WO2015177495A1 - Réduction des émission de carbone (co2) - Google Patents

Réduction des émission de carbone (co2) Download PDF

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Publication number
WO2015177495A1
WO2015177495A1 PCT/GB2015/000147 GB2015000147W WO2015177495A1 WO 2015177495 A1 WO2015177495 A1 WO 2015177495A1 GB 2015000147 W GB2015000147 W GB 2015000147W WO 2015177495 A1 WO2015177495 A1 WO 2015177495A1
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WIPO (PCT)
Prior art keywords
route
vehicle
payload
leg
transportation
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PCT/GB2015/000147
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English (en)
Inventor
Quentin CURTIS
Christopher Donald Sorensen
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Greendot Llc
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Publication of WO2015177495A1 publication Critical patent/WO2015177495A1/fr

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/3407—Route searching; Route guidance specially adapted for specific applications
    • G01C21/343—Calculating itineraries, i.e. routes leading from a starting point to a series of categorical destinations using a global route restraint, round trips, touristic trips
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/3453—Special cost functions, i.e. other than distance or default speed limit of road segments
    • G01C21/3469—Fuel consumption; Energy use; Emission aspects
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
    • G06Q10/047—Optimisation of routes or paths, e.g. travelling salesman problem
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/08—Logistics, e.g. warehousing, loading or distribution; Inventory or stock management
    • G06Q50/40—

Definitions

  • This invention relates to the general field of reducing carbon (C02) emissions, and particularly concerns a modelling method and apparatus whose utilisation enables carbon emissions arising from the operation of road transport vehicles to be reduced.
  • fuel consumption meters installed in road vehicles, have been known for many decades.
  • Such meters comprise sensors which monitor the operation of the vehicle, a processing means for processing the signals from the sensors to derive a value representing current fuel consumption, and a display device which indicates the current fuel consumption to the driver.
  • the current fuel consumption which is indicated is, in some devices, the current instantaneous fuel consumption and in others it is the fuel consumption averaged over a period (for example a short period) of time, over a particular distance or journey or over a number of journeys.
  • Fuel consumption meters which provide an indication of fuel consumption averaged over a period of time or over one or more journeys, only provide historic information indicating fuel consumption after the fuel has been consumed. Nevertheless, both types of meter are useful in that they enable drivers to take steps to drive in a way which minimises or at least reduces consumption of fuel and therefore carbon emissions.
  • the carbon emissions which arise from a particular journey by a road vehicle will also be affected by the route which is taken from the origin to the destination.
  • route guidance systems comprising position determining means, such as GPS and a map database are known
  • currently available systems generally calculate different possible routes between a given origin and destination on the basis of the distance that would be travelled and the time that would be taken.
  • Such systems may provide the option for the user to select between different possible routes, for example between a short but possibly slower route and a fast but possibly longer route.
  • the carbon emissions arising from travelling the short route are not necessarily less than those arising from travelling the fast but longer route because, for example, the short route may involve more stops and starts, for example at road junctions, than the fast route.
  • More sophisticated route guidance systems may take into account received data indicative of traffic conditions on different routes, and may be capable of dynamically recalculating routes on the basis of updated traffic conditions after the journey has started.
  • Some systems also have provision for inputting, in addition to the origin and destination, one or more intermediate points to which the user may wish to travel, for example to pick up and/or drop off passengers and/or cargo at the intermediate points whilst on the way to the destination.
  • Such systems calculate the route as a number of successive legs, each leg being a segment of the journey from one point to the next.
  • a number of different methods and means for entering, into such route guidance systems, data defining the origin, destination and any intermediate points for a given journey are known. For example, if the origin is the current position of the vehicle, data defining it may be input automatically by means of the GPS or other positioning system.
  • Data defimng the destination and any intermediate point may be input as alphanumeric characters defining the address in terms of town and street etc, as postcode or ZIP Code or as latitude and longitude.
  • the route to be calculated is to start at a position other than the current position of the vehicle, the identity of the origin may similarly be defined in alphanumeric characters.
  • Some known systems employ an electronic map displayed on a touch sensitive display by means of which different points on the displayed map may be indicated by touch so as to generate data defining the origin, destination and any intermediate points.
  • data defining the route may be output by the route guidance system as a sequence of "real time" instructions to the driver during the journey, for example in the form of synthesised speech, for example or symbols or text on a display device or a combination of two or more of these.
  • the instructions may be provided in the form of a list defining the entire journey, output for example on a display.
  • the invention provides, in one aspect, a system and method for producing an efficiency metric indicating the energy efficiency of different routes or journeys which may be followed by a vehicle.
  • This efficiency metric can be used to compare and assess the relative efficiency of different possible routes, and this comparison can then be used as the basis for carrying out route generation, route selection and route guidance.
  • the use of the efficiency metric allows more, or the most, efficient routing options to be selected, and so allows C02 emissions to be reduced.
  • the invention further provides a system and method able to combine a plurality of transportation tasks, each comprising an origin, a destination and a payload to be transported from the origin to the destination.
  • the system calculates a plurality of possible routes which visit all of the origin and destination points of the plurality of transportation tasks in an order which ensures that, for each transportation task, the route visits the origin of that transportation task before its destination.
  • An efficiency metric is then produced indicating the efficiency of each of the possible routes.
  • the efficiency metric takes into account the length of each transportation leg between successive points visited on the route, and also takes into account the payload carried by the vehicle during each leg of the route.
  • the efficiency metrics of the respective routes can then be used to compare and assess the relative efficiency of different possible routes, and this comparison can then be used as the basis for route selection. Vehicle guidance may then be performed on the basis of the selected route.
  • the system and method of the invention may be carried out over a network, where different components of the system are in communication through the network.
  • system and method of the invention may be carried out using a suitably programmed computer. Accordingly, the system and method may be embodied by a computer program loaded into a computer.
  • the present invention provides vehicle guidance systems, vehicle route selection systems, vehicle route modelling systems and methods, vehicle guidance methods, and vehicle route selection methods as defined in the appended claims.
  • the transportation options may comprise a selection of the vehicle type or types used for the whole of the route or for different legs of the route, different combinations of loads for one or more legs of the route, and different sequences for visiting the origins and destinations of the respective transportation tasks.
  • the method of the invention comprises selecting and outputting an indication of the most energy efficient (and therefore the most carbon efficient) transportation option for carrying the plurality of loads from their respective origins to their respective destinations.
  • carbon emissions and “carbon footprint” are generally used to refer to emissions of C02, and are used in that sense herein.
  • Energy consumption and carbon emissions are related, and in practice each can be determined from the other for any specific type of vehicle. Calculating the energy consumption of different possible transportation options and choosing the transportation option with the lowest energy consumption results in choosing the transportation option with the lowest carbon footprint or C02 emissions. Some embodiments of the present invention may model the energy consumption of various transportation options, rather than directly modelling the carbon emissions of the transportation options.
  • the present invention may also be carried out by modelling energy efficiency. Reducing energy consumption for a particular transportation task corresponds to increasing energy efficiency, and vice-versa. Calculating the energy efficiency of different possible transportation options and choosing the transportation option with the highest energy efficiency would result in choosing the transportation option with the lowest carbon footprint or C02 emissions. Some embodiments of the present invention may model the energy efficiency of various transportation options, rather than directly modelling the carbon emissions of the transportation options. In other aspects the invention provides a common platform for comparison of efficiency using common metrics of different transport modes, e.g. air, sea, and rail, bus, car, bicycle, and/or walking. This comparison of efficiency may be based upon a comparison of carbon emissions and/or energy consumption.
  • common metrics of different transport modes e.g. air, sea, and rail, bus, car, bicycle, and/or walking. This comparison of efficiency may be based upon a comparison of carbon emissions and/or energy consumption.
  • a technical problem addressed by the invention is to provide a method and system for determining the most carbon efficient way to transport a plurality of loads from their respective origins to their destinations, and then to transport the loads in that way, thereby enabling the carbon emissions arising from the transport of the loads to be reduced.
  • Figure 1 illustrates a typical vehicle with a self-contained Global Positioning
  • GPS Global System
  • Figure 2 is a block diagram showing the components of the navigation and route guidance system of Figure 1;
  • Figures 3A to 3C illustrate the contents of a transportation tasks database, a "modelled routes & metrics" database and a vehicle database;
  • Figure 4 is a flowchart illustrating the method of the invention
  • Figures 5A illustrates a possible route with no payload sharing according to a first example
  • Figure 5B illustrates a possible route with payload sharing according to the first example
  • Figure 5C illustrates another possible route with payload sharing according to the first example
  • Figure 6 illustrates the components of a C02 emissions reduction system according to a second embodiment of the invention
  • Figure 7 illustrates the components of a C02 emissions reduction system according to a third embodiment of the invention
  • Figure 8 illustrates the components of a C02 emissions reduction system according to a fourth embodiment of the invention
  • Figure 9 illustrates the components of a C02 emissions reduction system according to a fifth embodiment of the invention.
  • Figure 10 illustrates a more detailed view of the principal components of the C02 emissions reduction system according to the fifth embodiment
  • Figure 11 illustrates two examples of possible routes with payload sharing according to the fifth embodiment
  • Figure 12 is a flowchart illustrating the method of a task request server according to the fifth embodiment
  • Figures 13A and 13B illustrate unoptimised and optimised routes, respectively, of a third example
  • Figure 14 is a flowchart illustrating a method according to a sixth embodiment of the invention.
  • Figure 15 illustrates three different optimised routes serviced by three different vehicles according to the sixth embodiment
  • Figure 16 is a block diagram showing the components of a C02 emissions reduction system according to a seventh embodiment of the invention.
  • Figure 17 illustrates the various components of a fleet management computer terminal comprising a C02 emissions reduction system according to an eighth embodiment of the invention.
  • a first embodiment of the present invention is a self- contained in-vehicle Global Positioning System (GPS) type navigation or route guidance system.
