Patent Publication Number: US-2023160708-A1

Title: Information processing device and information processing method

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     This application claims priority to Japanese Patent Application No. 2021-189445 filed on Nov. 22, 2021, incorporated herein by reference in its entirety. 
     BACKGROUND 
     1. Technical Field 
     This disclosure relates to an information processing device and an information processing method. 
     2. Description of Related Art 
     There is a known technology that acquires conditions under which a user&#39;s vehicle has actually traveled, and estimates an energy consumption of a vehicle being compared that differs from the user&#39;s vehicle in energy consumption characteristics and/or an energy source on the assumption that the vehicle being compared travels under those conditions (e.g., see Japanese Unexamined Patent Application Publication No. 2010-271749 (JP 2010-271749 A)). 
     SUMMARY 
     An object of this disclosure is to provide a technology that can contribute to encouraging users of internal combustion engine vehicles to switch to battery electric vehicles (BEVs). 
     This disclosure can be regarded as an information processing device. The information processing device in that case may include a control unit that executes, for example: acquiring an operation history of an internal combustion engine vehicle for a first period; generating first information about a timing of charging a battery of a first BEV on the assumption that the first BEV is operated according to an operation schedule shown by the operation history; and outputting the first information through a first terminal. 
     This disclosure can also be regarded as an information processing method. The information processing method in that case may be a method in which a computer executes, for example: acquiring an operation history of an internal combustion engine vehicle for a first period; generating first information about a timing of charging a battery of a first BEV on the assumption that the first BEV is operated in accordance with an operation schedule shown by the operation history; and outputting the first information through a first terminal. 
     This disclosure can also be regarded as an information processing program that causes a computer to execute the information processing method described above, or as a non-transitory storage medium that stores this information processing program. 
     According to this disclosure, a technology that can contribute to encouraging users of internal combustion engine vehicles to switch to BEVs can be provided. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Features, advantages, and technical and industrial significance of exemplary embodiments of the disclosure will be described below with reference to the accompanying drawings, in which like signs denote like elements, and wherein: 
         FIG.  1    is a view showing an overview of a charging simulation system to which an information processing device according to this disclosure is applied; 
         FIG.  2    is a diagram showing one example of the hardware configuration of each of an on-board terminal, a user terminal, and a server device that are included in the charging simulation system; 
         FIG.  3    is a block diagram showing one example of the functional configuration of the server device in an embodiment; 
         FIG.  4    is a chart schematically showing one example of a virtual schedule in the embodiment; 
         FIG.  5    is a first graph showing changes over time in a remaining battery charge on the assumption that a first BEV travels according to the virtual schedule; 
         FIG.  6    is a second graph showing changes over time in the remaining battery charge on the assumption that the first BEV travels according to the virtual schedule; 
         FIG.  7    is a first chart for describing a method of determining a charging place in the embodiment; 
         FIG.  8    is a second chart for describing a method of determining a charging place in the embodiment; 
         FIG.  9    is a flowchart showing a processing routine executed in the server device in the embodiment; 
         FIG.  10    is a chart for describing a method of determining a charging place in Modified Example 1; 
         FIG.  11    is a chart for describing a method of determining a charging place in Modified Example 2; 
         FIG.  12    is a chart for describing a method of determining a charging place in Modified Example 4; and 
         FIG.  13    is a flowchart showing a processing routine executed in the server device in Modified Example 5. 
     
    
    
     DETAILED DESCRIPTION OF EMBODIMENTS 
     Recently, there is a budding movement to promote the widespread use of BEVs. In response, users of internal combustion engine vehicles are expected to consider switching to BEVs. However, users of internal combustion engine vehicles may hesitate to switch to BEVs because they cannot predict when to charge the battery of a BEV. 
     As a solution, an information processing device according to this disclosure presents a user of an internal combustion engine vehicle with information (first information) about a timing of charging the battery on the assumption that a first BEV is operated according to an operation schedule of an internal combustion engine vehicle during a first period. Specifically, in the information processing device according to this disclosure, a control unit acquires an operation history of the internal combustion engine vehicle for the first period. The first period is, for example, one day, one week, or a period specified by the user of the internal combustion engine vehicle. The operation history is data in which driving states of the internal combustion engine vehicle during the first period and positions of the internal combustion engine vehicle during the first period are recorded in chronological order so as to be associated with each other. This data shows an actual operation schedule of the internal combustion engine vehicle during the first period (e.g., a parking start time, parking end time, parking position, travel start time, travel start position, travel end time, travel end position, travel route, and traveling positions at respective times of day). 
     The control unit generates first information about a timing of charging the battery of the first BEV on the assumption that the first BEV is operated according to the operation schedule shown by the operation history of the internal combustion engine vehicle (hereinafter also referred to as a “first operation schedule”). The first BEV here is, for example, a BEV of which the size class is the same as or similar to that of the internal combustion engine vehicle, a BEV of which the price is similar to that of the internal combustion engine vehicle, or a BEV manufactured by the same manufacturer as the internal combustion engine vehicle. The first BEV may also be a BEV specified by the user of the internal combustion engine vehicle (e.g., a BEV to which the user is considering switching from the internal combustion engine vehicle). The timing of charging here is a timing when the battery needs charging during travel of the first BEV on the assumption that the first BEV is operated according to the first operation schedule. 
     The control unit outputs the generated first information through a first terminal. The first terminal is, for example, an on-board terminal installed in the internal combustion engine vehicle or a user terminal used by the user of the internal combustion engine vehicle. Here, when the information processing device according to this disclosure is a server device on a network, the control unit may transmit, to the first terminal, a command for making the first terminal output the first information. Further, the control unit may have the first information output (displayed) through a Web browser of the first terminal. 
     According to this disclosure, the user of the internal combustion engine vehicle can receive provision of the first information through the first terminal. Thus, before switching to the first BEV, the user of the internal combustion engine vehicle can ascertain the timing of charging of the first BEV on the assumption that the first BEV is operated according to the first operation schedule. As a result, when using the first BEV in the same manner as the internal combustion engine vehicle during the first period, the user of the internal combustion engine vehicle can predict when to charge the battery of the first BEV. Thus, hesitation in switching from the internal combustion engine vehicle to the first BEV can also be eliminated. 
     Here, the control unit of the information processing device according to this disclosure may calculate a battery consumption amount on the assumption that the first BEV is operated according to the first operation schedule. The control unit may calculate a remaining battery charge based on the calculated battery consumption amount. The control unit may determine the timing of charging based on the calculated remaining battery charge. For example, the control unit may determine, as the timing of charging, a timing when the remaining battery charge decreases to a threshold value (e.g., a remaining battery charge of about 10% to 20%). The control unit may generate the first information based on the determined timing of charging. Thus, the timing of charging the battery on the assumption that the first BEV is operated according to the first operation schedule can be estimated. The battery consumption amount may be calculated based on factors such as the gradients of roads on which the internal combustion engine vehicle has traveled during the first period, travel speeds at which the internal combustion engine vehicle has traveled during the first period, and the rates of acceleration and deceleration that the internal combustion engine vehicle has experienced while traveling during the first period. As another method, the battery consumption amount may be calculated on the assumption that the first BEV travels under conditions under which the power consumption rate is highest. 
     The information processing device according to this disclosure may estimate the remaining battery charge taking into account that the battery of the first BEV is charged in a storage place, such as a parking space at the home of the user. In this case, in the information processing device according to this disclosure, the control unit may specify a first length of time for which the first BEV is parked in the storage place on the assumption that the first BEV is operated according to the first operation schedule. The control unit may calculate a first charging amount of the battery on the assumption that the first length of time is a length of a charging time of the battery. The control unit may calculate the remaining battery charge based on the battery consumption amount and the first charging amount. For example, for a period in the first period during which the first BEV travels, the control unit may subtract the battery consumption amount from the remaining battery charge. For a period in the first period during which the first BEV is parked in the storage place, the control unit may add the first charging amount to the remaining battery charge. The control unit can perform these arithmetic processes in chronological order in accordance with the first operation schedule. Thus, the battery consumption amount on the assumption that the first BEV is operated according to the first operation schedule can be accurately estimated. 
