Parking and charging management system, vehicle integrated management system, and parking and charging management method

Abstract

To calculate a parking / charging plan of an EV that meets EV-specific constraints so as to establish an EV operation plan formed using an existing FMS which cannot handle the EV-specific constraints.SOLUTION: A parking / charging management system 5 includes a parking / charging plan calculating unit 71 which calculates a parking / charging plan subject to an operation plan including a departure time at which an electric vehicle departs from a parking spot and an arrival time at which the electric vehicle arrives at the parking spot, a constraint relating to the electric vehicle, and a constraint relating to a charger. The parking / charging management system also includes an operation plan establishment determining unit 72 which determines that the operation plan can be executed if the parking / charging plan can be calculated, and outputs the parking / charging plan if the operation plan can be executed. The parking / charging plan calculating unit 71 calculates the parking / charging plan subject to a constraint relating to a layout of a parking area in which the electric vehicle is to park in the parking spot.SELECTED DRAWING: Figure 2

Description

【Technical Field】 【0001】 The present invention relates to a parking / charging management system, a vehicle integrated management system, and a parking / charging management method. 【Background Art】 【0002】 There are fleet operators who operate commercial vehicles such as buses and trucks. Fleet operators use a Fleet Management System (FMS) to allocate vehicles to operating routes and create vehicle operation plans including departure and arrival times at each point on the route based on an operation schedule that includes the operating route, operating time, and required transport capacity. 【0003】 In recent years, with the spread of Electric Vehicles (EVs), EVs have also been adopted for commercial vehicles. EVs have EV-specific constraints regarding batteries and chargers based on a charging plan. For example, Patent Document 1 discloses a technique for creating an operation plan that satisfies EV-specific constraints. 【Prior Art Documents】 【Patent Documents】 【0004】 【Patent Document 1】 Japanese Unexamined Patent Application Publication No. 2015-60570 【Summary of the Invention】 【Problems to be Solved by the Invention】 【0005】 In actual operation plan creation, due to the cost of modifying and updating the FMS, in many cases, even when the operation plan creation target is an EV, the existing FMS for internal combustion engine vehicles is used. Since the existing FMS is for internal combustion engine vehicles, it cannot handle EV-specific constraints when creating an operation plan. 【0006】 However, the conventional technologies described above do not provide a means for calculating an EV parking and charging plan that satisfies EV-specific constraints, so that an EV operation plan created using an existing FMS that cannot handle EV-specific constraints is valid. 【0007】 This invention was made in view of the above-mentioned background, and aims to calculate an EV parking and charging plan that satisfies EV-specific constraints so that an EV operation plan created using an existing FMS that cannot handle EV-specific constraints is valid. [Means for solving the problem] 【0008】 One aspect of the present invention is a parking and charging management system that calculates a parking and charging plan including a charging schedule for an electric vehicle at a parking spot equipped with a charger, comprising: a parking and charging plan calculation unit that calculates the parking and charging plan using an operation plan including a departure time when the electric vehicle leaves the parking spot and an arrival time when it arrives at the parking spot, constraints relating to the electric vehicle, and constraints relating to the charger as constraints; and an operation plan feasibility determination unit that determines if the operation plan is executable if the parking and charging plan calculation unit can calculate the parking and charging plan, and outputs the parking and charging plan if it is executable, wherein the parking and charging plan calculation unit calculates the parking and charging plan using constraints relating to the layout of the parking space where the electric vehicle is parked at the parking spot as the constraint. [Effects of the Invention] 【0009】 According to one aspect of this invention, it is possible to calculate an EV parking and charging plan that satisfies EV-specific constraints so that an EV operation plan created using an existing FMS that cannot handle EV-specific constraints is valid. [Brief explanation of the drawing] 【0010】 [Figure 1] An explanatory diagram illustrating the overview of the embodiment. [Figure 2]A diagram showing an example of the configuration of a vehicle integrated management system according to Embodiment 1. [Figure 3] A diagram showing an example of the hardware configuration of the vehicle integrated management system according to Embodiment 1. [Figure 4] A flowchart showing an example of the parking and charging plan creation process according to Embodiment 1. [Figure 5] A diagram showing an example of the data structure in the initial operation plan. [Figure 6] A diagram illustrating the setting of basic constraints and basic objective functions. [Figure 7] A diagram showing an example of the data structure for a parking and charging plan. [Figure 8] A diagram showing an example of the data structure for a corrected operation plan. [Figure 9] A flowchart showing the details of the process for setting relaxation constraints and relaxation objective functions. [Figure 10] Diagram illustrating parking spaces with first-in, last-out restrictions. [Figure 11] A diagram illustrating the conversion between departure time correction binary variables and arrival time correction binary variables. [Figure 12] A diagram illustrating the conversion of departure time correction binary variables and arrival time correction binary variables when non-relaxed constraints (partial) are set. [Figure 13] A flowchart showing the details of the parking management constraint setting process (per vehicle). [Figure 14] Diagram illustrating parking management constraints (waiting / replacement). [Figure 15] Diagram illustrating parking management constraints (waiting for vehicle replacement) (when limiting adjustments to the operation plan and only performing vehicle replacements). [Figure 16] A flowchart showing the details of the parking management constraint setting process (all vehicles). [Figure 17] Diagram explaining the rearrangement of parking spaces. [Figure 18] A diagram showing an example of the configuration of a vehicle integrated management system according to Embodiment 2. [Figure 19] A flowchart showing an example of the feasible margin evaluation process according to Embodiment 2. [Figure 20] A diagram showing an example of a feasible margin display. 【Embodiments for Carrying Out the Invention】 【0011】 Hereinafter, embodiments according to the disclosure of the present application will be described with reference to the drawings. The embodiments are examples for explaining the present application including the drawings. In the embodiments, for the sake of clarity of explanation, omissions and simplifications are made as appropriate. Unless otherwise particularly limited, the components of the embodiments may be singular or plural. Also, a form combining one embodiment and another embodiment is also included in the embodiments according to the present application. 【0012】 The same or similar components are given the same reference numerals, and in the embodiments and examples described later, the description may be omitted or only the description centered on the differences may be given. Also, when there are a plurality of the same or similar components, different subscripts may be attached to the same reference numeral for explanation. Also, when it is not necessary to distinguish these plural components, the subscripts may be omitted for explanation. The number of each component may be singular or plural unless otherwise specified. 【0013】 In the embodiments, the processing performed by the program may be described. The computer performs the processing defined by the program while using the memory of the main storage device and the like by a processor (for example, CPU (Central Processing Unit), GPU (Graphics Processing Unit)). Therefore, the subject of the processing performed by executing the program may be the processor. By the processor executing the program, a functional unit for performing the processing is realized. 【0014】 Similarly, the subject of the processing performed by executing the program may be a controller, a device, a system, a computer, or a node having a processor. The subject of the processing performed by executing the program only needs to be an arithmetic unit and may include a dedicated circuit for performing a specific processing. The dedicated circuit is, for example, FPGA (Field Programmable Gate Array) or ASIC (Application Specific Integrated Circuit), etc. 【0015】 The program may be installed on the computer from the program source. The program source may be, for example, a program distribution server or a non-temporary storage medium readable by the computer. If the program source is a program distribution server, the program distribution server includes a processor and storage resources for storing the program to be distributed, and the processor of the program distribution server may distribute the program to other computers. In addition, in some embodiments, two or more programs may be implemented as a single program, or one program may be implemented as two or more programs. 【0016】 The vehicles dealt with in the following embodiments are electric vehicles such as electric vehicles (EVs) and plug-in hybrid vehicles (PHVs) that run using electrical energy stored in a charged battery as a power source. Examples include passenger and cargo transport vehicles such as EV buses and EV trucks. 【0017】 [Embodiment 1] First, let me explain the outline of Embodiment 1. 【0018】 In Embodiment 1, a parking and charging plan, including parking and charging schedules, is calculated for an operational plan that includes EVs (Electric Vehicles) created by an existing Fleet Management System (FMS). The parking and charging plan is calculated to minimize objective functions such as CO2 emissions and costs, taking into account constraints related to the vehicles, constraints related to the chargers, and constraints related to the layout of parking spaces at parking spots equipped with chargers (including constraints on the order of parallel parking). 【0019】 The constraints related to the vehicle here include, for example, the vehicle's SoC and the power consumption during operation. The constraints related to the charger include the power receiving capacity of the parking spot where the vehicle is charged and the charger output. 