Operation management system

Abstract

To provide an operation management system characterized in that, even when an onboard apparatus cannot be connected over a vehicle network of an electric motorcar, a driver of the electric motorcar can be evaluated based on an integrated value of a current flowing between a drive system of the electric motorcar and a power source.SOLUTION: An operation management system 1 includes a current sensor 100 that is included in a service plug disposed at a power source of a drive system of an electric motorcar, and measures a current value of a current which is consumed after supplied from the power source to the drive system, and a current value of a regenerative current which is collected from the drive system to the power source, a consumed current integration unit 11A that integrates current values of the consumed current measured by the current sensor 100, a regenerative current integration unit 11B that integrates current values of the regenerative current measured by the current sensor 100, and a recording / transmission unit 11D that stores in a memory 12 a consumed current integrated value obtained by the consumed current integration unit 11A and a regenerative current integrated value obtained by the regenerative current integration unit 11B.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an operation management device. [Background technology]

[0002] A driving skill evaluation device is known that evaluates the driving skill of a driver of an electric vehicle based on the amount of regenerative energy recovered during deceleration (see, for example, Patent Document 1). In the driving skill evaluation device described in Patent Document 1, first, a regenerative energy integrating means integrates the amount of regenerative energy of the electric vehicle while the braking regeneration determination means determines that the electric vehicle is performing regenerative braking. Next, a deceleration value calculating means calculates a deceleration value, which is the speed by which the electric vehicle has decelerated while the braking regeneration determination means determines that the electric vehicle is performing regenerative braking, based on the current speed of the electric vehicle detected by the vehicle speed detecting means. In addition, a regenerative time calculating means calculates a regenerative time, which is the time during which the braking regeneration determination means determines that the electric vehicle is performing regenerative braking. Then, a theoretical regenerative energy calculating means calculates, based on the regenerative time calculated by the regenerative time calculating means, a theoretical regenerative energy amount, which is the amount of regenerative energy that would be obtained if the braking regeneration determination means determined that the electric vehicle is performing regenerative braking. Furthermore, the regenerative energy evaluation means evaluates the amount of regenerative energy accumulated by the regenerative energy accumulation means based on the theoretical amount of recovered energy calculated by the theoretical regenerative energy calculation means. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 4135525 Summary of the Invention [Problem to be solved by the invention]

[0004] In the driving technique evaluation device described in Patent Document 1, in order to integrate the amount of regenerative energy of an electric vehicle, it is necessary to integrate the current value of the regenerative current. Therefore, it is necessary to connect to a vehicle network such as a CAN (Controller Area Network) to acquire the current value of the regenerative current. However, when an on-board device such as a digital tachograph is retrofitted to an electric vehicle, it is generally difficult to connect the on-board device to a vehicle network and acquire the current value of the regenerative current.

[0005] In view of the above circumstances, an object of the present invention is to provide an operation management device that makes it possible to evaluate the driver of an electric vehicle based on the integrated value of the current flowing between the drive system and the power supply of the electric vehicle, even when the on-board device cannot be connected to the vehicle network of the electric vehicle. [Means for solving the problem]

[0006] The operation management device of the present invention is provided on a service plug installed in a power supply of the drive system of an electric vehicle, and includes a current sensor that measures the current value of the consumed current supplied from the power supply to the drive system and consumed, and the current value of the regenerative current recovered from the drive system to the power supply, a current consumption integrator that integrates the current value of the consumed current measured by the current sensor, a regenerative current integrator that integrates the current value of the regenerative current measured by the current sensor, and an integrated value recording unit that records the consumed current integrated value integrated by the current consumption integrator and the regenerative current integrated value integrated by the regenerative current integrator in a recording area. [Effects of the Invention]

[0007] According to the present invention, even if the on-board device cannot be connected to the vehicle network of the electric vehicle, it is possible to evaluate the driver of the electric vehicle based on the integrated value of the current flowing between the drive system and the power supply of the electric vehicle. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a block diagram showing the configuration of an operation control system according to one embodiment of the present invention. [Figure 2]FIG. 2 is a diagram showing a schematic configuration of an electric vehicle that is the subject of operation management. [Figure 3] FIG. 3 is a diagram showing a schematic configuration of the on-board device and the current sensor mounted on the electric vehicle of FIG. [Figure 4] FIG. 4 is a diagram showing a schematic configuration of a service plug and a current sensor. [Figure 5] FIG. 5 is a functional block diagram of the fleet management server of FIG. [Figure 6] FIG. 6 is a flowchart for explaining the processing of the in-vehicle device during operation. [Figure 7] FIG. 7 is a flowchart for explaining the processing of the fleet management server after the operation has ended. [Figure 8] FIG. 8 is a flowchart for explaining the processing of the on-board device during operation, including correction of the offset error of the current sensor. [Figure 9] FIG. 9 is a flowchart for explaining the processing of the in-vehicle device during driving to perform an evaluation of the use of regenerative braking on a downhill slope. [Figure 10] FIG. 10 is a flowchart for explaining the processing of the fleet management server after the end of a trip to evaluate the use of regenerative braking on downhill slopes. [Figure 11] FIG. 11 is a block diagram showing the configuration of an operation control system according to another embodiment of the present invention. [Figure 12] FIG. 12 is a diagram showing the circuit configuration of the ground fault detection device of FIG. [Figure 13] FIG. 13 is a flowchart for explaining the processing of the on-board device during operation to calculate electricity costs. [Figure 14] FIG. 14 is a flowchart for explaining the processing of the fleet management server after the end of a trip to calculate electricity costs. DETAILED DESCRIPTION OF THE INVENTION

[0009] The present invention will be described below in accordance with preferred embodiments. Note that the present invention is not limited to the embodiments shown below and can be modified as appropriate without departing from the spirit of the present invention. In addition, in the embodiments shown below, some components are omitted from illustration and description, but for the details of the omitted technologies, publicly known or well-known technologies are applied as appropriate within the scope of not causing any contradictions with the content described below.

[0010] Fig. 1 is a block diagram showing the configuration of a traffic management system 1 according to one embodiment of the present invention. The traffic management system 1 shown in this figure includes an on-board device 10 mounted on an electric vehicle C (see Fig. 2) that is the target of traffic management. The on-board device 10 is a traffic recording device such as a digital tachograph or a drive recorder that also has the function of a digital tachograph.

