ERS installation plan support method

Abstract

This ERS installation plan support method is a method for using a computer to support an installation plan for an electric road system (ERS) used for power supply during traveling of a vehicle. The percentage of the total distance at which the ERS is installed in a target section of a target road is defined as an "ERS installation rate". The ERS installation rate required for the target vehicle to travel in the target section by using only the ERS is defined as an "ERS required installation rate". This ERS installation plan assistance method includes an "ERS required installation rate calculation step" in which the computer calculates the ERS required installation rate on the basis of the power consumption and battery capacity of a target vehicle and the amount of power received from the ERS by the target vehicle.

Description

ERS Layout Plan Support Method Cross - reference to related applications

[0001] This application is based on Japanese Application No. 2025 - 026159 filed on February 20, 2025, the contents of which are incorporated herein by reference.

[0002] This disclosure relates to an ERS layout plan support method.

[0003] As a technology related to an electric road system (ERS) used for in - motion power supply, conventionally, a method for determining the layout of power supply facilities laid on a road has been known. For example, the server disclosed in Patent Document 1 includes a communication device and a processing device, and creates a power receiving / supplying plan for a power supply mat that can receive power from a vehicle in a non - contact manner and supply power to the vehicle in a non - contact manner. The processing device creates the power receiving / supplying plan so that the power supply - demand imbalance amount is reduced by the amount of power received or supplied by the power supply mat arranged at the arrangement position. For example, the processing device determines the arrangement location of the power supply mat based on information indicating changes in traffic volume on the road.

[0004] Japanese Unexamined Patent Application Publication No. 2023 - 48624

[0005] The power receiving / supplying plan method executed by the server of Patent Document 1 considers the balance of power receiving / supplying amounts from the perspective of the power supply mat, and does not prevent power outages from the perspective of the running vehicle. Also, in the planning method of Patent Document 1, although the arrangement location of the power supply mat is determined based on the traffic volume of the road, if too many arrangement locations are considered only for improving the power supply capacity, the infrastructure cost will increase and a reasonable arrangement plan cannot be made.

[0006] An object of this disclosure is to provide an ERS layout plan support method capable of creating a reasonable layout plan that prevents power outages of vehicles using ERS and suppresses infrastructure costs.

[0007] The ERS layout plan support method of this disclosure is a method for a computer to support the layout plan of an electric road system (ERS) used for in - motion power supply of vehicles.

[0008] The ratio of the total distance over which ERS (Energy Storage Systems) are installed within the target section of the road is defined as the "ERS installation rate." Furthermore, the ERS installation rate required for a target vehicle to travel through the target section using only ERS is defined as the "essential ERS installation rate."

[0009] This ERS installation plan support method includes an "ERS required installation rate calculation step" in which a computer calculates the required ERS installation rate based on the target vehicle's energy consumption, battery capacity, and the amount of power received from the ERS to the target vehicle.

[0010] For example, passenger cars and large trucks differ in terms of energy consumption, battery capacity, and the amount of power received from the ERS, and the required ERS installation rate for the target trip distance is calculated accordingly. In this disclosure, the ERS installation plan based on the required ERS installation rate is supported by a computer, enabling the target vehicle to travel the trip distance solely on power supplied by the ERS without running out of power. Furthermore, it is possible to realize a reasonable deployment plan that avoids excessive increases in infrastructure costs.

[0011] The above-mentioned objectives and other objectives, features and advantages of this disclosure will become clearer with reference to the attached drawings and the detailed description below. These drawings include: Figure 1, a diagram of a computer executing the ERS construction plan support method according to this embodiment; Figure 2, an example of an overall flowchart of the ERS construction plan support method according to this embodiment; Figure 3, a flowchart of the ERS required construction rate calculation step; Figure 4, a diagram showing the relationship between trip distance and ERS required construction rate; Figure 5, a flowchart of the ERS construction location determination step; Figure 6, a model diagram showing a ring-shaped urban expressway with multiple trunk expressways connected; and Figure 7, Figure 6 is a flowchart of the steps for determining the location of ERS installation assuming power supply for long-distance vehicles traveling on urban expressways; Figure 8 is a flowchart of the steps for calculating the required ERS installation rate on slopes; Figure 9 is a schematic diagram showing the relationship between gradient and power consumption; Figure 10 is a diagram showing the change in SOC during a trip (outbound and return) including uphill and downhill sections; Figure 11 is a flowchart of the steps for calculating the maximum spacing of ERS installation areas; and Figure 12 is a schematic diagram explaining the maximum spacing of ERS installation areas.

