Traffic management system and traffic management method

Abstract

To provide an operation management system which reduces life cycle cost of an EV caused by performance deterioration of a battery.SOLUTION: An operation management system 1 for managing an operation of a plurality of EV 3 with batteries used as power sources, comprises: an operation schedule section 11 which creates an operation schedule for performing a task that each EV 3 moves around spots; and an operation schedule monitor section 12 for monitoring the operation of the EV 3 based on the operation schedule. The operation schedule monitor section 12 determines whether or not each EV 3 can complete the operation schedule based on an operating situation of each EV 3. The operation schedule section 11 re-creates an operation schedule allocating a remaining task that the EV 3 moves around non-visited points, in the task of the EV 3 for which it is determined by the operation schedule monitor section 12 that the operation schedule cannot be completed, so as to be performed by the other EV 3 based on residual power of a battery of each EV 3.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a traffic management system and a traffic management method. [Background technology]

[0002] In the operation management of electric vehicles (hereinafter referred to as "EVs"), it is necessary to satisfy the demands of users while also meeting the constraints on the driving distance based on the battery charging time and battery capacity.

[0003] Here, the battery accounts for a large proportion of the vehicle cost of an EV, and in the case of large vehicles such as trucks, the battery cost is particularly high because large-capacity batteries are used.

[0004] Furthermore, battery performance degradation becomes a problem when operating an EV for a long period of time. Generally, in EVs, battery performance degradation is more rapid than that of the vehicle itself, and the battery life is shorter than the vehicle life, so batteries are replaced while the EV is in operation. If battery replacements become frequent, the cost of battery replacement will increase, which will increase the life cycle cost of the EV and cause inconvenience to users.

[0005] Therefore, a technology has been proposed that suppresses EV performance degradation, particularly battery performance degradation, by taking into consideration EV energy consumption and EV performance degradation when creating an EV operation plan (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Patent Publication No. 2021-2216 Summary of the Invention [Problem to be solved by the invention]

[0007] However, in the above-mentioned conventional technology, operation plans are not created taking into account unexpected events that may occur during actual EV operation. The occurrence of unexpected events can increase the EV's power consumption, resulting in a power shortage and hindering the EV from completing its operation plan. It is possible to complete the operation plan by rapidly charging the battery when the battery runs out of power. However, rapid charging can cause battery performance degradation, leading to frequent battery replacement, which increases the cost of battery replacement and increases the lifecycle cost of the EV, to the detriment of users.

[0008] The present invention has been made in consideration of the above, and has an object to provide an operation management system and an operation management method that reduce the life cycle costs of an EV caused by deterioration of battery performance. [Means for solving the problem]

[0009] In order to solve the above-mentioned problems, one aspect of the present invention is an operation management system that manages the operation of multiple vehicles powered by batteries, and includes an operation planning unit that creates an operation plan for each vehicle to perform the task of patrolling locations, and an operation plan monitoring unit that monitors the operation of each vehicle based on the operation plan, wherein the operation plan monitoring unit determines whether each vehicle can complete the operation plan based on the operating status of each vehicle, and the operation planning unit recreates the operation plan in which the remaining task of patrolling locations that the vehicle has not yet patrolled, among the tasks of the vehicle determined by the operation plan monitoring unit to be unable to complete the operation plan, is assigned to another vehicle based on the remaining battery power of each vehicle. [Effects of the Invention]

[0010] According to the present invention, it is possible to reduce the life cycle costs of an EV caused by deterioration of battery performance. Problems, configurations, and effects other than those described above will become apparent from the following description of the preferred embodiments of the invention. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a block diagram showing an example of the configuration of a traffic management system 1 according to a first embodiment. [Figure 2] FIG. 2 is a diagram showing an example of the configuration of a route planning DB. [Figure 3] FIG. 2 is a diagram showing an example of the configuration of a charging plan DB. [Figure 4] FIG. 2 is a diagram showing an example of the configuration of an operation plan DB. [Figure 5] 1 is a flowchart (part 1) showing an example of a re-planning process according to the first embodiment. [Figure 6] 10 is a flowchart (part 2) illustrating an example of a re-planning process according to the first embodiment. [Figure 7] FIG. 3 is a diagram showing an example of operation plan data to be subjected to re-planning processing according to the first embodiment. [Figure 8] FIG. 10 is a diagram showing an example of selection of a vehicle to take over a remaining job in the re-planning process according to the first embodiment. [Figure 9] 10 is a flowchart (part 1) showing an example of a re-planning process according to the second embodiment. [Figure 10] 10 is a flowchart (part 2) illustrating an example of a re-planning process according to the second embodiment. [Figure 11] FIG. 10 is a diagram showing an example of operation plan data to be subjected to re-planning processing according to the second embodiment. [Figure 12] FIG. 10 is a diagram showing an example of selection of a vehicle to take over the remaining work in the re-planning process according to the second embodiment. [Figure 13] FIG. 1 is a diagram showing an example of the hardware configuration of a computer that realizes a traffic management system. DETAILED DESCRIPTION OF THE INVENTION

[0012] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The embodiment is an example for explaining the present invention, and for clarity of explanation, appropriate omissions and simplifications have been made. The present invention can be implemented in various other forms. Unless otherwise specified, each component may be singular or plural.

