Service management device, service management method and service management system for commercial electric vehicle

Abstract

To level deterioration of batteries among a plurality of commercial electric vehicles.SOLUTION: A service management device 12 for commercial electric vehicles acquires vehicle information and storage battery information of commercial electric vehicles 80 through charge cables of chargers 90, calculates predicted power consumption of each service route in association with service route information in a database 13, and determines vehicle allocation rotation of the commercial electric vehicles 80 from the predicted power consumption.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a traffic management device, a traffic management method, and a traffic management system for commercial electric vehicles. [Background technology]

[0002] Patent Document 1 describes an operation system for battery-powered vehicles that includes a setting unit that sets the amount of electricity to be stored in the battery of each vehicle based on the degree of deterioration of the battery that supplies power to drive the vehicle; a first calculation unit that calculates the amount of electricity consumed by each vehicle while traveling on each of a plurality of routes based on the actual amount of electricity consumed; and an allocation unit that allocates each vehicle based on the amount of electricity to be stored in the battery of each vehicle set by the setting unit, the amount of electricity of each vehicle calculated by the first calculation unit, and the vehicle operation schedules on a plurality of routes, so that the operation schedule is met and the amount of electricity stored in the battery of each vehicle satisfies the amount of electricity calculated by the first calculation unit. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2015-11576 Summary of the Invention [Problem to be solved by the invention]

[0004] The operation system of Patent Document 1 assigns vehicles to routes based on the performance of each vehicle, the characteristics of the route, the performance and status of the storage battery, etc., so that the vehicles can complete their assigned route without running out of battery power. The greater the power consumption and charging power of the storage battery, the more rapidly the storage battery deteriorates. The power consumption of a storage battery varies depending on route characteristics such as the presence or absence of slopes and the route distance. Vehicles assigned to routes with high power consumption are more likely to experience accelerated battery deterioration, while vehicles assigned to routes with low power consumption are less likely to experience accelerated battery deterioration. As a result, it is not possible to equalize the deterioration of storage batteries between vehicles assigned to routes with high power consumption and vehicles assigned to routes with low power consumption. This limits the vehicles used for each route, necessitating the preparation of electric vehicles according to the route. At the same time, it becomes difficult to use multiple electric vehicles regardless of the route, resulting in a problem of increased capital investment burden on the user (operator).

[0005] The present invention aims to solve the above-mentioned problems and provide an operation management device, an operation management method, and an operation management system for commercial electric vehicles that can level out the deterioration of storage batteries among multiple commercial electric vehicles. [Means for solving the problem]

[0006] The present invention solves the above problems and includes the following. [1] A vehicle information acquisition means for acquiring vehicle information regarding a plurality of commercial electric vehicles; a route information acquisition means for acquiring route information relating to a route; a storage battery information acquisition means for acquiring information about a storage battery mounted on the commercial electric vehicle; an expected power consumption calculation means for calculating expected power consumption of the commercial electric vehicle based on either the storage battery information acquisition means or the output power information means of a charger that charges the storage battery mounted on the commercial electric vehicle; and a vehicle allocation determination means for determining the rotation order of a plurality of commercial electric vehicles from the vehicle information, route information, and estimated power consumption obtained by the vehicle information acquisition means, route information acquisition means, and estimated power consumption calculation means.

[0007] [2] The dispatch decision method is Arranging the values ​​of the predicted power consumption of each of the plurality of travel routes in descending order; Pairing the arranged routes such that the sum of the estimated power consumption values ​​of the route with the larger estimated power consumption value and the route with the smaller estimated power consumption value are approximately the same; Rearrange the plurality of pairings while maintaining the alternating magnitude relationship of the predicted power consumption of the paired routes; The commercial electric vehicle operation management device according to [1], which assigns a plurality of commercial electric vehicles to a group of rearranged operation routes.

