JP2019219799A - Operation management device - Google Patents

Abstract

To efficiently operate electric vehicles in demand traffic.SOLUTION: In a vehicle station CS, an operation management device 10 for multiple electric vehicles whose operation times and routes are to be changed in response to requests of users within a set area includes: a travel possible time estimation section 110 for estimating a travel possible time for an electric vehicle to continuously travel; a vehicle ranking section 150 for ranking multiple electric vehicles in decreasing order of a travel possible time; a requested vehicle number prediction section 120 for predicting a requested vehicle number for each time period of electric vehicles; a utilization vehicle determination section 140 for determining multiple utilization vehicle to be utilized in accordance with prediction of a requested vehicle number; and a requested travel time prediction section 130 for predicting multiple requested travel times in a demand increase/decrease period. The utilization vehicle determination section determines electric vehicles having travel possible times being equal to or more than respective requested travel times with respect to multiple requested travel times among multiple ranked electric vehicles as utilization vehicles corresponding to the requested travel times.SELECTED DRAWING: Figure 2

Description

  The present disclosure relates to a vehicle operation management device.

  2. Description of the Related Art In recent years, demand traffic, in which vehicle operation is planned according to a user's request, has been introduced. As for the form of demand traffic, the operation time and route are set in advance, and operation is performed only when requested by the user. One of the operation time and route is set in advance, and the other is the user. , And the operation time and route can be changed according to the user's request. The ability to operate efficiently by reducing the number of vehicles operated will lead to a reduction in demand transportation costs and lower fares.

JP 2015-92328 A JP-A-2005-138501

  Patent Literature 1 and Patent Literature 2 disclose efficient operation of an electric vehicle using the operation time in demand traffic in which the operation time is set in advance. However, in demand traffic in which the operation time and route are changed according to a user's request, efficient operation of an electric vehicle has not been sufficiently studied. For this reason, there is a demand for a technology that can efficiently operate an electric vehicle in demand traffic in which the operation time and route are changed according to a user's request.

  The present disclosure has been made to solve at least a part of the problems described above, and can be implemented as the following embodiments.

  According to an embodiment of the present disclosure, an operation management device is provided. This operation management device is an operation management device (10) for a plurality of electric vehicles whose operation time and route are changed according to a user's request in a set area, and is a vehicle station where an inactive electric vehicle stands by. A travelable time estimating unit (110) for estimating a travelable time during which each electric vehicle can continuously travel by multiplying a charge amount of each electric vehicle standing by by an electric cost of each electric vehicle; A vehicle ranking unit (150) for ranking the plurality of electric vehicles, a required number prediction unit (120) for predicting a required number of the electric vehicles for each time zone required by the user, and the plurality of electric vehicles An operating vehicle determining unit (140) that determines a plurality of operating vehicles that operate according to the prediction of the requested number of vehicles; and a demand increase / decrease period that decreases after the requested number of vehicles increases. A request for estimating a plurality of required traveling times required for the plurality of operating vehicles by associating a plurality of increase timings in which the number of requested vehicles increases and a plurality of decrease timings in which the required number of vehicles decreases in accordance with their respective appearance orders. A traveling time prediction unit (130), wherein the operating vehicle determination unit is capable of traveling for each of the plurality of required traveling times for the plurality of required traveling times of the plurality of electric vehicles in the order. The electric vehicle having time is determined as the operating vehicle corresponding to the required travel time. With such an embodiment, since the operating vehicle is determined using the predicted required traveling time, compared to the operation management device in which the operating vehicle is determined without predicting the required traveling time, the electric vehicle Operation can be made more efficient.

  The present disclosure is not limited to the operation management device, and can be applied to various modes such as an operation management method of an electric vehicle. Further, the present disclosure is not limited to the above-described embodiments at all, and it is needless to say that various embodiments can be implemented without departing from the spirit of the present disclosure.

It is explanatory drawing which shows the setting area where demand traffic was introduced. It is an explanatory view showing the composition of an operation management device. It is explanatory drawing explaining prediction of the required travel time in a demand increase / decrease period. It is a flow which shows a required travel time prediction process. It is a flow which shows an operating vehicle determination process. It is explanatory drawing which shows the runnable time estimated by the runnable time estimation part. It is an explanatory view showing an electric vehicle determined as an operating vehicle. It is an explanatory view showing the composition of an operation management device. It is explanatory drawing explaining prediction of required driving time in the next demand increase / decrease period. FIG. 4 is an explanatory diagram illustrating a travelable time of an electric vehicle waiting at a vehicle station. It is a flow which shows a priority vehicle determination process.

