JP2015005205A - Operation management system of electric vehicles and operation management method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an operation management system of electric vehicles, an operation management method and an operation management apparatus capable of effectively utilizing the power to be sold (it may be called as surplus power).SOLUTION: A server is configured to receive several pieces of information including position information, the number of boarding persons, the number of getting-off persons, and the power consumption from an operation data processing apparatus mounted on an electric vehicle and to communicate with a portable terminal 70. The server calculates the amount of power consumption per person based on the amount of vehicle power consumption between a first stop and a second stop and the number of persons who have passed between a first stop and a second stop on the electric vehicle. The server registers the amount of power to be sold through the terminal operated by a passenger who passes between a first stop and a second stop on the electric vehicle. The server calculates the power amount to be paid by the passenger using the amount of power to be sold and the power consumption amount per person and convert the power amount to be paid into the fare. The portable terminal transmits a piece of information on the first and second stops and a piece of information on the amount of the power to be sold to the server.

Description

  Embodiments described herein relate generally to an operation management system and an operation management method for an electric vehicle.

  In recent years, solar power generation devices that generate power using sunlight have been developed. Solar power generators are used in homes, hospitals, schools and factories. The solar power generation device has a power selling function for selling surplus power to a power company.

JP 2008-217194 A JP 2002-36689 A

  There is a demand that the generated power generated by the solar power generation device or the wind power generation device is not only sold to the electric power company but also sold to other facilities or other institutions. In other words, a user having a power generation device has a desire to freely sell power generated by himself.

  In view of this, an object of the present embodiment is to provide an operation management system and an operation management method for an electric vehicle that can effectively use electric power sold (may be referred to as surplus power).

  According to the embodiment, from the amount of power consumption between the first stop and the second stop of the electric vehicle, and the number of passing persons who have passed through the electric vehicle between the first and second stops. Means for calculating the amount of power consumption per person, means for a passenger who passes between the first stop and the second stop to register the amount of power sold by operating the terminal, and the power sale There is provided a system comprising: means for calculating the amount of power to be paid by the passenger using the amount of power and the amount of power consumed per person, and converting the amount of power to be paid into a fare and displaying it.

It is a figure which shows the relationship between the electric power generating apparatus of one Embodiment of the multifaceted utilization apparatus of electric power sale electric power, and an electric vehicle. In the said one Embodiment, it is a figure which shows the example of the operation screen of the portable terminal which a user uses. In the said one Embodiment, it is a figure which shows the example of a data communication path | route with an electric power generating apparatus, a portable terminal, a server, and an electric vehicle. 4 is a flowchart illustrating a route in which data is processed according to movement of an electric vehicle in the embodiment. 4 is a flowchart showing a procedure for counting the number of passengers of an electric vehicle in the embodiment. 5 is a flowchart illustrating a procedure for measuring power consumption of an electric vehicle in the embodiment. It is a figure which shows the example of the passing personnel performance table created by counting the number of passengers of an electric vehicle by the flowchart of FIG. It is a figure which shows the example of the power consumption amount results table produced by measuring the power consumption of an electric vehicle with the flowchart of FIG. 4 is a flowchart illustrating an example of a fare collection process by an electric vehicle in the embodiment. 5 is a flowchart illustrating an example of a fare calculation process by an electric vehicle in the embodiment. In the said embodiment, it is a flowchart which shows an example which estimates the power consumption per person of the passenger who uses this electric vehicle with respect to the power consumption of an electric vehicle. 4 is a flowchart illustrating an example of measuring the amount of power consumption of an electric vehicle in the embodiment. In the said one Embodiment, it is a figure which shows the electric power grid | system of an electric vehicle. In the said one Embodiment, it is a figure which shows the example of a transition of the screen of a portable terminal. In the said embodiment, it is a figure which shows an example of the flow of the data between a power generator, a portable terminal, a server, and an electric vehicle. It is a flowchart showing the flow of information processing in the server mainly along with the EV bus operation of the “postpaid” fare, and the one bus operation from the first bus stop to the last bus stop. In another embodiment, it is a flowchart which shows the example of the update procedure of a power consumption amount results table. In another embodiment, it is a flowchart which shows the example of the update procedure of a passing personnel performance table. In another embodiment, it is a flowchart which shows the example of the fare collection process by an electric vehicle. In another embodiment, it is a flowchart which shows an example which estimates the power consumption per person of the passenger who uses this electric vehicle with respect to the power consumption of an electric vehicle. In other embodiment, it is a figure which shows the example of a transition of the screen of a portable terminal. In other embodiment, it is a figure which shows an example of the flow of the data between a power generator, a portable terminal, a server, and an electric vehicle. In another embodiment, it is a flowchart which shows the normal route by which data is processed according to the movement of an electric vehicle. In another embodiment, it is a flowchart which shows the example of the fare calculation process by an electric vehicle. It is a figure which shows the structural example of the portable terminal used in the Example.

  Hereinafter, embodiments will be described with reference to the drawings.

  FIG. 1 shows a relationship between a power generation system in a general household and an electric bus (hereinafter abbreviated as an EV bus) in order to explain one embodiment.

  In the general household 10, power is generated by a power generation device such as solar power generation or wind power generation, and surplus power can be sold. Management of power generated by the power generation device, power sales, etc. is performed by a home energy management system (HEMS) 12. In addition, a power storage device 11 is installed in the general household 10, and surplus power generated by the power generation device can be stored in the power storage device 11. The HEMS 12 can be connected to the server 100 via a network.

  When power sale is performed, the electric power from the power generation device is charged to the power storage device 31 installed in the bus stop 30 via the power transmission line 20, for example. Alternatively, power from the power generation device is transmitted to the power supply device 50. In addition, various embodiments of the method of selling power are possible.

  The EV (Electric Vehicle) bus 40 includes a battery 41. The battery 41 is charged from, for example, the power storage device 31 or the power transmission line 20 installed at the bus stop 30 via the power supply device 50 and the pantograph. There are various methods for charging the battery 41 of the EV bus 40 such as contact charging and non-contact charging. The EV bus 40 is equipped with an operation data processing device 42. The operation data processing device 42 can also be wirelessly connected to the server 100 via a wireless communication device (not shown) mounted on the EV bus 40 via an access point, a base station, the Internet, or the like. The operation data processing device 42 can transmit data such as bus position information, number of passengers, number of people getting off, power consumption, vehicle speed, etc. to the server 100. Thereby, the server 100 can calculate, for example, a fare for each bus stop section in relation to the EV bus 40.