[0013] When there are multiple components with the same or similar functions, they may be described using the same reference numeral with different subscripts. When there is no need to distinguish between these multiple components, the subscripts may be omitted.

[0014] In the embodiments, processing performed by executing a program may be described. Here, a computer executes the program using a processor (e.g., a central processing unit (CPU) or a graphics processing unit (GPU)), and performs processing defined by the program using storage resources (e.g., a memory) and interface devices (e.g., a communication port). Therefore, the entity performing the processing by executing the program may be the processor. Similarly, the entity performing the processing by executing the program may be a controller, device, system, computer, or node having a processor. The entity performing the processing by executing the program may be any computing unit, and may include a dedicated circuit that performs specific processing. Here, the dedicated circuit may be, for example, a field programmable gate array (FPGA), an application specific integrated circuit (ASIC), a complex programmable logic device (CPLD), a quantum computer, or the like.

[0015] A program may be installed on a computer from a program source. The program source may be, for example, a program distribution server or a computer-readable storage medium. When the program source is a program distribution server, the program distribution server may include a processor and storage resources for storing the program to be distributed, and the processor of the program distribution server may distribute the program to be distributed to other computers. In addition, in an embodiment, two or more programs may be realized as one program, or one program may be realized as two or more programs.

[0016] In the following explanation, "XXXDB" refers to a database that stores information (or data) "XXX", but it may also refer to the "XXX" itself stored in "XXXDB". DB (Data Base) is an example of a storage unit.

[0017] In the following embodiments, it is assumed that an operation plan that associates which vehicles will be operated on which routes and with which charging schedules has been created the day before the operation date. The operation plan can be created using well-known techniques such as those disclosed in Patent Document 1.

[0018] In the technology disclosed in the present application, if an unexpected event occurs while a vehicle is operating according to a pre-created operation plan and the vehicle is unable to complete the remaining operation tasks (remaining work), the remaining work is handed over to another vehicle in operation. When determining the other vehicle to take over the remaining work, a vehicle with enough battery power remaining to take over and complete the remaining work even after completing its own operation tasks is selected.

[0019] [Embodiment 1] In this embodiment, when an "unforeseen event" that could not be foreseen at the time of planning occurs during the operation of a vehicle (hereinafter referred to as "EV" (Electric Vehicle)) powered by a battery that was charged the day before the operation, an example is described in which the remaining work of this EV is taken over by another EV that is in operation. Furthermore, this embodiment also includes an example in which, if one EV cannot take over the remaining work, if the remaining work can be divided into multiple parts, the divided multiple remaining parts are taken over by two or more other EVs that are in operation.

[0020] Here, "unforeseen events" include breakdowns or accidents of the EV (making it impossible to continue operations), traffic congestion due to accidents, road closures (due to weather, accidents, etc.), changes to the operation plan (cancellation or addition), and changes to the driver (illness, sudden early departure). Specifically, if the EV is a logistics vehicle, this could include redelivery when the driver is absent or sudden pickup of parcels received on the same day. If the EV is a taxi, this could include long-distance transportation beyond the norm. If the EV is a police patrol vehicle (patrol car), this could include emergency dispatches other than for patrols. "Unforeseen events" are not limited to these, as long as they make it impossible to complete the original operation plan.

[0021] Due to the occurrence of "unforeseen events" that are difficult to predict at the planning stage, EV power consumption may increase more than expected, resulting in a lack of power and disrupting business operations. While it is possible to continue business operations by using rapid charging, rapid charging accelerates battery performance degradation and increases the lifecycle cost of the EV. This embodiment enables business operations to be carried out without causing battery performance degradation in the event of an "unforeseen event."

[0022] (Configuration of Traffic Control System 1) FIG. 1 is a block diagram showing an example of the configuration of a traffic management system 1 according to a first embodiment. The traffic management system 1 is connected to a traffic management manager terminal 2, such as a console equipped with a display, and one or more combinations of multiple EVs 3 and chargers 4. A combination of multiple EVs 3 and chargers 4 exists for each EV vehicle / charging station (hereinafter referred to as "station"), such as a garage or sales office. The traffic management manager terminal 2 outputs information from the traffic management system 1 on a screen or the like. The EVs 3 are connected to the traffic management system 1 so as to be able to communicate wirelessly, and are operated according to the operation plan for each EV 3 output from the traffic management system 1, transmitting their current remaining battery charge and current location to the traffic management system 1. The chargers 4 receive power from the power grid in accordance with charging instructions from the traffic management system 1 to charge the EVs 3.

[0023] The operation management system 1 includes an operation planning unit 11, an operation plan monitoring unit 12, a map DB 1a, a traffic simulator 13, an electricity consumption simulator 14, a battery simulator 15, a power system simulator 16, and a vehicle management unit 17.

