JP7367376B2 - Operation management method, operation management system, and on-board computer - Google Patents

Description

The disclosure in this specification relates to an operation management technique for managing the operation of service vehicles.

Patent Document 1 discloses a navigation device that can search for a minimum acceleration route with the least vertical acceleration. In Patent Document 1, when the minimum acceleration route is selected based on the driver's selection operation, the navigation device guides the driver to the minimum acceleration route as the ride comfort priority route.

Japanese Patent Application Publication No. 2015-145849

In recent years, service vehicles that provide mobility services to users have attracted attention. Such service vehicles may, for example, travel along predefined operating routes. However, even when traveling on the same route, the energy consumption of service vehicles can vary greatly due to external factors, that is, the influence of various surrounding environments around the road.

The present disclosure aims to provide a traffic management method , a traffic management system, and an on-vehicle computer that can reduce variations in energy consumption of service vehicles traveling along service routes.

In order to achieve the above object, one aspect disclosed is an operation management method that is implemented by a computer (110a, 100a) and manages the operation of a service vehicle (SV) traveling along an operation route, the method comprising at least one The process executed by the processor (111, 11) includes searching for a plurality of candidate routes for operation routes (S103) and acquiring road information and surrounding environment information related to running resistance acting on the service vehicle. (S104, S105), using road information and surrounding environment information related to the plurality of candidate routes, estimates the energy consumed by the service vehicle in operation according to each candidate route (S106), and selects from among the plurality of candidate routes. , a candidate route with lower energy consumption is prioritized and adopted as the operation route (S107), and upper limits of consumption energy to be allocated to multiple consumption domains (DEc) mounted on the service vehicle are set for operation according to the operation route (S107). (S15), and when the service vehicle performs emergency avoidance, use of the consumption domain related to the execution of emergency avoidance is set so that the output of the power supply domain (DEs) that supplies power to the consumption domain of The operation management method includes the steps of raising the upper limit and lowering the usage upper limit of consumption domains not related to execution of emergency avoidance (S23) .

Further, one aspect disclosed is a traffic management system including a traffic management device ( 110) that manages the operation of a service vehicle traveling according to a service route, and an energy manager (100) installed in the service vehicle, The management device includes a road information acquisition unit (123, 124) that acquires road information related to running resistance acting on the service vehicle, an environmental information acquisition unit (122) that acquires surrounding environment information related to running resistance, A route setting unit (131) that searches for a plurality of candidate routes as service route candidates, and road information and surrounding environment information related to the plurality of candidate routes, calculates the consumption consumed by the service vehicle in operation according to each candidate route. a consumption estimating unit (132) that estimates energy; the route setting unit prioritizes a candidate route that consumes less energy from among the plurality of candidate routes and adopts it as an operating route; In operation according to the following, the upper limit of consumption energy allocated to multiple consumption domains (DEc) mounted on a service vehicle should not exceed the upper limit of output of power supply domains (DEs) that supply power to multiple consumption domains. The arbitration execution unit (73) is configured to raise the usage upper limit of the consumption domain related to the execution of emergency avoidance when the service vehicle performs emergency avoidance, and set the consumption domain not related to the execution of emergency avoidance. It is said to be an operation management system that lowers the upper limit on domain usage .

In these aspects, not only road information related to running resistance but also surrounding environment information related to running resistance is used to estimate the energy consumed by the service vehicle. Therefore, a travel route that is estimated to reduce energy consumption can be set, taking into consideration in advance the fluctuations in energy consumption caused by changes in the surrounding environment. As a result, it is possible to reduce variations in energy consumption of service vehicles traveling along the service route.
Furthermore, one aspect disclosed is an on-vehicle computer installed in a service vehicle traveling along a service route, the consumption being allocated to a plurality of consumption domains (DEc) installed on the service vehicle during operation according to the service route. An arbitration execution unit (73) that sets the upper limit of energy use so that it does not exceed the upper limit of the output of power supply domains (DEs) that supply power to multiple consumption domains, and when a service vehicle performs emergency avoidance, an emergency avoidance information acquisition unit (72) that notifies the arbitration execution unit that emergency avoidance is to be performed; It is said that the in-vehicle computer will raise the upper limit of usage for consumption domains that are not related to the execution of emergency avoidance.

Note that the reference numbers in parentheses above merely indicate an example of the correspondence with specific configurations in the embodiments to be described later, and do not limit the technical scope in any way.

1 is a diagram schematically showing an overall image of a mobility service system according to an embodiment of the present disclosure. FIG. 2 is a block diagram showing the electrical configuration mounted on the service vehicle. FIG. 2 is a block diagram showing a schematic configuration of an energy manager. 3 is a flowchart showing details of power arbitration processing performed by the energy manager. It is a flowchart which shows the details of the emergency avoidance process performed by an energy manager. FIG. 2 is a block diagram showing a schematic configuration of an operation manager. 3 is a flowchart showing details of route setting processing performed by the energy manager.

The mobility service system according to the embodiment of the present disclosure shown in FIG. 1 manages the traveling of a large number of service vehicles SV by an operation manager 110, and realizes the provision of a movement space to a user U by the service vehicles SV. The operation manager 110 shown in FIGS. 1 and 2 generates an operation route for each service vehicle SV for operation management, and provides the generated operation route to each service vehicle SV. The service vehicle SV regularly travels on a preset operation route, such as a route bus, according to the operation route acquired from the operation manager 110, and provides a means of transportation to the user U.

In addition to the operation manager 110 and the service vehicle SV, the mobility service system includes a settlement system that collects fees for providing mobility services, a traffic information distribution server 170, a weather information distribution server 190, a large number of charging stations CS, etc. There is. These configurations are each connected to the network NW and can communicate with each other. The details of the traffic information distribution server 170, the weather information distribution server 190, the charging station CS, the service vehicle SV, and the operation manager 110 will be explained below in order.

The traffic information distribution server 170 and the weather information distribution server 190 are information distribution servers installed on the cloud. The traffic information distribution server 170 receives information such as the number of vehicles passing through each road and vehicle speed, as well as the number and movement of people passing near the road, from a large number of measuring instruments such as traffic counters installed on or near the road. Displays information such as speed. The traffic information distribution server 170 collects position information, vehicle speed information, etc. from a large number of vehicles that actually drive on the road. The traffic information distribution server 170 collects location information, moving speed information, etc. from mobile terminals owned by moving pedestrians and the like.

The traffic information distribution server 170 generates road information such as road congestion information, congestion information, and road closure information for each road section based on analysis of information collected from measuring instruments and each vehicle. In generating such road information, the traffic information distribution server 170 may utilize traffic regulation information associated with road construction and the like. Further, the traffic information distribution server 170 generates a congestion map showing the flow and degree of mixing of people near the road based on the analysis of information related to human traffic collected from measuring instruments and each mobile terminal. The traffic information distribution server 170 distributes the generated road information and the congestion map around the road to the operation manager 110, the service vehicle SV, etc. via the network NW.