  • GPS Global Positioning System
  • the route guidance system may be built into the vehicle, or maybe a stand-alone unit mountable to the vehicle .
  • the objective of the route guidance system is to reduce carbon emissions produced during the execution of a set of transportation tasks
  • the GPS-type navigation or route guidance system then generates a number of different transportation options to carry out the set of transportation tasks, and assigns to each option a value related to its carbon emissions. The values related to the different options are then compared, and the transportation option with the lowest value is selected.
  • the in-vehicle GPS type navigation system then provides a driver of the vehicle with directions to perform the transportation tasks using the selected transportation option. The transportation tasks are thus executed with the lowest carbon emissions.
  • Figure 1 shows a vehicle 1 having a GPS type navigation and guidance system 2 with an antenna 311.
  • the navigation and guidance system 2 includes input means to receive driver inputs identifying transportation tasks to be carried out by the vehicle 1, and a display to direct the driver along the route to take in order to minimise carbon emissions by the vehicle 1.
  • each transportation task to be carried out is the transportation of one or more passengers from a pick up location where the passengers embark the vehicle to a drop off location where the passengers disembark from the vehicle.
  • the GPS type navigation and route guidance system 2 comprises a driver input means 3 allowing the driver to input details of transportation tasks, and a route output means 4 able to present routing and navigation instructions from the system 2 to the driver.
  • the route output means 4 may comprise a visual display and/or means for giving audible instructions to the driver.
  • the system 2 also includes a route processor 5, a data store 9, a directions calculating module 60 and a position determining (GPS) module 8.
  • the transportation task details that are inputted via driver input means 3 include a pick up location 62, a drop off location 64 and a number of passengers 66.
  • This data is communicated from the driver input means 3 to a transportation tasks database 52 provided in the data store 9.
  • the transportation tasks database 52 is able to store a number of transportation tasks (Task 1 , Task 2 ...Task N) with three data fields for each task.
  • Task 2 has associated with it three data fields entitled Pick up Location P2, Drop off Location D2 and Number of Passengers S2.
  • S2 is the number of passengers that this transportation task requires the vehicle to carry from point P2 to point D2.
  • the variable N in Figure 3A represents the total number of transportation tasks to be carried out.
  • the route processor 5 comprises a modelling module 6 adapted to produce a number of different transportation options to execute the transportation tasks which have been input, and a selection module 7 adapted to select one of the transportation options.
  • the routing and navigation instructions are presented to the driver by the route output means 4.
  • the first waypoint may be the starting location of the vehicle.
  • the second waypoint may then be displayed to the driver (as next waypoint 68).
  • the driver then drives to the second waypoint.
  • the driver is presented with the third waypoint (as next waypoint 68), and so on.
  • the route output means 4 presents the routing and navigation instructions to the driver by displaying only the next waypoint 68 to the driver.
  • the route output means 4 also provides directions 70 to the next waypoint 68.
  • the driver input means 3 and the route output means 4 are combined in a single touch screen display 58.
  • the route processor 5 is a single central general purpose processor.
  • the modelling module 6 and the selection module 7 are software executed by the route processor 5.
  • the data store 9 includes a map database 50 that stores map information that is used for generating routes between locations, and for giving directions to the next waypoint.
  • the navigation and guidance system 2 further comprises a position determining (GPS) module 8 able to identify the current location of the vehicle 1, and a directions calculating module 60 to generate the next waypoint and directions to the next waypoint.
  • the directions calculating module 60 takes as input the current location of the vehicle 1 as determined by the GPS module 8, map data stored in the map database 50 and the selected transportation option. The directions calculating module 60 uses this data to generate the next waypoint 68 and directions 70 to the next waypoint.
  • the data store 9 further includes a vehicle database 54, which stores, amongst other data, fuel efficiency and other characteristics of various different types and makes of vehicles. A number of fuel efficiency values may be stored for each vehicle or type of vehicle, each fuel efficiency value corresponding to a respective payload of the vehicle. Vehicle database 54 is illustrated in Figure 3C.
  • Effective 1 represents the fuel efficiency of vehicle VI .
  • Efficiency 1 is the energy consumed by vehicle VI per unit distance and is expressed in kilowatt hours per kilometre. By multiplying “Efficiency 1 " by the distance travelled by vehicle VI, a figure for the total energy consumed by vehicle VI when travelling over the distance is obtained.
  • the fuel efficiency of a plurality of vehicle types may be stored in the database 54.
  • data for a total of K types of vehicle is stored in the database of Figure 3C.
  • the vehicle database has K entries.
  • the fuel efficiency data may, however, be in the form of a table and may include a plurality of fuel efficiency values for each vehicle, each fuel efficiency value corresponding to a particular payload of the vehicle.
  • the data store 9 further includes a database 56 of modelled routes and metrics that stores, amongst other data, figures reflecting carbon emissions of possible routes connecting locations.
  • FIG. 3B The database of generated routes and metrics is illustrated in Figure 3B.
  • "Route 1" represents a first modelled transportation option for carrying out transportation tasks 1 and 2 stored in the database 52
  • “Energy Metric El” is a value that reflects the energy consumption (and by extension carbon emissions) of "Route 1".
  • "Route 1" corresponds to visiting the pick-up and drop-off points in the order P 1 , D 1 , P2 and D2.
  • the data in the databases 50 to 56 is used in the process of generating routes and in the generation of metrics that reflect carbon emissions, as will be discussed below.
  • the sequence of operation of the navigation and guidance system 2 according to the first embodiment is shown in the flow chart of Figure 4.
  • the driver inputs details of these transportation tasks into the GPS type navigation and guidance system 2 using the driver input means 3.
  • the details input by the driver identify the pick up locations PI and P2 and drop off locations Dl and D2 and the number of passengers Nl and N2, for each transportation task. Details of the input transportation tasks are stored in the transportation tasks database 52 of data store 9.
  • the vehicle 1 may be at the pick up location PI, of one of the transportation tasks when the details of this transportation task are input.
  • the driver may simply indicate using the driver input means 3 that the first pickup location PI is the current location of the vehicle.
  • the navigation and guidance system 2 can then identify this location from the GPS module 8.
  • the combined I/O module 58 receives the transportation tasks by driver input means 3. These are stored in the transportation tasks database 52.
  • the modelling module 6 obtains the details of the desired transportation tasks.
  • the transportation task details may be obtained from the transportation tasks database 52 in the data store 9, or may be taken directly from the driver input unit 3 and/or the position determining (GPS) module 8 as explained above.
  • a modelling step 11 different transportation options for carrying out the transportation tasks are generated by the modelling module 6, which generates the different transportation options.
  • Each transportation option corresponds to a different possible sequence in which the transportation tasks may be carried out.
  • the modelling module 6 generates routes corresponding to the different possible sequences in which the pick up and drop off points of the transportation tasks may be visited. It is not necessary to complete one transportation task before starting another, although clearly the pick up point of each transportation task must be visited before the drop off point of that transportation task. Bearing in mind this constraint, the transportation tasks may be carried out in any order provided that the capacity of the vehicle is not exceeded on any leg of the route.
  • Each of the generated transportation options will require the vehicle 1 to follow a different route, and so may result in different amounts of carbon emissions by the vehicle 1.
  • the modelling module 6 determines a metric related to the carbon emissions associated with each of the transportation options as described in detail below, and provides details of the different transportation options and their respective metrics to the route selection module 7. These are stored in the generated routes and metrics database 56 in data store 9.
  • the route selection module 7 compares the carbon emission metrics associated with the generated transportation options, and selects the transportation option having the lowest associated carbon emission metric.
  • the selected transportation option will define the order in which the pick up and drop off points of the respective transportation tasks must be visited. These are input into the directions calculating module 60.
  • the directions calculating module 60 determines the path to be followed by the vehicle 1 to visit the pick up and drop off points in the determined order, using map data stored in the map database 50 of the data store 9 and based upon the current position of the vehicle 1 as determined by the position determining (GPS) module 8.
  • GPS position determining
  • the guidance system 2 guides the driver along the route of the selected transportation option by displaying the next waypoint to the driver using the route output means 4.
  • the route is displayed successively as a series of waypoints, wherein only the next waypoint is displayed to the driver.
  • Step-by-step directions to the next waypoint are also provided by route output means 4.
  • the route processor 5 may also output the action to be taken at the next waypoint (for example, pick up 2 passengers or drop off 3 passengers).
  • the route output means 4 displays guidance instructions to the driver based on the changing current location of the vehicle 1 as identified by the position determining (GPS) module 8.
  • the guidance instructions are produced by the directions calculating module 60 which in turn receives as input the selected route from the selection module 7, map information from the database 50, and the current location from the position determining (GPS) module 8.
  • FIG. 5A to 5C A simple illustrative example of the combining of multiple transportation tasks to form different routes is illustrated in Figures 5A to 5C.
  • two different transportation tasks are to be carried out, the first being to transport one passenger from a location A to a location B, and the second being to transport two passengers from a location C to a location D.
  • the first transportation task may be represented by A B, and the second by C D
  • the vehicle travels a first leg from A to B carrying one passenger, then a second leg from B to C carrying no passengers, then a third leg from C to D carrying two passengers. That is, the first and second transportation tasks are merely executed in turn.
  • the disadvantage of this is that this may not be the most efficient way of combining the trips, because when the vehicle is travelling the second leg between B and C, it carries no passengers. This is an inefficient use of the vehicle.
  • the vehicle travels from A to C carrying one passenger, then travels from C to B carrying three passengers, and finally travels from B to D carrying two passengers.
  • the vehicle travels from A to C carrying one passenger, then travels from C to D carrying three passengers, and finally travels from D to B carrying one passenger.
  • the above example relates to the combination of only two different transportation tasks.
  • the invention may be used to combine any number of transportation tasks.
  • the carbon emissions associated with a transportation option in which a specific sequence of waypoints is visited in a defined order may be expressed in a number of different ways.
  • a quantitative energy efficiency metric is calculated for each possible transportation option.