     Further, the information processing device according to this disclosure may estimate the remaining battery charge taking into account that the battery of the first BEV is charged in a place other than the storage place. In this case, in the information processing device according to this disclosure, the control unit may specify a first place that is a place other than the storage place and includes a charging station among places where the first BEV is parked on the assumption that the first BEV is operated according to the first operation schedule. The control unit may specify a second length of time for which the first BEV is parked in the first place on the assumption that the first BEV is operated according the first operation schedule. The control unit may calculate a second charging amount of the battery on the assumption that the second length of time is a length of a charging time of the battery. The control unit may calculate the remaining battery charge based on the battery consumption amount, the first charging amount, and the second charging amount. For example, for a period in the first period during which the first BEV travels, the control unit may subtract the battery consumption amount from the remaining battery charge. For a period in the first period during which the first BEV is parked in the storage place, the control unit may add the first charging amount to the remaining battery charge. Further, for a period in the first period during which the first BEV is parked in the first place, the control unit may add the second charging amount to the remaining battery charge. The control unit can perform these arithmetic processes in chronological order in accordance with the first operation schedule. Thus, the remaining battery charge on the assumption that the first BEV is operated according to the first operation schedule can be more accurately estimated. 
     The first information according to this disclosure may further include information about a first charging station that is a charging station suitable to charge the battery of the first BEV. In this case, the control unit of the information processing device according to this disclosure may specify a travel route of the first BEV on the assumption that the first BEV is operated according to the first operation schedule. The control unit may specify a point on the specified travel route at which a timing of charging comes. The control unit may determine, as the first charging station, a charging station that is located on the travel route within a predetermined distance from the point at which the timing of charging comes. The predetermined distance here is, for example, a distance that the first BEV can travel with a remaining battery charge equivalent to the aforementioned threshold value. Thus, the user of the internal combustion engine vehicle can predict a charging place of the first BEV in addition to the timing of charging of the first BEV in the case where the user uses the first BEV in the same manner as the internal combustion engine vehicle during the first period. As a result, hesitation in switching from the internal combustion engine vehicle to the first BEV can be more reliably eliminated. 
     In the information processing device according to this disclosure, the control unit may determine, as the first charging station, a charging station that is located on the travel route within the predetermined distance from the point at which the timing of charging comes, and that is installed in a place where the first BEV is parked on the assumption that the first BEV is operated according to the first operation schedule. Thus, the user of the internal combustion engine vehicle can predict that, when using the first BEV in the same manner as the internal combustion engine vehicle during the first period, the battery of the first BEV should be charged in the same place as the place where the internal combustion engine vehicle was parked. 
     In the information processing device according to this disclosure, the control unit may determine, as the first charging station, a charging station that is located on the travel route within the predetermined distance from the point at which the timing of charging comes and that is free. Thus, the user of the internal combustion engine vehicle can predict that, when using the first BEV in the same manner as the internal combustion engine vehicle during the first period, the battery of the first BEV should be charged in a free charging station. 
     In the information processing device according to this disclosure, the control unit may determine, as the first charging station, a charging station that is located on the travel route within the predetermined distance from the point at which the timing of charging comes and that is least crowded around a time of day when the timing of charging comes. Thus, the user of the internal combustion engine vehicle can ascertain a charging station that is least crowded around the time of day when the battery of the first BEV needs charging in the case where the user uses the first BEV in the same manner as the internal combustion engine vehicle during the first period. 
     In the information processing device according to this disclosure, the control unit may determine, as the first charging station, a charging station that is located on the travel route within the predetermined distance from the point at which the timing of charging comes and that is equipped with a quick charger. Thus, the user of the internal combustion engine vehicle can predict that, when using the first BEV in the same manner as the internal combustion engine vehicle during the first period, the battery of the first BEV can be charged in a charging station equipped with a quick charger. 
     The first information according to this disclosure may include information about a third length of time that is a length of a recommended charging time at the first charging station, in addition to the information about the timing of charging the battery on the assumption that the first BEV is operated according to the first operation schedule and the information about the first charging station. In this case, the control unit of the information processing device according to this disclosure may calculate the remaining battery charge at a point in time when the first BEV arrives at the first charging station. The control unit may calculate the third length of time based on the calculated remaining battery charge. Thus, the user of the internal combustion engine vehicle can predict the length of the charging time at the first charging station in the case where the user switches to the first BEV. 
     The information processing device according to this disclosure may be a server device that can communicate with an on-board terminal of the internal combustion engine vehicle or a user terminal of the user. Further, the information processing device according to this disclosure may be an on-board terminal or a user terminal. 
     Embodiment 
     In the following, a specific embodiment of this disclosure will be described based on the drawings. In this embodiment, an example will be described in which the information processing device according to this disclosure is applied to a system for providing a BEV charging simulation service (hereinafter also referred to as a “charging simulation system”) to a user of an internal combustion engine vehicle. Unless otherwise noted, configurations described in this embodiment are not intended to limit the technical scope of this disclosure thereto. 
     System Overview 
       FIG.  1    is a view showing an overview of the charging simulation system in the embodiment. The charging simulation system in the embodiment includes, in its configuration, an on-board terminal  100  installed in an internal combustion engine vehicle  10 , a user terminal  200  used by a user of the internal combustion engine vehicle  10 , and a server device  300 . Each of the on-board terminal  100  and the user terminal  200  is connected to the server device  300  through a network N 1 . 
     The internal combustion engine vehicle  10  is a vehicle that travels using an internal combustion engine as a prime mover. The on-board terminal  100  collects an operation history of the internal combustion engine vehicle  10  for a first period and transmits the collected operation history to the server device  300 . The operation history is data in which actual driving states and positions of the internal combustion engine vehicle  10  during the first period are recorded in chronological order. The data thus recorded shows an actual operation schedule of the internal combustion engine vehicle during the first period (e.g., a parking start time, parking end time, parking position, travel start time, travel start position, travel end time, travel end position, travel route, and traveling positions at respective times of day). The first period may be, for example, one day or one week. The first period may also be a period that is arbitrarily specified by the user. 
     The server device  300  generates first information based on the operation history received from the on-board terminal  100 . The first information is information about a timing of charging the battery of the first BEV on the assumption that the first BEV is operated according to the operation schedule shown by the operation history. Specifically, the first information includes information showing whether the battery needs charging during travel of the first BEV on the assumption that the first BEV is operated according to the operation schedule of the internal combustion engine vehicle  10  during the first period, information showing a timing of charging when the battery needs charging, and information showing a charging place (charging station) when the battery needs charging. 
     The server device  300  in this embodiment performs a simulation of a case where the first BEV is operated according to the same operation schedule as the operation schedule of the internal combustion engine vehicle  10  during the first period, and determines whether the battery needs charging during travel of the first BEV. When it is determined that the battery of the first BEV needs charging, the server device  300  determines a timing of charging and a charging place. The server device  300  generates the first information based on the result of this determination and provides the generated first information to the user terminal  200 . The first BEV used for this simulation may be a BEV of which the size class is the same or similar to that of the internal combustion engine vehicle  10 , a BEV of which the price is similar to that of the internal combustion engine vehicle  10 , a BEV manufactured by the same manufacturer as the internal combustion engine vehicle  10 , or a BEV specified by the user of the internal combustion engine vehicle  10  (e.g., a BEV to which the user is considering switching from the internal combustion engine vehicle  10 ). 
     The user terminal  200  outputs the first information provided from the server device  300  and presents it to the user. The user presented with the first information can predict, before switching to the first BEV, the timing of charging and the charging place in the case where the user uses the first BEV in the same manner as the internal combustion engine vehicle  10  during the first period. Thus, the user can predict when and where to charge the battery when using the first BEV in the same manner as the internal combustion engine vehicle  10  during the first period. This can eliminate the hesitation of the user in switching from the internal combustion engine vehicle  10  to the first BEV. 
     System Configuration 
       FIG.  2    is a diagram showing one example of the hardware configuration of each of the on-board terminal  100 , the user terminal  200 , and the server device  300  that are included in the charging simulation system in this embodiment. 
     The on-board terminal  100  is a computer installed in the internal combustion engine vehicle  10 . As shown in  FIG.  2   , the on-board terminal  100  includes a control electronic control unit (ECU)  101 , a position acquisition unit  102 , a management ECU  103 , a communication unit  104 , etc. The control ECU  101 , the position acquisition unit  102 , the management ECU  103 , and the communication unit  104  are connected to one another through an in-vehicle network (CAN-BUS) or the like that complies with the Controller Area Network (CAN) standard. The hardware configuration of the on-board terminal  100  is not limited to the example shown in  FIG.  2    and, as necessary, the constituent elements may be omitted or substituted or other constituent elements may be added. 
