WO2018180583A1 - Plan information provision system, plan information provision method, and storage medium - Google Patents

Abstract

The present invention provides more useful information about electric vehicle travel. A plan information provision system according to an embodiment is provided with an evaluation unit for calculating, for a travel plan that includes a charging facility to be visited during movement by an electric vehicle from a starting point to a destination and the charging amount at the charging facility, a virtual load factor that is a measure of the magnitude of the impact on the environment of the electric vehicle as a result of power use; a plan information generation unit for generating plan information about the travel plan that includes information about the virtual load factor; and a provision unit for providing the plan information.

Description

Plan information providing system, plan information providing method, and storage medium

This disclosure relates to a technique for providing information related to a route on which an electric vehicle travels.

Electric vehicles (EV) are becoming increasingly popular. EV has the advantage that no harmful gas is generated during traveling and the cost for traveling is low. On the other hand, there is a problem that the EV's cruising range (distance that can travel without replenishing the power source) is shorter than that of a vehicle that uses fuel as a power source. Therefore, long-distance movement by EV may require one or several times of charging in the process of traveling from the departure place to the destination.

In order for EVs to reach their destination on the road without stopping charging, it is important to plan the route on which the EV travels (hereinafter referred to as “traveling route”), including the plan for the location where charging is performed. When there are a plurality of charging facilities (hereinafter also referred to as “charging stations”) that are EV charging facilities, a plurality of travel route candidates can be generated. In this case, it is important to find a travel route that is considered “optimal” for EV users.

Techniques for searching for an optimal travel route to a destination including a charging station that is routed are disclosed in Patent Documents 1 and 2, for example. Patent Document 1 discloses a navigation device that selects a travel route that takes the shortest time to reach a destination, including travel time and time required for charging, from travel routes through which an EV passes through a charging station. Yes. Patent Document 2 discloses an energy navigation device that takes into consideration the amount of energy transport, the operating cost, the distance to the charging station, the charging cost, and the like when planning an EV travel route.

Also, as a technique related to the present disclosure, Patent Document 3 discloses a route search device that searches for a moving route of a vehicle that emits carbon dioxide in consideration of the amount of carbon dioxide emission.

Japanese Patent Laying-Open No. 2015-161604 JP 2011-197932 A JP 2009-79995 A

The definition of the “optimal” driving route varies depending on the user's intention. Therefore, it is important to provide information adapted to the user's various directions regarding the EV travel route.

For example, although EV does not emit carbon dioxide directly, it cannot be said that the method of generating electric power for charging does not affect the environment. Therefore, it cannot be said that the use of EV does not contribute to the environment at all. Considering that EVs are widely used as vehicles with low environmental impact, there are not a few users among EV users who want to minimize the impact on the environment caused by the use of EVs. Is guessed.

The devices described in Patent Documents 1 and 2 do not consider the influence of EV on the environment.

In Patent Document 2, although an example in which a travel route is evaluated in consideration of a gain obtained by battery replacement is described, an example in which the time spent at a charging station is considered is not described. Therefore, Patent Document 2 does not sufficiently describe a method for deriving an optimal travel route when the staying time at the charging station affects the cost and the time of the entire process.

The technique of Patent Document 3 is a technique for searching for a travel route of a vehicle that consumes fuel, and is not suitable for searching and evaluating an EV travel route.

The present invention has an object to provide a system or apparatus that provides more useful information regarding EV travel.

The plan information providing system according to one aspect of the present invention uses electric power for a charging facility that stops while an electric vehicle moves from a departure place to a destination and a travel plan that includes a charge amount in the charging facility. An evaluation means for calculating a virtual load factor that is a scale indicating the magnitude of the influence of the electric vehicle on the environment; a plan information generating means for generating plan information relating to the travel plan, including information relating to the virtual load factor; Providing means for providing the plan information.

A plan information providing system according to an aspect of the present invention includes a charging facility that stops while an electric vehicle moves from a departure place to a destination, a charge amount in the charging facility, and a time for providing a charging time and a storage capacity. Evaluation means for deriving the cost of stopping at the charging facility based on the charge / discharge time and the charge amount for the electric vehicle travel plan including the charge / discharge time, and information on the cost Including plan information generating means for generating plan information relating to the travel plan, and providing means for providing the plan information.

The plan information providing method according to one aspect of the present invention uses electric power for a charging facility that stops while an electric vehicle moves from a departure place to a destination and a travel plan that includes a charge amount in the charging facility. A virtual load factor that is a scale indicating the magnitude of the influence of the electric vehicle on the environment is calculated, plan information relating to the travel plan including information relating to the virtual load factor is generated, and the plan information is provided.

A plan information providing method according to an aspect of the present invention includes a charging facility that stops while an electric vehicle moves from a departure place to a destination, a charge amount in the charging facility, and a time for providing a charging time and a storage capacity. Including the charge / discharge time, for the travel plan of the electric vehicle, based on the charge / discharge time and the amount of charge, a cost for dropping in to the charging facility is derived, and includes information on the cost. Plan information relating to the travel plan is generated and the plan information is provided.

The storage medium according to one embodiment of the present invention uses electric power for a charging facility that stops while an electric vehicle moves from a departure place to a destination and a travel plan that includes a charge amount in the charging facility. An evaluation process for calculating a virtual load factor, which is a measure indicating the magnitude of the influence of the electric vehicle on the environment, and a plan information generation process for generating plan information relating to the travel plan, including information relating to the virtual load factor, And a program for executing a providing process for providing the plan information.

The storage medium according to one embodiment of the present invention includes a charging facility that stops while an electric vehicle moves from a departure place to a destination, a charge amount in the charging facility, a charging time, and a time for providing a storage capacity. An evaluation process for deriving a cost for stopping at the charging facility based on the charge / discharge time and the charge amount, with respect to the travel plan of the electric vehicle including the charge / discharge time, and the cost A program for executing plan information generation processing for generating plan information relating to the travel plan, including information, and provision processing for providing the plan information is stored.

According to the present invention, more useful information regarding EV travel is provided.

It is a figure which shows the example of application of the plan information provision system concerning the 1st Embodiment of this invention. It is a block diagram which shows the structure of the plan information provision system which concerns on 1st Embodiment. 1 is a block diagram illustrating a configuration of an electric vehicle according to a first embodiment. It is a flowchart which shows the flow of operation | movement of the electric vehicle and plan information provision system which concern on 1st Embodiment. It is a figure which shows the example of the conditions used for derivation | leading-out of a driving | running route. It is a flowchart which shows the example of the flow of the specific process concerning derivation | leading-out of a driving | running route. It is a figure which shows typically the path | route for moving between each spot in the example of derivation | leading-out of a driving | running route. It is a schematic diagram which illustrates the position and path | route of each spot. It is a figure which shows the example of the data which show the power consumption concerning the movement between each spot. It is a figure which shows the example of the data of the environmental load factor of the charging station in each via candidate site. It is a flowchart which shows the example of the flow of the specific process which concerns on evaluation based on environmental load. It is a figure for demonstrating the method of calculating the value of the parameter | index regarding an environmental load. It is a figure which shows the example of the data of the parameter | index regarding an environmental load. It is a figure which illustrates the data of the charge system regarding the charge in each waypoint. It is a figure which shows the example of the data set of the time concerning each process in each plan candidate. It is a figure which shows the example of the plan information which a display part displays. It is a figure which shows another example of the plan information which a display part displays. It is a figure which illustrates the data of the charge system regarding charging / discharging in each waypoint. It is a figure which shows the example of a display of the plan information containing the information of the travel plan containing the process which provides an electrical storage capacity. It is a block diagram which shows the structure of the information processing system and electric vehicle which concern on the 2nd Embodiment of this invention. It is a block diagram which shows the structure of the plan information provision system which concerns on one Embodiment of this invention. It is a flowchart which shows an example of operation | movement of the plan information provision system which concerns on one Embodiment. It is a flowchart which shows another example of operation | movement of the plan information provision system which concerns on one Embodiment. It is a block diagram which shows the example of the hardware which comprises each part of each embodiment of this invention.

In the present disclosure, the “distance” is not a linear distance but a length of a route.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

<< First Embodiment >>
First, a first embodiment of the present invention will be described.

<Configuration>
FIG. 1 is a diagram illustrating an application example of the plan information providing system 11 according to the first embodiment.

In the first embodiment, the plan information providing system 11 exchanges information with one or more EVs 21 and one or more charging stations 31. The plan information providing system 11 exchanges information via, for example, a wireless communication network.

[Plan Information Providing System 11]
FIG. 2 is a block diagram illustrating a configuration of the plan information providing system 11 according to the first embodiment. The plan information providing system 11 includes a communication unit 110, a plan information providing unit 111, and a data storage unit 119. The plan information providing unit 111 includes a route deriving unit 112, a plan deriving unit 113, an evaluating unit 114, a plan information generating unit 115, an output unit 116, and a temporary storage unit 117.

The communication unit 110 communicates with an external communication device.

The communication unit 110 acquires information on the charging station 31 through communication with the charging station 31 including the communication device. The information on the charging station includes, for example, the position of the charging station, how to determine a charge related to charging at the charging station (hereinafter, “charge system”), and the speed of charging. The information on the charging station may include information such as the degree of congestion and a charging / discharging schedule. The communication unit 110 may acquire information on the charging station through communication with the charging station 31 and store the information on the charging station in the data storage unit 119 as needed. Information on each charging station is stored in the data storage unit 119 as “facility information”.

The communication unit 110 provides plan information (described later) to the EV 21 through communication with the communication unit 210 of the EV 21. In addition, the communication unit 110 acquires information for the plan information providing unit 111 to generate plan information from the EV 21.

The plan information is information related to a travel plan (including determined travel plans and undecided travel plan candidates).

The travel plan is a travel plan from the departure point of EV21 to the destination. The travel plan includes a travel route that is information indicating a route through which the EV 21 passes in order to move from the departure place to the destination and a charging station where the EV 21 stops while moving from the departure place to the destination. The travel plan may further include a charge amount at a charging station where the EV 21 stops. The travel plan may further include a charge / discharge time (described later) at the charging station where the EV 21 stops.

The plan information includes the travel plan itself. The plan information may include an evaluation for the travel plan in addition to the travel plan. The evaluation for the travel plan is generated by the evaluation unit 114 described later.

The route deriving unit 112 derives a travel route for the EV 21. The route deriving unit 112 derives a travel route of the EV 21 based on information for generating plan information acquired from the EV 21. Information for generating the plan information includes a condition for the derived travel route. That is, the route deriving unit 112 derives a traveling route that satisfies the condition from the departure point of the EV 21 to the destination.

The route deriving unit 112 derives the travel route as a travel route candidate on which the EV 21 actually travels. In the present disclosure, a candidate for a travel route on which the EV 21 travels is also referred to as a “route candidate”.

The plan deriving unit 113 derives a travel plan from the travel route derived by the route deriving unit 112. Specifically, the plan deriving unit 113 derives a travel plan by setting a charge amount at each waypoint for the travel route. The derived travel plan is a travel plan candidate that is adopted as an actual travel plan of the EV 21. In the present disclosure, the adopted travel plan candidates are also referred to as “plan candidates”.

The evaluation unit 114 calculates an evaluation for the travel plan candidate derived by the plan deriving unit 113. The evaluation calculation method will be described later.

The plan information generation unit 115 generates plan information based on the travel plan candidates derived by the plan deriving unit 113 and the evaluation calculated by the evaluation unit 114.

The output unit 116 outputs the plan information generated by the plan information generation unit 115. For example, the output unit 116 outputs the plan information to the communication unit 110.

The temporary storage unit 117 stores data handled by the plan information providing unit 111 and data calculated by the plan information providing unit 111. Each unit in the plan information providing unit 111 can read data from the temporary storage unit 117 and write data to the temporary storage unit 117.

The data storage unit 119 stores various information related to the travel plan. The data stored in the data storage unit 119 includes, for example, facility information and road traffic information.

Road traffic information includes road information, for example, road shape (including connection relationship, length, road width, inclination angle, etc.), signal arrangement, and traffic rules (speed limit, vehicles that can pass through). Or the like, whether the road is a toll road, one-way street, etc.). The road traffic information may include real-time information of vehicles traveling on the road, such as the length of traffic jams and the presence or absence of inspections.

Facility information is charging station information.

[EV21]
FIG. 3 is a block diagram showing a configuration of the EV 21 according to the first embodiment.

EV21 is an electric vehicle. Description of a configuration (battery, motor, etc.) necessary for general traveling of the EV 21 is omitted as a configuration that is naturally provided. The EV 21 includes a communication unit 210, a display unit 211, an input reception unit 212, a position acquisition unit 213, a storage amount detection unit 214, and a data storage unit 219 as configurations particularly related to the present embodiment.

The display unit 211 is an interface that provides various types of information to a person riding the EV 21 (hereinafter, “user”). The display unit 211 displays, for example, road traffic information and plan information of the current location and the surrounding area. When the plan information has not yet been generated, the display unit 211 performs a display prompting the user of the EV 21 to input conditions regarding generation of the plan information.

The input receiving unit 212 receives an input from the EV 21 user. The input receiving unit 212 is, for example, a button or a touch panel. For example, the input receiving unit 212 receives an input of conditions related to generation of plan information.

The conditions relating to the generation of the plan information include, for example, a condition for the derived travel route, a condition for the derived travel plan, and a condition for the evaluation calculation method. The conditions necessary for generating the travel route and the travel plan are particularly referred to as “preconditions”. The precondition includes at least the designation of the starting point and the destination.

In the present embodiment, the display unit 211 and the input receiving unit 212 are collectively referred to as a user interface 218. The display unit 211 and the input receiving unit 212 may be separate machines connected to each other, or may be integrated as a touch panel. The user interface 218 may be incorporated in the EV 21 or may exist as a device separate from the EV 21 in a state where it can communicate with other parts of the EV 21.

The communication unit 210 communicates with the communication unit 110 of the plan information providing system 11. The communication unit 210 transmits a condition regarding generation of plan information to the communication unit 110. The communication unit 210 receives road traffic information, plan information, and the like from the communication unit 110. The communication unit 210 sends the received information to, for example, the display unit 211 and the data storage unit 219.

The position acquisition unit 213 acquires the current position of the EV 21. The position acquisition unit 213 acquires the current position of the EV 21 by using, for example, GPS (Global Positioning System).

The charged amount detection unit 214 detects the charged amount of the battery of the EV 21, that is, the remaining amount.

In the present disclosure, the amount of power storage is represented by a numerical value with “kWh” or “%” as a unit. “KWh” is a unit used when directly expressing the amount of power that can be provided by the battery. “%” Is a unit used to represent the ratio of the remaining capacity to the maximum capacity of the battery (that is, the amount of electricity stored at full charge), the so-called charging rate. The charging rate is also referred to as “SOC (State Of Charge)”. “KWh” and “%” are interchangeable.