The weather information distribution server 190 generates weather information based on measurement information collected from weather measuring instruments installed in various places. Weather information includes current observed values and predicted values at predetermined intervals (for example, 10 minutes) regarding outside temperature, humidity, atmospheric pressure, wind direction, wind volume, amount of solar radiation, amount of radiant heat from the road surface, amount of rainfall, snowfall, etc. include. Observed values and predicted values as weather information are generated for each range divided into a mesh shape of a predetermined distance (for example, about several hundred meters to 1 km) or for each point set at a predetermined interval. The weather information distribution server 190 distributes the generated weather information to the operation manager 110, the service vehicle SV, etc. via the network NW.

The charging station CS is an infrastructure facility that charges the main battery 22 for driving mounted on the service vehicle SV. The charging stations CS are distributed and installed in specific areas where mobility services are provided. The charging station CS is installed, for example, in parking lots of shopping malls, convenience stores, public facilities, and the like.

The charging station CS is provided with a charger that can be electrically connected directly or indirectly to the service vehicle SV. The charger charges the main battery 22 mounted on the service vehicle SV using AC power supplied through a power grid or DC power supplied from a solar power generation system or the like. The charging station CS provides availability information indicating the current or future availability of the charger, specification information indicating the charging capacity of the charger, etc. to the operation manager 110, the service vehicle SV, etc. via the network NW.

The service vehicle SV is a self-driving vehicle that can autonomously travel without any driving operation by a driver. The service vehicle SV is equipped with an external sensor 91, a locator 92, a DCM 93, and an AD computer 90 as components for enabling autonomous driving. Furthermore, the service vehicle SV is equipped with a plurality of consumption domains DEc, power supply domains DEs, a charging system 50, and an energy manager 100.

The external sensor 91 detects moving objects such as pedestrians and other vehicles, as well as stationary objects such as curbs, road signs, road markings, and lane markings on the road. The service vehicle SV is equipped with a camera unit, a lidar, a millimeter wave radar, a sonar, and the like as an external sensor 91, for example.

The locator 92 has an antenna capable of receiving positioning signals from a plurality of positioning satellites of a satellite positioning system. Locator 92 measures the position of service vehicle SV based on the received positioning signal.

DCM (Data Communication Module) 93 is a communication module mounted on the service vehicle SV. The DCM 93 transmits and receives radio waves to and from base stations BS around the service vehicle SV through wireless communication in accordance with communication standards such as LTE (Long Term Evolution) and 5G. By installing the DCM93, the service vehicle SV becomes a connected car that can be connected to the network NW.

An AD (Automated Driving) computer 90 cooperates with the operation manager 110 to realize autonomous driving of the service vehicle SV based on the operation route. The AD computer 90 is an on-vehicle computer that includes a processing section, a RAM, a storage section, an input/output interface, a bus connecting these, and the like. The AD computer 90 obtains the operation route sent by the operation manager 110 through the DCM 93.

The AD computer 90 recognizes the driving environment around the service vehicle SV based on object information acquired from the external sensor 91 and position information acquired from the locator 92, and creates a schedule for driving the service vehicle SV according to the service route. Generate a driving route. The AD computer 90 calculates each control amount of driving, braking, and steering to realize travel based on the planned travel route, and generates a control command instructing each control amount. The AD computer 90 sequentially outputs the generated control commands to the exercise manager 30, which will be described later.

The AD computer 90 collects road surface information of the road surface on which the service vehicle SV travels based on analysis of image data from the front camera of the external world sensor 91, measurement data from an acceleration sensor mounted on the service vehicle SV, and the like. The road surface information is information indicating the state of unevenness on the road surface of each road section and the roughness of the pavement. The AD computer 90 transmits the generated road surface information to the operation manager 110 in a state where it is linked to the position information of the locator 92.

The consumption domain DEc is a group of in-vehicle equipment that implements various vehicle functions by using power from the main battery 22 and the like. One consumption domain DEc includes at least one domain manager, and is a group of in-vehicle devices whose power consumption is managed by this domain manager. The plurality of consumption domains DEc include an operation control domain DDc and an air conditioning control domain.

The driving control domain DDc is a consumption domain DEc that controls the driving of the service vehicle SV. The driving control domain DDc includes a motor generator 31, an inverter 32, a steering control system 33, a brake control system 34, a suspension control system 35, and a motion manager 30.

Motor generator 31 is a drive source that generates driving force for driving service vehicle SV. Inverter 32 controls power running and regeneration by motor generator 31 . When the motor generator 31 is running, the inverter 32 converts the DC power supplied from the main battery 22 into three-phase AC power, and supplies the three-phase AC power to the motor generator 31 . The inverter 32 can adjust the frequency, current, and voltage of the AC power, and controls the driving force generated by the motor generator 31. On the other hand, during regeneration by the motor generator 31 , the inverter 32 converts AC power into DC power and supplies it to the main battery 22 .

The steering control system 33 is provided integrally with the steering mechanism of the service vehicle SV. The steering control system 33 controls the steering angle of the steered wheels of the service vehicle SV by operating an actuator. The brake control system 34 includes an actuator that controls the brake pressure of a brake device provided on each wheel of the service vehicle SV. The brake control system 34 controls the braking force generated at each wheel by operating actuators.

The suspension control system 35 is provided integrally with a suspension device that supports each wheel of the service vehicle SV. The suspension control system 35 is interposed between each suspension system and the vehicle body, and adjusts the spring constant, vehicle height, damping force, etc. by operating actuators. For example, the suspension control system 35 uses an actuator to increase or decrease the amount of air filled in an air spring interposed between each suspension system and the vehicle body, thereby making it possible to adjust the spring constant and vehicle height. Further, the suspension control system 35 may be configured to be able to raise and lower the vehicle body using hydraulic pressure generated by an electric pump. Further, the suspension control system 35 makes it possible to adjust the damping force by increasing or decreasing the diameter of an orifice provided in the oil damper by operating an actuator and controlling the flow of oil passing through the orifice.

Exercise manager 30 is an on-vehicle computer electrically connected to AD computer 90. The exercise manager 30 obtains control commands indicating control amounts for driving, braking, steering, etc. from the AD computer 90. The motion manager 30 integrally controls the inverter 32, the steering control system 33, and the brake control system 34 based on the control command, and causes the service vehicle SV to travel autonomously so as to trace the planned travel route.