  • improved energy efficiency corresponds to reduced carbon emissions, so that by selecting the transportation option having the highest energy efficiency metric, the transportation option having the least energy consumption and carbon (C02) emissions is selected.
  • N legs in a route R where a leg is a route section extending between successive waypoints of the route R, and DN is the length of the N leg of the route R.
  • MN is the weight of the passengers being carried by the vehicle on the ⁇ ⁇ leg of the route R.
  • E ⁇ v is the total energy consumed by the vehicle V in traversing the entire route R. This is measured in kilo Watt-hours (kWH) and is a function of the energy efficiency of the vehicle and the length of the route. Each vehicle consumes a certain amount of kilowatt hours of energy per unit distance travelled, and this amount is the energy efficiency value for each vehicle.
  • This energy efficiency value is stored in vehicle database 54 as described above in relation to Figure 3C. The energy efficiency value may vary with the vehicle payload, and thus a number of different energy efficiency values, each corresponding to different vehicle payload, may be stored for each vehicle.
  • the energy consumption of the vehicle over the route is established by multiplying the kilowatt hours per unit distance by the length of the entire route.
  • the first embodiment concerns a self-contained in-vehicle navigation system, and thus the calculation only requires an energy efficiency value for the vehicle 1.
  • the navigation system may store a plurality of different efficiency values corresponding to different makes and models of vehicle and vehicle payloads, from which the operator may select an appropriate value, for example by simply identifying the make and model of the vehicle concerned and indicating the applicable payload. This may be done in a "set up" phase of operation, before pick-up and drop-off points are input.
  • the energy quotient QR,V of a particular transportation option comprising a particular route R followed by a vehicle V is defined by the following equation:
  • the energy quotient QR,V is an efficiency metric.
  • the denominator comprises the sum of the ratios between the weight of the passengers carried over each leg and the distance of that leg. This is a measure of efficiency because the more passengers that are transported per unit of distance, the more efficient is the combined route.
  • the numerator of the equation is the energy consumed by traversing the combined route, calculated as described above.
  • the energy consumed by a vehicle travelling a route, the various distances between waypoints (i.e. the length of each leg) and the various weights of the passengers carried over each leg are combined in the equation above to provide the energy quotient QR,V, an efficiency metric that reflects the energy efficiency of the transportation option formed by the combination of vehicle and route.
  • transportation tasks A B and C D may be performed in at least three ways (i.e., transportation options) comprising an uncombined route
  • An uncombined route is one where the transportation tasks are carried out in sequence and hence the tasks are not combined.
  • a combined route is one where a visit to the pick-up point of one transportation task is followed by a visit to the pick up point of a second transportation task.
  • the transportation tasks are not carried out in sequence but are rather overlapped or combined with one or more other transportation tasks.
  • Combined routes are characterised in that they involve vehicle sharing. The above three examples assume that the first waypoint is constrained to be waypoint A because waypoint A is the starting location of the vehicle at the beginning of the route.
  • the overall route would simply be an uncombined route A B - C D.
  • This route is illustrated diagrammatically in Figure 5 A, where the transportation task A -> B is to pick up a person at waypoint A and drop them off at waypoint B, and the transportation task C D is to pick up three people at waypoint C and drop them off at waypoint D.
  • the first column of Table 1 indicates the starting waypoint and the second column indicates the ending waypoint for each leg of the route.
  • the third column refers to the number of passengers that board and disembark the vehicle at the corresponding waypoint.
  • the fourth column refers to the number of passengers on board the vehicle during the leg.
  • the number "1" in the fourth column and first row of the table reflects the total number of passengers on that particular leg. As the vehicle was empty before the start of the leg, the total number of passengers for the first leg is the same as the number of new passengers joining the vehicle at the start of that leg.
  • the third and fourth columns of the fourth row of the table both have the value "1".
  • the second row of table 1 represents the second leg of the uncombined route. It starts at waypoint B and ends at waypoint C. At waypoint B, the passenger that was picked up at waypoint A is dropped off. Thus, the third column of the second row has value which reflects the fact that the passenger has disembarked the vehicle. The new total number of passengers in the vehicle is zero, as reflected by the fourth column of the second row.
  • the fifth column reflects the weight of any passengers who have been picked up, and so newly introduced, at the start of each leg of the route. In this example, this is calculated by multiplying the number of new passengers (column 3) by 70, assuming that 70 kg is the weight of a passenger.
  • the sixth column shows the total weight of the passengers carried over each leg. This is a running total of the values in column 5.
  • one human being weighing 70 kg boards the vehicle at waypoint A .
  • the new number of passengers is zero (fourth column), and the new weight of the passengers (sixth column) is also zero.
  • the seventh column of the table indicates the distance between successive waypoints or, in other words, the length of each leg.
  • the eighth column contains the ratio between the weight of passengers on a leg and the length of that leg. In the example this has units of kg per km.
  • the final row of the table indicates the sum totals for the seventh and eighth columns.
  • the seventh column in the last row is the total distance travelled, and the eighth column is the sum for all of the legs of the ratios between the weight of passengers on a leg and the length of that leg.
  • the energy that would be consumed by the vehicle carrying out this transportation option by traversing the route in question can be determined from the kilowatt hours consumed by the vehicle per unit distance and the total length of the route as indicated in the table.
  • the value of the energy quotient Qu.v for this transportation option can be calculated by the following equation:
  • Equation 2 the vehicle V is a petrol engined vehicle having an energy consumption of 1.9 kWh per km.
  • the value of Qu,v the energy quotient of the uncombined route U when using vehicle V is:
  • Table 2 represents a route in which one passenger boards at waypoint A, three passengers board at waypoint C, one passenger disembarks at waypoint B, and three passengers disembark at waypoint D, in that order. Combining the transportation tasks by sharing the vehicle in this way may result in improved efficiency.
  • Table 3 represents a route in which one passenger boards at waypoint A, three passengers board at waypoint C, three passengers disembark at waypoint D, and one passenger disembarks at waypoint B, in that order. Combining the transportation tasks by sharing the vehicle in this way may also result in improved efficiency.
  • columns 5 and 6 reflect the change in, and total, weight of the passengers on any particular leg respectively.
  • Column 7 lists the length of each leg.
  • the final column 8 calculates, as before, the sum of the ratios between the passengers' weight in each leg to the distance of each leg.
  • the value of the energy quotients Qi and Q 2) v for these transportation options can be calculated by the following equations:
  • Qi,v and E ⁇ v reflect the energy quotient and energy consumed respectively of combined route 1 (A- ⁇ C->B->D) for vehicle V.
  • Q 2, v and E 2j v reflect the energy quotient and energy consumed respectively of combined route 2 (A- ⁇ C- ⁇ D- ⁇ B) for vehicle V.
  • the vehicle V is a petrol engined vehicle having an energy consumption of 1.9 kWh per km.
  • E 1;V is the energy consumed when traversing the combined route 1 using vehicle V, which is determined in this example to be 119.7 kWh to travel the total distance of 63 km (indicated in the seventh column of Table 2) at 1.9 kWh per km. Accordingly, based on the sum of the ratios of the passengers' weight and the leg length for each leg indicated in the eighth column of Table 2, as well as the energy E 1;V consumed in combined route 1, the value of Q ⁇ v, the energy quotient of the combined route 1 when using vehicle V is:
  • E 2>v is the energy consumed when traversing the combined route 2 using vehicle V, which is determined in this example to be 148.2 kWh to travel the total distance of 78 km (indicated in the seventh column of Table 3) at 1.9 kWh per km. Accordingly, based on the sum of the ratios of the passengers' weight and leg length for each leg indicated in the eighth column of Table 3, as well as the energy E 2 , v consumed in route 2, the value of Q 2 ,v, the energy quotient of the combined route 2 when using vehicle V is:
  • the energy quotients of the different transportation options vary over the different routes. Accordingly, the selection module would choose the transportation option and route that has the lowest energy quotient, which reflects a high energy efficiency. It is clear from the figures set out above that the most efficient route in this example is combined route 1. This route has the lowest value for the energy quotient.
  • the transportation option having the lowest energy quotient value, reflecting a high energy efficiency is chosen.
  • This transportation option will be the transportation option resulting in the least carbon emissions. Accordingly, by following the selected transportation option the driver is able to reduce the carbon emissions produced in carrying out the transportation tasks.
  • the present invention allows the relative carbon emissions of different possible transportation options for carrying out a number of requested transportation tasks to be calculated, and the transportation option which executes the transportation tasks with the least carbon emissions can be selected. Carbon emissions can then be reduced by using the selected transportation option.
  • the modelling, comparison and selection mentioned above may take place in a dedicated device that is connected to a separate navigation system.
  • the modelling and comparison may take place in a server connected to a distributed network such as the Internet.
  • the inventive method may be applied to fleets of vehicles.
  • the first embodiment is described above as concerning a self-contained in vehicle GPS type navigation system.
  • the system may be built into the vehicle, in which case fuel efficiency data regarding only one type of vehicle is required.
  • the self-contained in-vehicle GPS type navigation system may be portable.
  • This portable device may be dedicated to the functionality of the present invention.
  • the portable device may be for example a programmed smartphone, mobile phone, tablet, laptop or other portable electronic device. If the device of the present invention is portable, use of the device in multiple vehicles is contemplated. This would require that vehicle fuel efficiency data for a number of different types of vehicles needs to be stored.
  • the navigation system could then not only determine the route with the lowest carbon emissions, but also suggest the vehicle that would be optimal in terms of carbon emissions to traverse the selected route.
  • the driver inputs details of transportation tasks into the guidance system 2.
  • the transportation tasks may be input at the same time, or at different times.
  • Some transportation tasks may also have specific times or time windows defining when the pick up and/or drop off of the passengers should be carried out.
  • the payload may be anything.
  • the present invention is not limited to being used with any particular payload, such as the human passengers discussed in the above example.
  • Other payloads such as cargo or commercial goods may be transported and when a non-human payload is being delivered, rather than entering into the system the number of human passengers, the actual payload weight may be entered.