     The control ECU  101  is an ECU that controls various devices installed in the internal combustion engine vehicle  10 , and includes, in its configuration, a plurality of ECUs for respective systems of devices. For example, the control ECU  101  includes an ECU that controls the internal combustion engine that is the prime mover of the internal combustion engine vehicle  10 , an ECU that controls a braking device of the internal combustion engine vehicle  10 , an ECU that controls a transmission of the internal combustion engine vehicle  10 , an ECU that controls a suspension of the internal combustion engine vehicle  10 , an ECU that controls an air conditioner of the internal combustion engine vehicle  10 , and an ECU that controls a multimedia device installed in the internal combustion engine vehicle  10 . The control ECU  101  controls the prime mover, the braking device, the transmission, the suspension, the air conditioner, the multimedia device, etc. based on detection signals of various sensors installed in the internal combustion engine vehicle  10 . 
     The position acquisition unit  102  is a device that acquires position information showing a current position of the internal combustion engine vehicle  10 . For example, the position acquisition unit  102  includes a GPS receiver etc. in its configuration. The position information acquired by the position acquisition unit  102  is, for example, the latitude and the longitude. However, the position acquisition unit  102  is not limited to a GPS receiver, and the position information acquired by the position acquisition unit  102  is not limited to the latitude and the longitude. The position information acquired by the position acquisition unit  102  is output to the management ECU  103 . As the position acquisition unit  102 , a position acquisition unit included in a car navigation system installed in the internal combustion engine vehicle  10  can also be used. 
     The management ECU  102  acquires a driving state and position information of the internal combustion engine vehicle  10  through the control ECU  101  and the position acquisition unit  102  in a predetermined cycle, and records the driving state and the position information in chronological order so as to be associated with each other. Each time the first period elapses, the management ECU  103  transmits record data for the first period to the server device  300  through the communication unit  104 . The record data for the first period that is thus transmitted from the management ECU  103  to the server device  300  corresponds to the “operation history” according to this disclosure. The record data that has been transmitted to the server device  300  may be deleted from the management ECU  103 . The driving state of the internal combustion engine vehicle  10  is, for example, on or off of an ignition switch (whether an internal combustion engine is operating or not operating). However, the driving state of the internal combustion engine vehicle  10  is not limited to on or off of the ignition switch, and may also include a travel speed, an accelerator operation amount, on or off of a brake switch, on or off of the air conditioner, on or off of the multimedia device, etc. The position information of the internal combustion engine vehicle  10  includes information showing the position of the internal combustion engine vehicle  10  while it is operated (when the ignition switch is on) and the position of the internal combustion engine vehicle  10  while it is not operated (when the ignition switch is off). 
     The communication unit  104  is an interface for connecting the on-board terminal  100  to the network N 1  outside the vehicle. For example, the communication unit  104  connects to the network N 1  using a wireless communication network, and communicates with the server device  300  through the network N 1 . In this embodiment, the communication unit  104  transmits the operation history received from the management ECU  103  through the in-vehicle network to the server device  300  through the network N 1 . The wireless communication network is, for example, a mobile communication network, such as 5th-Generation (5G) or Long Term Evolution (LTE), or Wi-Fi. The network N 1  is, for example, a wide area network (WAN) that is a global public communication network, such as the Internet, or other communication network. 
     The user terminal  200  functions to present the first information to the user through the server device  300 . Specifically, the user terminal  200  presents the user with information showing whether the battery needs charging during travel of the first BEV on the assumption that the first BEV is operated according to the same operation schedule as the operation schedule of the internal combustion engine vehicle  10  during the first period, information showing a timing of charging when the battery of the first BEV needs charging, and information showing a charging place when the battery of the first BEV needs charging. This function is realized, for example, by an application program installed in the user terminal  200  or by a Web browser that runs on the user terminal  200 . 
     The user terminal  200  that realizes the above-described function is, for example, a computer used by an individual, such as a personal computer, a smartphone, a mobile phone, a tablet computer, or a personal information terminal. As shown in  FIG.  2   , the user terminal  200  includes, in its configuration, a processor  201 , a main storage unit  202 , an auxiliary storage unit  203 , an input-output unit  204 , a communication unit  205 , etc. The processor  201 , the main storage unit  202 , the auxiliary storage unit  203 , the input-output unit  204 , and the communication unit  205  are connected to one another by a bus. The configuration of the user terminal  200  is not limited to the example shown in  FIG.  2    and, as necessary, the constituent elements may be changed or omitted or other constituent elements may be added. 
     The processor  201  is, for example, a central processing unit (CPU) or a digital signal processor (DSP). The processor  201  controls the user terminal  200  by performing various arithmetic operations for information processing. 
     The main storage unit  202  is a computer-readable recording medium. The main storage unit  202  is a storage device that is used as a recording area for loading a program stored in the auxiliary storage unit  203  or as a buffer for temporarily storing a result of an arithmetic operation of the processor  201  etc. The main storage unit  202  includes, for example, a random-access memory (RAM) and a read-only memory (ROM) in its configuration. 
     The auxiliary storage unit  203  is a computer-readable recording medium. The auxiliary storage unit  203  stores various programs, and various pieces of data, various tables, etc. that are used by the processor  201  to execute various programs. The auxiliary storage unit  203  includes, for example, an erasable programmable ROM (EPROM) and a hard disk drive (HDD). The auxiliary storage unit  203  can include a removable medium, i.e., a portable recording medium. For example, the removable medium may be a disc recording medium, such as a compact disc (CD) or a digital versatile disc (DVD), or may be a universal serial bus (USB) memory. The programs stored in the auxiliary storage unit  203  include, in addition to an operating system (OS), an application program for realizing the function of presenting the first information to the user through the server device  300 . Some or all of the pieces of information stored in the auxiliary storage unit  203  may be stored in the main storage unit  202 . 
     The communication unit  205  is an interface for connecting the user terminal  200  to the network N 1 . In this embodiment, the communication unit  205  connects to the network N 1  and communicates with the server device  300  through the network N 1 . The communication unit  205  is, for example, a local area network (LAN) interface board or a wireless communication circuit for wireless communication. 
     While receiving input operation performed by the user, the input-output unit  204  presents information to the user. For example, the input-output unit  204  includes, in its configuration, a touch panel display and a control circuit thereof. In this embodiment, the input-output unit  204  displays the first information provided from the server device  300  on the touch panel display. 
     The server device  300  is a computer that is operated by a provider of the charging simulation service, and corresponds to the “information processing device” according to this disclosure. The server device  300  simulates travel of the first BEV based on the operation history acquired from the on-board terminal  100  and generates the first information. The server device  300  provides the generated first information to the user terminal  200 . Such a server device  300  may be configured to be able to realize a Web server for interacting with the user terminal  200 . In this case, the user terminal  200  can present the first information to the user through the server device  300  by accessing the Web server through the browser. The server device  300  may provide the first information to the user terminal  200  by means other than the Web server. For example, the first information may be provided from the server device  300  to the user terminal  200  by an application program installed in the user terminal  200  and a predetermined protocol. 
     As shown in  FIG.  2   , the server device  300  that realizes the above-described function includes, in its configuration, a processor  301 , a main storage unit  302 , an auxiliary storage unit  303 , a communication unit  304 , etc. The processor  301 , the main storage unit  302 , the auxiliary storage unit  303 , and the communication unit  304  are connected to one another by a bus. The hardware configuration of the server device  300  is not limited to the example shown in  FIG.  2    and, as necessary, the constituent elements may be omitted or substituted or other constituent elements may be added. 
     The server device  300  realizes the above-described function as the processor  301  loads a program stored in a recording medium onto a work area of the main storage unit  302  and executes the program. A series of processes executed in the server device  300  can be executed by hardware but can also be executed by software. 
     As the processor  301 , the main storage unit  302 , and the auxiliary storage unit  303  are the same as the processor  201 , the main storage unit  202 , and the auxiliary storage unit  203 , respectively, of the user terminal  200 , the description thereof will be omitted. However, the programs stored in the auxiliary storage unit  303  include a program for realizing the function of providing the charging simulation service to the user. Some or all of the pieces of information stored in the auxiliary storage unit  303  may be stored in the main storage unit  302 . 