【0020】 Then, if the existing FMS operation plan is "not feasible for EVs," the system corrects the departure and arrival times of parking spots in the operation plan and calculates a parking and charging plan. "Not feasible for EVs" means, for example, insufficient charging due to limitations in charging time or receiving capacity, or inability to allocate a parking space equipped with a charger. 【0021】 Figure 1 is an explanatory diagram illustrating the overview of Embodiment 1. In Embodiment 1, first, an optimization calculation of the parking and charging plan is performed using the initial departure time and initial arrival time in the initial operation plan as constraints. If the parking and charging plan can be calculated, it is determined that the initial operation plan is feasible. 【0022】 If the initial operation plan is not feasible, as a mitigation measure, departure and arrival times are made variables, and (corrected departure time - initial departure time) and (initial arrival time - corrected arrival time) are added to the objective function in the optimization calculation of the parking and charging plan. 【0023】 By recalculating the optimization of the parking and charging plan to minimize (optimize) this objective function, the system outputs a revised operation plan that minimizes the increase in the length of stay at parking spots due to the revision of the operation plan, along with a corresponding parking and charging plan. 【0024】 For example, in Figure 1, "EV1" has its parking spot stay duration increased because both the initial departure time and initial arrival time are corrected. In "EV2," only the initial arrival time is corrected, which increases the parking spot stay duration. This increase in parking spot stay duration ensures that the charge is sufficient and that the vehicle can be allocated to a parking space equipped with a charger. 【0025】 Furthermore, since the initial departure or arrival times of "EV1" and "EV2" were corrected to make the initial operation plan feasible, "EV3" is not subject to correction of its initial departure or arrival times and will not be corrected. 【0026】 (Configuration of the vehicle integrated management system 1S according to Embodiment 1) Figure 2 shows an example of the configuration of the vehicle integrated management system 1S according to Embodiment 1. The vehicle integrated management system 1S is intended for fleet operators (bus operators, truck operators, etc.) that operate multiple vehicles, including EVs. 【0027】 The vehicle integrated management system 1S consists of a fleet management system 1 and a parking and charging management system 5. 【0028】 The fleet management system 1 is an existing system having an operation planning unit 31, an operation schedule setting unit 42a, and a vehicle unusable period setting unit 42b. 【0029】 The operation planning unit 31 creates an operation plan for the target vehicle based on the operation schedule 42a1 set by the operation schedule setting unit 42a and the vehicle unavailability period 42b1 set by the vehicle unavailability period setting unit 42b. The vehicle unavailability period 42b1 information is, for example, information regarding the period during which the vehicle cannot be used for inspections, etc. 【0030】 Here, the operating schedule includes information on the routes, operating times, and required transport capacity of the target vehicles operated by the fleet operator. The operating plan also includes information on the allocation of vehicles to the routes in the operating schedule, the routes themselves, and the departure and arrival times at each point along the routes. 【0031】 The operation planning unit 31 outputs the initial operation plan 311 it created to the parking and charging plan calculation unit 71 of the parking and charging management system 5. The operation planning unit 31 also outputs the information of the EV operation route 312 from the initial operation plan 311 it created to the power consumption prediction unit 74. 【0032】 The parking and charging management system 5 is a system that adds a parking and charging planning function as an EV management function to the existing fleet management system 1. 【0033】 The parking and charging management system 5 includes a parking and charging plan calculation unit 71, an operation plan feasibility determination unit 72, an operation plan relaxation unit 73, a power reception constraint setting unit 82a, a parking and charging constraint setting unit 82b, a vehicle constraint setting unit 82c, a standby constraint setting unit 82d, and a relaxation sequence setting unit 82e. 【0034】 The power reception constraint setting unit 82a, the parking / charging constraint setting unit 82b, the vehicle constraint setting unit 82c, and the standby constraint setting unit 82d are functional units that input various constraints when the parking / charging plan calculation unit 71 calculates the parking / charging plan. 【0035】 The power reception constraint setting unit 82a sets power reception constraints such as the power reception limit (kW) of the power receiving equipment, electricity charges (kW basic charge, kWh usage charge), and CO2 emission factor (kg-CO2 / kWh) in the parking and charging plan calculation unit 71. The parking and charging constraint setting unit 82b sets parking and charging constraints such as the layout of the parking spaces and the output (kW) of the chargers installed in the parking spaces in the parking and charging plan calculation unit 71. 【0036】 The vehicle constraint setting unit 82c sets vehicle constraints, such as the battery capacity (kWh) of each vehicle, in the parking and charging plan calculation unit 71. The standby constraint setting unit 82d sets standby constraints, such as the waiting period for the driver before and after the vehicle's driving period, and whether or not parking spaces can be swapped for each vehicle, in the parking and charging plan calculation unit 71. 【0037】 The relaxation order setting unit 82e sets the order of vehicles to which the initial operation plan 311 will be relaxed (relaxation order) in the parking and charging plan calculation unit 71. The unit of vehicles to which the relaxation order is assigned may be a single vehicle or a group of multiple vehicles. The parking and charging plan calculation unit 71 adds relaxation constraints and relaxation objective functions to the range of vehicles to which relaxation constraints and relaxation objective functions are to be added, in accordance with the relaxation order, until the parking and charging plan can be calculated, and then performs the calculation of the parking and charging plan. 【0038】 The parking and charging plan calculation unit 71 calculates a parking and charging plan using the initial departure time and initial arrival time of the initial operation plan 311, the predicted power consumption value 741 associated with driving, and other constraints as constraints, and using KPIs (Key Performance Indicators) such as CO2 reduction, cost reduction, and a weighted sum of these as objective functions. Other constraints include the vehicle's SoC, the power receiving capacity and charger output of the parking spot, and the layout of the parking lot equipped with chargers (e.g., constraints on the order of parallel parking). 【0039】 The operation plan feasibility determination unit 72 determines whether the initial operation plan 311 created by the operation plan unit 31 can be executed based on whether the parking and charging plan can be calculated in the parking and charging plan calculation unit 71. If the parking and charging plan can be calculated in the parking and charging plan calculation unit 71 (if an executable solution is obtained through optimization calculation), the operation plan feasibility determination unit 72 determines that the initial operation plan 311 created by the operation plan unit 31 is executable and outputs the parking and charging plan 711 to the operation plan unit 31. Furthermore, if the parking and charging plan can be calculated in relation to the constraints of the operation plan relaxed by the operation plan relaxation unit 73, the parking and charging plan 711 is output to the operation plan unit 31, and the corrected operation plan 712 is output to the vehicle unusable period setting unit 42b. 【0040】 The operation planning unit 31 creates an operation plan that reflects the corrections to the initial departure time and initial arrival time, based on the corrected operation plan 712 set in the vehicle unavailability period setting unit 42b. The fleet management system 1 can change the management status of its own fleet to reflect the parking and charging plan by taking in the output results of the parking and charging management system 5 via the vehicle unavailability period setting unit 42b. 【0041】 The operation plan relaxation unit 73 sets relaxation constraint conditions and relaxation objective function in the parking and charging plan calculation unit 71 if the parking and charging plan calculation unit 71 cannot calculate the parking and charging plan 711. 【0042】 (Hardware configuration of the vehicle integrated management system 1S according to Embodiment 1) Figure 3 shows an example of the hardware configuration of the vehicle integrated management system 1S according to Embodiment 1. In the vehicle integrated management system 1S, for example, the fleet management system 1 and the parking and charging management system 5 operate on different computers. 【0043】 The fleet management system 1 includes a communication device 2, a processor 3, memory 41, and an input / output device 42. The input / output device 42 includes input devices such as a keyboard and mouse, and output devices such as a display. The fleet management system 1 also includes a storage device for storing programs and various data. 【0044】 The processor 3, in cooperation with the memory 41, executes a predetermined program to realize the operation planning unit 31. The processor 3 also, in cooperation with the memory 41, executes a predetermined program to realize the operation schedule setting unit 42a and the vehicle unavailability period setting unit 42b as input functions on the input / output device 42. 【0045】 The parking and charging management system 5 includes a communication device 6, a processor 7, memory 81, and an input / output device 82. The input / output device 82 includes input devices such as a keyboard and mouse, and output devices such as a display. The parking and charging management system 5 also includes a storage device for storing programs and various data. 【0046】 The processor 7, in cooperation with the memory 81, executes a predetermined program to realize a parking / charging plan calculation unit 71, an operation plan feasibility determination unit 72, an operation plan relaxation unit 73, and a power consumption prediction unit 74. The power consumption prediction unit 74 is an existing function and may be an external function of the parking / charging management system 5. The processor 7, in cooperation with the memory 81, executes a predetermined program to realize a power reception constraint setting unit 82a, a parking / charging constraint setting unit 82b, a vehicle constraint setting unit 82c, a standby constraint setting unit 82d, and a relaxation sequence setting unit 82e as input functions on the input / output device 82. 