JP2023012203A - Bus operation management system, server, and bus operation management method - Google Patents

Abstract

To inhibit traveling power of an electric bus from being made to be insufficient by reduction in full charge capacity of a battery.SOLUTION: Each of a plurality of electric buses B1 to Bn includes: a battery for storing traveling power; and a power reception device for receiving power from an outside power transmission device in a non-contact manner to charge the battery. On each of a plurality of traveling routes R1 to Rm, at least one power transmission device 8, 9 is provided. A server 1 assigns the plurality of electric buses B1 to Bn to a plurality of traveling routes R1 to Rm, respectively. The server 1 includes: a full charge capacity acquisition unit for acquiring full charge capacity of a battery of each electric bus B; a total charge power amount calculation unit for calculating a battery total charge power amount by the at least one power transmission device 8, 9 for each traveling route; and a traveling route determination unit for determining a traveling route for each electric bus so that the battery total charge power amount from the traveling route increases as the full charge capacity of the battery decreases.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to a bus operation management system, a server, and a bus operation management method.

Japanese Patent Laying-Open No. 2016-140193 (Patent Document 1) discloses a device configured to charge an onboard battery by a plurality of charging means including a plug-in charging means, a contactless charging means, and a solar charging means. there is In Patent Document 1, when the setting of the set time and the set charge amount is received, the charge amount of the battery is changed to the set charge amount at the set time using the information on the power rate for each day of the week and the information on the solar radiation amount. A charging schedule indicating each operation of the plurality of charging means is determined so that Then, the operations of the plurality of charging means are controlled according to the determined charging schedule.

JP 2016-140193 A

In general, in an electric vehicle, the full charge capacity, which is the amount of electricity stored in the battery in a fully charged state, gradually decreases as the deterioration of the battery that stores electric power for running progresses. When the full charge capacity of the battery decreases, there is concern about the possibility of a situation in which the vehicle becomes unable to travel due to a shortage of electric power (so-called power outage) during travel. In order to avoid the occurrence of power failure, it is necessary to appropriately supply electric power from the outside of the vehicle to charge the battery while the electric vehicle is running.

On the other hand, in an electric bus that travels on a predetermined travel route, such as a route bus or an expressway bus, the manner in which the battery is used and the amount of electric power charged during travel are determined to some extent. Since the usage of the battery and the amount of power charged while driving differ for each route, depending on the route assigned, even charging while driving cannot compensate for the decrease in the full charge capacity, and the electric bus may run out of power. There is concern that it may lead to shortages.

The present disclosure has been made to solve the above problems, and an object of the present disclosure is to prevent a shortage of electric power for running an electric bus due to a decrease in the full charge capacity of the battery. be.

A bus operation management system according to one aspect of the present disclosure includes a plurality of electric buses and a server. The server manages operation of the plurality of electric buses by allocating the plurality of electric buses to the plurality of travel routes. Each of the plurality of electric buses includes a battery that stores electric power for running, and a power receiving device that wirelessly receives electric power from an external power transmitting device to charge the battery. At least one power transmission device is provided for each of the plurality of travel routes. The server includes: a full charge capacity acquisition unit that acquires a full charge capacity of the battery in each of the plurality of electric buses; a power amount calculation unit; and a travel route determination unit that determines a travel route for each of the plurality of electric buses so that the total charge power amount of the battery from the travel route increases as the full charge capacity of the battery decreases. include.

Advantageous Effects of Invention According to the present disclosure, it is possible to prevent a shortage of electric power for running an electric bus due to a decrease in the full charge capacity of the battery.

1 is a diagram schematically showing the overall configuration of an operation management system for electric buses according to Embodiment 1; FIG. 2 is a diagram schematically showing a hardware configuration example of a server and buses; FIG. FIG. 2 is a diagram schematically showing a configuration example of a bus and a power transmission device; 3 is a block diagram showing functional configurations of a server and a bus; FIG. It is a figure which shows an example of the vehicle information stored in a memory|storage part. It is a figure which shows an example of the charge information stored in a memory|storage part. 4 is a flow chart showing the procedure of processing for calculating the total charge power amount of the travel route, the average travel speed of the travel route, and the full charge capacity of the battery. FIG. 2 is a diagram for explaining the basic idea when determining a travel route; FIG. 4 is a flow chart showing a processing procedure for bus travel route determination in a server; It is a figure which shows an example of the charge information stored in a memory|storage part. 4 is a flow chart showing a processing procedure for bus travel route determination in a server; 3 is a block diagram showing functional configurations of a server and a bus; FIG.

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. The same or corresponding parts in the drawings are denoted by the same reference numerals, and the description thereof will not be repeated.

[Embodiment 1]
<Configuration of bus operation management system>
FIG. 1 is a diagram schematically showing the overall configuration of an electric bus operation management system according to Embodiment 1 of the present disclosure.

As shown in FIG. 1, the bus operation management system according to Embodiment 1 includes a server 1 and a plurality of electric buses B1 to Bn (n is an integer equal to or greater than 2). Each of electric buses B1-Bn is an electric vehicle equipped with a battery (not shown) that stores electric power for the vehicle. Hereinafter, the electric buses B1 to Bn may be collectively referred to simply as "electric bus B". Also, the electric bus B will be simply referred to as "bus B". Bus B is configured to be capable of either manual operation or automatic operation. The bus B may be a vehicle configured to switch between manual operation and automatic operation.

The battery is, for example, a secondary battery such as a lithium-ion battery or nickel-metal hydride. The battery may be a battery with a liquid electrolyte between the positive electrode and the negative electrode, or a battery with a solid electrolyte (all-solid battery). In the present embodiment, it is assumed that the batteries mounted on the buses B1 to Bn are of the same type and have the same initial full charge capacity.

Bus B is a vehicle intended to transport a plurality of passengers, and is typically a route bus or an express bus. The bus B travels along a travel route from the switchyard 2 (or garage), which is the departure point, to the destination point. In this embodiment, a plurality of travel routes R1 to Rm (m is an integer of 2 or more and n or less) having different destinations and/or different roads are set. Hereinafter, the travel routes R1 to Rm may be collectively referred to simply as "travel route R".

A charging facility 5 is provided in the switchyard 2 . The charging facility 5 is a contact-type charging facility and has a charging cable with a charging connector provided at the tip.