A. First embodiment:
The electric vehicle EV shown in FIG. 1 is one of a plurality of electric vehicles operated in demand traffic. The vehicle types of the plurality of electric vehicles operated in the demand traffic are composed of a plurality of types of automatic driving vehicles. The operation time and route of the electric vehicle operated in demand traffic are changed in the set area R in accordance with the request of the user.

  The set area R includes a house D, a hospital HP, a control base CC, and a vehicle station CS. The user transmits a dispatch request for the electric vehicle to the headquarters CC via telephone or the Internet. The dispatch request includes the operation time and route of the electric vehicle. The operation time referred to here is a departure time from a designated place. The operation time and the route may be specified in any of a format selected from previously specified options or a format arbitrarily specified by the user. The vehicle station CS is a facility where an unoperated electric vehicle waits and is a facility that charges the electric vehicle. When the dispatch request from the user is transmitted from the control base CC to the vehicle station CS, the electric vehicle departs to the designated location. In FIG. 1, only one vehicle station CS is arranged in the set area R, but a plurality of vehicle stations CS may be arranged in the set area R. Further, in FIG. 1, the central office CC is arranged in the set area R, but the central office CC may be arranged outside the set area R.

  As shown in FIG. 2, the vehicle station CS includes an operation management device 10. The operation management device 10 manages the operation of a plurality of electric vehicles operated in demand traffic. The operation management device 10 includes a travelable time estimation unit 110, a required number of vehicles prediction unit 120, a required traveling time prediction unit 130, an operating vehicle determination unit 140, and a vehicle ordering unit 150.

  The travelable time estimation unit 110 estimates the travelable time during which each electric vehicle can continuously travel by multiplying the electric charge of each electric vehicle by the charge amount of each electric vehicle waiting at the vehicle station CS. In the present embodiment, the available travel time estimating unit 110 estimates each electric vehicle based on the gradient information of the set area R, the past power consumption measurement value of each electric vehicle, the outside temperature, and the past user usage information. Estimate the possible travel time using the electricity cost. In another embodiment, the available travel time estimation unit 110 uses at least one of the gradient information of the set area R, the past power consumption measurement value of each electric vehicle, the outside temperature, and the past user usage information. Power consumption of each electric vehicle may be estimated.

  The gradient information of the set area R is information indicating whether the set area R is an area with a large gradient change or an area with a small gradient change. The electric cost of the electric vehicle becomes worse as the gradient of the runway changes more. For this reason, when the set area R is an area with a large gradient change, the travelable time estimating unit 110 estimates the travelable time after estimating the value of the power consumption to be reduced. The past power consumption measurement value is a measurement value of the power consumption when each electric vehicle traveled in the past. The travelable time estimating unit 110 estimates the value of the power consumption in consideration of the difference between the past measured value of the power consumption and the power consumption at the specification of each electric vehicle, and then estimates the travelable time. Since the past power consumption measurement value reflects the past traveling affected by the gradient of the set area R, the travelable time estimating unit 110 uses the gradient information of the set area R as an independent parameter to calculate the travelable time. May not be used for estimation, but in this embodiment, it is used as an independent parameter. In addition, the power consumption of the electric vehicle becomes worse as the power consumption due to the operation of the air conditioner in the vehicle becomes larger. Therefore, the travelable time estimation unit 110 estimates the value of the power consumption in consideration of the outside air temperature and the past user usage information. Then, the travelable time is estimated. The past user usage information is information tagged with an ID, and is information in which the relationship between the ID and the set temperature of the air conditioner and the relationship between the ID and the boarding date / time / day of the week information are associated. Past user usage information is used as input for estimating power consumption of the air conditioner.

  The specifications used by the travelable time estimation unit 110 to calculate the value of the electric mileage are read from a vehicle specification database stored in the operation management device 10. In addition, the gradient information of the set area R and the past measured value of electric mileage are information in which information fed back from a plurality of electric vehicles to the operation management device 10 is accumulated. The outside air temperature is read from an outside air temperature sensor (not shown) provided in the operation management device 10. The past user usage information is read from a user database stored in the operation management device 10.

  The vehicle ranking unit 150 ranks a plurality of electric vehicles in order of longest possible travel time. Each time the travelable time estimating unit 110 estimates the travelable time, the vehicle ranking unit 150 ranks the plurality of electric vehicles in descending order of the travelable time.