【0047】 The fleet management system 1 and the parking / charging management system 5 transmit and receive information through network communication between communication devices 2 and 6. The parking / charging management system 5 is an add-in system that transmits corrected operation plans and parking / charging plans created in response to the initial operation plans from each fleet operator's fleet management system 1 to the fleet management system 1. Alternatively, the parking / charging management system 5 may be a cloud system that transmits corrected operation plans and parking / charging plans to the fleet management system 1. Furthermore, the parking / charging management system 5 may be included within the fleet management system 1. 【0048】 (Parking and charging plan creation process according to Embodiment 1) Figure 4 is a flowchart showing an example of the parking and charging plan creation process according to Embodiment 1. The parking and charging plan creation process according to Embodiment 1 is executed each time an initial operation plan is created by operator instruction or the operation planning unit 31. 【0049】 (Step S11) The parking and charging plan calculation unit 71 receives the initial operation plan 311 (Figure 5) from the operation planning unit 31 and the predicted power consumption value 741 from the power consumption prediction unit 74. The predicted power consumption value 741 is calculated by the power consumption prediction unit 74 based on the information of the EV operation route 312 (Figure 5) included in the initial operation plan 311. When step S11 is completed, the parking and charging plan calculation unit 71 moves on to step S12. 【0050】 Figure 5 shows an example of the data structure of the initial operation plan 311. The initial operation plan 311 has the following items: "Vehicle," "Route," "Location," "Event," "Date," "Time," "Correction feasibility," "Relaxation order," "Correction time," and "Correction amount." Of these items, "Correction feasibility" and "Relaxation order" are added by the relaxation order setting unit 82e. 【0051】 The initial operation plan 311 stores, for each "vehicle," the "date" and "time" of departure or arrival at each "point" on the route identified by the "operation route," as well as whether each "time" can be "corrected." The initial operation plan 311 also stores the "relaxation order," which represents the priority of each "vehicle" that relaxes the constraints and objective function when calculating the parking and charging plan. In the initial operation plan 311, the "correction time" and "correction amount" are "NaN" (data not stored). 【0052】 In Figure 5, for example, “Point 0,1” represents the first depot common to all “routes” (0). Also, “Point 5,1” represents the first point on route 5. As shown in Figure 6, the departure time of “EV1” at “Point 0,1” is denoted by the variable Tdp(1,1), the arrival time at “Point 5,1” is denoted by the variable Tar(1,1), ..., the departure time at “Point 5,2” is denoted by the variable Tdp(1,3), and the arrival time at “Point 0,1” is denoted by the variable Tar(1,3). Similarly, the departure time of “EV2” at “Point 0,1” is denoted by the variable Tdp(2,1), the arrival time at “Point 8,1” is denoted by the variable Tar(2,1), ... The variables Tdp(e,i) and Tar(e,i) (i=1, 2, ...) will be explained later. 【0053】 Note that the "Correction Allowed / Not Allowed" setting may be configured for each "Vehicle" group. 【0054】 (Step S12) The parking and charging plan calculation unit 71 calculates a parking and charging plan using the "event" times of "departure" and "arrival" in the initial operation plan 311 and the predicted power consumption value 741 as constraints. The basic constraints and objective function of the charging plan for the initial operation plan 311 can be described and calculated in the same way as the method described in, for example, Reference 1, "Vehicle dispatch / charging plan to expand electrification coverage in route delivery with mixed EV and diesel vehicle operation" (Masatoshi Kumagai et al., 2022 Institute of Electrical Engineers of Japan Power and Energy Division Conference). The parking management constraints specific to this embodiment will be described later. When step S12 is completed, the parking and charging plan calculation unit 71 moves on to step S13. 【0055】 Here, the constraints (basic constraints) and objective function (basic objective function) of the parking and charging plan calculated in step S12 will be explained with reference to Figure 6. Figure 6 is an explanatory diagram regarding the setting of the basic constraints and basic objective function. 【0056】 Let Tm(e,m) be the representative time for the travel period m (m=1,2,3) of vehicle e, and define it as shown in equation (1). In equation (1), decimal places are rounded up. Tm(e,m) = (Tdp(e,m) + Tar(e,m)) / 2…(1) 【0057】 Here, the initial departure time Tdp(e,m) and initial arrival time Tar(e,m) are described by the travel period m, which is a sequential number independent of parking spot a. On the other hand, the initial departure time Tdp(e,n,a) and initial arrival time Tar(e,n,a) are the departure and arrival times distinguished for each parking spot a. 【0058】 By setting the constraint q(e,Tm(e,m),a)=0 for the variable (described later) that represents whether vehicle e can stay at parking spot a, vehicle e will not be at parking spot a at Tm(e,m). Therefore, the period during which departure and arrival times can be corrected, i.e., the period during which charging is possible, is limited to the period that does not overlap with Tm(e,m) as shown in Figure 6. 【0059】 Set the predicted power consumption value of vehicle e for the period m of travel to B(e,Tm(e,m)), which is 741. At all other times, set B(e,t)=0. 【0060】 The basic constraints for the parking and charging plan calculated in step S12 include basic constraints (change in stored energy) and basic constraints (receiving capacity). 【0061】 The basic constraints (change in stored energy) include a constraint (equation (2)) that represents the change in the stored energy b(e,t) of vehicle e, and a constraint (equation (3)) that sets upper and lower limits for the stored energy b(e,t). Below, Σ_k * represents the sum of * over all index k. b(e,t) = b(e,t-1) + Σ_a y(e,t,a) - B(e,t)…(2) Bmin(e) ≦ b(e,t) ≦ Bmax(e)…(3) 【0062】 In other words, equation (2) is a constraint that the amount of charge b(e,t) in time frame t is obtained by adding the charge amount Σ_a y(e,t,a) in time frame t to the amount of charge b(e,t-1) in time frame t, and subtracting the predicted power consumption value B(e,t). Equation (3) is a constraint that the change in the amount of charge b(e,t) due to charging and driving is limited to between the lower limit Bmin(e) and upper limit Bmax(e) of the amount of charge stored in vehicle e. 【0063】 The basic constraint (receiving capacity) is expressed by equation (4). Σ_e y(e,t,a) + Wbase(t,a) ≦ Wmax(a)…(4) 【0064】 In other words, equation (4) is a constraint that for each parking spot a, the sum of the charging energy y(e,t,a) of each EV and the base load Wbase(t,a) must be less than or equal to the upper limit Wmax(a) based on the receiving capacity and contracted power. 【0065】 Furthermore, the basic objective function of the parking and charging plan calculated in step S12 includes a basic objective function (a term that minimizes CO2 emissions) and a basic objective function (a term that minimizes charging costs). 【0066】 The basic objective function (the term that minimizes CO2 emissions) is expressed by equation (5). In equation (5), Kc(t,a) is the CO2 emission coefficient (kg-CO2 / kWh) of the power at parking spot a in time frame t. Σ_a Σ_t Σ_e Kc(t,a) × y(e,t,a)…(5) 【0067】 The basic objective function (the term that minimizes charging costs) is expressed by equation (6). In equation (6), Kp(t,a) is the unit price of electricity at parking spot a in time frame t (yen / kWh). Σ_a Σ_t Σ_e Kp(t,a) × y(e,t,a)…(6) 【0068】 (Step S13) The operation plan feasibility determination unit 72 determines whether the operation plan is feasible based on whether the parking and charging plan can be calculated in step S12. "Calculation feasibility of the parking and charging plan" means that a parking and charging plan that satisfies the constraints of the initial operation plan can be solved using mathematical programming or the like. If the parking and charging plan is calculable (step S13 YES), the operation plan feasible determination unit 72 determines that the operation plan is feasible and moves the process to step S14. If the parking and charging plan is not calculable (step S13 NO), the operation plan is not feasible as is and moves the process to step S15. 【0069】 (Step S14) The operation plan completion determination unit 72 outputs the parking and charging plan 711, which could be calculated in step S13, to the operation plan unit 31, and terminates the parking and charging plan creation process. 【0070】 Figure 7 shows an example of the data structure of the parking and charging plan 711. The parking and charging plan 711 has the items "vehicle", "date", "time", "location", "parking space", and "charge amount". The parking and charging plan 721 stores planning information for each "vehicle" as to when ("date" and "time"), where ("location" and "parking space"), and how much to charge ("charge amount"). In the example in Figure 7, it is shown that "EV1" will stay and charge at the parking spot "location 0,1" until time frame t < 7:30, and depart at time frame t = 7:30. It is also shown that at time frame t = 7:00, "EV2" will be moved to space 1,1 to make way for "EV1", which is parked in space 2,1 at the back of space 2,2 in parallel parking, to depart. 【0071】 (Step S15) The operation plan relaxation unit 73 executes the processing loop of steps S15 to S19 sequentially for vehicle groups g=1, 2, ... according to the "relaxation order" of the initial operation plan 311, adding vehicle groups along the way. For example, the first time it selects vehicle group g=1, the second time it selects vehicle groups g=1 and g=2, the third time it selects vehicle groups g=1, 2, and g=3, and so on. A vehicle group g may contain only one vehicle. In step S15, the operation plan relaxation unit 73 adds and selects the unselected vehicle groups g and moves the process to step S16. 【0072】 (Step S16) The operation plan relaxation unit 73 adds relaxation constraints and relaxation objective functions to the parking and charging plan calculation unit 71. The parking and charging plan calculation unit 71 then executes a relaxation constraint / relaxation objective function setting / parking and charging plan recalculation process to recalculate the parking and charging plan under the newly added relaxation constraints and relaxation objective functions. 