     The communication unit  304  performs transmission and reception of information between an external device (e.g., the on-board terminal  100  and the user terminal  200 ) and the server device  300 . The communication unit  304  is, for example, an LAN interface board or a wireless communication circuit for wireless communication. The LAN interface board or the wireless communication circuit is connected to the network N 1 . 
     Functional Configuration of Server Device 
     Here, the functional configuration of the server device  300  in this embodiment will be described based on  FIG.  3   .  FIG.  3    is a block diagram showing one example of the functional configuration of the server device  300  in this embodiment. As shown in  FIG.  3   , the server device  300  in this embodiment has, as its functional components, an acquisition unit F 310 , a simulation unit F 320 , a generation unit F 330 , a provision unit F 340 , and a map information database D 310 . 
     The acquisition unit F 310 , the simulation unit F 320 , the generation unit F 330 , and the provision unit F 340  are realized as the processor  301  of the server device  300  loads programs in the auxiliary storage unit  303  onto the main storage unit  302  and executes the programs. The acquisition unit F 310 , the simulation unit F 320 , the generation unit F 330 , and the provision unit F 340  may be realized by a hardware circuit, such as an application-specific integrated circuit (ASIC) or a field programmable gate array (FPGA). 
     In this embodiment, the processor  301  that realizes the functional components, the acquisition unit F 310 , the simulation unit F 320 , the generation unit F 330 , and the provision unit F 340 , corresponds to the “control unit” according to this disclosure. 
     The map information database D 310  is established as a database management system (DBMS) manages the data stored in the auxiliary storage unit  303 . The database management system is a program executed by the processor  301  of the server device  300 . 
     One of the functional components of the server device  300  or some of the processes of these functional components may be executed by another computer connected to the network N 1 . The functional configuration of the server device  300  is not limited to the example shown in  FIG.  3    and, as necessary, the constituent elements may be omitted or changed or other constituent elements may be added. 
     In the map information database D 310 , map data of roads and charging stations is registered. As the map data registered in the map information database D 310 , data in a commonly known form can be used. For example, the map data registered in the map information database D 310  may include a plurality of map meshes corresponding to a plurality of areas divided by the latitude and the longitude. Each map mesh may include a road link showing a road passable for an automobile, information for locating the position of each road link on the map (e.g., the latitude and the longitude or the address), and information for locating the position of each charging station on the map (e.g., the latitude and the longitude or the address). 
     The acquisition unit F 310  acquires the operation history from the on-board terminal  100 . Specifically, when the operation history is transmitted from the on-board terminal  100  to the server device  300 , the acquisition unit F 310  acquires the operation history through the communication unit  304 . The operation history is data in which actual driving states and position information of the internal combustion engine vehicle  10  during the first period are recorded in chronological order so as to be associated with each other, and shows the operation schedule of the internal combustion engine vehicle  10  during the first period. The operation history acquired by the acquisition unit F 310  is transferred to the simulation unit F 320 . 
     The simulation unit F 320  simulates changes over time in the remaining battery charge on the assumption that the first BEV is operated according to the operation schedule shown by the operation history received from the acquisition unit F 310 . Specifically, the simulation unit F 320  first generates an operation schedule (hereinafter also referred to as a “virtual schedule”) of the first BEV on the assumption that the first BEV is operated according to the operation schedule shown by the operation history. 
     Here, one example of the virtual schedule will be described based on  FIG.  4   .  FIG.  4    is a chart schematically showing one example of the virtual schedule. Reference sign Ts in  FIG.  4    denotes a start time of the first period. Reference sign Te in  FIG.  4    denotes an end time of the first period. The example shown in  FIG.  4    is a virtual schedule in the case where the first period is one day. Therefore, Ts is 0 o&#39;clock of the current day and Te is 24 o&#39;clock of the current day. When the first period is one week, a virtual schedule from 0 o&#39;clock on Sunday of the corresponding week to 24 o&#39;clock on Saturday of the same week should be generated. 
     In the example shown in  FIG.  4   , it is assumed that the first BEV is parked in a storage place during a period from time Ts to time T 0  in the first period. The storage place is a parking space at the home of the user, a parking space that the user is renting on a monthly contract, or the like. The schedule from time Ts to time T 0  is set based on the driving states and the position information of the internal combustion engine vehicle  10  during the period from time Ts to time T 0  in the operation history acquired by the acquisition unit F 310 . Thus, when the ignition switch of the internal combustion engine vehicle  10  is off and the position information of the internal combustion engine vehicle  10  matches the position of the storage place during the period from time Ts to time T 0  in the operation history acquired by the acquisition unit F 310 , the simulation unit F 320  determines that the internal combustion engine vehicle  10  has been parked in the storage place during the period from time Ts to time T 0 . Accordingly, the simulation unit F 320  assumes that the first BEV is parked in the storage place during the period from time Ts to time T 0 . In this case, the simulation unit F 320  specifies the length of the parking time from time Ts to time T 0 . 
     When the ignition switch of the internal combustion engine vehicle  10  is on and the position information of the internal combustion engine vehicle  10  changes with time from the storage place to a facility A during the period from time T 0  to time T 1  in the operation history acquired by the acquisition unit F 310 , the simulation unit F 320  determines that the internal combustion engine vehicle  10  has traveled from the storage place to the facility A during the period from time T 0  to time T 1 . Accordingly, the simulation unit F 320  assumes that the first BEV travels from the storage place to the facility A during the period from time T 0  to time T 1 . In this case, the simulation unit F 320  specifies the travel route from the storage place to the facility A and changes in the traveling position of the first BEV along the travel route by collating the changes in the position information of the internal combustion engine vehicle  10  during the period from time T 0  to time T 1  and the map data in the map information database D 310 . 
     When the ignition switch of the internal combustion engine vehicle  10  is off and the position information of the internal combustion engine vehicle  10  matches the position of the facility A during the period from time T 1  to time T 2  in the operation history acquired by the acquisition unit F 310 , the simulation unit F 320  determines that the internal combustion engine vehicle  10  has been parked in the facility A during the period from time T 1  to time T 2 . Accordingly, the simulation unit F 320  assumes that the first BEV is parked in the facility A during the period from time T 1  to time T 2 . In this case, the simulation unit F 320  specifies the length of the parking time from time T 1  to time T 2 . Further, the simulation unit F 320  ascertains whether there is a charging station in the facility A based on the map data in the map information database D 310 . 
     When the ignition switch of the internal combustion engine vehicle  10  is on and the position information of the internal combustion engine vehicle  10  changes with time from the facility A to the storage place during the period from time T 2  to time T 3  in the operation history acquired by the acquisition unit F 310 , the simulation unit F 320  determines that the internal combustion engine vehicle  10  has traveled from the facility A to the storage place during the period from time T 2  to time T 3 . Accordingly, the simulation unit F 320  assumes that the first BEV travels from the facility A to the storage place during the period from time T 2  to time T 3 . In this case, the simulation unit F 320  specifies the travel route from the facility A to the storage place and changes in the traveling position of the first BEV along the travel route by collating the changes in the position information of the internal combustion engine vehicle  10  during the period from time T 2  to time T 3  and the map data in the map information database D 310 . 
     When the ignition switch of the internal combustion engine vehicle  10  is off and the position information of the internal combustion engine vehicle  10  matches the position of the storage place during the period from time T 3  to time Te in the operation history acquired by the acquisition unit F 310 , the simulation unit F 320  determines that the internal combustion engine vehicle  10  has been parked in the storage place during the period from time T 3  to time Te. Accordingly, the simulation unit F 320  assumes that the first BEV is parked in the storage place during the period from time T 3  to time Te. In this case, the simulation unit F 320  specifies the length of the parking time from time T 3  to time Te. 
     When the virtual schedule as shown in  FIG.  4    is generated, the simulation unit F 320  simulates changes over time in the remaining battery charge on the assumption that the first BEV is operated according to this virtual schedule. This simulation is performed on the assumption that charging equipment is installed in the storage place. 