  The required number prediction unit 120 predicts the required number of electric vehicles requested by the user for each time zone. In the present embodiment, the required number prediction unit 120 predicts the required number every hour. To predict the required number of vehicles every hour means, for example, that the number of required vehicles from 8:00 am to 9:00 am is one. The requested number prediction unit 120 may predict the requested number for each time width that is arbitrarily selected.

  The upper graph in FIG. 3 shows the required number Nr for each time zone predicted by the required number predicting unit 120. The horizontal axis of the upper and lower graphs in FIG. 3 represents time. A time zone t1 to a time zone t8 shown in FIG. 3 indicates a time zone from 9:00 to 17:00. For example, the required number of vehicles predicted in a time zone t3 which is a time zone from 11:00 to 12:00 is five. The required number Nr refers to the number of electric vehicles that are added due to an increase in demand with respect to the number of electric vehicles that are constantly operating according to a user's request. For example, when there is one electric vehicle that constantly operates in response to a user's request, traveling of six electric vehicles is required in the time zone t3 in FIG.

  Further, based on the prediction of the requested number Nr, the requested number prediction unit 120 predicts a demand increase / decrease period D1 that decreases after the requested number Nr of the electric vehicles increases. In the present embodiment, the requested number prediction unit 120 determines the time period in which the increase in the requested number is started from a certain time zone and continues to increase without decreasing on the way, and then is expected to continue to decrease. Predict as period D1. In FIG. 3, “a certain time period during which the increase in the requested number is started” corresponds to a time period t1. Also, at the end timing of the time period t8 in FIG. 3, the requested number Nr is 0, and thus it is predicted that the requested number Nr will stop decreasing. Accordingly, in FIG. 3, the time zone predicted by the requested number prediction unit 120 as the demand increase / decrease period D1 is the time from 9:00 to 17:00, which is the time period from t1 to t8.

  In the present embodiment, the requested number prediction unit 120 predicts the requested number using all of the date and time of the demand increase / decrease period D1, the weather of the demand increase / decrease period D1, and the past requested results. The past required results are stored in the operation management device 10 as a database. The requested number prediction unit 120 may predict the requested number using at least one of the date and time of the demand increase / decrease period D1, the weather of the demand increase / decrease period D1, and the past requested results.

  The active vehicle determining unit 140 determines a plurality of active vehicles that operate according to the prediction of the required number Nr among the plurality of electric vehicles waiting at the vehicle station CS. Details of the determination of the operating vehicle will be described with reference to FIGS.

  The lower graph of FIG. 3 shows a plurality of required travel times Da to De predicted by the required travel time prediction unit 130. The required traveling time prediction unit 130 requests the operating vehicle by associating a plurality of increase timings at which the required number Nr increases and a plurality of decrease timings at which the required number Nr decreases in the demand increase / decrease period D1 in accordance with the respective appearance orders. Of the required traveling times to be performed.

  In FIG. 3, the “plurality of increase timings” corresponds to the start times of the time zones t1, t2, and t3. For example, the increase timing in the time zone t1 is 9:00 which is the start time of the time zone t1.

  In FIG. 3, the “plurality of decrease timings” correspond to the end times of the time zones t4, t5, t7, and t8. For example, the decrease timing in the time period t4 is 13:00, which is the end time of the time period t4.

  “Associating in accordance with each appearance order” means associating a plurality of increase timings with a plurality of decrease timings in the order in which they appear. For example, the required traveling time prediction unit 130 associates 9:00, which is the start time of the time zone t1, which is the first increase timing, with 13:00, which is the end time of the time zone t4 which is the first decrease timing. Thus, the required travel time Da is predicted. In the time period t1, the required number of vehicles has increased by two, so the required traveling time Db is 9:00, which is the start time of the time period t1, which is the second increasing timing, and the decreasing timing, which is the second. Is predicted in association with the end time of 14:00 of the time zone t5. Similarly, for the required traveling times Dc to De, the start time of the time zone t2 and the end time of the time zone t7, the start time of the time zone t3 and the end time of the time zone t7, the start time of the time zone t3 and the time of the time zone t8. This is predicted in association with the end time.

  The operation management device 10 predicts the required travel time by executing the required travel time prediction process described in FIG. The required travel time prediction process shown in FIG. 4 is executed, for example, in the early morning hours of the day. The early morning time zone is, for example, 6:00 am. When the required traveling time prediction process is started, in step S110, the required number of electric vehicles is predicted by the required number prediction unit 120 for each time zone. At this time, the required number prediction unit 120 also predicts the demand increase / decrease period D1. In step S120, the required traveling time prediction unit 130 predicts the required traveling time. Thereafter, the required traveling time prediction processing ends.

