Co2 emission amount calculation device for moving body, co2 emission amount calculation system, and method

Abstract

The present invention calculates the amount of CO2 emissions associated with transportation for each consignor even when a vehicle is charged using a plurality of power sources having different emission factors. A CO2 emission amount calculation device 1, which calculates the amount of CO2 emissions from a transportation moving body 2 that carries a plurality of objects to be transported by using battery power, includes a calculation unit which: calculates a CO2 emission factor and a power consumption amount for each object to be transported on the basis of a CO2 emission factor of the charging power at each battery charging timing, a charging power amount at each battery charging timing, a battery power consumption amount in the transportation moving body, and information on transportation of each object to be transported; and calculates, from the CO2 emission factor and the power consumption amount for each object to be transported, the amount of CO2 emissions for each object to be transported.

Description

CO2 emission calculation device, CO2 emission calculation system and method for mobile body

[0001] The present invention relates to a device, a system and a method for calculating CO2 emissions of a moving body.

[0002] Category 4 "Upstream Transportation and Distribution" and Category 9 "Downstream Transportation and Distribution" of the GHG Protocol Scope 3 require companies to reduce CO2 (carbon dioxide) emissions when transporting cargo. Furthermore, the so-called Energy Conservation Act requires companies that have their cargo transported by other businesses to implement energy conservation measures, and requires shippers who handle a certain amount of cargo to track their cargo volume and submit regular reports on their energy consumption. Therefore, freight transport companies are required to provide shippers with accurate information necessary for calculating energy consumption. CO2 emissions in cargo transportation are generally calculated by multiplying the amount of fuel used by a CO2 emission coefficient (CO2 emissions = fuel used × CO2 emission coefficient).

[0003] Traditionally, freight transport by automobile has been powered by fossil fuels such as gasoline or diesel. However, with the spread of electric vehicles (also known as EVs), it is expected that EV trucks will also become more common for long-distance transport. However, in the case of electricity, which is the power source for EVs, the CO2 emission coefficient used to calculate CO2 emissions varies depending on the energy source, so there are issues with the accuracy and ease of calculating CO2 emissions when transporting freight by EV trucks.

[0004] Patent Literature 1 discloses a method for calculating fuel consumption and CO2 emissions for each shipper in a situation where cargo from multiple shippers is mixed on a truck equipped with an internal combustion engine. Patent Literature 2 discloses a method for calculating and displaying CO2 emissions during driving of an EV by selecting the electric utility company used to charge the battery and identifying the CO2 emission coefficient of the electricity provided by that electric utility company.

[0005] JP 2010-159113 A JP 2010-198279 A

[0006] Traditionally, automobiles have used a single fuel (gasoline, diesel, LPG, etc.), and so the CO2 emission factor has been assumed to be a fixed value determined by the type of fuel. However, for electric trucks, the CO2 emission factor varies greatly depending on the energy source of the electricity used to charge the battery, for example, when the battery is charged with electricity from a thermal power plant or when the battery is charged with electricity generated by solar power. Therefore, freight transport companies have a problem in that they cannot provide accurate information to shippers unless they accurately measure the amount of electricity used in electric truck transportation and its energy source, i.e., the CO2 emission factor.

[0007] Patent Document 1 calculates the amount of energy used between points where cargo is loaded and unloaded from a vehicle. However, Patent Document 1 assumes a situation in which the emission coefficient is fixed, as in vehicles equipped with conventional internal combustion engines, and does not take into account that the CO2 emission coefficient varies depending on the energy source. Therefore, when electricity with different CO2 emission coefficients is used to charge a single battery, it is not possible to precisely calculate the CO2 emissions during the operation of an electric truck.

[0008] In Patent Document 2, by selecting the electric utility company used to charge the battery, the CO2 emission coefficient of the electricity provided by that electric utility company is identified and the CO2 emissions during driving are calculated and displayed, but because the calculation is based on the total CO2 emissions of the charged electricity and the driving distance, it is not possible to accurately calculate the CO2 emissions for each cargo receipt that takes into account the timing of charging and loading and unloading of cargo.Furthermore, in Patent Document 2, because the CO2 emission coefficient is selected on the vehicle side when the battery is charged, it is not possible to calculate the CO2 emissions when using a battery that has already been charged by a third party, such as when the battery is replaced at an EV battery exchange station.

[0009] Therefore, in both Patent Documents 1 and 2, when charging is performed using a plurality of power sources with different emission coefficients, it is not possible to calculate the CO2 emissions for each shipper.

[0010] A CO2 emission calculation device for a mobile body according to one aspect of the present disclosure is a CO2 emission calculation device that calculates CO2 emissions generated by a mobile body for transporting multiple transport objects using battery power, and has a calculation unit.The calculation unit calculates a CO2 emission coefficient and power consumption for each transport object based on the CO2 emission coefficient of the charging power for each charging timing of the battery, the amount of charging power for each charging timing of the battery, the amount of power consumed by the battery in the mobile body for transport, and information regarding the transportation of each transport object, and calculates the CO2 emission amount for each transport object from the CO2 emission coefficient and power consumption for each transport object.

[0011] According to the present invention, even when a vehicle is charged with a plurality of power sources with different emission coefficients, CO2 emissions associated with transportation can be precisely calculated for each recipient and each shipper.

[0012] 1 is an example of a CO2 emission calculation system including a CO2 emission calculation device. FIG. 2 is an example of charge management information for managing charging to a battery. FIG. 3 is an example of discharge management information for managing discharging (power consumption) from a battery. FIG. 4 is an example of consignment slip data when a transport company that operates an EV truck undertakes the transportation of cargo from a shipper. FIG. 5 is a flowchart of CO2 calculation processing. FIG. 6 is an example of information for storing calculation results of CO2 emission amounts. FIG. 7 is an example of a CO2 emission calculation system according to a second embodiment. FIG. 8 is an example of charge management information. FIG. 9 is an example of discharge management information. FIG. 10 is an example of consignment slip data according to a third embodiment. FIG. 11 is a flowchart of CO2 emission calculation processing. FIG. 12 is an example of information for storing calculation results of CO2 emission amounts. FIG. 13 is a flowchart of CO2 emission calculation processing according to a fourth embodiment. FIG. 14 is an example of information for storing calculation results of CO2 emission amounts. FIG. 15 is a CO2 emission calculation system corresponding to a first modified example of the first embodiment, and shows a configuration for acquiring a CO2 emission coefficient from an external CO2 emission coefficient management device. 10 is an explanatory diagram showing an example of output of CO2 emissions calculated for each shipper, which corresponds to a second modified example of the first embodiment. FIG.