[0012] An embodiment of the ERS installation plan support method described herein will be explained with reference to the drawings. An ERS (Electric Road System) is an electric road system installed on a road and used to supply power to electric vehicles while they are running. In this specification, "vehicle" simply means an electric vehicle that can use an ERS, i.e., an electric car or a hybrid vehicle. Also, "battery" of a vehicle means the main battery that supplies power to the main engine (drive motor) of the electric vehicle.

[0013] The ERS (Electrical Responsive System) includes a transmission coil that supplies power to a receiving coil mounted on the vehicle without contact, a transmission circuit that energizes the transmission coil, and a control device that controls the energization of the transmission circuit based on power supply requests from the vehicle and vehicle identification information. The power received by the vehicle's receiving coil is used to charge the battery. The battery's capacity is consumed by the vehicle's operation as well as by the use of the air conditioner and various auxiliary equipment, causing the State of Charge (SOC) to decrease. The SOC increases when the battery is charged by external power supply or by the regenerative braking operation of the main engine on downhill slopes.

[0014] In this embodiment, we will particularly examine the deployment plan for ERS on highways, where many vehicles travel long distances. Power supply facilities available to vehicles traveling on highways include ERS and charging stations installed at service areas, etc. Since parking at a charging station to charge takes time, it is more time-efficient to drive while using the ERS as much as possible. In other words, it is desirable that a vehicle that departs with a fully charged battery (i.e., 100% SOC) be able to reach its destination using only power supplied by the ERS, without having to charge the battery at a charging station during the trip.

[0015] If the section of the trip distance covered by an ERS (Electronic Speed ​​Control) is small, the power consumption may exceed the battery capacity, potentially leading to a power outage. However, uniformly installing an ERS along the entire length of a highway would incur enormous infrastructure costs. Therefore, there is a need to establish a method for creating a reasonable ERS installation plan that prevents power outages in ERS-using vehicles while minimizing infrastructure costs. This embodiment provides a method for supporting ERS installation plans using a computer.

[0016] Figure 1 shows an example configuration of a computer implementing the ERS laying plan support method according to this embodiment, including the functions of each embodiment described later. The computer 10 includes an ERS required laying rate calculation unit 11, an ERS laying location determination unit 12, and an ERS laying area maximum spacing calculation unit 13. The computer 10 is not limited to a single device, but may be composed of multiple control units linked by a network.

[0017] Figure 2 shows an example of the overall flowchart of the ERS installation plan support method according to this embodiment. The ERS installation plan support method in this example includes the ERS installation rate calculation step S1, the ERS installation location determination step S2, and the ERS installation area maximum spacing calculation step S3. The contents of each step will be described later. The ERS installation rate calculation step S1 is an essential basic step. The ERS installation location determination step S2 and the ERS installation area maximum spacing calculation step S3 are performed as appropriate depending on the target road, and the order of execution does not matter.

[0018] If, after step S2, the ERS installation location determination step, the required ERS installation rate for the section including the ERS installation location is recalculated, the process returns to before S1. Also, if it is determined in S4 that there is a correction to the required ERS installation rate, the process returns to before S1. If it is determined in S4 that there is no correction, the process ends.

[0019] Returning to Figure 1, the ERS required installation rate calculation unit 11, the ERS installation location determination unit 12, and the ERS installation area maximum spacing calculation unit 13 correspond to the ERS required installation rate calculation step S1, the ERS installation location determination step S2, and the ERS installation area maximum spacing calculation step S3, respectively. The information (data) input to each element 11, 12, and 13, and the information output by each element 11, 12, and 13 will be described later in conjunction with the explanation of each step.

[0020] (ERS Required Installation Rate Calculation Step) The ratio of the total distance over which an ERS is installed within the target section of the target road (for example, the trip distance from the starting point to the destination on the target road) is defined as the "ERS installation rate". Furthermore, the ERS installation rate required for the target vehicle to travel the target section using only an ERS, that is, without charging the battery at a charging station, is defined as the "ERS required installation rate".