[0024] The map DB 1a stores map information including, for example, the distance between target points connected by roads. The traffic simulator 13 simulates, for example, the traffic conditions for roads connecting target points by time period. The power consumption simulator 14 simulates, for example, the required amount of power consumed by an EV3 when traveling on roads connecting target points under simulated traffic conditions. The required amount of power is calculated based on the speed of the EV3, the travel route, and map information. The battery simulator 15 simulates, for example, the remaining battery charge, predicted lifespan, and predicted deterioration of the battery installed in the EV3 when traveling on roads connecting target points. The power system simulator 16 simulates, for example, the amount of power that can be supplied to the EV3 in the power system by time period, the power price, and the time period for renewable energy supply. The vehicle management unit 17 has a vehicle information DB 17a that manages the vehicle model, battery type, etc. for each EV3 identified by a vehicle ID. The "vehicle type" and "battery type" are taken into consideration when creating the route plan DB 112a, charging plan DB 113a, and operation plan DB 111a described below, as well as when recreating the operation plan DB 111a, in order to reduce battery degradation and extend its lifespan.

[0025] Note that some or all of the map DB 1a, traffic simulator 13, electricity consumption simulator 14, battery simulator 15, power system simulator 16, and vehicle management unit 17 may be devices external to the traffic management system 1.

[0026] The operation planning unit 11 includes an integrated planning unit 111, a route planning unit 112, a charging planning unit 113, an operation plan DB 111a, a route plan DB 112a, and a charging plan DB 113a.

[0027] The route planning unit 112 creates a route plan DB 112a that reduces battery deterioration and extends the life of the EV 3 by grouping multiple points into a single operation plan route. The route plan DB 112a is created based on "delivery instructions" and "package specifications" from the customer business system (not shown), "distance" based on the map DB 1a, "traffic conditions" based on the traffic simulator 13, "required power amount" and "remaining battery capacity" based on the battery simulator 15, etc.

[0028] (Configuration of route planning DB 112a) 2 is a diagram showing an example of the configuration of the route plan DB 112a. The route plan DB 112a includes columns for "route plan ID," "point ID," "point latitude and longitude," "address," "baggage ID," "planned remaining distance," "power required to reach the next point," and "planned remaining battery power."

[0029] "Point ID," "Point Latitude and Longitude," and "Address" are information about the point identified by the "Point ID." "Parcel ID" is identification information for the parcels to be collected or delivered at the point identified by the "Point ID," and is arranged in the order in which the EV3 will visit. In a route plan, the start and end points of a route in a single route plan identified by the same "Route Plan ID" may be the same (EV3 returns to the station from which it departed) or different (EV3 returns to a station different from the station from which it departed). The "Address" and "Parcel ID" columns are auxiliary information for identifying points and the purpose of visiting points when the vehicle under operational management is a delivery vehicle, but are optional.

[0030] The "planned remaining distance" represents the distance from the point identified by the "point ID" among the points from the start point to the end point in a route plan identified by the "route plan ID" to the end point. The "power required to reach the next point" is the amount of power required for the EV3 to travel from the point identified by the "point ID" among the points from the start point to the end point in a route plan identified by the "route plan ID" to the next point to be visited. The "planned battery remaining amount" is the minimum remaining battery power that the EV3 should have when it reaches the point identified by the "point ID" in order to complete the route plan identified by the "route plan ID". The "power required to reach the next point" and "planned battery remaining amount" may be displayed as either a percentage of the total battery capacity or the actual amount of power.

[0031] The charging planning unit 113 creates a charging plan DB113a that reduces deterioration of the EV3's battery and extends its lifespan based on the "vehicle type" and "battery type" of each EV3 managed in the vehicle information DB17a, the "charger ID" that identifies the charger 4 at the station, its charging performance, etc.

[0032] (Configuration of charging plan DB 113a) 3 is a diagram showing an example of the configuration of the charging plan DB 113a. The charging plan DB 113a includes columns of "charging plan ID," "charger ID," "charging method (normal or fast)," "charging start time," "battery remaining capacity at the start of charging," "charging end time," and "battery remaining capacity at the end of charging."

[0033] "Charging plan ID" is information for identifying the charging plan. "Charger ID" is identification information for the charger used in the charging plan identified by "charging plan ID". "Charging method (normal or rapid)" indicates whether the charging speed in the charging plan identified by "charging plan ID" is normal charging or rapid charging. "Charging start time" is the date and time when charging begins according to the charging plan identified by "charging plan ID". "Battery remaining capacity at charging start" is the remaining battery capacity at the start of charging of the battery to be charged according to the charging plan identified by "charging plan ID". "Charging end time" is the date and time when charging according to the charging plan identified by "charging plan ID" ends. "Battery remaining capacity at charging end" is the remaining battery capacity at the end of charging of the battery to be charged according to the charging plan identified by "charging plan ID". "Battery remaining capacity at charging start" and "battery remaining capacity at charging end" may be displayed as either a percentage of the total capacity of the battery or the actual amount of power.