The data storage unit 219 stores various information regarding the EV 21. Examples of information stored in the data storage unit 219 are EV information, travel records, and the like.

EV information is information about the performance of the EV 21 and the battery. For example, the EV information includes information on the EV vehicle type, weight, power consumption rate (that is, travel distance per unit consumption of power), maximum storage amount of the battery, and current storage amount (remaining amount).

Travel record is a record of the past travel of EV21. For example, the travel record includes the time when the EV 21 is charged, the change in the amount of charge, the travel time when traveled, and the travel distance.

EV information and running record can be used for conditions related to generation of plan information. For example, the power consumption rate of the EV 21 is one of the conditions relating to the generation of plan information because it is related to the power consumption of the EV 21 and the cruising range.

Note that the power consumption rate may be calculated sequentially based on the weight of the EV 21, the weather, and the like.

<Operation>
The flow of operations of the EV 21 and the plan information providing system 11 according to the first embodiment will be described with specific examples. FIG. 4 is a flowchart showing a flow of operations of the EV 21 and the plan information providing system 11 according to the first embodiment.

First, for example, when a user of the EV 21 starts moving by the EV 21, when the power of the EV 21 is turned on, the power of the user interface 218 is turned on. Then, the display unit 211 performs a display prompting the user to input conditions regarding the generation of plan information. For example, the display unit 211 displays a screen for the user to set various conditions. And the input reception part 212 receives the input of the conditions from a user (step S41). The timing at which step S41 is performed is not limited to the above timing. The input reception unit 212 may start receiving input of conditions from the user when a user makes a predetermined input to the input reception unit 212.

The condition that the input receiving unit 212 receives from the user is only the condition related to the user's intention and desire among the conditions related to the generation of the plan information. For example, the conditions received from the user are a departure place and a destination.

As for the departure place, the current location may be set as an initial value. When the user sets a point different from the current location as the departure place, the user inputs information for specifying the departure place (for example, an address, a unique name of a facility in the place, etc.), for example. Alternatively, the display unit 211 may display a map, and the user may set the departure place by designating the departure place from the displayed map. The method for setting the destination may be the same as described above.

The input reception unit 212 identifies the departure place and the destination from the received input. When the current location is set as the departure location, the current location of the EV 21 acquired by the position acquisition unit 213 is specified as the departure location.

The input reception unit 212 may further receive the user's request from the user. For example, the input reception unit 212 may receive a request regarding arrival time, travel time, power consumption, environmental load, transit point, travel cost, evaluation calculation method, and the like. In addition to the above, various user desires that can be received from the user can be assumed. The user's request received by the input receiving unit 212 is used as a condition related to generation of plan information.

As an example, the input receiving unit 212 may receive a storage amount at a destination desired by the user. If the user sets the power storage amount at the destination as “30%”, in the derivation of the travel plan, only a travel plan in which the power storage amount at the destination is 30% or more of the power storage capacity is derived.

The values of various conditions may be set to prepared values if not specified by the user. For example, if the user does not specify the amount of electricity stored at the destination, which is one of the conditions, the EV 21 may set a value of “20%” as the amount of electricity stored at the destination.

Note that the conditions related to the generation of plan information are not limited to the conditions accepted from the user. For example, EV information of EV 21 is also a condition regarding generation of plan information. In particular, the power consumption rate of the EV 21 and the amount of stored electricity at the departure place are included in the conditions regarding the generation of plan information. The power consumption rate of the EV 21 is acquired from the data storage unit 219. The storage amount at the departure place is acquired from the storage amount detection unit 214 or the data storage unit 219 when the current location is the departure place. When a point other than the current location is the departure point, the amount of electricity stored at the departure point may be acquired by estimation or may be acquired by receiving an input from the user.

When the input of conditions is accepted and the conditions related to the generation of plan information are complete, the communication unit 210 transmits the conditions to the plan information providing system 11 (step S42). The timing for transmitting the condition is, for example, the timing at which the user makes a specific input to the input receiving unit 212 (for example, the timing at which the area displayed as “search” on the touch panel is touched).

The communication unit 110 of the plan information providing system 11 receives the condition transmitted from the communication unit 210 of the EV 21 (step S43).

Then, the route deriving unit 112 of the plan information providing unit 111 derives a candidate route for the EV 21 based on the received condition (step S44). The route deriving unit 112 derives candidate travel routes from the departure point to the destination that satisfy the conditions. For example, when the starting point, destination, the amount of electricity stored at the starting point, the desired value of the amount of electricity stored at the destination, the desired arrival time, and the desired waypoint are set as the conditions, the route deriving unit 112 sets the EV 21 However, a travel route that travels from the departure point to the destination via the desired waypoint, arrives before the desired arrival time, and a travel plan in which the storage amount at the destination is greater than or equal to the desired value can be derived One or more routes are derived.

When the travel route is derived by the route deriving unit 112, the plan deriving unit 113 derives a travel plan including a plan for the charge amount at each waypoint from the travel route (step S45).

When the plan derivation unit 113 derives the travel plan candidate, the evaluation unit 114 calculates the travel plan evaluation (step S46). When the condition for the evaluation calculation method is set, the evaluation unit 114 calculates the evaluation according to the condition.

When the evaluation of each candidate is calculated by the evaluation unit 114, the plan information generation unit 115 generates plan information (step S47). The plan information generation unit 115 generates plan information based on the derived candidates and the calculated evaluation.

In addition, the plan information provision part 111 should just acquire required information from the data storage part 119 suitably in the process of step S44 to step S47. The plan information providing unit 111 may acquire necessary information from the charging station 31 via the communication unit 110 as appropriate. For example, after the process of step S43, the plan information providing unit 111 acquires charging station information (charge system, etc.) included in the derived travel route from the charging station 31 via the communication unit 110. Also good.

And the communication part 110 transmits the produced | generated plan information to EV21 which has transmitted the conditions regarding the production | generation of the plan information (step S48).

The communication unit 210 of the EV 21 receives the plan information (step S49), and passes the received plan information to the display unit 211.

And the display part 211 displays plan information (step S50). Thereby, the plan information is presented to the user.

Hereinafter, a specific method of processing in each step will be described using an example.

In the following, “distance” and “power consumption for movement” are assumed to be equivalent. This is because the distance and the power consumption can be converted into each other if the relationship between the power consumption of the EV 21 and the movement distance is defined. The plan information providing unit 111 may use either “distance” or “power consumption” for calculation in various calculations described below.

However, when considering the slope and type of road (paved road, gravel road, whether there is rain, etc.), the relationship between actual distance and power consumption is not necessarily constant. Therefore, the plan information providing unit 111 may correct the distance or power consumption amount of each road according to the road undulation and type.

<Step S44: Derivation of Travel Route Candidate>
The method for deriving the travel route candidate in step S44 will be described below.

As an example, it is assumed that the conditions for the travel route among the conditions related to the generation of the plan information are the conditions shown in FIG. In the case of this example, the route deriving unit 112 is a travel route where the departure point is the point S and the destination is the point G, the power storage amount at the point S is 20 kWh, and the power storage amount at the point G is 4 kWh or more. A driving route that can generate a plan is derived.

FIG. 6 is a flowchart showing an example of a specific process flow of the method for deriving a candidate for a travel route in step S44.

First, in step S44-1, the route deriving unit 112 derives one or more standard traveling routes (hereinafter, “standard routes”) from the departure point to the destination. For example, the route deriving unit 112 derives the shortest route. The shortest route is the shortest route connecting the current location and the destination, which is derived from the road traffic information. The shortest route need not satisfy the conditions for the travel route. The method for deriving the shortest route may be a known method for deriving the driving route of the automobile. Note that, as described above, the shortest route may be a travel route with the minimum power consumption. The route deriving unit 112 may derive a travel route having the shortest travel time as the standard route.

In step S44-2, the route deriving unit 112 acquires road traffic information and facility information around the standard route. The periphery of the standard route is, for example, a range within a predetermined distance from the standard route. Alternatively, for example, the vicinity of a standard route is a road included in a travel route that can travel from a departure point to a destination with a travel distance that is a predetermined value times (for example, 1.5 times) the standard route. In addition, the method of defining “periphery” may be designed in various ways.

In step S44-3, the route deriving unit 112 extracts a route candidate site. The via candidate site is a candidate for a point where the EV 21 performs charging and discharging. Note that in this description, “passing” means stopping, and does not include simply passing.

The route deriving unit 112 extracts the route candidate locations from the locations of charging stations included around the standard route. The route deriving unit 112 may extract all the locations of the charging stations within a predetermined range as route candidate locations, or may extract a part thereof. In particular, when there are a plurality of charging stations that are close to each other (for example, the distance is within a predetermined range), the route deriving unit 112 uses only the location of one charging station among the plurality of charging stations as a candidate route via route. May be extracted as By discarding the route candidate locations, it is possible to reduce the amount of processing required for derivation of the travel route in step S45.

As an example, it is assumed that the route deriving unit 112 has extracted points T, U, V, W, X, and Y as route candidate locations. Hereinafter, the departure point, the destination, and the route candidate locations are collectively referred to as “spots”.

In step S44-4, the route deriving unit 112 derives a route for moving between spots. The route deriving unit 112 derives, for example, a route that moves between spots at the shortest distance. The route deriving unit 112 may derive a route that can move between spots in the shortest time. The route deriving unit 112 may derive a route for moving between spots by any method for deriving a route between two points.

FIG. 7 is a schematic diagram showing an example of the relationship between spots and paths between spots. In FIG. 7, a point represents a spot, and a line segment connecting the points schematically represents a route for moving between the spots. In FIG. 7, the numerical value attached to the vicinity of the route indicates the amount of power consumed by the EV 21 when moving between spots along the route. For simplicity, in the illustration of FIG. 7, it is assumed that the power consumption is constant regardless of the traveling direction. It is assumed that the EV 21 cannot move between spots that are not connected by a line unless passing or passing through any other point.

In step S44-5, the route deriving unit 112 derives a travel route that satisfies the following conditions using the route between spots derived by the process of step S44-4.
-The travel route travels from point S to point G-EV21 moves between spots through the route derived by the process of step S44-4-Each spot passes more than twice -The amount of electricity stored in the road must not fall below a predetermined value (for example, 10% of the storage capacity)-Other conditions that have been set

However, the route deriving unit 112 does not have to derive all the traveling routes that satisfy the above conditions.

For example, the route deriving unit 112 does not have to derive a travel route via the point W. The travel route that passes through the point W is a route that passes through the point T, and consumes more power than a travel route that travels directly from the point S to the point T. In such a case, the travel route passing through the point W, when passing through the point T, has some advantageous point (a large amount of power storage or time is required) compared to a travel route that travels directly from the point S to the point T. It is an inefficient route unless there is a fast).

In addition, the route deriving unit 112 does not have to derive a travel route that passes through the point X. In particular, if the charging station at point X has no advantage over the charging station at point U, the travel route via point X is necessarily inferior to the travel route via point U. This is because the travel route that passes through the point X always includes the point U, and charging / discharging performed at the point X may be performed at the point U.

As described above, the route deriving unit 112 does not have to derive a travel route that has no advantage compared to other travel routes. In addition, when there is a route candidate place that does not clearly have a meaning to go through, the route deriving unit 112 may exclude the route candidate place from the processing target for deriving the travel route.

In the example of FIG. 7, when it is known that the travel route passing through the point W does not have an advantage compared to the travel route not passing through the point W (for example, the storage amount at the point S is 100%. The route deriving unit 112 may exclude the point W from the target of the process for deriving the travel route, for example, when there is no traffic jam on the route directly connecting the point S and the point T. When the charging station at the point X does not have a point superior to the charging station at the point U, the route deriving unit 112 may exclude the point X from the processing target for deriving the traveling route.

The route deriving unit 112 determines the derived travel route as a travel route candidate that is actually used by the EV 21, that is, a route candidate.

The route deriving unit 112 performs a reduction process to reduce the number of derived driving routes when the number of satisfying traveling routes is enormous (for example, when the number exceeds a predetermined value). Also good. The reduction process is, for example, a process of suppressing the number of derived travel routes by imposing additional conditions when deriving the travel route. For example, the route deriving unit 112 may derive a predetermined number of travel routes from the travel route having the shortest travel distance (power consumption). Alternatively, the reduction process is, for example, a process of excluding a travel route that does not satisfy an additional condition from route candidates after deriving a plurality of travel routes. For example, the route deriving unit 112 may narrow down the route candidates on the additional condition that “the power consumption is within 1.3 times the power consumption of the route candidate with the minimum power consumption”. Good. Incidentally, by adding such an additional condition, the route candidate passing through the point Y is excluded in the above example.

Through the processing as described above, the route deriving unit 112 derives, for example, the following five route candidates.
Route candidate RC1: S → T → G
Route candidate RC2: S → T → U → G
Route candidate RC3: S → T → V → G
Route candidate RC4: S → U → G
Route candidate RC5: S → V → G

The above route candidate information is a description that expresses the travel route in a simplified manner so that the contents can be easily understood. In the description of the route candidate, “S” represents a departure place, “G” represents a destination, and “T”, “U”, and “V” represent points through which the EV 21 passes (that is, a waypoint). . In the above description, the movement between spots is represented by an arrow “→”. For example, “T → G” represents a movement from the point T to the point G along the route derived by the process of step S44-4. In this movement, the EV 21 does not go through other spots. The route candidate RC4 and the route candidate RC5 are travel routes that pass through the point T but are not charged at the point T. Note that the information on the travel route derived by the route deriving unit 112 is not limited to the information represented by the above description, and may include, for example, information on a route taken to move between spots.

The route deriving unit 112 stores the derived route candidate information in the temporary storage unit 117, for example.

FIG. 8 is a schematic diagram illustrating the positions and routes of spots included in the route candidate derived by the route deriving unit 112. As shown in FIG. 8, the spots included in the derived route candidates are a departure point S, a destination G, and waypoints T, U, and V. The route deriving unit 112 may generate a conceptual diagram of a route included in the derived route candidate and store the image in the temporary storage unit 117 as shown in FIG.

In the following, it is assumed that the above five route candidates are travel routes that travel between the spots at the shortest distance. For example, the route candidate RC5 is a travel route that travels from the point S to the point V with the shortest distance, passes through the point V, and then travels to the point G with the shortest distance.

The route deriving unit 112 may generate data indicating the amount of power consumed by movement between spots included in the route candidate. FIG. 9 is a diagram illustrating an example of data indicating the amount of power consumed by movement between spots included in the route candidates RC1 to RC5. The amount of power required for movement from “movement source” to “movement destination” is described in each cell. The unit is “kWh”. The route deriving unit 112 may store the generated data in the temporary storage unit 117.

In the data shown in FIG. 9, the power consumption due to movement in a certain direction and the power consumption due to movement in the opposite direction are equal between any two points, but depending on the slope of the slope, etc. The amount of power consumption may vary depending on the direction of travel.