Furthermore, when the AD computer 90 determines to perform emergency avoidance, the motion manager 30 forcibly controls the behavior of the service vehicle SV based on the control command obtained from the AD computer 90. Specifically, the motion manager 30 executes sudden braking by the brake control system 34 and steering to avoid obstacles by the steering control system 33 as emergency avoidance actions.

The exercise manager 30 also cooperates with the AD computer 90 to implement a plurality of controls to improve the ride comfort of the service vehicle SV. In other words, the exercise manager 30 uses the power of the main battery 22 to perform control to ensure the ride comfort of the service vehicle SV and, by extension, the driving quality.

As a first control for improving riding comfort, the motion manager 30 performs acceleration/deceleration control and steering control so as to suppress pitching and rolling of the living room space. Specifically, the motion manager 30 integrally controls the motor generator 31 and the steering control system 33 so as to suppress fluctuations (jerk) in acceleration in the longitudinal and lateral directions that act on the passenger.

As a second control for improving ride comfort (vehicle body stabilization), the motion manager 30 controls the steering control system 33 and suspension control when the service vehicle SV is receiving a strong crosswind (for example, a wind speed of 10 m or more). Activate each actuator of system 35. Specifically, the steering control system 33 performs control to precisely correct the steering angle of the steered wheels in order to stably drive the service vehicle SV straight ahead. Furthermore, the suspension control system 35 adjusts the amount of air filled in the air spring so as to tilt the body of the service vehicle SV toward the windward side, thereby stabilizing the vehicle posture.

As a third control for improving ride comfort, the motion manager 30 cooperates with the suspension control system 35 to perform optimization control of the damping force. Specifically, the suspension control system 35 uses road surface information generated by the AD computer 90, measurement data from an acceleration sensor, and the like to sense posture changes such as heave, roll, and pitch due to road surface input. The suspension control system 35 automatically or actively adjusts the damping force of each oil damper to offset the sensed attitude change. Through such control, the ride comfort of the service vehicle SV is maintained in a good condition even if the road surface condition is poor.

In addition, the exercise manager 30 supports the user U in getting on and off the vehicle by actuating the actuator of the suspension control system 35 as another control to improve driving quality. Specifically, the motion manager 30 cooperates with the suspension control system 35 to perform kneeling to lower the vehicle body relative to the road surface at the timing when the user U gets on and off the vehicle. By such kneeling, the floor height of the living space is temporarily lowered, thereby improving convenience for the user U who uses the wheelchair, for example.

The exercise manager 30 described above functions as a domain manager of the driving control domain DDc, and comprehensively manages power consumption by each configuration of the driving control domain DDc. The exercise manager 30 acquires, from the energy manager 100, the instantaneous power usage upper limit and the power consumption upper limit in a specific period for the driving control domain DDc. The exercise manager 30 controls the power and amount of power used in each component to be controlled so as not to exceed the upper limit of use and the upper limit of consumption. If the upper limit of usage and upper limit of consumption are likely to be exceeded, the exercise manager 30 stops control in order starting from the control for improving riding comfort, and gives priority to power consumption by functions for running. Note that the above-mentioned specific period is, for example, a period from the start of traveling on one service route to the completion of traveling.

The air conditioning control domain is a consumption domain DEc that performs air conditioning of the living space of the service vehicle SV and temperature adjustment of the main battery 22. The air conditioning control domain includes an HVAC (Heating, Ventilation, and Air Conditioning) 41, a temperature control system 42, and a heat manager 40. A plurality of HVACs 41 may be installed for one service vehicle SV.

The HVAC 41 is an electric air conditioner that uses power supplied from the main battery 22 to heat, cool, and ventilate the living space. The HVAC 41 includes a refrigeration cycle device, a blower fan, an electric heater, an air mix damper, and the like. The HVAC 41 controls the compressor, electric heater, air mix damper, etc. of the refrigeration cycle device, and can generate warm air and cold air. The HVAC 41 supplies generated warm air or cold air to the living space as conditioned air by operating a blower fan.

The temperature control system 42 is a system that cools or raises the temperature of the main battery 22, motor generator 31, inverter 32, and the like. The temperature control system 42 includes a cooling circuit, an electric pump, and a liquid temperature sensor. The cooling circuit is mainly composed of pipes installed around each component of the electric drive system, such as the main battery 22, motor generator 31, and inverter 32. The electric pump circulates coolant filled in the piping of the cooling circuit. The liquid temperature sensor measures the temperature of the coolant. The temperature control system 42 maintains the temperature of the electric drive system within a predetermined temperature range by circulating coolant that has been heated or cooled by the HVAC 41 .

Thermal manager 40 is an on-vehicle computer that controls the operation of HVAC 41 and temperature control system 42 . The heat manager 40 compares the air conditioning set temperature of the living space with the temperature measured by a temperature sensor installed in the living space, and controls the air conditioning operation of the HVAC 41 . The heat manager 40 refers to the measurement results of the liquid temperature sensor and controls the temperature control operations of the HVAC 41 and the temperature control system 42.

The thermal manager 40 described above functions as a domain manager of the thermal domain, and comprehensively manages power consumption by each of the HVAC 41 and the temperature control system 42. The thermal manager 40 obtains from the energy manager 100 the instantaneous power usage limit and the power consumption limit for a specific period for the thermal domain. The heat manager 40 controls the power and amount of power used by the HVAC 41 and the temperature control system 42 so that the upper limit of use and the upper limit of consumption are not exceeded.

The power supply domain DEs is a group of in-vehicle devices that enable power supply to the consumption domain DEc. The power supply domains DEs, like the consumption domains DEc, include at least one domain manager. The power supply domain DEs includes a charging circuit 21, a main battery 22, a sub-battery 23, and a battery manager 20.

The charging circuit 21 functions as a junction box that integrally controls the flow of power between each consumption domain DEc and each battery 22, 23 in cooperation with the battery manager 20. The charging circuit 21 supplies power from the main battery 22 and the sub-battery 23 and charges the main battery 22 and the sub-battery 23.

The main battery 22 is a secondary battery that can charge and discharge power. The main battery 22 includes an assembled battery including a large number of battery cells. The battery cell is, for example, a nickel-metal hydride battery, a lithium ion battery, an all-solid battery, or the like. The electric power stored in the main battery 22 is mainly used for driving the service vehicle SV, air conditioning the living space, controlling the temperature of the electric driving system, and the like.

The sub-battery 23, like the main battery 22, is a secondary battery that can charge and discharge power. The sub-battery 23 is, for example, a lead-acid battery. The battery capacity of the sub battery 23 is smaller than that of the main battery 22. The electric power stored in the sub-battery 23 is mainly used by auxiliary equipment of the service vehicle SV, such as the DCM 93.