[0034] The integrated planning unit 111 creates an operation plan DB 111a by determining a route plan DB 112a and a charging plan DB 113a to be assigned to each EV 3 in accordance with a "delivery instruction" or the like from a customer business system (not shown). The integrated planning unit 111 causes the operation manager terminal 2 to output the operation plan DB 111a, the route plan DB 112a, and the charging plan DB 113a.

[0035] (Configuration of operation plan DB111a) 4 is a diagram showing an example of the configuration of the operation plan DB 111a. The operation plan DB 111a has columns for "operation plan ID," "operation plan start date and time," "operation plan end date and time," "vehicle ID," "route plan ID," and "charging plan ID."

[0036] "Operation plan ID" is information that identifies the operation plan. "Operation plan start date and time" is the start date and time of the operation plan identified by the "Operation plan ID". "Operation plan end date and time" is the end date and time of the operation plan identified by the "Operation plan ID". "Vehicle ID", "route plan ID", and "charging plan ID" are the IDs of the EV3, route plan, and charging plan that are associated with the operation plan of the "Operation plan start date and time" and "Operation plan end date and time" identified by the "Operation plan ID".

[0037] The operation plan monitoring unit 12 has a vehicle state acquisition unit 121 and an operation plan completion determination unit 122. The vehicle state acquisition unit 121 repeatedly receives operation status, such as the remaining battery charge and current location, from each EV3 that is operating in accordance with the operation plan at regular intervals. The vehicle state acquisition unit 121 may also receive a request for re-planning of the operation plan sent from the EV3 at the discretion of the driver (operator) of each EV3. For example, if the driver is unable to carry out the rest of the operation plan due to poor health, the driver can voluntarily send a request for re-planning from the EV3.

[0038] Every time the operation plan completion determination unit 122 receives the latest remaining battery charge and current location from each EV 3, it determines whether the corresponding EV 3 can complete the operation plan with the latest remaining battery charge and current location, based on the operation plan DB 111a. If the operation plan completion determination unit 122 determines that the corresponding EV 3 cannot complete the operation plan with the latest remaining battery charge and current location, it transmits a request to replan the operation plan, the latest remaining battery charge, and the current location to the integrated plan unit 111.

[0039] In addition, when the operation plan completion determination unit 122 receives a request to re-plan the operation plan together with the latest remaining battery charge and current location from the EV3, it determines that the EV3 in question cannot complete the operation plan, and transmits the re-planning request, the latest remaining battery charge, and the current location to the integrated planning unit 111.

[0040] When the integrated planning unit 111 receives the request for re-planning the operation plan, the latest remaining battery charge, and the current location, it executes the re-planning process for the operation plan as described below. The integrated planning unit 111 outputs the results of the re-planning process for the operation plan from the operation manager terminal 2, and transmits the re-planned operation plan to the corresponding EV 3 to operate it according to the new operation plan.

[0041] (Re-planning process according to the first embodiment) 5 and 6 are flowcharts showing an example of the re-planning process according to embodiment 1. The re-planning process is executed when it is determined that the operation plan needs to be re-planned due to the occurrence of an “unexpected event” for an EV 3 that is operating according to the operation plan DB 111a that has been created the day before the operation.

[0042] First, in step S11, the integrated planning unit 111 determines whether it has received a re-planning request for the operation plan of EV3 (hereinafter referred to as the "re-planned vehicle") for which it has been determined that the operation plan cannot be completed by the operation plan completion determination unit 122. If the integrated planning unit 111 has received a re-planning request (step S11: Yes), it proceeds to step S12, and if it has not received a re-planning request (step S11: No), it repeats step S11.

[0043] In step S12, the integrated planning unit 111 performs a simulation based on the remaining battery charge and current location of the re-planned vehicle to check the progress of the operation plan based on the remaining battery charge and current location of the re-planned vehicle received along with the re-planning request in step S11.

[0044] Next, in step S13, the integrated planning unit 111 performs a simulation based on the remaining battery charge and the current location of the re-planned vehicle, and calculates the vehicle speed in step S1. 2 Based on the progress of the operation plan confirmed in step S12, the integrated planning unit 111 identifies as remaining tasks any tasks (patrol points) that cannot be completed with the remaining battery power of the re-planned vehicle. The remaining battery power in this case excludes the remaining battery power required for the re-planned vehicle to travel to the station from which the re-planned vehicle departs or the nearest station. Note that, if the re-planning request received in step S11 is based on a re-planning request issued by the driver of the re-planned vehicle, in step S13, the integrated planning unit 111 identifies all uncompleted tasks (un-patrolled points) as remaining tasks regardless of the remaining battery power of the re-planned vehicle.