【0073】 The relaxed constraints are constraints obtained by excluding the departure and arrival times in the initial operation plan 311 for the vehicles included in the vehicle group g selected in step S15. The relaxed objective function is an objective function that minimizes the sum of the correction amounts for the departure and arrival times in the initial operation plan 311 for the vehicles included in the vehicle group g selected in step S15. Details of the relaxed constraint and relaxed objective function setting process will be described later with reference to Figure 9. When step S16 is completed, the operation plan relaxation unit 73 moves on to step S17. 【0074】 (Step S17) The operation plan feasibility determination unit 72 determines whether the relaxed operation plan is feasible based on whether the parking and charging plan can be recalculated in step S16. The operation plan feasibility determination unit 72 moves to step S18 if the parking and charging plan can be calculated (step S17 YES), and moves to step S19 if the parking and charging plan cannot be calculated (step S17 NO). 【0075】 (Step S18) The operation plan feasibility determination unit 72 outputs the parking and charging plan 711, which was determined to be calculable in step S17, to the operation plan unit 31, and outputs the corrected operation plan 712 to the vehicle unusable period setting unit 42b, thereby ending the parking and charging plan creation process. 【0076】 Figure 8 shows an example of the data structure of the corrected operation plan 712. In the corrected operation plan 712, data is stored in "corrected time" and "corrected amount," which were not stored in the initial operation plan 311. "Corrected time" is the arrival or departure time of each vehicle at each point, calculated in step S17 together with the parking / charging plan 711. The time obtained by subtracting the "time" from the initial operation plan from the "corrected time" is stored in "corrected amount." 【0077】 In the example in Figure 8, only the vehicle "EV1" with "relaxation sequence" "1" is corrected, while the vehicle "EV2" with "relaxation sequence" "2" is not corrected. However, departure and arrival times for those with "correction possible / not possible" "not possible" are not corrected, but are set by the non-relaxed constraint conditions (in part) as described later. 【0078】 In the correction shown in Figure 8 (delaying the departure time at the starting point to 7:30 and advancing the arrival time at the destination point to 19:00), if "EV1" does not meet the driving conditions of "Route 5" in "Operating Route", the fleet management system 1 sets the vehicle unavailability period 42b1 to "t < 7:30, 19:00 ≤ t". The fleet management system 1 recalculates the operation plan based on the setting of the vehicle unavailability period 42b1. Then, the fleet management system 1 creates a new initial operation plan 311 that reassigns "EV1" to a shorter route. The parking and charging plan creation process is then executed on the newly created initial operation plan 311. 【0079】 (Step S19) The operation plan completion determination unit 72 returns to step S15 if there is an unselected vehicle group g in step S15, and moves to step S20 if there is no unselected vehicle group g. In step S15, which has been returned from step S19, the operation plan relaxation unit 73 selects one more unselected vehicle group g and moves to step S16. 【0080】 (Step S20) The operation plan feasibility determination unit 72 outputs "Correction not possible" to the fleet management system 1. If the predicted power consumption value 741 already exceeds the specifications of the EV subject to the parking and charging plan, or if the amount of charge is insufficient even after a full day of charging due to insufficient output from the EV charger or insufficient capacity of the power receiving equipment, the system may separately check these conditions and output an alert to the fleet management system 1. 【0081】 (Details of the process for setting relaxation constraints and relaxation objective functions) Figure 9 is a flowchart detailing the process of setting relaxation constraints and relaxation objective functions (step S16 in Figure 4). For the sake of clarity, the following explanation will only consider the case where there is one parking spot. That is, we will assume only parking spot a=1 and omit the subscript 'a'. 【0082】 Before explaining the details of the process for setting relaxation constraints and relaxation objective functions, we will first explain the first-in, last-out constraint that is assumed by the process. 【0083】 Figure 10 is an explanatory diagram of a parking area with a first-in, last-out constraint. The parking area shown in Figure 10 is a first-in, last-out parking area, where, like a bus parking lot, the parking spaces in each row are arranged in a vertical line in the depth direction, and vehicles can only enter and exit from one side of the row. Therefore, when parking vehicles in spaces 1,1, 1,2, and 1,3, when entering a vehicle, the vehicle to be parked in space 1,1 is parked first, the vehicle to be parked in space 1,2 is parked second, and the vehicle to be parked in space 1,3 is parked third. When exiting a vehicle, the vehicle parked in space 1,3 is parked first, the vehicle parked in space 1,2 is parked second, and the vehicle parked in space 1,1 is parked third. 【0084】 Parallel parking itself is a constraint also seen in the operation of internal combustion engine vehicles, but when combined with the availability of chargers in each parking space and restrictions on charging time, EV-specific procedures are required for assigning parking spaces. 【0085】 For example, even if a vehicle in section 1,1 is fully charged and ready to drive, it may be unable to leave section 1,1 because vehicles in sections 1,2 and 1,3 are still charging. This situation can be resolved through optimization, thereby suppressing a decline in the utilization rate of EVs. 【0086】 (Step S16a) The operation plan relaxation unit 73 re-enters the initial operation plan 311 (departure and arrival times) and the predicted power consumption value 741 that were entered in step S11 (Figure 4). 【0087】 (Step S16b) The operation plan relaxation unit 73 executes a loop of steps S16b to S16q, selecting one time slot t at a time from the set of time slots T of the parking and charging plan. 【0088】 (Step S16c) The operation plan relaxation unit 73 executes a loop of steps S16c to S16l, selecting one vehicle e at a time from the set E of all vehicles. 【0089】 (Step S16d) The operation plan relaxation unit 73 generates a parking spot stay binary constant Q(e,t) based on the initial operation plan 311. The parking spot stay binary constant Q(e,t) is a binary constant that represents the stay at a parking spot based on the initial operation plan 311. Q(e,t) = 0 (vehicle e is not at the parking spot in time frame t), Q(e,t) = 1 (vehicle e is at the parking spot in time frame t). 【0090】 (Step S16e) The operation plan relaxation unit 73 generates a departure time correction binary variable q1(e,t) and an arrival time correction binary variable q2(e,t). The departure time correction binary variable q1(e,t) is a binary variable that represents the stay at the parking spot in accordance with the correction of the departure time. q1(e,t) = 0 (vehicle e is not at the parking spot in time frame t), q1(e,t) = 1 (vehicle e is at the parking spot in time frame t). 【0091】 The arrival time correction binary variable q2(e,t) is a binary variable that represents the stay at the parking spot in accordance with the arrival time correction. q2(e,t) = 0 (vehicle e is not at the parking spot in time frame t), q2(e,t) = 1 (vehicle e is at the parking spot in time frame t). 【0092】 (Step S16f) The operation plan relaxation unit 73 generates a parking spot stay binary variable q(e,t) related to the corrected operation plan. The parking spot stay binary variable q(e,t) is a binary variable that represents a parking spot stay for a corrected operation plan that combines corrections for departure time and arrival time, and is expressed by equation (7). q(e,t) = Q(e,t)+q1(e,t)+q2(e,t)…(7) 【0093】 (Step S 16g) The operation plan relaxation unit 73 sets a relaxation constraint (flag overlap suppression) for the parking spot stay binary variable q(e,t) = Q(e,t)+q1(e,t)+q2(e,t). The relaxation constraint (flag overlap suppression) is a relaxation constraint that suppresses the overlap of parking spot stay flags (Q(e,t), q1(e,t), and q2(e,t) cannot be 1 at the same time), and is expressed as shown in equation (8). q(e,t) ≤ 1…(8) 【0094】 (Step S16h) The operation plan relaxation unit 73 sets relaxation constraints (continuity of departure times) for q1(e,t) and q1(e,t+1). 【0095】 (Step S16i) The operation plan relaxation unit 73 sets relaxation constraints (continuity of arrival times) for q2(e,t-1) and q2(e,t). 【0096】 The relaxed constraints (continuity of departure time and continuity of arrival time) for steps S16h and S16i are as follows: When Tdp(e,n) and Tar(e,n) are the nth initial departure time and initial arrival time in the initial operation plan 311 of vehicle e, respectively, the flag change of Q(e,t) is defined as shown in equations (9) and (10). Q(e, Tdp(e,n)-1) = 1 and Q(e, Tdp(e,n)) = 0···(9) Q(e, Tar(e,n)-1) = 0 and Q(e, Tar(e,n)) = 1···(10) 【0097】 The relaxation constraint condition that ensures continuity from the initial departure time in the correction of the departure time is given by equation (11). q1(e,t) ≥ q1(e,t+1), where Tdp(e,n) ≤ t < Tar(e,n)-1…(11) Due to this constraint, if a correction to the departure time occurs (i.e., q1(e,t) can become 1 after Tdp(e,n)), q1(e,t) will change from 1 to 0 only once between the initial departure time and the initial arrival time (it will not change from 0 to 1). 【0098】 The relaxation constraint condition that ensures continuity up to the initial arrival time in the correction of the arrival time is given by equation (12). q2(e,t-1) ≤ q2(e,t), where Tdp(e,n) < t ≤ Tar(e,n)-1…(12) Due to this constraint, if an adjustment to the arrival time occurs (i.e., if q2(e,t) can be 1 before Tar(e,n)), q2(e,t) changes from 0 to 1 only once between the initial departure time and the initial arrival time (it does not change from 1 to 0). 【0099】 (Step S16j) The operation plan relaxation section 73 sets non-relaxation constraints (partially) for q1(e,t) and q2(e,t). 【0100】 One of the non-relaxed constraints is to set q1(e, Tdp(e,n))=0 if we want to suppress the correction of the initial departure time Tdp(e,n). By setting q1(e, Tdp(e,n))=0, under the relaxed constraint (continuity of departure time), q1(e,t)=0 is fixed for Tdp(e,n) ≤ t ≤ Tar(e,n)-1. 【0101】 Furthermore, if we want to suppress the correction of the initial arrival time Tar(e,n), we set q2(e, Tar(e,n)-1)=0. By setting q2(e, Tar(e,n)-1)=0, under the relaxed constraint condition (continuity of arrival time), q2(e,t)=0 is fixed for Tdp(e,n) ≤ t ≤ Tar(e,n)-1. 【0102】 (Step S16k) The operation plan relaxation unit 73 executes the parking management constraint setting process (for each vehicle). Details of the parking management constraint setting process (for each vehicle) will be described later with reference to Figure 13. In step S16k, parking management constraints are set for each vehicle. 