The battery manager 20 is an in-vehicle computer that functions as a domain manager for the power supply domain DEs. The battery manager 20 manages the power supplied from the charging circuit 21 to each consumption domain DEc. The battery manager 20 notifies the energy manager 100 of remaining capacity information about the main battery 22 and the sub-battery 23.

Charging system 50 supplies power to the power supply domains DEs and enables charging of main battery 22 . An external charger is electrically connected to the charging system 50 at a charging station CS. The charging system 50 outputs charging power supplied through the charging cable to the charging circuit 21. When performing normal charging, charging system 50 converts AC power supplied from a charger for normal charging into DC power and supplies it to charging circuit 21 . On the other hand, when performing quick charging, charging system 50 outputs DC power supplied from a quick charging charger to charging circuit 21 . The charging system 50 has a function of communicating with a charger for quick charging, and controls the voltage supplied to the charging circuit 21 in cooperation with a control circuit of the charger.

Note that the charging system 50 may include an internal combustion engine as a range extender and a motor generator for power generation. Such a charging system 50 can supply charging power to the charging circuit 21 in response to a decrease in the remaining amount of the main battery 22 even in a state where the service vehicle SV is not connected to a charger, such as when the service vehicle SV is running.

The energy manager 100 shown in FIGS. 2 and 3 is an in-vehicle computer 100a that integrally manages power usage by each consumption domain DEc. The in-vehicle computer 100a includes a processing section 11, a RAM 12, a storage section 13, an input/output interface 14, a bus connecting these, and the like. The processing unit 11 is hardware for arithmetic processing coupled with the RAM 12. The processing unit 11 executes various processes by accessing the RAM 12 to realize the functions of each functional unit, which will be described later. The storage unit 13 includes a nonvolatile storage medium. The storage unit 13 stores various programs (such as an energy management program) executed by the processing unit 11.

The energy manager 100 includes a plurality of functional units related to execution of power arbitration processing (see FIG. 4), etc., by causing the processing unit 11 to execute an energy management program stored in the storage unit 13. Specifically, the energy manager 100 includes a plan acquisition section 71, an emergency avoidance information acquisition section 72, and an arbitration execution section 73.

The plan acquisition unit 71 acquires the operation route and reference upper limit (described later) transmitted from the operation manager 110 through the network NW and the DCM 93 (see S11 in FIG. 4). The plan acquisition unit 71 provides the acquired operation route and reference upper limit to the arbitration execution unit 73.

The emergency avoidance information acquisition unit 72 acquires emergency avoidance information output from the AD computer 90 when the AD computer 90 decides to implement emergency avoidance. When the emergency avoidance information acquisition unit 72 acquires the emergency avoidance information, it notifies the arbitration execution unit 73 that emergency avoidance will be performed.

The arbitration execution unit 73 arbitrates the electric energy supplied to each consumption domain DEc of the service vehicle SV during operation according to the operation route within a range that does not exceed the reference upper limit. The arbitration execution unit 73 acquires the remaining capacity information of the power supply domain DEs from the battery manager 20 (see S12 in FIG. 4). The remaining power information is information indicating the current upper limit values of stock and flow of electrical energy that can be supplied by the power supply domain DEs. The arbitration execution unit 73 simulates the power consumption pattern of each consumption domain DEc during operation based on the operation route provided by the plan acquisition unit 71 (see S14 in FIG. 4).

The arbitration execution unit 73 sets the usage upper limit and consumption upper limit of each consumption domain DEc based on the reference upper limit notified by the plan acquisition unit 71 and the remaining power information acquired from the battery manager 20 while referring to the simulation results. (See S15 in Figure 4). The arbitration execution unit 73 sets each usage upper limit so that the total usage upper limit does not exceed the upper limit value of the output of the power supply domain DEs. The usage limit assigned to each power supply domain DEs may be dynamically changed during driving. The arbitration execution unit 73 sets each consumption upper limit so that the total consumption upper limit does not exceed both the remaining amount of the main battery 22 and the reference upper limit.

The arbitration execution unit 73 notifies the domain manager of the corresponding consumption domain DEc of the set usage upper limit and consumption upper limit. As described above, each domain manager controls the in-vehicle devices within the domain so as not to exceed the usage upper limit and the consumption upper limit. Note that the arbitration execution unit 73 can readjust the usage upper limit and the consumption upper limit based on a request from the domain manager.

The arbitration execution unit 73 has an emergency avoidance control unit 74 as a sub-functional unit that enables emergency avoidance action. The emergency avoidance control unit 74 transfers the power of the main battery 22 to the driving control domain DDc during the execution period of the emergency avoidance by the AD computer 90 and the exercise manager 30 by continuously executing the emergency avoidance process (see FIG. 5). Give priority to supply. The emergency avoidance control unit 74 refers to the remaining power information and the consumption upper limit, and secures a part of the electrical energy stored in the main battery 22 as emergency avoidance energy necessary for executing emergency avoidance, separately from the consumption upper limit ( (See S13 in Figure 4). In addition, the emergency avoidance control unit 74 sets a usage upper limit (hereinafter referred to as "emergency upper limit") applied to each consumption domain DEc during the emergency avoidance execution period. With the execution of emergency avoidance, the emergency upper limit of the operation control domain DDc is raised higher than the normal use upper limit, and is set to a value close to the output upper limit of the power supply domain DEs. On the other hand, the emergency upper limit of the consumption domain DEc excluding the operation control domain DDc is lower than the normal usage upper limit and is set to a value close to zero.

The emergency avoidance control unit 74 does not start a specific operation when the emergency avoidance information acquisition unit 72 does not acquire emergency avoidance information (see S21: NO in FIG. 5). On the other hand, when emergency avoidance information is acquired by the emergency avoidance information acquisition unit 72 (see S21: YES in FIG. 5), the emergency avoidance control unit 74 reads a preset emergency upper limit (see S22 in FIG. 5). Then, the emergency avoidance control unit 74 notifies the domain manager of each consumption domain DEc of the emergency upper limit (see S23 in FIG. 5).

As a result of the above, each domain manager switches the normal usage upper limit, which has already been notified, to the emergency upper limit. As a result, the driving control domain DDc related to the execution of emergency avoidance is allowed to use emergency avoidance energy by raising the usage upper limit to the maximum extent. In this way, by preferentially supplying power to the driving control domain DDc, control of the steering control system 33 and brake control system 34 related to emergency avoidance actions is executed without delay.

As shown in FIGS. 1 and 2, the operation manager 110 is installed in the operation management center CTo. The operation management center CTo is a facility operated by a service provider that provides mobility services. The operation manager 110 functions as an operation management device that manages the operation of the service vehicle SV. The operation manager 110, as shown in FIGS. 2 and 6, is a calculation system mainly composed of at least one server device 110a.