[0008] [3] a vehicle information acquisition step of acquiring vehicle information regarding a plurality of commercial electric vehicles; a route information acquisition step of acquiring route information relating to a route; a storage battery information acquisition step of acquiring information about a storage battery mounted on the commercial electric vehicle; an expected power consumption calculation step of calculating expected power consumption of the commercial electric vehicle based on a travel route information acquisition step and a storage battery information acquisition step or an output power information acquisition step of a charger that charges a storage battery mounted on the commercial electric vehicle; and a vehicle allocation determination step of determining a rotation order of a plurality of commercial electric vehicles from the vehicle information, operation route information, and expected power consumption obtained by the vehicle information acquisition step, operation route information acquisition step, and expected power consumption calculation step.

[0009] [4] A database including vehicle information, route information, and battery information for each of a plurality of commercial electric vehicles; an expected power consumption calculation means for calculating expected power consumption of the commercial electric vehicle based on either storage battery information or output power information of a charger that charges the storage battery mounted on the commercial electric vehicle; and a vehicle allocation determination means for determining allocation of a plurality of commercial electric vehicles based on information including vehicle information, driving route information, and predicted power consumption.

[0010] [5] The vehicle dispatch decision method is Arranging the values ​​of the predicted power consumption of each of the plurality of travel routes in descending order; Pairing the arranged travel routes such that the sums of the estimated power consumption values ​​of the travel routes with large estimated power consumption values ​​and the travel routes with small estimated power consumption values ​​are substantially the same; rearrange the plurality of pairings while maintaining the alternating magnitude relationship of the predicted power consumption of the paired travel routes; [4] A commercial electric vehicle operation management system as described in [4], which assigns multiple commercial electric vehicles to multiple rearranged operation routes as one group. [Effects of the Invention]

[0011] According to the present invention, the deterioration of batteries used can be leveled out among a plurality of commercial electric vehicles, so the vehicles used on each route are not limited, and there is no need to prepare electric vehicles according to the route, so multiple electric vehicles can be used regardless of the route, and at the same time, there are excellent effects in that a simple operation plan for electric vehicles can be realized. [Brief explanation of the drawings]

[0012] [Figure 1] FIG. 1 is a schematic configuration diagram of a traffic management system. [Figure 2] FIG. 1 is a schematic configuration diagram of a traffic management system. [Figure 3] 10 is a schematic flowchart of vehicle allocation determination. [Figure 4] 10 is a detailed flowchart of vehicle allocation decision. [Figure 5] FIG. 5 is a diagram illustrating a part of the flowchart of FIG. [Figure 6] FIG. 5 is a diagram illustrating a part of the flowchart of FIG. [Figure 7] FIG. 5 is a diagram illustrating a part of the flowchart of FIG. [Figure 8] FIG. 10 is a diagram showing an example of vehicle allocation assigned to a travel route. DETAILED DESCRIPTION OF THE INVENTION

[0013] The operation management device and operation management method for commercial electric vehicles of the present invention will be described in detail with reference to FIGS. As shown in FIGS. 1 and 2 , the traffic management system MS includes a charger 90 that charges a passenger electric vehicle (hereinafter referred to as a bus) 80, which is an example of a commercial electric vehicle; a management system 10 that manages the bus 80 based on information acquired from the charger 90; and a user terminal 14 that exchanges information with the management system 10. An operator owns multiple buses 80 and operates the buses 80 by assigning one of the multiple buses 80 to multiple routes. The chargers 90 are, for example, installed only at bus offices that serve as the starting and ending points of the routes, and are not installed along the routes. Note that a commercial electric vehicle is a vehicle that has only a traction motor as a drive source, and does not include hybrid vehicles that have an engine in addition to a traction motor. Furthermore, the charger 90 can be any charger, whether a standard charger or a rapid charger, as long as it can charge a commercial electric vehicle.

[0014] The bus 80 includes a chargeable and dischargeable battery 81, a BMS (battery management system) 82 that detects the state of the battery 81, and a vehicle control device 83. The battery 81 is a module in which a plurality of secondary batteries are connected, and may be any battery that is chargeable and dischargeable. Examples of secondary batteries include lithium-ion secondary batteries, zinc batteries, all-solid-state batteries, and nickel-metal hydride batteries. The battery 81 serves as a power source for a traction motor included in the bus 80, and the bus travels using the power supplied from the battery 81.