[0045] In steps S12 and S13, the progress of the operation plan is confirmed and remaining work is identified through simulations using simulators such as the traffic simulator 13 and the power consumption simulator 14, thereby enabling precise identification of remaining work. That is, if the current remaining battery charge of the EV3 falls below the planned remaining battery charge stored in the operation plan DB 111a, even if it is not possible to visit all points after the current position of the EV3, it may be possible to visit some points and return to the station. Through simulation, the work of visiting points after the current position of the EV3 is not considered to be all remaining work, but the route to visit as many remaining points as possible and the power required for that purpose are determined. Calculate By reducing the amount of remaining work that needs to be handed over to other EV3s, the efficiency of battery usage for EV3s can be improved.

[0046] In addition, the check of progress of the operation plan in step S12 and the determination of remaining work in step S13 may be performed using a simple calculation in which the planned battery remaining capacity stored in the operation plan DB 111a is compared with the current position and battery remaining capacity of EV3, and all work from the point where the battery remaining capacity falls below the planned battery remaining capacity is counted as remaining work.

[0047] Next, in step S14, the integrated planner 111 calculates the amount of power required to complete the remaining work identified in step S13. Next, in step S15, the integrated planner 111 attempts to extract an EV3 (one unit) from among the other EV3 currently in operation that can complete its own work and has a current actual remaining battery charge that can be taken over, including travel, when taking over the remaining work of the re-planned vehicle.

[0048] Next, in step S16, the integrated planning unit 111 determines whether or not an EV3 (one vehicle) that can take over the remaining work of the re-planned vehicle was extracted in step S15. If the integrated planning unit 111 was able to extract an EV3 (one vehicle) that can take over the remaining work of the re-planned vehicle (Yes in step S16), the process proceeds to step S17, and if not (No in step S16), the process proceeds to step S19 (FIG. 6).

[0049] In step S17, the integrated planning unit 111 determines one EV3 that can take over the remaining work of the re-planned vehicle extracted in step S16 as a takeover vehicle. Next, in step S18, the integrated planning unit 111 re-plans the routes of the re-planned vehicle and the takeover vehicle. Specifically, the integrated planning unit 111 recreates an operation plan that moves the re-planned vehicle to the departure station or the nearest station via the takeover point. In addition, the integrated planning unit 111 recreates an operation plan for the takeover vehicle that completes the remaining work and the takeover work of the takeover vehicle via the takeover point in a way that reduces deterioration of the battery of the EV3 and extends its lifespan. When step S18 is completed, the integrated planning unit 111 returns the process to step S11.

[0050] There are three possible patterns for the job handover point, for example: The first is a pattern in which the taking over vehicle heads toward the current location of the re-planned vehicle, and in steps S15 and S18, it is necessary to consider the amount of power required for the taking over vehicle's movement. The second is a pattern in which both the taking over vehicle and the re-planned vehicle move to the same station, and in steps S15 and S18, it is necessary to consider the amount of power required for movement to each station. The third is a pattern in which both the taking over vehicle and the re-planned vehicle move to an arbitrary point (such as an intermediate point), and in steps S15 and S18, it is necessary to consider the amount of power required for movement to each arbitrary point.

[0051] Next, in step S19, the integrated planning unit 111 determines whether the remaining work identified in step S13 can be divided so that it can be completed by multiple EVs 3. Dividable means that the remaining work includes multiple tasks (patrol points). If the remaining work can be divided (step S19 Yes), the integrated planning unit 111 proceeds to step S20, and if the remaining work cannot be divided (step S19 No), the integrated planning unit 111 proceeds to step S24.

[0052] In step S20, the integrated planning unit 111 attempts to extract EV3(s) from among other EV3s currently operating that can complete their own work and that have a planned remaining battery capacity that can take over each remaining task after the division, including travel when taking over, for the remaining tasks that were determined to be divisible in step S19.

[0053] Next, in step S21, the integrated planning unit 111 determines whether or not it was possible to extract EV3(s) that can take over each remaining task after the re-planned vehicle is divided in step S20. If it was possible to extract EV3(s) that can take over each remaining task after the re-planned vehicle is divided (step S21 Yes), the integrated planning unit 111 proceeds to step S22, and if it was not possible to extract them (step S21 No), the integrated planning unit 111 proceeds to step S24.

[0054] In step S22, the integrated planning unit 111 calculates the amount of power required for each EV3 to travel when it takes over each remaining task after the division. The handover points when each EV3 takes over each remaining task after the division are the same as the handover points described above. The amount of power required for each EV3 to travel to the handover location for the remaining task is the amount of power required for each EV3 to travel to the handover location for the task, luggage, etc.

[0055] Next, in step S23, the integrated planning unit 111 determines whether the current actual remaining battery charge of each EV 3 includes a sufficient margin for the amount of power required for each EV 3 calculated in step S22. In other words, the integrated planning unit 111 determines whether the current actual remaining battery charge of each EV 3 is sufficient to complete the remaining tasks of that EV 3 and to move to a location where the tasks and luggage, etc. are to be handed over. If the current actual remaining battery charge of each EV 3 is sufficient (step S23 Yes), the integrated planning unit 111 returns the process to step S17 (FIG. 5), and if it is not sufficient (step S23 No), the integrated planning unit 111 returns the process to step S20.