  Instead of the EV bus 40, a light rail train (LRT) or a bus rapid transit (BRT) may be used. The server 100 may be referred to as a service server, a cloud server, or the like.

  FIG. 2 shows an example in which the user 60 uses the possession amount that can be acquired by selling power or the possession amount already obtained by selling power for the EV bus boarding fee. A user 60 has a portable terminal 70. The portable terminal 70 may be referred to as a smartphone, a cell phone, a tablet, a personal computer, a personal assistant device, or the like.

  When the user 60 gets on the bus, the user 60 operates the portable terminal 70 at a bus stop (which may be referred to as a station) 30. The screen 72 of the mobile terminal 70 is a touch operation panel that also serves as a display, and the mobile terminal 70 can be operated by touching the operation panel with a user's finger.

  Assume that the user 60 selects, for example, “pay fare” from the menu on the screen 72 of the mobile terminal 70. Then, in the area 81 of the screen 72 of the mobile terminal 70, for example, the amount of household power generation (also referred to as the amount of power that can be sold) is displayed as a plurality of blocks. The plurality of blocks are displayed with a certain color. For example, one block corresponds to 100 yen.

  The amount of power that can be sold is, for example, the amount of power obtained by subtracting the amount of power required at home from the amount of power generated and stored by a power generation device in the home. The amount of power that can be sold is calculated by the HEMS 12.

  Next, the user 60 sets a bus stop name for boarding the area 82 and a bus stop name for getting off the area 83. Various methods of setting the bus stop name are possible. For example, in the area 82 and the area 83, there is a method of selecting a desired bus stop name from a plurality of bus stop names scrolled. Or, when a bar code table corresponding to the bus stop name is described in the stand of the bus stop, and the camera function of the mobile terminal reads the bar code of the boarding bus stop and the getting-off bus stop or the getting-off bus stop only, the boarding section is set. Also good.

  When the name of the bus stop to get on and the name of the bus stop to get off are set and a determination button (not shown) is pressed, the boarding section is determined. Then, the fare for the boarding section, for example, 200 yen is displayed in the area 86. If the user does not sell the generated power, the fee for getting on the EV bus 40 is 200 yen. This fee can be regarded as the power consumption per person required for the bus to travel between the boarding bus stop and the getting-off bus stop.

  Here, it is assumed that the user 60 touches, for example, one block in the area 81 and sets one block as the amount of electric power sold. Then, the color of the block changes, and the amount of electric power sold is determined. Next, when the user 60 taps the fare calculation item in the area 85, the fare is recalculated and 100 yen is displayed. In this recalculation, the difference between the amount of power consumed per person and the amount of power sold is converted as a fare. The calculation of the difference (that is, calculation of the fee to be paid) is performed in the server 100 during the communication between the mobile terminal 70 and the server 100.

  When the user 60 accepts this payment and presses the determination button, actual power sale determination processing is performed. In this case, the user 60 may pay 100 yen of cash when getting on the EV bus 40. The power sale determination process is performed in the server 100. When the power sale determination process is performed, the server 100 notifies the portable terminal 70 that power sale has been successful. That is, this notification includes information on the successful power sale amount as a fare.

  Upon receiving the above notification, the portable terminal 70 notifies the HEMS 12 of the power sale success power amount. After receiving the notification of the power sale success power amount, the HEMS 12 sells power via the power transmission line 20 and notifies the server 100 of the power sale power amount. In the server 100, a canceling process between the amount of power sold by the user 60 and the amount of power sold successfully is performed.

  In the above description, an example has been described in which the HEMS 12 sells power via the power transmission line 20 when the user 60 gets on the EV bus 40 once and power sale is successful.

  However, in actuality, when the notification of the successful power sale power amount is received many times and the power sale power amount becomes a relatively large value, the HEMS 12 performs the actual power sale through the transmission line 20. Also good.

  There are various methods for managing power sales. For example, in the HEMS 12 and / or the server 100, the allocation of the amount of power that can be sold may be determined for a family father, mother, child, and the like. Further, the HEMS 12 and / or the server 100 may manage the amount of electric power that has already been sold and decide the allocation of the electric power that can be sold to a father, mother, child, etc. of the family.

  FIG. 3 shows how information is exchanged with the operation data processing device 42 in the HEMS 12, the portable terminal 70, the server 100, and the bus 40 with the passage of time in the above-described embodiment.

  The HEMS 12 notifies the portable terminal 70 of the amount of power that can be sold (transmission route 201). The amount of power that can be sold is, for example, the amount of power obtained by subtracting the amount of power required at home from the amount of power generated and stored by a power generation device in the home. The amount of power that can be sold is calculated by the HEMS 12. The electric power that can be sold may be notified from the HEMS 12 to the portable terminal 70 through the server 100.

  When the mobile terminal 70 gets on the EV bus 40, the mobile terminal 70 notifies the server 100 of the amount of power sold (transmission route 202). Information such as bus position information, boarding personnel, getting-off personnel, vehicle speed, etc. is transmitted from the operation data processing device 42 to the server 100. Therefore, in the server 100, the fare (power consumption) required in the section where the user 60 gets on the EV bus 40 is calculated (transmission route 203).

  The server 100 is notified of the amount of electric power sold from the portable terminal 70, and is also notified of the amount of power consumption from the operation data processing device 42. Therefore, the server 100 can notify the operation data processing device 42 of the bus 40 and / or the mobile terminal 70 of the fee to be paid by the user (transmission route 205, transmission route 207). The portable terminal 70 notifies the HEMS 12 of the power sale success power amount (route 208). When the HEMS 12 receives the notification of the successful power sale power amount, the HEMS 12 performs power transmission processing via the power transmission line 20 and notifies the server 100 of the power sale power amount transmitted at this time (route 209).