  The operation management device 10 executes the active vehicle determination process described with reference to FIG. 5, and thereby, among the plurality of electric vehicles waiting at the vehicle station CS, the active vehicles operating according to the prediction of the required number Nr. decide. The operating vehicle determination process determines an operating vehicle corresponding to each required travel time at the start time of each required travel time. For example, in FIG. 3, the operating vehicle determination process is executed every time at 9:00, 10:00, and 11:00, which are the start times of the time zones t1, t2, and t3, which are a plurality of increase timings, and the required travel times Da to De are set. The working vehicle corresponding to is determined. When the operating vehicle determination process is started, in step S210, the possible travel time of each electric vehicle waiting at the vehicle station CS is estimated by the possible travel time estimation unit 110. In step S220, the plurality of electric vehicles are ranked by the vehicle ranking unit 150 in descending order of travelable time.

  FIG. 6 shows that when the operating vehicle determination process is executed at the start time of the time zone t1 shown in FIG. 3, the seven electric vehicles EV1 to EV7 waiting at the vehicle station CS estimated in step S210. Travelable times R1 to R7 are shown. The electric vehicles EV1 to EV7 shown in FIG. 6 are in a state in which the electric vehicles EV1 to EV7 are ranked in descending order of the available travel time. The horizontal axis of the graph in FIG. 6 represents the length of the possible travel time. The vertical axis of the graph in FIG. 6 indicates the sign of the electric vehicle having each possible travel time. As described above, the possible travel time estimation unit 110 uses the power consumption of each electric vehicle estimated according to the gradient information of the set area R, the past power consumption measurement value, the outside air temperature, and the past user usage information. To estimate the possible travel time. Of the above-mentioned parameters used for estimating the electric mileage of each electric vehicle, the outside air temperature and the past user usage information greatly change at each timing when the operating vehicle determination processing is executed. The outside air temperature changes at 9 o'clock, 10:00 o'clock, and 11:00 o'clock, respectively, which is the timing at which the operating vehicle determination process is executed in FIG. Therefore, the travelable time estimating unit 110 estimates whether or not the user operates the air conditioner according to the outside air temperature, and estimates the power consumption. Further, the past user usage information may be, for example, “User A who gets on the operating vehicle at a fixed time on a fixed day of the week has a significantly lower (higher) air-conditioner set temperature than other users. Set. " For this reason, the possible travel time estimation unit 110 determines the operating vehicle for the required travel time in the time zone in which a user such as the user A who sets the temperature of the air conditioner extremely low (high) is expected to get on. When estimating the possible travel time, the value of the electric mileage is estimated to be low. For example, when it is predicted that a user such as the user A gets in the time zone from 9 o'clock to 10 o'clock, the possible travel time is estimated in determining the active vehicle to operate for the required travel times Da and Db. When doing so, estimate the value of electricity consumption low.

  In step S230, the operating vehicle determination unit 140 determines an electric vehicle having a travelable time equal to or longer than the required travel time as an active vehicle corresponding to the required travel time.

  In FIG. 7, the running vehicle determination process of FIG. 5 is performed at each of 9 o'clock, 10 o'clock, and 11 o'clock, and the five running vehicles determined as the active vehicles for the requested travel times Da to De are shown. The travelable times R1 to R5 of the electric vehicles EV1 to EV5 are shown. In FIG. 7, for the requested number Nr, the demand increase / decrease period D1, and the requested travel times Da to De shown in FIG. 3, the operating vehicle is determined from the seven electric vehicles EV1 to EV7 waiting at the vehicle station CS. Will be described. In FIG. 7, the electric vehicles EV1 to EV5 having the respective traveling times are denoted by reference numerals with respect to the possible traveling times R1 to R5. In FIG. 7, for convenience of explanation, no new electric vehicle is added to the vehicle station CS from 9:00 to 11:00, and the charge amounts of the electric vehicles EV1 to EV7 in the standby state do not change. The description is made on the assumption that

  In the present embodiment, the active vehicle determination unit 140 determines an active vehicle corresponding to each of the required travel times Da to De at the start time of each of the required travel times Da to De. The start time of the required travel times Da and Db is 9 o'clock. The start time of the required travel time Dc is 10:00. The start time of the required travel times Dd and De is 11:00.