[0011] FIG. 2 is a diagram showing a schematic configuration of an electric vehicle C that is the subject of operational management. As shown in this figure, the electric vehicle C that is the subject of operational management is an electric vehicle, hybrid vehicle, fuel cell vehicle, or the like that is equipped with a high-voltage battery B for driving and a motor M for driving (see FIG. 3), and is a truck, bus, taxi, or the like that is operated by an operator. This electric vehicle C is equipped with a current sensor 100, an antenna 161, and an on-board device 10 that is retrofitted. The output terminal of the current sensor 100 is connected to the input terminal of the on-board device 10, and a measurement signal of the current value output from the current sensor 100 is input to the on-board device 10. In addition, the antenna 161 is installed in the electric vehicle C for communication between the on-board device 10 and the operational management server 200 (see FIG. 1) via a wireless communication network.

[0012] Fig. 3 is a diagram showing a schematic configuration of the on-board device 10 and the current sensor 100 mounted on the electric vehicle C of Fig. 2. As shown in this figure, a service plug 20 is provided on the battery B of the electric vehicle C. The service plug 20 is provided at an intermediate voltage position of the battery B, and disconnects the high-voltage circuit when manually pulled out from the battery B, and connects the high-voltage circuit when manually pushed in.

[0013] The current sensor 100 is provided in the service plug 20, measures the current value of the current flowing between the battery B and the motor M, and outputs a measurement signal to the in-vehicle device 10. The current value of the current flowing from the battery B to the motor M and the current value of the current flowing from the motor M to the battery B are opposite in sign. If the current value of the current flowing from the battery B to the motor M is positive, when the motor M is powering (when the battery B is discharging), a measurement signal with a positive current value is output from the current sensor 100 to the in-vehicle device 10, and when the motor M is regenerating (when the battery B is charging), a measurement signal with a negative current value is output from the current sensor 100 to the in-vehicle device 10. In the following description, the current value of the current flowing from the battery B to the motor M is positive, and the current value of the current flowing from the motor M to the battery B is negative.

[0014] 4 is a diagram showing the schematic configuration of the service plug 20 and the current sensor 100. As shown in this diagram, the service plug 20 includes a box 21 and a grip 22. When the grip 22 is pushed into the box 21, the box 21 and the grip 22 are engaged, and when the grip 22 is pulled out from the box 21, the engagement between the box 21 and the grip 22 is released.

[0015] The box 21 is provided with terminals 211, 212, etc. An electric wire 213 is connected to the terminal 211, and an electric wire 214 is connected to the terminal 212. The grip 22 is provided with terminals 221, 222 that are electrically connected to each other. When the box 21 and the grip 22 are mated, the terminals 211 and 221 are connected, and the terminals 212 and 222 are connected. When the box 21 and the grip 22 are disengaged from each other, the connection between the terminals 211 and 221 is released, and the connection between the terminals 212 and 222 is released. A pair of cells arranged at an intermediate voltage position of the battery B is electrically connected via the electric wires 213, 214 and the terminals 211, 212, 221, 222, etc.

[0016] The current sensor 100 is provided in the box 21, measures the current value of the current flowing between the electric wire 213 and the electric wire 214, and outputs a measurement signal to the vehicle-mounted device 10. The current sensor 100 includes a C-shaped or U-shaped core 101 and a magnetic sensor 102. The core 101 is disposed so as to surround or sandwich the terminal 211, and generates a magnetic flux corresponding to the current flowing through the terminal 211. The magnetic sensor 102 includes a magnetic detection element such as a Hall element that outputs a signal corresponding to the magnetic flux density in the gap or slit of the core 101, and an amplifier circuit that amplifies the signal output from the magnetic detection element.

[0017] The vehicle-mounted device 10 shown in FIG. 1 has a function of integrating positive current values ​​measured by the current sensor 100 (hereinafter referred to as a current consumption integration function) and a function of integrating negative current values ​​measured by the current sensor 100 (hereinafter referred to as a regenerative current integration function). The vehicle-mounted device 10 also has a function of determining whether a sudden deceleration event has occurred in the electric vehicle C (hereinafter referred to as a sudden deceleration determination function). The vehicle-mounted device 10 also has a function of recording operation data, events related to the driving of the electric vehicle C, and accumulated positive current values ​​(hereinafter referred to as an accumulated current consumption value) and accumulated negative current values ​​(hereinafter referred to as an accumulated regenerative current value) in the memory 12 and the external recording medium 151, or transmitting them to the fleet management server 200 (hereinafter referred to as a recording / transmission function). Examples of the operation data include the time of entry and exit from the depot, the travel distance, the travel time, the travel speed, the gradient of the road during travel, etc. Examples of the events include speeding, engine overspeed, sudden acceleration, and sudden deceleration. The "sudden deceleration" is determined by the sudden deceleration determination function of the vehicle-mounted device 10.

[0018] The vehicle-mounted device 10 includes a CPU (Central Processing Unit) 11, a memory 12, an interface (hereinafter referred to as I / F) 13 to which signals output from various sensors such as a current sensor 100 are input, and a GPS (Global Positioning System) receiver 14. The vehicle-mounted device 10 also includes a card interface (hereinafter referred to as card I / F) 15, a communication unit 16, a real-time clock (hereinafter referred to as RTC) 17, an alarm unit 18, and an acceleration sensor 19. The acceleration sensor 19 measures the acceleration of the electric vehicle C in the traveling direction and outputs a measurement signal to the I / F 13.

[0019] The CPU 11 controls each part of the in-vehicle device 10, and in particular executes a current consumption integration function, a regenerative current integration function, a recording / transmission function, a sudden deceleration determination function, an alarm function, etc. The CPU 11 includes a current consumption integration unit 11A, a regenerative current integration unit 11B, a sudden deceleration determination unit 11C, a recording / transmission unit 11D, and an alarm control unit 11E.

[0020] The current consumption integrating unit 11A integrates the positive current value output from the current sensor 100 and input to the I / F 13 while the electric vehicle C is in operation. In addition, the regenerative current integrating unit 11B integrates the negative current value output from the current sensor 100 and input to the I / F 13 while the electric vehicle C is in operation.

[0021] The sudden deceleration determination unit 11C determines whether or not the negative acceleration in the traveling direction of the electric vehicle C exceeds a threshold value based on the measurement signal of the acceleration sensor 19 input to the I / F 13 of the electric vehicle C. The sudden deceleration determination unit 11C outputs a trigger signal when the negative acceleration in the traveling direction of the electric vehicle C exceeds the threshold value.