The server device 110a includes a processing section 111, a RAM 112, a storage section 113, an input/output interface 114, a bus connecting these, and the like. The processing unit 111 is hardware for arithmetic processing coupled with the RAM 112. The processing unit 111 executes various processes related to operation management by accessing the RAM 112. The storage unit 113 includes a nonvolatile storage medium. The storage unit 113 stores various programs (operation management program, etc.) executed by the processing unit 111.

The operation manager 110 includes a plurality of functional units that realize the operation management method of the present disclosure by causing the processing unit 111 to execute the operation management program stored in the storage unit 113. Specifically, the operation manager 110 includes functional units such as a user information acquisition section 121, a distribution information acquisition section 122, a traffic information acquisition section 123, an information sharing section 124, and an operation simulation section 130 based on the operation management program.

The user information acquisition unit 121 acquires user information through the network NW and base station BS. The user information is information input into the user terminal UT by the user U who wishes to use the mobility service. The user information includes at least ID information for identifying the user U, usage conditions desired by the user U, such as boarding location, alighting location, and scheduled boarding time (or scheduled boarding time slot). The boarding location and the alighting location are selected from, for example, points on the regular service route of the service vehicle SV. The user U can input user information using, for example, a smartphone, a tablet terminal, a personal computer, or the like as a user terminal UT.

Note that the user U can use the service vehicle SV for the purpose of transporting items P instead of people at a specific location and time. Furthermore, one user U may make boarding reservations for multiple people. In this case, the user information further includes information indicating the number of passengers boarding the service vehicle SV.

The distribution information acquisition unit 122 acquires weather information from the weather information distribution server 190 through the network NW. The distribution information acquisition unit 122 acquires, as surrounding environment information, weather information particularly related to running resistance acting on the service vehicle SV, from among the weather information. The surrounding environment information includes at least weather information such as wind direction and wind volume (or wind speed) for each road section. Weather information such as wind light and wind volume is mainly related to air resistance among the running resistances employed in the service vehicle SV. The distribution information acquisition unit 122 provides the operation simulation unit 130 with weather information acquired as surrounding environment information.

The traffic information acquisition unit 123 acquires road information and a congestion map from the traffic information distribution server 170 through the network NW. Among the road information, road congestion information, etc. is information related to running resistance (mainly acceleration resistance, etc.) acting on the service vehicle SV. On the other hand, the information on the congestion map indicating the flow of people is surrounding environment information related to the running resistance (mainly acceleration resistance, etc.) of the service vehicle SV, similar to the above-mentioned weather information. The traffic information acquisition unit 123 provides the traffic simulation unit 130 with a congestion map as road information and surrounding environment information.

The information sharing unit 124 is a functional unit that enables information sharing between each service vehicle SV and the operation manager 110. The information sharing unit 124 has a function of acquiring road surface information transmitted from the service vehicle SV in addition to a function of transmitting the driving route to the service vehicle SV. The information sharing unit 124 stores the acquired road surface information in the road surface information database 125. The road surface information database 125 is a storage area provided in the storage unit 113, and stores road surface information for each road section. The road surface information stored in the road surface information database 125 is referred to by the driving simulation unit 130 as one piece of road information related to running resistance (mainly rolling resistance, etc.) acting on the service vehicle SV.

The operation simulation unit 130 is a functional unit that generates an operation route for the service vehicle SV. The operation route is information that defines the destination, transit points, travel route between each point, arrival time at each point, etc. of the service vehicle SV. The operation simulation unit 130 includes a route setting unit 131 and a consumption estimation unit 132 as sub-functional units for generating operation routes.

The route setting unit 131 can refer to map data stored in the map database 126. The map database 126 is a storage area provided in the storage unit 113, and stores detailed map data of a specific area to which mobility services are provided. The map database 126 can update the stored map data to the latest information via the network NW.

Based on the user information acquired by the user information acquisition unit 121, the route setting unit 131 grasps the usage conditions of each user U who uses the mobility service, specifically, the boarding location, alighting location, scheduled boarding time, etc. do. The route setting unit 131 refers to the map data stored in the map database 126 and searches for a plurality of candidate routes that can serve as operation route candidates. The plurality of candidate routes include one standard route and a corrected route in which a part of the travel section is changed from the standard route. The standard route is a regular service route set in advance for each service vehicle SV. The corrected route is a route that is set to travel on a road section that is different from the standard route at least in part while satisfying the usage conditions of each user U, such as the boarding location and the alighting location.

The consumption estimating unit 132 uses road information and surrounding environment information related to a plurality of candidate routes to estimate the energy consumed by the service vehicle SV in driving along each candidate route. When the service vehicle SV is a BEV (Battery Electric Vehicle), the consumed energy is substantially the electrical energy of the main battery 22 consumed by the service vehicle SV while traveling along each candidate route. The consumption estimating unit 132 calculates the predicted trends in the energy consumption (in kW) that will be consumed sequentially as the candidate routes travel, and the total amount of energy consumption (in the kWh unit) that will be consumed in the travel of each candidate route. ” or “J”).

Here, the consumed energy estimated by the consumption estimation unit 132 includes traveling consumed energy consumed by traveling and non-driving consumed energy consumed for purposes other than driving. Travel consumption energy is electrical energy consumed by the driving control domain DDc. On the other hand, non-driving consumed energy is electrical energy consumed by a consumption domain DEc other than the driving control domain DDc in the service vehicle SV.

The running energy consumption increases as the running resistance (running load) acting on the service vehicle SV increases. The traveling energy consumption includes not only the energy consumed for moving the service vehicle SV, but also the energy consumed for ensuring the operational quality of the service vehicle SV, such as ride comfort.

The consumption estimation unit 132 grasps the total distance, slope of the driving route, number of stops, driving speed in each section, etc. for each candidate route searched by the route setting unit 131 based on map data, road information, etc. . The consumption estimation unit 132 grasps the expected weight of the service vehicle SV in each road section from the boarding and alighting schedule of the user U based on the user information. The consumption estimating unit 132 estimates the traveling energy consumption based on the above-mentioned information.

Furthermore, when traveling in a crowded area due to an event or the like, the service vehicle SV is forced to travel at low speed. Therefore, based on the congestion map acquired as surrounding environment information, the consumption estimating unit 132 calculates the additional consumption of electrical energy due to low-speed driving and acceleration/deceleration into the driving energy consumption for road sections that pass through congested areas. to add.

The consumption estimation unit 132 refers to the road surface information database 125 for each candidate route and grasps the road surface information on the route. Based on the road surface information of each road section, the consumption estimating unit 132 adds the additional consumption of electrical energy due to an increase in rolling resistance to the traveling energy consumption for a road section that passes through a rough road surface. Furthermore, when driving on a rough road surface, the electrical energy consumed by the suspension control system 35 for ride comfort improvement control increases. Therefore, the consumption estimating unit 132 further adds the additional consumption of electrical energy due to implementation of ride comfort improvement control to the traveling energy consumption for a road section that passes through a rough road surface.