  The operating vehicle determining unit 140 determines an operating vehicle from the electric vehicles ranked by the vehicle ordering unit 150. In the present embodiment, the operating vehicle determination unit 140 determines an electric vehicle having the shortest possible travel time as an active vehicle corresponding to the required travel time among the electric vehicles having a travel time equal to or longer than each required travel time. . The active vehicle determination process is executed, for example, at 9 o'clock to determine an active vehicle for the requested travel times Da and Db. At 9 o'clock, the electric vehicles EV1 to EV7 are waiting at the vehicle station CS. At this time, the possible travel time of the electric vehicles EV1 to EV7 is estimated to be a time length as shown in FIG. 6 in step S210. The length of the required travel time Da is 4 hours. Therefore, the operating vehicle determination unit 140 determines the shortest possible travel time among the electric vehicles EV1 to EV5 having the possible travel time of 4 hours or more in the possible travel time estimated by the possible travel time estimation unit 110 at 9:00. The electric vehicle EV5 is determined as the active vehicle corresponding to the required travel time Da. In the same manner as described below, the possible travel time of the electric vehicle waiting at the vehicle station CS at the start time of each of the required travel times Db to De is estimated, and then corresponds to each of the required travel times Db to De. The electric vehicles EV4, EV2, EV3, EV1 are determined as operating vehicles. After the working vehicle is determined in step S230, the working vehicle determination processing ends.

  In FIG. 7, the active vehicle determination unit 140 determines the active vehicle corresponding to the required travel time as described above. An electric vehicle having a longer travelable time than the vehicle can be held without being determined as an operating vehicle. In FIG. 7, at the time when 11:00 has elapsed, the electric vehicles EV6 and EV7 are waiting at the vehicle station CS without being determined as operating vehicles. In the description of FIG. 7, it is assumed that the operating vehicle is sequentially determined from the seven electric vehicles without newly adding the electric vehicle to the vehicle station CS between 9:00 and 11:00. When an electric vehicle is newly added to the vehicle station CS between 9:00 and 11:00, the electric vehicle that is waiting at the vehicle station CS when the operating vehicle determination process is executed is newly added. The working vehicle may be sequentially determined after estimating the possible travel time with the electric vehicle. The case where an electric vehicle is newly added to the vehicle station CS means that, for example, an electric vehicle different from the electric vehicles EV1 to EV7 and another electric vehicle belonging to the vehicle station CS operates according to a user's request. Or when an electric vehicle is added from another vehicle station different from the vehicle station CS in order to cope with a temporary increase in demand in the set area R.

  According to the operation management device 10 described above, since the operating vehicle is determined using the predicted required travel time, the operation management device 10 is compared with the operation management device in which the active vehicle is determined without predicting the required travel time. Thus, the operation of the electric vehicle can be made more efficient. In an operation management device that determines an operating vehicle without estimating the required traveling time, the traveling time required for the operating vehicle cannot be predicted, and therefore, it is necessary to always charge the electric vehicle excessively. Then, in order to always operate the overcharged electric vehicle as an active vehicle, it is necessary to excessively increase the number of electric vehicles operated in demand traffic in order to secure a sufficient charging time, or to increase the charging time. Capital investment such as increasing the number of chargers in the vehicle station or introducing a charger capable of quick charging is conceivable for the purpose of shortening. However, these capital investments increase the cost of demand transportation. Further, by repeatedly performing quick charging, deterioration of the battery of the electric vehicle is promoted. On the other hand, according to the operation management device 10 of the first embodiment, since the operating vehicle is determined using the predicted required traveling time, excessive capital investment can be avoided, and therefore, an increase in demand transportation cost can be suppressed. Can be. Further, by adopting the quick charge, it is possible to prevent the deterioration of the battery of the electric vehicle from being promoted.

B. Second embodiment:
As shown in FIG. 8, in the second embodiment, the vehicle station CS includes an operation management device 10a. The operation management device 10a has the same configuration as the operation management device 10 according to the first embodiment except that the operation management device 10a includes a priority vehicle determination unit 160 as compared with the operation management device 10 according to the first embodiment. The same reference numerals as those in the first embodiment denote the same components, and refer to the preceding description. The description of the priority vehicle determination unit 160 will be described later.