  FIG. 4 mainly shows the flow of information processing in the server 100 as the EV bus 40 is operated. This figure is similar to an activity diagram of a world standard modeling language (UML) that describes a model of a software system. A thick horizontal bar means a branch for parallel operation or a connection from parallel operation. The entire processing is performed by the portable terminal 70, the HEMS 12, the server 100, and the operation data processing device 42, but in the figure, the processing of each device is shown in a mixed manner for easy understanding. .

  FIG. 4 shows a flow in one operation from the first bus stop to the end bus stop. In the branch of the parallel operation shown by the bold line, the right side shows information communication between the portable terminal 70 and the HEMS 12 before boarding, and the left side shows data processing executed by the EV bus 40, the portable terminal 70, and the server 100. Yes.

  In the portable terminal 70, the amount of power that can be sold is displayed (step SA1). In portable terminal 70, after the boarding bus stop and the getting-off bus stop are set, the amount of electric power sold is set (step SA2). Thereafter, the routine returns to step SA1 and enters a standby state.

  On the other hand, information (bus ID, bus route, operation schedule, etc.) from the operation data processing device 42 of the EV bus 40 is transmitted to the server 100. In the server 100, it is determined whether or not the current operation has been started (step SA11).

  When it is determined that the operation of the EV bus 40 has been started, it is determined whether or not the bus has stopped at the bus stop i (step SA12).

  When the EV bus 40 has not arrived at the bus stop i and it is determined that the EV bus 40 has not stopped, the bus is in a traveling state or is in a state of waiting for a signal even if the bus stops. It is. In this case, the amount of power consumed by the bus is measured (step SA13). This measurement process is executed at a preset control cycle, and is performed by, for example, a power consumption measuring device in the operation data processing device 42 mounted on the bus. During this time, it is checked whether or not the current bus operation has ended (step SA18). This check is judged with reference to the operation schedule, bus position, and the like. When the operation is finished, the information processing related to the EV bus 40 is finished in the server 100. Various methods and devices can be used for determining and arriving and stopping at the bus stop. For example, the determination is made using a global positioning system (GPS: registered trademark) and operation schedule data.

  If the current service has not ended, the process returns to step SA12. In step SA12, if it is determined that the bus has arrived at bus stop i and has stopped, the passing personnel result table update reservation (step SA14), the power consumption result table update reservation (step SA15), and the fare collection (step The process of SA16) is executed.

  The “passing personnel performance table” is a table in which the number of passengers who have continued to ride from a certain bus stop to a certain bus stop is registered, and past average data is reflected. The “power consumption result table” is a table in which the power consumption consumed by the EV bus from a certain bus stop to a certain bus stop is registered, and past average data is reflected.

  When the fare collection is executed, the data of the “passed personnel record table” and the “power consumption record table” having the data reflected in the update of the “passers” and “power consumption” shown in step SA17. Is referenced. When the fare collection calculation is being performed, the update reservation table update step (step SA14), the power consumption table update reservation (step SA15), and the fare collection (step SA16) processing are being executed. This is because normal information cannot be obtained by referring to the data in steps SA15 and SA16.

  There are various ways to collect fares, so they are not specified. The above is prepaid, but it may be postpaid. The case of postpay will be described later.

  In one example, the fare may be determined according to the number of passengers from a certain bus stop to a certain bus stop, the basic fee, and the power consumption of the EV bus. If the number of passengers is large, the fee to be paid may be reduced.

  FIG. 5 shows an operation flow of the update reservation (step SA14) of the passing personnel result table. The number of passengers is counted by, for example, counting the number of fare payments, using a sensor provided at the bus entrance, or by analyzing the video captured by the video camera in real time, or counting these And a counting device are possible.

  Counting the number of people getting off, for example, by using a sensor provided at the bus exit, or by analyzing and counting the video captured by the video camera in real time, or combining them, Is possible.

  In FIG. 5, the passing number Np_i−1_i means the number of passengers who continue to ride from the bus stops i−1 to i, and the passing number Np_i_i + 1 means the number of passengers who continue to get on from the bus stops i to i + 1. Nr_i means a passenger at the bus stop i. Nl_i means a person getting off at the bus stop i.

  When the update reservation starts, the number of passengers Nr_i is counted by a counting device installed on the bus (step SB1). Further, the number of getting off persons Nl_i is counted by a counting device installed on the bus (step SB2). It is determined whether the bus is the first bus stop (step SB3).

If the bus position is the first bus stop (i = 0), the passing number Np_i_i + 1 is equal to the number of passengers Nr_i (step SB4). If the bus position is different from the first bus stop, the number of people passing (Np_i_i + 1) is
Np_i_i + 1 = (Np_i-1_i) + (Nr_i)-(Nl_i)
(Step SB5).

  The update reservation data acquired as described above is used as follows. That is, in step SB6, the value (Np_i_i + 1_old) previously registered in the corresponding diamond and the corresponding bus stop cell is acquired from the passing personnel table.

Next, the new value (Np_i_i + 1_new) is
(Np_i_i + 1_new)
= {(Np_i_i + 1_old) + (Np_i_i + 1)} / 2
(Step SB7).

  Next, (Np_i_i + 1_new) calculated as described above becomes reservation data for updating the value (Np_i_i + 1_old) previously registered in the corresponding diamond and the corresponding bus stop cell (step SB8). .

  FIG. 6 shows an operation flow of the update reservation (step SA15) of the power consumption record table. In FIG. 6, (P_i-1_i) is the power consumption from the bus stop i-1 to the bus stop i, and (P_i_i + 1) is the power consumption from the bus stop i to the bus stop i + 1.

  Now, it is determined whether or not the bus is located at the first bus stop (step SC1). When the bus position is the first bus stop, power consumption (P_i_i + 1) = 0 is set. Assuming that the bus position is a bus stop different from the first bus stop, the value (P_i-1_i_old) registered in the corresponding diamond and the corresponding bus stop cell is acquired from the power consumption record table (step SC2). Next, the next (P_i-1_i_new) is obtained using the value (P_i-1_i_old) and the measured power consumption value (P_i-1_i) (step SC3), that is, a certain bus stop and a certain bus stop. Power consumption is required.

(P_i-1_i_new)
= {(P_i-1_i_old) + (P_i-1_i)} / 2
Next, (P_i-1_i_new) calculated as described above is information for updating the value (P_i-1_i_old) previously registered in the cell between the corresponding diamond and the corresponding bus stop (steps SC4 and SC5). ).