[0021] Referring to Figures 3 and 4, the ERS required installation rate calculation step S1 will be explained. In S11 of Figure 3, the ERS required installation rate calculation unit 11 acquires data such as the energy consumption of the target vehicle, battery capacity, and the amount of power received from the ERS to the target vehicle (received power). The units for each quantity are, for example, energy consumption [km / kWh], battery capacity [kWh], and power received (received power) [kW]. In S12, the ERS required installation rate calculation unit 11 calculates the ERS required installation rate based on the acquired data.

[0022] Here, the required ERS installation rate is calculated using the entire trip distance from the starting point to the destination on the target road as the target section. The target vehicle refers to a vehicle class such as a passenger car or a large truck. For battery capacity, for example, the maximum battery capacity at 100% SOC is obtained.

[0023] In addition to data on energy consumption, battery capacity, and received power, data on the average vehicle speed and trip distance of the target vehicle may also be acquired. However, since energy consumption changes with vehicle speed, the vehicle speed information is reflected in the energy consumption data. Also, the trip distance information is reflected in the cumulative value of received power.

[0024] Figure 4 shows the relationship between trip distance and required ERS coverage rate for passenger cars and 24-ton trucks. The required ERS coverage rate represents the ERS coverage rate necessary to travel the trip distance, assuming a State of Control (SOC) of 100% at the starting point and a SOC of 0% at the destination.

[0025] Passenger cars can run on battery power up to trip distance L0p, but beyond trip distance L0p they need to be powered by an ERS (Electrical System). 24-ton trucks can run on battery power up to trip distance L0t, but beyond trip distance L0t they need to be powered by an ERS. The required ERS installation rate increases as trip distance increases, and the rate of increase with respect to trip distance gradually decreases. In the region of trip distance Lx or greater, the required ERS installation rate for 24-ton trucks exceeds that of passenger cars. Therefore, planning ERS installation based on the required ERS installation rate for 24-ton trucks can also accommodate passenger cars.

[0026] (ERS Installation Location Determination Step) The ERS installation location determination step S2 will be explained with reference to Figures 5 to 7. In S21 of Figure 5, the ERS installation location determination unit 12 acquires data such as the required ERS installation rate, location information of the target road and power supply equipment, and the ERS demand rate. The ERS demand rate is the ratio of vehicles using ERS out of all vehicles traveling on the target road. In S22, the ERS installation location determination unit 12 determines the ERS installation location based on the acquired data.

[0027] Figure 6 shows a ring-shaped urban expressway as a model of the target road, in which multiple main expressways are connected. Multiple hub junctions 71-76 are provided on the ring-shaped urban expressway 50, and each of the hub junctions 71-76 is connected to main expressways 61-66 from various directions. Charging stations 81-87 are installed on the main expressways 61-66. In addition to the charging stations 81-87, there may also be sections on the main expressways 61-66 where ERS (not shown) are installed.

[0028] As a guideline, circles with radii of 5 km and 10 km centered on hub junctions 71 and 75 are shown. The circumference of the urban expressway 50 is approximately 40 km. The locations of the urban expressway 50, main expressways 61-66, hub junctions 71-76, and charging stations 81-87 are acquired by the ERS installation location determination unit 12 as "location information of target roads and power supply facilities."

[0029] On urban expressways 50, a high proportion of all vehicles traveling on them are short-distance vehicles that only travel on a portion of the ring route and do not need to use ERS (Emergency Rail Transit System). Therefore, the demand rate for ERS is considered to be relatively low. On the other hand, on main expressways 61-66, a high proportion of all vehicles traveling on them are long-distance vehicles such as transport trucks that travel across prefectural borders and require the use of ERS. Therefore, the demand rate for ERS is considered to be relatively high.

[0030] For example, a long-distance vehicle enters the urban expressway 50 at a hub junction 71 (entrance) from a main expressway 61 towards the departure point, travels a portion of the urban expressway 50, and then exits onto the main expressway 65 towards the destination via another hub junction 75 (exit). Once the long-distance vehicle has exited the urban expressway 50 onto the main expressway 65 towards the destination, it can be powered using a charging station 85 or an ERS (not shown). The preferred locations for ERS installation are considered when assuming such a travel pattern.