[0013] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In this embodiment, a CO2 emission calculation device and a CO2 emission calculation system are disclosed that are capable of accurately calculating CO2 emissions for each consignee and consignor for a transport vehicle that uses batteries that can be charged from power sources with different CO2 emission coefficients. In one example of this embodiment, CO2 emissions can be calculated for each consignee and then tallied and reported for each consignor. Furthermore, in this example of this embodiment, CO2 emissions can be accurately calculated even if the battery is replaced while the vehicle is in motion. Furthermore, in another example of this embodiment, electricity with a low CO2 emission coefficient can be preferentially allocated to the cargo of a specific consignor in response to the request of that consignor.

[0014] The system according to this embodiment includes, for example, an input unit for inputting a CO2 emission coefficient for the electricity used to charge the battery, a charging energy amount detection unit for detecting the amount of electricity charged to the battery from the charging device, a storage unit for storing the CO2 emission coefficient and the charging energy amount in association with battery identification information, a storage unit for transmitting the stored data to a CO2 emission calculation device via a communication network, a power consumption detection unit for detecting the amount of electricity consumed when the battery is discharged, a storage unit for storing the power consumption amount and the transport section in association with vehicle identification information, and a storage unit for transmitting the stored data to the CO2 emission calculation device via the communication network. The CO2 emission calculation device includes a receiving unit for receiving data from a battery power information management device and a consignment information management device via the communication network, an emission coefficient / CO2 emission calculation unit for calculating a CO2 emission coefficient for each consignment unit and consignor by combining the received data on charging energy and power consumption with consignment slip data, and calculating the CO2 emissions from the calculated CO2 emission coefficient and power consumption, and a storage unit for storing the CO2 emissions.

[0015] According to the CO2 emission calculation system of this embodiment, even if the battery can be charged using multiple sources of electricity (power sources), each of which has its own CO2 emission coefficient, the CO2 emissions when an EV truck is running can be precisely calculated for each shipper.

[0016] Hereinafter, the present embodiment will be described in detail with reference to the drawings. The following examples are merely examples of the present embodiment, and the present embodiment is not limited to these examples. Hereinafter, the carbon dioxide emission factor may be abbreviated as "emission factor" or "CO2 emission factor."

[0017] A first embodiment will be described with reference to Figures 1 to 6. Figures 15 and 16 are diagrams illustrating modifications 1 and 2. Figure 1 is a schematic diagram of a CO2 emission calculation system 3. The entire system including the CO2 emission calculation system 3 includes, for example, a CO2 emission calculation device 1, an EV truck 2, a consignment information management device 4, a charging device 5, a power supply device 6, and a shipper-side information processing device 7. The CO2 emission calculation system 3 includes the CO2 emission calculation device 1 and a battery power information management device 21. The consignment information management device 4, the charging device 5, the power supply device 6, and the shipper-side information processing device 7 are not included in the CO2 emission calculation system 3.

[0018] The CO2 emission calculation device 1 and the electric truck 2 are communicatively connected via a communication network CN. The CO2 emission calculation device 1 and the consignment information management device 4 are also communicatively connected via the communication network CN. Although only one electric truck 2 is shown in FIG. 1 , the CO2 emission calculation device 1 can manage the CO2 emissions for each of a plurality of electric trucks 2. The CO2 emission calculation device 1 can also communicate with energy management systems of local power plants, such as energy management systems for solar power plants and wind power plants, via the communication network CN. The CO2 emission calculation device 1 is also communicatively connected via the communication network CN to a server that provides map data, a server that provides weather data, and the like (neither of which are shown).

[0019] The CO2 emission calculation device 1 may be connected to a shipper-side information processing device 7 used by the shipper via a communication network CN. The shipper-side information processing device 7 may be connected to, for example, a cargo production management system (not shown).

[0020] First, the peripheral devices 4-6 will be described, and then the CO2 emission calculation system 3 will be described.

[0021] The consignment information management device 4 is a device that manages consignment slip data D3 (described later in FIG. 4) that manages the cargo requested for transportation by the consignor.

[0022] The charging device 5 is a device that charges the battery 22 mounted on the electric truck 2. The charging device 5 is installed, for example, at the business office of a transportation company that is a user of the CO2 emission calculation system 3. The charging device 5 is not limited to being installed at the business office of a transportation company, but may also be installed, for example, at a charging station. The entity that operates the charging device 5 does not matter.

[0023] The power supply device 6 is a device that supplies generated electricity to the charging device 5. Examples of power supply devices 6 include hydroelectric power plants, thermal power plants, nuclear power plants, wind power plants, photovoltaic power plants, solar thermal power plants, geothermal power plants, tidal power plants, and wave power plants. The coefficient of CO2 generation varies depending on the type of power supply device 6. In general, hydroelectric power plants, wind power plants, photovoltaic power plants, solar thermal power plants, nuclear power plants, geothermal power plants, tidal power plants, and wave power plants, which are known as green power generation, have low coefficients of CO2 generation (CO2 emission coefficients). Thermal power plants that generate electricity using coal, oil, and natural gas as fuel have high CO2 emission coefficients.

[0024] The battery power information management device 21 will now be described. The battery power information management device 21 is provided in an electric truck 2, which is an example of a "mobile body." Any mobile body that moves using battery power may be used, and is not limited to the electric truck 2. For example, a small unmanned aircraft (a so-called flying drone), a small unmanned boat, or a small unmanned submarine may be used. The mobile body may also use a power source other than a battery, such as a hydrogen engine, simultaneously or alternately with a battery.

[0025] The electric truck 2 includes, for example, a battery power information management device 21, a battery 22, a motor 23, and a control device 24. Other components, such as the vehicle body, electric drive system, steering device, and sensors, are not shown. The control device 24 controls the motor 23, which is powered by the battery 22, in response to instructions from the steering device, thereby controlling the speed and direction of travel of the electric truck 2. The steering device may be a manual steering device, an automatic steering device, or a device that combines a manual steering device and an automatic steering device. Sensors (not shown) include, for example, a speed sensor, an acceleration sensor, a gyro sensor, a steering angle sensor (direction sensor), a position information sensor (such as GPS), a wattmeter, an ammeter, and a thermometer. The control device 24 can acquire information from these sensors as needed. Information detected by the control device 24 that is required by the battery power information management device 21 is sent from the control device 24 to the battery power information management device 21.