<Step S45: Derivation of Driving Plan Candidate>
The method for deriving the travel plan in step S45 will be described below.

The plan deriving unit 113 determines the charge amount at the waypoint included in the travel route derived by the route deriving unit 112.

The amount of charge in the present disclosure is the difference between the amount of electricity stored when arriving at the charging station and the amount of electricity stored when leaving the charging station.

The amount of electricity stored at the time of arrival at the charging station is the amount of electricity stored at the time of charging performed before the arrival of the charging station and the time between the charging performed before arrival of the charging station and the arrival of the charging station. It is calculated from the amount of power consumed by

The amount of electricity stored when leaving the charging stand is set by an appropriate setting method. For example, the amount of electricity stored when leaving the charging stand (hereinafter referred to as “target amount of electricity storage”) may be a uniformly determined value, for example. For example, 100% or 80% of the battery capacity of the EV 21 may be set as the target power storage amount. Alternatively, for example, the power storage amount at the departure place may be set as the target power storage amount.

The charge amount may be set by other determination methods. Another example of the determination method of the charge amount will be described in the item “[Supplement] Determination of the charge amount” described later.

In the following description, as an example, the plan deriving unit 113 sets a value of 20 kWh as the target power storage amount at each waypoint. That is, the plan deriving unit 113 derives a travel plan that the EV 21 charges at each waypoint until the amount of stored power reaches 20 kWh. When the plan deriving unit 113 derives a travel plan for the route candidates RC1 to RC5 described above, a next travel plan candidate is derived.
Plan candidate PC1: S → T → G (Charge amount at point T: 6 kWh)
Plan candidate PC2: S → T → U → G (Charge amount at point T: 6 kWh, charge amount at point U: 4 kWh)
Plan candidate PC3: S → T → V → G (Charge amount at point T: 6 kWh, charge amount at point V: 10 kWh)
Plan candidate PC4: S → U → G (Charge amount at point U: 10 kWh)
Plan candidate PC5: S → V → G (Charge amount at point V: 16 kWh)

The plan deriving unit 113 may further determine the charging time at each waypoint. For example, the plan deriving unit 113 may set the charging time at each waypoint based on the charge amount at each waypoint. The charging time is obtained by dividing the charging amount by the output power of the charging stand. As an example, the output power of the charging station at each point is 50 kW. Then, in the plan candidate PC1, the EV 21 charges 6 kWh at the point T, so the charging time at the point T is 6/50 = 0.12 [hours] = 7.2 [minutes].

The plan derivation unit 113 may correct the charging time based on the rules of each waypoint. For example, when it is determined as a rule that the charging time at the point T is in increments of minutes, the charging time at the point T is 8 minutes in the plan candidate PC1. Even if there is no rule, the plan deriving unit 113 may perform correction for rounding up the charging time in minutes.

The charging time at each waypoint of the five plan candidates is, for example, as follows.
Plan candidate PC1: S → T → G (Charging time at point T: 8 minutes)
Plan candidate PC2: S → T → U → G (Charging time at point T: 8 minutes, charging time at point U: 5 minutes)
Plan candidate PC3: S → T → V → G (Charging time at point T: 8 minutes, charging time at point V: 12 minutes)
Plan candidate PC4: S → U → G (Charging time at point U: 12 minutes)
Plan candidate PC5: S → V → G (Charging time at point V: 20 minutes)

Note that the plan deriving unit 113 may correct the charge amount when the charge time is corrected.

The plan deriving unit 113 may set the charging time first and set the charging amount based on the charging time.

The plan deriving unit 113 may store the derived plan candidate information in, for example, the temporary storage unit 117.

<Step S46: Calculation of Evaluation>
The evaluation calculation method in step S46 will be described below.

The evaluation unit 114 may calculate a plurality of evaluations based on each of the plurality of criteria. Hereinafter, a specific method for calculating the evaluation will be described for each evaluation criterion.

[Evaluation based on environmental load]
One example of evaluation criteria is the magnitude of environmental impact, ie, environmental impact.

Normally, EV does not discharge substances harmful to the environment while driving, but the electric power that is power is generally generated by a method that affects the environment. Therefore, in this evaluation, when the EV 21 uses power, it is considered that the environment is loaded, and the virtual load amount of the EV 21 is considered. Hereinafter, the degree of virtual load on the environment caused by the use of electric power by the EV 21 is defined as “virtual load rate”.

“Virtual load factor” is, for example, the amount of virtual load on the environment per unit power consumption. The virtual load factor is calculated according to the influence of the power supply source of the EV 21 on the environment. That is, the virtual load factor is determined according to the origin of the electric power of the EV 21.

For calculating the virtual load factor, the environmental load factor of the power supply source of the EV 21 is used. The environmental load factor of the power supply source is the amount of load on the environment that is generated when the power is supplied per kWh provided by the supply source.

The amount of load on the environment is, for example, carbon dioxide emissions. Hereinafter, the amount of carbon dioxide emission is employed as the amount of environmental load, but the definition of the amount of environmental load is not necessarily limited thereto.

Give an example of how to calculate the environmental load factor. For example, when the power of a certain charging station is generated by thermal power generation, the environmental load factor of the charging station is the amount of carbon dioxide discharged for 1 kWh power generation by thermal power generation. In this description, losses such as power transmission loss and environmental loads due to operation of the power supply equipment are ignored, but the environmental load factor may be calculated including such losses and environmental loads.

Even if the power generation method itself is a method that does not emit carbon dioxide, the amount of environmental load required for the installation and operation of the power generation facility may be included in the environmental load factor. The environmental load factor can be calculated based on the amount of power generated by the power generation facility, the service life, and the like.

When the power of the charging station is derived from multiple types of power sources, the environmental load factor of the charging station is weighted by the ratio of the contribution of the power source to the power of the charging station. It is also possible to add values. For example, when 25% of the power of a certain charging station is derived from wind power generation (environmental load factor: 26 g / kWh) and 75% is derived from solar power generation (environmental load factor: 38 g / kWh), The environmental load factor may be calculated as 26 × 0.25 + 38 × 0.75 = 35 [g / kWh].

The virtual load factor of the EV 21 is calculated based on the environmental load factor determined for each charging station as described above. Therefore, the virtual load factor of the EV 21 can change according to the environmental load factor of the charging station that the EV 21 charges every time the EV 21 charges.

The evaluation unit 114 calculates the virtual load factor after charging of the EV 21 based on the virtual load factor and the storage amount before charging of the EV 21, the environmental load factor of the charging stand, and the charging amount at the charging stand.

The environmental load factor of the charging station is included in the facility information stored in the data storage unit 119. The initial value of the virtual load factor of EV 21 is included in the EV information stored in data storage unit 219. The evaluation unit 114 acquires the above information for evaluation at an arbitrary timing. As shown in FIG. 10, the evaluation unit 114 may hold data indicating the environmental load factor of the charging station at the transit point included in the route candidate to be evaluated in a table format.

An example of calculation of the virtual load factor by the evaluation unit 114 is as follows. In this description, the virtual load factor is a virtual emission amount of carbon dioxide per unit power consumption (unit: [g / kWh]).
Virtual load factor = (virtual load factor before charging × charged amount before charging + environmental load factor of power supply source (charging stand) × charged amount) / charged amount after charging, that is, virtual load factor is the virtual load rate before charging It is calculated by multiplying each of the load factor and the environmental load factor of the power supply source by the ratio of the amount of electric power according to each index to the amount of stored electricity after charging.

The definition of the virtual load factor can be changed variously as long as it is the same scale. For example, the virtual load factor may be an environmental load amount per unit travel distance.

In the present disclosure, “virtual load amount” is further defined as an index related to the environmental load of the EV 21. The virtual load amount is a product of the virtual load rate and the power consumption amount. In other words, the virtual load amount is a measure of the magnitude of influence that is virtually exerted on the environment when the EV 21 consumes power.

In the present embodiment, in particular, the virtual load amount during travel from the departure place to the destination is referred to as “total load amount”.

An example of a specific flow of the evaluation calculation method will be described with reference to the flowchart of FIG. First, the evaluation unit 114 calculates the virtual load factor of the EV 21 in each section from the remaining amount of the battery, the environmental load factor of the power supply source at the waypoint, and the charge amount (step S111). Further, the evaluation unit 114 calculates the virtual load amount in each section based on the virtual load rate and the power consumption amount of the EV 21 in each section (step S112). Then, the evaluation unit 114 calculates the total load amount from the departure point to the destination and the virtual load factor of the EV 21 at the destination (step S113). Then, the evaluation unit 114 calculates the plan candidate evaluation based on at least one of the total load amount from the departure point to the destination and the virtual load factor of the EV 21 at the destination (step S114). When there are a plurality of plan candidates, the evaluation unit 114 calculates each evaluation of the plan candidates.

Note that the evaluation unit 114 may store the data handled in the process and the calculated data in the temporary storage unit 117 as appropriate.

Hereinafter, an example in which the evaluation unit 114 calculates an evaluation for each of the five plan candidates exemplified in the specific example of the plan candidate derivation method will be described.

FIG. 12 is a diagram for explaining a method of calculating an index value related to environmental load for each of the five plan candidates. For example, the evaluation unit 114 may generate a table as illustrated in FIG. Then, the evaluation unit 114 may store the generated table in the temporary storage unit 117. However, the evaluation unit 114 may generate data in a format other than the tabular format.

The method for deriving the values included in the table shown in FIG. 12 will be described by taking data related to the plan candidate PC2 as an example. In the following description regarding FIG. 12, the words enclosed in parentheses [] are the item names of the corresponding items in the table of FIG.

As a premise, it is assumed that the environmental load factor of the charging station at each waypoint is as shown in FIG.

The amount of electricity stored in the EV 21 and the virtual load factor at the departure point S are acquired from the conditions relating to the generation of plan information. Hereinafter, it is assumed that the amount of electricity stored in the departure place S of EV 21 ([remaining amount]) is “20” and the virtual load factor is “60.0” ([virtual load factor]).

When the EV 21 travels to the point T which is the first waypoint, the amount of power consumed up to the point T ([power consumption amount]) is “6” based on the table of FIG. Therefore, the virtual load amount ([load amount]) from the departure place to the first waypoint is “360” from the virtual load rate (60.0) × the power consumption amount (6). When charging is performed at the charging station at the point T, the charged amount after charging ([remaining amount]) becomes “20”. At this time, the virtual load factor ([virtual load factor]) is calculated as follows: virtual load factor before charging (60.0) × remaining battery capacity before charging (14) and environmental load factor (60.0) of the power supply source. ) × charge amount (6), divided by the charged amount of charge (20), and is “60.0”.

Next, when EV 21 travels to point U, which is the second waypoint, the amount of power consumed between point T and point U ([power consumption]) is “4” based on the table of FIG. It is. Therefore, the virtual load amount ([load amount]) from the first route point to the second route point is “240” from virtual load factor (60.0) × power consumption amount (4). When the charging is performed at the charging station at the point U, the charged amount ([remaining amount]) after charging becomes “20”. At this time, the virtual load factor ([virtual load factor]) is calculated as follows: virtual load factor before charging (60.0) × remaining battery amount before charging (16) and environmental load factor (40.0) of the power supply source. ) × charge amount (4) divided by the charged amount of charge (20), which is “56.0”.

When the EV 21 travels to the destination G, the amount of power consumed between the point U and the destination G ([power consumption]) is “14” based on the table of FIG. Therefore, the virtual load amount ([load amount]) from the second waypoint to the destination G is “784” from virtual load factor (56.0) × power consumption (14). If the destination G is not charged, the remaining amount ([remaining amount]) is “6”, and the virtual load factor ([virtual load factor]) is “56.0” without change.

Since the total load amount ([total load amount]) is the sum of the virtual load amounts in each section, 360 + 240 + 784 = “1384”.

As described above, the evaluation unit 114 calculates the virtual load rate and the total load amount of the EV 21 at the destination for each plan candidate.

Hereinafter, an example in which the evaluation unit 114 calculates the evaluation of the plan candidate will be described.

Evaluation is represented by numerical values, for example. Hereinafter, a numerical value indicating evaluation is referred to as “evaluation value”.

The evaluation unit 114 may calculate the evaluation value by an evaluation method that gives higher evaluation as the total load amount is smaller. For example, the evaluation unit 114 may assign numbers (1, 2, 3,...) Representing ranks in ascending order of total load. In this case, a plan candidate having a smaller number representing the rank is interpreted as being highly evaluated.

The evaluation unit 114 may calculate the evaluation value by an evaluation method that gives higher evaluation as the virtual load factor is smaller. For example, the evaluation unit 114 may calculate the deviation value of the virtual load factor among the plurality of plan candidates. When the deviation value is simply calculated, the deviation value increases as the virtual load factor increases. Therefore, the evaluation unit 114 calculates a value obtained by subtracting the calculated deviation value from a predetermined numerical value (100, 150, etc.) as an evaluation value. May be calculated as In this case, a plan candidate with a higher evaluation value is interpreted as a higher evaluation.

The evaluation unit 114 may calculate the evaluation value by an evaluation method that gives a higher evaluation as the virtual load factor and the total load amount are both smaller. For example, the evaluation unit 114 may calculate a product of the virtual load factor and the total load amount, and give a number representing a rank to the product.

In the evaluation, the evaluation unit 114 may also use the remaining amount value. This is because if there are two different plan candidates having the same virtual load rate and total load amount, the difference in the remaining amount is considered to influence the evaluation. Specifically, the higher the remaining amount, the more advantageous is that the movable distance is longer, and therefore the evaluation may be higher. Alternatively, when the environmental load factor of the power source to be charged in the future is predicted to be smaller than the virtual load factor at the destination, the evaluation may be higher as the remaining amount is smaller. This is because the virtual load factor when the predetermined amount of power storage is reached by charging is smaller for EVs with a small remaining amount before charging. On the other hand, when the load of electric power to be charged in the future is expected to be larger than the current virtual load rate, the higher the remaining amount, the better.

In this manner, the evaluation unit 114 may calculate the evaluation based on the remaining battery level, the virtual load rate, and the total load amount. In particular, the evaluation unit 114 may calculate the evaluation using an evaluation method that satisfies the following conditions.
1. When there are a plurality of plan candidates that have the same remaining amount and the same virtual load rate, the plan candidate with a smaller total load amount is evaluated higher.
2. When there are a plurality of plan candidates that have the same remaining amount and the same total load amount, the plan candidate with a smaller virtual load rate is rated higher.
3. When there are a plurality of plan candidates in which the virtual load rate and the total load amount are the same, the evaluation may differ depending on the difference in the remaining amount.

Exemplifies one evaluation method that satisfies the above conditions. This evaluation method is a method of calculating a value called “virtual total load factor”.

The evaluation unit 114 calculates a virtual total load factor by the following formula.