At least one power transmission device 8 and/or power transmission device 9 is provided on each of the travel routes R1 to Rm. The power transmission devices 8 and 9 are non-contact charging equipment. Specifically, the power transmission device 8 is installed on the road surface of the travel route R. The power transmission device 8 has a plurality of power transmission units arranged in a row along the traveling route R (see FIG. 3), and is configured to be capable of transmitting electric power to the running bus B in a non-contact manner. there is The power transmission device 9 is installed at a stop 7 on the travel route R. The power transmission device 8 has a power transmission unit arranged on the road surface of the travel route R near the bus stop 7, and is configured to be capable of transmitting power to the stopped bus B in a non-contact manner.

The bus B is configured to be able to receive power from the charging facility 5 via the charging cable and charge the battery, and to receive power from the power transmission devices 8 and 9 in a non-contact manner and charge the battery. It is In the following description, contact charging by the charging equipment 5 is also called "contact charging", and non-contact charging by the power transmission devices 8 and 9 is also called "non-contact charging".

As shown in FIG. 1, travel routes R1 to Rm differ from each other in the number of power transmission devices 8 and 9 installed and the number of power transmission units in each power transmission device 9 installed. Therefore, when the travel route R is traveled from the departure point to the destination point, the total amount of electric power charged to the battery by the power received from the power transmission devices 8 and 9 on the travel route R differs among the travel routes R1 to Rm. becomes.

Server 1 is communicably connected to each of buses B1-Bn. The server 1 performs processing for managing the operation of the buses B1 to Bn, such as determining the travel route R of each bus B. FIG. Specifically, the server 1 stores road information including information on travel routes R1 to Rm, vehicle information including information on batteries mounted on buses B1 to Bn, and the like. The server 1 determines the travel route R of each bus B using these pieces of information, and notifies each bus B of the determined travel route R. FIG.

The server 1 is further communicably connected to a road traffic information management server 3 . The road traffic information management server 3 is configured to collect and manage road traffic information including road information and traffic congestion information from the Ministry of Land, Infrastructure, Transport and Tourism. The road information collected by the road traffic information management server 3 includes information on the travel routes R1 to Rm. The traffic congestion information collected by the road traffic information management server 3 includes traffic congestion prediction information for the travel routes R1 to Rm. The road traffic information management server 3 transmits road traffic information of a designated area to the server 1 in response to a request from the server 1 .

<Hardware configuration of server and bus>
Next, hardware configurations of the server 1 and the bus B will be described with reference to FIG.

FIG. 2 is a diagram schematically showing a hardware configuration example of the server 1 and the bus B. As shown in FIG. Since the hardware configurations of the buses B1 to Bn are the same, an example of the hardware configuration of the bus B1 will be described as a representative.

(Server hardware configuration example)
As shown in FIG. 2, the server 1 includes a CPU (Central Processing Unit) 10, a RAM (Random Access Memory) 11, a ROM (Read Only Memory) 12, a database 13, and an input/output (I/O) circuit. 14 and a communication I/F (interface) 15 . These components are communicatively connected to each other via a communication bus 16 .

The CPU 10 executes predetermined arithmetic processing described in the program. The ROM 12 stores programs executed by the CPU 10 . RAM 11 temporarily stores data generated by execution of programs in CPU 10 and data input via communication I/F 15 . The RAM 11 also functions as a temporary data memory used as a work area.

The database 13 is a storage unit for storing various types of information registered based on input data and/or input operations from the outside. Various types of information include road information, vehicle information, and charging information, which will be described later.

The I/O circuit 14 is an interface for input to or output from the server 1 . The I/O circuit 14 is connected to an operation section and a display section (not shown). The operation unit receives input including user instructions. As will be described later, when the server 1 executes operation management processing for the bus B, the display unit displays information related to the processing.

Communication I/F 15 is an interface for communicating with an external device. The external equipment includes the communication modules 23 of the buses B1-Bn and the road traffic information management server 3. FIG. Communication between the communication I/F 15 and the external device is performed by wireless communication via the communication network 4 (typically, the Internet).

(Example of bus hardware configuration)
As shown in FIG. 2, the bus B1 includes an ECU (Electronic Control Unit) 20, a communication module 23, and a monitoring unit 24. As shown in FIG. Bus B<b>1 further includes a battery 30 that stores vehicle power, a PCU (Power Control Unit) 32 , a motor generator 34 , a transmission gear 36 , drive wheels 38 and a vehicle speed sensor 28 .

ECU 20 includes a CPU 21 for controlling the entire bus B1 and a memory 22 for storing programs and data, and is configured to operate according to programs.

Memory 22 includes ROM and RAM (both not shown). The ROM stores programs executed by the CPU 21 . The RAM temporarily stores data used during program execution in the CPU 21 . RAM functions as a temporary data memory used as a working area.

The communication module 23 is an in-vehicle DCM (Data Communication Module) and an interface for communicating with external devices. The server 1 is included in the external device. Communication between the communication module 23 and the external device is mainly performed by wireless communication using the communication network 4 represented by the Internet. When charging the battery 30, communication between the communication module 23 and the charging facility 5 or the power transmission devices 8 and 9 can be performed by short-range communication.

A monitoring unit 24 monitors the state of the battery 30 . Monitoring unit 24 includes a voltage sensor 25 , a current sensor 26 and a temperature sensor 27 . Voltage sensor 25 detects a voltage VB between terminals of battery 30 (hereinafter also referred to as “battery voltage”). Current sensor 26 detects current IB flowing through battery 30 (hereinafter also referred to as "battery current"). Temperature sensor 27 detects the temperature of battery 30 . The monitoring unit 24 outputs signals indicating detection values of the voltage sensor 25 , the current sensor 26 and the temperature sensor 27 to the ECU 20 .

The ECU 20 uses the output signal of the monitoring unit 24 to calculate an SOC (State Of Charge) indicating the remaining capacity of the battery 30 . The SOC is a ratio of the current amount of charge to the amount of charge in the fully charged state (fully charged capacity) of the battery 30 expressed as a percentage. The ECU 40 further uses the output signal of the monitoring unit 24 to calculate the full charge capacity of the battery 30 .

PCU 32 converts the DC power stored in battery 30 into AC power and supplies it to motor generator 34 in accordance with a control signal provided from ECU 20 . The PCU 32 also converts AC power generated by the motor generator 34 into DC power and supplies the DC power to the battery 30 . PCU 32 includes, for example, a converter that boosts the output voltage of battery 30 (battery voltage VB), and an inverter that converts the output voltage of the converter into an AC voltage.