[0026] The battery 22 may be any type of secondary battery, such as a lead-acid battery, an alkaline battery, a nickel-cadmium battery, a nickel-metal hydride battery, a nickel-zinc battery, a lithium-ion battery, an all-solid-state battery, or an air-zinc battery.

[0027] The battery power information management device 21 includes, for example, an emission coefficient detection unit 211 , a charging energy detection unit 212 , a power consumption detection unit 213 , a transport section power consumption detection unit 214 , a communication unit 215 , and a memory unit 216 .

[0028] The battery power information management device 21 and the control device 24 are realized using computer resources (not shown). The computer resources include hardware resources such as a processor and memory, and software resources.

[0029] The emission coefficient detection unit 211 detects a CO2 emission coefficient that varies depending on the energy origin of the electricity used to charge the battery 22, and outputs the detected coefficient to the storage unit 216. If the electricity used to charge the battery 22 is supplied by an electric utility, the CO2 emission coefficient published by the electric utility is used. These CO2 emission coefficients may be obtained from an electric power company or a charging station installation company via a communication network. If renewable energy or privately generated electricity is used to charge the battery 22, the CO2 emission coefficient may be obtained from an external CO2 emission coefficient management device 8, such as an energy management system installed in a convenience store, factory, etc., as shown in FIG. 15 .

[0030] If the electricity is generated using solar panels or the like at the user's base, the user may be allowed to manually input the CO2 emission coefficient into the battery power information management device 21. When the battery 22 is charged with electricity supplied by an electric utility, the CO2 emission coefficient (publicly-published value) for each electric utility may be managed by the CO2 emission calculation device 1, and information identifying the electric utility may be obtained from the battery power information management device 21 to specify the CO2 emission coefficient.

[0031] The charging energy detection unit 212 detects the amount of energy charged in the battery 22 and outputs the amount of energy to the storage unit 216. The charging energy detection unit 212 is realized by, for example, a watt-hour meter.

[0032] The power consumption detection unit 213 detects the amount of power discharged from the battery 22 and outputs the amount to the transport section power consumption detection unit 214. The power consumption detection unit 213 is also realized using, for example, a watt-hour meter.

[0033] The transport section power consumption detection unit 214 calculates the power consumption for each travel section of the electric truck 2 and outputs the calculated power consumption to the storage unit 216. For example, the transport section power consumption detection unit 214 calculates the power consumption for each travel section based on GPS position information of the electric truck 2 each time the travel distance exceeds a certain distance, and outputs the calculated power consumption to the storage unit 216. Alternatively, the power consumption per unit time may be calculated each time a certain time period is exceeded. The user may explicitly specify the division of the transport section (such as the time of loading or unloading), causing the transport section power consumption detection unit 214 to detect the division of the section and calculate the power consumption for each section. The loading and unloading of cargo onto the electric truck 2 may be photographed with a camera, and the photographed images may be analyzed using a machine learning model to automatically distinguish between loading and unloading operations.

[0034] The memory unit 216 stores the output value of the emission coefficient detection unit 211, the output value of the charging energy detection unit 212, and the output value of the transport section power consumption detection unit 214, linked to vehicle identification information that uniquely identifies the electric truck 2.

[0035] The communication unit 215 transmits the management information D1 and D2 (described later) stored in the storage unit 216 via the communication network CN to the CO2 emission calculation device 1. The communication unit 215 can also be called a "transmission means" or a "transmission unit."

[0036] 2 and 3 show examples of data stored in the storage unit 216 of the battery power information management device 21. Fig. 2 shows charge management information D1 that indicates information related to charging, and Fig. 3 shows discharge management information D2 that indicates information related to discharging.

[0037] The charging management information D1 shown in FIG. 2 manages, for example, vehicle identification information C11, charging start time C12, charging end time C13, charging energy amount C14, and CO2 emission coefficient (sometimes abbreviated as emission coefficient) C15 in association with each other.

[0038] The vehicle identification information C11 is information that uniquely identifies the electric truck 2, and may be, for example, the vehicle serial number or the vehicle registration number. The charging start time C12 is the time when charging of the battery 22 starts. The charging end time C13 is the time when charging of the battery 22 ends. The charging energy amount C14 is the amount of energy charged to the battery 22. The emission coefficient C15 is the CO2 emission coefficient of the energy used to charge the battery 22.

[0039] The discharge management information D2 shown in FIG. 3 manages, for example, vehicle identification information C21, a section start time C22, a section start point C23, a section end time C24, a section end point C25, and a discharged power amount C26 in association with each other.

[0040] The vehicle identification information C21 is similar to the vehicle identification information C11 described in FIG. 2 , and the same value is set. The section start time C22 is the start time of a predetermined section. The section start point C23 is the position where the predetermined section starts. The section end time C24 is the time when the predetermined section ends. The section end point C25 is the position where the predetermined section ends. The discharged energy amount C26 is the amount of energy discharged (amount of energy consumed) in a predetermined section. As described above, a predetermined section is a section for each fixed driving distance. However, the amount of energy discharged may be detected and managed for each fixed driving time, or may be detected and managed for each state of the electric truck 2. The state of the electric truck 2 is, for example, the time from the start of loading to the end of unloading.

[0041] The charge management information D1 and the discharge management information D2 stored in the storage unit 216 are transmitted from the communication unit 215 to the CO2 emission calculation device 1 via the communication network CN. Alternatively, a portable storage device (not shown) may be used to store the management information D1 and D2 from the battery power information management device 21 to the CO2 emission calculation device 1. That is, by connecting the portable storage device to the battery power information management device 21, transferring the management information D1 and D2 from the storage unit 216 to the portable storage device, and connecting the portable storage device to the CO2 emission calculation device 1, the management information D1 and D2 can be copied to the CO2 emission calculation device 1. This operation can be performed, for example, at a sales office or a distribution center of the electric truck 2.