[0031] Figure 7 shows a flowchart of the steps for determining the installation location of an ERS (Electrical Resistance System) assuming power supply for long-distance vehicles traveling on this urban expressway. In S23, the ERS installation location determination unit 12 calculates the amount of power the target vehicle can run in the following patterns A, B, and C, i.e., sufficient power to run. For example, the hub junction into which the target vehicle enters is designated as the inlet 71, and the hub junction out of which it exits is designated as the exit 75. In this case, the "arbitrary main expressway" that the target vehicle was traveling on before entering the urban expressway 50 is the main expressway 61. Also, the "main expressway beyond the exit" that the target vehicle exits via exit 75 is the main expressway 65.

[0032] In patterns A and B, "the exit opposite the entrance" is simply another way of saying "the exit with the longest driving distance from the entrance." Depending on the shape of the urban expressway, or in the case of a ring-shaped urban expressway with only one direction of travel, "the exit with the longest driving distance from the entrance" is not necessarily "the exit opposite the entrance."

[0033] In Pattern A, the amount of power required for the target vehicle to travel from the main highway 61 to the entrance 71 of the urban highway 50 and to the exit 75 on the opposite side of the entrance 71 is calculated.

[0034] In Pattern B, the target vehicle enters the urban expressway 50 from the main expressway 61 at entrance 71, travels to exit 75 on the opposite side of entrance 71, then exits onto the main expressway 65 from exit 75, and the amount of power required to travel to one of the power supply facilities located on the main expressway 65 beyond exit 75 is calculated. The power supply facilities include ERS or charging stations 85. Pattern B is equivalent to a combination of Pattern A and Pattern C.

[0035] In Pattern C, the amount of power required for the target vehicle to travel from Exit 75 of the urban expressway 50 onto the main expressway 65 to one of the power supply facilities located on the main expressway 65 beyond Exit 75 is calculated. The power supply facilities include ERS or charging stations 85.

[0036] In all driving patterns, in S24, the ERS installation location determination unit 12 determines the main highway 61 just before the entrance to the urban expressway 50 as the ERS installation location. In S25, the ERS installation location determination unit 12 calculates the required ERS installation rate on the main highway 61 in the section just before the entrance to the urban expressway 50, based on the power required for driving in the target section.

[0037] In section S24, the effects of selecting a main expressway 61 with a high demand for ERS (Electrical Resistance System) as the installation location for the ERS, rather than an urban expressway 50 with a low demand for ERS, will be explained. If an ERS were installed in one lane of a two-lane urban expressway 50, the probability of both ERS users and non-ERS users traveling in the ERS lane would increase, leading to a decrease in infrastructure utilization. Furthermore, on the urban expressway 50, which has heavy traffic, the frequency of lane changes may increase as the minority of ERS users try to enter the ERS lane where the majority of non-ERS users are traveling, potentially causing congestion.

[0038] In contrast, if ERS (Electrical Resistance Systems) are installed on the main expressway 61, where the proportion of vehicles using ERS is high, the infrastructure utilization rate will be high due to the majority of ERS users. Since ERS users charge at the ERS on the main expressway 61 before entering the urban expressway 50, there is no need to change lanes on the urban expressway 50 to recharge. Therefore, a reasonable ERS installation plan that avoids congestion can be realized.

[0039] However, since ERS is not installed within the urban expressway 50, in pattern B, it is necessary to pre-supply enough power to travel the total distance of a portion of the urban expressway 50 and the section from the exit 75 of the urban expressway 50 to the next power supply facility. For this reason, it is preferable that the required ERS installation rate in S25 be calculated to be higher than the value aimed at achieving the trip (see Figure 4), maintaining the SOC and allowing charging to be as close to full charge as possible.

[0040] The ERS installation plan support method according to this embodiment is applied to the ring-shaped urban expressway 50 and the multiple main expressways 61 to 66 connected to the hub junctions 71 to 76 of the urban expressway 50 as target roads. In the ERS installation location determination step S2, the computer 10 determines the ERS installation location so that the target vehicle can travel according to patterns A to C.