[0022] While the electric vehicle C is in operation, the recording / transmission unit 11D records the operation data input to the I / F 13, events related to the traveling of the electric vehicle C, and the like in the memory 12 and the external recording medium 151. When a trigger signal is output from the sudden deceleration determination unit 11C, the recording / transmission unit 11D records "sudden deceleration" as an event in the memory 12 and the external recording medium 151.

[0023] While the electric vehicle C is in operation, the recording / transmission unit 11D records the integrated current consumption value obtained by the processing of the current consumption integrator 11A and the integrated regenerative current value obtained by the processing of the regenerative current integrator 11B in the memory 12 and the external recording medium 151. After the operation of the electric vehicle C is completed, the recording / transmission unit 11D transmits information such as the operation data recorded in the memory 12, events related to the traveling of the electric vehicle C, the integrated current consumption value, and the integrated regenerative current value to the fleet management server 200.

[0024] The memory 12 is a non-volatile memory that stores programs executed by the CPU 11. Examples of the programs executed by the CPU 11 include programs for executing the above-mentioned current consumption integration function, regenerative current integration function, sudden deceleration determination function, recording / transmission function, and warning function. The memory 12 also stores information such as operation data, events related to the running of the electric vehicle C, the current consumption integration value, and the regenerative current integration value.

[0025] The I / F 13 is connected to an engine speed sensor 2, a vehicle speed sensor 3, a brake switch 4, a handheld numeric keypad (hereinafter referred to as H / T) 5, an in-vehicle camera 6, a switch unit (hereinafter referred to as SWU) 7, a navigation system 8, an acceleration sensor 19, and a current sensor 100, etc.

[0026] The engine rotation speed sensor 2 measures the engine rotation speed of the electric vehicle C and outputs a measurement signal to the I / F 13. In addition, the vehicle speed sensor 3 measures the speed of the electric vehicle C and outputs a measurement signal to the I / F 13. In addition, the brake switch 4 detects the operation of the foot brake 41 by the driver and outputs a detection signal to the I / F 13.

[0027] The H / T 5 has various buttons (not shown) such as a parking exit button arranged thereon, and outputs an operation input signal to the I / F 13. The in-vehicle camera 6 captures an image of the area in front of the electric vehicle C and outputs an image signal to the I / F 13. The SWU 7 also has various buttons (not shown) such as a parking exit button and a parking entry button arranged thereon, and outputs an operation input signal to the I / F 13. Furthermore, the navigation system 8 outputs map information to the I / F 13.

[0028] The GPS receiver 14 is connected to a GPS antenna 141 and receives GPS signals transmitted from GPS satellites (not shown). These GPS signals include GPS position information and GPS time information.

[0029] An external recording medium 151 such as a memory card is detachably attached to the card I / F 15. Operation data, events related to the running of the electric vehicle C, an integrated value of current consumption, an integrated value of regenerative current, and the like are recorded in the external recording medium 151 connected to the card I / F 15.

[0030] The communication unit 16 is connected to an antenna 161 and communicates with the fleet management server 200 via a wireless communication network. After the operation of the electric vehicle C ends, the communication unit 16 transmits information such as operation data, events related to the running of the electric vehicle C, the integrated current consumption value, and the integrated regenerative current value to the fleet management server 200. The events related to the running of the electric vehicle C include a trigger signal output from the sudden deceleration determination unit 11C.

[0031] The RTC 17 keeps track of the current time based on the GPS time information received by the GPS receiver 14, and outputs the time data to the CPU 11. The recording / transmission unit 11D of the CPU 11 synchronizes the recording and transmission of various information with the time data output from the RTC 17. The alarm unit 18 is a buzzer, light, display device, etc. that is operated by the alarm control unit 11E, and issues an alarm to the driver by display, sound, lighting / flashing, etc.

[0032] Fig. 5 is a functional block diagram of the fleet management server 200 in Fig. 1. The fleet management server 200 shown in this figure has a function of calculating an evaluation value for the use of regenerative braking by the driver of electric vehicle C (hereinafter referred to as evaluation value calculation function).

[0033] The fleet management server 200 includes a CPU 201, a memory 202, and communication units 203 and 204. The CPU 201 controls each unit of the fleet management server 200, and in particular executes an evaluation value calculation function and the like. The CPU 201 includes an evaluation value calculation unit 201A and a recording / transmission unit 201B. After the electric vehicle C has completed operation, the evaluation value calculation unit 201A calculates the ratio of the integrated regenerative current value to the integrated current consumption value per operation of the electric vehicle C (integrated regenerative current value / integrated current consumption value) as an evaluation value.

[0034] When calculating the evaluation value, evaluation value calculation unit 201A subtracts the current value of the regenerative current accumulated when the trigger signal for sudden deceleration is output (hereinafter referred to as the regenerative current accumulated value during sudden deceleration) from the regenerative current accumulated value. That is, evaluation value calculation unit 201A calculates the evaluation value as the ratio of the value obtained by subtracting the regenerative current accumulated value during sudden deceleration from the regenerative current accumulated value to the consumed current accumulated value ((regenerative current accumulated value - regenerative current accumulated value during sudden deceleration) / consumed current accumulated value).

[0035] After the operation of the electric vehicle C is completed, the recording / transmission unit 201B records information such as the operation data received from the on-board device 10, events related to the operation of the electric vehicle C, the integrated current consumption value, and the integrated regenerative current value in the memory 202. After the operation of the electric vehicle C is completed, the recording / transmission unit 201B also records the evaluation value for the use of regenerative braking calculated by the evaluation value calculation unit 201A in the memory 202. After the operation of the electric vehicle C is completed, the recording / transmission unit 201B also transmits information such as the operation data, events related to the operation of the electric vehicle C, the integrated current consumption value, the integrated regenerative current value, and the evaluation value for the use of regenerative braking recorded in the memory 202 to the office personal computer PC.

[0036] The memory 202 is a non-volatile memory that stores programs executed by the CPU 201, data processed by the CPU 201, and data output from the CPU 201. The programs executed by the CPU 201 include a program for executing the evaluation value calculation function described above.

[0037] The communication unit 203 is connected to an antenna 2031 and communicates with the in-vehicle device 10 via a wireless communication network. After the operation of the electric vehicle C ends, the communication unit 203 receives information such as operation data transmitted from the in-vehicle device 10, events related to the operation of the electric vehicle C, the integrated current consumption value, and the integrated regenerative current value. The events related to the operation of the electric vehicle C include a trigger signal output from the sudden deceleration determination unit 11C.