[0042] The CO2 emission calculation device 1 will now be described. The CO2 emission calculation device 1 calculates the CO2 emission amount for each shipper of each package transported by an electric truck 2 and provides the calculated amount to the shipper. The CO2 emission amount for each shipper may be transmitted as electronic data to a shipper-side information processing device 7 via a communication network CN. A document indicating the CO2 emission amount for each shipper may be sent to the shipper. The CO2 emission amount for each shipper may be stored in a portable storage device, and the storage device may be sent to the shipper.

[0043] The CO2 emission calculation device 1 includes, for example, a CO2 emission calculation unit 11, a communication unit 12, and a storage unit 13. The CO2 emission calculation device 1, which is an example of a "computing unit," includes, for example, a processor 101, a memory 102, and a user interface unit 103. In the figure, the user interface unit is abbreviated as a UI unit. The processor 101 reads and executes a predetermined computer program stored in the memory 102, thereby realizing the functions (11, 12, 13) of the CO2 emission calculation device 1. The memory 102 includes a main storage device and an auxiliary storage device (neither of which are shown).

[0044] The user interface unit 103 is a device that allows a user of the CO2 emission calculation device 1 to exchange information with the CO2 emission calculation device 1. The user interface unit 103 includes, for example, a monitor display, a printer, a speaker, a keyboard, a pointing device, a tablet, a voice synthesizer, etc. The user interface unit 103 may be provided directly in the CO2 emission calculation device 1, or a computer terminal (not shown) connected via a communication network CN may be used as the user interface unit. For example, computer terminals may be installed at each base, such as a transportation company's sales office and distribution center, and managers of each base may exchange information with the CO2 emission calculation device 1 via the computer terminals. Note that the managers of each base may also use the computer terminals to exchange information with the battery power information management device 21.

[0045] The CO2 emission calculation unit 11 calculates a CO2 emission coefficient for each consignment by combining each piece of management information D1, D2 with the consignment slip data D3 (see FIG. 4) obtained from the consignment information management device 3. Furthermore, the CO2 emission calculation unit 11 calculates the CO2 emission amount from the CO2 emission coefficient, and outputs and stores the results tallied for each consignor in the memory unit 13. The memory unit 13 stores not only the calculation results of the CO2 emission amount, but also various data used in the calculation (such as charging management information D1 and discharging management information D2).

[0046] The communication unit 12 receives data transmitted from the battery power information management device 21. Therefore, the communication unit 12 can also be called a "receiving means" or a "receiving unit."

[0047] 4 shows an example of the consignment slip data D3. The consignment slip data D3 manages, for example, a consignment number C31, a consignor C32, a scheduled loading date and time C33, a loading point C34, a scheduled unloading date and time C35, a unloading point C36, and vehicle identification information C37 in association with each other.

[0048] The consignment number C31 is the receipt number of the parcel for which a transportation request has been accepted. The consignor C32 is information that identifies the entity that has requested the transportation of the parcel. The consignor C32 is, for example, a company, a local government, a non-profit organization, etc.

[0049] The scheduled loading date and time C33 indicates the date and time when the received cargo will be loaded onto the electric truck 2. The loading point C34 indicates the location where the received cargo will be loaded onto the electric truck 2. The scheduled unloading date and time C35 indicates the date and time when the cargo will be unloaded at the destination. The unloading point C36 indicates the location where the cargo is unloaded. The vehicle identification information C37 is the identification number of the electric truck 2 that transported the cargo, and is set to the same value as the vehicle identification information C11 and C21 described above. Note that the scheduled loading date and time C33 may be the date and time when the cargo is actually loaded onto the electric truck 2 (actual loading date and time). The scheduled unloading date and time C35 may be the date and time when the cargo is actually unloaded from the electric truck 2 to the delivery destination (actual unloading date and time). Whether or not the loading and unloading of cargo has actually been carried out can be determined, for example, by the driver of the electric truck 2 transmitting information to the cargo receiving information management device 4 using a mobile terminal (not shown), or by capturing the loading and unloading of cargo using a camera (not shown) mounted on the electric truck 2 and analyzing the video.

[0050] 5 is a flowchart showing the processing executed by the CO2 emission calculation unit 11. The CO2 emission calculation unit 11 repeatedly executes the following steps S11 to S13 for each record recorded in the receipt slip data D3 (S10). The calculation results are recorded in table D4 shown in FIG.

[0051] The CO2 emission calculation unit 11 compares and links the planned receipt date and time C33, receiving point C34, planned unloading date and time C35, unloading point C36, and vehicle identification information C37 of the receipt slip data, which is information related to transportation, with the discharge management information D2 received from the battery power information management device 21, and calculates the amount of electricity consumed for each receipt during transportation, taking into account the weight or volume of the received cargo out of the total weight or volume of the loaded cargo (S11).

[0052] The CO2 emission calculation unit 11 compares the vehicle identification information C37 in the receipt slip data D3, which is information related to transportation, the scheduled loading date and time C33 and scheduled unloading date and time C35 identified in step S11, and the charging management information D1 received from the battery power information management device 21, and identifies the CO2 emission coefficient of the electricity that was charged into the battery 22 when the received cargo was transported (S12). In this way, the CO2 emission calculation unit 11 accurately identifies the CO2 emission coefficient for each receipt.

[0053] The CO2 emission calculation unit 11 calculates the CO2 emission amount (c) by multiplying the power consumption amount (a) determined in step S11 by the CO2 emission coefficient (b) determined in step S12 (S13). If charging has been repeated multiple times in each transport section of the receiving consignment, the consumed power may be calculated, for example, as being consumed from the power that was previously charged. Specifically, if the amount of power consumed in the transport section of the receiving consignment out of the amount of power previously charged is W1 and its CO2 emission coefficient is E1, and the amount of power consumed in the transport section of the receiving consignment out of the amount of power later charged is W2 and its CO2 emission coefficient is E2, the CO2 emission amount C1 in the transport section can be calculated using the following calculation method.