Motor generator 34 is, for example, a three-phase AC motor. The motor generator 34 is driven by being supplied with AC power from the PCU 32 to generate rotational driving force. The rotational driving force generated by the motor generator 34 is transmitted to the driving wheels 38 via the transmission gear 36 .

Vehicle speed sensor 28 is a sensor for detecting the travel distance and running speed of bus B1. The vehicle speed sensor 28 generates a pulse according to the rotation of the driving wheels 38 and outputs the pulse signal to the ECU 20 . The ECU 20 calculates the travel speed and travel distance of the bus B1 by counting the generated pulses.

Bus B1 further includes inlet 40 and charger 41 as components for contact charging battery 30 . When performing contact charging, the charging connector of the charging facility 5 (see FIG. 1) is connected to the inlet 40 . Charger 41 is provided between inlet 40 and battery 30 . Charger 41 charges battery 30 by converting AC power transmitted from charging facility 5 via inlet 40 into DC power and supplying the DC power to battery 30 in accordance with a control signal from ECU 20 .

Bus B<b>1 further includes a power receiving device 42 and a charger 44 as components for contactless charging of battery 30 . Power receiving device 42 includes a power receiving coil (not shown). The power receiving coil receives AC power transmitted from the power transmitting device 8 or 9 in a non-contact manner. The power receiving device 42 rectifies and outputs the AC power transmitted from the power transmitting device 8 or 9 . Charger 44 is provided between power receiving device 42 and battery 30 . Charger 44 charges battery 30 by converting AC power received by power receiving device 42 into DC power and supplying the DC power to battery 30 in accordance with a control signal from ECU 20 .

<Configuration example of non-contact charging>
FIG. 3 is a diagram schematically showing a configuration example of the bus B and the power transmission device 8. As shown in FIG. Bus B includes battery 30 , inlet 40 , power receiving device 42 , DCM 24 and ECU 26 .

Inlet 40 is arranged inside a charging lid (not shown) provided on the exterior of bus B, and is configured so that a charging connector of charging facility 5 (see FIG. 1) can be inserted. By inserting the charging connector into inlet 40 , inlet 40 and charging facility 5 are electrically connected, whereby power can be transmitted from charging facility 5 to battery 30 via inlet 40 .

The power receiving device 42 is arranged on the lower surface of the floor panel that forms the floor surface of the bus B. As shown in FIG. A power receiving coil 421 is accommodated in the power receiving device 42 . The power receiving coil 421 receives power transmitted from the power transmission device 8 in a non-contact manner.

The power transmission device 8 includes multiple power transmission units 81 to 86 and a controller 80 . Note that FIG. 3 shows an example in which the number of power transmission units is six, but the number of power transmission units is not particularly limited.

A plurality of power transmission units 81 to 86 are arranged in a line on the road surface of the route R of the bus B. As shown in FIG. The plurality of power transmission units 81-86 include power transmission coils 811-816, respectively. Each of the power transmission coils 811-816 is electrically connected to an AC power supply (not shown). Furthermore, each of the power transmission units 81 to 86 is provided with a sensor (optical sensor, weight sensor, etc.) for detecting the passage of the bus B. FIG.

The controller 80 is connected to the power transmission units 81 to 86 and controls power supply to the power transmission coils of each power transmission unit. Specifically, the controller 80 identifies the running position of the bus B based on the output signal of the sensor provided in each power transmission unit. Then, the controller 80 supplies AC power to the power transmission coil in the power transmission unit in which the bus B is located above, among the power transmission units 81 to 86 .

For example, when bus B is detected above power transmission unit 81 , controller 80 supplies AC power to power transmission coil 811 . An electromagnetic field is formed around the power transmission coil 811 upon receiving supply of AC power. A power receiving coil 421 in the power receiving device 42 receives power in a contactless manner through the electromagnetic field. After that, when the bus B is no longer detected above the power transmission unit 81 , the controller 80 stops supplying AC power to the power transmission coil 811 . By performing such a series of controls in each of the power transmission units 81 to 86, electric power can be transmitted to the running bus B in a non-contact manner.

Although illustration is omitted, a power transmission device 9 (see FIG. 1) installed at the bus stop 7 controls a power transmission unit having the same configuration as the power transmission units 81 to 86 and the supply of AC power to the power transmission unit. including a controller for Also in the power transmission device 9, the controller supplies AC power to the power transmission coils in the power transmission unit in response to detecting the bus B above the power transmission unit. Thereafter, in response to bus B being no longer detected above the power transmission unit, the controller stops supplying AC power to the power transmission coil. As a result, power can be transmitted to the stopped bus B in a non-contact manner.

<Functional configuration of server and bus>
Next, with reference to FIG. 4, functional configurations of the server 1 and the bus B will be described.

FIG. 4 is a block diagram showing the functional configuration of server 1 and bus B. As shown in FIG. FIG. 4 shows a functional configuration related to processing for managing operation of bus B. As shown in FIG.

(Example of bus functional configuration)
As shown in FIG. 4 , the bus B includes an average travel speed calculator 70 , a state of charge calculator 72 , a charged power amount calculator 74 , and a communication unit 76 . These functional configurations are realized by the CPU 21 executing a predetermined program on the bus B shown in FIG.

The average running speed calculator 70 receives an output signal from the vehicle speed sensor 28 while the bus B is running. The average travel speed calculator 70 calculates the average travel speed of the bus B on the travel route R based on the output signal of the vehicle speed sensor 28 each time the bus B travels along the travel route R. The average travel speed can be obtained, for example, by dividing the distance traveled by the bus B when traveling along the travel route R by the total travel time.

The state-of-charge calculator 72 calculates the SOC of the battery 30 using the output signal from the monitoring unit 24 . As a method for calculating the SOC, for example, various known methods such as a method based on current value integration (coulomb counting) or a method based on estimation of open circuit voltage (OCV) can be used.

For example, the state-of-charge calculation unit 72 uses an SOC-OCV curve indicating the correspondence relationship between the SOC and OCV of the battery 30 acquired in advance, and based on the OCV determined from the detection value of the voltage sensor 25, the battery 30 Calculate the SOC.

The state-of-charge calculator 72 also calculates the fully charged capacity of the battery 30 . A known current integration method can be used to calculate the full charge capacity of the battery 30 . In the current integration method, the amount of change in SOC during charging is determined based on OCV1 determined from the detection value of the voltage sensor 25 before charging the battery 30 and OCV2 determined from the detection value of the voltage sensor 25 after the charging of the battery 30 is completed. ΔSOC is calculated.