  FIG. 7 shows an example of the passing personnel record table described in FIG. 5, and FIG. 8 shows an example of the power consumption record table described in FIG.

  The vertical axis of the table of FIG. 7 indicates weekdays, Saturdays, and Sundays, and the first timetable is divided for each day of the week. Further, on the horizontal axis of the table, sections of bus stops 0 to 1, bus stops 1 to 2, bus stops 2 to 3,..., Bus stops N-1 to N are divided. A two-dimensional array of cells is formed according to the above classification, and data (passing personnel performance) can be described in each cell. The reason why the decimal point is included in the personnel is that the average value is calculated as in step SB7.

  The vertical axis and horizontal axis of the table of FIG. 8 are also divided in the same manner as the table of FIG. 7 to form a two-dimensional array of cells, and data (power consumption results) can be described in each cell.

  FIG. 9 shows a processing flow for collecting a fare. When the fare is collected from the passenger, the fare calculation is performed as described with reference to FIG. 2, for example (steps SE1 and SE2). In FIG. 2, although displayed on the portable terminal 70, the fare may be displayed on the display of the operation data processing device 42 mounted on the bus.

  This fare display is performed, for example, when the user gets on and the mobile terminal 70 of the user approaches the sensor of the operation data processing device 42. In other words, the operation data processing device 42 and the portable terminal 70 can communicate with each other by the fare processing program and the proximity wireless device. By this mutual communication, the fare data of the user is captured by the operation data processing device 42 from the portable terminal 70 and displayed on the display. The driver of the bus can confirm the fare displayed on the display unit and can confirm the fare paid by the user.

  A passenger who does not have a portable terminal or a user who has not introduced the system of this embodiment may pay a fare according to a normal bus fare display.

  FIG. 10 is a flowchart showing an example of a fare calculation method and a payment method when a user gets on a bus. In step SF1, “power consumption per person” is estimated. This “power consumption per person” is the power amount per person consumed between the boarding bus stop and the getting-off bus stop registered by the user, and is calculated from the data in the tables shown in FIGS. Step SF1).

Next, the user (passenger) sets the amount of electric power sold as shown in FIG. The electric power sales amount registered by the passenger is compared with the electric energy consumption per person (step SF2). here,
It is determined whether the amount of power consumed per person is equal to or greater than the amount of power sold by the passenger. In this determination, if “No”, the power consumption amount per person becomes the power sale success power amount as it is (step SF6). In this case, the fare to be settled with cash is “0” (step SF7).

As a result of the above comparison,
When the power consumption amount per person is greater than or equal to the power sale power amount registered by the passenger, the power sale success power amount is the power sale power amount registered by the passenger (step SF3). In this case, since the power consumption per person is larger than the amount of power sold, an unpaid power amount (may be referred to as an insufficient power amount) is generated.

Unpaid energy = (power consumption per person)-(successful power sales)
(Step SF4).

Here, the fare that passengers should pay (to pay)
Fare = original fare × (unpaid power consumption / power consumption per person)
It becomes.

  FIG. 11 shows an example of a flowchart for calculating the “power consumption per person” described above. First, per-person power consumption P = 0 between a plurality of bus stops is set as an initial value (step SG1).

The boarding bus stop number BSr is acquired from the information registered by the passenger, and j = BSr is set (steps SG2 and SG3). The getting-off bus stop number BS1 registered by the passenger is acquired (step SG4). Where j <BSl
Are compared (step SG5). That is, it is determined whether the bus stop is ahead in the traveling direction of the bus route. Here, since the getting-off bus stop is usually ahead of the boarding bus stop, the process proceeds to step SG6.

  In step SG6, the value Np_j_j + 1_old registered in the cell of the bus stop j + 1 to the bus stop j + 1 in the bus schedule is obtained from the passing personnel result table.

Next, in step SG7, the value P_j_j + 1_old registered in the cell of the bus stop j + 1 to the bus stop j + 1 in the bus schedule is obtained from the power consumption record table. next,
P = P + (P_j_j + 1_old) / (Np_j_j + 1_old)
Is calculated (step SG8).

  Next, in order to calculate the amount of power consumption per person until the next bus stop, the process returns to step SG5. For the value Np_j_j + 1_old, the value P_j_j + 1_old, etc. in the above calculation, data accumulated in the table until the previous operation is used.

FIG. 12 shows detailed processing of power consumption measurement (step SA13 in FIG. 4). The power consumption is measured, for example, by the operation data processing device 42 of the bus, for example, every control cycle T seconds. Measure the voltage V volts of the main battery. Also, the current I ampere of the main battery is measured. Next, power consumption is calculated. This calculation formula is, for example,
Power consumption P_i_i + 1 (kWh)
= P_i_i + 1 + (V × I) × (T / 3600) × (1/1000)
Calculated by (T / 3600) is a numerical value for adjusting to the unit of time, and (1/1000) is a numerical value for adjusting to the unit of the table of FIG. 8 as the unit of (kWh).

  FIG. 13 shows a power supply system 410 that functions for EV bus operation. Reference numeral 421 denotes a battery pack (main battery) having batteries (may be referred to as cells) 4a, 4b,. There are various types of battery connection forms (combination forms of parallel connection and series connection) depending on the rating of the battery pack capacity, output voltage, and the like. The battery monitoring devices 422 and 423 monitor battery temperature, voltage, and the like. Information such as the temperature and voltage of the battery is input to a battery management unit (which may be referred to as an electronic control unit (ECU)) 424. The battery management unit 424 uses the battery temperature and voltage data as information for determining the stop timing when charging or discharging is performed when calculating the remaining capacity of the battery. Further, the battery management unit 424 receives the DC current value detected by the current sensor 425, monitors the current (charge current, discharge current) flowing through the battery pack 421, and can use this monitoring data.