[0054] (Equation 1) C1 = (W1 x E1) + (W2 x E2)

[0055] In addition to the above, it is also possible to level the emission coefficient within the relevant receiving and transport section. For example, the emission coefficient may be leveled based on the amount of electricity and emission coefficient related to the remaining electricity in the battery each time charging is performed and the amount of electricity and emission coefficient of the newly charged electricity, and this may be used as the emission coefficient until the next charging. Specifically, if the amount of electricity remaining in the battery from the amount of electricity previously charged is W3 and its CO2 emission coefficient is E3, the amount of electricity subsequently charged is W4 and its CO2 emission coefficient is E4, and the amount of electricity consumed in the relevant receiving and transport section is W5, the CO2 emissions C2 for the relevant transport section can be calculated using the following method.

[0056] (Equation 2) C2 = W5 x (((W3 x E3) + (W4 x E4)) ÷ (W3 + W4))

[0057] 6 shows information D4 that records the CO2 emissions calculated by the CO2 emission calculation unit 11. The CO2 emission calculation result information D4 manages, for example, a consignment number C41, a shipper C42, a power consumption C43, a CO2 emission coefficient C44, and a CO2 emission amount C45 in association with each other. The table (information) D4 shown in FIG. 6 is a table that is temporarily created by the CO2 emission calculation unit 11 to tally up the CO2 emissions for each shipper.

[0058] By performing the above steps S11 to S13 for all records in the consignment slip data D3, the CO2 emissions for each consignment can be calculated as shown in Figure 6. The CO2 emissions calculation unit 11 tallys up the CO2 emissions calculated for each consignment for each shipper, and calculates precise CO2 emissions for each shipper when freight is transported using an electric truck 2. The calculation results can also be displayed on a display as shown in Figure 16. The calculated CO2 emissions for each shipper are sent to the shipper as electronic data or on paper.

[0059] In the CO2 emission calculation system 3 according to this embodiment configured as described above, when an electric truck 2 using a battery 22 charged with power from a power supply device 6 with a different CO2 emission coefficient transports a mixed load of cargo received from multiple shippers, the CO2 emission amount can be calculated for each shipper or for each cargo recipient, and the calculation results can be provided to each shipper who requests it. A shipper who requests it is an environmentally conscious shipper who manages their CO2 emissions. There is no need to provide the CO2 emission amount to shippers who do not request it.

[0060] In the CO2 emission calculation system 3 of this embodiment, the CO2 emission coefficient, charging power amount, and power consumption amount (discharging power amount) are managed by the battery power information management device 21 installed in the electric truck 2, so there is no need to add special devices to facilities outside the electric truck 2 (e.g., charging stations), etc., and it can be implemented in society relatively easily.

[0061] A second embodiment will be described using Figures 7 to 9. In the following embodiments, including this embodiment, differences from the previously described embodiments will be mainly described. In the first embodiment, a case where the battery power information management device 21 is provided in the electric truck 2 is described. Instead, in the CO2 emission calculation system 3A of this embodiment, a case where the CO2 emission coefficient detection unit 511 and the charging energy detection unit 512 are provided on the charging device side (charging stand, charger, etc.) is described. In Figure 7, the shipper-side information processing device 7, the computer hardware resources of the CO2 emission calculation device 1, the control device and motor of the electric truck 2, etc. are omitted.

[0062] 7, the battery mounted on the electric truck 2 is denoted by the reference symbol 22, and the battery managed by the charging station 5A is denoted by the reference symbol 22N. When there is no need to distinguish between the two batteries, they are referred to as the battery 22.

[0063] 7 is a schematic diagram of a CO2 emission calculation system 3A in this embodiment. The entire system including the CO2 emission calculation system 3A includes, for example, a CO2 emission calculation device 1, an EV truck 2, and a charging station 5A. The CO2 emission calculation system 3A includes a battery charging power information management device 51 (described later), a battery power consumption information management device 21A (described later), and the CO2 emission calculation device 1.

[0064] The charging stand 5A is a type of charging device 5, and is installed, for example, beside a road. The charging stand 5A charges a battery mounted on an electric vehicle such as an EV truck 2 with power from a power supply device 6. Alternatively, the charging stand 5A replaces the battery mounted on an electric vehicle such as an EV truck 2 with a new battery. Here, the explanation will focus on the case of battery replacement. The battery provided at the charging stand 5A may be a new battery or a used battery. The battery provided at the charging stand 5A may be fully charged, or may be in a state of charge other than fully charged (for example, a state of charge of about 60-90%).

[0065] The charging stand 5A includes, for example, a battery charging power information management device 51 and a charging device 52. When the electric truck 2 arrives at the charging stand 5A, the used battery 22 is removed from the electric truck 2, and the battery 22N that has already been charged by the charging device 52 is attached to the electric truck 2. Therefore, the electric truck 2 can resume traveling in a short time.

[0066] The battery charging power information management device 51 manages the charging of the battery 22N. The battery charging power information management device 51 includes, for example, a CO2 emission coefficient detection unit 511, a charging power amount detection unit 512, a communication unit 513, and a storage unit 514.

[0067] The storage unit 514 stores the information output from the CO2 emission coefficient detection unit 511 and the information output from the charging power amount detection unit 512 in association with battery identification information that can uniquely identify the battery 22N.

[0068] 8 shows an example of the charging management information D1A stored in the storage unit 514. This charging management information D1A is similar to the charging management information D1 described in FIG. 2, and therefore a description thereof will be omitted. The charging management information D1A is transmitted from the communication unit 513 to the CO2 emission calculation device 1 via the communication network CN.

[0069] The battery power consumption information management device 21A provided in the electric truck 2 includes, for example, a power consumption amount detection unit 213 , a transport section power consumption amount detection unit 214 , a communication unit 215 , and a storage unit 216 .

[0070] The storage unit 216 stores the output information from the transport section power consumption detection unit 214 as discharge management information D2A by linking it with battery identification information and vehicle identification information that uniquely identifies the electric truck 2.

[0071] 9 is an example of discharge management information D2A stored in the storage unit 216. The discharge management information D2A manages, for example, vehicle identification information C21A, battery identification information C22A, section start time C23A, section start point C24A, section end time C25A, section end point C26A, and discharged power amount C27A in association with each other. Comparing the discharge management information D2A shown in FIG. 9 with the discharge management information D2 described in FIG. 3, item C21A corresponds to item C21, item C23A corresponds to item C22, item C24A corresponds to item C23, item C25A corresponds to item C24, item C26A corresponds to item C25, and item C27A corresponds to item C26.