Virtual total load factor = (total load + planned load) / (minimum power consumption + remaining amount)
However, the planned load amount is obtained by the following formula: Scheduled load amount = Remaining amount × Virtual load rate The minimum power consumption is the power consumption when moving between the current location and the destination at the shortest distance.

The virtual total load factor calculated by the above formula is the amount of load relative to the distance traveled, assuming that the battery runs out of charge, that is, the entire stroke (from the departure point to the point where the battery charge is used up). Is the load factor. However, the value of the shortest distance is used for the movement distance from the departure point S to the destination G. The reason is that the difference in travel distance from the departure point S to the destination G itself does not directly cause a difference in profit. That is, it is premised that the movement from the departure place to the destination gives a fixed (fixed) profit to the user regardless of the route and the travel distance on the road. The minimum power consumption amount in the above formula may be replaced with another fixed value, for example, the power consumption amount of the route candidate having the smallest power consumption amount among the route candidates.

According to the above equation, if the plan candidate has no difference between the virtual load factor and the remaining battery level, the larger the total load amount to the destination, the greater the value of the virtual total load factor is calculated.

FIG. 13 is a diagram showing data on the total load amount, remaining amount, virtual load rate, planned load amount, and virtual total load rate for the plan candidates PC1 to PC5. The evaluation unit 114 may generate a data set as illustrated in FIG. 13 and store the data set in the temporary storage unit 117. In the calculation of the virtual total load factor, it is assumed that the value of the minimum power consumption is “22”.

Since the plan candidate PC1 is a travel route that moves to the destination with the shortest distance without changing the virtual load factor at “60.0”, the value of the virtual total load factor is the same as the virtual load factor “60.0”. ". By the way, let us consider a travel route that takes a detour to the destination (a travel route whose total travel amount is larger than the plan candidate PC1). The virtual total load factor of such a travel route has the same numerator value as that of the plan candidate PC1, but since the remaining amount is smaller than the remaining amount of the plan candidate PC1, it is larger than the virtual total load factor of the plan candidate PC1. Calculated.

When the EV 21 adopts the plan candidate PC1, the virtual total load factor value “60.0” of the plan candidate PC1 indicates that the virtual load factor 60 represents the movement equivalent to 22 kWh to the destination and the subsequent movement equivalent to 4 kWh. It means that the vehicle can travel at 0.0 g / kWh.

On the other hand, the virtual total load factor value “58.1” of the plan candidate PC3 indicates that when EV21 adopts the plan candidate PC3, the movement equivalent to 22 kWh to the destination and the subsequent movement equivalent to 6 kWh This means that the vehicle can travel at a rate of 58.1 [g / kWh]. That is, EV21 can suppress the virtual load factor in the whole process until it uses up charging more by adopting plan candidate PC3 than adopting plan candidate PC1. As described above, the virtual total load factor indicates “efficiency” when the EV 21 adopts each plan candidate.

“Efficiency” means a small loss to profit or a large profit to loss. “Efficient” may be understood to mean that there is little loss relative to profit, or that there is a large profit relative to loss. In particular, in the evaluation of travel plans with a view to environmental impact, “efficiency” is the small amount of environmental impact with respect to the profit given to the driver by driving (if the magnitude of profit is the same, the environment The smaller the load, the more efficient, and the greater the environmental load, the more efficient the profit). In this description, the benefits given to the driver are reaching the destination, approaching the destination, and moving.

Based on the above-mentioned definition of “efficient”, it can be said that the value of the virtual total load factor is an index indicating how efficiently the EV 21 can run until the available power is used up. A travel plan with a smaller value of the virtual total load factor is an efficient travel plan.

The plan candidate having the smallest virtual total load factor, that is, the most efficient plan candidate is the plan candidate PC5. The fact that the value of the virtual load factor is the smallest among the candidates and the total load amount is not too large contributes to the small value of the virtual total load factor.

The plan candidate PC2 has a smaller value of the virtual load factor than the plan candidate PC1, but is inefficient in that it travels a long distance to the destination, and the value of the virtual total load factor is larger than that of the plan candidate PC1.

The plan candidate PC4 is a travel plan that passes the same road as the plan candidate PC2, but is efficient in that the total load amount and the virtual load factor are small, and the value of the virtual total load factor is smaller than that of the plan candidate PC2.

Note that the plan candidate with the smallest virtual load factor value does not necessarily match the plan candidate with the smallest virtual total load factor value. For example, if the power consumption of the route from the point V to the destination G in the travel route of the plan candidate PC5 is 14 kWh, the virtual load factor does not change, but the value of the virtual total load factor is 60.0 g / kWh. This means that such a travel route is a travel route in which the travel distance is too long because the virtual load factor is reduced. In this case, the plan candidate having the smallest virtual total load factor is the plan candidate PC4.

The evaluation unit 114 calculates the evaluation value of each plan candidate by an evaluation method that gives higher evaluation as the value of the virtual total load factor is smaller. For example, the evaluation unit 114 may assign a number representing a rank as an evaluation value in ascending order of the value of the virtual total load factor. The evaluation unit 114 may use the value of the virtual total load factor itself as the evaluation value. In these cases, it is understood that the smaller the evaluation value is, the higher the evaluation is.

The evaluation unit 114 may calculate a value obtained by subtracting the deviation value of the value of the virtual total load factor from a predetermined numerical value (100, 150, etc.). In addition, the evaluation unit 114 may calculate a score by a method in which a higher score is calculated as the value of the virtual total load factor is smaller, and may give the calculated score to each plan candidate. In such a case, it is understood that the higher the evaluation value is, the higher the evaluation is.

(Points to note regarding virtual total load factor)
When the amount of stored electricity at the destination varies among the plan candidates, the plan candidate with the lowest virtual total load factor is not necessarily an absolutely efficient travel route. This is because the superiority or inferiority of each plan candidate can vary depending on the environmental load factor of the next charging station after arrival at the destination.

For example, it is assumed that there is a charging station at the destination, and the EV 21 charges after reaching the destination until the charged amount reaches 20 kWh. When the environmental load factor of the charging station at the destination is smaller than the virtual load factor of the EV 21 at the destination, the virtual load factor of the EV 21 after charging becomes smaller as the remaining amount at the arrival at the destination is smaller. The rate is greatly improved. In fact, if the environmental load factor of the charging station at the destination is 15 g / kWh, the virtual total load factor of the EV 21 after charging is 44.0 g / kWh for the plan candidate PC1 and 44 for the plan candidate PC5. .3 g / kWh. In this case, the plan candidate PC1 is consequently an efficient travel route. That is, the order of efficient driving routes can be changed by the next charging.

It should be noted that the ranks of the efficient driving routes do not change between the candidates with the same amount of storage at the destination even by the next charging.

Therefore, when there is a charging station near or at the destination, the evaluation unit 114 may calculate the virtual total load factor of each candidate on the assumption that charging is performed at the charging station.

Further, the evaluation unit 114 may specify a condition for changing the rank of the virtual total load efficiency. For example, the evaluation unit 114 may specify whether or not the order of the virtual total load efficiency varies when the EV 21 is charged at a charging station at the destination with an environmental load factor. Then, the plan information generation unit 115 may include the specified condition in the plan information. By including the specified conditions in the plan information, the user can select a more appropriate and efficient travel plan.

[Evaluation based on cost]
One example of evaluation criteria is the cost of travel.

* For the calculation of the cost, for example, the cost for using the toll road and the cost for charging at the waypoint are used.

As an example, it is assumed that the evaluation unit 114 calculates evaluations for the five plan candidates mentioned in the description of the driving plan derivation method by the plan derivation unit 113 described above. That is, the following five plan candidates are evaluated as an example.
Plan candidate PC1: S → T → G (Charging time at point T: 8 minutes)
Plan candidate PC2: S → T → U → G (Charging time at point T: 8 minutes, charging time at point U: 5 minutes)
Plan candidate PC3: S → T → V → G (Charging time at point T: 8 minutes, charging time at point V: 12 minutes)
Plan candidate PC4: S → U → G (Charging time at point U: 12 minutes)
Plan candidate PC5: S → V → G (Charging time at point V: 20 minutes)
However, any plan candidate is a travel route that does not include a toll road.

The evaluation unit 114 calculates an evaluation for each plan candidate.

First, the evaluation unit 114 calculates, for each of the plan candidates, the cost for moving from the departure point to the destination when the plan candidate is executed. For example, the evaluation unit 114 calculates the sum of the usage fee of the toll road through which the EV 21 passes and the cost at each waypoint as the cost for the movement from the departure point to the destination. Hereinafter, the cost for moving from the departure place to the destination is referred to as “total cost”.

The cost for charging at each waypoint is calculated based on the charging time (or amount of charge) and the charge system of the charge station at the waypoint.

FIG. 14 is a diagram showing an example of charge system data of charging stations at each waypoint. The fee system is stored in the data storage unit 119 as part of the facility information. The fee structure may vary depending on the charging station. In the example of FIG. 14, at the charging station at the point T, it costs 500 yen just by going through, and it costs 200 yen as a parking fee every hour. At the charging station at point U, it costs 15 yen for every minute of charging. At the charging station at point V, it costs 70 yen for every 5 minutes of charging.

Referring to the example of FIG. 14, the cost when the plan candidate PC1 is adopted is 700 yen. The cost when the plan candidate PC2 is adopted is 775 yen. The cost when the plan candidate PC3 is adopted is 910 yen. The cost when the plan candidate PC4 is adopted is 180 yen. The cost when the plan candidate PC5 is adopted is 280 yen.

The evaluation unit 114 may calculate the cost for charging at the waypoint, or the evaluation unit 114 may receive the cost calculated by a configuration other than the evaluation unit.

The evaluation unit 114 calculates the total cost based on, for example, the usage fee for the toll road through which the EV 21 passes and the cost at each waypoint.

When the total cost is calculated, the evaluation unit 114 calculates the evaluation value of the plan candidate based on the total cost.

The evaluation unit 114 may calculate the evaluation value by an evaluation method that gives higher evaluation as the total cost is lower. For example, the evaluation unit 114 may assign numbers (1, 2, 3,...) Representing ranks in ascending order of total cost. In this case, a plan candidate having a smaller number representing the rank is interpreted as being highly evaluated.

The evaluation unit 114 may use the total cost itself as an evaluation value.

By the way, in the above five plan candidates, the remaining battery level at the destination is different. Therefore, there is a view that a truly efficient travel route cannot be specified by simply comparing the total costs. That is, the amount of stored electricity at the destination may also be considered as a benefit given to the user. Therefore, the evaluation unit 114 may calculate the evaluation based on the remaining amount at the destination.

For example, the evaluation unit 114 may calculate a corrected cost by correcting the total cost based on the remaining amount. The correction cost is obtained, for example, by calculating the “power loss cost”, which is a cost corresponding to the power loss, with the difference between the remaining amount at the destination and the remaining amount at the departure point as “power loss”. The calculation method of the power loss cost may be defined in advance.

For example, it is assumed that the power loss cost is defined as 18 yen per 1 kWh of power loss. Since the power loss in the plan candidate PC1 is 20 kWh-4 kWh = 16 kWh, the power loss cost is 16 × 18 = 288 yen.

The correction cost is, for example, the sum of the actual total cost and the power loss cost. The correction cost for the plan candidate PC1 is 700 + 288 = 988 yen. The correction costs for the plan candidates PC2 to PC5 are 1027 yen, 1090 yen, 432 yen, and 460 yen, respectively.

The evaluation unit 114 may calculate the evaluation value by an evaluation method that gives higher evaluation as the correction cost is smaller.

As another evaluation method, the evaluation unit 114 may calculate “charging cost”. The charging cost is calculated by the following calculation.
Charging cost = actual total cost / (minimum power consumption-(storage amount at departure-storage amount at destination))

The charging cost is an index indicating how much the cost is charged with respect to the charging amount. However, the amount of charge (corresponding to the denominator) is not the actual amount of charge, but the amount of charge actually stored at the destination rather than the amount of charge stored at the destination when traveling from the starting point to the destination at the shortest distance. This is an amount indicating whether there is a large amount. The numerical value of the denominator is the same value as the sum of the actual charge amount- (total power consumption-minimum power consumption). That is, in the above calculation, the amount of charge corresponding to the amount of running more than traveling at the shortest distance is not considered as a benefit given to the user.

For example, in the case of the plan candidate PC1, the charging cost is 700 / (22- (20-4)) = 117 [yen / kWh].

Similarly, the charging costs of the plan candidates PC2 to PC5 are 97 yen / kWh, 76 yen / kWh, 23 yen / kWh, and 23 yen / kWh, respectively.

The evaluation unit 114 may calculate the evaluation value by an evaluation method that gives higher evaluation as the charging cost is lower. For example, the evaluation unit 114 may calculate a value obtained by subtracting the deviation value of the charging cost from a predetermined numerical value (100, 150, etc.) as the evaluation value. In this case, it is understood that the higher the evaluation value, the higher the evaluation.

[Evaluation based on time]
One example of evaluation criteria is the time taken for running and charging.

∙ For evaluation based on time, the time required to move between spots and the time spent at each waypoint are used.

The time required for movement between spots is specified based on, for example, the distance between spots and road traffic information. For example, assuming that the distance between spots is 6 km (corresponding to power consumption of 1 kWh) and the average speed of EV21 during that time is 40 km / h, the time required for movement between the spots is 6/40 = 0.15 [ Time] = 9 [minutes] is calculated.

The stay time is, for example, a charging time when the EV 21 performs only charging at the charging stand. The staying time may be corrected to include a time other than the charging time, such as a time until the EV 21 enters the facility and starts charging and a time for the EV 21 to leave the facility after charging.

The sum of the time taken to travel between spots and the stay time at each waypoint is the time taken as a whole, that is, the total time.

FIG. 15 is an example of a data set in which the travel time between spots, the stay time at each waypoint, and the total time are associated with the plan candidates PC1 to PC5. The evaluation unit 114 may generate a data set as shown in FIG. 15 and store the data set in the temporary storage unit 117.

15, for example, the plan candidate PC 4 takes 90 minutes to move from the point S to the point U, stays at the point U for 15 minutes, and takes 126 minutes to move from the point U to the point G. Therefore, the total time is 231 minutes, which is the sum of the above times.

The time required for movement between spots, the staying time, and the total time may be calculated by the evaluation unit 114 or may be calculated by the plan deriving unit 113.

When the total time is calculated, the evaluation unit 114 calculates the evaluation value of the plan candidate based on the total time.

The evaluation unit 114 may calculate the evaluation value by an evaluation method that gives higher evaluation as the total time is smaller. For example, the evaluation unit 114 may assign numbers (1, 2, 3,...) Representing ranks in ascending order of the total time. In this case, a plan candidate having a smaller number representing the rank is interpreted as being highly evaluated.

The evaluation unit 114 may use the total time itself as an evaluation value.