[0038] The communication unit 204 communicates with the office personal computer PC via the Internet. The communication unit 204 transmits to the office personal computer PC information such as operation data transmitted from the vehicle-mounted device 10, events related to the driving of the electric vehicle C, and an evaluation value for the use of regenerative braking calculated by the evaluation value calculation unit 201A of the CPU 201.

[0039] 6 is a flowchart for explaining the processing of the on-board device 10 while the electric vehicle C is in operation. The processing shown in this flowchart is started when a signal indicating the start of operation, such as the operation of a leaving button, is output from the H / T 5.

[0040] If the current value indicated by the measurement signal output from current sensor 100 is positive (YES in step S1), current consumption integrator 11A of CPU 11 integrates the positive current value (step S2). Recorder / transmitter 11D of CPU 11 records the integrated current consumption value obtained by integrating the positive current value in memory 12 and external recording medium 151 at predetermined intervals (step S3). CPU 11 repeats the processes of steps S1 to S3 while the measurement signal indicating a positive current value is being output from current sensor 100.

[0041] On the other hand, if the current value indicated by the measurement signal output from current sensor 100 is negative (NO in step S1, YES in step S4), regenerative current integrating unit 11B of CPU 11 integrates the negative current value (step S5). Recording / transmitting unit 11D of CPU 11 records the regenerative current integrated value obtained by integrating the negative current value in memory 12 and external recording medium 151 at predetermined intervals (step S6). CPU 11 repeats the processes of steps S4 to S6 while the measurement signal indicating a negative current value is being output from current sensor 100.

[0042] If the current value indicated by the measurement signal output from the current sensor 100 is not negative (NO in step S4) and a signal indicating the end of operation, such as the operation of a parking button, is output from the H / T 5 (YES in step S7), the recording / transmission unit 11D of the CPU 11 transmits information such as operation data, events related to the operation of the electric vehicle C, the integrated current consumption value, and the integrated regenerative current value to the fleet management server 200 (step S8). In response to this, the CPU 11 repeats the processing of steps S1 to S7 until a signal indicating the end of operation, such as the operation of a parking button, is output from the H / T 5 (NO in step S7). Note that while the processing of steps S1 to S7 is being repeated, the recording / transmission unit 11D of the CPU 11 records information such as the operation data and events related to the operation of the electric vehicle C in the memory 12 and the external recording medium 151.

[0043] 7 is a flowchart for explaining the processing of the fleet management server 200 after the operation of the electric vehicle C has ended. The processing shown in this flowchart is started when a signal indicating the end of operation, such as the operation of a parking button, is transmitted from the vehicle-mounted device 10.

[0044] The recording / transmission unit 201B of the CPU 201 records information such as the operation data received from the vehicle-mounted device 10, events related to the running of the electric vehicle C, the accumulated current consumption value, and the accumulated regenerative current value in the memory 202 (step S11).

[0045] Next, if a trigger signal for sudden deceleration is not recorded in memory 202 (NO in step S12), evaluation value calculation unit 201A of CPU 201 calculates the ratio between the accumulated regenerative current value and the accumulated current consumption value recorded in memory 202 as an evaluation value for the use of regenerative braking (step S13).

[0046] On the other hand, when a trigger signal for sudden deceleration is recorded in memory 202 (YES in step S12), evaluation value calculation unit 201A of CPU 201 calculates the ratio of the value obtained by subtracting the regenerative current integrated value during sudden deceleration from the regenerative current integrated value to the current consumption integrated value as an evaluation value for the use of the regenerative brake (step S14).

[0047] The recording / transmission unit 201B of the CPU 201 records the evaluation value for the use of regenerative braking in the memory 202 (step S15). Also, in step S15, the recording / transmission unit 201B of the CPU 201 transmits information such as the operation data recorded in the memory 202, events related to the running of the electric vehicle C, the integrated current consumption value, the integrated regenerative current value, and the evaluation value for the use of regenerative braking to the office personal computer PC.

[0048] As described above, in the traffic control system 1 according to this embodiment, the current sensor 100 is provided in the service plug 20 installed in the battery B, which is the power source for the drivetrain of the electric vehicle C. This current sensor 100 measures the current value of the consumption current supplied from the battery B to the drivetrain and consumed, and the current value of the regenerative current recovered from the drivetrain to the battery B.

[0049] The CPU 11 of the vehicle-mounted device 10 includes a current consumption integrator 11A and a regenerative current integrator 11B. The current consumption integrator 11A integrates the current value of the current consumption measured by the current sensor 100, and the regenerative current integrator 11B integrates the current value of the regenerative current measured by the current sensor 100. The CPU 11 of the vehicle-mounted device 10 includes a recording / transmission unit 11D, and the CPU 201 of the fleet management server 200 includes a recording / transmission unit 201B. The recording / transmission unit 11D records the integrated current consumption value integrated by the current consumption integrator 11A and the integrated regenerative current value integrated by the regenerative current integrator 11B in the memory 12 and the external recording medium 151. The recording / transmission unit 201B records the integrated current consumption value and the integrated regenerative current value transmitted from the vehicle-mounted device 10 in the memory 202.

[0050] As a result, when the on-board device 10 is retrofitted to the electric vehicle C, it is possible to obtain the integrated value of the current consumed in the drive system of the electric vehicle C and the integrated value of the current recovered from the drive system of the electric vehicle C without connecting the on-board device 10 to a vehicle network. Therefore, even if the on-board device 10 cannot be connected to the vehicle network of the electric vehicle C, it is possible to evaluate the driver of the electric vehicle C based on the integrated value of the current consumed in the drive system of the electric vehicle C and the integrated value of the current recovered from the drive system of the electric vehicle C.

[0051] Furthermore, in the traffic management system 1 according to this embodiment, the CPU 201 of the traffic management server 200 includes an evaluation value calculation unit 201A that calculates the ratio between the integrated regenerative current value and the integrated current consumption value recorded in the memory 202. As a result, even if the on-board device 10 cannot be connected to the vehicle network of the electric vehicle C, the use of regenerative braking by the driver of the electric vehicle C can be evaluated based on the information acquired by the on-board device 10.