Specifically, the state-of-charge calculator 72 calculates the difference between SOC1 corresponding to OCV1 and SOC2 corresponding to OCV2 on the SOC-OCV curve described above as ΔSOC (ΔSOC=SOC1−SOC2). State-of-charge calculation unit 72 further calculates current integrated value ΔAh from the start of charging to the end of charging by integrating battery current IB based on the value detected by current sensor 26 . The integrated current value ΔAh corresponds to the charge power amount from the start of charging to the end of charging. Finally, state-of-charge calculation unit 72 calculates the full charge capacity by dividing current integrated value ΔAh by SOC change amount ΔSOC.

Each time the bus B travels along the travel route R, the charging power amount calculation unit 74 calculates the total charging power amount of the battery 30 through contactless charging performed while the travel route R is traveled. Specifically, every time the power transmission device 8 or 9 provided on the travel route R performs non-contact charging while the bus B is running, the charging power amount calculation unit 74 Calculate the amount of power. The amount of power charged by contactless charging can be obtained, for example, by accumulating the charging current of the battery 30 generated by the charger 44 . Then, when the bus B arrives at the destination and finishes traveling, the charging power amount calculation unit 74 sums up the charging power amounts calculated by each non-contact charging while the bus B is traveling on the travel route R, thereby calculating the total charging power amount. Calculate the amount of power.

The communication unit 76 calculates the average traveling speed of the traveling route R calculated by the average traveling speed calculating unit 70 and the traveling route R calculated by the charging power amount calculating unit 74 each time the bus B travels along the traveling route R. is transmitted to the server 1 as charging information.

The communication unit 76 further transmits the full charge capacity of the battery 30 calculated by the state-of-charge calculation unit 72 to the server 1 as vehicle information.

(Example of server functional configuration)
The server 1 includes an operation management unit 50 , a communication unit 60 and a storage unit 62 . These functional configurations are realized by the CPU 10 executing a predetermined program in the server 1 shown in FIG.

Communication unit 60 receives vehicle information and charging information from bus B. FIG. As described above, the vehicle information includes the full charge capacity of the battery 30 mounted on the bus B. FIG. The charging information includes the average traveling speed of the traveling route R and the total charging power amount on the traveling route R.

The communication unit 60 also receives road information from the road traffic information management server 3 (not shown). The road information includes information on a plurality of travel routes R1 to Rm connecting the starting point shunting yard 2 and destination points D1, D2, . . . Dm shown in FIG. Communication unit 60 stores the received vehicle information, charging information, and road information in storage unit 62 .

FIG. 5 is a diagram showing an example of vehicle information stored in the storage unit 62. As shown in FIG. FIG. 5 shows a table showing the full charge capacity of the battery 30 mounted on the bus B for each of the buses B1 to Bn. For example, the full charge capacity C1 indicates the full charge capacity of the battery 30 mounted on the bus B1, and the full charge capacity C2 indicates the full charge capacity of the battery 30 mounted on the bus B2.

Here, when the batteries 30 mounted on the buses B1 to Bn are of the same type and have the same initial full charge capacity, the initial values of the full charge capacities C1 to Cn are equal to each other. However, in each bus B, the full charge capacity gradually decreases as the deterioration of the battery 30 progresses. The degree of deterioration of the battery 30 changes according to the travel history of the corresponding bus B, that is, the manner in which the battery 30 is used. Therefore, depending on how the battery 30 of each bus B is used, the full charge capacities C1 to Cn can have different values. Specifically, the full charge capacity of the battery 30 on the bus B in which the degree of deterioration of the battery 30 is large is smaller than the full charge capacity of the battery 30 in the bus B on which the degree of deterioration of the battery 30 is small.

FIG. 6 is a diagram showing an example of charging information stored in the storage unit 62. As shown in FIG. FIG. 6 shows a table showing the total charge power amount on the travel route R for each of the travel routes R1 to Rm. The total charged power amount corresponds to the total value of the charged power amount by contactless charging while the vehicle is traveling along the travel route R, as described above. Therefore, the total charge power amount changes depending on the number of power transmission devices 8 and 9 installed on the corresponding travel route R, the number of power transmission units (see FIG. 3) included in each power transmission device 8, and the like. For example, as the number of power transmission devices 8 and 9 increases, the total charge power amount increases. In addition, the total charge power amount increases as the number of power transmission units included in each power transmission device 8 increases.

Furthermore, on each travel route R, the total charging power amount changes according to the travel speed of the bus B. FIG. When the power transmission device 8 is provided on the travel route R and the power transmitted by the power transmission device 8 is constant, generally, the travel section where the power transmission device 8 is installed (hereinafter referred to as "power transmission section" ), the slower the traveling speed, the longer the time for receiving power transmitted from the power transmission device 8, and thus the larger the amount of charging power in the power transmission section.

Therefore, in the first embodiment, the average travel speed of each travel route R is used to evaluate the magnitude of the total charge power amount. This is based on the fact that when the average travel speed of the travel route R is slow, the travel speed in the power transmission section also tends to be lower than when the average travel speed is high.

Note that, for each travel route R, the average travel speed of the travel route R changes according to the traffic congestion situation of the travel route R. Generally, the average travel speed of the travel route R decreases as the amount of traffic congestion increases in at least a portion of the travel route R. As a result, the total charging power amount on the travel route R also changes according to the traffic congestion on the travel route R.

The charging information shown in FIG. 6 can be obtained by conducting a test in which the bus B travels each travel route R in advance. Alternatively, it can be obtained by calculating the total charged power amount and the average travel speed on the travel route R each time each bus B actually travels the travel route R. In the latter case, the charging information based on the average traveling speed of each traveling route R and the measured value of the total charging power amount is acquired and stored in the storage unit 62 . By doing so, the charging information stored in the storage unit 62 can be updated based on the latest measured value of the total charging power amount. Therefore, it is possible to reflect the latest power reception efficiency of the power transmission devices 8 and 9 provided on each travel route R in the charging information.

Specifically, the power receiving efficiency of the power transmitting device indicates the ratio of the received power to the transmitted power, and changes according to the relative positional relationship between the power transmitting coil in the power transmitting device and the power receiving coil in the power receiving device. For example, when the ground surface on which the power transmission coil is provided is covered with sand or the like, it is difficult to align the power transmission coil and the power reception coil, which may reduce power reception efficiency. Alternatively, if there is a foreign object such as a piece of metal on the surface of the power transmitting coil, part of the magnetic field formed between the power transmitting coil and the power receiving coil is blocked by the foreign object, which may reduce power reception efficiency. be.