     Here, a method of simulating the remaining battery charge of the first BEV will be described based on  FIG.  5    and  FIG.  6   .  FIG.  5    and  FIG.  6    are graphs showing changes over time in the remaining battery charge on the assumption that the first BEV is operated according to the virtual schedule of  FIG.  4    described above. The difference between the example shown in  FIG.  5    and the example shown in  FIG.  6    is the remaining battery charge at the start time of the first period (time Ts in  FIG.  5    and  FIG.  6   ). Specifically, the remaining battery charge at start time Ts of the first period is larger in the example shown in  FIG.  5    than in the example shown in  FIG.  6   . The remaining battery charge at start time Ts of the first period may be a remaining battery charge at an end point (e.g., 24 o&#39;clock of the previous day) of the preceding first period (e.g., the previous day). 
     The solid lines in  FIG.  5    and  FIG.  6    show changes over time in the remaining battery charge in the case where a charging station is installed in the facility A, and the long dashed short dashed lines in  FIG.  5    and  FIG.  6    show changes over time in the remaining battery charge in the case where a charging station is not installed in the facility A. “Threshold value” in  FIG.  5    and  FIG.  6    is a remaining battery charge by which it is determined that the battery needs charging when the remaining battery charge has decreased to this threshold value, and is, for example, a remaining battery charge of about 10% to 20%. While in reality the remaining battery charge cannot fall below 0%, here changes in the remaining battery charge below 0% are also shown. 
     In the examples shown in  FIG.  5    and  FIG.  6   , the simulation unit F 320  first simulates changes over time in the remaining battery charge during the period from time Ts to time T 0 . Since the first BEV is charged in the storage place during this period, the remaining battery charge increases as time passes. Therefore, the simulation unit F 320  obtains the changes over time in the remaining battery charge during this period by integrating the remaining battery charges per unit time as time passes. In the example shown in  FIG.  5   , the remaining battery charge reaches 100% during this period (at time Ts 1  in  FIG.  5   ), so that the remaining battery charge remains 100% during the period from time Ts 1  to time T 0 . The length of the parking time from time Ts to time T 0  in  FIG.  5    and  FIG.  6    corresponds to the “first length of time” according to this disclosure. The remaining battery charge from time Ts to time T 0  in  FIG.  5    and  FIG.  6    corresponds to the “first charging amount” according to this disclosure. 
     When the changes over time in the remaining battery charge during the period from time Ts to time T 0  are obtained, the simulation unit F 320  simulates changes over time in the remaining battery charge during the period from time T 0  to time T 1 . During this period, the first BEV travels from the storage place toward the facility A, and therefore the remaining battery charge decreases with time. This is because, during the period from time T 0  to time T 1 , the distance traveled by the first BEV increases as time passes and the remaining battery charge decreases accordingly. Therefore, the simulation unit F 320  obtains the changes over time in the remaining battery charge during this period by repeatedly performing a process of subtracting a battery consumption amount per unit distance (e.g., 1 km) from the remaining battery charge as the travel distance increases. 
     The battery consumption amount per unit distance may be set according to factors such as the gradient of the travel route, the travel speed (the same travel speed as when the internal combustion engine vehicle  10  has traveled this travel route), the rates of acceleration and deceleration (the same rates of acceleration and deceleration as when the internal combustion engine vehicle  10  has traveled this travel route), on or off of the air conditioner (the same on or off of the air conditioner as when the internal combustion engine vehicle  10  has traveled this travel route), and on or off of the multimedia device (the same on or off of the multimedia device as when the internal combustion engine vehicle  10  has traveled this travel route). As another method, the battery consumption amount per unit distance may be a battery consumption amount per unit distance on the assumption that the first BEV travels under conditions under which the power consumption rate is highest. In this embodiment, to reduce the arithmetic processing load on the server device  300 , the battery consumption amount per unit distance on the assumption that the first BEV travels under conditions under which the power consumption rate is highest is used. 
     When the changes over time in the remaining battery charge during the period from time T 0  to time T 1  is obtained, the simulation unit F 320  simulates changes over time in the remaining battery charge during the period from time T 1  to time T 2 . During this period, the first BEV is parked at the facility A. When a charging station is installed in the facility A, this period can be allocated for charging the battery of the first BEV. Therefore, when a charging station is installed in the facility A, the simulation unit F 320  obtains the changes over time in the remaining battery charge during this period by integrating the remaining battery charges per unit as time passes. As a result, as indicated by the solid lines in  FIG.  5    and  FIG.  6   , the remaining battery charge increases as time passes. In this case, the facility A corresponds to the “first place” according to this disclosure. The length of the parking time from time T 1  to time T 2  corresponds to the “second length of time” according to this disclosure. The battery charging amount from time T 1  to time T 2  corresponds to the “second charging amount” according to this disclosure. The battery charging amount per unit time may be set according to the type, the rating, etc. of a charger installed in the facility A. Information about the type, the rating, etc. of the charger installed in the facility A may be stored in the map information database D 310  along with information for locating the position of each charging station on the map, or may be stored in a database separate from the map information database D 310 . 
     When a charging station is not installed in the facility A, the battery of the first BEV cannot be charged using this period, and therefore the simulation unit F 320  does not increase or decrease the remaining battery charge during the period from time T 1  to time T 2 . As a result, as indicated by the long dashed short dashed lines in  FIG.  5    and  FIG.  6   , the remaining battery charge during this period remains substantially constant (the same as the remaining battery charge at time T 1 ). 
     When the changes over time in the remaining battery charge during the period from time T 1  to time T 2  are obtained, the simulation unit F 320  simulates changes over time in the remaining battery charge during the period from time T 2  to time T 3 . During this period, the first BEV travels from the facility A toward the storage place, and therefore the remaining battery charge decreases with time. Therefore, the simulation unit F 320  obtains the changes over time in the remaining battery charge during this period by repeatedly performing a process of subtracting the battery consumption amount per unit distance from the battery capacity as the travel distance increases. Also in this case, the battery consumption amount per unit distance on the assumption that the first BEV travels under condition under which the power consumption rate is highest is used. 
     When the changes over time in the remaining battery charge during the period from time T 2  to time T 3  are obtained, the simulation unit F 320  simulates changes over time in the remaining battery charge during the period from time T 3  to time Te. During this period, the battery of the first BEV is charged in the storage place, so that the remaining battery charge increases as time passes. Therefore, the simulation unit F 320  obtains the changes over time in the remaining battery charge during this period by integrating the battery charging amounts per unit time as time passes. The length of time (the length of the parking time) from time T 3  to time Te in  FIG.  5    and  FIG.  6    also corresponds to the “first length of time” according to this disclosure. The battery charging amount from time T 3  to time Te in  FIG.  5    and  FIG.  6    also corresponds to the “first charging amount ” according to this disclosure. 
     After the simulation of the remaining battery charge is performed by the method as described above, the simulation unit F 320  determines whether the battery needs charging during travel of the first BEV based on the simulation result. Here, if the simulation result as indicated by the solid line in  FIG.  5    is obtained, it is estimated that the remaining battery charge does not decrease to the threshold value throughout all the stages of the virtual schedule. Therefore, the simulation unit F 320  determines that the battery does not need charging during travel of the first BEV when the first BEV travels according to the virtual schedule. 
     When the simulation result as indicated by the long dashed short dashed line in  FIG.  5    is obtained, it is estimated that the remaining battery charge decreases to the threshold value during travel from the facility A to the storage place (at time T 21  in  FIG.  5   ). Therefore, the simulation unit F 320  determines that battery needs charging during travel of the first BEV when the first BEV travels according to the virtual schedule. When this determination result is obtained, the simulation unit F 320  determines time T 21  during travel from the facility A to the storage place as the timing of charging. Further, the simulation unit F 320  determines a first charging station. The first charging station is a charging station suitable to charge the battery of the first BEV at the timing of charging or at a timing before or after the timing of charging. 
     Here, one example of the method of determining the first charging station will be described based on  FIG.  7   .  FIG.  7    is a view showing a road map of a first area. The first area is a region, such as a city, a ward, a town, or a village, including a first point (Pom in  FIG.  7   ). The first point Pom is a traveling position on the travel route of the first BEV at the time of day when the timing of charging comes. In the simulation result indicated by the long dashed short dashed line in  FIG.  5   , the traveling position of the first BEV at time T 21  in  FIG.  5    corresponds to the first point Pom. Reference signs Cs 1 , Cs 2 , and Cs 3  in  FIG.  7    denote charging stations inside the first area. 
     To specify the first charging station, the simulation unit F 320  first specifies the first point Pom. Specifically, the simulation unit F 320  specifies the traveling position of the first BEV at time T 21  based on the virtual schedule. As another method, the simulation unit F 320  may extract the position information of the internal combustion engine vehicle  10  at time T 21  from the operation history of the internal combustion engine vehicle  10  and set the position shown by the extracted position information as the first point Pom. 