  The battery pack 421 has a positive terminal connected to the contactor 431 and a negative terminal connected to the contactor 432. A smoothing capacitor 433 is connected between the contactors 431 and 432. Both terminals of the smoothing capacitor 433 are connected to the inverter 436 of the motor control unit 435. The inverter 436 can convert a DC voltage into a three-phase AC current and supply it to the three-phase AC motor 439. The three-phase alternating current is detected by a current sensor 438 and fed back to a motor control unit (also referred to as an electronic control unit (ECU)) 437 that stably controls the operation of the inverter 436. The motor control unit 437 drives and controls the inverter 436 by a pulse width modulation (PWM) signal. The rotation of the motor 439 is transmitted to the bus wheels.

  Control such as the rotational speed of the motor 439 is performed by giving a torque command value to the motor control unit 437. The torque command value is provided from a vehicle control unit (which may be referred to as an electronic control unit (ECU)) 444.

  The vehicle control unit 444 can accept operation inputs such as an accelerator operation input (information such as control of the vehicle speed), a brake operation input, an in-vehicle temperature adjustment input, a charging start operation, and in-vehicle lighting on / off by the driver. The vehicle control unit 444 can receive information such as a voltage value, a temperature value, and a remaining capacity (state of charge (SOC)) as battery pack information from the battery management unit 424.

  The vehicle control unit 444 can control operation states of the heater 446, the AC compressor 447, the DCDC converter 448, the on-vehicle charger 449, and the like according to the operation input. These are called an auxiliary machine system 445 and operate using the output voltage from the smoothing capacitor 433 as a power supply voltage. The on-vehicle charger 449 is used to control the charging operation when charging, for example, when the remaining battery capacity of the battery pack 421 decreases. For example, the charging operation is controlled when power supply from the pantograph is started.

  14A and 14B show how the screen of the mobile terminal 70 changes when the user sells power and gets on the bus.

  FIG. 14A shows an example in which all the power sales of the power sales amount set by the user have been successful. The screen A1 in FIG. 14A is a state when the area 82 and the area 83 are set before the boarding bus stop AA and before the getting-off bus stop CC, and the screens A2 and A3 are displayed when the user sets the amount of electric power sold. This indicates a state (in this state, one block (for example, 100 yen) in the area 81 is set). In addition, the fare between the boarding bus stop AA and the getting-off bus stop CC is 200 yen per person when power is not sold. Screens A3 and A4 show the state when the power is sold and the fare calculation is performed. This indicates that the fare that the user should actually pay in cash is 100 yen.

  FIG. 14B is an example in which all of the power sales amount set by the user has not succeeded. That is, a part of the power sales amount set by the user could not be sold (remaining power). ) Is an example. The screen A1 in FIG. 14B is a state when the area 82 and the area 83 are set before the boarding bus stop AA and before the getting-off bus stop CC, and the screens B2 and B3 are when the user sets the amount of electric power sold. This indicates a state (in this state, two blocks in the area 81 (for example, 400 yen) are set). In addition, the fare between the boarding bus stop AA and the getting-off bus stop CC is 200 yen per person when power is not sold. Screens B3 and B4 show the state when the power is sold and the fare calculation is performed. This indicates that the fare that the user should actually pay in cash is 0 yen. On the screen B4, while 400 yen is set as the payment amount for power sales, the actual fare is 200 yen, so the color display for one block is restored.

  In the above description, the embodiment of the “prepayment method” in which the user pays the fare when boarding is described. However, there is a “post-payment method” in which the user pays the fare at the time of getting off.

  FIG. 15 shows how information is exchanged with the HEMS 12, the portable terminal 70, the server 100, and the operation data processing device 42 in the bus 40 over time.

  The HEMS 12 notifies the portable terminal 70 of the amount of power that can be sold (transmission route 211). The user uses the screen of the mobile terminal 70 to set, for example, only the amount of electric power sold for the current boarding (transmission route 212).

  Information such as bus position information, boarding personnel, getting-off personnel, vehicle speed, etc. is transmitted from the operation data processing device 42 to the server 100. Therefore, in the server 100, the fare (power consumption) required for the section where the user 60 gets on the EV bus 40 is calculated (transmission route 213).

  When the user gets on the bus, the boarding bus stop information is transmitted from the server 100 to the portable terminal 70 (transmission route 214). On the other hand, when the user gets off the bus, the user turns on the “get off” button (transmission route 215). Then, the server 100 transmits the fare calculation result of the section where the user gets on the bus and the power sale success power amount (transmission route 216). This fare calculation result is also displayed on the display unit provided in the operation data processing device 42 for the driver of the bus 40 (transmission route 217). Furthermore, the mobile terminal 70 notifies the HEMS 12 of the power sale success power amount (route 218). When receiving the notification of the successful power sale power amount, the HEMS 12 performs a process of power transmission via the power transmission line 20 and notifies the server 100 of the power sale power amount transmitted at this time (route 219).

  In the above description, it is assumed that the getting-off bus stop is determined when the user operates the portable terminal 70 with a button. However, various methods can be used to identify the getting-off bus stop. For example, the mobile terminal 70 may be identified by touching the mobile terminal 70 to a sensor installed near the bus exit.

  FIG. 16 mainly shows the flow of information processing in the server 100 in accordance with the operation of the EV bus 40 whose fare is “postpaid”. This figure is similar to an activity diagram of a world standard modeling language (UML) that describes a model of a software system. A thick horizontal bar means a branch for parallel operation or a connection from parallel operation. The entire processing is performed by the portable terminal 70, the HEMS 12, the server 100, and the operation data processing device 42, but in the figure, the processing of each device is shown in a mixed manner for easy understanding. .

  FIG. 16 shows a flow in one operation from the first bus stop to the end bus stop. In the branch of the parallel operation shown by the bold line, the right side shows information communication between the portable terminal 70 and the HEMS 12 before boarding, and the left side shows data processing executed by the EV bus 40, the portable terminal 70, and the server 100. Yes.

  In the portable terminal 70, the amount of power that can be sold is displayed (step SJ11). In portable terminal 70, the amount of electric power sold is set (step SJ12).

  On the other hand, information (bus ID, bus route, operation schedule, etc.) from the operation data processing device 42 of the EV bus 40 is transmitted to the server 100. In the server 100, it is determined whether or not the current operation has been started (step SJ1).

  If it is determined that the operation of the EV bus 40 has been started, it is determined whether or not the bus has stopped at the bus stop i (step SJ2).