Therefore, in the example of FIG. 1, as the power receiving efficiency of the power transmission devices 8 and 9 provided on the travel route R decreases, the measured value of the total charged power amount on the travel route R also decreases. Since the charge information stored in the storage unit 62 reflects this decrease in the total charge power amount, when the travel route R of each bus B is newly determined using the charge information, the latest travel route is used. Based on the total charging power amount of R, it becomes possible to appropriately determine the travel route R of each bus B.

FIG. 7 is a flow chart showing the procedure of processing for calculating the total charge power amount of the travel route R, the average travel speed of the travel route R, and the full charge capacity of the battery 30 . In the drawing, the processing executed by the controller 80 of the power transmission device 8 is shown on the left side, and the processing executed by the ECU 20 of the bus B is shown on the right side. Each step is implemented by software processing by the controller 80 or the ECU 20 , but may be implemented by hardware such as LSI (Large Scale Integration) mounted on the controller 80 or the ECU 20 .

In the power transmission device 8 , first in step (hereinafter simply referred to as S) 11 , the controller 80 controls the bus B based on the output signal of the sensor provided in each power transmission unit included in the power transmission device 8 . Identify the running position. In S11, the controller 80 determines whether or not the bus B is detected above each power transmission unit based on the output signal of the sensor.

When the bus B is detected above the power transmission unit (YES determination in S01), the controller 80 supplies AC power to the power transmission coil of the power transmission unit in S02. The receiving coil 421 in the power receiving device 42 receives power in a non-contact manner through an electromagnetic field formed around the power transmitting coil upon receipt of AC power.

The controller 80 determines in S03 whether or not the bus B is no longer detected above the power transmitting unit that is currently supplying power. If the bus B is detected (NO determination in S03), the controller 80 continues power supply to the power transmission unit. When the bus B is no longer detected above the power transmission unit (YES in S03), the controller 80 stops supplying AC power to the power transmission coil in S04.

By performing the processing of S01 to S04 in each of the plurality of power transmission units included in the power transmission device 8, power can be transmitted to the running bus B in a non-contact manner. Although not shown, the power transmission device 9 installed at the bus stop 7 can also transmit power to the stopped bus B in a non-contact manner by performing the processes of S01 to S04.

In bus B, the ECU 20 determines in S<b>11 whether or not the power receiving coil 421 of the power receiving device 42 has received power from the power transmitting device 8 . The determination of S<b>11 can be made by detecting the presence or absence of current flowing through power receiving coil 421 .

When power reception is detected by the power receiving coil 421 (YES determination in S11), the ECU 20 calculates the charging power amount by non-contact charging in S12. In S<b>12 , the ECU 20 calculates the charging power amount by integrating the charging current for the battery 30 generated by the charger 44 .

During execution of non-contact charging, the ECU 20 determines in S13 whether power reception has ended. The determination in S<b>13 can be made by detecting the presence or absence of current flowing through power receiving coil 421 .

When the power reception ends (YES determination in S<b>13 ), the ECU 20 proceeds to S<b>14 and calculates the full charge capacity of the battery 30 . In S14, as described above, the ECU 20 can calculate the full charge capacity of the battery 30 using a known current integration method.

The ECU 20 determines whether or not the bus B has finished running in S15. When the bus B reaches the destination point and the bus B stops running, a YES determination is made in S15. When the bus B is traveling along the travel route R (NO determination in S15), the ECU 20 repeatedly executes the processes of S11 to S14 to calculate the charge power amount and the full charge capacity by contactless charging.

When the bus B arrives at the destination and finishes traveling, the ECU 20 sums up the amounts of electric power charged by each contactless charge calculated in S12 while traveling along the travel route R in S16 to obtain the total amount of electric power charged. Calculate The ECU 20 further calculates the average travel speed of the travel route R using the output signal of the vehicle speed sensor 28 .

In S17, the ECU 20 transmits to the server 1 charging information including the average travel speed of the travel route R calculated in S16 and the total charging power amount, and vehicle information including the full charge capacity of the battery 30 calculated in S14. do. When the server 1 receives charging information and vehicle information from each bus B, the server 1 stores the received charging information and vehicle information in the storage unit 62, thereby updating the charging information and vehicle information (see FIGS. 5 and 6). .

Returning to FIG. 4 , in server 1 , operation management unit 50 includes full charge capacity acquisition unit 52 , average running speed calculation unit 54 , total charge power amount calculation unit 56 , and travel route determination unit 58 .

When the operation management unit 50 receives an instruction from the user via the I/O circuit 14 to start executing processing for managing the operation of the buses B1 to Bn (hereinafter also referred to as a "start instruction"), the operation management unit 50 performs the following: start the operation management process described in .

Upon receiving the start instruction, the full charge capacity acquisition unit 52 refers to the vehicle information (see FIG. 5) stored in the storage unit 62 to obtain the current state of the battery 30 mounted on each of the buses B1 to Bn. Get full charge capacity.

Upon receiving the start instruction, the average travel speed calculation unit 54 acquires traffic congestion information for the travel routes R1 to Rm by communicating with the road traffic information management server 3 via the communication unit 60 . The congestion information includes congestion prediction information for each of the travel routes R1 to Rm. The traffic congestion prediction information includes information such as travel sections in which congestion is expected to occur on each travel route R and predicted values of traffic congestion in the travel sections.

The average travel speed calculation unit 54 calculates a predicted value of the average travel speed of each travel route R using the acquired congestion prediction information. Specifically, when the travel route R includes a travel section where congestion is expected to occur, the average travel speed calculation unit 54 calculates the travel distance based on the distance of the travel section and the predicted amount of congestion. A predicted value of the average running speed of the route R is calculated.

The total charging power amount calculation unit 56 is based on the charging information (see FIG. 6) stored in the storage unit 62 and the predicted value of the average travel speed of the travel route R obtained by the average travel speed calculation unit 54. , the predicted value of the total charge power amount for each travel route R is calculated. Specifically, the total charge power amount calculation unit 56 refers to the relationship between the average travel speed of the travel route R and the total charge power amount of the battery 30 shown in FIG. , the total charged power amount corresponding to the predicted value of the average traveling speed is acquired as the predicted value of the total charged power amount.