[0015] The BMS 82 is a battery management system that detects the state of the battery 81, and includes, for example, a sensor for detecting the state of the battery 81 and a monitoring unit that monitors the battery 81 based on the detection results of the sensor. The BMS 82 determines at least the state of charge (SOC) and state of health (SOH) of the battery 81.

[0016] The vehicle control device 83 is configured to be able to communicate with the BMS 82, and can acquire the charging rate and deterioration state from the BMS 82. The BMS 82 and the vehicle control device 83 may be integrated and unified. In short, any hardware configuration is of course acceptable as long as it can acquire various pieces of information related to the battery 81 from the bus 80.

[0017] The charger 90 includes a power conversion unit 91, a charge control device 92, and a plug 93, and when the plug 93 is attached to the bus 80, the charge control device 92 controls the power conversion unit 91 to output DC power, thereby charging the bus 80. Note that charging refers to charging the battery 81 provided in the commercial electric vehicle.

[0018] Examples of charging methods for the charger 90 include the CHAdeMO standard, the CCS standard, and the North American Charging Standard. When the plug 93 is attached to the bus 80, the charging control device 92 in the charger 90 can communicate with the vehicle control device 83 in the bus 80, allowing the charging control device 92 to acquire various information from the vehicle control device 83. Any protocol may be used for communication between the charging control device 92 and the vehicle control device 83, and a representative protocol is, for example, the Controller Area Network (CAN). Examples of information that can be acquired from the vehicle control device 83 include battery information such as the upper limit of battery durability, total battery capacity, charging rate, and deterioration state, as well as vehicle information. The vehicle information is unique information assigned to each bus 80, such as the registration number displayed on the license plate, the battery identification number, the vehicle ID, and the vehicle number assigned by the bus operator.

[0019] <Management system> Hereinafter, the devices constituting the traffic control system MS will be described in detail with reference to FIG. The management system 10 includes a charging management device 11 that controls chargers 90 and acquires information from the chargers 90, a commercial electric vehicle operation management device 12 that creates or updates an operation plan for a bus (public vehicle) 80 via a user (business operator) terminal 14, and a database 13. The charging management device 11, the commercial electric vehicle operation management device 12, and the database 13 may be implemented by the same hardware, or the charging management device 11 and the commercial electric vehicle operation management device 12 may be implemented as functions of the same server, with the database 13 stored in the server. Alternatively, the charging management device 11, the commercial electric vehicle operation management device 12, and the database 13 may be implemented by different hardware, or the charging management device 11 and the commercial electric vehicle operation management device 12 may be implemented as functions of different servers, with the database 13 stored in a server different from the servers. The server may be configured with, for example, a processor and a memory, or may be a virtual server or a physical server.

[0020] The charging management device 11 is configured to be able to communicate with the charger 90 and thereby can acquire information from the charging control device 92, and can control the operation of the charger 90, such as starting charging, stopping charging, and reserving charging, by sending commands to the charger 90. Note that information that can be acquired from the charging control device 92 includes, for example, vehicle information and battery information acquired from the vehicle control device 83, as well as information indicating the status of the charger 90, such as the charging status. Furthermore, the charging management device 11 is configured to be able to refer to information in the database 13, register information in the database 13, and update the information in the database 13, and can reflect battery information in the database 13 in association with vehicle information.

[0021] In addition, the commercial electric vehicle operation management device 12 is configured to be able to exchange information with the charging management device 11, and creates a draft operation plan based on the information acquired from the charging management device 11. The operation plan includes at least a vehicle dispatch plan and may also include a plan related to charging. The commercial electric vehicle operation management device 12 is configured to be able to refer to information in the database 13, register information in the database 13, and update the information in the database 13, and can reflect the operation plan in the database 13 in association with the vehicle information.

[0022] The database 13 allows the charging management device 11 and the commercial electric vehicle operation management device 12 to share information by permitting access from both, and plays a role in assisting cooperation between the charging management device 11 and the commercial electric vehicle operation management device 12. Furthermore, the database 13 stores battery information and information related to operation routes associated with vehicle information.