  FIG. 9 shows the possible travel times R1 to R5 of the five electric vehicles EV1 to EV5 determined as the active vehicles by the active vehicle determination unit 140 with respect to the required travel times Da to De in the demand increase / decrease period D1. ing. FIG. 9 shows the required travel times Df to Dj in the demand increase / decrease period D2 predicted by the required travel time prediction unit 130. The required travel times Da to De and the electric vehicles EV1 to EV5 in the demand increase / decrease period D1 are the same as those in FIG.

  FIG. 10 shows the possible travel times of the five electric vehicles EV6 to EV10 waiting at the vehicle station CS without being determined as the active vehicles at the time when 13:00 in FIG. 9 has elapsed. Electric vehicles EV6 and EV7 are the same as those in FIG. The horizontal axis of the graph in FIG. 10 represents the length of the possible travel time. The vertical axis of the graph in FIG. 10 represents the sign of the electric vehicle having each possible travel time. As shown in FIG. 10, the vehicle ranking unit 150 ranks a plurality of electric vehicles in descending order of travelable time. The available travel time shown in FIG. 10 is updated at 13:00 by the available travel time estimation unit 110.

  The priority vehicle determination unit 160 determines the number of electric vehicles that are waiting at the vehicle station CS between the time when the requested number of vehicles in the demand increase / decrease period D1 starts and the time when the next demand increase / decrease period D2 starts. The priority vehicle to be charged with priority over other electric vehicles is determined. In FIG. 9, the period from the start of the decrease in the required number of vehicles in the demand increase / decrease period D1 to the start of the next demand increase / decrease period D2 is from 13:00 to 18:00. In addition, the priority vehicle determination unit 160 determines the shortest possible travel time among the electric vehicles having the required travel times equal to or longer than the respective required travel times in the order of appearance of the required travel times Df to Dj in the next demand increase / decrease period D2. The electric vehicle is associated with the required travel time. The order in which the required travel times Df to Dj appear in FIG. 9 is Df, Dg, Dh, Di, and Dj. In the present embodiment, the priority vehicle determination unit 160 determines a priority vehicle when an electric vehicle is newly added to the vehicle station CS. For example, when an electric vehicle is newly added to the vehicle station CS at 13:00, and the electric vehicles EV6 to EV10 having the possible travel time as shown in FIG. 10 are waiting at the vehicle station CS, the priority vehicle determination unit 160 The electric vehicle is associated with the required travel time Df as follows. That is, since the length of the required travel time Df is three hours, the priority vehicle determination unit 160 determines that the electric vehicle EV7 having the shortest travelable time among the electric vehicles EV6 and EV7 having the travelable time of three hours or more. Is associated with the required travel time Df.

  Next, the priority vehicle determination unit 160 attempts to associate an electric vehicle having a travelable time equal to or longer than the required travel time Dg with the required travel time Dg. However, since the required traveling time Dg is 4 hours, there is no electric vehicle associated with the required traveling time Dg among the four electric vehicles EV6, EV8, EV9, and EV10 waiting at the vehicle station CS. . When associating the electric vehicles with the order of appearance of the required traveling times, the priority vehicle determination unit 160 is associated in the order when there is a required traveling time in which there is no electric vehicle having a travelable time equal to or longer than the required traveling time. Among the non-electric vehicles, the electric vehicle with the shortest runnable time relative to the required travel time is determined as the priority vehicle to be charged preferentially. Among the electric vehicles EV6, EV8, EV9, and EV10 that are not associated with the required travel time in the order, the shortest amount of the available travel time with respect to the required travel time Dg is the available travel time R6. For this reason, the priority vehicle determination unit 160 determines the electric vehicle EV6 having the possible travel time R6 as the priority vehicle.

  The number of electric vehicles determined as priority vehicles is determined by the number of charging facilities provided in the vehicle station CS. For example, when the vehicle station CS has two charging facilities, two electric vehicles are determined as priority vehicles. That is, when the vehicle station CS has two charging facilities, in the case of the above description, after the electric vehicle EV7 is determined as the priority vehicle in order to correspond to the required travel time Dg, the priority vehicle determination unit 160 Determines the priority vehicle based on the requested travel time Dh. Specifically, the priority vehicle determination unit 160 determines, among the electric vehicles EV8 to EV10 that are not associated with the required travel time in the order, the available travel time with the shortest amount of the available travel time relative to the required travel time Dh. The electric vehicle EV8 having R8 is determined as the priority vehicle.

