0070] The memory 701 is configured, for example, by a combination of volatile memory and non-volatile memory. The memory 701 is used to store programs executed by the processor 702, data used for various processes, and the like. The memory unit (not shown) of the server 300, the memory unit 403 of the store terminal 400, and the memory unit (not shown) of the user terminal 500 may be realized by the memory 701. However, these may also be realized by any other storage device.

[0071] The processor 702 performs processing for each device by reading and executing programs from the memory 701. The processor 702 may be, for example, a microprocessor, an MPU (Micro Processor Unit), or a CPU (Central Processing Unit). The processor 702 may include multiple processors.

[0072] In the above example, the program can be stored and supplied to a computer using various types of non-transitory computer-readable media. Non-transitory computer-readable media include various types of tangible storage media. Non-transitory computer-readable media include, for example, magnetic recording media, magneto-optical recording media, CD-ROMs (Read Only Memory), CD-Rs, CD-R / Ws, and semiconductor memories. Semiconductor memories include, for example, mask ROMs, PROMs (Programmable ROMs), EPROMs (Erasable PROMs), flash ROMs, and RAMs (Random Access Memory). The program may also be supplied to a computer by various types of transient computer-readable media. Examples of transient computer-readable media include electrical signals, optical signals, and electromagnetic waves. The transient computer-readable media can be supplied to a computer via wired communication paths such as electrical wires and optical fibers, or wireless communication paths.

[0073] The present disclosure is not limited to the above-described embodiment, and can be modified as appropriate within the scope of the present disclosure.