  • the routing and navigation instructions presented to the driver may be, for example, directions regarding which exit to take at junctions.
  • the routing and navigation instructions presented to the driver may be, for example, directions regarding which exit to take at junctions.
  • the routing and navigation instructions presented to the driver may be, for example, directions regarding which exit to take at junctions.
  • several, or all, future waypoints may be displayed.
  • Directions may be given verbally, as an alternative to, or in addition to, a visual display.
  • driver input means 3 and the route output means 4 may be combined in a single touch screen display 58, separate driver input means and route output means may be used.
  • the input means 3 may, for example, be a keypad or voice recognition system and the route output means 4 may, for example, be a visual display or an audio output.
  • GPS Globalstar Satellite Navigation
  • GLONASS satellite navigation systems
  • inertial navigation systems may also be used.
  • the route processor may be implemented in a distributed network of processors.
  • the examples of the first embodiment set out above are examples of the situation where the vehicle 1 is at the pick up location A of the transportation task A -> B.
  • all of the transportation options considered comprised routes starting from waypoint A because it can be assumed that it will always be more efficient to start with the pick up at the current vehicle location rather than travel away from this location and return to it to make the pick up later.
  • the system may obtain this information from the GPS module since the first waypoint is simply the current location.
  • the present invention can be used in situations where the vehicle is not located at a pickup location of one of the transportation tasks. In such situations there may be more possible transportation options available. For instance, in the examples above, transportation options comprising routes starting at any of the pickup locations, A or C, may be generated.
  • FIG. 6 shows a vehicle having a conventional GPS navigation system, and a guidance system 20.
  • the second embodiment of the invention is similar to the first embodiment.
  • a guidance system 20 comprises a driver input means 3, a route output means 4, a data store 9, and a route processor 5 comprising a modelling module 6 and a selection module 7. These parts of the guidance system 20 operate similarly to their counterparts in the first embodiment.
  • the guidance system 20 does not include a location determining device. Instead, the vehicle 1 has a separate navigation system 21.
  • the navigation system 21 may be a conventional vehicle navigation system, such as a GPS system.
  • the separate conventional vehicle navigation system 21 may be connected to the guidance system 20 of the present invention by a communication link that may be a cable or a wireless connection.
  • the navigation system 21 may be connected to the guidance system 20 by a Bluetooth (R) wireless connection, or by a USB cable.
  • the separate navigation system 21 may be built in to the dashboard of the vehicle 1 or may be portable.
  • Portable devices may be fixed to the vehicle, for example attached to the windscreen by means of a suction pad.
  • the user may input the required transportation tasks into the guidance system 20 or may input the tasks into the separate navigation system 21.
  • the inputted data may be provided from the navigation system 21 to the guidance system 20 by the communication link between the guidance system 20 and the navigation system 21.
  • the guidance system 20 operates in the same manner as described in embodiment 1 to generate transportation options, and to compare and select the transportation option having the lowest associated carbon emission.
  • the guidance system 20 outputs the route of the selected transportation option through the route output means 3 as a sequence of waypoints where payloads are to be picked up or dropped off by the vehicle 1.
  • This sequence of waypoints may be provided, one by one, to the navigation system 21, which can guide the driver along the path of the selected route in a conventional manner, for example by using the sequence of waypoints as a sequence of navigational waypoints.
  • the sequence of waypoints can be provided to the navigation system 21 automatically by the guidance system 20.
  • the navigation system 21 may be provided with only the next waypoint in the sequence of waypoints. When a waypoint is reached, the navigation system 21 may then be provided with the next waypoint in the sequence. Alternatively, the navigation system may be provided with multiple, or all, the waypoints of the route and the sequence in which they must be visited.
  • the route output means 4 of the guidance system 20 may have a display or other output device such as a loudspeaker, for providing route information and/or directions to the driver, as an alternative to displaying the selected route on the navigation system 21.
  • FIG. 7 A third embodiment of the invention is shown in Figure 7.
  • the third embodiment of the invention comprises a distributed or networked guidance system 30 having some components located in a vehicle 1, and some components located remote from the vehicle 1.
  • the distributed guidance system 30 comprises an on board guidance system 31 comprising a driver input means 3, a route output means 4, and a communication unit 32 located in a vehicle 1.
  • the vehicle 1 may also comprise a navigation system 21 separate from the on board guidance system.
  • the distributed guidance system 30 further comprises a modelling server 33 located remote from the vehicle 1.
  • the modelling server 33 is connected to a communication network 34.
  • the communication unit 32 of the on board guidance system 31 is also able to connect to the communication network 34 through a wireless interface.
  • the communication network 34 may for example be the Internet.
  • the modelling server 33 comprises a modelling module 35 and a selection module 36, together with a data store 37.
  • details of a number of transportation tasks are input into the on board guidance system 31 using the driver input means 3.
  • the on board guidance system 31 then sends details of the input transportation tasks to the modelling server 33 through the communications unit 32 and the communications network 34.
  • the modelling server 33 receives and stores the details of the input transportation tasks in the data store 37.
  • a first step 14 illustrated in Figure for , the combined I/O module 58 receives the transportation tasks from driver input means 3. These are stored in data store
  • the modelling module 35 obtains the details of the desired transportation tasks.
  • the transportation task details may be obtained from the data store 37, or may be taken directly from the details sent from the on board guidance system 10.
  • a modelling step 11 different transportation options for carrying out the transportation tasks are generated by the modelling module 35, which generates the different vehicle routes corresponding to the different possible sequences in which the transportation tasks may be carried out, in the same manner as described in relation to the first embodiment.
  • the modelling module 35 determines a value for the carbon emissions associated with each of the generated transportation options as described in detail below, and provides details of the different modelled transportation options and their respective carbon emissions to the route selection module 36.
  • the route selection module 36 compares the carbon emission values associated with each modelled transportation option, and selects the transportation option having the lowest associated carbon emission value.
  • the modelling server 33 outputs the route of the selected transportation option by sending details of the selected route to the on board vehicle guidance system 31 through the communications network 34.
  • the on board vehicle guidance system 31 can then display the route to the driver using the route output means 4. Similarly to the second embodiment, the on board vehicle guidance system 31 outputs the route of the selected transportation option through the route output means 4 as a sequence of waypoints where payloads are to be picked up or dropped off by the vehicle 1.
  • the sequence of waypoints may be provided to the navigation system 21, which can guide the driver along the path of the selected route, for example by using the sequence of waypoints as a sequence of navigational waypoints.
  • the sequence of waypoints can be provided to the navigation system 21 automatically by the guidance system 20, or may be provided to the navigation system 21 following a command input from the driver.
  • sequence of waypoints may be displayed one by one by the route output means 4, so that only the next waypoint in the sequence is displayed to the driver at any given time.
  • sequence of waypoints may be sent one by one by the modelling server 33 to the route output means 4.
  • on board vehicle guidance system 31 may be arranged to obtain the current location of the vehicle 1 from the navigation system 21.
  • the on board vehicle guidance system 31 can then provide the current location of the vehicle 1 to the modelling server 33 if necessary.
  • the modelling server may obtain the current location of the vehicle 1 in other known ways, such as for example by triangulating transmissions from the vehicle guidance system communications unit 32.
  • the distributed guidance system 30 of the third embodiment there may be a plurality of vehicles 1 each having a respective on board vehicle guidance system 31 in communication with a single modelling server 33.
  • FIG. 8 A fourth embodiment of the invention is shown in Figure 8.
  • the fourth embodiment of the invention comprises a distributed or networked guidance system 40 similar to the third embodiment, and having a modelling server 42.
  • the vehicle guidance system 41 is arranged to allow input of transportation tasks to the modelling server by input devices 46 communicating directly with the modelling server 42 instead of transportation tasks being input through the driver input means of an on board vehicle guidance system.
  • the distributed vehicle guidance system 40 comprises a number of on board guidance systems 41, each located in a respective vehicle 1, and a modelling server 42. There may be a large number of on board guidance systems 41 connected to a single modelling server 42.
  • Each on board guidance system 41 comprises a route output means 4, and a communication unit 48 located in a vehicle 1.
  • the vehicle 1 may optionally also comprise a navigation system (not shown) separate from the on board guidance system 41.
  • the modelling server 42 is connected to a communication network 34.
  • the communication units 48 of the on board guidance systems 41 are also able to connect to the communication network 34 through respective wireless interfaces.
  • the communication network 34 may for example be the Internet.
  • the modelling server 42 comprises a modelling module 43, a selection module 44, and a data store 45.
  • the modelling server 42 is able to receive inputs of details of transportation tasks to be carried out from communications devices 46 through a task request web page supported by the modelling server 42.
  • a driver can access the web page through a respective communication device 46 and input details of transportation tasks to the modelling server 42.
  • the modelling server 42 may store the details of the input transportation tasks in the data store 45 as necessary.
  • the communications devices 46 are mobile devices, such as mobile telephones, smartphones, tablet computers, laptop computers and the like. However, the communications devices 46 may also be fixed devices, such as landline telephones and desktop computers and the like.
  • the sequence of operation of the modelling server 42 according to the fourth embodiment is then essentially the same as described above for the third embodiment, and as shown in the flow chart of Figure 4.
  • the modelling server 42 uses the input transportation task data, the modelling server 42 generates a number of transportation options and selects the transportation option with the smallest carbon footprint, as described in relation to the previous embodiments
  • the modelling server 42 outputs the route of the selected transportation option by sending details of the selected route to the on board vehicle guidance system 41 through the communications network 34.
  • the on board vehicle guidance system 41 can then display the route to the driver using the route output means 4. Similarly to the second and third embodiments, the on board vehicle guidance system 41 outputs the route of the selected transportation option through the route output means 4 as a sequence of waypoints where payloads are to be picked up or dropped off by the vehicle 1.
  • the sequence of waypoints may be displayed one by one by the route output means 4, so that only the next waypoint in the sequence is displayed to the driver at any given time.
  • the sequence of waypoints may be output one by one by the modelling server 33 to the route output means 4.