[0052] Furthermore, in the traffic management system 1 according to this embodiment, the CPU 11 of the vehicle-mounted device 10 includes a recording / transmission unit 11D that, when a sudden deceleration event occurs in the electric vehicle C, records a trigger signal indicating that a sudden deceleration event has occurred in the electric vehicle C in the memory 12 and the external recording medium 151. Furthermore, the CPU 201 of the traffic management server 200 includes a recording / transmission unit 201B that records the trigger signal transmitted from the vehicle-mounted device 10 in the memory 202.

[0053] The evaluation value calculation unit 201A calculates the ratio between the integrated regenerative current value (integrated regenerative current value - integrated regenerative current value during sudden deceleration) recorded in the memory 12 during a time other than when a sudden deceleration event indicated by the trigger signal recorded in the memory 202 occurred, and the integrated current consumption value recorded in the memory 12. This makes it possible to evaluate the use of regenerative braking by the driver of the electric vehicle C, excluding the use of regenerative braking when a sudden deceleration event occurs in the electric vehicle C. Therefore, the accuracy of the data used in the evaluation of the use of regenerative braking by the driver of the electric vehicle C can be improved.

[0054] Other embodiments of the present invention will now be described.

[0055] [Correction of offset error of current sensor 100] 8 is a flowchart for explaining the processing of the on-board device 10 while the electric vehicle C is in operation, including correction of the offset error of the current sensor 100. The processing shown in this flowchart is started when a signal indicating the start of operation, such as operation of a parking-out button, is output from the H / T 5. The CPU 11 has a function of correcting the offset error of the current sensor 100. The CPU 11 also has a function of recording the current value indicated by the measurement signal of the current sensor 100 when the electric vehicle C is stopped (hereinafter referred to as the stop current value) in the memory 12 and the external recording medium 151.

[0056] When the electric vehicle C is stopped, the CPU 11 calculates the difference (hereinafter, offset error) between the stop current value output from the current sensor 100 and 0 A (step S101). Next, the CPU 11 records the stop current value in the memory 12 and the external recording medium 151 (step S102).

[0057] Next, if the current value indicated by the measurement signal output from current sensor 100 is positive (YES in step S103), CPU 11 integrates the positive current value (step S104). CPU 11 records the integrated current consumption value obtained by integrating the positive current value in memory 12 and external recording medium 151 at predetermined intervals (step S105). CPU 11 repeats the processes of steps S103 to S105 while the measurement signal indicating a positive current value is being output from current sensor 100.

[0058] On the other hand, if the stop current value output from current sensor 100 is negative (NO in step S103, YES in step S106), CPU 11 integrates the negative current value (step S107). CPU 11 records the regenerative current integrated value obtained by integrating the negative current value in memory 12 and external recording medium 151 at predetermined intervals (step S108). CPU 11 repeats the processes of steps S106 to S108 while current sensor 100 is outputting a measurement signal indicating a negative current value.

[0059] Here, the CPU 11 subtracts or adds the offset error calculated in step S101 from the stop current value output from the current sensor 100. That is, if the offset error calculated in step S101 is positive, the CPU 11 subtracts the offset error from the stop current value output from the current sensor 100. On the other hand, if the offset error calculated in step S101 is negative, the CPU 11 adds the offset error to the stop current value output from the current sensor 100. If the current value after correction of the offset error is positive (YES in step S103), the CPU 11 integrates the positive current value (step S104). On the other hand, if the current value after correction of the offset error is negative (YES in step S106), the CPU 11 integrates the negative current value (step S107).

[0060] If the current value after the offset correction is not negative (NO in step S106) and a signal indicating the end of operation, such as the operation of a parking button, is output from the H / T 5 (YES in step S109), the CPU 11 transmits information such as operation data, events related to the operation of the electric vehicle C, the integrated current consumption value, and the integrated regenerative current value to the fleet management server 200 (step S110). In response to this, the CPU 11 repeats the processing of steps S103 to S109 until a signal indicating the end of operation, such as the operation of a parking button, is output from the H / T 5 (NO in step S109). Note that while repeating the processing of steps S103 to S109, the CPU 11 records information such as the operation data and events related to the operation of the electric vehicle C in the memory 12 and the external recording medium 151, in addition to the integrated current consumption value and the integrated regenerative current value.

[0061] As described above, in the traffic management system 1 according to this embodiment, the CPU 11 of the on-board device 10 calculates the offset error of the current sensor 100 based on the current value measured by the current sensor 100 when the electric vehicle C is stopped. The CPU 11 corrects the current value measured by the current sensor 100 so as to reduce the calculated offset error, and integrates the current value of the consumed current after the offset error has been corrected. The CPU 11 also corrects the current value measured by the current sensor 100 so as to reduce the calculated offset error, and integrates the current value of the regenerative current after the offset error has been corrected. This improves the accuracy of data used in evaluating the use of regenerative braking by the driver of the electric vehicle C.

[0062] Furthermore, in the traffic management system 1 according to this embodiment, the CPU 11 of the in-vehicle device 10 records the stop current value measured by the current sensor 100 when the electric vehicle C is stopped in the memory 12 and the external recording medium 151. Furthermore, the CPU 201 of the traffic management server 200 records the stop current value measured by the current sensor 100 when the electric vehicle C is stopped in the memory 202. This makes it possible to detect a leakage current in the high-voltage circuit of the electric vehicle C based on the stop current value of the electric vehicle C.

[0063] [Evaluation of the use of regenerative braking on downhill slopes] 9 is a flowchart for explaining the processing of the on-board device 10 of the electric vehicle C during operation to evaluate the use of regenerative braking on a downhill slope. The processing shown in this flowchart is started when a signal indicating the start of operation, such as the operation of a leaving button, is output from the H / T 5. The CPU 11 has a function of calculating the gradient value of the road on which the vehicle is traveling, and a function of recording the calculated gradient value in the memory 12 and the external recording medium 151 and transmitting it to the fleet management server 200.

[0064] The CPU 11 calculates the gradient value of the road on which the electric vehicle C is traveling based on the acceleration indicated by the measurement signal output from the acceleration sensor 19, and records the calculated gradient value in the memory 12 and the external recording medium 151 (step S201). The CPU 11 calculates the gradient value of the road on which the electric vehicle C is traveling using the following equation (1).

number

number

[0065] Next, if the current value indicated by the measurement signal output from current sensor 100 is positive (YES in step S202), CPU 11 integrates the positive current value (step S203). CPU 11 records the integrated current consumption value obtained by integrating the positive current value in memory 12 and external recording medium 151 at predetermined intervals (step S204). CPU 11 repeats the processes of steps S202 to S204 while the measurement signal indicating a positive current value is being output from current sensor 100.