The consumption estimation unit 132 refers to weather information acquired as surrounding environment information for each candidate route, and grasps the wind direction and wind volume on the route. The consumption estimating unit 132 adds the additional consumption of electrical energy due to the increase in air resistance to the traveling energy consumption based on the weather information of each road section. Furthermore, as the crosswind against the service vehicle SV becomes stronger, the electric energy consumed by the steering control system 33 and the suspension control system 35 increases in order to stabilize the vehicle body. Therefore, the consumption estimating unit 132 further adds the additional consumption of electrical energy associated with implementation of control for stabilizing the vehicle body to the traveling energy consumption for road sections that are subject to strong crosswinds.

Further, the consumption estimating unit 132 increases or decreases the traveling energy consumption depending on how the user U uses the service vehicle SV. As an example, if many users U are expected to ride the vehicle while standing, the electrical energy consumed for ride comfort improvement control of the suspension control system 35 may increase in order to prevent the users U from falling. Therefore, as the number of users U increases, the consumption estimating unit 132 estimates the traveling energy consumption to be more than the estimated increase in weight.

Furthermore, when the user U performs a predetermined task in the living space, the consumption estimating unit 132 can estimate a large amount of traveling energy in order to provide good ride comfort according to the task. In addition, the consumption estimating unit 132 can add the electrical energy consumed by the suspension control system 35 for kneeling to the traveling energy consumption when the user U uses a wheelchair to get on and off the vehicle.

The non-driving energy consumption is, for example, electrical energy consumed in the air conditioning control domain to adjust the temperature of the living space, the main battery 22, and the like. The consumption estimating unit 132 calculates, for each candidate route, travel time, expected temperature changes in the living space based on the progress of boarding and alighting of the user U, weather information such as the outside temperature, humidity, and solar radiation around the route, the current temperature of the living space, etc. Understand. The consumption estimating unit 132 estimates the non-driving energy consumed for air conditioning during service provision based on the obtained information. Note that the electrical energy used for temperature control of the main battery 22 may be estimated as the above-mentioned reference energy consumption.

The route setting unit 131 mutually compares the energy consumption of each candidate route estimated by the consumption estimation unit 132, and prioritizes the candidate route with less energy consumption from among the plurality of candidate routes and adopts it as the operating route. . Specifically, the route setting unit 131 excludes candidate routes whose peak energy consumption exceeds the upper limit of the output of the service vehicle SV from candidates for adoption. Then, the route setting unit 131 selects the reference route if there is no substantial difference in the total amount of energy consumed between the candidate routes. On the other hand, if there is a corrected route that consumes less energy than the standard route, the route setting unit 131 switches the adoption target from the standard route to the corrected route. As a result of the above, the route setting unit 131 basically adopts the candidate route that consumes the least amount of energy as the operating route.

The route setting unit 131 refers to the simulation results of the consumption estimating unit 132 based on the adopted operating route and sets a reference upper limit linked to the operating route. The reference upper limit is a value of electric power (unit: "kWh") indicating the upper limit of the consumed energy (electrical energy) consumed by the service vehicle SV as it travels on the service route. In other words, the reference upper limit is the upper limit of the amount of power that is allowed to be consumed in the service vehicle SV. As an example, the reference upper limit is set to a value obtained by adding a predetermined margin to the average or median value of the amount of power actually consumed during past operation of the service vehicle SV. The reference upper limit is provided to the energy manager 100 of the service vehicle SV together with the operating route.

The details of the route setting process performed by the above operation manager 110 will be further explained based on FIG. 7 and with reference to FIGS. 6 and 2. The route setting process is repeatedly performed by the operation manager 110 during the mobility service provision period.

In S101, the available energy amount of the service vehicle SV to which the service route is provided is acquired, and the process proceeds to S102. When the service vehicle SV is a BEV, the available energy amount is the remaining amount information of the main battery 22, and specifically, the value of SOC (States Of Charge, %) or the remaining amount of electric power (unit: kWh ”). Note that if the service vehicle SV is a vehicle equipped with an internal combustion engine, the available energy amount includes information indicating the remaining amount of fuel.

In S102, user information including usage conditions of user U is acquired, and the process proceeds to S103. In S103, a plurality of candidate routes are searched for with content that satisfies the usage conditions acquired in S102, and the process proceeds to S104. In S104, road information related to the plurality of candidate routes generated in S103 is acquired, and the process proceeds to S105. In S105, surrounding environment information related to the plurality of candidate routes generated in S103 is acquired, and the process proceeds to S106.

In S106, the energy consumption that would be consumed when each candidate route is adopted is simulated based on the road information acquired in S104 and the surrounding environment information acquired in S105, and the process proceeds to S107. In S106, the predicted transition of energy consumption and the total amount of energy consumption are calculated for each candidate route.

In S107, one of the plurality of candidate routes searched in S103 is determined to be adopted as the operating route based on the comparison of the energy consumption calculated in S106, and the process proceeds to S108. In S107, one of the candidate routes whose total amount of energy consumption is less than the remaining battery level obtained in S101 is adopted as the operating route. Note that if the total amount of energy consumption of all candidate routes exceeds the current remaining battery level, operation manager 110 instructs service vehicle SV to charge at charging station CS.

In S108, a reference upper limit of the energy consumed by the service vehicle SV is set based on the service route determined to be adopted in S107, and the process proceeds to S109. In S109, the operation route determined to be adopted in S107 and the reference upper limit set in S108 are transmitted to the service vehicle SV to be provided, and the series of route setting processes is completed. The driving route transmitted in S109 is acquired by the AD computer 90 and the energy manager 100 in the service vehicle SV.

In the embodiment described so far, not only road information related to running resistance but also surrounding environment information related to running resistance is used to estimate the energy consumed by the service vehicle SV. Therefore, a travel route that is estimated to reduce energy consumption can be set, taking into consideration in advance the fluctuations in energy consumption caused by changes in the surrounding environment. As a result, variations in the energy consumption of the service vehicles SV traveling along the service route can be reduced.

In addition, in the present embodiment, a reference upper limit of the energy consumption of the service vehicle SV is set based on the adopted operation route. Then, the energy manager 100 arbitrates the energy consumption of each consumption domain DEc within a range that does not exceed the reference upper limit during operation according to the operation route. According to power arbitration based on such a Uta standard upper limit, variations in the energy consumed by the service vehicle SV as the service vehicle completes its operation can be further reduced.