     The simulation unit F 320  accesses the map information database D 310  and specifies the first area including the first point Pom. The simulation unit F 320  extracts, from the map information database D 310 , charging stations that are located on the travel route of the first BEV (Cs 1 , Cs 2 , and Cs 3  in  FIG.  7   ) among charging stations located in the first area. The simulation unit F 320  selects a charging station that is located within a predetermined distance from the first point Pom from among the extracted charging stations. The simulation unit F 320  determines the selected charging station as the first charging station. 
     As shown in  FIG.  8   , a case where there is more than one charging station located within the predetermined distance from the first point Pom (e.g., Cs 2  and Cs 4  in  FIG.  8   ) is also conceivable. In this case, the simulation unit F 320  may determine, as the first charging station, a charging station among these charging stations that is located at a position closest from the first point Pom (e.g., Cs 4  in  FIG.  8   ). In the example shown in  FIG.  8   , the charging station Cs 4  determined as the first charging station is located on a route that the first BEV travels before the first point Pom. In such a case, the simulation unit F 320  may correct the timing of charging to a time of day when the first BEV travels the position of the charging station Cs 4 . When there is no charging station on the travel route within the predetermined distance from the first point Pom, the simulation unit F 320  may determine, as the first charging station, a charging station that is not located on the travel route and that is located within the predetermined distance from the first point Pom. As another method, when there is no charging station on the travel route within the predetermined distance from the first point Pom, the simulation unit F 320  may determine, as the first charging station, a charging station that is located on a route that the first BEV travels before the travel route within the predetermined distance from the first point Pom and that is closest from the first point Pom. 
     When the simulation results as indicated by the solid line and the long dashed short dashed line in  FIG.  6    are obtained, it is estimated that the remaining battery charge decreases to the threshold value during travel from the storage place to the facility A (at time T 01  in  FIG.  6   ). Therefore, the simulation unit F 320  determines that the battery needs charging when the first BEV travels according to the virtual schedule. When this determination result is obtained, the simulation unit F 320  determines time T 01  during travel from the storage place to the facility A as the timing of charging. Further, the simulation unit F 320  determines the first charging station. The method of determining the first charging station is the same as the method described in the description of  FIG.  7    and  FIG.  8   . 
     The simulation result of the case where the first BEV travels according to the virtual schedule and the determination result about whether the battery needs charging are transferred from the simulation unit F 320  to the generation unit F 330 . When it is determined that the battery needs charging, in addition to the simulation result and the determination result, information about the timing of charging and the first charging station (charging place) is also transferred from the simulation unit F 320  to the generation unit F 330 . 
     Here, the description of  FIG.  3    will be resumed. The generation unit F 330  generates first information based on the information received from the simulation unit F 320 . In the case where it is determined by the simulation unit F 320  that the battery does not need charging, the generation unit F 330  generates first information including information showing the virtual schedule, information showing the simulation result, and information showing that the battery does not need charging. In the case where it is determined by the simulation unit F 320  that the battery needs charging, the generation unit F 330  generates first information including information showing the virtual schedule, information showing the simulation result, information showing that the battery needs charging, information showing the timing of charging, and information on the position of the first charging station. The information on the position of the first charging station may be information on the position of the first charging station indicated on a map. The first information generated by the generation unit F 330  is transferred from the generation unit F 330  to the provision unit F 340 . 
     The provision unit F 340  provides the first information generated by the generation unit F 330  to the user terminal  200 . Specifically, the provision unit F 340  may transmit the first information generated by the generation unit F 330  to the user terminal  200  through the communication unit  304 . When the server device  300  is configured to be able to realize the Web server described above, the provision unit F 340  may cause the first information generated by the generation unit F 330  to be displayed on the browser of the user terminal  200 . 
     Processing Flow 
     Here, the flow of processing executed in the server device  300  in this embodiment will be described based on  FIG.  9   .  FIG.  9    is a flowchart showing a processing routine that is executed in the server device  300  as the reception of an operation history from the user terminal  200  acts as a trigger. While the subject that executes the processing routine of  FIG.  9    is the processor  301  of the server device  300 , here the processing flow will be described using functional components of the server device  300  as subjects. 
     In the processing routine of  FIG.  9   , the acquisition unit F 310  acquires, through the communication unit  304 , an operation history transmitted from the on-board terminal  100  to the server device  300  (step S 101 ). As described above, the operation history is data in which the management ECU  103  of the on-board terminal  100  has recorded the driving states and the position information of the internal combustion engine vehicle  10  during the first period in chronological order so as to be associated with each other. The operation history acquired by the acquisition unit F 310  is transferred from the acquisition unit F 310  to the simulation unit F 320 . The simulation unit F 320  executes the process of step S 102  as the reception of the operation history acts as a trigger. 
     In step S 102 , the simulation unit F 320  generates a virtual schedule of the first BEV based on the operation history of the internal combustion engine vehicle  10  during the first period. The virtual schedule is an operation schedule of the first BEV on the assumption that the first BEV is operated according to the operation schedule shown by the operation history, and is the same as the operation schedule of the internal combustion engine vehicle  10  during the first period. The virtual schedule is generated by the method described above in the description of  FIG.  4   . After executing the process of step S 102 , the simulation unit F 320  executes the process of step S 103 . 
     In step S 103 , the simulation unit F 320  simulates changes over time in the remaining battery charge of the first BEV on the assumption that the first BEV is operated according to the virtual schedule generated in step S 102 . As described above in the description of  FIG.  5    and  FIG.  6   , this simulation is performed based on the length of the parking time at the storage place, the battery charging amount in the storage place, the battery consumption amount during travel, the parking time in a place to be visited (e.g., the facility A in  FIG.  5    and  FIG.  6   ), whether there is battery charging equipment in the place to be visited, etc. Thus, the simulation unit F 320  derives a simulation result like the one shown in  FIG.  5    or  FIG.  6   . After executing the process of step S 103 , the simulation unit F 320  executes the process of step S 104 . 
     In step S 104 , the simulation unit F 320  determines whether the battery needs charging during travel of the first BEV based on the simulation result of step S 103 . Specifically, the simulation unit F 320  determines whether the remaining battery charge decreases to the threshold value during travel of the first BEV in the simulation result as shown in  FIG.  5    or  FIG.  6    described above (e.g., during the period from time T 0  to time T 1  or during the period from time T 2  to time T 3 ). When the remaining battery charge decreases to the threshold value during travel of the first BEV, the simulation unit F 320  determines in the affirmative in step S 105 . When the remaining battery charge does not decrease to the threshold value during travel of the first BEV, the simulation unit F 320  determines in the negative in step S 105 . 
     When it is determined in the affirmative in step S 105 , the simulation unit F 320  executes the process of step S 106 . In step S 106 , the simulation unit F 320  determines the timing of charging. The timing of charging is a timing when the battery needs charging during travel of the first BEV when the first BEV travels according to the virtual schedule, and is a timing when the remaining battery charge decreases to the threshold value. Here, in the case where the remaining battery charge decreases to the threshold value at time T 21  during travel from the facility A to the storage place as in the simulation result indicated by the long dashed short dashed line in  FIG.  5   , the simulation unit F 320  determines time T 21  as the timing of charging. In the case where the remaining battery charge decreases to the threshold value at time T 01  during travel from the storage place to the facility A as in the simulation result indicated by the long dashed short dashed line in  FIG.  6   , the simulation unit F 320  determines time T 01  as the timing of charging. After executing the process of step S 106 , the simulation unit F 320  executes the process of step S 107 . 
     In step S 107 , the simulation unit F 320  determines the first charging station. 
     The first charging station is a charging station (charging place) suitable to charge the battery of the first BEV at the timing of charging or at a timing before or after the timing of charging. To determine such a first charging station, the simulation unit F 320  first determines the traveling position (e.g., Pom in  FIG.  7    and  FIG.  8   ) of the first BEV at the time of day when the timing of charging comes (e.g., time T 21  in  FIG.  5    or time T 01  in  FIG.  6   ), and specifies this traveling position as the first point Pom. 