[0056] In step S20, where the processing is returned, the integrated planning unit 111 attempts to extract another EV3 (or multiple EVs) with a planned battery remaining capacity that can take over each remaining task after division using another division pattern of the remaining tasks that were determined to be divisible in step S19.

[0057] In step S24, the integrated planner 111 cannot determine a takeover vehicle, so it replans the route only for the replanned vehicle and returns the replanned vehicle to the station from which it departed or the nearest station. The replanned vehicle returned to the station in step S24 has its battery charged or the driver is changed, and the operation plan is recreated (or revised) so that the vehicle can resume operations and perform the remaining tasks.

[0058] In addition, the operation planning unit 11 may assign some of the remaining tasks to other EV3s based on the remaining battery power of each EV3, and recreate the operation plan so that the remaining tasks other than this part are performed by the EV3 itself that has been determined to be unable to complete the operation plan.

[0059] (Specific example of embodiment 1) Next, specific examples of operation plan data to be subject to re-planning processing and selection of a vehicle to take over the remaining work in this embodiment will be described. Fig. 7 is a diagram showing an example of operation plan data to be subject to re-planning processing according to embodiment 1. Fig. 8 is a diagram showing an example of selection of a vehicle to take over the remaining work in the re-planning processing according to embodiment 1.

[0060] As shown in FIG. 7, assume that there is an operation plan (operation plan ID=1) in which a route plan with route plan ID=1 is assigned to vehicle ID=1. Assume that when EV3 with vehicle ID=1 is operated according to this operation plan and passes the route point with point ID=14, the actual remaining battery charge of EV3 becomes 12 kWh. The operation plan completion determination unit 122 (FIG. 1) references the operation plan DB 111a and the route plan DB 112a and confirms that the actual remaining battery charge is lower than the planned remaining battery charge of 13 kWh when passing the route point with point ID=14 in the route plan with route plan ID=1. Because the actual remaining battery charge of 12 kWh does not allow EV3 to complete the operation plan, the operation plan completion determination unit 122 requests the integrated plan unit 111 (FIG. 1) to re-plan a route for EV3.

[0061] As shown in FIG. 8, the integrated planner 111 identifies location IDs 15 and 16 as remaining work for vehicle ID 1 and calculates the required power (9 + 5) = 14 kWh. Then, the integrated planner 111 extracts vehicle ID 3, which has a planned remaining battery charge of 14 kWh or more at the current patrol location, from among the other EVs 3, as a candidate for a takeover vehicle. The integrated planner 111 obtains the actual remaining battery charge of the EV 3 with vehicle ID 3 via the operation plan monitoring unit 12 and determines whether the actual remaining battery charge, including the power required for the travel required for the takeover, is sufficient to take over the remaining work of the EV 3 with vehicle ID 1. If the actual remaining battery charge of the EV 3 with vehicle ID 3 is sufficient to take over the remaining work of the EV 3 with vehicle ID 1, the integrated planner 111 determines the EV 3 with vehicle ID 3 as the takeover vehicle that will take over the remaining work of the EV 3 with vehicle ID 1.

[0062] [Embodiment 2] In the second embodiment, the same configurations and processes as those in the first embodiment are denoted by the same reference numerals and description thereof is omitted, and the description will focus on the differences from the first embodiment.

[0063] In this embodiment, an example will be described in which the remaining work of a plurality of EVs in operation when an "unexpected event" occurs is taken over by another EV in operation. of If EV cannot take over the remaining work, multiple EV This also includes cases where the remaining work of a vehicle is taken over by two or more other EVs in operation.

[0064] (Re-planning process according to the second embodiment) 9 and 10 are flowcharts showing an example of re-planning processing according to embodiment 2. Processing that overlaps with the re-planning processing (FIGS. 5 and 6) of embodiment 1 is given the same reference numerals and description thereof will be omitted, and differences from embodiment 1 will be mainly described.

[0065] In step S11a, the integrated planning unit 111 aggregates the re-planning requests received in step S11 within a certain period of time into one.

[0066] Next, in step S12a, the integrated planning unit 111 checks the progress of the operation plans for all re-planned vehicles compiled in step S11a based on the remaining battery power and the current location. Next, in step S13a, the integrated planning unit 111 identifies the remaining tasks for all re-planned vehicles that cannot be completed within the remaining battery power. Next, in step S14a, the integrated planning unit 111 calculates the required amount of power from all the remaining tasks identified in step S13a.

[0067] Unlike the re-planning process of the first embodiment, in the re-planning process of the second embodiment, the identified remaining work is a collection of remaining work for multiple re-planned vehicles and can be divided, so the determination of "whether the remaining work can be divided" in step S19 (FIG. 6) is not performed. In the re-planning process of the second embodiment, if the answer is No in step S16, the process proceeds to step S20.

[0068] In the re-planning process of the second embodiment, the process proceeds to step S24 only if the determination in step S21 is No.