【0103】 (Step S16l) The operation plan relaxation unit 73 determines whether the loop of steps S16c to S16l has been executed for all vehicles e∈E. If the loop of steps S16c to S16l has been executed for all vehicles e∈E, the operation plan relaxation unit 73 moves the process to step S16m, and if there are any vehicles e∈E that have not been executed, it returns the process to step S16c. In step S16c, to which the process has returned from step S16l, the operation plan relaxation unit 73 selects the next unselected vehicle e∈E and moves the process to step S16d. 【0104】 (Step S16m) The operation plan relaxation unit 73 executes the parking management constraint setting process (all vehicles). Details of the parking management constraint setting process (all vehicles) will be described later with reference to Figure 16. In step S16m, parking management constraints are set for the total of all vehicles. 【0105】 (Step S16n) The operation plan relaxation unit 73 selects one vehicle f at a time from the set of vehicles F that are not subject to relaxation of the constraints and objective function, and executes the loop of steps S16n to S16p. The set of vehicles F that are not subject to relaxation is the same as E for all vehicles in the first processing of setting the relaxation constraints and relaxation objective function (all vehicles are not subject to relaxation, corresponding to the first processing of the parking and charging plan calculation unit 71 based on the initial operation plan 311), and in the second and subsequent processing, it is set to be the complement of the set of vehicles subject to relaxation by referring to the relaxation order explained in Figure 5. 【0106】 (Step S16o) The operation plan relaxation unit 73 sets non-relaxation constraints (always) that suppress the correction of departure and arrival times by setting the departure time correction binary variable q1(f,t)=0 and the arrival time correction binary variable q2(f,t)=0. As non-relaxation constraints (always), for vehicles f that are not subject to relaxation, the departure time correction binary variable q1(f,t)=0 and the arrival time correction binary variable q2(f,t)=0 are always set, thereby suppressing the correction of departure and arrival times. 【0107】 (Step S16p) The operation plan relaxation unit 73 determines whether the loop of steps S16n to S16p has been executed for all non-relaxed vehicles f∈F. If it has been executed for all non-relaxed vehicles f∈F, the operation plan relaxation unit 73 moves to step S16q, and if there are non-relaxed vehicles f∈F that have not been executed, it returns to step S16n. In step S16n, to which the operation plan relaxation unit 73 has returned from step S16p, it selects the next unselected non-relaxed vehicle f∈F and moves to step S16o. 【0108】 (Step S16q) The operation plan relaxation unit 73 determines whether the loop of steps S16b to S16q has been executed for all time frames t∈T. If it has been executed for all time frames t∈T, the operation plan relaxation unit 73 moves to step S16r. If there are time frames t∈T that have not been executed, it returns to step S16b to select the next unselected time frame t∈T and moves to step S16c. 【0109】 (Step S16r) The operation plan relaxation unit 73 adds the relaxation constraints set in steps S16g, S16h, and S16i, and the non-relaxation constraints set in steps S16j and S16o, to the basic constraints described above (the basic constraints of equations (2) and (3) (change in stored energy) and the basic constraint of equation (4) (receiving capacity)). 【0110】 (Step S16s) The operation plan relaxation unit 73 adds the parking management constraints set in steps S16k and S16m to the basic constraints described above (the basic constraints of equations (2) and (3) (change in stored energy) and the basic constraint of equation (4) (receiving capacity)). 【0111】 (Step S16t) The operation plan relaxation unit 73 adds a relaxation objective function to the basic objective function described above (the basic objective function of equation (5) (the term that minimizes CO2 emissions) and the basic objective function of equation (6) (the term that minimizes charging costs)). The relaxation objective function minimizes the increase in the length of stay at the parking spot and is expressed by equation (13). By minimizing equation (13), the increase in the length of stay at the parking spot is minimized. Σ_e Σ_t{ q1(e,t) + q2(e,t)}…(13) 【0112】 (Step S16u) The operation plan relaxation unit 73 adds a parking management objective function to the basic objective functions described above (the basic objective function of equation (5) (the term that minimizes CO2 emissions) and the basic objective function of equation (6) (the term that minimizes charging costs)). 【0113】 There are two objective functions for parking management: one for managing the number of parking changes (Equation (14)) and another for managing the waiting time for parking changes (Equation (15)). Minimizing (optimizing) Equation (14) minimizes the number of parking changes, thus reducing operational complexity. Minimizing Equation (15) brings the parking change timing closer to the corrected departure time and corrected arrival time, shortening the waiting time. Σ_e Σ_t u(e,t)…(14) Σ_e Σ_t u1(e,t)+u2(e,t)…(15) 【0114】 (Step S16v) The parking and charging plan calculation unit 71 calculates the parking and charging plan using the relaxation constraints and relaxation objective function that were added in steps S16r, S16s, S16t, and S16u, using mixed integer linear programming. 【0115】 (Step S16w) The parking and charging plan calculation unit 71 converts the departure time correction binary variable q1(e,t) and arrival time correction binary variable q2(e,t) calculated in step S16v into the departure time and arrival time of the corrected operation plan 712 (Figure 8), respectively. 【0116】 Figure 11 is an explanatory diagram of the conversion of the departure time correction binary variable q1(e,t) and the arrival time correction binary variable q2(e,t) in step S16w. As shown in Figure 11, for the calculation result of the parking and charging plan in step S16v, the time when the departure time correction binary variable q1(e,t) changes from 1 to 0 is the corrected departure time, and the time when the arrival time correction binary variable q2(e,t) changes from 0 to 1 is the corrected arrival time. 【0117】 Figure 12 is an explanatory diagram of the transformation of the departure time correction binary variables and arrival time correction binary variables when non-relaxed constraint conditions (partial) are set. In Figure 12, as non-relaxed constraint conditions (partial) in step S16j, q2(e,Tar(e,1)-1)=0 is set for the initial arrival time Tar(e,1) and q1(e,Tdp(e,2))=0 is set for the initial departure time Tdp(e,2). As a result, the correction of the initial arrival time Tar(e,1) and initial departure time Tdp(e,2) is suppressed compared to Figure 11. 【0118】 (Details of the parking management constraint setting process (per vehicle)) Figure 13 is a flowchart detailing the parking management constraint setting process (per vehicle) (step S16k (Figure 9)). 【0119】 (Step S16k1) The operation plan relaxation unit 73 generates a parking space replacement binary variable u(e,t) and a waiting period binary constant U(e,t). 【0120】 The parking space swap binary variable u(e,t) is a binary variable that represents whether or not the parking space of vehicle e can be swapped (whether it can be done) during the time frame t while staying at the parking spot. As explained in equation (19) below, if u(e,t)=1, swapping of parking spaces is permitted even while staying at the parking spot, regardless of the values ​​of q(e,t-1) and q(e,t), and if u(e,t)=0, swapping is not permitted. 【0121】 The waiting period binary constant U(e,t) is a binary constant that represents the period (the period during which the driver is in the vehicle) during which parking spaces can be swapped before and after the initial departure time Tdp(e,n) and initial arrival time Tar(e,n). The waiting period binary constant U(e,t) is defined as follows: U(e,t) = 1 (Parking spaces can be swapped (driver is in the vehicle)) However, this is only true when Tdp(e,n)-Twait ≤ t < Tar(e,n)+Twait for a time frame t. U(e,t) = 0 (Parking spaces cannot be swapped (driver is not in the vehicle)) However, this applies to time frames t other than those mentioned above. 【0122】 Here, the aforementioned waiting period constant Twait is the number of time frames (set in the waiting constraint setting unit 82d (Figures 2 and 3)) that allow the driver to wait outside of the driving period. For example, if the time frame t increment Δt is 30 minutes and the waiting period is 60 minutes, then Twait = 2. 【0123】 Note that the waiting period constant Twait was set to be the same when subtracting from the initial departure time Tdp(e,n) and when adding to the initial arrival time Tar(e,n), but different constants may be used. 【0124】 (Step S16k2) The operation plan relaxation unit 73 generates a pre-departure waiting binary variable u1(e,t) and a post-arrival waiting binary variable u2(e,t). The pre-departure waiting binary variable u1(e,t) and the post-arrival waiting binary variable u2(e,t) are binary variables that represent the waiting periods before departure and after arrival. 【0125】 (Step S16k3) The operation plan relaxation unit 73 sets parking management constraints (replacement waiting) for the binary variables u(e,t), u1(e,t), and u2(e,t) generated in steps S16k1 and S16k2. The parking management constraints (replacement waiting) are constraints that limit the replacement of parking spaces to the waiting period, and are expressed as shown in equation (16). u(e,t) ≦ u1(e,t)+u2(e,t) ≦ U(e,t)…(16) 【0126】 Furthermore, the constraints that ensure continuity in the waiting period until the corrected departure time are given by equation (17). u1(e,t) ≦ u1(e,t+1) + (1 - q(e,t+1))…(17) However, Tdp(e,n)-Twait ≤ t < Tar(e,n) 【0127】 Furthermore, the constraint that ensures continuity in the waiting period from the corrected arrival time is given by equation (18). u2(e,t-1) + (1 - q(e,t-1)) ≧ u2(e,t)…(18) However, Tdp(e,n) < t ≤ Tar(e,n)+Twait-1 【0128】 Figure 14 is an explanatory diagram of the parking management constraints (waiting for replacement). As shown in Figure 14, between the start of the waiting period (binary constant for the waiting period U(e,t) = 0 → 1) and the initial arrival time Tar(e,n), if q(e,t) = 1 (before the corrected departure time), u1(e,t) changes from 0 to 1 only once (it does not change from 1 to 0). Also, between the start of the waiting period (binary constant for the waiting period U(e,t) = 0 → 1) and the initial arrival time Tar(e,n), if q(e,t) = 0 (after the corrected departure time), it is permissible for u1(e,t) to change from 1 to 0. 【0129】 Furthermore, between the initial departure time Tdp(e,n) and the end of the waiting period (waiting period binary constant U(e,t)=1→0), if q(e,t)=1 (after the corrected arrival time), u2(e,t) changes from 1 to 0 only once (it does not change from 0 to 1). Also, if q(e,t)=0 (before the corrected arrival time), u2(e,t) is allowed to change from 0 to 1. 