     When the first point Pom is specified, the simulation unit F 320  accesses the map information database D 310  and specifies a first area including the first point Pom. When the first area is specified, the simulation unit F 320  extracts charging stations located in the first area (Cs 1  to Cs 3  in  FIG.  7    or Cs 1  to Cs 4  in  FIG.  8   ) from the map information database D 310 . 
     When the charging stations located in the first area are extracted, the simulation unit F 320  selects a charging station that is located within the predetermined distance from the first point Pom from among the extracted charging stations. The simulation unit F 320  determines the selected charging station as the first charging station. When there is more than one charging station within the predetermined distance from the first point Pom as shown in  FIG.  8    described above (e.g., Cs 2  and Cs 4  in  FIG.  8   ), the simulation unit F 320  determines a charging station that is located at a position closest from the first point Pom (e.g., Cs 4  in  FIG.  8   ) as the first charging station. When the first charging station is located on a route that the first BEV travels before the first point Pom, the simulation unit F 320  may correct the timing of charging to a time of day at which the first BEV travels the position of the first charging station. 
     After executing the process of step S 107 , the simulation unit F 320  transfers the virtual schedule generated in step S 102 , the result of the simulation executed in step S 103 , the determination result of step S 105 , the timing of charging specified in step S 106  (or the timing of charging corrected in step S 107 ), and the first charging station determined in step S 107  to the generation unit F 330 . The generation unit F 330  executes the process of step S 108  as the reception of the information from the simulation unit F 320  acts as a trigger. 
     In step S 108 , the generation unit F 330  generates the first information based on the information received from the simulation unit F 320 . The first information in this case includes information showing the virtual schedule, information showing the simulation result, information showing that the battery needs charging during travel of the first BEV, information showing the timing of charging, and information on the position of the first charging station. The first information generated by the generation unit F 330  is transferred from the generation unit F 330  to the provision unit F 340 . The provision unit F 340  executes the process of step S 109  as the reception of the first information acts as a trigger. 
     In step S 109 , the provision unit F 340  provides the first information to the user of the internal combustion engine vehicle  10 . Specifically, the provision unit F 340  transmits the first information to the user terminal  200  through the communication unit  304 . Or the provision unit F 340  displays the first information on the browser of the user terminal  200  when the user accesses the Web server through the browser of the user terminal  200 . 
     When it is determined in the negative in step S 105 , the processes of step S 106  and step S 108  are skipped and the processes of step S 108  and step S 109  are executed. In this case, the virtual schedule generated in step S 102 , the result of the simulation executed in step S 103 , and the determination result of step S 105  are transferred from the simulation unit F 320  to the generation unit F 330 . In step S 108 , the generation unit F 330  generates the first information including information showing the virtual schedule, information showing the simulation result, and information showing that the battery does not need charging during travel of the first BEV. In step S 109 , the provision unit F 340  provides the user with the first information including the information showing the virtual schedule, the information showing the simulation result, and the information showing that the battery does not need charging during travel of the first BEV. 
     According to this embodiment, the user of the internal combustion engine vehicle  10  can predict as to whether the battery needs charging during travel of the first BEV on the assumption that the first BEV is operated according to the same operation schedule (virtual schedule) as the operation schedule of the internal combustion engine vehicle  10  during the first period. Further, in the case where the battery needs charging during travel of the first BEV, the user of the internal combustion engine vehicle  10  can also predict when the battery needs charging. Moreover, in the case where the battery needs charging during travel of the first BEV, the user of the internal combustion engine vehicle  10  can predict as to where the battery should be charged. Therefore, before switching from the internal combustion engine vehicle  10  to the first BEV, the user of the internal combustion engine vehicle  10  can get a rough estimate about the timing of charging, the charging place, etc. of the first BEV in the case where the user uses the first BEV in the same manner as the internal combustion engine vehicle  10  during the first period. In particular, in the case of an operation schedule in which the operation schedule of the internal combustion engine vehicle  10  during the first period is repeated on a daily basis (e.g., an operation schedule when the internal combustion engine vehicle  10  is used by the user to commute to work or school), the user can get a rough estimate about the timing of charging, the charging place, etc. of the first BEV in the case where the user uses the first BEV on a daily basis. As a result, the user can also foresee changes in his or her life pattern etc. in the case where the user switches from the internal combustion engine vehicle  10  to the first BEV. 
     Thus, according to this embodiment, it is possible to eliminate the user&#39;s hesitation in switching from the internal combustion engine vehicle  10  to the first BEV, as well as to encourage the user to switch from the internal combustion engine vehicle  10  to the first BEV. 
     MODIFIED EXAMPLE 1 
     In the above embodiment, the example has been described in which, when there is more than one charging station within the predetermined distance from the first point Pom, a charging station among these charging stations that is closest from the first point Pom is determined as the first charging station. On the other hand, when there is more than one charging station within the predetermined distance from the first point Pom, a station that is installed in a place to be visited by the first BEV among these charging stations may be determined as the first charging station. 
       FIG.  10    is a view showing one example of the road map of the first area. In the example shown in  FIG.  10   , there are two charging stations within the range of the predetermined distance from the first point Pom (Cs 5  and Cs 6  in  FIG.  10   ). Of these two charging stations Cs 5  and Cs 6 , the charging station Cs 5  is a charging station that is installed in the facility A to be visited by the first BEV when the first BEV travels according to the virtual schedule. When there is such a charging station Cs 5  within the range of the predetermined distance from the first point Pom, the simulation unit F 320  of the server device  300  determines this charging station Cs 5  as the first charging station. In the example shown in  FIG.  10   , as in the example shown in  FIG.  8    described above, the charging station Cs 5  determined as the first charging station is located on a route that the first BEV travels before the first point Pom. Therefore, the simulation unit F 320  may correct the timing of charging to a time of day when the first BEV travels the position of the charging station Cs 5  (in this case, a time of day when the first BEV arrives at the facility A). When the charging station Cs 5  of the facility A is not located within the range of the predetermined distance from the first point Pom, as in the above embodiment, a charging station closest from the first point Pom may be determined as the first charging station. 
     According to this modified example, the user of the internal combustion engine vehicle  10  can predict that the battery of the first BEV should be charged in the charging station Cs 5  of the facility A when the battery of the first BEV needs charging on the assumption that the first BEV is operated according to the same operation schedule as the operation schedule of the internal combustion engine vehicle  10  during the first period. 
     MODIFIED EXAMPLE 2 
     In the above embodiment, the example has been described in which, when there is more than one charging station within the predetermined distance from the first point Pom, a charging station among these charging stations that is closest from the first point Pom is determined as the first charging station. On the other hand, when there is more than one charging station within the predetermined distance from the first point Pom, a charging station that is free may be determined as the first charging station. 
       FIG.  11    is a view showing one example of the road map of the first area. In the example shown in  FIG.  11   , there are two charging stations within the range of the predetermined distance from the first point Pom (Cs 7  and Cs 8  in  FIG.  11   ). Of these two charging stations Cs 7  and Cs 8 , the charging station Cs 7  can be used at no cost and the charging stand Cs 8  can be used at cost. When there are such a free charging station Cs 7  and a non-free charging station Cs 8  within the range of the predetermined distance from the first point Pom, the simulation unit F 320  of the server device  300  determines the free charging station Cs 7  as the first charging station. When there is more than one free charging station within the range of the predetermined distance from the first point Pom, a charging station among these charging stations that is closest from the first point Pom may be determined as the first charging station. When all the charging stations located within the range of the predetermined distance from the first point Pom are non-free charging stations, a charging station among these charging stations that is closest from the first point Pom may be determined as the first charging station. In the example shown in  FIG.  11   , as in the example shown in  FIG.  8    described above, the charging station Cs 7  determined as the first charging station is located on a route that the first BEV travels before the first point Pom. Therefore, the simulation unit F 320  may correct the timing of charging to a time of day when the first BEV travels the position of the charging station Cs 7 . 
     Information about whether each charging station is free or not free may be stored in the map information database D 310  along with the information for locating the position of each charging station on the map, or may be stored in a database separate from the map information database D 310 . 
     According to this modified example, the user of the internal combustion engine vehicle  10  can ascertain that the battery of the first BEV can be charged in the free charging station Cs 7  when the battery of the first BEV needs charging on the assumption that the first BEV is operated according to the same operation schedule as the operation schedule of the internal combustion engine vehicle  10  during the first period. 