[0041] (Step for calculating the required ERS installation rate on an uphill track) Next, with reference to Figures 8 and 9, step S1 for calculating the required ERS installation rate on an uphill track will be explained. In the flowchart of Figure 8, S11 is the same as in Figure 3. In S13, the ERS required installation rate calculation unit 11 further acquires data on the slope of the uphill track and the energy consumption sensitivity of the target vehicle to the slope. In S14, the ERS required installation rate calculation unit 11 calculates the required ERS installation rate on the uphill track based on the acquired data.

[0042] As shown in Figure 9, power consumption [kW] is approximated as a linear function of the gradient [%]. That is, if a is the sensitivity (slope) of power consumption to the gradient and b is the power consumption when the gradient is 0 (intercept), then it can be expressed by the relationship "power consumption = a × gradient + b". A positive gradient corresponds to uphill driving, and a negative gradient corresponds to downhill driving. For example, the sensitivity a of power consumption to the gradient differs between a large truck and a passenger car, with the sensitivity a being greater for larger trucks with heavier vehicle weights. The sensitivity of power consumption is converted into the sensitivity of energy consumption [km / kWh].

[0043] When the critical slope gr0 is defined as the negative slope at which the power consumption becomes 0 [kW], theoretically, the ERS is not required on the downhill section with the critical slope gr0. Also, on the downhill section with a slope less than the critical slope gr0, regenerative charging occurs during driving. Therefore, in order to avoid overcharging of the battery by combining with ERS charging, it is preferable not to lay the ERS. Thus, on gentle downhill sections and uphill sections with a slope greater than the critical slope gr0, the required laying rate of the ERS is calculated to be higher as the slope becomes larger.

[0044] Thus, the ERS is laid sparsely on gentle downhill sections and densely on steep uphill sections according to the electricity cost sensitivity of the target vehicle. This can eliminate the driver's anxiety about the risk of power shortage on uphill sections and realize a reasonable ERS laying plan.

[0045] Fig. 10 shows a simulation of the changes in battery capacity and SOC in a trip including long-distance uphill and downhill sections. In this trip, a 24t truck travels a one-way distance of 283.8 km from Nagoya Station in Nagoya City (a city in the flatland) to Nagano Station in Nagano City (a city in the mountainous area) via the Central Expressway in the central region of Japan, and then makes a round trip.

[0046] In the outbound trip shown in the upper part, the departure point is Nagoya Station and the destination is Nagano Station. In the return trip shown in the lower part, the departure point is Nagano Station and the destination is Nagoya Station. Each figure shows the change in altitude (solid line) and the change in battery capacity or SOC (thick dashed line). During the journey from Nagoya Station at an altitude of 0 m to Nagano Station at an altitude of approximately 360 m, there are repeated uphill and downhill sections up to a maximum altitude of approximately 850 m.

[0047] The section with dashed-line hatching is the ERS laying area. The battery capacity at the departure point is fully charged to 200 kWh (SOC 100%), and the ERS required laying rate and the ERS laying location are set so that the battery capacity at the destination is 80 kWh (SOC 40%) or more, and the ERS laying rate is relatively high on the uphill road. Since the uphill and downhill on the same section are reversed between the outbound and return trips, the ERS laying areas are different. The total distance of the ERS laying areas is 96.5 km for the outbound trip and 87.3 km for the return trip, and the total ERS laying rate is about 32%. By laying the ERS in this way, a trip including long-distance uphill and downhill can be appropriately realized.

[0048] (ERS laying area maximum interval calculation step) Referring to FIGS. 11 and 12, the ERS laying area maximum interval calculation step S3 will be described. The "ERS laying area maximum interval" refers to the maximum interval between ERS laying areas intermittently laid on the target road. Even if the required ERS laying rate is satisfied for the entire trip distance, if the arrangement of the ERS laying areas is biased, there is a risk that the vehicle will run out of power when traveling through the non-laying areas between the ERS laying areas. Therefore, the ERS laying area maximum interval is calculated so that the SOC does not fall below the lower limit required value in the ERS non-laying area.

[0049] In S31 of FIG. 11, the ERS laying area maximum interval calculation unit 13 acquires data on the electricity cost, battery capacity, and the lower limit required value of the SOC during travel of the target vehicle. In S32, the ERS laying area maximum interval calculation unit 13 calculates the ERS laying area maximum interval NAmax based on the acquired data.