[0023] The user terminal 14 is configured to be able to communicate with the charging management device 11 and the commercial electric vehicle operation management device 12, and is able to refer to information in the database 13, register information in the database 13, and update information in the database 13 via the charging management device 11 and the commercial electric vehicle operation management device 12. A user can register information about an operation route in the database 13 by inputting the information about the operation route into the user terminal 14. Furthermore, a user can modify an operation plan created by the commercial electric vehicle operation management device 12 or modify an operation plan that has already been registered in the database by operating the user terminal 14. Note that the user terminal 14 may be, for example, a personal computer, a smartphone, or a tablet terminal. Here, the user includes an operator, and may also be a business that manages commercial electric vehicles. Furthermore, the operation plan does not necessarily have to be created by input from the user terminal 60, but an operation schedule table (operation plan table) may be created in advance on another terminal and registered in the database.

[0024] <Vehicle allocation decision control> The vehicle allocation decision control and operation management method performed by the commercial electric vehicle operation management device 12 will be described using FIG. 3. The vehicle allocation decision control is a control for creating a vehicle allocation plan by assigning one of a plurality of buses 80 to each of a plurality of operation routes. In this embodiment, the buses 80 operate by rotating among a plurality of operation routes. Therefore, the buses 80 to be assigned to a plurality of operation routes are determined by determining the order of rotation. The vehicle allocation decision control is started, for example, by a user operating the user terminal 14. When performing vehicle allocation decision control, the user (business operator) can set the operation routes to be subject to vehicle allocation decision control and the buses 80 to be assigned to these operation routes. In other words, it is possible to perform vehicle allocation decision control by extracting some operation routes from all operation routes, or it is also possible to perform vehicle allocation decision control by extracting some buses 80 from all buses 80.

[0025] In step S1, when the plug 93 of the charging cable is connected to the bus 80, which is a public vehicle, various vehicle information about the bus 80 is sent from the vehicle control device 83 to the charging management device 11 via a data communication line (not shown) in the charging cable and via the charging control device 92 in the charger 90. At this time, vehicle identification information represented by a vehicle ID is preferable because it can be obtained directly from the bus 80, which is a public vehicle, as described above. Furthermore, when using vehicle information such as a vehicle ID that is difficult to recognize from the outside as vehicle information, there is an advantage in that it is easy to identify a specific bus 80 by associating it with the registration number on the license plate, the car number, or the like.

[0026] In step S2, the commercial electric vehicle operation management device 12 acquires operation route information from the database 13 or the user terminal 14. The operation route information includes, for example, the travel distance of the operation route, the travel time of the operation route, the elevation difference of the operation route (whether or not there is a slope and the inclination of the slope), the route, and the number of passengers per hour. The travel distance of the operation route and the travel time of the operation route are cumulative over a predetermined period including both the route and the out-of-service trip. The travel distance of the operation route and the travel time of the operation route may be theoretical values ​​or may be actual values ​​calculated from past performance. The predetermined period can be set arbitrarily by the user, for example, one day.

[0027] In step S3, the commercial electric vehicle traffic management device 12 calculates the expected power consumption required to travel the route. In this embodiment, the commercial electric vehicle traffic management device 12 calculates the expected power consumption based on the actual power consumption values ​​when the bus 80 traveled the route in the past. Specifically, the route and the power consumption when the bus 80 traveled the route are associated and stored in the database 13, and the commercial electric vehicle traffic management device 12 can calculate the expected power consumption by referring to the information in the database 13. Because the database 13 is updated each time the bus 80 travels the route, the expected power consumption can be calculated with high accuracy. Note that the actual power consumption values ​​used to calculate the expected power consumption may be data for a specific period, such as the actual power consumption values ​​for the most recent month. Specifically, the actual power consumption values ​​may include the power consumption obtained from the vehicle control device 83 or the power output by the charger 90 during charging. However, the power output by the charger 90 is preferable because it represents the actual power consumed, including losses during charging. Here, when the power consumption obtained from the vehicle control device 83 is used as the actual power consumption value, the power consumption data (power consumption information) of the battery 81 consumed by the bus 80 traveling along the specific route is obtained by the charge management device 11 from the BMS 82 via the vehicle control device 83 when the charging plug 93 is connected to the bus, and the obtained information is temporarily stored. Thereafter, the information is registered in the database 13 in association with the vehicle information and route information that have already been registered.