[0069] By executing the re-planning process of this embodiment, it is possible to realize m:1 handover, in which the remaining work of multiple (m) EVs that have experienced an "unexpected event" during operation is taken over by one other EV that is in operation. Furthermore, by executing the re-planning process of this embodiment, it is possible to realize m:1 handover, in which the remaining work of one EV that is in operation is taken over by another EV that is in operation. of If EV cannot take over the remaining work, multiple (m) EV It is also possible to realize m:n handover, in which the remaining work of a vehicle is taken over by two or more other EVs (n) that are currently in operation.

[0070] (Specific example of embodiment 2) Next, specific examples of operation plan data to be subject to re-planning processing and selection of a vehicle to take over remaining work in this embodiment will be described. Fig. 11 is a diagram showing an example of operation plan data to be subject to re-planning processing according to embodiment 2. Fig. 12 is a diagram showing an example of selection of a vehicle to take over remaining work in the re-planning processing according to embodiment 2.

[0071] As shown in Figure 11, assume that there is an operation plan (operation plan ID = 1) in which a route plan with route plan ID = 1 is assigned to vehicle ID = 1, and an operation plan (operation plan ID = 2) in which a route plan with route plan ID = 2 is assigned to vehicle ID = 2.

[0072] The situation for EV3 with vehicle ID = 1 is the same as in FIG. 7. Assume that EV3 with vehicle ID = 2 is operated according to the operation plan (operation plan ID = 2) and the actual remaining battery charge of EV3 becomes 9 kWh when it passes the route point with point ID = 25. The operation plan completion determination unit 122 (FIG. 1) references the operation plan DB 111a and the route plan DB 112a and confirms that the actual remaining battery charge is lower than the planned remaining battery charge of 10 kWh when passing the route point with point ID = 25 in the route plan with route plan ID = 2. Because the operation plan completion determination unit 122 determines that the EV3 cannot complete the operation plan with an actual remaining battery charge of 9 kWh, it requests the integrated plan unit 111 (FIG. 1) to re-plan a route for EV3.

[0073] When performing route replanning, if the replanning requests of EV3s with vehicle IDs=1 and 2 are close to each other within a predetermined time, the integrated planner 111 determines a vehicle to take over the remaining work of these EV3s together.

[0074] 12, the integrated planning unit 111 identifies location IDs 15 and 16 as remaining tasks for vehicle ID 1, and calculates a required power of (9 + 5) = 14 kWh. The integrated planning unit 111 also identifies location ID 26 as remaining tasks for vehicle ID 2, and calculates a required power of 10 kWh. The integrated planning unit 111 identifies (14 + 10) = 24 kWh as the required amount of power necessary to complete the remaining tasks of all re-planned vehicles.

[0075] Then, the integrated planner 111 extracts, from among the other EVs 3, vehicle ID=3 whose planned remaining battery charge at the current patrol point is 24 kWh or more, as a candidate for a takeover vehicle. The integrated planner 111 obtains the actual remaining battery charge of the EV 3 with vehicle ID=3 via the operation plan monitoring unit 12, and determines whether the actual remaining battery charge, including the power required for the travel involved in the takeover, is sufficient to take over the remaining duties of the EVs 3 with vehicle IDs=1 and 2. If the actual remaining battery charge of the EV 3 with vehicle ID=3 is sufficient to take over the remaining duties of the EVs 3 with vehicle IDs=1 and 2, the integrated planner 111 determines that the EV 3 with vehicle ID=3 is the takeover vehicle that will take over the remaining duties of both the EVs 3 with vehicle IDs=1 and 2.

[0076] (Computer 5000 hardware) FIG. 13 is a diagram showing an example of the hardware configuration of a computer 5000 that realizes the traffic management system 1.

[0077] The computer 5000 is a general-purpose computer including a processor 5100, a memory 5200, a storage 5300, a network interface 5400, an input device 5500, and an output device 5600, all of which are interconnected via an internal communication line 5700 such as a bus.

[0078] The processor 5100 controls the overall operation of the computer 5000. The memory 5200 is configured, for example, by a volatile semiconductor memory, and is used as a work memory for the processor 5100. The storage 5300 is configured by a large-capacity nonvolatile storage device such as a hard disk drive, a solid-state drive (SSD), or a flash memory, and is used to hold various programs and data. Executable programs stored in the storage 5300 are loaded into the memory 5200 when the computer 5000 is started up or when needed. The executable programs loaded into the memory 5200 are executed by the processor 5100, thereby realizing various functions of the traffic control system 1.

[0079] The executable program may be recorded on a non-transitory recording medium, read from the non-transitory recording medium by a media reading device, and loaded into memory 5200. Alternatively, the executable program may be obtained from an external computer via a network and loaded into memory 5200.

[0080] The network interface 5400 is an interface device for connecting the computer 5000 to a network. The network interface 5400 is configured, for example, by a NIC (Network Interface Card) for a wired LAN (Local Area Network) or a wireless LAN.