[0050] In FIG. 12, EA represents the ERS laying area distance, and NA represents the interval between the ERS laying areas, that is, the ERS non-laying area distance. The ERS laying rate is calculated by the following formula. ERS laying rate (%) = {EA / (EA + NA)} × 100

[0051] The ratio of the ERS-installed area distance EA1 to the non-installed area distance NA1 in section 1, and the ratio of the ERS-installed area distance EA2 to the non-installed area distance NA2 in section 2, are both set to 1:3. In other words, the ERS installation rate is 25% in both cases. However, the ERS non-installed area distance NA1 in section 1 is smaller than the maximum ERS-installed area interval NAmax, while the ERS non-installed area distance NA2 in section 2 is larger than the maximum ERS-installed area interval NAmax (NA1 < NAmax < NA2).

[0052] In this case, section 1 is OK, but there is a risk of power depletion in section 2. Therefore, the ERS installation plan needs to be revised so that the distance NA2 of the area without ERS installation is less than or equal to the maximum distance NAmax of the ERS installation area. By revising the ERS installation plan in this way, power depletion can be properly prevented.

[0053] (Other embodiments) For example, in cold regions with heavy snowfall, increased power consumption due to driving on slippery roads or using air conditioners, as well as decreased power reception efficiency from the ERS, can be expected. In such cases where deviations from standard power supply conditions occur due to region, environment, etc., the required ERS installation rate may be corrected by additional parameters, etc.

[0054] This disclosure may be interpreted not only as an invention of a method for a computer to assist in ERS construction planning, but also as an invention of an algorithm (program) for ERS construction planning executed by a computer.

[0055] The present disclosure is not limited to these embodiments and can be implemented in various forms without departing from its spirit.

[0056] (Disclosure of Technical Ideas) This specification discloses several technical ideas as described in the following paragraphs. Some paragraphs may be written in a multiple dependent form, where subsequent paragraphs optionally refer to preceding paragraphs. Furthermore, some paragraphs may be written in a multiple dependent form, where they refer to other multiple dependent forms. These paragraphs written in multiple dependent forms define several technical ideas.

[0057] (Technical Concept 1) A method for supporting the planning of an electric road system (ERS) used for charging vehicles while they are in motion, comprising an ERS planning support method including an ERS required installation rate calculation step (S1) in which the computer calculates the ERS required installation rate based on the vehicle's energy consumption, battery capacity, and the amount of power received from the ERS to the vehicle, where the ratio of the total distance over which the ERS is installed within a target section of a target road is defined as the ERS installation rate, and the ERS required installation rate necessary for a target vehicle to travel through the target section using only the ERS. (Technical Concept 2) The ERS planning support method according to Technical Concept 1, further comprising an ERS installation location determination step (S2) in which the computer determines the ERS installation location based on the ERS required installation rate, location information of the target road and power supply equipment, and the ERS demand rate, which is the ratio of vehicles using the ERS among all vehicles traveling on the target road. (Technical Concept 3) An ERS installation plan support method according to Technical Concept 2, applicable to a ring-shaped urban expressway and multiple main expressways connected to the hub junctions of the urban expressway as target roads, wherein in the ERS installation location determination step, the computer determines the main expressway just before the entrance to the urban expressway as the ERS installation location so that the target vehicle can enter the urban expressway from any main expressway and travel to the exit with the longest distance from the entrance. (Technical Concept 4) An ERS installation plan support method according to Technical Concept 2, applicable to ring-shaped urban expressways and multiple main expressways connected to hub junctions of urban expressways as target roads, wherein in the ERS installation location determination step, the computer determines the main expressway just before the entrance to the urban expressway as the ERS installation location so that the target vehicle can enter the urban expressway from any main expressway, travel to the exit with the longest distance from the entrance, exit onto the main expressway from that exit, and travel to any power supply equipment including an ERS or charging station installed on the main expressway beyond that exit.(Technical Idea 5) An ERS installation plan support method according to Technical Idea 2, applicable to a ring-shaped urban expressway and multiple main expressways connected to hub junctions of urban expressways as target roads, wherein in the ERS installation location determination step, the computer determines the main expressway just before the entrance to the urban expressway as the ERS installation location so that the target vehicle can exit the urban expressway from any exit onto the main expressway and travel to any power supply equipment including an ERS or charging station installed on the main expressway beyond the exit. (Technical Idea 6) An ERS installation plan support method according to any one of Technical Ideas 1 to 5, wherein in the ERS required installation rate calculation step, the computer further calculates the ERS required installation rate on the slope based on the slope of the slope and the target vehicle's sensitivity to the slope. (Technical Concept 7) An ERS installation plan support method according to any one of Technical Concepts 1 to 6, further comprising an ERS installation area maximum interval calculation step (S3) in which a computer calculates the maximum interval between ERS installation areas to be intermittently installed on a target road based on the energy consumption, battery capacity, and minimum SOC requirement of the target vehicle during operation.