[0066] On the other hand, if the current value indicated by the measurement signal output from current sensor 100 is negative (NO in step S202, YES in step S205), CPU 11 integrates the negative current value (step S206). CPU 11 records the regenerative current integrated value obtained by integrating the negative current value in memory 12 and external recording medium 151 at predetermined intervals (step S207). CPU 11 repeats the processes of steps S205 to S207 while the measurement signal indicating a negative current value is being output from current sensor 100.

[0067] When the current value indicated by the measurement signal output from the current sensor 100 is not negative (NO in step S205) and a signal indicating the end of operation, such as the operation of a parking button, is output from the H / T 5 (YES in step S208), the CPU 11 transmits information such as operation data, events related to the operation of the electric vehicle C, the integrated current consumption value, and the integrated regenerative current value to the fleet management server 200 (step S209). Meanwhile, the CPU 11 repeats the processes of steps S202 to S208 until a signal indicating the end of operation, such as the operation of a parking button, is output from the H / T 5 (NO in step S208). While repeating the processes of steps S202 to S208, the CPU 11 records information such as operation data and events related to the operation of the electric vehicle C in the memory 12 and the external recording medium 151, in addition to the integrated current consumption value and the integrated regenerative current value. The operation data includes information on the gradient value of the road on which the electric vehicle C is traveling.

[0068] 10 is a flowchart for explaining the processing of the fleet management server 200 after the end of a trip to evaluate the use of regenerative braking on downhill slopes. The processing shown in this flowchart starts when a signal indicating the end of a trip, such as the operation of a parking button, is transmitted from the in-vehicle device 10.

[0069] The CPU 201 records information such as operation data received from the in-vehicle device 10, events related to the traveling of the electric vehicle C, the accumulated current consumption value, and the accumulated regenerative current value in the memory 202 (step S301). Next, the CPU 201 calculates the time when the electric vehicle C is traveling downhill based on the gradient value of the road on which the electric vehicle C is traveling and the time information recorded in the memory 202 (step S302).

[0070] Next, the CPU 201 calculates the ratio between the integrated regenerative current value and the integrated current consumption value recorded in the memory 202 as an evaluation value for the use of the regenerative brake (step S303). Next, the CPU 201 extracts from the memory 202 the integrated regenerative current value and the integrated current consumption value when the electric vehicle C is traveling downhill, and calculates the ratio between the extracted integrated regenerative current value and the integrated current consumption value as an evaluation value for the use of the regenerative brake when traveling downhill (step S304).

[0071] The CPU 201 records the evaluation value for the use of regenerative braking and the evaluation value for the use of regenerative braking when traveling downhill in the memory 202 (step S305). Also, in step S305, the CPU 201 transmits information such as the operation data, events related to the traveling of the electric vehicle C, the evaluation value for the use of regenerative braking, and the evaluation value for the use of regenerative braking when traveling downhill, which are recorded in the memory 202, to the office personal computer PC.

[0072] As described above, in the traffic management system 1 according to this embodiment, when the electric vehicle C travels downhill, the CPU 11 of the in-vehicle device 10 records downhill travel information indicating that the electric vehicle C has traveled downhill in the memory 12 and the external recording medium 151, and the CPU 201 of the traffic management server 200 records the downhill travel information in the memory 202. The CPU 201 of the traffic management server 200 calculates the ratio between the integrated regenerative current value and the integrated current consumption value, which are accumulated during the time of downhill travel indicated by the downhill travel information recorded in the memories 12 and 202. This makes it possible to calculate an evaluation value for the use of regenerative braking when the electric vehicle C is traveling downhill, and enables driving guidance that encourages the use of regenerative braking when traveling downhill.

[0073] [Electricity cost calculation] 11 is a block diagram showing the configuration of a traffic management system 1000 according to another embodiment of the present invention. The traffic management system 1000 shown in this figure includes a ground fault detection device 1100. The ground fault detection device 1100 includes a flying capacitor type ground fault detection circuit, calculates the ground fault resistance (ground fault resistance value) of the high-voltage circuit, and outputs the calculated value to the vehicle-mounted device 10. The ground fault detection device 1100 also measures the voltage of battery B and outputs a measurement signal to the vehicle-mounted device 10. The CPU 11 of the vehicle-mounted device 10 includes a recording / transmission unit 11D that records the voltage value of battery B in the memory 12 and the external recording medium 151 and transmits the voltage value to the traffic management server 200.

[0074] Fig. 12 is a diagram showing the circuit configuration of the ground fault detection device 1100 of Fig. 11. The flying capacitor type ground fault detection circuit provided in the ground fault detection device 1100 shown in this figure is arranged on the primary side of a boost circuit 1108 that boosts the output voltage of battery B.

[0075] A positive-side ground fault resistance RLp1 is formed between the ground and a power supply line 1101 connected to the positive side of battery B. A negative-side ground fault resistance RLn1 is formed between the ground and a power supply line 1102 connected to the negative side of battery B. The positive-side ground fault resistance RLp1 and the negative-side ground fault resistance RLn1 are virtual.

[0076] The positive electrode side of battery B is connected to a boost circuit 1108 via a main relay R+, and the negative electrode side of battery B is connected to the secondary side via a main relay R-, and the power supplied from battery B is boosted by the boost circuit 1108 and supplied to the secondary side. Here, the ground fault detection device 1100 is connected to the battery B side of the main relays R+ and R-.

[0077] A power supply line 1101 connected to the positive electrode of battery B branches, and one end of a switch S1 is connected to one end of the branched power supply line 1101, and one end of a main relay R+ is connected to the other end of the branched power supply line 1101. On the other hand, a power supply line 1102 connected to the negative electrode of battery B branches, and one end of a switch S2 is connected to one end of the branched power supply line 1102, and one end of a main relay R- is connected to the other end of the branched power supply line 1102.

[0078] The other end of switch S1 is connected to the anode of diode D1, and one end of resistor R1 is connected to the cathode of diode D1. Wiring 1103 connected to the other end of resistor R1 branches, and one end of the branched wiring 1103 is connected to one end of flying capacitor C1. On the other hand, one end of resistor R2 is connected to the other end of switch S2. Wiring 1104 connected to the other end of resistor R2 branches, and one end of the branched wiring 1104 is connected to the other end of flying capacitor C1.