Furthermore, the energy manager 100 of this embodiment secures emergency avoidance energy in addition to the reference upper limit. When the AD computer 90 executes emergency avoidance, use of emergency avoidance energy by the driving control domain DDc is permitted. As described above, if power is preferentially supplied to the driving control domain DDc when performing emergency avoidance, a situation where emergency avoidance action is delayed due to energy shortage can be prevented.

Furthermore, the driving control domain DDc of the present embodiment controls driving so as to suppress fluctuations in acceleration in the longitudinal direction that occur in the service vehicle SV during normal driving. As described above, according to the driving control that suppresses longitudinal jerk, it is possible to effectively provide good ride comfort and reduce energy consumption.

In addition, in this embodiment, a plurality of candidate routes are searched with content that satisfies the usage conditions input by the user U. According to the above, it is possible to reduce variations in energy consumption by service vehicles SV without impairing the convenience of mobility services.

Further, in the present embodiment, weather information on the candidate route is acquired as surrounding environment information, and the route setting unit 131 preferentially adopts a candidate route with a small increase in energy consumption due to weather factors as the operating route. In this way, by utilizing weather information for selecting candidate routes, variations in energy consumption due to external factors can be further reduced.

Furthermore, the service vehicle SV operated in the mobility service of this embodiment is a BEV that runs on power supplied from the main battery 22. Then, a candidate route that requires less electrical energy for operation is selected as the operating route. According to the above, since variations in electrical energy consumption are reduced, the risk of unexpected power shortages can also be reduced. As a result, even when providing mobility services using BEVs, regular service can continue stably.

Further, in this embodiment, the operation route selected by the operation manager 110 is provided to the AD computer 90 of the service vehicle SV. The AD computer 90 cooperates with the exercise manager 30 to carry out autonomous driving according to the driving route. As described above, if the service vehicle SV is a vehicle capable of autonomous driving, variations in energy consumption due to the driving tendency of the driver will not substantially occur. Therefore, variations in the energy consumption of the service vehicles SV traveling along the service route can be further reduced.

In the above embodiment, the main battery 22 corresponds to a "battery", and the AD computer 90 corresponds to an "autonomous driving system". Furthermore, both the distribution information acquisition section 122 and the traffic information acquisition section 123 correspond to an "environmental information acquisition section", and both the traffic information acquisition section 123 and the information sharing section 124 correspond to a "road information acquisition section". Further, each of the processing units 11 and 111 corresponds to a "processor", the server device 110a and the on-vehicle computer 100a each correspond to a "computer", and the operation manager 110 corresponds to an "operation management device".

(Other embodiments)
Although one embodiment of the present disclosure has been described above, the present disclosure is not to be construed as being limited to the above embodiment, and may be applied to various embodiments and combinations within the scope of the gist of the present disclosure. be able to.

In the first modification of the above embodiment, the functions of the operation manager 110 are distributed and implemented in both the server device 110a and the on-vehicle computer 100a. As an example, the process of setting a reference upper limit corresponding to a driving route is performed by the on-vehicle computer 100a (energy manager 100) on the edge side. In such modification 1, both the server device 110a and the on-vehicle computer 100a correspond to the "traffic management device."

In the second modification of the embodiment described above, the functions of the energy manager 100 are distributed and implemented in both the in-vehicle computer 100a and the server device 110a. As an example, the process of securing emergency avoidance energy in a frame different from the reference upper limit is performed by the server device 110a (operation manager 110) on the center side.

Note that it is desirable that the emergency avoidance energy is secured by the energy manager 100, which can grasp the detailed current state of the service vehicle SV. Further, setting of a reference upper limit and securing emergency avoidance energy, etc., do not need to be carried out.

In the third modification of the embodiment described above, when the difference between the remaining battery level and the reference upper limit is less than the emergency avoidance energy that should be secured, the energy manager 100 sends the operation manager 110 so that the emergency avoidance energy can be secured. Correct the reference upper limit to be obtained to a lower value. Then, the energy manager 100 sets a consumption upper limit to be assigned to each consumption domain DEc so that the corrected reference upper limit is satisfied.

In the fourth modification of the above embodiment, there is no regular service route for the service vehicle SV. In modification example 4, the route setting unit 131 appropriately sets an operation route that satisfies the usage conditions of the user U based on the user information. In the above-mentioned mobility services as well, by selecting a route using surrounding environment information, it is possible to reduce the variation in energy consumption.

In the fifth modification of the above embodiment, information indicating the amount of rainfall on the route is used as surrounding environment information (weather information) related to running resistance. In modification example 5, the consumption estimating unit 132 estimates an increase in energy consumption due to a decrease in travel speed due to rain, suppression of slippage, suppression of window fogging, and the like. The route setting unit 131 then preferentially adopts a candidate route with a small increase in energy consumption due to rain factors as the operating route. As in the above modification 5, the surrounding environment information used for estimating energy consumption may be changed as appropriate.

In the sixth modification of the above embodiment, the service vehicle SV is an engine vehicle that is not equipped with a battery for running and uses an internal combustion engine as its main power source, a hybrid vehicle that runs on mixed power of an internal combustion engine and a motor generator, etc. used as.

In modification 7 of the above embodiment, a manually driven vehicle that travels manually by a driver or a semi-automated vehicle that is remotely controlled by an operator stationed at the traffic control center CTo is used as the service vehicle SV. When the service vehicle SV is a manually driven vehicle, the operating route is used for route guidance to the driver.

Furthermore, vehicle specifications such as the size and passenger capacity of the service vehicle SV may be changed as appropriate. Furthermore, service vehicles SV with different specifications may be operated by one operation manager 110. Furthermore, the service vehicle SV may be a large vehicle such as an eight-wheeled vehicle or a six-wheeled vehicle in order to increase the capacity of the main battery 22 and the passenger capacity.

The driving control domain DDc of the embodiment described above achieves improvement in ride comfort by operating actuators such as the motor generator 31, the steering control system 33, and the suspension control system 35, in a trade-off with power consumption. The specific actuator control for improving ride comfort may be changed as appropriate.

The energy manager 100 of the embodiment described above performs power arbitration using both the usage upper limit and the consumption upper limit. However, the upper limit used for power arbitration may be either the usage upper limit or the consumption limit. Furthermore, the reference upper limit provided to the energy manager 100 may be a value that defines an instantaneous upper limit of power usage, rather than a value that defines the upper limit of power consumption in a specific period. Note that the units of electric power and electric energy illustrated in the above embodiment may be changed as appropriate.

In the above embodiments, each function provided by the in-vehicle computer 100a or the server device 110a, etc. can be provided by software and hardware that executes it, only software, only hardware, or a complex combination thereof. It is. Furthermore, if these functions are provided by electronic circuits as hardware, each function can also be provided by digital circuits, including multiple logic circuits, or by analog circuits.