【0130】 Figure 15 is an explanatory diagram of the parking management constraint (waiting for vehicle replacement) (when only replacement is performed and adjustments to the operation plan are suppressed). When only replacement is performed and adjustments to the operation plan are suppressed, q(e,t) = Q(e,t). Therefore, as shown in Figure 15, the replacement of vehicle e before departure is performed before the initial departure time Tdp(e,n), and the replacement of vehicle e after arrival is performed after the initial arrival time Tar(e,n). 【0131】 (Step S16k4) The operation plan relaxation unit 73 refers to the vehicle constraint setting unit 82c's settings for swapping parking spaces for each vehicle to determine whether swapping of vehicle e's parking space is permitted. If swapping of vehicle e's parking space is permitted, the operation plan relaxation unit 73 proceeds to step S16k6; otherwise, it proceeds to step S16k5. 【0132】 (Step S16k5) The operation plan relaxation unit 73 suppresses parking space swapping by setting the parking space swapping binary variable u(e,t)=0. 【0133】 (Step S16k6) The operation plan relaxation unit 73 executes the loop of steps S16k6 to S16k11 for all rows c∈C (where C is the set of rows of parking spaces) of the parking spaces shown in Figure 10, for example. 【0134】 (Step S16k7) The operation plan relaxation unit 73 executes the loop of steps S16k7 to S16k10 for all depths d∈D (where D is the set of depths for each row of parking spaces) of the parking spaces shown in Figure 10, for example. 【0135】 (Step S16k8) The operation plan relaxation unit 73 generates a parking space assignment binary variable s(e,t,c,d) that represents the assignment of parking spaces c and d (where c is the row of parking spaces and d is the depth) for vehicle e. The parking space assignment binary variable s(e,t,c,d) is defined as s(e,t,c,d) = 0 (vehicle e is not parked in parking spaces c and d in time frame t) and s(e,t,c,d) = 1 (vehicle e is parked in parking spaces c and d in time frame t). 【0136】 (Step S16k9) The operation plan relaxation unit 73 sets parking management constraints (replacement restrictions) for the parking space allocation binary variable s(e,t-1,c,d) in time frame t-1 and for s(e,t,c,d) in time frame t. 【0137】 The parking management constraint (replacement restriction) is a constraint that restricts each vehicle e from being replaced by parking spaces c and d while it is staying at a parking spot, and is given by equation (19). |*| is the absolute value of *. |s(e,t,c,d) - s(e,t-1,c,d)|≦ (1 - (q(e,t-1)+q(e,t)) / 2) * 2 + u(e,t) ...(19) 【0138】 The first term on the right-hand side of equation (19) is 0 if the parking spot remains occupied for time frames t-1 and t, 2 if the parking spot remains unoccupied for a continuous period, and 1 if the parking spot changes from occupied to unoccupied or unoccupied to occupied. Therefore, if u(e,t)=0, then if the parking spot remains occupied, s(e,t,c,d) = s(e,t-1,c,d) is required (i.e., swapping of parking spaces is not permitted). Also, if the occupancy status changes, s(e,t,c,d) = s(e,t-1,c,d)±1 (i.e., changes in parking status are permitted). Furthermore, if the parking spot remains unoccupied, then from equation (20) described later, s(e,t,c,d)=s(e,t-1,c,d)=0, and the constraint is always satisfied. 【0139】 (Step S16k10) The operation plan relaxation unit 73 moves to step S16k11 if all parking space depths d are selected in step S16k7, and returns to step S16k7 if there are any unselected parking space depths d in step S16k7. The operation plan relaxation unit 73 selects the next unselected parking space depth d in step S16k7, to which it returned from step S16k10, and moves to step S16k8. 【0140】 (Step S16k11) The operation plan relaxation unit 73 moves to step S16k12 if all rows c of parking spaces are selected in step S16k6, and returns to step S16k6 if there are any rows c of parking spaces that are not selected in step S16k6. The operation plan relaxation unit 73 selects the next row c of parking spaces that is not selected in step S16k6, to which it returned from step S16k11, and moves to step S16k7. 【0141】 (Step S16k12) The operation plan relaxation unit 73 sets parking management constraints (space allocation). Parking management constraints (space allocation) are constraints that assign a vehicle e currently staying at a parking spot to one of the parking spaces, and are set as shown in equation (20). Equation (20) shows that the sum of s(e,t,c,d) for all spaces is equal to q(e,t). Σ_c Σ_d s(e,t,c,d) = q(e,t)…(20) 【0142】 (Step S16k13) The operation plan relaxation unit 73 sets the parking management constraints (charging amount). The parking management constraints (charging amount) are constraints on the charging amount based on the allocation of parking spaces, and are set as shown in equation (21). y(e,t) ≦ Σ_c Σ_d W(c,d) × s(e,t,c,d)…(21) 【0143】 In equation (21), the left-hand side y(e,t) is the amount of charge in time frame t of vehicle e, and the constant W(c,d) on the right-hand side is the amount of electrical energy (kWh / time frame) that can be output by the chargers in parking spaces c and d. If we want to roughly consider the loss of charging time due to parking space changes, equation (21) can be written as equation (22). In equation (22), the constant Wu(c,d) is the decrease in the amount of electrical energy charged due to the loss of charging time. y(e,t)≦(Σ_c Σ_d W(c,d) × s(e,t,c,d) ) - Wu(c,d) × u(e,t)…(22) 【0144】 (Details of the parking management constraint setting process (all vehicles)) Figure 16 is a flowchart detailing the parking management constraint setting process (all vehicles) (step S16m (Figure 9)). 【0145】 (Step S16m1) The operation plan relaxation unit 73 sets a parking management constraint (number of simultaneous exchanges) that limits the number of vehicles simultaneously exchanging parking spaces to a constant Umax or less. The parking management constraint (number of simultaneous exchanges) is given by equation (23). The parking management constraint (number of simultaneous exchanges) is necessary when there is limited space for maneuvering. More precisely, the time step size Δt of the time frame t is shortened, and the plan is made to move one vehicle at a time with Umax=1. Σ_e u(e,t) ≦ Umax…(23) 【0146】 (Step S16m2) The operation plan relaxation unit 73 executes the loop of steps S16m2 to S16m7 for all rows c∈C (where C is the set of rows of parking spaces) of the parking spaces shown in Figure 10, for example. 【0147】 (Step S16m3) The operation plan relaxation unit 73 executes a loop of steps S16m3 to S16m6 for all depths d∈D (where D is the set of depths for parking spaces) of the parking spaces shown in Figure 10, for example. 【0148】 (Step S16m4) The operation plan relaxation unit 73 sets a parking management constraint condition (number of vehicles) that limits the number of vehicles in each parking space to 1 or less. The parking management constraint condition (number of vehicles) is given by equation (24). The parking management constraint condition (number of vehicles) limits the sum of s(e,t,c,d) for all vehicles e to 1 or less. Σ_e s(e,t,c,d) ≦ 1···(24) 【0149】 (Step S16m5) The operation plan relaxation unit 73 sets parking management constraints (order) for using parking spaces in order from the back. The parking management constraints (order) are as shown in equation (25). In equation (25), if the number of parking spaces c and d is 1 for depth d (where d≧2), then the number for depth d-1 is also 1. If the number for depth d is 0, then the number for depth d-1 can be either 0 or 1. Σ_e s(e,t,c,d-1) ≧ Σ_e s(e,t,c,d)…(25) 【0150】 If the parking spaces are parallel parking spaces as shown in Figure 10, when swapping parking spaces, not only the vehicle being swapped but also the vehicle parked in parallel on the entrance / exit side closer to the vehicle being swapped must be moved. This can be satisfied by setting a parking management constraint (order). If, for example, the vehicle parked in the parking space further away from the entrance / exit is moved first, and the vehicle parked on the entrance / exit side closer to the entrance / exit is not moved, it would violate the parking management constraint (order). Therefore, by setting the parking management constraint (order), the solution is limited to either moving the vehicle being swapped along with the vehicle parked in the parking space closer to the entrance / exit in front of the vehicle being swapped, or a solution in which no other vehicle is parked in the parking space closer to the entrance / exit in front of the vehicle being swapped. 【0151】 (Step S16m6) The operation plan relaxation unit 73 moves to step S16m7 if all parking space depths d are selected in step S16m3, and returns to step S16m3 if there are any parking space depths d that are not selected in step S16m3. The operation plan relaxation unit 73 selects the next parking space depth d that was not selected in step S16m3, to which it returned from step S16m6, and moves to step S16m4. 【0152】 (Step S16m7) The operation plan relaxation unit 73 terminates the parking management constraint setting process (all vehicles) if all rows c of parking spaces are selected in step S16m2, and returns to step S16m2 if there are any rows c of parking spaces that are not selected in step S16m2. The operation plan relaxation unit 73 selects the next row c of parking spaces that was not selected in step S16m2, to which it returned from step S16m7, and moves the process to step S16m3. 【0153】 (Modified version of Embodiment 1) • Parking spaces other than parallel parking spaces Up to this point, the discussion has been based on the assumption of parallel parking spaces as shown in Figure 10. However, parking spaces without parallel parking can also be handled by limiting the depth d to 1. In Figure 10, each row c is assumed to have the same depth d, but this is not limited to this, and the number of depths d may differ for each row c. Furthermore, parking spaces c and d without chargers can be handled by setting the power output W(c,d)=0 for the chargers in parking spaces c and d. 【0154】 • Operation of parking spaces combining charging and waiting areas. Furthermore, by providing multiple parking spaces with different row lengths (c) and depths (d), and the presence or absence of chargers, and allowing swapping between these multiple parking spaces, it is possible to represent an operation that combines charging spaces and waiting spaces, as shown in Figure 17. 【0155】 As shown in the example in Figure 17, it is also possible to handle operations such as (1) first moving vehicle #1 from section 1 and 3 to the waiting section 2 and 1, (2) then departing vehicle #2 from section 1 and 2, and (3) finally departing vehicle #1 from the waiting section 2 and 1. 