     MODIFIED EXAMPLE 3 
     In the above embodiment, the example has been described in which, when there is more than one charging station within the predetermined distance from the first point Pom, a charging station among these charging stations that is closest from the first point Pom is determined as the first charging station. On the other hand, when there is more than one charging station within the predetermined distance from the first point Pom, a charging station among these charging stations that is least crowded around a time of day when the timing of charging comes may be determined as the first charging station. In this case, statistics of the availability rate of each charging station by time of day may be obtained beforehand, and these statistics may be stored in the auxiliary storage unit  303  of the server device  300  by charging station. 
     According to this modified example, the user of the internal combustion engine vehicle  10  can ascertain a charging station that is least crowded around the time of day when the battery of the first BEV needs charging on the assumption that the first BEV is operated according to the same operation schedule as the operation schedule of the internal combustion engine vehicle  10  during the first period. 
     MODIFIED EXAMPLE 4 
     In the above embodiment, the example has been described in which, when there is more than one charging station within the predetermined distance from the first point Pom, the charging station among these charging stations that is closest from the first point Pom is determined as the first charging station. On the other hand, when there is more than one charging station within the predetermined distance from the first point Pom, a charging station among these charging stations that is equipped with a quick charger may be determined as the first charging station. 
       FIG.  12    is a view showing one example of the road map of the first area. In the example shown in  FIG.  12   , there are two charging stations within the range of the predetermined distance from the first point Pom (Cs 9  and Cs 10  in  FIG.  12   ). Of these two charging stations Cs 9  and Cs 10 , the charging station Cs 9  is equipped with a quick charger but the charging station Cs 10  is not equipped with a quick charger. When there are such a charging station Cs 9  equipped with a quick charger and such a charging station Cs 10  not equipped with a quick charger within the range of the predetermined distance from the first point Pom, the simulation unit F 320  of the server device  300  determines the charging station Cs 9  equipped with a quick charger as the first charging station. In the example shown in  FIG.  12   , as in the example shown in  FIG.  8    described above, the charging station Cs 9  determined as the first charging station is located on a route that the first BEV travels before the first point Porn. Therefore, the simulation unit F 320  may correct the timing of charging to a time of day when the first BEV travels the position of the charging station Cs 9 . When there is more than one charging station equipped with a quick charger within the range of the predetermined distance from the first point Porn, a charging station among these charging stations that is closest from the first point Porn may be determined as the first charging station. When all the charging stations located within the range of the predetermined distance from the first point Porn are charging stations not equipped with a quick charger, a charging station closest from the first point Porn may be determined as the first charging station. 
     According to this modified example, the user of the internal combustion engine vehicle  10  can ascertain that the battery of the first BEV can be charged in the charging station Cs 9  equipped with a quick charger when the battery of the first BEV needs charging on the assumption that the first BEV is operated according to the same operation schedule as the operation schedule of the internal combustion engine vehicle  10  during the first period. 
     MODIFIED EXAMPLE 5 
     In the above embodiment, the example has been described in which, when it is determined that the battery needs charging during travel of the first BEV on the assumption that the first BEV is operated according to the virtual schedule, the user of the internal combustion engine vehicle  10  is provided with the first information including information showing the virtual schedule, information showing the simulation result, information showing that the battery needs charging during travel of the first BEV, information showing the timing of charging, and information on the position of the first charging station. On the other hand, when it is determined that the battery needs charging during travel of the first BEV on the assumption that the first BEV is operated according to the virtual schedule, the user of the internal combustion engine vehicle  10  may be provided with first information including information showing a charging time at the first charging station in addition to the aforementioned pieces of information. 
     Here, the flow of processing executed in the server device  300  in this modified example will be described based on  FIG.  13   .  FIG.  13    is a flowchart showing a processing routine that is executed in the server device  300  as the reception of an operation history from the user terminal  200  acts as a trigger. In  FIG.  13   , the same processes as in  FIG.  9    described above are denoted by the same reference signs. 
     The processing routine of  FIG.  13    differs from the processing routine of  FIG.  9    in that the process of step S 201  is executed after the process of step S 107  is executed and before the process of step S 108  is executed. 
     In step S 201 , the simulation unit F 320  determines a charging time. The charging time here is a recommended charging time in the first charging station determined in step S 107 . To determine the charging time, the simulation unit F 320  first obtains the length of the distance of a section of the travel route determined in the virtual schedule that is the section the first BEV travels after the battery is charged in the first charging station (hereinafter also referred to as a “first length of distance”). The simulation unit F 320  obtains the remaining battery charge required for the first BEV to cover the first length of distance (hereinafter also referred to as a “target remaining battery charge”). The target remaining battery charge is calculated based on the power consumption rate of the first BEV and the first length of distance. The simulation unit F 320  obtains the battery charging amount per unit time in the first charging station. The battery charging amount per unit time in the first charging station is determined according to the type, the rating, etc. of the charger installed in the first charging station. The simulation unit F 320  calculates the charging time based on the target remaining battery charge and the battery charging amount per unit time in the first charging station. For example, the simulation unit F 320  calculates the charging time by dividing the target remaining battery charge by the battery charging amount per unit time in the first charging station. The charging time thus obtained corresponds to the “third length of time” according to this disclosure. 
     When the simulation unit F 320  has executed the process of step S 201 , the virtual schedule generated in step S 102 , the result of the simulation executed in step S 103 , the determination result of step S 105 , the timing of charging specified in step S 106 , the first charging station determined in step S 107 , and the charging time determined in step S 201  are transferred from the simulation unit F 320  to the generation unit F 330 . 
     The generation unit F 330  executes the process of step S 108  as the reception of the information from the simulation unit F 320  acts as a trigger. In step S 108  in this case, the generation unit F 330  generates first information including information showing the virtual schedule, information showing the simulation result, information showing that the battery needs charging during travel of the first BEV, information showing the timing of charging, information on the position of the first charging station, and information showing the charging time in the first charging station. The first information generated by the generation unit F 330  is transferred from the generation unit F 330  to the provision unit F 340 . 
     The provision unit F 340  executes the process of step S 109  as the reception of the first information acts as a trigger. In step S 109  in this case, the provision unit F 340  provides the user with the first information including the information showing the virtual schedule, the information showing the simulation result, the information showing that the battery needs charging during travel of the first BEV, the information showing the timing of charging, the information on the position of the first charging station, and the information showing the charging time in the first charging station. 
     According to this modified example, the user of the internal combustion engine vehicle  10  can get a rough estimate about the charging time in the first charging station when the battery of the first BEV needs charging on the assumption that the first BEV is operated according to the same operation schedule as the operation schedule of the internal combustion engine vehicle  10  during the first period. 
     Others 
     The embodiment and the modified examples described above are merely examples, and this disclosure can be implemented with changes made thereto as necessary within the scope of the gist of the disclosure. For example, some or all of the processes executed in the server device  300  may be executed in the on-board terminal  100  or the user terminal  200 . The information processing device according to this disclosure can also be applied to a terminal that is installed at a dealer selling the first BEV or other such place, or to a terminal carried by an employee of the dealer. In this case, the employee of the dealer may connect the terminal and the on-board terminal  100  to each other by a cable and retrieve an operation history from the on-board terminal  100  to the terminal. 
     The processes and means described in this embodiment can be implemented in arbitrary combinations to such an extent that no technical inconsistency arises. For example, the embodiment and Modified Examples 1 and 2 can be implemented in combination as far as possible. Further, processes having been described as being performed by one device may be shared and executed by a plurality of devices. Or processes having been described as being performed by different devices may be executed by one device. In the computer system, what hardware configuration to use to realize each function can be flexibly changed. 
     This disclosure can also be realized by supplying a computer program having the functions described in the above embodiment to a computer and making one or more processors belonging to the computer retrieve and execute this program. Such a computer program may be provided to the computer by a non-transitory computer-readable recording medium that can be connected to a system bus of the computer, or may be provided to the computer through a network. A non-transitory computer-readable recording medium is a recording medium that accumulates pieces of information, such as data and programs, by electrical, magnetic, optical, mechanical, or chemical action and can be read by a computer or the like. Examples of such recording media can be arbitrary types of discs including magnetic discs (floppy (R) discs and HDDs) and optical discs (CD-ROMs, DVDs, and Blu-ray Discs). In addition, the recording medium may be a medium such as an ROM, an RAM, an EPROM, an EEPROM, a magnetic card, a flash memory, an optical card, or a solid state drive (SSD).