The evaluation unit 114 may calculate a value obtained by subtracting the deviation value of the total time from a predetermined numerical value (100 or 150) as the evaluation value. In this case, it is understood that the higher the evaluation value, the higher the evaluation.

<Plan information>
An example of plan information will be described.

As the plan information, for example, each plan candidate derived by the plan deriving unit 113 includes, as the plan information, the plan value, the evaluation value calculated by the evaluation unit 114, the total time, the total load amount, and the virtual total load. Data in which the rate, total cost, the amount of electricity stored at the destination, the virtual load rate, and the like are associated is generated.

FIG. 16 is an example of plan information displayed on the display unit 211 that has received the plan information.

For example, as illustrated in FIG. 16, the display unit 211 displays the identifiers of the plan candidates derived by the plan deriving unit 113 and the evaluations for the plan candidates. In the example of FIG. 16, each of the plan candidates PC1 to PC5 has a total time (a column described as “required time”), an evaluation value based on the time (a column described as “time evaluation”), an environment The evaluation value based on load (the column described as “environmental evaluation”), the evaluation value based on the cost (the column described as “cost evaluation”), and the comprehensive evaluation are displayed in a table format. . In the example of FIG. 16, the value obtained by subtracting the deviation value of the total time from 150 as the evaluation value based on time is the value obtained by subtracting the deviation value of the virtual total load efficiency from 150 as the evaluation value based on the environmental load. As the evaluation value based on, a value obtained by subtracting the deviation value of the charging cost from 150 is used. The comprehensive evaluation is a comprehensive evaluation value calculated based on each evaluation value, and is calculated by the following equation, for example.

Overall evaluation value = (Evaluation value based on time × α + Evaluation value based on environmental load × β + Evaluation value based on cost × γ) / (α + β + γ)

Α, β, and γ are weights of each evaluation value with respect to the overall evaluation value. The comprehensive evaluation values shown in FIG. 16 are examples when α = 0.6, β = 1, and γ = 1. Note that the plan information generation unit 115 may calculate the comprehensive evaluation value, or the unit that controls the display of the display unit 211 may calculate the comprehensive evaluation value. The calculation method of the comprehensive evaluation value is not limited to the above example.

The display unit 211 may highlight the evaluation value of the plan candidate with the best evaluation in each evaluation.

The input receiving unit 212 may receive an input for selecting one of the plan candidates from the user on the display screen as shown in FIG. When the user selects one of the plan candidates (for example, touches a portion where the identifier is displayed), the display unit 211 may display a screen showing details of the selected plan candidate.

FIG. 17 is an example of a detailed screen displayed by the display unit 211 when one plan candidate (for example, the plan candidate PC1) is selected. On the detailed screen, for example, an outline of the travel route, the time taken for each process, a conceptual diagram of the travel route, and the like regarding the selected plan candidate are displayed. Further, the display unit 211 may display the arrival time at the destination, the remaining battery level at the destination, the virtual load factor, the total load amount, the virtual total load factor, the total cost, the total time, and the like. The display unit 211 may display a comparison (difference) with the value at the departure place for the remaining battery level, the virtual load factor, and the virtual total load factor. The display unit 211 may display the evaluation value based on the environmental load, the evaluation value based on the cost, and the evaluation according to the evaluation value based on the time for the items of the virtual total load factor, cost, and time. Good. For example, the display unit 211 displays “A” for an item whose evaluation value is higher than other plan candidates (for example, the deviation value is equal to or greater than a predetermined value), and “B” when the evaluation value is an average evaluation value. “A rating of“ C ”may be given to an item whose evaluation value is lower than other plan candidates.

Further, as shown in the upper right part of FIG. 17, the display unit 211 may include information indicating an item that is the best compared to other plan candidates in the displayed plan information. In the example shown in FIG. 17, “early” (represents that the travel plan arrives at the earliest destination) and “cost” (represents that the travel plan has the lowest evaluation value based on the cost). The written figure is displayed.

By the display as described above, the user can understand the details of the driving plan listed as the plan candidates, particularly the advantages and disadvantages.

The display unit 211 may display an object indicating a button for determining the travel plan whose details are being displayed as the actual travel plan of the EV 21 on the detail screen, such as “determined by this plan”. When the user selects this button (for example, touches an object), the EV 21 travel plan is determined. That is, the EV 21 employs the selected plan candidate as a plan for actually traveling. The EV 21 may start navigation. An already known technique may be applied to the processing related to navigation related to the determined travel plan.

When the travel plan is determined, the communication unit 210 may transmit the determined travel plan to the plan information providing system 11. The plan information providing system 11 may cause the data storage unit 119 to store the determined travel plan and the conditions used for deriving the travel plan. The plan information providing system 11 transmits information such as when the EV 21 arrives at the charging station 31 and how long it is charged to the charging station 31 scheduled to be routed by the EV 21 based on the determined driving plan. May be.

[Supplement] Determination of charge amount In the above description, the plan derivation unit 113 sets a constant value (20 kWh) as the target power storage amount in each facility, and determines the charge amount based on the target power storage amount. . However, how to determine the amount of charge is not limited to the above example. Another example will be described below.

The plan deriving unit 113 may determine the amount of charge at the waypoint so that the amount of stored electricity at the time of arrival at the next spot at the waypoint becomes a predetermined amount. That is, the plan deriving unit 113 may set the storage amount necessary for the storage amount at the time of arrival at the transit point as the target storage amount at the stop point, which is a predetermined amount. For example, the plan derivation unit 113 may calculate a predetermined amount + the minimum power consumption amount between the point U and the point G as the target power storage amount at the point U in the plan candidate PC 4. In this case, the amount of charge at point U is the predetermined amount + the minimum power consumption between point U and point G−the amount of power stored when arriving at point U. The value of the predetermined amount may be an arbitrary value as long as it can be set. The value of the predetermined amount may be, for example, the same value as the value of the charged amount at the destination set as one of the conditions.

The plan deriving unit 113 may randomly determine the charge amount at the waypoint within a determinable range. Note that the determinable range is a range in which the amount of stored electricity does not fall below a predetermined value (for example, 10% of capacity) set in the conditions before moving to the next spot.

The plan deriving unit 113 may determine the charge amount by a different determination method for each waypoint. In addition, the plan deriving unit 113 may derive a plurality of travel plans having different charge amounts at the waypoints from one route candidate by different determination methods.

Further, the plan deriving unit 113 may determine the charge amount so that the evaluation for the derived travel plan satisfies a predetermined condition. Note that satisfying a predetermined condition for evaluation is synonymous with satisfying a predetermined condition for a value of an index related to evaluation.

The predetermined condition is, for example, that the evaluation based on any evaluation index used by the evaluation unit 114 is the highest among travel plans derivable from the base travel route. The predetermined condition may be that the evaluation based on a specific evaluation index is the highest among travel plans derivable from the base travel route. The predetermined condition may be that an evaluation value based on any evaluation index used by the evaluation unit 114 exceeds a reference value.

An example in which the plan deriving unit 113 derives a travel plan that satisfies the condition that the evaluation based on any evaluation index is the highest among the travel plans that can be derived from the base travel route will be described. For example, the plan deriving unit 113 selects a travel plan having the smallest total time, a travel plan having the smallest virtual total load factor, and a travel plan having the smallest total cost among the travel plans that can be derived from the route candidate. , Etc.

(When there is one waypoint)
Taking the route candidate RC5 as an example, an example of a method in which the plan deriving unit 113 derives a travel plan having the highest evaluation among travel plans derivable from the route candidate from a route candidate having one waypoint will be described. .

Hereinafter, it is assumed that the plan deriving unit 113 derives a travel plan in which the storage amount at the destination G is 4 kWh or more. The storage capacity of the EV 21 is assumed to be 20 kWh.

An example of deriving a travel plan with the smallest total time will be described. The plan deriving unit 113 may derive a travel plan having the shortest charging time at the waypoint. Since the charging time is proportional to the amount of charge, the plan deriving unit 113 may derive a travel plan with the smallest amount of charge at the waypoint. That is, the plan deriving unit 113 may set the charge amount value at the waypoint to the minimum charge amount necessary to satisfy the condition.

In the travel plan that adopts the route candidate RC5, in order for the storage amount at the destination G to be 4 kWh or more, the charge amount at the waypoint V needs to be 10 kWh or more. Accordingly, the plan deriving unit 113 derives a travel plan having a charging amount of 10 kWh at the waypoint V as a travel plan having the smallest total time among travel plans that adopt the route candidate RC5.

An example of deriving a travel plan with the smallest total cost will be described. The plan deriving unit 113 may derive a travel plan with the lowest charge for charging at a transit point (hereinafter “charge charge”). The plan deriving unit 113 determines the charge amount with the lowest charge charge among the charge amounts equal to or greater than the necessary charge amount as the charge amount at the waypoint. When the charge amount with the lowest charge charge is not fixed, such as when the charge amount is not proportional to the charge charge, the plan deriving unit 113 determines the maximum charge amount among the charge amounts with the lowest charge charge as You may determine as the charge amount in.

In the travel plan that adopts the route candidate RC5, in order for the storage amount at the destination G to be 4 kWh or more, the charge amount at the waypoint V needs to be 10 kWh or more. Therefore, the charging time at the waypoint V is at least 12 minutes. According to the charge system shown in FIG. 14, the charging time at the charging station at the point V is constant for more than 10 minutes and not more than 15 minutes. Therefore, the charging time with the largest amount of charging is 15 minutes in the charging time range that is the same as the charge when the charging time is 12 minutes. When the charging time is 15 minutes, the charging amount is 12.5 kWh. Therefore, the plan deriving unit 113 derives a travel plan in which the charge amount at the waypoint V is 12.5 kWh as a travel plan having the smallest total cost among travel plans that adopt the route candidate RC5.

An example of deriving a travel plan with the smallest virtual load factor will be described. The plan deriving unit 113 determines the charge amount at the waypoint based on the environmental load factor of the charge station at the waypoint. When the environmental load factor of the charging station is higher than the virtual load factor of the EV 21 before charging, the virtual load factor increases as the amount of charge in the charging station increases. Therefore, in such a case, the plan deriving unit 113 determines the minimum required charge amount as the charge amount at the waypoint. Conversely, when the environmental load factor of the charging station is lower than the virtual load factor of the EV 21 before charging, the virtual load factor decreases as the amount of charge in the charging station increases. Therefore, in such a case, the plan deriving unit 113 determines the maximum amount as the charge amount at the waypoint. The maximum amount is a charge amount for making the SOC 100%.

In the travel plan that adopts the route candidate RC5, the environmental load factor of the charging station at the transit point V, which is a transit point, is smaller than the virtual load factor of the EV 21. Therefore, the plan deriving unit 113 determines the maximum amount as the charge amount at the waypoint V. When the maximum capacity of the EV21 battery is 20 kWh, the plan deriving unit 113 determines the charge amount at the waypoint V as 16 kWh. That is, the plan deriving unit 113 derives a travel plan in which the charge amount at the waypoint V is 16 kWh as the travel plan having the smallest virtual load factor among the travel plans that adopt the route candidate RC5.

Of the travel plans derived from the same route candidate having one waypoint, the travel plan with the smallest virtual load factor is also the plan with the smallest virtual total load factor.

There is a high possibility that the travel plan derived as described above is the travel plan with the highest evaluation by the evaluation unit 114. As described above, the plan deriving unit 113 may derive a plurality of travel plans from one route candidate.

(If there are multiple waypoints)
An example will be described in which the plan deriving unit 113 derives a travel plan that is most likely to be the travel plan evaluated by the evaluation unit 114 from the route candidate when the route candidate includes a plurality of waypoints.

When the route candidate includes a plurality of waypoints, the plan deriving unit 113 derives a travel plan in which the charge amount at the route place having the “most efficient” charge station is larger than the charge amounts of other charge stations. Examples of “most efficient” charging stations are charging stations with the highest output power (best time efficiency), charging stations with the lowest charge per kWh (best cost efficiency), and A charging stand with the smallest environmental load factor (the best virtual load factor), and so on.

The plan deriving unit 113 first identifies the “most efficient” charging station among the charging stations at the waypoints included in the route candidates.

And the plan derivation unit 113 determines the charge amount at each waypoint.

When the identified charging station is a charging station that passes immediately before the destination, the plan deriving unit 113 moves to the next waypoint as the amount of charging at a charging station other than the identified charging station. Set the minimum amount of charge required. Then, the plan deriving unit 113 sets the minimum charge amount necessary for moving to the destination as the charge amount at the specified charging stand.

If the specified charging station is not a charging station that passes immediately before the destination, the plan deriving unit 113 sets the following amount of charging as the amount of charge in the charging station that passes before the specified charging station. Set the minimum charge required to move to the ground. Then, the plan deriving unit 113 sets the minimum charge amount necessary for moving to the destination as the charge amount at the specified charging stand. When the minimum charge amount required for movement to the destination exceeds the storage capacity of the EV 21 battery, the plan deriving unit 113 sets the maximum amount as the charge amount at the specified charging station. Then, the plan deriving unit 113 sets the minimum charge amount necessary for movement to the next spot as the charge amount at the charging station that is routed after the specified charging station.

When the environmental load factor of the identified charging station is smaller than the virtual load factor of the EV 21 when arriving at the identified charging station, the plan deriving unit 113 has the maximum charging amount at the identified charging station. A certain travel plan may be derived.

The plan deriving unit 113 can derive a travel plan that is most likely to be evaluated by the evaluation unit 114 from route candidates including a plurality of waypoints by setting the charge amount at each wayway as described above.

<Modification>
The input receiving unit 212 may receive in advance designation of evaluation items that are important to the user.

For example, when the display unit 211 accepts an input of a condition, the user determines which of the travel plan with a low environmental load, the travel plan with a small total cost, and the travel plan with the fast arrival time is the most important. May be selected.

For example, the display unit 211 displays a column “important item” on the screen for inputting conditions, and “emphasis on environmental load”, “emphasis on total cost”, and “emphasis on time” are displayed in the column. Display the option. When the input reception unit 212 receives the user's selection, the communication unit 210 transmits information on the selected option to the plan information providing system 11. The plan information providing system 11 specifies evaluation items that the user attaches importance to from the received information.

The plan information providing unit 111 may generate plan information specialized for items emphasized by the user when an evaluation item emphasized by the user is specified.

For example, when the user selects the option “focus on total cost”, the plan information providing system 11 specifies that the evaluation item emphasized by the user is the total cost.

In this case, the route deriving unit 112 derives a route candidate that can be a travel route with the lowest cost. Specifically, first, the route deriving unit 112 derives a route for moving between the spots using the road information excluding the toll road in the process of step S44-4. That is, the route deriving unit 112 calculates a route for moving between spots without using a toll road. The route deriving unit 112 derives a travel route based on the route thus derived.

The plan deriving unit 113 derives the travel plan by the above-described method for deriving the travel plan having the smallest total cost.

The evaluation unit 114 calculates an evaluation based on the total cost for the derived travel plan.