【0156】 • Suppression of corrections to departure and arrival times and the waiting period constant Twait When calculating the parking and charging plan in step S16 (Figure 4), non-relaxed constraints (partial) may be set for at least some of the vehicles e to minimize corrections to departure and arrival times, and to set a sufficiently large value for the waiting period constant Twait. For example, when calculating the parking and charging plan for the first time in step S16 (Figure 4), non-relaxed constraints (partial) may be set for all vehicles e, and the waiting period constant Twait may be set to an appropriate value. This increases the opportunities for parking space swapping, and in some cases, the feasibility of the operation plan and the parking and charging plan can be improved without correcting the operation plan. In this case, the explanation of each parking management constraint condition is similarly valid by reinterpreting corrected departure time = original departure time and corrected arrival time = original arrival time. 【0157】 • Management of waiting time for replacements The constraints and objective function for the pre-departure waiting binary variable u1(e,t) and the post-arrival waiting binary variable u2(e,t) can be omitted, and the management of the swap waiting time can be omitted, with only the management of the number of swaps being performed. 【0158】 • Expansion to multiple parking spots In the above-described embodiment 1, for simplicity, the case where there is one parking spot was explained. If there are multiple parking spots, the binary variable q(e,t), the binary variable s(e,t,c,d), the binary variable u(e,t), the initial departure time Tdp(e,n), and the initial arrival time Tar(e,n) are distinguished for each parking spot a. These can then be handled by describing them as follows: binary variable q(e,t,a), binary variable s(e,t,a,c,d), binary variable u(e,t,a), initial departure time Tdp(e,n,a), and initial arrival time Tar(e,n,a). 【0159】 The series of relaxation constraints, relaxation objective function, parking management constraints, and parking management objective function will also be described using loop processing and summations related to parking spot a. 【0160】 For example, as shown in equation (26), the parking spot stay status and the correction of departure and arrival times for each parking spot a can be represented. q(e,t,a) = Q(e,t,a)+q1(e,t,a)+q2(e,t,a)…(26) 【0161】 Furthermore, by describing the relaxed constraint (flag overlap suppression) as shown in equation (27), the number of parking spots in which vehicle e can stay at the same time is limited to one or less. Σ_a q(e,t,a) = Σ_a (Q(e,t,a)+q1(e,t,a)+q2(e,t,a)) ≦ 1···(27) 【0162】 Furthermore, the parking management constraints (space allocation) for each parking spot a are as shown in equation (28). Σ_c Σ_d s(e,t,a,c,d) = q(e,t,a)…(28) 【0163】 Furthermore, the parking management constraint (charging amount) is given by equation (29) for each parking spot a. y(e,t,a) ≦ Σ_c Σ_d W(a,c,d) × s(e,t,a,c,d)…(29) 【0164】 Other formulas can be similarly used to describe multiple parking spots. 【0165】 (Effects of Embodiment 1) In the above-described embodiment 1, if the initial operation plan created by the existing FMS is not feasible with the parking and charging plan, the initial departure time and initial arrival time of the initial operation plan are corrected, and the parking and charging plan corresponding to the corrected operation plan is recalculated. The existing FMS can recalculate an operation plan that reflects EV operation constraints (for example, EV allocation to a shorter route) by setting the correction of departure and arrival times by the corrected operation plan to the period during which the vehicle is unavailable in the existing FMS. 【0166】 [Embodiment 2] In Embodiment 1, if the initial operation plan is not feasible, the operation plan is corrected by delaying the departure time and advancing the arrival time at each point of the vehicle, and the optimization calculation of the parking and charging plan is re-executed to make the operation plan feasible and obtain a corresponding parking and charging plan. 【0167】 In contrast, Embodiment 2 presents the operator of the fleet management system 1 with a feasibility margin, indicating how much the departure time at each point of the vehicle can be advanced and how much the arrival time can be delayed until the initially feasible operation plan becomes unfeasible. Therefore, the operator can change the operation plan by manual operation based on the feasibility margin. 【0168】 Embodiment 2 will be described focusing on the differences from Embodiment 1. 【0169】 (Configuration of the vehicle integrated management system 2S according to Embodiment 2) Figure 18 shows an example of the configuration of the vehicle integrated management system 2S according to Embodiment 2. Compared with the vehicle integrated management system 1S according to Embodiment 1, the vehicle integrated management system 2S has an executable margin evaluation unit 73B in the parking and charging management system 5B instead of the operation plan relaxation unit 73. Otherwise, the vehicle integrated management system 2S and the parking and charging management system 5B are the same as the vehicle integrated management system 1S and the parking and charging management system 5B according to Embodiment 1. The processing function of the executable margin evaluation unit 73B will be described later with reference to Figure 19. 【0170】 (Details of the feasibility margin evaluation process) Figure 19 is a flowchart showing an example of the feasible margin evaluation unit processing according to Embodiment 2. Compared to the parking and charging plan creation processing according to Embodiment 1 (Figure 4), the feasible margin evaluation unit processing according to Embodiment 2 is the same up to step S13, but differs from step S24 onwards. 【0171】 (Step S13) The operation plan feasibility determination unit 72 determines in step S12 whether the parking and charging plan could be calculated. If the parking and charging plan could be calculated (step S13 YES), the operation plan feasibility determination unit 72 moves to step S24, and if the parking and charging plan could not be calculated (step S13 NO), it moves to step S31. 【0172】 (Step S24) The feasible margin evaluation unit 73B executes the loop of steps S24 to S29 for each vehicle e in the set E of all vehicles targeted by the initial operation plan 311. In step S24, the feasible margin evaluation unit 73B selects an unselected vehicle e from the set E of all vehicles and moves the process to step S25. 【0173】 (Step S25) The feasible margin evaluation unit 73B strengthens the constraints of the parking and charging plan by making corrections to the initial operation plan 311 of the vehicle e selected in step S24, advancing the departure time by ΔT and delaying the arrival time by ΔT. 【0174】 (Step S26) The parking and charging plan calculation unit 71 recalculates the parking and charging plan under the strengthened constraints introduced in step S25. 【0175】 (Step S27) The operation plan feasibility determination unit 72 determines in step S26 whether the parking and charging plan could be calculated. If the parking and charging plan could be calculated (step S27 YES), the operation plan feasibility determination unit 72 returns to step S25, and if the parking and charging plan could not be calculated (step S27 NO), it moves to step S28. 【0176】 (Step S28) The operation plan feasibility determination unit 72 records the cumulative amount of advancement of departure time and the cumulative amount of delay of arrival time in step S25 for each vehicle as the feasible margin 723. 【0177】 (Step S29) The operation plan completion determination unit 72 proceeds to step S30 if all vehicles e are selected in step S24, and if there are any unselected vehicles e in step S24, it returns to step S24 to select the next unselected vehicle e, and then proceeds to step S25. 【0178】 (Step S30) The operation plan feasibility determination unit 72 outputs the feasible margin 723 recorded in step S28 to the fleet management system 1. The fleet management system 1 displays the feasible margin 723 on the display device 9. 【0179】 (Step S31) The operation plan feasibility determination unit 72 outputs feasible margin 723=0 to the fleet management system 1. The fleet management system 1 displays feasible margin 723=0 on the display device 9. 【0180】 (Displays a viable margin of 723) Figure 20 shows an example of the display of feasible margin 723. The range in which departure times can be advanced and arrival times can be delayed from the initial departure and arrival times for each vehicle in the initial operation plan 311 are shown as bar graphs on the display screen 713D of the display device 9. The operator can intuitively grasp the magnitude of the feasible margin from the length of the bar graph and compare the feasible margins for each EV. 【0181】 Although one embodiment of the present invention has been described in detail above, the present invention is not limited to the above-described embodiment and can be modified in various ways without departing from its essence. For example, the above-described embodiment has been described in detail for the purpose of explaining the present invention in an easy-to-understand manner and is not necessarily limited to having all the configurations described. Furthermore, it is possible to add, delete, or replace some of the configurations of the above-described embodiment with other configurations. 【0182】 Furthermore, each of the above-mentioned configurations, functional units, processing units, processing means, etc., may be implemented in hardware, in whole or in part, for example, by designing them as integrated circuits. Alternatively, each of the above-mentioned configurations, functions, etc., may be implemented in software by having the processor interpret and execute programs that realize each function. Information such as programs, tables, and files that realize each function can be stored in memory, hard disks, SSDs (Solid State Drives), or other recording devices, or in recording media such as IC cards, SD cards, or DVDs. 【0183】 Furthermore, in the diagrams above, the control lines and information lines shown are those deemed necessary for explanation and do not necessarily represent all control lines and information lines that would be present in the actual implementation. For example, it can be assumed that almost all components are interconnected in practice. 【0184】 Furthermore, the above-described arrangement of functions and data for the fleet management system 1 and the parking / charging management system 5 is merely an example. The arrangement of functions and data for the fleet management system 1 and the parking / charging management system 5 can be changed to the optimal arrangement from the perspective of the performance, processing efficiency, and communication efficiency of the hardware and software they possess. [Explanation of symbols] 【0185】 1S, 2S: Vehicle integrated management system, 1: Fleet management system, 5, 5B: Parking and charging management system, 5B: Parking and charging management system, 9: Display device, 31: Operation planning unit, 71: Parking and charging plan calculation unit, 72: Operation plan feasibility determination unit, 73: Operation plan relaxation unit, 73B: Feasibility margin evaluation unit, 311: Initial operation plan, 711: Parking and charging plan, 712: Corrected operation plan, 723: Feasibility margin.