  In the present embodiment, the charging of the electric vehicle is terminated when the amount of charge is stored to such an extent that the available travel time is longer than the associated required travel time. For this reason, it is possible to prevent the electric vehicle from being excessively charged for the associated required traveling time, and it is possible to secure time for charging the other electric vehicles. Charging at the vehicle station CS may be adjusted to reduce the amount of power used for charging during a time period when the load on the source of power used for charging is large.

  The operation management device 10a executes the priority vehicle determination process described with reference to FIG. 11 to determine, as a priority vehicle, an electric vehicle to which charging should be prioritized in order to correspond to a required travel time in the next demand increase / decrease period. In the priority vehicle determination process of the second embodiment shown in FIG. 11, the electric vehicle is connected to the vehicle station CS from the start of the decrease in the requested number of the demand increase / decrease period until the start of the next demand increase / decrease period. Executed when a new item is added. However, in the priority vehicle determination process of another embodiment, when an electric vehicle is newly added between the start of the increase in the requested number of vehicles in the demand increase / decrease period and the start of the next demand increase / decrease period. Alternatively, the process may be executed when the electric vehicle that is being charged from the vehicle station CS starts running as an operating vehicle. When the priority vehicle determination processing is started, in step S310, the vehicle ordering section 150 ranks the electric vehicles that are waiting at the vehicle station CS in order of the longest possible travel time. In the present embodiment, when the rank is assigned in step S310, the estimation by the travelable time estimation unit 110 is updated, and the rank is assigned based on the updated travelable time of each electric vehicle. In another embodiment, when the order is assigned in step S310, the order may be assigned based on the latest available travel time before the priority vehicle determination process is performed. In step S320, the priority vehicle determination unit 160 determines, in the order of appearance of the required travel times in the next demand increase / decrease period, the electric vehicle having the shortest travelable time among the electric vehicles having the travelable time equal to or longer than each required travel time. Is associated with the required travel time.

  In step S330, when associating the electric vehicles with the order of appearance of the required travel times by the priority vehicle determination unit 160, it is determined whether or not there is a required travel time for which there is no electric vehicle having a travelable time longer than the required travel time. Is done. If there is no such required travel time, the priority vehicle determination processing ends. If there is such a required travel time, the process proceeds to step S340, and the priority vehicle determination unit 160 determines that the available travel time is insufficient for the required travel time among the electric vehicles that are not associated in the order based on the travelable time. The electric vehicle with the smallest amount is determined as the priority vehicle to be charged preferentially. Thereafter, the priority vehicle determination processing ends.

  According to the operation management device 10a described above, when charging the electric vehicle during the period from the start of the decrease in the demand increase / decrease period to the start of the next demand increase / decrease period, the electric vehicle determined as the priority vehicle , Charging can be performed with priority given to a request from a user in the next demand increase / decrease period.

C. Other embodiments:
In the first embodiment, the requested number prediction unit 120 calculates a demand period in which the increase in the requested number starts from a certain time zone, continues to increase without decreasing in the middle, and is expected to continue to decrease. Although predicted as an increase / decrease period, the present invention is not limited to this. For example, the request number prediction unit 120 may predict the demand increase / decrease period by combining time zones of a predetermined length before and after the time zone in which the request number peaks in one day. For example, if the peak time zone is from 12:00 to 13:00 and the predetermined time zone before and after is 3 hours, the demand increase / decrease period from 9:00 to 16:00 is predicted. Further, the required number prediction unit 120 may predict the demand increase / decrease period from the past required results.

  In the above-described first embodiment, the vehicle type of the plurality of electric vehicles managed by the operation management device is configured of the automatic driving vehicles of the plurality of vehicle types, but the present invention is not limited to this. The vehicle types of the plurality of electric vehicles managed by the operation management device may be composed of the same type of automatic driving vehicles or may be composed of the same or different types of manually driving vehicles. Here, the manually driven vehicle is a vehicle that is driven by a human.

  In the above-described first embodiment, the operating vehicle determination processing is executed at the start time of each required travel time, but the present invention is not limited to this. For example, the operating vehicle determination process may be executed before the demand increase / decrease period starts. In the case of such a form, the demand increasing / decreasing period is started for the operating vehicles corresponding to the respective required traveling times based on the travelable time of the electric vehicle which is collectively estimated before the demand increasing / decreasing period is started. May be determined in a lump before it is completed.

  In the above-described second embodiment, the priority vehicle determination process is performed when an electric vehicle is newly added to the vehicle station CS, but the present invention is not limited to this. For example, the priority vehicle determination process may be executed at a timing when a vacancy occurs in the charging facility of the vehicle station CS.