[0081] The input device 5500 is composed of a keyboard, a pointing device such as a mouse, and the like, and is used by the user to input various instructions and information to the computer 5000. The output device 5600 is composed of a display device such as a liquid crystal display or an organic EL (Electro Luminescence) display, and an audio output device such as a speaker, and is used to present necessary information to the user when necessary.

[0082] The present invention is not limited to the above-described embodiments and includes various modifications. For example, the above-described embodiments have been described in detail to clearly explain the present invention, and are not necessarily limited to those including all of the described configurations. Furthermore, as long as there is no contradiction, it is possible to replace part of the configuration of one embodiment with the configuration of another embodiment, or to add the configuration of one embodiment to the configuration of another embodiment. Furthermore, it is possible to add, delete, replace, integrate, or distribute part of the configuration of each embodiment. Furthermore, the configurations and processes described in the embodiments can be distributed, integrated, or replaced as appropriate based on processing efficiency or implementation efficiency. [Explanation of symbols]

[0083] 1: Traffic control system, 5000: Computer

Claims

1. A traffic management system that manages the operation of a plurality of vehicles powered by batteries, an operation planning unit that creates an operation plan for each vehicle to perform a task of visiting locations; an operation plan monitoring unit that monitors the operation of each vehicle based on the operation plan; The operation plan includes a planned remaining battery capacity of the battery required to complete the operation plan at the time when each vehicle reaches each point, The operation plan monitoring unit determining that each vehicle cannot complete the operation plan when the remaining battery charge of each vehicle received from each vehicle is lower than the planned remaining battery charge based on the remaining battery charge and the current location of each vehicle received from each vehicle; The operation planning unit recreate the operation plan in which the remaining work of the vehicle determined by the operation plan monitoring unit to be unable to complete the operation plan, such as visiting points that the vehicle has not visited, is assigned to another vehicle based on the remaining battery power of each vehicle and the remaining battery power required to complete the remaining work of each vehicle; The other vehicle having a remaining battery power sufficient to complete both the operation plan and the remaining work is selected as a vehicle to take over the remaining work. A traffic management system characterized by:

2. The traffic management system according to claim 1, The operation plan monitoring unit When a request for replanning of the operation plan transmitted from each vehicle based on an instruction from the driver of each vehicle is received, it is determined that the vehicle that transmitted the replanning request cannot complete the operation plan. A traffic management system characterized by:

3. The traffic management system according to claim 1, The operation planning unit The remaining work is identified based on a simulation based on the remaining battery power and current location of each vehicle received from each vehicle. A traffic management system characterized by:

4. The traffic management system according to claim 1, The operation planning unit A part of the remaining work is assigned to another vehicle based on the remaining battery power of each vehicle, and the operation plan is recreated so that the remaining work other than the part is performed by the vehicle determined by the operation plan monitoring unit to be unable to complete the operation plan. A traffic management system characterized by:

5. The traffic management system according to any one of claims 1 to 2, The operation planning unit The operation plan is recreated by allocating the remaining work of visiting points that the vehicle has not visited among the work of the vehicle determined by the operation plan monitoring unit to be unable to complete the operation plan to other multiple vehicles based on the remaining battery power of each vehicle. A traffic management system characterized by:

6. The traffic management system according to any one of claims 1 to 2, The operation planning unit The operation plan is recreated by allocating the remaining work of visiting points that have not been visited by the plurality of vehicles among the work of the plurality of vehicles determined by the operation plan monitoring unit to be unable to complete the operation plan to another vehicle based on the remaining battery power of each vehicle. A traffic management system characterized by:

7. The traffic management system according to any one of claims 1 to 2, The operation planning unit The operation plan is recreated by allocating the remaining work of visiting points that have not yet been visited by the plurality of vehicles among the work of the plurality of vehicles determined by the operation plan monitoring unit to be unable to complete the operation plan to the plurality of vehicles including the vehicles determined to be unable to complete the operation plan based on the remaining battery power of each vehicle. A traffic management system characterized by:

8. A traffic management method performed by a traffic management system that manages the operation of multiple vehicles powered by batteries, An operation planning step of creating an operation plan for each vehicle to perform a task of visiting points; an operation plan monitoring step of monitoring the operation of each vehicle based on the operation plan, The operation plan includes a planned remaining battery capacity of the battery required to complete the operation plan at the time when each vehicle reaches each point, a determination step of determining that each vehicle cannot complete the operation plan when the remaining battery charge of each vehicle received from each vehicle is lower than the planned remaining battery charge, based on the remaining battery charge of each vehicle and the current location of each vehicle received from each vehicle; a re-creation step of re-creating the operation plan in which the remaining work of visiting points that the vehicle has not visited yet, among the work of the vehicle determined to be unable to complete the operation plan by the determination step, is assigned to another vehicle based on the remaining battery power of each vehicle and the remaining battery power required to complete the remaining work of each vehicle; a selection step of selecting the other vehicle having a remaining battery charge sufficient to complete both the operation plan and the remaining work as a vehicle to take over the remaining work; A traffic management method comprising:

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