  • the vehicle 1 may further comprise a navigation system, and the sequence of waypoints may be provided by the guidance system 41 to the navigation system.
  • the navigation system can then guide the driver along the path of the selected route in a conventional manner.
  • on board vehicle guidance system 41 may be arranged to obtain the current location of the vehicle 1 from the navigation system.
  • the on board vehicle guidance system 41 can then provide the current location of the vehicle 1 to the modelling server 42 if necessary.
  • the modelling server 42 may be arranged to receive inputs of details of communication tasks in other formats. Examples of other formats include emails and SMS messages, but any suitable communication format could be used.
  • the vehicle fleet management system 100 comprises a control centre 101 and a plurality of on board guidance systems 102 each in a respective one of a plurality of vehicles 103 making up a vehicle fleet which may be directed by the control centre 101.
  • the control centre 101 is able to receive requests to carry out transportation tasks from user communication devices 104.
  • requests for transportation tasks to be carried out may be made by transport users, and not only by the drivers of the vehicles 103.
  • the control centre 101 on board guidance systems 102 and communication devices 104 can communicate through a communications network 106.
  • This communications network 106 may, for example, be the Internet.
  • the control centre 101 comprises a task request server 107 arranged to receive and process requests for transportation tasks from user communication devices 104.
  • the task request server 107 comprises a modelling module 108, an option selection module 109, and at least one data store 110.
  • the control centre 101 receives user requests for transportation tasks to be carried out from user communication devices 104, and assigns specific ones of a fleet of vehicles 103 to carry out the transportation tasks.
  • the control centre then tracks the carrying out of the transportation tasks by the assigned vehicles.
  • Each requested transportation task is the transportation of a payload from a pick up location where the payload is loaded onto a vehicle to a drop off location where the payload is unloaded from the vehicle.
  • the transportation task may specify times or time windows for the pick-up and drop off to be made.
  • the payload may be, for example, persons or cargo. The present invention is not limited to being used with any particular payload. In particular, the payload may be one or more persons.
  • a number of transportation tasks may be combined together as a route. The route will comprise a sequence of waypoints corresponding to the pick up locations and drop off locations of the transportation tasks combined together to make up the route together with the payloads and times associated with these transportations tasks.
  • a route is assigned to a specific vehicle to follow the route and carry out the different transportation tasks making up the route.
  • a transportation option in this embodiment, is the combination of a route and a vehicle.
  • the route is made up of a number of transportation tasks, each of which involves a payload, a pick up location and a drop off location
  • the control centre 101 determines whether the received transportation task request can be combined together with the vehicles and routes of already generated transportation options which have not yet been executed, and generates a set of possible transportation options based on combinations of the newly-received transportation task with previously-stored transportation tasks.
  • Each of these transportation options will comprise a combination of a selected vehicle and a route for the vehicle to follow.
  • a value representing the carbon emissions of that transportation option is determined, and the transportation option, having the lowest carbon emissions is then selected for execution.
  • the control centre 101 then sends routing and navigation instructions defining the route of the selected transportation option to the vehicle 103 of the selected transportation option.
  • Each on board guidance system 102 comprises a route output means 111 and a communications unit 112.
  • the communications unit 112 is arranged to receive routing and navigation instructions from the control centre 101 defining a route assigned to the vehicle 103.
  • the route output means 111 is arranged to present routing and navigation instructions defining the route assigned to the vehicle 103 received from the control centre 101 through the communications unit 112 to a driver.
  • the route output means 111 may, for example be a visual display and/or an audio output.
  • the control centre 101 sends the routing and navigation instructions defining the route by sending only information identifying the location of the next waypoint in the sequence of waypoints making up the route and the action to be taken at this next waypoint. This may provide the advantage that if an existing route is changed while a vehicle is following it, for example if a new transportation task request is combined with the transportation option comprising the route and assigned vehicle, it is not necessary to advise the vehicle driver that future waypoints have changed.
  • control centre 101 may send routing and navigation instructions comprising several, or all, future waypoints making up the route, but the future waypoints may be presented one by one by the route output means 111, so that only the next waypoint in the sequence is presented to the driver at any given time.
  • FIG. 10 A more detailed view of the principal components of the task request server 107 of the carbon emissions reduction modelling system according to the fifth embodiment of the present invention is shown in Figure 10.
  • the task request server 107 comprises a user request receiving means 120, for receiving details of transportation task requests from users via communication devices 104.
  • the request receiving means 120 provides details of the requested transportation tasks to the modelling module 108.
  • the request receiving means 120 may preferably comprise a request buffer to allow received requests to be temporarily stored until the modelling module is ready to process them.
  • the modelling module 108 determines different ways in which a newly requested transportation task can be combined with existing transportation options comprising combinations of routes and assigned vehicles stored in an existing options database 121, and generates different new transportation options 122. These new transportation options 122 are modelled by modelling module 108 to determine a value for the carbon emissions associated with each of the new transportation options 122, and the modelling module 108 provides details of the waypoint sequences of the new transportation options 122 and their carbon emissions to the option selection module 109.
  • a stored existing transportation option might require a specific vehicle to travel along a specific route from waypoint A to waypoint D via waypoints C and B:
  • the vehicle would be required to carry a certain payload on each leg of this existing route.
  • the existing transportation option and route may correspond to a combination of a number of previously requested transportation tasks.
  • the route A- C- ⁇ B- ⁇ D could correspond to a first transportation task requiring a first payload to be transported from waypoint A to waypoint B and a second transportation task requiring a second payload to be transported from waypoint C to waypoint D.
  • the transportation option would require the specified vehicle to carry both of the first and second payloads from waypoint C to waypoint B.
  • the modelling module 108 may consider how to combine the new transportation task request with an existing transportation task following route A- ⁇ C- ⁇ B->D. For example, if some of the waypoints A to D are physically close enough to the pick-up and drop-off locations of the new transportation task, and the associated time and date of pickup and drop-off of the payloads for each waypoint are also close enough to each other, the new transportation task and the existing transportation tasks of the existing transportation option may potentially be combined.
  • the new transportation task request may be for example, a request to transport a payload from pick up waypoint E to drop off waypoint F.
  • the existing transportation options stored in the existing options database 121 will be updated to remove from consideration waypoints that have already been visited by their assigned vehicles and the pick up or drop off (loading or unloading) activities associated with those waypoints have been carried out. This may ensure that only the remaining unexecuted parts of transportation options are considered for combining with new transportation tasks.
  • the removal of waypoints from consideration may involve deleting the visited waypoints from the existing options database 121, or the marking or tagging of the visited waypoints to indicate their status.
  • the modelling module 108 uses optimisation databases 123 to assist in generating new transportation options 122. These databases are discussed in more detail later.
  • the modelling module 108 calculates a value or metric related to the carbon emissions associated with each of the new transportation options 122, using the same energy efficiency metric as described above for the first embodiment. The modelling module 108 then provides details of the new transportation options 122 together with their associated carbon emission metrics to the transportation option selection module 109.
  • the transportation option selection module 109 selects the new transportation option 122 which has the lowest carbon emission metric, and outputs this selected new transportation option 124.
  • the most efficient combined transportation option 124 with the lowest carbon emissions comprises a route and a vehicle assigned to follow the route and carry out the different transportation tasks making up the route. This may be regarded as assigning the vehicle to the route, or as assigning the route to the vehicle, as convenient.
  • a transportation option comprises three elements: payloads, route and vehicle.
  • payloads if no vehicle having sufficient payload capacity to carry out the combined route is available the combined route may not be accepted as part of a transportation option, and this transportation option may not be used.
  • routes are defined available vehicles must be chosen and assigned to the different routes so that each route has an assigned vehicle to form a transportation option. Vehicle choice will be discussed in more detail later.
  • the identified most efficient transportation options may be selected and may be used to determine or modify the schedules of vehicles in a fleet which then accomplish the delivery of payloads to their various destinations using less energy and with a lower carbon footprint.
  • Figure 12 is a flowchart illustrating the method of operation of the task request server 107 according to the fifth embodiment of the invention.
  • Figure 12 shows a modelling process 200 for generating and selecting a transportation option when a new transportation task request is processed. As discussed above, this modelling may take place immediately when a new transportation task request is received, or may take place after a new transport request has been temporarily stored awaiting processing.
  • the modelling process 200 begins at step 201.
  • First, data defining details of the new transportation task are obtained 202, for example from a task request message sent by a potential user. For example a user might request to be picked up at an origin point and dropped-off at a destination point, and might specify time windows for being picked up and/or time windows for being dropped off.
  • the user might enter this data using a Graphical User Interface (GUI) of, for example, a transportation task booking, requesting, or ordering webpage supported by the task request server 107.
  • GUI Graphical User Interface
  • the user might enter the data into a transportation task booking, requesting, or ordering webpage supported by an external website, and the data may be communicated to the control centre 101 from the external website.
  • the user may make transportation task requests or orders to the control centre 101 in a number of ways including by telephone to an operator, by SMS ("text") messaging or by other means for example by email over the internet. For some users who are businesses, large numbers of transportation task requests may be made in a single communication.
  • the transportation task request data may be received by parts of the control centre 101 other than the transportation task request server 107 and reformatted as necessary so that it can be passed to the transportation task request server 107.
  • a topographical modelling element of the modelling module 108 determines whether the new transportation task may be combined with one or more existing transportation options stored in the existing transportation options database 121.
  • the existing transportation options may comprise single transportation tasks, or may comprise multiple transportation tasks that have already been combined. Existing transportation options refers to the as yet unexecuted parts of these transportation options.
  • the topographical modelling element may compare the new transportation task with stored existing transportation options to determine whether combination of the new transportation task with one or more existing transportation options is possible. For example, if the pick up waypoints and drop off waypoints of the different transportation tasks are close enough to each other, and the time and/or date specified for the pickups and drop-offs are also close enough to each other, the different transportation tasks may be combined. This determination may, for example, be carried out by overlaying the new transportation task on the existing routes. A number of methods of determining whether new transportation tasks and existing routes are combinable are known. Any suitable known method may be used. If the new transportation task is combinable with any existing transportation option, each of these existing transportation options may be modified to include two new waypoints - the origin and destination of the new transportation task. Detailed examples of combining transportation tasks, routes and transportation options are set out below.