[0072] 9, battery identification information C22A is added compared to FIG. 3. The battery identification information C22A is information that uniquely identifies the battery 22 within the CO2 emission calculation system 3A. The discharge management information D2A stored in the memory unit 216 is transmitted from the communication unit 215 to the CO2 emission calculation device 1 via the communication network CN.

[0073] The CO2 emission calculation device 1 includes a CO2 emission calculation unit 11 for each shipper, a communication unit 12, and a CO2 emission calculation result storage unit 13.

[0074] The communication unit 12 receives data (charge management information D1A) from the battery charge power information management device 51 and data (discharge management information D2A) from the battery power consumption information management device 21A via the communication network CN. The received data is stored in the storage unit 13 or in a storage area not shown.

[0075] The CO2 emission calculation unit 11 calculates a CO2 emission coefficient for each consignment by combining the charging management information D1A and the consignment receipt data D3, and then calculates the CO2 emission amount from the calculated CO2 emission coefficient.The CO2 emission amount is then aggregated for each consignor and stored in the CO2 emission calculation result memory unit 13.

[0076] The processing of the CO2 emission amount calculation unit 11 is almost the same as the processing described in Fig. 5. Therefore, the following mainly describes the parts that are unique to this embodiment, with reference to the flowchart of Fig. 5.

[0077] The CO2 emission calculation unit 11 identifies, for each receipt, the amount of power consumed during transportation, the scheduled loading time, the scheduled unloading time, and the identification information of the battery used, based on the receipt slip data D3 and the charging management information D1A (S11). If the battery is replaced multiple times during transportation of the cargo (if the battery is replaced multiple times during receipt), the identification information of each battery is stored in step S11, and the amount of power consumed for each battery is identified.

[0078] The CO2 emission calculation unit 11 identifies the CO2 emission coefficient of the electricity charged to the battery mounted on the electric truck 2 at the charging station 5A based on the consignment receipt slip data D3 and the battery charging management information D1A (S12). If multiple batteries are identified in step S11, a CO2 emission coefficient is identified for each battery.

[0079] The CO2 emission calculation unit 11 calculates the amount of CO2 emissions by multiplying the amount of power consumption identified in step S11 by the emission coefficient identified in step S12 (S13). If multiple batteries are identified in step S11, the amount of power consumption when traveling using each battery is multiplied by the CO2 emission coefficient, and the sum is used as the CO2 emission amount. For example, if two batteries BX and BY are used to receive goods in the same electric truck 2, the CO2 emission amount can be calculated using the following formula.

[0080] CO2 emissions = (power consumption of battery BX × CO2 emission coefficient of battery BX) + (power consumption of battery BY × CO2 emission coefficient of battery BY) By performing the above steps S11 to S13 for all records of the consignment slip data (S10), it is possible to calculate the CO2 emissions for each consignment. By aggregating the CO2 emissions for each consignment for each consignor, it is possible to precisely calculate the CO2 emissions for each consignor when transporting cargo using an EV truck 2.

[0081] In this embodiment, the battery charging power information management device 51 and the CO2 emission calculation device 1 are connected via a communication network CN, and the charging management information D1A stored in the storage unit 514 is transmitted. Alternatively, a storage device may be provided in the battery 22, and the charging management information D1A stored in the storage unit 514 may be stored in the battery's storage device and attached to the battery power consumption information management device 21A. The battery power consumption information management device 21A may read the charging management information D1A from the battery's storage device and transmit the charging management information D1A and the discharging management information D2A from the communication unit 513 to the CO2 emission calculation device 1. In this case, the battery charging power information management device 51 does not need to be connected to the communication network CN and can operate standalone.

[0082] This embodiment configured as described above also achieves the same effects as those of the first embodiment. Furthermore, in this embodiment, even when the EV truck 2 uses a battery that has been charged at the charging station 5A, it is possible to calculate the CO2 emissions for each shipment and each consignor. Therefore, the CO2 emission calculation system 3A of this embodiment can be applied to long-distance transportation by the EV truck 2 because the battery can be replaced while traveling. Even when traveling long distances while changing batteries charged with multiple different power sources, it is possible to accurately calculate the CO2 emissions for each shipment and each consignor.

[0083] Example 3 will be described using Figures 10 to 12. In this example, when a shipper desires green delivery, a CO2 emission coefficient that is advantageous to the shipper is preferentially assigned. The CO2 emission calculation system 3B of this example performs optimization calculations to adjust the CO2 emission coefficient so that the CO2 emission amount is advantageous for the shipper who desires green delivery, as long as there is no contradiction in the total CO2 emission amount of the freight transport business as a whole.

[0084] The basic configuration of this embodiment may be the configuration of embodiment 1 (FIG. 1) or the configuration of embodiment 2 (FIG. 7). Green delivery means transporting goods by a mobile vehicle that uses energy with low CO2 emissions.

[0085] In this embodiment, a green delivery flag C38B is added to the receipt slip data D3B. The green delivery flag C38B is set to "yes" if the shipper desires green delivery, and set to "no" if the shipper does not desire green delivery.

[0086] 11 is a flowchart showing the CO2 emission calculation process. In steps S11, S12, and S13, the same processes as in the first or second embodiment are performed to calculate the power consumption and CO2 emission coefficient for each shipment.

[0087] The CO2 emission calculation unit 11 of this embodiment preferentially allocates advantageous CO2 emission coefficients to recipients who wish to use green delivery (S14). Figure 12 shows the concept behind the calculation of allocation in step S14.

[0088] Figure 12 is a table used to calculate CO2 emissions, and for example, manages and correlates the management number C41B, shipper C42B, power consumption C43B, actual emission coefficient C44B, actual CO2 emissions C45B, green delivery flag C46B, allocated emission coefficient C47B, and allocated CO2 emissions C48B.

[0089] The management number C41B is the management number of the record. The shipper C42B is information that identifies the shipper. The power consumption C43B is the amount of electricity used for transportation (discharge amount). The actual emission coefficient C44B is the amount of CO2 emitted. The green delivery flag is information that indicates whether green delivery is desired for the delivery of the package. The allocated emission coefficient C47B is the CO2 emission coefficient allocated to each package. The allocated CO2 emission amount C48B is the CO2 emission amount allocated to each package.

[0090] The power consumption amount C43B is determined in step S11, the actual emission coefficient in step S12, and the actual CO2 emission amount C45B in step S13. The green delivery flag C46B can be obtained from the receipt slip data.