[0028] On the other hand, if the power output by the charger 90 during charging is used as the actual value of power consumption, the power output from the charger 90 can be calculated by the charge control device 92 when charging is performed after the bus 80 has traveled the specific route. The power output by the charger 90 is calculated based on, for example, the output current of the charger 90 measured by a current sensor and the output voltage of the charger 90 measured by a voltage sensor.

[0029] The commercial electric vehicle operation management device 12 may calculate the expected power consumption excluding the actual power consumption value of a battery 81 that is significantly deteriorated. Specifically, the actual power consumption value may be associated with the SOH value of the battery 81 and stored in the database 13, and when calculating the expected power consumption, the actual power consumption value of a battery 81 whose SOH value is less than a predetermined value may be excluded from the calculation. The predetermined value may be set arbitrarily by the user.

[0030] In step S4, the commercial electric vehicle operation management device 12 creates a vehicle allocation plan by performing vehicle allocation, and presents the created vehicle allocation plan to the user by displaying it on the display of the user terminal 14.

[0031] Next, the vehicle allocation performed in step S4 will be described in detail with reference to Figures 4 to 8. Figures 5 to 8 show, as an example, a case where there are seven operating routes, A to G, and the predicted power consumption for a predetermined period is in the order of A>B>C>D>E>F>G.

[0032] As shown in FIG. 4, in step S11, the operation management device 12 for commercial electric vehicles derives the predicted power consumption for a predetermined period when the bus 80 travels on each of the plurality of operation routes, and arranges the operation routes in descending order of the derived predicted power consumption. The predetermined period can be arbitrarily set by the user. FIGS. 5 to 7 are described by taking one day as an example, but it may be one day, two days, three days, etc. The predicted power consumption for the predetermined period can be derived from the predicted power consumption required to travel the operation route calculated in step S3. When arranging the operation routes in descending order of the predicted power consumption in the example shown in FIG. 5, the operation routes are arranged in the order of A, B, C, D, E, F, G. Thus, the operation management device 12 for commercial electric vehicles includes a derivation unit. Although there are differences in the absolute amount of power consumption depending on the bus 80, the operation routes with large power consumption will increase regardless of which bus 80 it is, so the order of the predicted power consumption is the same regardless of which bus 80 it is. Also, as shown in FIG. 6, the sum of the predicted power consumptions of different routes, for example, the sum of the predicted power consumption of route A and the predicted power of route G, and the sum of the predicted power consumption of route C and the predicted power consumption of route E are equal (= the same). However, in reality, since the values of the predicted power consumption itself vary due to various factors, the sum of the predicted power consumption may not be exactly the same. Therefore, if the sum of the predicted power consumption is expressed by the numerical values shown in FIG. 6, a tolerance range of about ±5 is acceptable.

[0033] Next, in step S12, the operation management device 12 for commercial electric vehicles sets "i", which represents the order of rotation, to 0. The minimum value of i is 0, and the maximum value of i is the number of operation routes - 1.

[0034] Next, in step S13, the operation management device 12 for commercial electric vehicles performs a loop process when i < MAX / 2. MAX is the number of operation routes. The loop process includes the processes of steps S14 to S17, and the processes of steps S14 to S17 are repeatedly performed until the loop process ends. In the example shown in FIG. 5, since the number of operation routes is 7, the loop process is performed when i < 7 / 2, and the loop process ends when i ≧ 7 / 2.

[0035] In step S14, the commercial electric vehicle operation management device 12 determines whether i is an even number, and if the determination result in step S14 is positive, proceeds to step S15, and if the determination result in step S14 is negative, proceeds to step S16.

[0036] In step S15, the commercial electric vehicle operation management device 12 swaps the order of the i-th operation route with the (MAX-1)-i-th operation route. In the example shown in Fig. 6, when i = 0, operation route A, which is the 0th operation route, is swapped with the 6th operation route G, which is the (MAX-1)-i-th operation route, and when i = 2, operation route C, which is the 2nd operation route, is swapped with the 4th operation route E, which is the (MAX-1)-i-th operation route.