  • the flowchart branches depending on whether or not the new transportation task is combinable with any existing transportation option. If the transportation task is not combinable with any existing transportation option, at step 218, a new transportation option is created that comprises the new transportation task. This new transportation option consists solely of the new transportation task and an assigned vehicle. The method then ends at step 216.
  • the newly-created transportation option is then stored in the existing options database 121, where it is available to be considered for combination with any subsequently-received transportation task.
  • step 206 it is determined that the new transportation task is combinable with one or more existing transportation options then at step 208 all ways to combine the new transportation task with these existing transportation options and routes are identified.
  • an existing transportation option may comprise a route represented by:
  • a route may comprise any number of transportation tasks.
  • a newly requested transportation task may be represented by:
  • the overall route that might be traversed could be A - ⁇ B -> C - D. That is, the transportation tasks are merely executed in turn. This may not however be the most efficient way of combining the transportation tasks. For example, when a vehicle executing this transportation option is travelling between waypoint B and waypoint C it carries no payload, which is inefficient.
  • the existing transportation option and the new transportation task are combinable, for example because their origins and destinations are in proximity to each other and their pickup times and drop-off times coincide, then they may be combined to form a new route in at least the following two ways:
  • the vehicle is carrying a payload on all legs of the new combined routes.
  • the vehicle is therefore being shared for at least a part of the route. This may be more efficient than merely executing the existing transportation option and then the new transportation task sequentially.
  • the energy efficiency of each possible way of combining the new transportation task with the existing transportation options is modelled to generate an efficiency metric.
  • This modelling takes into account the efficiency with which energy will be used by the vehicle executing the new combined route.
  • the assessment takes into account the weight of the payload carried over each leg of the new combined route, together with the length of that leg.
  • the outcome of the calculation is an efficiency metric which reflects the energy efficiency of each combination of the new transportation task with an existing transportation option. Examples of the calculation to determine the efficiency metric of each transportation option will be explained in greater detail below.
  • the respective efficiency values of the combinations of the new transportation task with an existing transportation option are compared. Based upon this comparison the combination of the new transportation task and existing transportation option having the highest efficiency metric is selected. In this way, the combination which is most energy efficient (and therefore which produces the least amount of carbon emissions) is chosen.
  • the selected existing transportation option is modified to include the new transportation task. That is, the stored existing transportation option is replaced, in the existing options database 121, by the new combined transportation option which includes the new transportation task.
  • the method then ends at step 216.
  • the method may subsequently resume at the start 200 of the procedure when another new transportation task is requested.
  • the new combined transportation option may then be used, for example to update driver and vehicle schedules for the vehicles 103 of the vehicle fleet as necessary to include the new combined transportation option, and to give directions to the driver to follow a modified route in accordance with the new transportation option.
  • the use of the combined transportation option selected by the present invention in vehicle scheduling is merely an application of the present invention and does not limit the invention.
  • the present invention is primarily concerned with the modelling of energy and C02 emissions of various routes and transportation options to reduce energy consumption and the associated carbon footprint. Optimal route selection to maximise energy efficiency leads to a reduction in carbon emissions.
  • the carbon emissions associated with a transportation option corresponding to a specific sequence of transportation task waypoints may be expressed in a number of different ways.
  • a quantitative energy efficiency metric is calculated for each possible transportation option.
  • improved energy efficiency corresponds to reduced carbon emissions, so that by selecting the transportation option having the highest energy efficiency metric corresponding to the highest energy efficiency, the possible transportation option having the least energy consumption and carbon (C02) emissions can be chosen as the selected transportation option.
  • the energy quotient of a particular transportation option comprising a particular route R followed by a vehicle V is defined by equation 1.
  • the energy quotient Q R,V is an efficiency metric.
  • the energy consumed by a vehicle travelling a route, the various distances between waypoints of each leg and the various payload weights carried over each leg are combined in the equation above to provide the energy quotient Q R,V , a useful efficiency metric that reflects the energy efficiency of the transportation option formed by the combination of vehicle and route.
  • the topographical modelling element is a part of the modelling module. In other examples the topographical modelling element may be separate from the modelling module.
  • Example 1 showed how the energy quotient was calculated for three alternative transportation options to be performed by the same vehicle.
  • the same two transportation tasks are required to be performed, but two different vehicles having different energy consumptions (kWh per km) are available to perform the tasks.
  • the same three possible routes will be available, but these will be each available to be executed by either of the available vehicles.
  • There will therefore be six possible transportation options (each of the three routes being executed by either of the two vehicles).
  • the same calculations to determine a value of Q are made for each transportation option.
  • six values of Q will be calculated, based on the three different routes and the two different energy consumptions.
  • the transportation option having the lowest Q value, and representing a particular vehicle executing a particular route, will then be selected in order to complete the transportation tasks with the minimum carbon emissions.
  • the process of generating the transportation option will take into account whether the vehicle has sufficient payload capacity for the maximum payload required to be carried on a leg of the route, and sufficient range to complete the route and return for any necessary fuelling or charging.
  • the task request server 107 will need to comprise, or have access to, an available vehicles database which stores data concerning the energy consumptions of the available vehicles.
  • the energy consumption information for each vehicle may comprise a number of different energy consumption figures, each related to a particular vehicle payload.
  • the energy consumption will be calculated on a leg-by- leg basis using the energy consumption figure corresponding to the payload in the vehicle on that particular leg.
  • This example is similar to the previous examples, but with three transportation task requests rather than two, and with vehicle selection.
  • three transportation task requests rather than two, and with vehicle selection.
  • the method starts by a user making a transportation task request. Because there are no existing routes available to be combined with this transportation task, this transportation task becomes the first determined route, is assigned a vehicle, and is saved as an existing transportation option.
  • the system can combine the new transportation tasks with the existing transportation option in multiple ways. This is illustrated in the table below.
  • Table 4 The evolution of transportation task combinations in various routes as new tasks are requested and added to existing routes
  • the third row of table 4 only contains three different ways of combining the three transportation tasks into a combined route. Other ways of combining the transportation tasks are also possible.
  • the energy quotient calculation according may be made for each possible route and available vehicle combination to establish the transportation option with the lowest energy quotient value (which reflects a high energy efficiency and a low carbon footprint). This may be done in a similar way to example 2.
  • Table 5 is similar to Table 1 above. It summarises data pertaining to the uncombined route A->B- ⁇ C->D- ⁇ E- ⁇ F.
  • the first two columns denote the start and end of each leg.
  • the third column denotes the passengers that board or disembark at the start of each leg.
  • the fourth column denotes the total number of passengers carried over a particular leg.
  • Column 5 denotes the weight of the new passengers boarding or disembarking at the start of each leg and column 6 denotes the weight of all of the passengers carried over a particular leg.
  • Column 7 contains the distance of each leg.
  • Column 8 denotes the ratio between the weight of the payload (passengers), and the distance covered, over each leg.
  • the total value at the bottom of column 7 is the sum of the distances of the different legs of the route.
  • the energy quotient may be calculated, as discussed above in relation to example 1, by substituting into Equation 1 the appropriate energy consumption values for the respective vehicles, the total route length, and the ratios of the individual leg lengths and payloads carried over those legs.
  • Table 5 Waypoints, loads and distances for uncombined route A->B- ⁇ C->D->E- ⁇ F
  • Tables 6, 7 and 8 show the same information as in table 5 but for the three different respective route combinations set out in the last row of table 4.
  • Table 6 Waypoints, loads and distances for route A- ⁇ C- ⁇ E- B- ⁇ F- D
  • Table 7 Waypoints, loads and distances for route A- ⁇ E->C->B- ⁇ D->F
  • the ratio of the payload weight carried in the leg to the distance covered over the leg is a measure of efficiency. This is because the greater the weight of the payload carried over unit distance, the more efficient the route.
  • Another factor that reflects the efficiency of the route is the energy consumed by traversing each route as calculated, as in the previous examples, by the kilowatt hours per unit distance and overall distance between the start and the end of each route. This would depend on the fuel type of the vehicle chosen from the available vehicles. In tables 9 to 12 below, three different types of vehicles are considered: petrol, diesel and electric. Each of these consumes a different amount of energy due to their different fuel type. In the present calculations, petrol engined vehicles are assumed to consume 1.9 kWh per km, diesel vehicle are assumed to consume 1.54 kWh per km, and electric vehicles are assumed to consume 0.6 kWh per km.
  • V refers to the vehicle chosen for each route.
  • U refers to an uncombined route.
  • Qu,v above refers to the energy quotient of the uncombined route U for various vehicles V.
  • Eu.v refers to the energy used while traversing the uncombined route U for various vehicles V.
  • Tables 9 to 12 below show the calculated energy quotient for each route in this example. Each route has three associated energy quotients, one for each type of vehicle.
  • the uncombined route has the lowest values for its efficiency quotients and the highest values for its energy quotients and is therefore very inefficient. This is because it carries a very low weight of payload per unit distance. It is therefore inefficient because it transports less over a given distance than the optimised routes, since in the optimised routes passengers or other payloads share the vehicle for at least part of the route.
  • the transportation option combining route A->E- ⁇ C- ⁇ F- B- ⁇ D with an electric vehicle is chosen as the transportation option with the lowest energy quotient which visits all of the required waypoints in the correct order and can carry out all of the requested transportation tasks.
  • the improved energy efficiency reflects a route which, when traversed, would result in lower carbon emissions.
  • FIG. 14 A sixth embodiment of the invention is shown in Figure 14.
  • the modelling process to identify the most efficient transportation options having lower carbon emissions is carried out as a two stage process in which first the most efficient routes are identified and selected, and then subsequently vehicles are assigned to carry out the selected routes to form transportation options. This is in contrast to the fifth embodiment where the most efficient transportation option is selected in a single modelling process.