[0091] If a difference occurs between the actual CO2 emissions C45B and the total value of the allocated CO2 emissions C48B, a discrepancy will occur in the CO2 emissions used by the freight transport company in transportation. Therefore, the CO2 emission calculation unit 11 calculates the allocated emission coefficient C47B under the constraint that the actual CO2 emissions and the total value of the allocated CO2 emissions are equal.

[0092] As one method for calculating the prorated emission coefficient, the following method will be described. The maximum value of the actual emission coefficient is assigned to shipments with a green delivery flag of "no", while an emission coefficient that satisfies the constraints described above is calculated for shipments with a green delivery flag of "yes". This calculation is found as a solution to the calculation formula shown in step S14 of Figure 11.

[0093] A detailed explanation will be given below using the numerical values ​​shown in Fig. 12. Although four receipts are shown in Fig. 12, the following explanation will focus on receipts No. 1 and No. 2.

[0094] The No. 1 shipment uses electricity with an actual emission coefficient of 1 [kg-CO2 / kWh]. The No. 2 shipment uses electricity with an emission coefficient of 0.1 [kg-CO2 / kWh]. The No. 1 shipment, which has a large emission coefficient, has the green delivery flag set to "Yes." In contrast, the No. 2 shipment, which has a small emission coefficient, has the green delivery flag set to "No."

[0095] Therefore, the CO2 emission calculation unit 11 reduces the pro rata emission coefficient for the No. 1 shipment, for which the green delivery flag is set to "Yes." First, the CO2 emission calculation unit 11 applies the maximum emission coefficient (b_max), 1 [kg-CO2 / kWh], as the pro rata emission coefficient for the No. 2 shipment, for which the green delivery flag is set to "No."

[0096] Calculating x using the formula in step S14 results in x = 0.2697. Therefore, 0.2697 [kg-CO2 / kWh] is applied to the allocated emission coefficient for No. 1, which has the green delivery flag set to "Yes." As a result, although electricity with a large emission coefficient was actually used for receiving No. 1, the emission coefficient becomes smaller after allocation, and as a result, the allocated CO2 emissions also become smaller.

[0097] Again, what is important here is that the total value of actual CO2 emissions and the total value of allocated CO2 emissions are equal. As long as this constraint is met, the allocation method does not matter. For example, in the above explanation, the maximum value of the actual emission coefficient was applied to shipments for which the green delivery flag was set to "none," but other values ​​(for example, the national average value of emission coefficients by electric power company published by the Ministry of the Environment) may also be used.

[0098] Let us consider a case where a freight transport company, which is a user of the CO2 emission calculation system 3B, receives an optional fee from a shipper who wishes to use green delivery and prioritizes the use of electricity with a low emission coefficient. In this case, weighting may be performed based on the amount of the optional fee (for example, a smaller emission coefficient may be assigned to a consignee who pays a larger optional fee), and the prorated emission coefficient may be calculated by performing an optimization calculation.

[0099] A plurality of shippers may bid at an auction for the right to use the electricity from the battery charged with electricity having a low emission coefficient for transportation.

[0100] This embodiment configured in this manner also achieves the same effects as those of Embodiment 1. Furthermore, the CO2 emission calculation system 3B of this embodiment can preferentially allocate transportation that uses electricity with low CO2 emissions to shippers who wish to use green delivery, thereby improving convenience for users and end users.

[0101] 13 and 14, a fourth embodiment will be described. This embodiment is a modification of the third embodiment. In the third embodiment, an example was described in which the emission coefficients were allocated under the constraint that the actual CO2 emissions remain unchanged before and after allocation. However, the CO2 emission calculation system 3C of this embodiment calculates the amount of renewable energy credits that a freight transport business operator should purchase when there are many shippers who wish to use green delivery, relative to the amount of CO2 emissions actually emitted in freight transport.

[0102] Renewable energy credits indicate the amount of greenhouse gas emissions reduced or absorbed, such as CO2, and can be bought and sold. Companies that want to reduce their CO2 emissions more than they currently do can purchase renewable energy credits.

[0103] For example, if a shipper selects the green delivery option and has a contract with a freight forwarder promising to calculate CO2 emissions using a certain emission coefficient, the actual CO2 emissions and the prorated CO2 emissions may not be equal. In this case, the freight forwarder uses the CO2 emission calculation system 3C according to this embodiment to calculate the amount of renewable energy credits to be purchased.

[0104] FIG. 13 is a flowchart showing the process of calculating the emission coefficient and CO2 emission amount for each shipper.

[0105] In steps S11, S12, and S13, the CO2 emission calculation unit 11 calculates the amount of power consumption and the emission coefficient for each shipment in the same manner as in the third embodiment.

[0106] The CO2 emission calculation unit 11 assigns a predetermined emission coefficient to the consignee who desires green delivery (S14C). Figure 14 shows the concept of calculating the allocation of emission coefficients.

[0107] Figure 14 is a table used to calculate CO2 emissions, and for example, manages and correlates the management number C41C, shipper C42c, power consumption C43C, actual emission coefficient C44C, actual CO2 emissions C45C, green delivery flag C46C, allocated emission coefficient C47C, and allocated CO2 emissions C48C.

[0108] In Figure 14, the amount of power consumption is identified in step S11, the actual emission coefficient in step S12, and the actual CO2 emissions in step S13. The green delivery flag can be obtained from the receipt slip data D3B. For receipts with a green delivery flag set to "Yes", the CO2 emission calculation unit 11 sets the emission coefficient to 0.1 [kg-CO2 / kWh] as the prorated emission coefficient. For receipts with a green delivery flag set to "No", the CO2 emission calculation unit 11 sets the prorated emission coefficient to 1.0 [kg-CO2 / kWh], which is the maximum actual emission coefficient. As a result, it is assumed that the total value of the prorated CO2 emissions is smaller than the actual CO2 emissions.

[0109] Therefore, the CO2 emission amount calculation unit 11 calculates the amount of renewable energy credits to be purchased (S15). The amount of renewable energy credits to be purchased can be calculated from the difference between the total amount of actual CO2 emissions and the total amount of allocated CO2 emissions.