[0079] The other side of the branched wiring 1103 further branches, one side of which is connected to the cathode of diode D2 and the other side is connected to the anode of diode D3. One end of resistor R3 is connected to the cathode of diode D3. One end of switch S3 is also connected to wiring 1105. This wiring 1105 is configured so that branched wirings merge, and one side of wiring 1105 before the merging is connected to the anode of diode D2, and the other side of wiring 1105 before the merging is connected to the other end of resistor R3. Meanwhile, one end of switch S4 is connected to the other side of branched wiring 1104.

[0080] That is, one end of the flying capacitor C1 is connected to the switch S1 via the resistor R1 and the diode D1, and to the switch S3 via the diodes D2 and D3 and the resistor R3, while the other end of the flying capacitor C1 is connected to the switch S2 via the resistor R2 and to the switch S4.

[0081] The other end of switch S3 is connected to a wiring 1106. The wiring 1106 branches, and one end of the branched wiring 1106 is connected to an input terminal of a sample and hold circuit 1107, and the other end of the branched wiring 1106 is connected to one end of a resistor R5. The output terminal of sample and hold circuit 1107 is connected to an analog input terminal of a microcomputer (hereinafter referred to as MCU) 1110.

[0082] The other end of the resistor R5 is connected to a wiring 1109. The wiring 1109 branches, and one end of the branched wiring 1109 is connected to ground, and the other end of the branched wiring 1109 is connected to the other end of the resistor R4.

[0083] Here, the charging voltage of flying capacitor C1 is divided by resistors R3 and R5, and this divided voltage is input to the analog input terminal of microcomputer 1110. Microcomputer 1110 calculates ground fault resistance RL based on the voltage value A / D converted by an A / D converter (not shown).

[0084] Switches S1, S2, S3, and S4 are insulated switching elements such as MOSFETs (Metal Oxide Semiconductor Field Effect Transistors), and are turned on / off by microcomputer 1110. The on / off switching of switches S1 and S2 independently controls the connection between the positive electrode of battery B and one end of flying capacitor C1 and the connection between the negative electrode of battery B and the other end of flying capacitor C1. The on / off switching of switches S3 and S4 independently controls the connection between one end of flying capacitor C1 and microcomputer 1110 and the like and the connection between the other end of flying capacitor C1 and microcomputer 1110 and the like.

[0085] In the ground fault detection device 1100, when switches S1 and S2 are ON and switches S3 and S4 are OFF, a path is formed from the positive electrode of battery B through diode D1, resistor R1, flying capacitor C1, and resistor R2 to the negative electrode of battery B. In this state, flying capacitor C1 is charged. Microcomputer 1110 controls the charging time of flying capacitor C1 to the time required to charge flying capacitor C1 to the same voltage as battery B. After the time has elapsed, microcomputer 1110 detects the voltage of flying capacitor C1 and transmits a detection signal to in-vehicle device 10. CPU 11 of in-vehicle device 10 records the voltage value indicated by the detection signal received from microcomputer 1110 as the voltage value of battery B in memory 12 and external recording medium 151, or transmits it to fleet management server 200.

[0086] 13 is a flowchart for explaining the process of the on-board device 10 during operation to calculate electricity costs. The process shown in this flowchart starts when a signal indicating the start of operation, such as the operation of a parking exit button, is output from the H / T 5.

[0087] CPU 11 transmits a signal to microcomputer 1110 of ground fault detection device 1100 instructing it to measure the voltage of battery B, and records the voltage value indicated by the measurement signal transmitted from microcomputer 1110 in memory 12 and external recording medium 151 (step S401). Next, if the current value indicated by the measurement signal output from current sensor 100 is positive (YES in step S402), CPU 11 integrates the positive current value (step S403). CPU 11 records the integrated current consumption value obtained by integrating the positive current value in memory 12 and external recording medium 151 at predetermined intervals (step S404). CPU 11 repeats the processes of steps S402 to S404 while the measurement signal indicating a positive current value is being output from current sensor 100.

[0088] On the other hand, if the current value indicated by the measurement signal output from current sensor 100 is negative (NO in step S402, YES in step S405), CPU 11 integrates the negative current value (step S406). CPU 11 records the regenerative current integrated value obtained by integrating the negative current value in memory 12 and external recording medium 151 at predetermined intervals (step S407). CPU 11 repeats the processes of steps S405 to S407 while the measurement signal indicating a negative current value is being output from current sensor 100.

[0089] If the current value indicated by the measurement signal output from the current sensor 100 is not negative (NO in step S405) and a signal indicating the end of operation, such as the operation of the entry button, is output from the H / T 5 (YES in step S408), the CPU 11 sends a signal to the microcomputer 1110 of the ground fault detection device 1100 to instruct it to measure the voltage of battery B, and records the voltage value indicated by the measurement signal sent from the microcomputer 1110 in the memory 12 and the external recording medium 151 (step S409).

[0090] In response to this, the CPU 11 repeats the processing of steps S402 to S408 until a signal indicating the end of operation, such as the operation of the parking button, is output from the H / T 5 (NO in step S408). The CPU 11 transmits information such as operation data, events related to the operation of the electric vehicle C, the integrated current consumption value, and the integrated regenerative current value to the fleet management server 200 (step S410). The operation data includes the voltage value of battery B at the start of operation and the voltage value of battery B at the end of operation. Note that while repeating the processing of steps S402 to S408, the CPU 11 records information such as the operation data and events related to the operation of the electric vehicle C in the memory 12 and the external recording medium 151, in addition to the integrated current consumption value and the integrated regenerative current value.

[0091] 14 is a flowchart for explaining the processing of the fleet management server 200 after the end of a trip to calculate the electricity cost. The processing shown in this flowchart starts when a signal indicating the end of a trip, such as the operation of a parking button, is transmitted from the in-vehicle device 10.

[0092] The CPU 201 records information such as operation data received from the in-vehicle device 10, events related to the running of the electric vehicle C, the integrated current consumption value, and the integrated regenerative current value in the memory 202 (step S501). Next, the CPU 201 calculates the ratio between the integrated regenerative current value and the integrated current consumption value recorded in the memory 202 as an evaluation value for the use of the regenerative brake (step S502).

[0093] Next, the CPU 201 calculates the electricity cost per trip (km / kWh) using the following equation (3) (step S503).

number

[0094] In addition, information on the actual electricity consumption of electric vehicle C may be obtained from the control system of electric vehicle C, the difference between the actual electricity consumption and the calculated value of electricity consumption by the operation management system 1000 may be calculated, and the calculated value of electricity consumption by the operation management system 1000 may be corrected based on this difference.