  • a customer inputs a request for a new transportation task.
  • this request may include a pickup and a drop-off location, a time and date window, and a payload.
  • the modelling module compares the newly requested transportation task to the outstanding legs of existing routes, that is, the future legs of existing routes that have not yet been travelled by the assigned vehicles, to find existing routes having parts that coincide geographically and temporally with the new transportation task.
  • a determination is made, at step 308, as to whether the new transportation task may be combined with any of the existing routes. As in the fifth embodiment, this determination may be made by a topographical modelling element. As was discussed above, this determination may be made in any known manner.
  • a new transportation option is generated that comprises the new transportation task alone.
  • the procedure then ends at step 338.
  • the new route may be stored in the existing routes database 121.
  • step 308 If, at step 308, it is determined that the new transportation task is combinable with at least one existing route then a number of possible combined routes which combine the new transportation task with the respective existing transportation options are generated at step 310.
  • an efficiency metric is determined for each of the possible combined routes that reflects their energy efficiency and likely carbon emissions. These quantitative values may reflect both levels of energy consumption and levels of carbon emissions.
  • the selection module selects the possible combined route which has the lowest energy consumption and/or highest efficiency (and thus lowest carbon emissions). Subsequently, at step 316, this selected route combination is examined to see whether it meets various conditions or operating rules. These conditions and operating rules will be described in greater detail later. They define operational requirements which must be taken into account to prevent the model selecting a transportation option which is unworkable or undesirable in practice, even if it is theoretically efficient. The conditions and operating rules may vary depending on the intended use of the selected routes. If the selected combined route not satisfy the conditions or operating rules, then at step 334, a check is made as to whether there are any other combined routes which satisfy the conditions .
  • step 332 the combined route with an efficiency metric corresponding to the lowest energy consumption and/or highest efficiency (and thus lowest carbon emissions) is selected. Subsequently, at step 316, once again, it is determined as to whether this next most energy efficient route complies with the conditions or operating rules.
  • This cycle may go on until all of the new transportation options are exhausted. If, after all possible route combinations have been considered, none of them satisfy the conditions or operating rules, then it is determined that the new transportation task may not be combined into any existing route. In that case, at step 336, a new transportation option is generated that comprises the new transportation task alone. The process then ends at step 338. This new transportation option comprising only the new transportation task is then stored in the database 121.
  • this combined route is selected and a database storing all of the routes is updated to include the new combined route in place of the previous existing route from which it is derived.
  • the stored routes, including the new combined routes are then compared to the pool of available vehicles, and a vehicle assigned to each stored route to form a transportation option.
  • a new combined route comprises a pre-existing route which has already been assigned a vehicle to form a transportation option it may be necessary to assign the same vehicle to the new combined route. For example, this may be necessary if the vehicle is carrying payload, such as passengers, which have been picked up at a previous waypoint, and are to be dropped off at a future waypoint of the new combined route.
  • the assignment of vehicles to stored routes to form transportation options may also be carried out by modelling and selection of the combination of vehicles and routes and selection of the combination corresponding to the lowest energy consumption and/or highest efficiency (and thus lowest carbon emissions).
  • the stored routes and/or transportation options may be used to direct operations of a vehicle fleet.
  • any interested parties may be notified as necessary when changes are made to one or more of the transportation options being used for routing vehicles. These may include passengers, cargo controllers, fleet management and operators, and drivers.
  • the optimal route may be used in a number of ways that do not limit the present invention.
  • the optimal route may be used to calculate driver and vehicle schedules which result in the transportation of various payloads to their destinations using less energy and therefore with reduced C02 emissions and a smaller carbon footprint.
  • the determination of an efficiency metric for a route, and the subsequent use of this efficiency metric to select the most efficient route, may be carried out using the energy quotient and related equations discussed previously. However, since no specific vehicle is assigned to follow the routes at this stage it will be necessary to assign the routes a common value to be used for the vehicle energy efficiency in these equations.
  • An efficiency quotient may be determined for each possible route which reflects the energy efficiency of the route, and thus the likely carbon emissions of any vehicle assigned to carry out the route as a transportation option.
  • an efficiency quotient is determined based upon the various distances between waypoints of each leg and the various payload weights carried over each leg.
  • the equation for calculating the efficiency quotient PR is as follows:
  • the efficiency quotient PR is a useful efficiency metric that reflects the energy efficiency of the route.
  • the eighth column of each table contains the ratio between the payload weight of a leg and the length of each leg. In the example this has units of kg per km.
  • the seventh embodiment of the invention is based upon the concept that the values in the eighth column may be viewed as a metric providing a measure of energy efficiency of the route.
  • the calculation performed in the last row of the eighth column in Figure 1 to arrive at the value of the efficiency quotient Pu for the uncombined route U is:
  • the efficiency quotient Pu for this uncombined route is the sum of the ratios between the payload weight and the length of each of the legs making up the route.
  • each table may be viewed as a metric providing a measure of energy efficiency of each route.
  • the efficiency quotient PR for the route is the sum of the ratios between the payload weight and the length of each of the legs making up the route.
  • the efficiency quotients vary over the different routes. If only a single route were required, wherein the single route is to be chosen from a plurality of possible routes, the fleet management system would choose the route that has the highest efficiency quotient, which reflects a high energy efficiency. Upon inspection of tables 1, 2 and 3, it is clear that the most efficient route in the example is route 1 summarised in table 2. This route has the highest values for the efficiency quotients.
  • the combined route with the highest efficiency quotient, reflecting a high energy efficiency is chosen for the task.
  • This route would also be the route resulting in the least carbon emissions.
  • a vehicle may then be assigned to the task.
  • high energy efficiency vehicles are selected over lower energy efficiency vehicles.
  • the present example however considers the situation where some of the transportation task requests are not combinable with existing transportation options and routes.
  • the evolution of three different, separate, transportation options comprising uncombinable routes will be described.
  • Each route may combine its constituent transportation tasks in a number of ways.
  • the vehicle and route combinations that have the highest energy quotients are chosen.
  • the result is three different transportation options comprising respective routes servicing different waypoints but which are each energy optimised so that each route reflects the most energy-efficient way of combining its constituent transportation tasks.
  • Table 13 The evolution of task combinations in various routes as new tasks are requested
  • each route services distinct sets of waypoints.
  • the three different routes are:
  • the energy quotient of each possible transportation option comprising a route and vehicle combination can be calculated and vehicles assigned to each route accordingly.
  • Tables 14 to 16 below calculate, in the bottom-most and rightmost cell, the sum of the ratios between payload weight and leg length, that is the efficiency quotient according to the seventh embodiment. This efficiency quotient may have been used to choose these combined routes. As explained, because the greater the quantity of payload carried per unit distance the more efficient the route, this value reflects energy efficiency. As in previous examples, it will be used in the calculation of the energy quotient for each possible route and vehicle combination.
  • the energy quotient for each route R and vehicle V is calculated using the efficiency quotient according to the seventh embodiment, that is the sum of the ratios between payload weight and leg lengths for each route, and the energy consumed over the route: M e-k M
  • the numerator E R _ V reflects the energy consumed by traversing a route R using vehicle V.
  • Q R , V is the energy quotient for route R using vehicle V. This will vary depending on the vehicle chosen for the route.
  • the following three tables demonstrate the calculation of the above three equations for three different vehicles. The rightmost column of each table is Q R,V
  • route 1 is more expensive than route 1 while route 3 is the most expensive.
  • appropriate vehicles are assigned to each route.
  • the combination of vehicles assigned to routes giving the lowest total, or average, of the energy quotients of the three route and vehicle combinations may be selected.
  • the selected combinations would be to assign the petrol vehicle to route 1, the diesel vehicle to route 2, and the electric vehicle to route 3. This will provide the lowest total, or average, of the energy quotients for the three transportation options formed by the three route and vehicle combinations.
  • a vehicle may be chosen to service a particular route to form a transportation option depending on the energy quotient of the vehicle and route combination.
  • the numerator of the energy quotient equation comprises the energy consumed by a particular type of vehicle whilst traversing a particular route. As explained, this involves ascertaining the kilowatt hours per unit distance consumed by a particular vehicle and multiplying that by the distance concerned (for example, the length of a leg - i.e., the distance between waypoints A and B) to arrive at a figure for the energy consumed in traversing the route measured in kilowatt hours. This value is then used as the numerator in the energy quotient equation above.
  • the carbon emissions produced by vehicles powered by different fuel types may also be taken into account.
  • levels of C02 emissions are also reduced.
  • an emissions metric based on the C02 emitted per unit distance could be determined.
  • the emissions metric could be an emissions quotient determined in the same manner as the energy quotient of the fourth embodiment, but with the value of C02 emitted being substituted for the value of energy used.
  • the carbon emissions of vehicles may take into account the carbon emissions involved in producing the fuel for the vehicles, in addition to carbon emissions from the vehicles themselves. This may allow the carbon emissions produced by use of electric or hydrogen fuelled vehicles to be properly taken into account even though the vehicles themselves may emit no C02 in operation.
  • the system upon receipt of a new trip order, the system checks to see how the new trip may be combined with existing routes. That is, with future parts of routes which have not yet been carried out. Multiple ways of performing this combination are considered; the combination which results in a route with the highest efficiency quotient or a transportation option comprising a route and vehicle combination with the lowest energy quotient is chosen. Where only a route is selected this may be subsequently combined with a selected vehicle to provide a transportation option, although where an existing route comprising the future part of a route already being followed is combined with a new transportation task it may be necessary for the vehicle selected for the combined route to be the vehicle previously selected for the existing route.
  • the selected transportation options will carry certain payloads using a chosen vehicle by traversing a specified route.
  • the selected transportation option will be the most energy-efficient and thus result in the least carbon emissions.
  • a further important feature of the present invention is the ability to add or remove transportation tasks from a route dynamically and in real-time, for example, while the driver and vehicle are already en route.