  When the EV bus 40 has not arrived at the bus stop i and it is determined that the EV bus 40 has not stopped, the bus is in a traveling state or is in a state of waiting for a signal even if the bus stops. It is. In this case, the amount of power consumed by the bus is measured (step SJ7). This measurement process is executed at a preset control cycle, and is performed by, for example, a power consumption measuring device in the operation data processing device 42 mounted on the bus. During this time, it is checked whether or not the current bus operation has ended (step SJ6). This check is judged with reference to the operation schedule, bus position, and the like. When the operation is finished, the information processing related to the EV bus 40 is finished in the server 100. Various methods and devices can be used for determining and arriving and stopping at the bus stop. For example, the determination is made using a global positioning system (GPS: registered trademark) and operation schedule data.

  If the current operation has not ended, the process returns to step SJ2.

  If it is determined in step SJ2 that the bus has arrived at bus stop i and has stopped, processing of updating the power consumption result table (step SJ3) and collecting fare (step SJ4) is executed. Further, the process of updating the passing personnel result table (step SJ5) is executed.

  The “passing personnel performance table” is a table in which the number of passengers who have continued to ride from a certain bus stop to a certain bus stop is registered, and past average data is reflected. Further, the “power consumption record table” is a table in which the power consumption consumed by the EV bus from a certain bus stop to a certain bus stop is registered, and past average data is reflected (see FIGS. 7 and 8).

  FIG. 17 is a data processing flow when the “power consumption record table” is updated. In FIG. 17, when the bus is stopped, it is determined whether or not the first bus is stopped (step SK1). In the case of the first bus stop, the power consumption amount P_i_i + 1 = 0 is set.

When the bus is stopped and the bus stop i is not the first bus stop, the measured new power consumption is the power consumption P_i-1_i_new = P_i-1_i from the previous bus stop to the currently stopped bus stop i.
Is acquired (step SK2).

  Next, the corresponding diagram in the power consumption record table and the corresponding bus stop cell are updated with P_i-1_i_new.

  In the case of the above embodiment, since it is a post-payment method and it is not necessary to use past power consumption information, the power consumption record table is updated with the currently measured value. However, an average of the power consumption measured several times in the past may be taken.

  FIG. 18 is a data processing flow when the “passed personnel record table” is updated. In FIG. 18, the boarding personnel Nr_i is counted, and the getting-off personnel Ni_i are counted (steps SL1, SL2). An example of the method of counting the number of passengers and the number of people getting off is the same as that described with reference to FIG.

  The passing number Np_i-1_i means the number of passengers who continue to board from the bus stops i-1 to i, and the passing number Np_i_i + 1 means the number of passengers who continue to get on from the bus stops i to i + 1. Nr_i means a passenger. Nl_i means a person who gets off.

In step SL3, it is determined whether the bus is the first bus stop. If the bus position is the first bus stop (i = 0), the passing number Np_i_i + 1 is equal to the number of passengers Nr_i (step SL4). If the bus position is different from the first bus stop, the number of people passing (Np_i_i + 1) is
Np_i_i + 1 = (Np_i-1_i) + (Nr_i)-(Nl_i)
(Step SL5).

  The update reservation data acquired as described above is used as follows. That is, in step SL6, the value (Np_i_i + 1_old) previously registered in the corresponding diamond and the corresponding bus stop cell is obtained from the passing personnel table.

Next, the new value (Np_i_i + 1_new) is
(Np_i_i + 1_new)
= {(Np_i_i + 1_old) + (Np_i_i + 1)} / 2
(Step SL7).

  Next, (Np_i_i + 1_new) calculated as described above updates the value (Np_i_i + 1_old) previously registered in the corresponding diamond and the corresponding bus stop cell (step SL8).

  FIG. 19 shows a data processing flow for collecting a fare for the “postpaid method”. When the passenger gets off the bus, for example, as described above, the “get off” button is operated, or the getting-off bus stop is determined by a method such as touching the portable terminal 70 to the bus sensor (step SM1). When the passenger's getting-off bus stop is confirmed, the fare calculation between the boarding bus stop and the getting-off bus stop is executed (step SM2). Then, the fare to be paid by the passenger is displayed on the indicator in the bus (step SM3).

  Next, data on the successful power sale amount is transmitted from the mobile terminal 70 to the HEMS 12 (step SM5). In the HEMS 12, the data on the successful electric power sales power is subtracted from the data on the electric energy stored in the home.

  In the mobile terminal 70, the fare to be paid by the passenger is displayed on the mobile terminal 70, and the display state of the plurality of blocks 81 indicating the amount of household power generation is controlled. That is, the amount of power successfully sold is subtracted from the surplus power amount, and a block corresponding to the remaining power amount is displayed (step SM6).

When the passenger gets on, for example, the boarding bus stop number is recorded on the terminal (step SM7, SM8).
FIG. 20 shows an example of a flowchart when calculating “power consumption per person”. First, per-person power consumption P = 0 between a plurality of bus stops is set as an initial value (step SO1).

When the passenger gets on board, the boarding bus stop number BSr is obtained from the information registered in the portable terminal, and j = BSr is set (steps SO2 and SO3). The getting-off bus stop number BS1 which is the current bus stop is acquired (step SO4). Where j <BSl
Are compared (step SO5). That is, it is determined whether the bus stop is ahead in the traveling direction of the bus route. Here, since the getting-off bus stop is usually ahead of the boarding bus stop, the processing shifts to step SO6.

  In step SO6, the value Np_j_j + 1_old registered in the cell of the bus stop j + 1 to the bus stop j + 1 in the bus schedule is obtained from the passing personnel record table.

Next, in step SO7, the value P_j_j + 1_old registered in the cell of the bus stop j + 1 to the bus stop j + 1 in the corresponding bus diagram is obtained from the power consumption record table. next,
P = P + (P_j_j + 1_old) / (Np_j_j + 1_old)
Is calculated (step SO8).

  Next, in order to calculate the power consumption per person until the next bus stop, the process returns to step SO5 (step SO9). For the value Np_j_j + 1_old, the value P_j_j + 1_old, etc. in the above calculation, data accumulated in the table until the current operation is used.

  In the embodiment described above, the boarding bus stop, the getting-off bus stop, and the amount of electric power sold are registered in the portable terminal and the server by the passenger. Based on this registration information, the amount of electric power sold successfully and the fare were calculated.