The plan information generation unit 115 generates plan information based on the derived travel plan and the evaluation. The plan information generation unit 115 may generate information indicating only the travel plan having the highest evaluation.

With the configuration as described above, the user can obtain plan information related to the evaluation items emphasized by the user.

<Effect>
According to the plan information providing system 11 and the EV 21 according to the first embodiment, more useful information related to EV travel is provided.

The plan information generation unit 115 generates plan information based on the plan candidate derived by the plan deriving unit 113 and the evaluation calculated based on the evaluation unit 114, and the plan information providing system 11 sends the plan information to the EV 21. It is because it provides by transmitting.

The evaluation unit 114 calculates the evaluation based on an index related to efficiency, which is a relationship between profit and loss obtained by the user. As a case where the environmental load is regarded as a loss, the evaluation unit 114 calculates an evaluation based on the virtual load factor. In this case, the user can know a travel plan with less environmental load with respect to the benefits brought about by movement as an efficient travel plan. In the case where the cost is regarded as a loss, the evaluation unit 114 calculates an evaluation based on the cost for traveling. In this case, as an efficient travel plan, the user can benefit from a route that costs less than the benefit of reaching the destination, or the benefit of reaching the destination and the amount of stored electricity at the destination. On the other hand, it is possible to know a travel plan with a lower cost. Assuming that the passage of time is regarded as a loss, the evaluation unit 114 calculates the time required for running and charging. In this case, the user can know a travel plan that takes less time for the benefit of reaching the destination as an efficient travel plan.

<Driving plan including the process of providing storage capacity>
Hereinafter, a travel plan including a process of providing the storage capacity will be described.

In the present disclosure, the provision of the storage capacity is to allow the charging stand to use the storage capacity of the EV. In the following, it is assumed that there is a charging station that accepts provision of the storage capacity among charging stations through which the EV 21 can pass.

When the EV 21 provides the storage capacity to the charging station, the EV 21 can be charged and discharged while connected to the charging station power grid. Hereinafter, charging and discharging are collectively referred to as charging / discharging. In addition, hereinafter, the time for performing charge / discharge, that is, the time for providing the storage capacity is referred to as charge / discharge time.

While receiving the storage capacity from the EV 21, the charging station receives power from the EV 21 or supplies power to the EV 21, for example, depending on the power supply / demand situation. Thereby, the electric power network which a charging stand uses is stabilized.

The user of EV21 receives a charge for the provision from the charging stand by providing the storage capacity. The consideration is determined by, for example, the output when the EV 21 is discharged, the range of usable storage capacity, and the provision time of the storage capacity. In the following description, for the sake of simplicity, it is assumed that the output range of EV 21 and the range of usable storage capacity are constant.

Therefore, when the EV 21 provides the storage capacity, the charge required for charging / discharging is the charge required for charging (charging for setting the stored charge amount before charge / discharge to the target stored charge amount) and the charge for providing the storage capacity. It depends on.

The target power storage amount is a power storage amount desired by the side providing the storage capacity as the power storage amount after completion of charging, that is, at the time of departure from the transit point. It is assumed that the charging stand uses the storage capacity of the EV 21 so that the storage amount of the battery of the EV 21 is equal to or greater than the target storage amount at the time when charging / discharging ends.

That is, the cost for charging / discharging is determined by the amount of electricity stored before charging / discharging, the target amount of electricity stored, and the charging / discharging time.

For example, cash, discounts on charging charges, cash vouchers, benefits, etc. can be considered as compensation for the provision of storage capacity. The data shown in FIG. 18 shows data on a fee structure when the EV 21 of the charging station at each waypoint provides the storage capacity. This fee structure data is stored in the data storage unit 119, for example.

For example, at the charging station at point T, the user can receive a cash back of 500 yen by providing the storage capacity for one hour or more. At the point U, a charge corresponding to the amount of charge is generated, while a charge of 5 yen is generated for 10 minutes of charge / discharge. At point V, it costs 400 yen to charge and discharge up to 30 minutes, but by charging and discharging for 30 minutes or more, 20 yen is subtracted from the cost every 30 minutes.

For example, in the charging station at the point U, when the EV 21 with the charged amount of 10 kWh performs charge / discharge with the target charged amount of charge of 12 kWh and the charge / discharge time of 30 minutes, the charge / discharge cost is 2 × 18−5 × 3 = 21 (yen).

In a charging station that accepts provision of storage capacity, the shorter the charge / discharge time, the lower the cost. For example, according to the charge system of the charging station at the point T illustrated in FIG. 18, the charge is less when the charge / discharge time is 1 hour or more and less than 2 hours than when the charge / discharge time is less than 1 hour. small. In both the charging stations at the point U and the point V, the longer the charging / discharging time, the smaller the cost for charging / discharging.

As with the charging station at point T, there may be a charging station where the cost for charging and discharging is determined only from the charging and discharging time.

Note that the fee structure may vary depending on the time (that is, time and time zone). Since one of the purposes of the system capable of providing the storage capacity is to stabilize the power network of the charging station, there may be a case where the price is higher in the daytime than in the nighttime, for example.

Hereinafter, the processing of the plan information providing system 11 when there is a charging station that accepts provision of the storage capacity will be described.

When there is a route candidate via a charging station that accepts provision of the storage capacity, the plan deriving unit 113 may derive a travel plan including a process of providing the storage capacity at the charging station.

In a charging station that accepts provision of storage capacity, it may be less expensive to charge and discharge than to charge only. Therefore, when the evaluation unit 114 performs the evaluation based on the cost, the travel plan including the step of providing the storage capacity may be the travel plan that is most likely to be evaluated. Therefore, when deriving a travel plan including a process of providing the storage capacity, the plan deriving unit 113 may derive a travel plan that gives the highest evaluation based on the cost.

A specific example will be described in which the plan deriving unit 113 derives a travel plan including a process of providing power storage capacity.

The plan deriving unit 113 derives a travel plan as a plan candidate from the route candidates. As an example, it is assumed that the plan deriving unit 113 derives a travel plan that satisfies the following conditions from the route candidates RC1, RC4, and RC5.
-The process includes providing the storage capacity.
・ The total time is 300 minutes or less.
-The amount of electricity stored at the destination is 4 kWh or more.
・ The total cost is the lowest among the driving plans that can be derived from the candidate route.

An example in which the plan deriving unit 113 derives a travel plan that satisfies the above conditions from the route candidate RC1 will be described.

At the transit point T, since the charge amount is not related to the cost, and only the charge / discharge time is related to the cost, the plan deriving unit 113 only needs to determine the charge / discharge time.

The plan derivation unit 113 identifies a range of values that can be set as the charge / discharge time at the transit point T. That is, the plan deriving unit 113 specifies the maximum value and the minimum value that can be set as the charge / discharge time at the transit point T.

For example, the plan deriving unit 113 first calculates the total time required for processes other than the process of charging / discharging at the route point T in the route candidate RC1. For example, the time required to move from the departure point S to the transit point T is 54 minutes, the time required to stop at the transit point T is 2 minutes, and the time required to move from the point T to the destination G Is 154 minutes, the total time taken for processes other than the process of charging and discharging at the transit point T is 210 minutes.

The maximum value that can be set as the charging / discharging time at the transit point T is a value obtained by subtracting the time taken for processes other than the process of charging / discharging at the transit point T from the maximum value of the total time. According to the conditions, since the maximum value of the total time is 300 minutes, the plan deriving unit 113 specifies the maximum value of the charging / discharging time at the waypoint T as 300−210 = 90 minutes.

The minimum value that can be set as the charging / discharging time at the transit point T is the time for charging to the minimum amount of storage required to satisfy the condition. Since the minimum required amount of electricity to satisfy the condition is 14 kWh and the required amount of charge is 4 kWh, the plan deriving unit 113 sets the minimum value of the charge / discharge time at the transit point T to 4 × 60/50 = Specify 4.8 minutes.

Then, the plan deriving unit 113 identifies the charging / discharging time with the lowest cost at the transit point T within a settable value range. According to FIG. 18, the charge / discharge time with the lowest cost at the transit point T within the range of the settable value (between 4.8 minutes and 90 minutes) is 60 minutes. The plan deriving unit 113 determines a travel plan having a charge / discharge time of 60 minutes at the waypoint T as the plan candidate PC6 derived from the route candidate RC1.

An example in which the plan deriving unit 113 derives a travel plan that satisfies the above conditions from the route candidate RC4 will be described.

Since the cost for charging / discharging depends on both the charge amount and the charge / discharge time at the transit point U, the plan deriving unit 113 determines the charge amount and the charge / discharge time.

Since the smaller the charge amount, the lower the cost, the plan deriving unit 113 sets the minimum required charge amount as the charge amount at the waypoint U. According to the above condition, since the amount of stored electricity at the waypoint G needs to be 4 kWh or more, the plan deriving unit 113 determines 8 kWh as the minimum required amount of charge at the waypoint U.

The longer the charge / discharge time is, the lower the cost is. Therefore, the plan deriving unit 113 determines the maximum value that can be set as the charge / discharge time at the transit point U as the charge / discharge time at the transit point U.

Assuming that the time required for processes other than the process of charging / discharging at the transit point U is 218 minutes, the maximum value that can be set as the charge / discharge time at the transit point U is 300-218 = 82 minutes.

However, there is no difference in cost between charging and discharging for 82 minutes and for 80 minutes. The plan deriving unit 113 may set 80 minutes as the charge / discharge time at the waypoint U.

Therefore, the plan deriving unit 113 derives, for example, a travel plan having a charge amount of 8 kWh at the point U and a charge / discharge time of 80 minutes as the plan candidate PC7.

An example in which the plan deriving unit 113 derives a travel plan that satisfies the above conditions from the route candidate RC5 will be described.

At the waypoint V, as with the point U, the cost for charging / discharging depends on both the charging amount and the charging / discharging time, so the plan deriving unit 113 determines the charging amount and the charging / discharging time.

Since the smaller the charge amount, the lower the cost, the plan deriving unit 113 sets the minimum required charge amount as the charge amount at the waypoint U. Based on the example, the plan deriving unit 113 determines 10 kWh as the charge amount at the waypoint V.

The longer the charge / discharge time is, the lower the cost is. Therefore, the plan deriving unit 113 determines the maximum value that can be set as the charge / discharge time at the transit point U as the charge / discharge time at the transit point U.

Assuming that the time taken for processes other than the process of charging / discharging at the transit point V is 236 minutes, the maximum value that can be set as the charge / discharge time at the transit point V is 300-236 = 64 minutes.

However, there is no difference in cost between charging and discharging for 64 minutes and for 60 minutes. The plan deriving unit 113 may set 60 minutes as the charge / discharge time at the waypoint V. Therefore, the plan deriving unit 113 derives, for example, a travel plan having a charge amount of 10 kWh at the point V and a charge / discharge time of 60 minutes as the plan candidate PC8.

The plan candidates derived by the plan deriving unit 113 exemplified above are as follows.
Plan candidate PC6: S → T → G (Charge amount at point T: 6 kWh, charge amount charge / discharge time at point T: 60 minutes)
Plan candidate PC7: S → U → G (Charge amount at point U: 8 kWh, charge amount charge / discharge time at point U: 80 minutes)
Plan candidate PC8: S → V → G (Charge amount at point V: 10 kWh, charge amount charge / discharge time at point V: 60 minutes)

Note that the conditions used in deriving the travel plan are not limited to the exemplified conditions. The condition for the total time exemplified as one of the conditions may be replaced with a condition for the arrival time at the destination, the maximum value of the stay time at one waypoint, or the like.

The evaluation unit 114 calculates an evaluation for the plan candidate. Hereinafter, an example in which the evaluation unit 114 calculates an evaluation based on the total cost will be described.

The evaluation unit 114 first calculates the total cost.

The evaluation unit 114 calculates the cost for charging based on the amount of charge, the charge / discharge time, and the charge system of the charging station.

Based on each plan candidate and FIG. 18, the cost when the plan candidate PC 6 is adopted is 200 yen. The cost when the plan candidate PC 7 is adopted is 104 yen. The cost when the plan candidate PC 8 is adopted is 380 yen.

From the above, the total costs of the plan candidates PC6, PC7, and PC8 are 200 yen, 104 yen, and 380 yen, respectively.

Therefore, in this example, the travel plan of the plan candidate PC 7 is the travel plan with the smallest total cost.

The evaluation unit 114 may calculate an evaluation based on yet another index for the plan candidates PC6, PC7, and PC8. However, in the evaluation based on the environmental load, the environmental load of the charging station that accepts the provision of the storage capacity may be, for example, a value that ignores the power that the EV 21 supplies to the charging station during charging and discharging. In the evaluation based on time, the stay time at the transit point where the EV 21 provides the storage capacity may be, for example, a charge / discharge time or a value obtained by correcting the charge / discharge time.

The plan information generation unit 115 generates plan information based on the plan candidates and the evaluation.

The communication unit 210 of the EV 21 receives the plan information, and the display unit 211 displays the plan information.

FIG. 19 is an example of plan information relating to a plan candidate including a process of providing storage capacity. By such a display, for example, the user can know that the total cost of the travel plan with the identifier “2” is the smallest.

The input receiving unit 212 may receive an input for selecting one of the plan candidates from the user on the display screen as shown in FIG. When the user selects one of the plan candidates (for example, when the user touches the part where the identifier is displayed), the display unit 211 displays the details of the selected plan candidate as in the example of FIG. May be displayed.

(Supplement)
Note that, when there are a plurality of waypoints, the plan deriving unit 113 identifies a combination of the charge amount and the charge / discharge time at each waypoint so that the cost is minimized. The plan deriving unit 113 derives a travel plan that passes through each waypoint as a plan candidate according to the combination of the charge amount and the charge / discharge time at each specified waypoint.

The method for specifying the combination of the charge amount and the charge / discharge time at each way point that minimizes the cost can be appropriately designed according to the charge system.

<Modification>
The plan information providing unit 111 may provide the plan information again according to the situation of the EV 21 even after the travel plan is determined. Hereinafter, an example of processing of the EV 21 and the plan information providing system 11 when the travel plan is determined and the EV 21 travels according to the travel plan will be described.

In the following, the travel plan that EV21 is to follow is referred to as a decision plan. In addition to the information indicating the amount of charge at the travel route and the waypoint, the decision plan is information on a check point that is a specific point that the EV 21 should pass through, the time when the EV 21 passes through the check point, and the expected check point Information indicating the amount of power storage or the like may be included. The check point may be a transit point or a point on the route other than the transit point.

The plan information providing unit 111 generates new plan information and provides new plan information to the EV 21 when, for example, the EV 21 is not able to travel according to the determined plan or when it is predicted that the plan cannot be performed. Also good. The plan information providing unit 111, for example, when a new traffic jam occurs on the route included in the decision plan, when the amount of electricity stored in the EV 21 at the checkpoint is different from the amount of electricity stored at the checkpoint indicated by the decision plan, and When the position of the EV 21 is different from the position determined by the decision plan, new plan information may be generated and provided to the EV 21.