[0037] In step S16, the commercial electric vehicle operation management device 12 maintains the order of the operation routes, i.e., the order of the operation routes with odd numbers is not changed. After the process of step S15 or step S16 is performed, the commercial electric vehicle operation management device 12 performs an increment process of i in step S17, adding 1 to i.

[0038] Once the loop processing is complete, the reordered routes can be obtained, and in the example shown in Figure 7, the routes are arranged in the order G, B, E, D, C, F, and A. As can be seen from Figure 7, the routes are rearranged so that the expected power consumption increases and decreases alternately. Specifically, route G is followed by route B, so the expected power consumption increases, and route B is followed by route E, so the expected power consumption decreases.

[0039] When the loop processing ends, in step S18, the commercial electric vehicle traffic management device 12 allocates the buses 80 to the route routes whose order has been rearranged, thereby dispatching the buses 80. The commercial electric vehicle traffic management device 12 dispatches the buses 80 so that the buses rotate through a plurality of routes. In the example shown in FIG. 8, the seven buses 80 are dispatched so that each bus rotates through the routes G, B, E, D, C, F, and A in this order. If traveling all of the routes G, B, E, D, C, F, and A constitutes one cycle, the seven buses 80 will travel all of the routes A to G for one day each during one cycle. In this way, the commercial electric vehicle traffic management device 12 includes a determination unit.

[0040] Note that the power consumption of the battery 81 is affected by environmental conditions such as ambient temperature, so if the seasons change before one cycle has elapsed, the power consumption may change even for the same route. If the specified period is long or there are many routes, the seasons may change before one cycle has elapsed. Therefore, the specified period may be shortened, or all routes may be divided into multiple groups and vehicle dispatch decision control may be performed for each group. The groups can be specified using the user terminal 14.

[0041] [Effects of this embodiment] (1) The commercial electric vehicle traffic management device 12 derives the predicted power consumption for a predetermined period for each of a plurality of traffic routes and determines the rotation order of the buses 80 from the predicted power consumption for the predetermined period. This prevents a particular bus 80 from operating preferentially on a particular traffic route, and reduces the difference in power consumption and charging power between the buses 80 during one cycle. The greater the power consumption and charging power, the faster the battery 81 deteriorates. However, because the rotation order of the buses 80 is determined from the predicted power for the predetermined period, it is possible to level out the deterioration of the battery 81 among the plurality of buses 80.

[0042] For example, even if an operation plan for buses 80 is created assuming that batteries 81 will be replaced after 10 years for multiple buses 80, if there is a difference in the degree of deterioration of batteries 81 among buses 80, it may become necessary to replace batteries 81 for some buses 80 before 10 years have passed. By reducing the difference in the degree of deterioration of batteries 81 as in the embodiment, it becomes possible to operate buses 80 according to the operation plan.

[0043] (2) The commercial electric vehicle operation management device 12 rearranges the operation routes so that the predicted power consumption alternately increases and decreases. This makes it possible to level out the deterioration of the batteries 81 among the buses 80 even for a period of less than one cycle.

[0044] For example, in the example shown in FIG. 8 , the difference in the power consumption and charging power of the battery 81 between the buses 80 can be reduced even during the period up to the second day, thereby leveling out the deterioration of the battery 81 even during the period up to the second day. However, since the power consumption of the battery 81 is also affected by environmental conditions such as ambient temperature, if the seasons are different at the beginning and end of one cycle, there is a risk that the power consumption of the battery 81 will differ depending on the environmental conditions. In contrast, by reducing the difference in the power consumption and charging power of the battery 81 between the buses 80 even during a period of less than one cycle, it is possible to suppress the difference in the degree of deterioration of the battery 81 that will occur depending on the environmental conditions. Therefore, it is possible to level out the deterioration of the battery 81 between the buses 80.

[0045] (3) Because the database 13 stores the degradation state of the battery 81 in association with the vehicle information, the user can grasp the degradation state of the battery 81 using the user terminal 14. This allows the user to recognize the timing of replacing the battery 81 from the degradation state of the battery 81.