  However, the present system is not limited to the above embodiment, and a fare zero calculation function may be provided.

  FIG. 21 shows an example of the screen 72 of the mobile terminal 70. On the screen 72 of the portable terminal 70, in addition to the area described with reference to FIG. 2, an area 87 that can be used to instruct "fare zero calculation" has increased (state D1-D3 in FIG. 21). Now, it is assumed that the passenger designates the boarding bus stop and the getting-off bus stop, and then a fare between the bus stops, for example, 200 yen is displayed. Here, as shown in the state D2, it is assumed that the passenger has instructed the “fare zero calculation”. Then, a process for determining the amount of electric power sold is performed so that the fare is zero. Assume that one block corresponds to 100 yen. Then, the color of two blocks (corresponding to 200 yen) changes, and 0 yen is displayed on the fare display.

  FIG. 22 shows a state in which information is exchanged with the operation data processing device 42 in the HEMS 12, the portable terminal 70, the server 100, and the bus 40 when the above-described power sale is performed.

  The HEMS 12 notifies the portable terminal 70 of the amount of power that can be sold (transmission route 231). When the terminal 70 gets on the EV bus 40, the terminal 70 notifies the server 100 of the amount of power sold (transmission route 232). Information such as bus position information, boarding personnel, getting-off personnel, vehicle speed, etc. is transmitted from the operation data processing device 42 to the server 100. Therefore, in the server 100, a fare (power consumption) required in the section where a passenger gets on the EV bus 40 can be calculated. The server 100 is notified of the amount of electric power sold from the portable terminal 70, and is also notified of the amount of power consumption from the operation data processing device 42. Therefore, the server 100 can notify the operation data processing device 42 of the bus 40 and / or the mobile terminal 70 of the fee to be paid by the user (transmission route 234, transmission route 235). In this embodiment, the fare is calculated to be zero. The portable terminal 70 notifies the HEMS 12 of the power sale success power amount (route 236). When the HEMS 12 receives the notification of the power sale success power amount, the HEMS 12 performs power transmission processing via the power transmission line 20 and notifies the server 100 of the power sale power amount transmitted at this time (route 237).

  FIG. 23 mainly shows a flow of information processing in the server 100 as the EV bus 40 is operated. Information processing at this time is almost the same as that in FIG. 4, and the same reference numerals as those in FIG. 4 are given to similar processing units. The difference from the information processing of FIG. 4 is step SA2 ', in which only the boarding bus stop by the passenger and the getting-off bus stop are registered. In the case of FIG. 4, the power sale power amount is further specified. However, since the embodiment of FIG. 22 indicates the fare zero, it is not necessary to specify the power sale power amount.

  FIG. 24 is a flowchart showing an example of a fare calculation method and a payment method when a user who uses a system having a “fare fare calculation” function gets on a bus.

  In step SF1, “power consumption per person” is estimated. This “power consumption per person” is the power amount per person consumed between the boarding bus stop and the getting-off bus stop registered by the user, and is calculated from the data in the tables shown in FIGS. Step SF1).

  Next, the user (passenger) instructs the fare zero calculation as described in FIG. Here, the amount of power that can be sold is compared with the amount of power consumed per person (step SF2 ').

  That is, it is determined whether or not the amount of power that can be sold is greater than or equal to the amount of power consumed per person. If the result of the determination is “Yes”, the power consumption amount per person becomes the power sale success power amount as it is (step SF6). In this case, the fare to be settled with cash is “0” (step SF7).

As a result of the above comparison,
If the power saleable power amount is smaller than the power consumption amount per person, the power sale success power amount is the power saleable power amount itself (step SF3 ′).

  In this case, since the power consumption per person is larger than the amount of power that can be sold, an unpaid power amount (may be referred to as an insufficient power amount) is generated.

Unpaid energy = (power consumption per person)-(successful power sales)
(Step SF4).

Here, the fare that passengers should pay (to pay)
Fare = original fare × (unpaid power consumption / power consumption per person)
It becomes. The fare calculation result (shortage fare) is displayed on the portable terminal or the display of the bus operation data processing device 42.

  The summary of the above-described embodiment can be summarized as follows from one side.

  It is a system that reflects the amount of power generated at home in the fare of an electric vehicle that it uses. When the boarding bus stop (station), the getting-off bus stop (station), and the amount of electric power sold are registered in a predetermined registration unit (or storage unit), the calculation unit calculates the difference between the amount of electric power sold and the amount of electric power consumed by the electric vehicle. It is a fare calculation system that converts to fare and collects the fare.

  Further, the conversion of the fare can be explained as follows. For example, record data of passing personnel and power consumption is registered in a table formed between a day of the week, a specific day, weather, departure time, and an adjacent bus stop (station). By referring to the actual data, the estimated power consumption per person between adjacent bus stops (stations) is calculated from the boarding bus stop (station) to the getting-off bus stop (station). (Estimated power consumption per person to (station)), and if the estimated value is greater than or equal to the registered electricity sales, convert the difference to the estimated value and convert it to the fare, If the estimated value is less than the registered electricity sales, the fare is set to zero.

  In the post-payment system that pays the fare when getting off at the bus stop (station), it is possible to calculate the fare more realistically by converting the fare after arriving at the bus stop (station). It is.

  Also, if only the boarding bus stop (station) and the getting-off bus stop (station) are registered, the "power consumption per person from the boarding bus stop (station) to the getting-off bus stop (station)" is estimated, and the amount of power generated at home This is a fare calculation system that sets the fare to zero when the “amount of power that can be sold” that can be sold is greater than or equal to the estimated value.

  FIG. 25 shows a basic configuration example of the mobile terminal 70 used in the above embodiment. Portable terminals include cell phones, tablets, personal computers, PDAs and the like. The image content received by the transmission / reception unit 1011 is processed by the image data processing unit 1012 and displayed on the display 1013.

  The display 1013 is a display capable of touch operation input. The operation input is analyzed by the system control unit 1050 and the command is reflected as an operation. The audio content received by the transmission / reception unit 1011 is processed by the audio data processing unit 1022 and output to the speaker 1023. Further, the audio data collected by the microphone 1024 is subjected to processing such as encoding by the audio data processing unit 1022 and is transmitted to the communication partner terminal via the transmission / reception unit 1011, for example.