The travel route determining unit 58 determines the current full charge capacity of the battery 30 of each of the buses B1 to Bn, which is obtained by the full charge capacity obtaining unit 52, and the travel route R1, which is calculated by the total charging power amount calculating unit 56. . . . Rm, the travel route R for each of the buses B1 to Bn is determined.

Specifically, the travel route determination unit 58 determines the travel route R of each bus B so that the total charge power amount of the battery 30 from the travel route R increases as the full charge capacity of the battery 30 decreases. do. FIG. 8 is a diagram for explaining the basic idea when determining the travel route R. As shown in FIG.

FIG. 8 shows an example of the correspondence relationship between the travel routes R1 to Rm and the bus B assigned to each travel route R. As shown in FIG. As shown in FIG. 8, the buses B1 to Bn are arranged in ascending order of the current full charge capacity of the battery 30 . The travel routes R1 to Rm are arranged in descending order of the predicted value of the total charge power amount. Bus B3, in which the current full charge capacity of battery 30 is the smallest, is assigned travel route R2, in which the predicted value of the total charge power amount is the largest. Bus B2 with the second smallest current full charge capacity of battery 30 is assigned travel route R4 with the second largest predicted value of total charge power. In this way, the travel route R with a relatively small predicted value of the total charge power amount is assigned to the bus B with the relatively large current full charge capacity of the battery 30 .

Since the amount of output electric power of the battery 30 is limited as the full charge capacity of the battery 30 decreases, there is a concern that the bus B may become unable to run due to insufficient electric power (so-called electricity failure) while the bus B is running. be. In order to avoid the occurrence of lack of electricity, it is required to actively charge the battery 30 by the power transmission devices 8 and 9 while the vehicle is running.

As described above, the travel route determination unit 58 determines that the battery 30 is deteriorated and the full charge capacity of the bus B is lower than that of the other buses B. A travel route R with a large total charge power amount is assigned. In this way, the battery 30 of the bus B, whose full charge capacity has decreased, is charged with more electric power while the bus is running, so that it is possible to suppress the occurrence of power failure.

<Control flow>
FIG. 9 is a flow chart showing a processing procedure for determining the traveling route of the bus B in the server 1. As shown in FIG. This flowchart is called and executed from a main routine (not shown) when a start instruction is received via the I/O circuit 14, for example.

At S21, the server 1 refers to the vehicle information (see FIG. 5) stored in the database 13 to acquire the current full charge capacity of the battery 30 mounted on each of the buses B1 to Bn.

At S22, the server 1 communicates with the road traffic information management server 3 to obtain traffic congestion prediction information for the travel routes R1 to Rm. The traffic congestion prediction information includes information such as travel sections in which congestion is expected to occur on each travel route R and predicted values of traffic congestion in the travel sections.

In S23, the server 1 predicts the average travel speed of each travel route R using the traffic congestion prediction information acquired in S22. In S23, the predicted value of the average traveling speed of the travel route R is calculated using the predicted value of the distance and congestion amount of the travel section where the occurrence of congestion is expected, and the distance of the travel section other than the relevant travel section. .

At S24, the server 1 calculates the total speed for each travel route R based on the charging information (see FIG. 6) stored in the database 13 and the predicted value of the average travel speed of the travel route R obtained at S23. Predict the charging power amount. The server 1 refers to the relationship between the average travel speed of the travel route R and the total charge power amount shown in FIG. The amount of power is obtained as a predicted value of the total charging power amount.

At S25, the server 1 predicts the current full charge capacity of the battery 30 on each of the buses B1 to Bn obtained at S21 and the total charge power amount on each of the travel routes R1 to Rm obtained at S24. A travel route R for each of the buses B1 to Bn is determined based on the value and the values. In S24, as shown in FIG. 8, the server 1 selects a travel route R for each bus B so that the bus B with a small full charge capacity of the battery 30 travels on the travel route R with a large total charge power amount. decide.

At S26, the server 1 notifies each bus B of the travel route R determined at S25.

As described above, according to the bus operation management system 100 according to Embodiment 1, as the full charge capacity of the battery 30 decreases, the total amount of charging power of the battery 30 from the travel route R increases. By determining the travel route R of each bus B, it is possible to compensate for the decrease in the full charge capacity by charging the bus while the bus is traveling.

Furthermore, according to the bus operation management system 100 according to the first embodiment, by predicting the total amount of electric power to be charged using traffic congestion prediction information for each travel route R, The travel route R can be appropriately assigned according to the full charge capacity.

In the bus operation management system 100 according to Embodiment 1, each bus B calculates the full charge capacity of the battery 30 each time it travels along the travel route R, and sends vehicle information including the calculated full charge capacity to the server. 1, it is possible to appropriately assign the travel routes R to the buses B1 to Bn based on the current full charge capacity of the battery 30. FIG.

Furthermore, according to the bus operation management system 100 according to Embodiment 1, each bus B calculates the average travel speed and the total amount of electric power charged on the travel route R each time it travels along the travel route R, and the calculated travel By transmitting the charging information including the average running speed of the route R and the total charging power amount to the server 1, the running route R of each bus B can be appropriately determined using the latest charging information.

[Embodiment 2]
In the first embodiment described above, the average traveling speed of the traveling route R is predicted from the congestion prediction information of the traveling route R, and the total charging power amount on the traveling route R is calculated using the predicted average traveling speed of the traveling route R. A predicted configuration example has been described.

In Embodiment 2, another configuration example for predicting the total amount of charging power on the travel route R will be described. Since the overall configuration of bus operation management system 100 and the configurations of server 1 and bus B according to Embodiment 2 are basically the same as those of Embodiment 1, description thereof will not be repeated.

In the second embodiment, in the bus B, the average travel speed calculation unit 70 (see FIG. 4) calculates the average travel speed in the travel section (power transmission section) where the power transmission device 8 (see FIG. 3) is installed for each travel route R. configured to calculate travel speed; The average travel speed in the power transmission section can be obtained, for example, by dividing the travel distance of the bus B when traveling in the power transmission section by the travel time.

Each time the bus B travels along the travel route R, the communication unit 76 calculates the average travel speed in the power transmission section calculated by the average travel speed calculation unit 70 and the The total charging power amount is transmitted to the server 1 as charging information. The communication unit 76 further transmits the fully charged capacity of the battery 30 calculated by the state-of-charge calculation unit 72 to the server 1 as vehicle information.