For example, the position acquisition unit 213 may determine whether the position of the EV 21 is on the route indicated by the decision plan, always or at an arbitrary timing. When the position acquisition unit 213 determines that the position of the EV 21 is not on the route indicated by the decision plan, the position acquisition unit 213 transmits a request for providing new plan information to the plan information providing system 11 via the communication unit 210. Also good. Even if the position of the EV 21 is on the route indicated by the decision plan, the position acquisition unit 213 determines a new plan for the plan information providing system 11 if the time passing through the position is later than the time indicated by the decision plan. A request to provide information may be sent.

Further, for example, the storage amount detection unit 214 may detect the storage amount of the battery of the EV 21 at all times or at an arbitrary timing. For example, the storage amount detection unit 214 may detect the storage amount of the battery of the EV 21 at the check point. Then, when the detected storage amount is different from the storage amount at the check point indicated by the decision plan, the storage amount detection unit 214 provides new plan information to the plan information providing system 11 via the communication unit 210. A request to provide may be sent.

Especially, it is highly possible that the amount of electricity stored at the time when charging / discharging is completed is different from the amount of electricity indicated by the decision plan. The charged amount detection unit 214 may detect the charged amount after charge / discharge each time the EV 21 performs charge / discharge.

When the EV 21 transmits a request for providing new plan information, the EV 21 transmits EV information at the time of transmitting the request. When there is information different from the information used when the decision plan is generated, the different information is transmitted to the plan information providing system 11.

EV21 may transmit the conditions regarding generation of plan information again. The EV 21 transmits sufficient information for the plan information providing unit 111 to generate plan information.

When the plan information providing system 11 receives a request for providing new plan information, the plan information providing system 11 generates plan information again based on information for generating plan information.

For example, the plan information providing unit 111 may perform steps S43 to S47 in the flowchart shown in FIG. 4 and generate new plan information by a process similar to the method already described.

The plan information providing unit 111 may derive a plurality of new travel plans. Alternatively, the plan information providing unit 111 may derive only one new travel plan.

For example, in the derivation of the decision plan, when an evaluation item emphasized by the user is specified, the plan information providing unit 111 may derive only the travel plan having the highest evaluation based on the evaluation item.

The plan information providing unit 111 may identify a plan candidate most similar to the determined plan after deriving a plurality of new plan candidates.

The plan candidate most similar to the decision plan is, for example, the plan candidate whose travel route is most similar to the travel route of the decision plan. For example, the plan information providing unit 111 may identify a plan candidate having a travel route length closest to the travel route length of the determined plan as a plan candidate most similar to the determined plan. For example, the plan information providing unit 111 may identify a travel plan that adopts a travel route having the longest route length in common with the travel route of the determined plan as a plan candidate most similar to the determined plan.

The plan candidate most similar to the decision plan is, for example, a plan candidate with a close evaluation value. For example, the plan information providing unit 111 compares the evaluation based on the evaluation item having the highest evaluation among the evaluations given to the decision plan among the new plan candidates, and selects the plan candidate having the highest evaluation as the decision plan. You may identify as the most similar plan candidate. For example, the plan information providing unit 111 may calculate the degree of divergence between the evaluation value of each plan candidate and the evaluation value of the determined plan. The degree of divergence is, for example, a value obtained by integrating the absolute value of the difference between evaluation values of the same item for a plurality of items. The plan information providing unit 111 may identify the plan candidate having the smallest divergence as the plan candidate most similar to the determined plan.

The plan information providing unit 111 may generate plan information only for plan candidates that are most similar to the decision plan.

The communication unit 110 transmits new plan information generated by the plan information providing unit 111 to the EV 21.

EV 21 receives new plan information and displays the new plan information on the display unit 211.

When the new plan information is information related to only one plan candidate, the EV 21 may determine the plan candidate as a new decision plan.

With the configuration as described above, when it is found that the EV 21 cannot or cannot travel according to the decision plan, new plan information is provided to the EV 21.

When information on a travel plan having the highest evaluation based on an evaluation item emphasized by the user or a travel plan most similar to the decision plan is provided, the user may obtain information on a travel plan that is more suitable for the user's intention. it can.

<< Second Embodiment >>
A second embodiment of the present invention will be described. In the second embodiment, the EV 22 has a configuration corresponding to the plan information providing unit 111. The EV 22 communicates with the information processing system 12 to acquire information stored in the information processing system 12 and provide the information to the information processing system 12.

FIG. 20 is a block diagram illustrating the configuration of the information processing system 12 and the EV 22.

The EV 22 includes a plan information providing unit 221 in addition to the same components as the EV 21 of the first embodiment. The plan information providing unit 221 includes a route deriving unit 222, a plan deriving unit 223, an evaluating unit 224, a plan information generating unit 225, an output unit 226, and a temporary storage unit 227.

The functions of the route derivation unit 222, the plan derivation unit 223, the evaluation unit 224, the plan information generation unit 225, the output unit 226, and the temporary storage unit 227 are the route derivation unit 112, the plan derivation unit 113, the evaluation unit 114, and the plan, respectively. The functions of the information generation unit 115, the output unit 116, and the temporary storage unit 227 may be the same. That is, the route deriving unit 222 derives a travel route based on conditions accepted from the user. The plan deriving unit 223 derives a travel plan from the travel route derived by the route deriving unit 222. The evaluation unit 224 calculates an evaluation for the travel plan derived by the plan derivation unit 223. The plan information generation unit 225 generates plan information based on the derived travel plan and the calculated evaluation. The output unit 226 outputs the plan information generated by the plan information generation unit 225. For example, the output unit 116 outputs the plan information to the user interface 218. The output unit 116 may output the plan information to the communication unit 210. The temporary storage unit 227 stores data handled by the plan information providing unit 221 and data calculated by the plan information providing unit 221.

The display unit of the user interface 218 displays the plan information generated by the plan information generation unit 225.

The data storage unit 219 may store the same information as the information stored in the information processing system 12. For example, the communication unit 210 may acquire information stored by the information processing system 12 from the information processing system 12 as needed, and store the acquired information in the data storage unit 219. The plan information providing unit 221 may perform each process for generating plan information using the data stored in the data storage unit 219.

The plan information providing unit 221 may acquire information for generating plan information from the information processing system 12 via the communication unit 210 as needed.

The information processing system 12 includes a communication unit 110 and a data storage unit (not shown). The communication unit 110 communicates with the charging station 31 and the EV 22 that include a communication device.
The data storage unit stores information received by the communication unit 110. For example, the data storage unit stores road traffic information and facility information acquired from the charging station 31.

Also by the EV 22 according to the second embodiment, the user can obtain more useful information regarding the running of the EV.

<< Third Embodiment >>
A plan information providing system according to an embodiment of the present invention will be described. FIG. 21 is a block diagram illustrating a configuration of the plan information providing system 10 according to an embodiment.

The plan information provision system 10 includes an evaluation unit 101, a plan information generation unit 102, and a provision unit 103. The plan information providing system 11 and the plan information providing unit 221 in the above embodiments are examples of the plan information providing system 10.

The evaluation unit 101 derives an index value related to evaluation for the travel plan. The evaluation unit 114 and the evaluation unit 224 in the above embodiments are examples of the evaluation unit 101.

The plan information generation unit 102 generates plan information related to the travel plan including information related to the values calculated by the evaluation unit 101. The plan information generation unit 115 and the plan information generation unit 225 in the above embodiments are examples of the plan information generation unit 102.

The providing unit 103 provides the plan information generated by the plan information generating unit 102. The output unit 116, the communication unit 110, the communication unit 210, the display unit 211, and the output unit 226 in the above embodiments are examples of the providing unit 103. The providing unit 103 provides the plan information to, for example, a user of an electric vehicle, a communication unit (such as the communication unit 210) of the electric vehicle, or a computer that performs calculations related to the plan information. The providing method is, for example, output of electrical signals, communication, display, and the like.

As an example, the evaluation unit 101 calculates a virtual load factor for the travel plan.

In this case, the travel plan includes the charging facility that stops while the electric vehicle moves from the departure place to the destination, and the amount of charge at the charging facility.

The virtual load factor is a scale indicating the magnitude of the influence that electric vehicles have on the environment by using electric power.

The evaluation unit 101 calculates a virtual load factor based on, for example, the environmental load factor and the amount of charge at the charging facility where the electric vehicle stops, with respect to the travel plan. The environmental load factor is a scale indicating the environmental load of a charging facility due to the supply of power by the charging facility.

As another example, the evaluation unit 101 derives the cost of stopping at the charging facility based on the charging / discharging time and the charging amount at the charging facility where the electric vehicle stops.

In this case, the travel plan includes a charging facility that stops while the electric vehicle moves from the departure place to the destination, a charging amount in the charging facility, and a charging / discharging time including a charging time and a time for providing the storage capacity.

FIG. 22 is a flowchart showing an example of the operation of the plan information providing system 10. First, the evaluation unit 101 calculates a virtual load factor for the travel plan (step S221). Next, the plan information generation part 102 produces | generates the plan information regarding a travel plan including the information regarding a virtual load factor (step S222). Next, the providing unit 103 provides plan information (step S223).

FIG. 23 is a flowchart showing another example of the operation of the plan information providing system 10. First, the evaluation unit 101 derives the cost for stopping at the charging facility based on the charging / discharging time and the charging amount at the charging facility where the electric vehicle stops (step S231). Next, the plan information generation unit 102 generates plan information related to the travel plan including information related to the cost (step S232). Next, the providing unit 103 provides plan information (step S233).

The plan information providing system 10 provides more useful information related to the running of an electric vehicle. The reason is that the providing unit 103 provides plan information including information on the environmental load factor or cost.

<Hardware Configuration for Implementing Each Unit of Embodiment>
As described above, in each embodiment of the present invention described above, each component of each device represents a functional unit block.

The processing of each component may be realized, for example, by reading and executing a program stored in a computer-readable storage medium that causes the computer system to execute the processing. “Computer-readable storage media” includes, for example, portable media such as optical disks, magnetic disks, magneto-optical disks, and non-volatile semiconductor memories, and ROMs (Read Only Memory) and hard disks built into computer systems. It is a storage device. "Computer-readable storage medium" is a medium that dynamically holds a program for a short time, such as a communication line when transmitting a program via a network such as the Internet or a communication line such as a telephone line, In this case, a program or a program that temporarily holds a program such as a volatile memory in a computer system corresponding to a server or a client is also included. The program may be a program for realizing a part of the functions described above, and may be a program capable of realizing the functions described above in combination with a program already stored in a computer system.

The “computer system” is a system including a computer 900 as shown in FIG. 24 as an example. The computer 900 includes the following configuration.
CPU (Central Processing Unit) 901
・ ROM902
-RAM (Random Access Memory) 903
A program 904A and storage information 904B loaded into the RAM 903
A storage device 905 that stores the program 904A and storage information 904B
A drive device 907 that reads / writes from / to the storage medium 906
A communication interface 908 connected to the communication network 909
An input / output interface 910 for inputting / outputting data
-Bus 911 connecting each component

For example, each component of each device in each embodiment is realized by the CPU 901 loading the RAM 903 and executing a program 904A that realizes the function of the component. A program 904A for realizing the function of each component of each device is stored in advance in the storage device 905 or the ROM 902, for example. Then, the CPU 901 reads the program 904A as necessary. The storage device 905 is, for example, a hard disk. The program 904A may be supplied to the CPU 901 via the communication network 909, or may be stored in advance in the storage medium 906, read out to the drive device 907, and supplied to the CPU 901. The storage medium 906 is a portable medium such as an optical disk, a magnetic disk, a magneto-optical disk, and a nonvolatile semiconductor memory.

There are various modifications to the method of realizing each device. For example, each device may be realized by a possible combination of a separate computer 900 and a program for each component. A plurality of constituent elements included in each device may be realized by a possible combination of one computer 900 and a program.

In addition, some or all of the components of each device may be realized by other general-purpose or dedicated circuits, computers, or combinations thereof. These may be configured by a single chip or may be configured by a plurality of chips connected via a bus.

When a part or all of each component of each device is realized by a plurality of computers, circuits, etc., the plurality of computers, circuits, etc. may be centrally arranged or distributedly arranged. For example, the computer, the circuit, and the like may be realized as a form in which each is connected via a communication network, such as a client and server system and a cloud computing system.

The present invention is not limited to the embodiment described above. Various changes that can be understood by those skilled in the art can be made to the configurations and details of the embodiments described above within the scope of the present invention.

Some or all of the above embodiments may be described as in the following supplementary notes, but are not limited to the following.