[0095] Next, the CPU 201 records the evaluation value for the use of regenerative braking and the electricity cost per operation in the memory 202 (step S504). Also, in step S504, the CPU 201 transmits information such as the operation data, events related to the running of the electric vehicle C, the integrated current consumption value, the integrated regenerative current value, the evaluation value for the use of regenerative braking, and the electricity cost per operation recorded in the memory 202 to the office personal computer PC.

[0096] As described above, in the traffic management system 1000 according to this embodiment, the ground fault detection device 1100 is provided in the high-voltage circuit and measures the voltage of battery B provided with the service plug 20. The CPU 11 of the vehicle-mounted device 10 records the voltage value of battery B measured by the ground fault detection device 1100 in the memory 12 and the external recording medium 151, and the CPU 201 of the traffic management server 200 records the voltage value of battery B measured by the ground fault detection device 1100 in the memory 202. In addition, the CPU 11 of the vehicle-mounted device 10 records the mileage of electric vehicle C in the memory 12 and the external recording medium 151, and the CPU 201 of the traffic management server 200 records the mileage of electric vehicle C in the memory 202.

[0097] The CPU 201 of the fleet management server 200 calculates the electricity cost of the electric vehicle C based on the voltage value of the battery B, the traveling distance of the electric vehicle C, the integrated current consumption value, and the integrated regenerative current value, all of which are recorded in the memory 202. As a result, even if the on-board device 10 cannot be connected to the vehicle network of the electric vehicle C, it is possible to evaluate the energy-saving driving of the driver of the electric vehicle C based on the electricity cost calculated from the information acquired by the on-board device 10.

[0098] The present invention has been described above based on the above-mentioned embodiment, but the present invention is not limited to the above-mentioned embodiment, and modifications may be made within the scope of the spirit of the present invention, and publicly known or well-known technologies may be combined as appropriate.

[0099] For example, in the above-described embodiment, the ratio between the integrated regenerative current value and the integrated current consumption value recorded in the memory 12, 202, etc. is calculated as the evaluation value for the use of regenerative braking. However, the method of using the integrated current consumption value and the integrated regenerative current value recorded in the memory 12, 202, etc. is not limited to the calculation of the evaluation value for the use of regenerative braking.

[0100] In the above-described embodiment, the evaluation value is calculated using the integrated current consumption value and the integrated regenerative current value, such as calculating the ratio between the integrated regenerative current value and the integrated current consumption value, in the fleet management server 200. However, the calculation of the evaluation value using the integrated current consumption value and the integrated regenerative current value may be performed in the vehicle-mounted device 10 or the office personal computer PC. [Explanation of symbols]

[0101] 1: Traffic management system (traffic management device) 11: CPU (current consumption integrator, regenerative current integrator, integrated value recorder, sudden deceleration information recorder, offset error calculator, downhill driving information recorder, voltage recorder, mileage recorder) 11A: Current consumption integrator 11B: Regenerative current integrator 11D: Recording / transmission unit (integrated value recording unit, sudden deceleration information recording unit, downhill driving information recording unit, voltage recording unit, mileage recording unit) 12: Memory (recording area) 20: Service plug 100: Current sensor 151: External recording medium (recording area) 201: CPU (calculation unit, integrated value recording unit, sudden deceleration information recording unit, downhill driving information recording unit, voltage recording unit, mileage recording unit, electricity consumption calculation unit) 201A: Evaluation value calculation unit (calculation unit) 201B: Recording / transmission unit (integrated value recording unit, sudden deceleration information recording unit, downhill driving information recording unit, voltage recording unit, mileage recording unit) 202: Memory (recording area) 1000: Traffic control system (traffic control device) 1100: Ground fault detector (voltage sensor) B: Battery (power source) C:Electric vehicle M: Motor (drive system)

Claims

1. a current sensor provided on a service plug installed in a power supply of a drive system of an electric vehicle, the current sensor measuring a current value of a consumption current supplied from the power supply to the drive system and consumed by the drive system, and a current value of a regenerative current recovered from the drive system to the power supply; a current consumption integrating unit that integrates the current value of the current consumption measured by the current sensor; a regenerative current integrating unit that integrates the current value of the regenerative current measured by the current sensor; an integrated value recording unit that records the integrated current consumption value integrated by the current consumption integrating unit and the integrated regenerative current value integrated by the regenerative current integrating unit in a recording area; An operation management device comprising:

2. The traffic management device according to claim 1 , further comprising a calculation unit that calculates a ratio between the regenerative current integrated value recorded in the recording area and the consumed current integrated value recorded in the recording area.

3. a sudden deceleration information recording unit that records sudden deceleration information indicating that a sudden deceleration event has occurred in the electric vehicle in the recording area when the sudden deceleration event has occurred in the electric vehicle; The operation management device described in claim 2, wherein the calculation unit calculates the ratio between the regenerative current accumulated value excluding the regenerative current accumulated value during sudden deceleration accumulated by the regenerative current accumulation unit at the time when the sudden deceleration event indicated by the sudden deceleration information recorded in the recording area occurred, and the current consumption accumulated value.

4. an offset error calculation unit that calculates an offset error of the current sensor based on a current value measured by the current sensor when the electric vehicle is stopped; the current consumption integrating unit integrates the current value of the current consumption corrected so as to reduce the offset error calculated by the offset error calculating unit; The traffic management device according to claim 1 or 2, wherein the regenerative current integrating unit integrates a current value of the regenerative current corrected so as to reduce the offset error calculated by the offset error calculating unit.

5. a downhill traveling information recording unit that records downhill traveling information indicating that the electric vehicle has traveled downhill in the recording area when the electric vehicle has traveled downhill, The operation management device according to claim 2, wherein the calculation unit calculates the ratio between the accumulated regenerative current value and the accumulated current consumption value during the time when the downhill driving was performed, as indicated by the downhill driving information recorded in the recording area.

6. a voltage sensor that measures the voltage of the power supply; a voltage recording unit that records the voltage measured by the voltage sensor in the recording area; a mileage recording unit that records a mileage of the electric vehicle in the recording area; an electricity consumption calculation unit that calculates an electricity consumption based on the voltage, the travel distance, the integrated current consumption value, and the integrated regenerative current value that are recorded in the recording area; The operation management device according to claim 1 or 2, comprising:

Images