Each of the processing units 11 and 111 in the above embodiment may include at least one arithmetic core such as a CPU (Central Processing Unit) and a GPU (Graphics Processing Unit). Furthermore, the processing units 11 and 111 may further include an FPGA (Field-Programmable Gate Array), an IP core with other dedicated functions, and the like.

The form of the storage medium employed as each of the storage units 13 and 113 of the above embodiments and storing the program for realizing the charge management method of the present disclosure may be changed as appropriate. For example, the storage medium is not limited to a configuration provided on a circuit board, but may be provided in the form of a memory card or the like, inserted into a slot portion, and electrically connected to a computer bus. Further, the storage medium may be an optical disk, a hard disk drive, etc., which serve as a basis for copying the program to the computer.

The control unit and techniques described in this disclosure may be implemented by a special purpose computer comprising a processor programmed to perform one or more functions embodied by a computer program. Alternatively, the apparatus and techniques described in this disclosure may be implemented with dedicated hardware logic circuits. Alternatively, the apparatus and techniques described in this disclosure may be implemented by one or more special purpose computers configured by a combination of a processor executing a computer program and one or more hardware logic circuits. The computer program may also be stored as instructions executed by a computer on a computer-readable non-transitory tangible storage medium.

SV service vehicle, DDc driving control domain, DEc consumption domain, 11,111 processing unit (processor), 22 main battery (battery), 90 AD computer (autonomous driving system), 100a onboard computer (computer), U user, 110 operation Manager (operation management device), 110a Server device (computer), 122 Distribution information acquisition unit (environmental information acquisition unit), 123 Traffic information acquisition unit (environmental information acquisition unit, road information acquisition unit), 124 Information sharing unit (road information acquisition unit) acquisition section), 131 route setting section, 132 consumption estimation section

Claims (10)

An operation management method that is implemented by a computer (110a, 100a) and manages the operation of a service vehicle (SV) traveling according to an operation route, the method comprising:
In the process executed by at least one processor (111, 11),
Searching for a plurality of candidate routes as candidates for the operation route (S103);
acquiring road information and surrounding environment information related to running resistance acting on the service vehicle (S104, S105);
Using the road information and the surrounding environment information related to the plurality of candidate routes, estimating the energy consumption of the service vehicle in operation according to each of the candidate routes (S106);
From among the plurality of candidate routes, the candidate route that consumes less energy is prioritized and adopted as the operation route (S107);
In the operation according to the operation route, the upper limit of the consumption energy to be allocated to the plurality of consumption domains (DEc) mounted on the service vehicle is determined by setting the upper limit of the consumption energy to be allocated to the plurality of consumption domains (DEc) installed in the service vehicle. Set so as not to exceed the upper limit (S15),
When the service vehicle performs emergency avoidance, the use upper limit of the consumption domain related to the execution of the emergency avoidance is increased, and the use upper limit of the consumption domain not related to the execution of the emergency avoidance is lowered (S23);
A traffic management method that includes the following steps. setting a reference upper limit as an upper limit of the energy consumption consumed by the service vehicle based on the adopted operation route (S108);
Arbitrating the energy consumption of the plurality of consumption domains in the operation according to the operation route within a range that does not exceed the reference upper limit (S14, S15);
The traffic management method according to claim 1, further comprising the step of. securing emergency avoidance energy necessary for executing the emergency avoidance separately from the reference upper limit;
When the service vehicle performs the emergency avoidance, the consumption domain related to the execution of the emergency avoidance is permitted to use the emergency avoidance energy (S23);
The traffic management method according to claim 2, further comprising the step of: In a driving control domain (DDc) that is one of the plurality of consumption domains, running of the service vehicle is controlled so as to suppress fluctuations in longitudinal acceleration occurring in the service vehicle . The operation management method described in any one of 3. further comprising the step of acquiring the usage conditions input by the user (U) who uses the service vehicle (S102),
5. The operation management method according to claim 1, wherein in the step of searching for the candidate route, a plurality of the candidate routes whose content satisfies the usage conditions are searched. The surrounding environment information includes weather information on the candidate route,
The operation management method according to any one of claims 1 to 5, wherein in the step of determining the operation route, the candidate route with a smaller increase in energy consumption due to weather factors is selected as the operation route. The service vehicle runs on power supplied from a battery (22),
7. The operation management method according to claim 1, wherein in the step of estimating the energy consumption, electric energy consumed by the service vehicle during operation along each of the candidate routes is estimated. The operation management method according to any one of claims 1 to 7, further comprising the step of providing the adopted operation route to an autonomous driving system (90) that causes the service vehicle to perform autonomous driving (S109). . A traffic management system including a traffic management device (110) that manages the operation of a service vehicle traveling according to a service route, and an energy manager (100) mounted on the service vehicle ,
The operation management device includes:
a road information acquisition unit (123, 124) that acquires road information related to running resistance acting on the service vehicle;
an environmental information acquisition unit (122) that acquires surrounding environment information related to the running resistance;
a route setting unit (131) that searches for a plurality of candidate routes as candidates for the operation route;
a consumption estimating unit (132) that uses the road information and the surrounding environment information related to the plurality of candidate routes to estimate the energy consumed by the service vehicle in operation according to each of the candidate routes;
The route setting unit prioritizes the candidate route that consumes less energy from among the plurality of candidate routes, and adopts the candidate route as the operation route ;
The energy manager sets the upper limit of the consumption energy to be allocated to a plurality of consumption domains (DEc) mounted on the service vehicle during operation according to the operation route, to a power supply domain (DEc) that supplies power to the plurality of consumption domains (DEc). an arbitration execution unit (73) that sets the output of the DEs) so as not to exceed an upper limit value;
When the service vehicle performs emergency avoidance, the arbitration execution unit raises the usage upper limit of the consumption domain related to the execution of the emergency avoidance, and increases the usage upper limit of the consumption domain not related to the execution of the emergency avoidance. A traffic management system that lowers An on-board computer installed in a service vehicle traveling along a service route,
In the operation according to the operation route, the upper limit of consumption energy to be allocated to a plurality of consumption domains (DEc) mounted on the service vehicle is set as the upper limit of the output of power supply domains (DEs) that supply power to the plurality of consumption domains. an arbitration execution unit (73) that sets the value so as not to exceed the value;
an emergency avoidance information acquisition unit (72) that notifies the arbitration execution unit that the emergency avoidance is performed when the service vehicle performs the emergency avoidance;
When the service vehicle performs the emergency avoidance, the arbitration execution unit increases the usage upper limit of the consumption domain related to the execution of the emergency avoidance, and increases the usage limit of the consumption domain not related to the execution of the emergency avoidance. In-vehicle computer that lowers the upper limit.

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