[0058] The control methods described in this disclosure may be implemented by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. Alternatively, the control methods described in this disclosure may be implemented by a dedicated computer provided by configuring a processor by one or more dedicated hardware logic circuits. Alternatively, the control methods described in this disclosure may be implemented by one or more dedicated computers configured by a combination of a processor and memory programmed to perform one or more functions and a processor configured by one or more hardware logic circuits. Furthermore, the computer program may be stored as instructions executed by the computer on a computer-readable non-transitional tangible recording medium.

[0059] This disclosure is described in accordance with embodiments. However, this disclosure is not limited to such embodiments and structures. This disclosure also includes various modifications and variations within the scope of equivalents. Furthermore, various combinations and forms, as well as other combinations and forms that include only one, more, or fewer elements, fall within the scope and idea of ​​this disclosure.

Claims

1. A method for supporting the construction plan of an electric road system (ERS) used for charging vehicles while they are in motion, comprising: defining the ratio of the total distance over which the ERS is installed within a target section of a target road as the ERS installation rate; defining the ERS installation rate necessary for a target vehicle to travel through the target section using only the ERS as the required ERS installation rate; and including an ERS required installation rate calculation step (S1) in which the computer calculates the required ERS installation rate based on the vehicle's energy consumption, battery capacity, and the amount of power received from the ERS to the target vehicle.

2. The ERS installation plan support method according to claim 1, further comprising an ERS installation location determination step (S2) in which a computer determines the ERS installation location based on the required ERS installation rate, location information of the target road and power supply equipment, and the ERS demand rate, which is the ratio of vehicles that use ERS among all vehicles traveling on the target road.

3. The ERS installation plan support method according to claim 2, which is applied to a ring-shaped urban expressway and multiple main expressways connected to hub junctions of urban expressways as target roads, wherein in the ERS installation location determination step, the computer determines the main expressway just before the entrance to the urban expressway as the ERS installation location so that the target vehicle can enter the urban expressway from any main expressway and travel to the exit with the longest distance from the entrance.

4. The ERS installation plan support method according to claim 2, applicable to a ring-shaped urban expressway and multiple main expressways connected to hub junctions of urban expressways as target roads, wherein in the ERS installation location determination step, the computer determines the main expressway just before the entrance to the urban expressway as the ERS installation location so that the target vehicle can enter the urban expressway from any main expressway, travel to the exit with the longest distance from the entrance, exit onto the main expressway from that exit, and travel to any power supply equipment including an ERS or charging station installed on the main expressway beyond that exit.

5. The ERS installation plan support method according to claim 2, applicable to a ring-shaped urban expressway and multiple main expressways connected to hub junctions of urban expressways as target roads, wherein in the ERS installation location determination step, the computer determines the main expressway just before the entrance to the urban expressway as the ERS installation location so that the target vehicle can exit the urban expressway from any exit onto the main expressway and travel to any power supply equipment including an ERS or charging station installed on the main expressway beyond the exit.

6. The ERS installation plan support method according to claim 1, wherein in the step of calculating the required ERS installation rate, the computer further calculates the required ERS installation rate on the slope based on the slope of the slope and the energy consumption sensitivity of the target vehicle to the slope.

7. The ERS installation plan support method according to any one of claims 1 to 6, further comprising an ERS installation area maximum interval calculation step (S3) in which a computer calculates the maximum interval between ERS installation areas to be intermittently installed on a target road, based on the energy consumption, battery capacity, and minimum SOC requirement of the target vehicle during operation.

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