[0074] A part or all of the above-described embodiments can be described as, but not limited to, the following supplementary notes. (Appendix 1) a first information acquisition unit that acquires store location information and congestion information of a store where a vehicle charging spot is located; a second information acquisition unit that acquires, from a user of the vehicle, vehicle position information and a charging state of the vehicle, as well as information regarding a direction desired by the user, a driving time, a number of charging times, and a charging time per charging; a route graph creation unit that creates a route graph based on the store location information, the vehicle location information, the charging state, the direction, the traveling time, the number of charging times, and the charging time; a route determination unit that determines a route based on the route graph and the congestion information; a destination determination unit that determines, as a destination, a predetermined place that is located a predetermined distance from the final store included in the route; a notification unit that notifies the user of the information about the route and the information about the destination as navigation information; Equipped with Mobility support equipment. (Appendix 2) The congestion information includes an average congestion level for each time slot of a predetermined length in the past at the store and an expected congestion level for each time slot of a predetermined length at the store today, the route determination unit determines the route based on a difference between the average congestion degree and the predicted congestion degree. 2. The mobility assistance device of claim 1. (Appendix 3) The congestion information includes an expected degree of congestion at the store for each time slot of a predetermined length today, The route determination unit determines the route based on the predicted congestion degree. 2. The mobility assistance device of claim 1. (Appendix 4) The vehicle further includes a route change unit that, when the vehicle travels outside a range from one store included in the route, determines whether there is another store whose range overlaps with that of the one store, and, when the range of the one store overlaps with that of the other store, changes the route to a route that includes the other store instead of the one store. 4. A mobility assistance device according to any one of claims 1 to 3. (Appendix 5) If the ranges of the one store and the other store do not overlap, the route change unit does not change the route, The notification unit notifies the user that there is a possibility of running out of power. 5. The mobility assistance device of claim 4. (Appendix 6) a store terminal disposed in a store where a vehicle charging spot is disposed; a user terminal of a vehicle user; and a mobility assistance device capable of communicating with the store terminal and the user terminal; The mobility assistance device is a first information acquisition unit that acquires store location information and congestion information of the store from the store terminal; a second information acquisition unit that acquires, from the user terminal, vehicle position information and charging state of the vehicle, as well as information regarding the direction, driving time, number of times of charging, and charging time per charging, desired by the user; a route graph creation unit that creates a route graph based on the store location information, the vehicle location information, the charging state, the direction, the traveling time, the number of charging times, and the charging time; a route determination unit that determines a route based on the route graph and the congestion information; a destination determination unit that determines, as a destination, a predetermined place that is located a predetermined distance from the final store included in the route; a notification unit that notifies the user terminal of the information related to the route and the information related to the destination as navigation information; Equipped with system. (Appendix 7) The congestion information includes an average congestion level for each time slot of a predetermined length in the past at the store and an expected congestion level for each time slot of a predetermined length at the store today, the route determination unit determines the route based on a difference between the average congestion degree and the predicted congestion degree. 10. The system described in Appendix 6. (Appendix 8) The congestion information includes an expected degree of congestion at the store for each time slot of a predetermined length today, The route determination unit determines the route based on the predicted congestion degree. 10. The system described in Appendix 6. (Appendix 9) The mobility assistance device is The vehicle further includes a route change unit that, when the vehicle travels outside a range from one store included in the route, determines whether there is another store whose range overlaps with that of the one store, and, when the range of the one store overlaps with that of the other store, changes the route to a route that includes the other store instead of the one store. 9. A system according to any one of appendices 6 to 8. (Appendix 10) If the ranges of the one store and the other store do not overlap, the route change unit does not change the route, The notification unit notifies the user that there is a possibility of running out of power. 10. The system of claim 9. (Appendix 11) The computer Acquire store location information and congestion information for stores where vehicle charging spots are located; Acquire from a user of a vehicle the vehicle's location information and charging state, as well as information regarding the user's desired direction, driving time, number of times of charging, and charging time per charging; creating a route graph based on the store location information, the vehicle location information, the charging state, the direction, the travel time, the number of charging times, and the charging time; determining a route based on the route graph and the congestion information; determining a predetermined location located a predetermined distance from the final store included in the route as a destination; notifying the user of the information regarding the route and the information regarding the destination as navigation information; method. (Appendix 12) The congestion information includes an average congestion level for each time slot of a predetermined length in the past at the store and an expected congestion level for each time slot of a predetermined length at the store today, The computer determines the route based on a difference between the average congestion degree and the predicted congestion degree. The method described in Appendix 11. (Appendix 13) The congestion information includes an expected degree of congestion at the store for each time slot of a predetermined length today, The computer determines the route based on the predicted congestion level. The method described in Appendix 11. (Appendix 14) The computer When the vehicle travels outside a range from one store included in the route, it is determined whether there is another store whose range overlaps with that of the one store, and if the range of the one store overlaps with that of the other store, the route is changed to a route that includes the other store instead of the one store. A method according to any one of appendices 11 to 13. (Appendix 15) The computer If the ranges of the one store and the other store do not overlap, Without changing the route, notifying the user that there is a possibility of a power outage; The method described in Appendix 14. (Appendix 16) On the computer, A process of acquiring store location information and congestion information of a store where a vehicle charging spot is located; A process of acquiring, from a user of a vehicle, vehicle location information and charging status of the vehicle, as well as information regarding the user's desired direction, driving time, number of charges, and charging time per charge; creating a route graph based on the store location information, the vehicle location information, the charging state, the direction, the travel time, the number of charging times, and the charging time; A process of determining a route based on the route graph and the congestion information; a process of determining a predetermined location located a predetermined distance from the final store included in the route as a destination; a process of notifying the user of information relating to the route and information relating to the destination as navigation information; A program that executes. (Appendix 17) The congestion information includes an average congestion level for each time slot of a predetermined length in the past at the store and an expected congestion level for each time slot of a predetermined length at the store today, causing the computer to execute a process of determining the route based on a difference between the average congestion degree and the predicted congestion degree; 16. The program described in Appendix 16. (Appendix 18) The congestion information includes an expected degree of congestion at the store for each time slot of a predetermined length today, causing the computer to execute a process of determining the route based on the predicted congestion degree; 16. The program described in Appendix 16. (Appendix 19) The computer, When the vehicle travels outside a range from one store included in the route, it is determined whether there is another store whose range overlaps with that of the one store, and if the range of the one store overlaps with that of the other store, a process is further executed to change the route to a route that includes the other store instead of the one store. A program according to any one of appendices 16 to 18. (Appendix 20) The computer, If the ranges of the one store and the other store do not overlap, further executing a process of notifying the user that there is a possibility of running out of power; 19. The program described in Appendix 19. [Explanation of symbols]

[0075] 100 Mobility support equipment 200 systems 300 Server (mobility support device) 400 store terminals 500 user terminals 600 vehicles 101, 301 First information acquisition unit 102, 302 Second information acquisition unit 103, 303 Route graph creation unit 104, 304 Route determination unit 105, 305 Destination Determination Department 106, 306 Notification Department 307 Route Change Section 401 Average congestion degree calculation unit 402 Expected congestion calculation unit 403 Storage section 501 Conditions Reception Department 502 Vehicle information acquisition unit 503 Navigation Department 504 Display section