  In the above-described first embodiment, the operating vehicle determination unit 140 determines that the electric vehicle having the shortest possible travel time among the electric vehicles having the available travel time equal to or longer than the required travel time is the active vehicle corresponding to the required travel time. However, the present invention is not limited to this. For example, the operating vehicle determination unit 140 may determine an electric vehicle that satisfies a predetermined condition as an operating vehicle corresponding to the required travel time among the electric vehicles having a travelable time equal to or longer than each required travel time. Good. The predetermined conditions include, for example, an electric vehicle with a short total operation time since the start of operation, an electric vehicle with a low operation frequency, and the like.

  The present disclosure is not limited to the above-described embodiments, examples, and modified examples, and can be implemented with various configurations without departing from the spirit thereof. For example, the technical features in the embodiments, examples, and modifications corresponding to the technical features in each mode described in the summary of the invention are for solving some or all of the above-described problems, or In order to achieve some or all of the above-described effects, replacement and combination can be appropriately performed. If the technical features are not described as essential in this specification, they can be deleted as appropriate.

    DESCRIPTION OF SYMBOLS 10 ... Operation | movement management apparatus, 110 ... Drivable time estimation part, 120 ... Requested number prediction part, 130 ... Requested traveling time prediction part, 140 ... Active vehicle determination part, 150 ... Vehicle order part

Claims (5)

An operation management device (10) for a plurality of electric vehicles, the operation time and route of which are changed according to a user's request within a set area,
A possible travel time estimating unit (110) for estimating a possible travel time during which each electric vehicle can continuously travel by multiplying the electric charge of each electric vehicle by the charge amount of each electric vehicle standing by at a vehicle station where an inactive electric vehicle stands by (110) When,
A vehicle ranking unit (150) for ranking the plurality of electric vehicles in order of the longest travelable time;
A requested number prediction unit (120) for predicting a required number of the electric vehicles requested by the user for each time zone;
An operating vehicle determining unit (140) that determines a plurality of operating vehicles that operate according to the prediction of the required number of vehicles among the plurality of electric vehicles;
The plurality of operations are performed by associating a plurality of increase timings at which the requested number increases and a plurality of decrease timings at which the required number decreases in a demand increase / decrease period in which the requested number decreases after the increase in the demand increase / decrease period in accordance with respective appearance orders. A required travel time prediction unit (130) for predicting a plurality of required travel times required for the vehicle;
With
The operating vehicle determination unit, the plurality of electric vehicles in the order, the plurality of required travel times for the plurality of required travel times of the respective electric vehicles having a travel time equal to or more than the required travel time, the required travel time An operation management device, which is determined as the operating vehicle corresponding to (i). The operation management device according to claim 1,
The travelable time estimation unit estimates the travelable time at the start time of each required travel time,
The operating vehicle determination unit determines the operating vehicle corresponding to the required travel time from the electric vehicles waiting at the vehicle station at the start time of each required travel time,
The operation management device, wherein the travelable time estimating unit estimates the electric mileage of each electric vehicle using at least one of a past measured electric power value of each electric vehicle, an outside air temperature, and past user usage information. The operation management device according to claim 1 or 2, wherein:
The operation management device, wherein the requested number prediction unit predicts the requested number using at least one of the date and time of the demand increase and decrease period, the weather of the demand increase and decrease period, and past request results. The operation management device according to any one of claims 1 to 3, wherein
The operation vehicle determining unit determines an electric vehicle having the shortest travelable time among the electric vehicles having a travelable time equal to or longer than each required travel time as the operating vehicle corresponding to the required travel time. Management device. The operation management device according to any one of claims 1 to 4, further comprising:
In the demand increase / decrease period, at least during the period from the start of the decrease in the number of requested vehicles to the start of the next demand increase / decrease period, the plurality of electric vehicles waiting at the vehicle station are charged preferentially. A priority vehicle determination unit (160) for determining a priority vehicle;
With
The priority vehicle determination unit,
In the order of the appearance of the plurality of required travel times in the next demand increase / decrease period, the electric vehicle having the shortest possible travel time among the electric vehicles having the available travel times equal to or longer than the respective required travel times is set to the required travel time. Mapping,
When associating the electric vehicles in the order of appearance, when there is a required traveling time in which the electric vehicle having a travelable time equal to or longer than the required traveling time does not exist, among the electric vehicles not associated in the order, An operation management device that determines, as the priority vehicle, an electric vehicle with the shortest amount of the available travel time with respect to a travel time.

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