[0046] [Example of change] Each embodiment can be modified as follows: Each embodiment and the following modifications can be combined with each other to the extent that no technical contradiction occurs.

[0047] In step S3, the commercial electric vehicle operation management device 12 may calculate the expected power consumption of the bus 80 from the electricity cost and operation route information. Commercial electric vehicles may be vehicles with fixed routes, such as collection and delivery vehicles, refuse trucks, or transport trucks.

[0048] In step S15, the commercial electric vehicle operation management device 12 may replace the i-th operation route with any operation route as long as the operation routes are not arranged in descending order of expected power consumption.

[0049] The deterioration of the battery 81 may be determined based on the number of times it has been charged or the time elapsed since it was first used. [Explanation of symbols]

[0050] 10... management system, 11... charging management device, 12... operation management device, 13...Database, 14...User (operator) terminal, 80...Commercial electric vehicle (bus)

Claims

1. a vehicle information acquisition means for acquiring vehicle information relating to a plurality of commercial electric vehicles; a route information acquisition means for acquiring route information relating to a route; a storage battery information acquisition means for acquiring information about a storage battery mounted in the commercial electric vehicle; an expected power consumption calculation means for calculating expected power consumption of the commercial electric vehicle based on either the storage battery information acquisition means or an output power information means of a charger that charges the storage battery mounted on the commercial electric vehicle; a vehicle allocation determination means for determining a rotation order of the plurality of commercial electric vehicles based on the vehicle information, the route information, and the expected power consumption obtained by the vehicle information acquisition means, the route information acquisition means, and the expected power consumption calculation means; A commercial electric vehicle operation management device consisting of:

2. The vehicle dispatch determination means The estimated power consumption values ​​of each of the plurality of travel routes are arranged in descending order; Pairing the arranged route with a large predicted power consumption value and the arranged route with a small predicted power consumption value so that the sum of the predicted power consumption values ​​of the route is approximately the same; rearrange the plurality of pairings while maintaining the alternating magnitude relationship of the predicted power consumption of the paired travel routes; The rearranged plurality of operating routes are treated as one group, and the plurality of commercial electric vehicles are dispatched. The commercial electric vehicle operation management device according to claim 1 .

3. a vehicle information acquisition step of acquiring vehicle information regarding a plurality of commercial electric vehicles; a route information acquisition step of acquiring route information relating to a route; a storage battery information acquisition step of acquiring information about a storage battery mounted in the commercial electric vehicle; an expected power consumption calculation step of calculating expected power consumption of the commercial electric vehicle based on the travel route information acquisition step and the storage battery information acquisition step or an output power information information acquisition step of a charger that charges a storage battery mounted on the commercial electric vehicle; a vehicle allocation determination step of determining a rotation order of the plurality of commercial electric vehicles based on the vehicle information, the route information, and the expected power consumption obtained by the vehicle information acquisition step, the route information acquisition step, and the expected power consumption calculation step; A commercial electric vehicle operation management method comprising:

4. a database including vehicle information, route information, and battery information for each of a plurality of commercial electric vehicles; an expected power consumption calculation means for calculating expected power consumption of the commercial electric vehicle based on either the storage battery information or output power information of a charger that charges the storage battery mounted on the commercial electric vehicle; a vehicle allocation determination means for determining allocation of the plurality of commercial electric vehicles based on information including the vehicle information, the operating route information, and the predicted power consumption; A commercial electric vehicle operation management system.

5. The vehicle dispatch determination means The estimated power consumption values ​​of each of the plurality of travel routes are arranged in descending order; Pairing the arranged route with a large predicted power consumption value and the arranged route with a small predicted power consumption value so that the sum of the predicted power consumption values ​​of the route is approximately the same; rearrange the plurality of pairings while maintaining the alternating magnitude relationship of the predicted power consumption of the paired travel routes; The rearranged plurality of operating routes are treated as one group, and the plurality of commercial electric vehicles are dispatched. The commercial electric vehicle operation management system according to claim 4.

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