Claims

1. a first information acquisition unit that acquires store location information and congestion information of a store where a vehicle charging spot is located; a second information acquisition unit that acquires, from a user of the vehicle, vehicle position information and a charging state of the vehicle, as well as information regarding a direction, a driving time, a number of charging times, and a charging time per charging, desired by the user; a route graph creation unit that creates a route graph based on the store location information, the vehicle location information, the charging state, the direction, the traveling time, the number of charging times, and the charging time; a route determination unit that determines a route by selecting the least crowded store from among a plurality of stores that are the next nodes in the route graph based on the route graph and the congestion information; a destination determination unit that determines, as a destination, a predetermined place that is located a predetermined distance from the final store included in the route; a notification unit that notifies the user of the information about the route and the information about the destination as navigation information; Equipped with Mobility support equipment.

2. The congestion information includes an average congestion level for each time slot of a predetermined length in the past at the store and an expected congestion level for each time slot of a predetermined length at the store today, the route determination unit determines the route based on a difference between the average congestion degree and the predicted congestion degree. The mobility assistance device according to claim 1 .

3. The congestion information includes an expected degree of congestion at the store for each time slot of a predetermined length today, The route determination unit determines the route based on the predicted congestion degree. The mobility assistance device according to claim 1 .

4. The vehicle further includes a route change unit that, when the vehicle travels outside a range from one store included in the route, determines whether there is another store whose range overlaps with that of the one store, and, when the range of the one store overlaps with that of the other store, changes the route to a route that includes the other store instead of the one store. The mobility assistance device according to claim 1 .

5. If the ranges of the one store and the other store do not overlap, the route change unit does not change the route, The notification unit notifies the user that there is a possibility of running out of power. The mobility assistance device according to claim 4 .

6. a store terminal disposed in a store where a vehicle charging spot is disposed; a user terminal of a vehicle user; and a mobility assistance device capable of communicating with the store terminal and the user terminal; The mobility assistance device is a first information acquisition unit that acquires store location information and congestion information of the store from the store terminal; a second information acquisition unit that acquires, from the user terminal, vehicle position information and charging state of the vehicle, as well as information regarding a direction desired by the user, a driving time, a number of times of charging, and a charging time per charging; a route graph creation unit that creates a route graph based on the store location information, the vehicle location information, the charging state, the direction, the traveling time, the number of charging times, and the charging time; a route determination unit that determines a route by selecting the least crowded store from among a plurality of stores that are the next nodes in the route graph based on the route graph and the congestion information; a destination determination unit that determines, as a destination, a predetermined place that is located a predetermined distance from the final store included in the route; a notification unit that notifies the user terminal of the information related to the route and the information related to the destination as navigation information; Equipped with system.

7. The computer Acquire store location information and congestion information for stores where vehicle charging spots are located; Acquire from a user of a vehicle vehicle location information and charging status of the vehicle, as well as information regarding the user's desired direction, driving time, number of times of charging, and charging time per charging; creating a route graph based on the store location information, the vehicle location information, the charging state, the direction, the travel time, the number of charging times, and the charging time; determining a route by selecting the least crowded store from among a plurality of stores that are the next nodes in the route graph based on the route graph and the congestion information; determining a predetermined location located a predetermined distance from the final store included in the route as a destination; notifying the user of the information regarding the route and the information regarding the destination as navigation information; method.

8. On the computer, A process of acquiring store location information and congestion information of a store where a vehicle charging spot is located; A process of acquiring, from a user of a vehicle, vehicle location information and charging status of the vehicle, as well as information regarding the user's desired direction, driving time, number of charges, and charging time per charge; creating a route graph based on the store location information, the vehicle location information, the charging state, the direction, the travel time, the number of charging times, and the charging time; a process of determining a route by selecting the least crowded store from among a plurality of stores that are the next nodes in the route graph based on the route graph and the congestion information; a process of determining a predetermined location located a predetermined distance from the final store included in the route as a destination; a process of notifying the user of information relating to the route and information relating to the destination as navigation information; A program that executes.

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