Claims

[Claim 1] A parking and charging management system that calculates a parking and charging plan including a charging schedule for electric vehicles at a parking spot equipped with a charger, The parking and charging management system having a storage device and a processing device, A parking and charging plan calculation unit calculates a parking and charging plan that optimizes the objective function, with the objective function being the CO2 emissions calculated based on the CO2 emission coefficient of the electricity at the parking spot and the amount of electricity charged by the electric vehicle, the charging cost calculated based on the unit price of the electricity at the parking spot and the amount of electricity charged by the electric vehicle, or a weighted sum of the CO2 emissions and the charging cost, and the constraints being an operation plan that includes the departure time when the electric vehicle leaves the parking spot and the arrival time when it arrives at the parking spot, constraints on the electric vehicle, and constraints on the charger. The system includes a parking and charging plan calculation unit that determines if the parking and charging plan can be calculated, and an operation plan feasibility determination unit that outputs the parking and charging plan if it is feasible. The aforementioned parking and charging plan calculation unit, The parking and charging plan is calculated using the constraints on the layout of the parking spaces where the electric vehicle is parked at the aforementioned parking spot as the constraint conditions. A parking and charging management system characterized by the following features. [Claim 2] A parking and charging management system according to claim 1, The constraints regarding the layout of the aforementioned parking spaces are: The constraint is a last-in, first-out layout in which multiple parking spaces are arranged in the direction in which the electric vehicle enters the parking space, and the electric vehicle that entered the parking space last during parking is required to exit the parking space first when leaving. A parking and charging management system characterized by the following features. [Claim 3] A parking and charging management system according to claim 1, The aforementioned parking and charging plan calculation unit, The parking and charging plan is calculated so that, around the departure and arrival times, the parking spaces in which the electric vehicle and other electric vehicles are parked are swapped. A parking and charging management system characterized by the following features. [Claim 4] A parking and charging management system according to claim 3, The aforementioned parking and charging plan calculation unit, A waiting period is set before and after the aforementioned arrival time and departure time during which the driver is in the electric vehicle parked in the parking space. The parking and charging plan is calculated so that the aforementioned replacement is carried out during the standby period. A parking and charging management system characterized by the following features. [Claim 5] A parking and charging management system according to claim 3, The aforementioned parking and charging plan calculation unit, For each of the aforementioned electric vehicles, the possibility of performing the replacement is set. Based on the feasibility of the above, the parking and charging plan will be calculated to implement or restrict the above replacement. A parking and charging management system characterized by the following features. [Claim 6] A parking and charging management system according to claim 3, The aforementioned parking and charging plan calculation unit, The parking and charging plan is calculated to perform the aforementioned replacements, optimizing the objective function that manages the number of replacements. A parking and charging management system characterized by the following features. [Claim 7] A parking and charging management system according to claim 3, The aforementioned parking and charging plan calculation unit, The parking and charging plan is calculated to optimize the objective function for managing the waiting time of the electric vehicle to be replaced in the parking space during the replacement process. A parking and charging management system characterized by the following features. [Claim 8] A parking and charging management system according to claim 1, The aforementioned parking and charging management system The operation plan relaxation unit further includes, if the operation plan feasibility determination unit determines that the operation plan is impossible to execute based on the feasibility of calculating the parking and charging plan in the parking and charging plan calculation unit, the relaxation constraint condition and relaxation objective function set in the parking and charging plan to calculate a correction time for implementing a correction to postpone the departure time or advance the arrival time. The aforementioned parking and charging plan calculation unit, The parking and charging plan is recalculated with the aforementioned relaxation constraints and relaxation objective function set, The aforementioned operation plan feasibility determination unit: If the parking and charging plan calculation unit can recalculate the parking and charging plan for which the relaxation constraints and relaxation objective function have been set, it determines that the operation plan is executable with the correction, and outputs the parking and charging plan and the correction time if it is executable. A parking and charging management system characterized by the following features. [Claim 9] A parking and charging management system according to claim 8, For each electric vehicle or group of electric vehicles, a relaxation sequence is provided that indicates the order in which the relaxation constraints and the relaxation objective function are set in the parking and charging plan. The aforementioned operational plan relaxation section is, The relaxation constraints and relaxation objective functions are added to the parking and charging plan in the order of the relaxation sequence, for each electric vehicle or group of electric vehicles. The aforementioned parking and charging plan calculation unit, The parking and charging plan is recalculated with the relaxation constraints and relaxation objective function added for each electric vehicle or group of electric vehicles. A parking and charging management system characterized by the following features. [Claim 10] A parking and charging management system according to claim 8, The aforementioned parking and charging plan calculation unit, For each electric vehicle or group of electric vehicles, set whether or not the correction can be performed for each departure time and each arrival time. Based on the feasibility of the above, the parking and charging plan is calculated to implement or suppress the above correction for each departure time and each arrival time. A parking and charging management system characterized by the following features. [Claim 11] A parking and charging management system according to claim 8, The aforementioned parking and charging plan calculation unit, A waiting period is set before and after the aforementioned arrival time and departure time during which the driver is in the electric vehicle parked in the parking space. The aforementioned operational plan relaxation section is, If the operation plan is determined to be impossible to execute based on the feasibility of calculating the parking and charging plan in the parking and charging plan calculation unit, all electric vehicles are excluded from the relaxation constraints and the relaxation objective function, and the calculation of the correction and the correction time is suppressed. The parking and charging plan is calculated so that the parking spaces in which the aforementioned electric vehicle and the other electric vehicle are parked are swapped during the waiting period. A parking and charging management system characterized by the following features. [Claim 12] A parking and charging management system according to claim 1, The aforementioned parking and charging management system The system further includes a feasibility margin evaluation unit that performs adjustments to advance the departure time or delay the arrival time until the operation plan feasibility determination unit determines that the operation plan is impossible to execute based on whether the parking and charging plan calculation unit can calculate the parking and charging plan, The aforementioned operation plan feasibility determination unit: If the calculation of the parking and charging plan in the parking and charging plan calculation unit becomes impossible with the departure time advanced or the arrival time delayed by the feasible margin evaluation unit, the unit determines that the operation plan has become impossible to execute due to the correction, and in the case of impossible execution, the unit outputs the cumulative amount advanced by advancing the departure time or the cumulative amount delayed by delaying the arrival time as the feasible margin. A parking and charging management system characterized by the following features. [Claim 13] A vehicle integrated management system comprising a fleet management system and a parking and charging management system that calculates a parking and charging plan including a charging schedule for electric vehicles at parking spots equipped with chargers, The fleet management system having a storage device and a processing device, The system includes an operation planning unit that creates an operation plan including the departure time of the electric vehicle from the parking spot and the arrival time of the electric vehicle to the parking spot, based on the operation schedule of the electric vehicle and information on the period during which the electric vehicle cannot be operated. The parking and charging management system having a storage device and a processing device, A parking and charging plan calculation unit calculates a parking and charging plan that optimizes the objective function, using the operation plan created by the fleet management system, constraints relating to the electric vehicle, constraints relating to the charger, and constraints relating to the layout of the parking space where the electric vehicle is parked at the parking spot as constraints, and the operation plan created by the fleet management system, constraints relating to the electric vehicle, constraints relating to the charger, and constraints relating to the layout of the parking space where the electric vehicle is parked at the parking spot as constraints, The operation plan feasibility determination unit determines that if the parking and charging plan can be calculated in the parking and charging plan calculation unit, the operation plan feasibility determination unit outputs the parking and charging plan to the fleet management system if it is feasible. If the operation plan feasibility determination unit determines that the operation plan is impossible to execute based on the feasibility of calculating the parking and charging plan in the parking and charging plan calculation unit, the operation plan relaxation unit sets relaxation constraint conditions and relaxation objective functions in the parking and charging plan to calculate a correction time for correcting the departure time or the arrival time, It has, The aforementioned parking and charging plan calculation unit, The parking and charging plan is recalculated with the aforementioned relaxation constraints and relaxation objective function set, The aforementioned operation plan feasibility determination unit: If the parking and charging plan calculation unit can recalculate the parking and charging plan for which the relaxation constraints and relaxation objective function have been set, it determines that the operation plan is executable with the correction, and if it is executable, it outputs the parking and charging plan and the correction time to the fleet management system. A vehicle integrated management system characterized by the following features. [Claim 14] A parking and charging management method performed by a parking and charging management system that calculates a parking and charging plan including a charging schedule for electric vehicles at a parking spot equipped with a charger, The parking and charging management system having a storage device and a processing device, A parking and charging plan calculation step calculates a parking and charging plan that optimizes the objective function, with the objective function being the CO2 emissions calculated based on the CO2 emission coefficient of the electricity at the parking spot and the amount of electricity charged by the electric vehicle, the charging cost calculated based on the unit price of the electricity at the parking spot and the amount of electricity charged by the electric vehicle, or a weighted sum of the CO2 emissions and the charging cost, and the constraints being an operation plan that includes the departure time when the electric vehicle leaves the parking spot and the arrival time when it arrives at the parking spot, constraints on the electric vehicle, and constraints on the charger. The process includes: determining whether the operation plan is feasible if the parking and charging plan can be calculated in the parking and charging plan calculation step, and outputting the parking and charging plan if it is feasible; and executing an operation plan feasibility determination step. In the aforementioned parking and charging plan calculation step, The parking and charging plan is calculated using the constraints on the layout of the parking spaces where the electric vehicle is parked at the aforementioned parking spot as the constraint conditions. A parking and charging management method characterized by the following features. [Claim 15] A parking and charging management method according to claim 14, The aforementioned parking and charging management system If the operation plan is determined to be impossible to execute in the operation plan feasibility determination step, an operation plan relaxation step is further executed in which relaxation constraints and a relaxation objective function are set in the parking and charging plan to calculate a correction time for correcting the departure time or the arrival time. In the aforementioned parking and charging plan calculation step, The parking and charging plan is recalculated with the aforementioned relaxation constraints and relaxation objective function set, In the aforementioned step for determining whether the operation plan is valid, If the parking and charging plan, for which the relaxation constraints and relaxation objective function have been set in the parking and charging plan calculation step, can be recalculated, then it is determined that the operation plan can be executed by the correction, and if it can be executed, the parking and charging plan and the correction time are output. A parking and charging management method characterized by the following features.

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