<< Appendix >>
[Appendix 1]
Shows the magnitude of the impact of the electric vehicle on the environment by using electric power for the charging facility that stops while the electric vehicle moves from the starting point to the destination and the driving plan including the amount of charge in the charging facility. An evaluation means for calculating a virtual load factor as a scale;
Plan information generating means for generating plan information on the travel plan, including information on the virtual load factor;
Providing means for providing the plan information;
A plan information provision system.
[Appendix 2]
The evaluation means calculates the virtual load factor based on the environmental load factor indicating the load on the environment associated with the supply of electric power by the charging facility and the charge amount.
The plan information providing system according to attachment 1.
[Appendix 3]
For the travel route including information indicating the charging facility that stops while the electric vehicle moves from the departure place to the destination, the charge amount at the charging facility where the electric vehicle stops on the travel route is determined. A plan deriving means for deriving the travel plan by
The plan derivation means determines the charge amount so that the virtual load factor for the derived driving plan satisfies a predetermined condition.
The plan information providing system according to appendix 1 or 2.
[Appendix 4]
Further comprising route deriving means for deriving a plurality of the traveling routes satisfying the preconditions based on the set preconditions regarding the traveling routes;
The plan derivation means derives a plurality of the travel plans from a plurality of the travel routes,
The evaluation means calculates the virtual load factor for each of the plurality of travel plans,
The plan information generating means generates the plan information based on the virtual load factor of each of the plurality of travel plans.
The plan information providing system according to attachment 3.
[Appendix 5]
The evaluation means calculates an evaluation based on a comparison of the virtual load factor with the other travel plans for the travel plan,
The plan information generating means generates the plan information based on the evaluation with respect to the travel plan.
The plan information providing system according to any one of appendices 1 to 4.
[Appendix 6]
The electric vehicle travel plan includes a charging facility that stops while the electric vehicle moves from a departure place to a destination, a charging amount in the charging facility, and a charging / discharging time including a charging time and a time for providing a storage capacity. On the other hand, based on the charging / discharging time and the amount of charge, an evaluation means for deriving the cost for dropping in to the charging facility,
Plan information generating means for generating plan information relating to the travel plan, including information relating to the cost;
Providing means for providing the plan information;
A plan information provision system.
[Appendix 7]
With respect to a travel route including information indicating the charging facility that stops while the electric vehicle moves from the departure place to the destination, the charge amount and the charge / discharge at the charging facility where the electric vehicle stops on the travel route Plan derivation means for deriving the travel plan by determining time,
The plan derivation means determines the charge amount and the charge / discharge time so that the cost for the derived travel plan satisfies a predetermined condition.
The plan information providing system according to attachment 6.
[Appendix 8]
The evaluation means considers the cost as a loss and calculates an evaluation value based on a measure of efficiency when the amount of stored electricity at the destination is regarded as profit.
The plan information providing system according to appendix 6 or 7.
[Appendix 9]
Shows the magnitude of the impact of the electric vehicle on the environment by using electric power for the charging facility that stops while the electric vehicle moves from the starting point to the destination and the driving plan including the amount of charge in the charging facility. Calculate the virtual load factor that is a measure,
Generating plan information relating to the travel plan, including information relating to the virtual load factor;
Providing the plan information;
Providing plan information.
[Appendix 10]
The virtual load factor is calculated based on the environmental load factor indicating the load on the environment accompanying the supply of power by the charging facility and the charge amount of the charging facility.
The plan information providing method according to attachment 9.
[Appendix 11]
For the travel route including information indicating the charging facility that stops while the electric vehicle moves from the departure place to the destination, the charge amount at the charging facility where the electric vehicle stops on the travel route is determined. To derive the travel plan,
When deriving the travel plan, the charge amount is determined so that the virtual load factor for the derived travel plan satisfies a predetermined condition;
The plan information providing method according to appendix 9 or 10.
[Appendix 12]
Based on the set preconditions regarding the travel route, a plurality of the travel routes satisfying the preconditions are derived,
Deriving a plurality of the travel plans from a plurality of the travel routes,
Calculate the virtual load factor for each of the plurality of travel plans,
Generating the plan information based on the virtual load factor of each of the plurality of travel plans;
The plan information providing method according to attachment 11.
[Appendix 13]
For the travel plan, calculate an evaluation based on the comparison of the virtual load factor with the other travel plans,
Generating the plan information based on the evaluation with respect to the travel plan;
The plan information providing method according to any one of appendices 9 to 12.
[Appendix 14]
The electric vehicle travel plan includes a charging facility that stops while the electric vehicle moves from a departure place to a destination, a charging amount in the charging facility, and a charging / discharging time including a charging time and a time for providing a storage capacity. On the other hand, based on the charge / discharge time and the charge amount, the cost for dropping in to the charging facility is derived,
Generating plan information relating to the travel plan including information relating to the cost;
Providing the plan information;
Providing plan information.
[Appendix 15]
With respect to a travel route including information indicating the charging facility that stops while the electric vehicle moves from the departure place to the destination, the charge amount and the charge / discharge at the charging facility where the electric vehicle stops on the travel route Deriving the travel plan by determining the time,
When deriving the travel plan, the charge amount and the charge / discharge time are determined so that the cost for the derived travel plan satisfies a predetermined condition.
The plan information providing method according to attachment 14.
[Appendix 16]
Considering the cost as a loss and calculating an evaluation value based on a measure of efficiency when the amount of stored electricity at the destination is regarded as a profit,
The plan information providing method according to appendix 14 or 15.
[Appendix 17]
On the computer,
Shows the magnitude of the impact of the electric vehicle on the environment by using electric power for the charging facility that stops while the electric vehicle moves from the starting point to the destination and the driving plan including the amount of charge in the charging facility. An evaluation process for calculating a virtual load factor as a scale;
Plan information generation processing for generating plan information related to the travel plan, including information related to the virtual load factor,
A providing process for providing the plan information;
A program that executes
[Appendix 18]
The evaluation process calculates the virtual load factor based on the environmental load factor indicating the load on the environment associated with the supply of power by the charging facility and the amount of charge.
The program according to appendix 17.
[Appendix 19]
For the travel route including information indicating the charging facility that stops while the electric vehicle moves from the departure place to the destination, the charge amount at the charging facility where the electric vehicle stops on the travel route is determined. To cause the computer to further execute a plan derivation process for deriving the travel plan,
The plan derivation process determines the charge amount so that the virtual load factor for the derived driving plan satisfies a predetermined condition.
The program according to appendix 17 or 18.
[Appendix 20]
Based on the set preconditions related to the travel route, the computer further executes a route derivation process for deriving a plurality of the travel routes satisfying the preconditions,
The plan derivation process derives a plurality of the travel plans from a plurality of the travel routes,
The evaluation process calculates the virtual load factor for each of the plurality of travel plans,
The plan information generation process generates the plan information based on the virtual load rate of each of the plurality of travel plans.
The program according to appendix 19.
[Appendix 21]
The evaluation process calculates an evaluation based on a comparison of the virtual load factor with the other travel plans for the travel plan,
The plan information generation process generates the plan information based on the evaluation for the travel plan.
The program according to any one of appendices 17 to 20.
[Appendix 22]
On the computer,
The electric vehicle travel plan includes a charging facility that stops while the electric vehicle moves from a departure place to a destination, a charging amount in the charging facility, and a charging / discharging time including a charging time and a time for providing a storage capacity. On the other hand, based on the charging / discharging time and the amount of charge, an evaluation process for deriving the cost of dropping in to the charging facility,
A plan information generation process for generating plan information on the travel plan, including information on the cost;
A providing process for providing the plan information;
A program that executes
[Appendix 23]
With respect to a travel route including information indicating the charging facility that stops while the electric vehicle moves from the departure place to the destination, the charge amount and the charge / discharge at the charging facility where the electric vehicle stops on the travel route By determining the time, the computer further executes a plan derivation process for deriving the travel plan,
The plan derivation process determines the charge amount and the charge / discharge time so that the cost for the derived travel plan satisfies a predetermined condition.
The program according to attachment 22.
[Appendix 24]
The evaluation process considers the cost as a loss, and calculates an evaluation value based on a measure of efficiency when the amount of stored electricity at the destination is regarded as profit.
The program according to appendix 22 or 23.

This application claims priority based on Japanese Patent Application No. 2017-061415 filed on Mar. 27, 2017, the entire disclosure of which is incorporated herein.

10, 11 Plan information providing system 12 Information processing system 21, 22 EV
31 charging station 101 evaluation unit 102 plan information generation unit 110 communication unit 111, 221 plan information provision unit 112, 222 route derivation unit 113, 223 plan derivation unit 114, 224 evaluation unit 115, 225 plan information generation unit 116, 226 output unit 117, 227 Temporary storage unit 119 Data storage unit 210 Communication unit 211 Display unit 212 Input reception unit 213 Position acquisition unit 214 Storage amount detection unit 218 User interface 219 Data storage unit 900 Computer 901 CPU
902 ROM
903 RAM
904A program 904B storage information 905 storage device 906 storage medium 907 drive device 908 communication interface 909 communication network 910 input / output interface 911 bus

Claims (24)

1. Shows the magnitude of the impact of the electric vehicle on the environment by using electric power for the charging facility that stops while the electric vehicle moves from the starting point to the destination and the driving plan including the amount of charge in the charging facility. An evaluation means for calculating a virtual load factor as a scale;
   Plan information generating means for generating plan information on the travel plan, including information on the virtual load factor;
   Providing means for providing the plan information;
   A plan information provision system.
2. The evaluation means calculates the virtual load factor based on the environmental load factor indicating the load on the environment associated with the supply of electric power by the charging facility and the charge amount.
   The plan information providing system according to claim 1.
3. For the travel route including information indicating the charging facility that stops while the electric vehicle moves from the departure place to the destination, the charge amount at the charging facility where the electric vehicle stops on the travel route is determined. A plan deriving means for deriving the travel plan by
   The plan derivation means determines the charge amount so that the virtual load factor for the derived driving plan satisfies a predetermined condition.
   The plan information providing system according to claim 1 or 2.
4. Further comprising route deriving means for deriving a plurality of the traveling routes satisfying the preconditions based on the set preconditions regarding the traveling routes;
   The plan derivation means derives a plurality of the travel plans from a plurality of the travel routes,
   The evaluation means calculates the virtual load factor for each of the plurality of travel plans,
   The plan information generating means generates the plan information based on the virtual load factor of each of the plurality of travel plans.
   The plan information providing system according to claim 3.
5. The evaluation means calculates an evaluation based on a comparison of the virtual load factor with the other travel plans for the travel plan,
   The plan information generating means generates the plan information based on the evaluation with respect to the travel plan.
   The plan information providing system according to any one of claims 1 to 4.
6. The electric vehicle travel plan includes a charging facility that stops while the electric vehicle moves from a departure place to a destination, a charging amount in the charging facility, and a charging / discharging time including a charging time and a time for providing a storage capacity. On the other hand, based on the charging / discharging time and the amount of charge, an evaluation means for deriving the cost for dropping in to the charging facility,
   Plan information generating means for generating plan information relating to the travel plan, including information relating to the cost;
   Providing means for providing the plan information;
   A plan information provision system.
7. With respect to a travel route including information indicating the charging facility that stops while the electric vehicle moves from the departure place to the destination, the charge amount and the charge / discharge at the charging facility where the electric vehicle stops on the travel route Plan derivation means for deriving the travel plan by determining time,
   The plan derivation means determines the charge amount and the charge / discharge time so that the cost for the derived travel plan satisfies a predetermined condition.
   The plan information providing system according to claim 6.
8. The evaluation means considers the cost as a loss and calculates an evaluation value based on a measure of efficiency when the amount of stored electricity at the destination is regarded as profit.
   The plan information providing system according to claim 6 or 7.
9. Shows the magnitude of the impact of the electric vehicle on the environment by using electric power for the charging facility that stops while the electric vehicle moves from the starting point to the destination and the driving plan including the amount of charge in the charging facility. Calculate the virtual load factor that is a measure,
   Generating plan information relating to the travel plan, including information relating to the virtual load factor;
   Providing the plan information;
   Providing plan information.
10. The virtual load factor is calculated based on the environmental load factor indicating the load on the environment accompanying the supply of power by the charging facility and the charge amount of the charging facility.
    The method for providing plan information according to claim 9.
11. For the travel route including information indicating the charging facility that stops while the electric vehicle moves from the departure place to the destination, the charge amount at the charging facility where the electric vehicle stops on the travel route is determined. To derive the travel plan,
    When deriving the travel plan, the charge amount is determined so that the virtual load factor for the derived travel plan satisfies a predetermined condition;
    The plan information provision method according to claim 9 or 10.
12. Based on the set preconditions regarding the travel route, a plurality of the travel routes satisfying the preconditions are derived,
    Deriving a plurality of the travel plans from a plurality of the travel routes,
    Calculate the virtual load factor for each of the plurality of travel plans,
    Generating the plan information based on the virtual load factor of each of the plurality of travel plans;
    The plan information providing method according to claim 11.
13. For the travel plan, calculate an evaluation based on the comparison of the virtual load factor with the other travel plans,
    Generating the plan information based on the evaluation with respect to the travel plan;
    The plan information providing method according to any one of claims 9 to 12.
14. The electric vehicle travel plan includes a charging facility that stops while the electric vehicle moves from a departure place to a destination, a charging amount in the charging facility, and a charging / discharging time including a charging time and a time for providing a storage capacity. On the other hand, based on the charge / discharge time and the charge amount, the cost for dropping in to the charging facility is derived,
    Generating plan information relating to the travel plan including information relating to the cost;
    Providing the plan information;
    Providing plan information.
15. With respect to a travel route including information indicating the charging facility that stops while the electric vehicle moves from the departure place to the destination, the charge amount and the charge / discharge at the charging facility where the electric vehicle stops on the travel route Deriving the travel plan by determining the time,
    When deriving the travel plan, the charge amount and the charge / discharge time are determined so that the cost for the derived travel plan satisfies a predetermined condition.
    The plan information providing method according to claim 14.
16. Considering the cost as a loss and calculating an evaluation value based on a measure of efficiency when the amount of stored electricity at the destination is regarded as a profit,
    The plan information providing method according to claim 14 or 15.
17. On the computer,
    Shows the magnitude of the impact of the electric vehicle on the environment by using electric power for the charging facility that stops while the electric vehicle moves from the starting point to the destination and the driving plan including the amount of charge in the charging facility. An evaluation process for calculating a virtual load factor as a scale;
    Plan information generation processing for generating plan information related to the travel plan, including information related to the virtual load factor,
    A providing process for providing the plan information;
    A computer-readable storage medium storing a program for executing the program.
18. The evaluation process calculates the virtual load factor based on the environmental load factor indicating the load on the environment associated with the supply of power by the charging facility and the amount of charge.
    The storage medium according to claim 17.
19. The amount of charge in the charging facility where the electric vehicle stops on the traveling route with respect to a traveling route including information indicating the charging facility that stops while the electric vehicle moves from the starting point to the destination. By determining the above, the plan derivation process for deriving the travel plan is further executed by the computer,
    The plan derivation process determines the charge amount so that the virtual load factor for the derived driving plan satisfies a predetermined condition.
    The storage medium according to claim 17 or 18.
20. The program causes the computer to further execute a route derivation process for deriving a plurality of the travel routes satisfying the preconditions based on the set preconditions regarding the travel routes,
    The plan derivation process derives a plurality of the travel plans from a plurality of the travel routes,
    The evaluation process calculates the virtual load factor for each of the plurality of travel plans,
    The plan information generation process generates the plan information based on the virtual load rate of each of the plurality of travel plans.
    The storage medium according to claim 19.
21. The evaluation process calculates an evaluation based on a comparison of the virtual load factor with the other travel plans for the travel plan,
    The plan information generation process generates the plan information based on the evaluation for the travel plan.
    The storage medium according to any one of claims 17 to 20.
22. On the computer,
    The electric vehicle travel plan includes a charging facility that stops while the electric vehicle moves from a departure place to a destination, a charging amount in the charging facility, and a charging / discharging time including a charging time and a time for providing a storage capacity. On the other hand, based on the charging / discharging time and the amount of charge, an evaluation process for deriving the cost of dropping in to the charging facility,
    A plan information generation process for generating plan information on the travel plan, including information on the cost;
    A providing process for providing the plan information;
    A computer-readable storage medium storing a program for executing the program.
23. The amount of charge in the charging facility where the electric vehicle stops on the traveling route with respect to a traveling route including information indicating the charging facility that stops while the electric vehicle moves from the starting point to the destination. And determining the charge / discharge time to cause the computer to further execute a plan derivation process for deriving the travel plan,
    The plan derivation process determines the charge amount and the charge / discharge time so that the cost for the derived travel plan satisfies a predetermined condition.
    The storage medium according to claim 22.
24. The evaluation process considers the cost as a loss, and calculates an evaluation value based on a measure of efficiency when the amount of stored electricity at the destination is regarded as profit.
    The storage medium according to claim 22 or 23.

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