[0110] Furthermore, the CO2 emission amount calculation unit 11 calculates the amount of the optional fee to be charged to the consignor from the purchase cost of the renewable energy credits (S16). As an example of the calculation method, the cost of the renewable energy credits is apportioned to each consignee in accordance with the proportion of the amount of power consumption.

[0111] This embodiment configured as described above also achieves the same effects as those of Embodiment 1. Furthermore, according to the CO2 emission calculation system 3C of this embodiment, when the cargo of a shipper who desires green delivery is mixed on an EV truck 2, it is possible to calculate the required purchase amount and cost of renewable energy credits and calculate an option fee to be charged to the shipper (end user).

[0112] The present invention is not limited to the above-described embodiments, but includes various modifications. For example, the above-described embodiments have been described in detail to clearly explain the present invention, and the present invention is not necessarily limited to those including all of the described configurations. Furthermore, it is possible to replace part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to one embodiment. Furthermore, it is possible to add, delete, or replace part of the configuration of each embodiment with other configurations.

[0113] For example, the CO2 emission calculation system can manage a plurality of batteries and can give priority to the use of a battery charged with power having a smaller emission coefficient.

[0114] This system can be applied not only to cases where a battery is charged with electricity with a single emission coefficient, but also to cases where electricity with different emission coefficients is used for charging, i.e., top-up charging. In this case, since the emission coefficient of the electricity previously charged to the battery is known, the emission coefficient of the electricity charged to the battery after top-up charging can be calculated from the ratio of the amount of electricity remaining in the battery to the amount of electricity newly charged.

[0115] Although the above embodiment is described using an electric truck as an example, the present invention is applicable to any type of vehicle that uses electricity as its power source, such as hybrid vehicles and plug-in hybrid vehicles.

[0116] 1: CO2 emission calculation device, 2: EV truck, 3, 3A, 3B, 3C: CO2 emission calculation system, 4: Consignment information management device, 5: Charging device, 5A: Charging stand, 6: Power supply device, shipper side information processing device, 11: CO2 emission calculation unit, 12: Communication unit, 13: CO2 emission calculation result storage unit, 21: Battery power information management device, 21A: Battery power consumption information management device, 22: Battery

Claims

1. A CO2 emission calculation device that calculates CO2 emissions generated from a transport vehicle that transports multiple transport objects using battery power, the device having a calculation unit, wherein the calculation unit calculates a CO2 emission coefficient and power consumption for each transport object based on a CO2 emission coefficient of the charging power for each charging timing of the battery, the amount of charging power for each charging timing of the battery, the amount of power consumed by the battery in the transport vehicle, and information related to the transportation of each transport object of the transport vehicle, and calculates the CO2 emissions for each transport object from the CO2 emission coefficient and the amount of power consumption for each transport object.

2. A CO2 emission calculation device as described in claim 1, wherein the calculation unit determines the CO2 emission coefficient of the charge consumed during the transportation of the transport object from the CO2 emission coefficient corresponding to the start and end time information of charging the battery and the time information of loading and unloading for each transport object contained in the consignment receipt information, and calculates the CO2 emission amount for each transport object.

3. A CO2 emission calculation device as described in claim 1, which, when electricity charged at different times is used in a transport section of an object to be transported, stores information on the amount of electricity and emission coefficient of a first charge that is charged earlier and information on the amount of electricity and emission coefficient of a second charge that is charged later, and calculates the amount of CO2 emissions in the transport section of the object to be transported based on the amount of CO2 emissions based on the amount of electricity consumed from the first charge and the amount of CO2 emissions based on the amount of electricity consumed from the second charge.

4. A CO2 emission calculation device as described in claim 3, which averages the emission coefficient based on the amount of electricity and emission coefficient of the first charge and the amount of electricity and emission coefficient of the second charge that is performed later, and uses this averaged emission coefficient as the emission coefficient until the next charge is performed.

5. A CO2 emission calculation device as described in claim 1, wherein the calculation unit acquires identification information for identifying the battery, and when it detects a change from a first battery to a second battery in the transport vehicle based on the identification information, it identifies the amount of power consumed when traveling using the first battery and the second battery and the CO2 emission coefficient, and calculates the CO2 emission amount for each transported object.

6. A CO2 emission calculation device as described in claim 2, wherein the calculation unit determines a green CO2 emission coefficient, which serves as a new CO2 emission coefficient for each object to be transported, based on green delivery flag information included in the invoice information and indicating whether the object to be transported will have low CO2 emissions, and calculates the green CO2 emission for each object to be transported from the green CO2 emission coefficient for each object to be transported and the amount of power consumed.

7. A CO2 emission calculation device as described in claim 6, wherein the calculation unit determines the difference between the total CO2 emission of the transport vehicle calculated from the sum of the CO2 emission of each transport object and the total green CO2 emission of the transport vehicle calculated from the sum of the green CO2 emission of each transport object as the renewable energy credit purchase amount, and calculates the purchase cost of the renewable energy credit purchase amount for each transport object.

8. A CO2 emission calculation system that calculates, by a CO2 emission calculation device, CO2 emissions generated from a transport vehicle that carries multiple transport objects and moves using battery power, wherein the CO2 emission calculation device is connected to at least one of the transport vehicles so as to be able to communicate with each of the transport vehicles, and the transport vehicle detects the CO2 emission coefficient of the charging power for each charging timing of the battery, the amount of charging power for each charging timing of the battery, and the amount of power consumed by the battery in the transport vehicle, and transmits these to the CO2 emission calculation device, and the CO2 emission calculation device calculates a CO2 emission coefficient and amount of power consumed for each transport object of the transport vehicle based on the CO2 emission coefficient and amount of power consumed acquired from the transport vehicle and information related to the transportation of each transport object of the transport vehicle, and calculates the CO2 emission for each transport object from the CO2 emission coefficient and amount of power consumed for each transport object.

9. A method for calculating CO2 emissions generated by a transport vehicle that transports multiple transport objects using battery power using a CO2 emission calculation device, wherein the CO2 emission calculation device calculates a CO2 emission coefficient and power consumption for each transport object based on the CO2 emission coefficient of the charging power for each charging timing of the battery, the amount of charging power for each charging timing of the battery, the amount of power consumed by the battery in the transport vehicle, and information related to the transportation of each transport object of the transport vehicle, and calculates the CO2 emissions for each transport object from the CO2 emission coefficient and the amount of power consumption for each transport object.

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