In server 1 , communication unit 60 stores vehicle information and charging information received from bus B in storage unit 62 . FIG. 10 is a diagram showing an example of charging information stored in the storage unit 62. As shown in FIG. FIG. 10 shows a table showing the total charge power amount on the travel route R for each of the travel routes R1 to Rm. In each travel route R, the total charge power amount changes according to the travel speed of the power transmission section. In Embodiment 2, on each travel route R, the average travel speed of the power transmission section is used to evaluate the magnitude of the total charged power amount. This is based on the fact that when the average traveling speed in the power transmission section is slow, the total charge power amount tends to be larger than when the average traveling speed in the power transmission section is fast.

In each travel route R, the average travel speed in the power transmission section changes according to the traffic congestion situation in the power transmission section. As the amount of congestion in the power transmission section increases, the average running speed in the power transmission section becomes slower. As a result, the total charge power amount on the travel route R also changes according to the traffic congestion situation in the power transmission section.

The charging information shown in FIG. 10 can be obtained by conducting a test in which the bus B travels each travel route R in advance. Alternatively, it can be obtained by calculating the total charged power amount on the travel route R and the average travel speed in the power transmission section every time each bus B actually travels on the travel route R.

<Control flow>
FIG. 11 is a flow chart showing a processing procedure for determining the running route of the bus B in the server 1. As shown in FIG. This flowchart is called from a main routine (not shown) and executed when a start instruction is received via the I/O circuit 14, as in FIG.

The flowchart shown in FIG. 11 is obtained by replacing the processing of S23 and S24 in the flowchart shown in FIG. 9 with S23A and S24A.

9, the server 1 refers to the vehicle information (see FIG. 5) stored in the database 13 to determine the current full charge capacity of the battery 30 mounted on each of the buses B1 to Bn. get. At S22, which is the same as in FIG. 9, the server 1 communicates with the road traffic information management server 3 to obtain traffic congestion prediction information for the travel routes R1 to Rm.

In S23A, the server 1 predicts the average travel speed of the power transmission section in each travel route R using the congestion prediction information acquired in S22. In S23A, the predicted value of the average traveling speed of the power transmission section is calculated based on the predicted value of the amount of congestion in the power transmission section.

In S24A, the server 1 performs each travel based on the charging information (see FIG. 10) stored in the database 13 and the predicted value of the average travel speed in the power transmission section of each travel route R obtained in S23A. Predict the total charging energy in the route R. The server 1 refers to the relationship between the average traveling speed of the power transmission section of each traveling route R shown in FIG. A total charged power amount corresponding to the predicted value is acquired as a predicted value of the total charged power amount.

At S25, the server 1 predicts the current full charge capacity of the battery 30 on each of the buses B1 to Bn obtained at S21 and the total charge power amount on each of the travel routes R1 to Rm obtained at S24A. A travel route R for each of the buses B1 to Bn is determined based on the value and the values. At S26, the server 1 notifies each bus B of the travel route R determined at S25.

As described above, the same effect as the bus operation management system 100 according to the first embodiment can be obtained in the bus operation management system 100 according to the second embodiment.

Furthermore, according to the bus operation management system 100 according to Embodiment 2, by predicting the total charging power amount using the congestion prediction information in the power transmission section for each travel route R, for the buses B1 to Bn, The travel route R can be appropriately assigned according to the fully charged capacity of the battery 30 .

Further, according to the bus operation management system 100 according to the second embodiment, every time each bus B travels along the traveling route R, the average running speed and the total charged power amount of the power transmission section are calculated, and the calculated power transmission section By transmitting the charging information including the average travel speed and the total amount of charging power to the server 1, the travel route R of each bus B can be appropriately determined using the latest charging information.

[Embodiment 3]
In the embodiment described above, when the server 1 receives a start instruction from the user via the I/O circuit 14, the full charge capacity of the battery 30 at that time and the total charge power amount of each travel route R are predicted. A configuration example in which the travel route R is determined based on the values has been described.

On the other hand, since the manner in which the battery 30 is used differs depending on the travel route R, each of the buses B1 to Bn continues to travel along the assigned travel route R, thereby increasing the degree of deterioration of the battery 30 between the buses B1 to Bn. There is concern that the difference between For example, even if the total charge power amounts of the two travel routes R are the same, the degree of progress of deterioration of the battery 30 may differ due to the difference in the timing at which the non-contact charging is performed by the power transmission devices 8 and 9. be.

In Embodiment 3, a configuration will be described in which the server 1 periodically determines the travel route R by issuing a start instruction at a predetermined cycle. Since the overall configuration of bus operation management system 100 and the configuration of server 1 and bus B according to Embodiment 3 are basically the same as those of Embodiment 1, description thereof will not be repeated.

FIG. 12 is a block diagram showing the functional configuration of server 1 and bus B. As shown in FIG. FIG. 12 shows a functional configuration related to processing for managing operation of bus B. As shown in FIG. The functional configuration of bus B shown in FIG. 12 is the same as the functional configuration of bus B shown in FIG.

The functional configuration of the server 1 shown in FIG. 12 is obtained by adding an instruction generating section 64 and a timer 66 to the functional configuration of the server 1 shown in FIG. A timer 66 measures the elapsed time since the previous travel route R was determined. The instruction generator 64 is configured to generate a start instruction when the measured value of the timer 66 reaches a predetermined time.

When the operation management unit 50 receives the start instruction from the instruction generation unit 64, the operation management unit 50 executes processing for determining the travel route R of the buses B1 to Bn. The operation management unit 50 determines the travel route R of the buses B1 to Bn according to the fully charged capacity of the battery 30 in each bus B at the time when the start instruction is received.

According to the bus operation management system 100 according to Embodiment 3, the travel route R of each bus B is periodically changed to a travel route R according to the full charge capacity of the battery 30 . According to this, as the full charge capacity of the battery 30 decreases, the travel route R is changed to a travel route R in which the total charge power amount of the battery 30 is greater. As a result, the decrease in the full charge capacity can be compensated for by charging the bus while the bus is running, so the occurrence of power failure in the bus B can be suppressed.

It should be considered that the embodiments disclosed this time are illustrative in all respects and not restrictive. The scope of the present disclosure is indicated by the scope of claims rather than the description of the above-described embodiments, and is intended to include all modifications within the scope and meaning equivalent to the scope of the claims.