  The system control unit 1050 includes a telephone function unit and the like, but here, the blocks related to the operation system described above are mainly shown. The communication control unit 1051 controls the transmission / reception unit 1011. The operation input processing unit 1052 analyzes the operation signal input from the display unit 1013 and causes each unit to execute an operation according to the operation command. The display control unit 1053 outputs image data displayed on the display unit 1013 and the like.

  As described above, the prepaid settlement unit 1504 and the postpaid settlement unit 1505 display the fare when the boarding bus stop, the getting-off bus stop, and the amount of electric power sold are determined and the fare calculation is instructed. A switching unit 1506 that switches between prepaid and postpaid may be provided.

  1507 executes data processing for transmission / reception while communicating with the server 100. Reference numeral 1509 executes communication data processing with the operation data processing device mounted on the bus. For example, there is a communication check at the time of getting on or getting off. Reference numeral 1508 denotes a boarding / alighting information processing unit which operates when specifying a boarding bus stop or a boarding bus stop in communication with the server 100. Reference numeral 1060 denotes a memory, and reference numeral 1061 denotes a battery.

  The description of the above embodiment has been a system, method, and apparatus that use the amount of power sold as part or all of a wage when a bus is boarded. However, the concept of the present invention can be applied to various directions regardless of the bus ride. For example, the present invention can also be applied to a light rail operated in North America and a next-generation modern tram (sometimes referred to as LRT) expected in Japan. Furthermore, the present invention can be applied to bus rapid transit (RRT), monorail, and the like.

  Furthermore, the HEMS 12 and the server 100 may manage the amount of sold power that is surplus power, and the user may be able to calculate the amount of sold power by converting it into cash with the mobile terminal 70. On the other hand, the sold power is stored, for example, in a specified store or super storage device. The user can buy goods at the store or supermarket using information on the amount of electric power sold (or the amount corresponding to the amount of electric power sold) stored in the mobile terminal 70.

  Here, the mobile terminal stores the data on the amount of power that can be sold notified from the home energy management system, and converts the data on the amount of power that can be sold into data on the amount of ownership in accordance with the operation. , The usage fee fixed part for setting the usage fee data from all or a part of the possessed amount, the fee payment data and the usage fee data, and the payment fee and the usage fee. And a settlement unit for obtaining difference data.

  The fee data to be paid may be fare data for an electric vehicle or product purchase fee data.

  In addition, the fare data is the fare data calculated based on the power consumption of the section where the user gets on the electric vehicle, or the fare calculated based on the section where the user gets on the electric vehicle. It is data for. Furthermore, it is possible to realize an apparatus having an acquisition unit that acquires data on the amount of power that can be sold from a home energy management system via a communication line. Furthermore, it is possible to realize an apparatus having an acquisition unit that acquires data on the fee to be paid from a server via a communication line.

  In the above description, the terms “device”, “vessel” and the like are of course within the scope of the present invention even if they are replaced with “block”, “module”, and the like. Furthermore, in each constituent element of the claims, even when the constituent element is expressed in a divided manner, when a plurality of constituent elements are expressed together, or when they are expressed in combination, they are within the scope of the present invention. Even when the claims are expressed as a method, the apparatus of the present invention is applied.

  Although several embodiments of the present invention have been described, these embodiments have been presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

DESCRIPTION OF SYMBOLS 11 ... Power storage device, 12 ... Home energy management system (HEMS), 20 ... Transmission line, 30 ... Bus stop, 41 ... Battery, 42 ... Operation data processing device, 50 ... -Power supply device, 70 ... portable terminal, 100 ... server.

Claims (9)

Power consumption per person from the amount of power consumption between the first stop and the second stop of the electric vehicle and the number of passing passengers who have passed through the electric vehicle between the first and second stops A means of calculating the quantity;
Passengers who ride between the first stop and the second stop and register the amount of electric power sold by operating the terminal;
Means for calculating the amount of power to be paid by the passenger using the amount of power sold and the amount of power consumed per person, and converting the amount of power to be paid into a fare;
Electric vehicle operation management system. The means for calculating the power consumption per person is:
The operation management system for an electric vehicle according to claim 1, wherein the operation management system is provided in a server capable of communicating with the terminal and processing a signal sent from the terminal. The means for registering the amount of electric power sold is:
The operation management system for an electric vehicle according to claim 1, wherein the operation management system is provided in a server capable of communicating with the terminal and processing a signal sent from the terminal. The means for converting the amount of power to be paid into a fare is:
Provided in a server that can communicate with the terminal and process a signal sent from the terminal,
2. The operation management system for an electric vehicle according to claim 1, wherein means for displaying a fare is provided on the terminal that receives a signal from the server and a display mounted on the electric vehicle.   The electric vehicle operation management system according to claim 1, wherein the terminal receives an amount of electric power that can be sold from a home energy management system in order to register the electric power sale power amount. The operation for registering the amount of electric power sold is:
2. The operation management system for an electric vehicle according to claim 1, wherein the operation management system is one of means for designating a certain amount of electric power sold, or means for designating electric power sold to make a fare zero. An operation management method for an electric vehicle using a terminal, a server, an operation data processing device mounted on the electric vehicle, and a home energy management system,
Power consumption per person from the amount of power consumption between the first stop and the second stop of the electric vehicle and the number of passing passengers who have passed through the electric vehicle between the first and second stops Calculate the quantity,
Passengers who ride between the first stop and the second stop register the amount of power sold by operating the terminal,
Using the amount of power sold and the amount of power consumed per person, the amount of power to be paid by the passenger is calculated, and the amount of power to be paid is converted into a fare.
Electric vehicle operation management method. 8. The electric vehicle is a prepaid system, and the passenger registers the first and second stops and the electric power sales amount before paying a fare when the passenger registers the electric power sales amount by operating the terminal. The operation management method of the described electric vehicle. When the electric vehicle is a post-payment method, the registration of the first and second stops is performed based on communication between the terminal and the operation data processing device of the electric vehicle, and registration of the electric power sales amount Is performed by operating the terminal when the passenger gets off,
The operation management method of the electric vehicle of Claim 7.

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