1 server, 2 road traffic information management server, 5 power supply equipment, 7 stops, 8, 9 power transmission device, 10, 21 CPU, 11 RAM, 12 ROM, 13 database, 14 I/O circuit, 15 communication I/F, 16 Communication bus, 20 ECU, 22 memory, 23 communication module, 24 monitoring unit, 25 voltage sensor, 26 current sensor, 27 temperature sensor, 28 vehicle speed sensor, 30 battery, 32 PCU, 34 motor generator, 36 transmission gear, 38 drive wheel , 40 inlet, 41, 44 charger, 42 power receiving device, 50 operation management unit, 52 full charge capacity acquisition unit, 54, 70 average travel speed calculation unit, 56 total charge electric energy calculation unit, 58 travel route determination unit, 60 , 76 communication unit, 62 storage unit, 64 instruction generation unit, 66 timer, 72 charge state calculation unit, 74 charge power amount calculation unit, 80 controller, 81 to 86 power transmission unit, 811 to 861 power transmission coil, 100 bus operation management system , B1-Bn bus, R1-Rm driving route.

Claims (9)

a plurality of electric buses;
a server that manages operation of the plurality of electric buses by allocating the plurality of electric buses to a plurality of travel routes,
Each of the plurality of electrical buses includes:
a battery that stores power for running;
a power receiving device that wirelessly receives power from an external power transmitting device to charge the battery;
each of the plurality of travel routes is provided with at least one power transmission device;
The server is
a full charge capacity acquisition unit that acquires the full charge capacity of the battery in each of the plurality of electric buses;
a total charged power amount calculation unit that calculates a total charged power amount of the battery by the at least one power transmission device for each of the plurality of travel routes;
a travel route determination unit that determines a travel route of each of the plurality of electric buses so that the total amount of charging power of the battery from the travel route increases as the full charge capacity of the battery decreases. Operation management system. The server is
a storage unit that stores charging information and vehicle information;
a first communication unit that receives traffic congestion prediction information for the plurality of travel routes;
an average travel speed calculation unit that calculates a predicted value of an average travel speed of the travel route for each of the plurality of travel routes, using the received traffic congestion prediction information;
The charging information includes, for each of the plurality of travel routes, a relationship between an average travel speed of the travel route and a total charge power amount of the battery;
the vehicle information includes a full charge capacity of the battery in each of the plurality of electric buses;
The total charge power amount calculation unit estimates the total charge power amount of the battery for each of the plurality of travel routes by referring to the charge information, based on a predicted value of an average travel speed of the travel route. Calculate the value of
The traveling route determination unit determines the plurality of electric buses based on the full charge capacity of the battery on each of the plurality of electric buses and the predicted value of the total charging power amount of the battery on each of the plurality of traveling routes. 2. The bus operation management system according to claim 1, wherein said travel route for each bus is determined. Each of the plurality of electrical buses includes:
a calculation unit that calculates the full charge capacity of the battery, the average travel speed of the travel route, and the total charge power amount of the battery each time the assigned travel route is traveled;
A second communication unit that transmits the calculation result of the calculation unit to the server,
3. The bus operation management system according to claim 2, wherein said first communication unit receives said calculation results transmitted from each of said plurality of electric buses and stores them in said storage unit. The server is
a storage unit that stores charging information and vehicle information;
a first communication unit that receives traffic congestion prediction information for the plurality of travel routes;
An average travel speed calculation unit that calculates a predicted value of an average travel speed in a travel section in which the at least one power transmission device is installed for each of the plurality of travel routes, using the received traffic congestion prediction information. ,
The charging information includes the relationship between the average traveling speed of the traveling section and the total charging power amount of the battery for each of the plurality of traveling routes,
the vehicle information includes a full charge capacity of the battery in each of the plurality of electric buses;
The total charge power amount calculation unit calculates the predicted value of the total charge power amount based on the predicted value of the average travel speed in the travel section for each of the plurality of travel routes by referring to the charge information. calculate,
The traveling route determination unit determines the number of the electric buses based on the full charge capacity of the battery on each of the plurality of electric buses and the predicted value of the total charged power amount on each of the plurality of traveling routes. 2. The bus operation management system according to claim 1, wherein each said travel route is determined. Each of the plurality of electrical buses includes:
a calculation unit that calculates the full charge capacity of the battery, the average travel speed of the travel section, and the total charge power amount of the battery each time the assigned travel route is traveled;
A second communication unit that transmits the calculation result of the calculation unit to the server,
5. The bus operation management system according to claim 4, wherein said first communication unit receives said calculation results transmitted from each of said plurality of electric buses and stores them in said storage unit. The server further includes an input/output circuit that receives a start instruction from the user,
the full charge capacity acquiring unit acquires the full charge capacity of the battery in each of the plurality of electric buses in accordance with the start instruction received by the input/output circuit;
6. The bus operation management system according to any one of claims 1 to 5, wherein said travel route determination unit determines a travel route for each of said plurality of electric buses in accordance with said start instruction received by said input/output circuit. . The server further includes an instruction generation unit that generates a start instruction at a predetermined cycle,
The full charge capacity acquiring unit acquires the full charge capacity of the battery in each of the plurality of electric buses in accordance with the start instruction,
6. The bus operation management system according to any one of claims 1 to 5, wherein said travel route determination unit determines a travel route for each of said plurality of electric buses in accordance with said start instruction. A server that manages operation of the plurality of electric buses by allocating a plurality of electric buses to a plurality of travel routes,
Each of the plurality of electrical buses includes:
a battery that stores power for running;
a power receiving device that wirelessly receives power from an external power transmitting device to charge the battery;
each of the plurality of travel routes is provided with at least one power transmission device;
a full charge capacity acquisition unit that acquires the full charge capacity of the battery in each of the plurality of electric buses;
a total charged power amount calculation unit that calculates a total charged power amount of the battery by the at least one power transmission device for each of the plurality of travel routes;
a travel route determination unit that determines a travel route for each of the plurality of electric buses so that the total charge power amount of the battery from the travel route increases as the full charge capacity of the battery decreases. ,server. A bus operation management method for managing operation of a plurality of electric buses by allocating a plurality of electric buses to a plurality of travel routes,
Each of the plurality of electrical buses includes:
a battery that stores power for running;
a power receiving device that wirelessly receives power from an external power transmitting device to charge the battery;
each of the plurality of travel routes is provided with at least one power transmission device;
obtaining a full charge capacity of the battery on each of the plurality of electric buses;
calculating a total charging power amount of the battery by the at least one power transmission device for each of the plurality of travel routes;
determining a travel route for each of the plurality of electric buses so that the total charge power amount of the battery from the travel route increases as the full charge capacity of the battery decreases. Management method.

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