  • This ability to add or remove transportation tasks to or from existing routes "on-the-fly" while travelling is in contrast to traditional approaches that use fixed routes that are determined at the start of the route and which are not subject to change during the route.
  • Instructions, in the present invention are delivered to drivers while the driver is on the road.
  • drivers are provided only with the location of the next waypoint they are to visit on a route. This may provide the advantage of avoiding confusing drivers by notifying them of changes when future parts of routes are changed "on the fly”.
  • Example 3 the route A->E->C- F->B- ⁇ D was chosen, from others, as the most energy efficient as it had the lowest calculated energy quotient and the highest efficiency quotient compared with all the other route combinations.
  • a driver and vehicle may be instructed to follow the route. The driver may then start his journey. However, new instructions may arrive electronically (for example, via a wireless in-vehicle device) after the driver has completed the first leg of the route, A->E, stating that the customer who wished to travel between C- ⁇ D has cancelled his trip request.
  • the planned route A- ⁇ E- ⁇ C- ⁇ F- ⁇ B- ⁇ D will have to be revised.
  • the route no longer has to incorporate the trip C- ⁇ D.
  • the driver has already completed the first leg A- ⁇ E, the first two waypoints of the route, A and E, cannot be changed. However, the remaining waypoints are subject to change.
  • there are two ways in which the route can be completed A->E->F->B or A->E->B->F.
  • the system will choose the route with the lowest energy quotient and/or the highest efficiency quotient, in the manner already explained.
  • Example 1 the route A->C- ⁇ B- D was chosen as the route with the lowest energy quotient and the highest efficiency quotient out of two route options.
  • a driver and vehicle may then be instructed to follow this route.
  • the driver may then commence his journey and traverse the first three waypoints A- ⁇ C- B.
  • information may be received at the fleet management headquarters stating that a new transportation task request has been made, Y->Z.
  • the system may also determine that the transportation task Y- ⁇ Z is combinable with the route A- ⁇ C- ⁇ B- ⁇ D.
  • transportation task Y- Z may be incorporated into the partially completed route in at least two ways: A->C->B->D->Y->Z or A- ⁇ C- ⁇ B- ⁇ Y- ⁇ Z- ⁇ D. Again, the system will choose the route with the lowest energy quotient and/or the highest efficiency quotient, in the manner already explained.
  • the schedule may be for a period of 24-hours.
  • Each vehicle is allocated various different waypoints to be visited at certain times with certain payloads.
  • the schedule for example, there may be depicted a timeline which shows when the vehicle is carrying a load.
  • Each vehicle schedule depicts the amount of load being carried by the vehicle at any one time. This may be depicted by a graph showing what percentage of the maximum vehicle capacity is being carried at any one time.
  • Each vehicle schedule shows the "Status" of the vehicle at a particular point in time.
  • the status may be codified and each number code has the following meaning:
  • Drivers are allocated to implement each vehicle schedule. As discussed above, the vehicle schedule is dynamic and may change en-route. Drivers may receive real-time vehicle schedules in a number of ways. These may include via phone, SMS, Internet capable mobile devices or bespoke in-vehicle devices capable of receiving instructions wirelessly. OPERATING RULES
  • the most energy-efficient route is checked to see if it satisfies all the conditions and operating rules of the system.
  • this route fails to satisfy the conditions and operating rules, the next most efficient route is tested, in turn, to see if it satisfies the conditions and operating rules. This process continues until the most efficient route that also satisfies the conditions and operating rules is identified. If none of the combined routes satisfy the conditions and operating rules, then a new route is generated comprising the new trip alone and which satisfies all the conditions and operating rules.
  • Fuel level should never be below 50% at the start of a new route
  • Rule 1 sets a limit to the maximum amount of time that a passenger may be on a route. If the passenger were travelling from point A to point B directly, he might take less time than if he shared his vehicle with other passengers travelling from C to D and thus instead travelled the route A- ⁇ C- ⁇ D- ⁇ B. Thus, in certain cases, sharing a vehicle may result in a longer journey for some or all of the passengers. Rule 1 sets a limit to this extra journey time. If it is found that after combining routes the time spent on the road by a particular passenger would be very high, a simpler route is used with less sharing but which is more direct for the passenger in question. This will reduce the amount of time spent on the road for the passenger (even if it reduces the efficiency of the overall route).
  • Rule 2 is similar to rule 1 except that a limit is set to the increase in journey time resulting from route combination/optimisation, rather than to the journey time itself.
  • Rule 3 is similar to rules 1 and 2 but places a maximum limit on the journey time increase resulting from a deviation from a previous route in order to service other waypoints.
  • Rule 4 limits the route combination process by requiring that each passenger must always be moving toward his destination thereby reducing the number of route combinations that might be chosen. By sharing, the combining of a new trip into an existing route may result in the passenger temporarily moving away from his destination. Under this rule, this situation must be avoided and so any route combination that involves a passenger moving away from his destination at some point in the journey will not be allowed.
  • the driver allocated to any given route is determined by the status of the driver; in particular it may depend on whether the driver is full-time or part- time.
  • shorter routes are allocated to drivers who are approaching the end of their shift in order to make more effective use of driver time.
  • Rules 7 and 8 give priority to priority clients and inbound journeys.
  • Rule 9 states that a vehicle may not leave the fleet base on a new route with less than 50% of fuel in its tank.
  • Rule 10 states that all other things being equal, a vehicle is chosen according to its carbon emissions characteristic. That is, if, after the process of eliminating various vehicles as being unsuitable for a task, there still remains a number of possible vehicles for the task, the vehicle with the lowest carbon emissions is chosen.
  • Rule 11 is concerned with sharing rules.
  • passenger vehicles may not be shared by members of different sex.
  • some payloads may not be compatible with other payloads. For example, highly inflammable goods should not be transported along with material that may cause a fire.
  • Figure 16 is a block diagram depicting various components of a system according to a seventh embodiment of the invention, and the relationships between each component.
  • the system according to the seventh embodiment may be used to carry out the invention according to the fifth to seventh embodiments.
  • the particular arrangement shown is for the purposes of explanation only and other arrangements performing the same functions are possible.
  • Block 902 comprises an order inputting module that takes orders for transportation tasks from customers including origin, destination and payload information. It stores transportation task information in an "existing transportation tasks" database 920, and provides transportation task information to a route calculation module 904.
  • the function of the route calculation module 904 is to model one or more ways in which to service the inputted trips and then to choose the option with the lowest energy quotient and/or highest efficiency quotient, as explained above.
  • the route calculation module 904 may receive payload data from a database 916, map data from a database 918, transportation task data from a database 920, existing route information from a database 922, operating rules from a database 928 and fuel energy density data from a database 932.
  • the route calculation module 904 also interacts with a route allocation module 906 which allocates routes, once selected, to specific drivers and vehicles.
  • Route allocation module 906 in order to allocate routes, takes input from a database of drivers 926 and a database of vehicles 934. It should be noted that even in examples where the route calculation module 904 selects transportation options comprising combinations of routes and vehicles this may only select vehicle types, and not specific vehicles.
  • the database of drivers 926 in turn, takes input from a database of driver behaviour 924 which stores information on driver characteristics including driving efficiency (braking, acceleration etc.) and the types of vehicle the driver is qualified to drive.
  • Route allocation module 906 then provides a driver and vehicle schedule or itinerary to a communications module 908.
  • This module disseminates the schedule information to in- vehicle devices 910 used by drivers, user devices 912 owned by customers and management devices 914 used by fleet managers and operators.
  • FIG 17 is a block diagram illustrating a fleet management computer terminal 1050 according to an eighth embodiment of the invention.
  • the blocks and their connections have been arranged in the manner shown for the purposes of explanation only, and other arrangements performing the same functions are possible.
  • a fleet management computer terminal may achieve the same functions with differently arranged and connected component blocks.
  • Fleet management computer terminal 1050 may contain instructions for causing the terminal to perform the inventive method discussed herein.
  • the terminal operates as a standalone device or may be connected (e.g., networked) to other machines.
  • the terminal may operate in the capacity of a server or a client machine in server- client network environment, or as a peer machine in a peer-to-peer (or distributed) network environment.
  • terminal shall also be taken to include any collection of terminals that individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methods discussed herein.
  • the example fleet management computer terminal 1050 may include a processor 1022, such as for example, a traditional generic central processing unit (CPU). It may also include a memory 1024. The terminal 1050 may further include a display or output means such as for example, a liquid crystal display (LCD) or a cathode ray tube (CRT). In example embodiments, the terminal 1050 also includes input means 1028 that may comprise one or more of an alphanumeric input device such as for example, a keyboard, a user interface (UI) navigation device or cursor control device such as for example, a mouse.
  • UI user interface
  • the memory 1024 may include a machine-readable medium on which is stored one or more sets of instructions and data structures (e.g., software instructions) embodying or used by any one or more of the methodologies or functions described herein.
  • the instructions may also reside, completely or at least partially, within the memory 1024 or within the processor 1022 during execution thereof by the terminal 1050, the memory 1024 and the processor 1022 also comprising machine-readable media.
  • machine-readable medium may include a single medium or multiple media (e.g., a centralized or distributed database, or associated caches and servers) that store the one or more instructions.
  • machine-readable medium shall also be taken to include any tangible medium that is capable of storing, encoding, or carrying instructions for execution by the terminal and that cause the terminal to perform any one or more of the methodologies of embodiments of the present invention, or that is capable of storing, encoding, or carrying data structures used by or associated with such instructions.
  • machine-readable medium shall accordingly be taken to include, but not be limited to, solid-state memories and optical and magnetic media that can store information in a non-transitory manner, i.e., media that is able to store information for a period of time, however brief.
  • Specific examples of machine- readable media include non-volatile memory, including by way of example semiconductor memory devices (e.g., Erasable Programmable Read-Only Memory (EPROM), Electrically Erasable Programmable Read-Only Memory (EEPROM), and flash memory devices); magnetic disks such as internal hard disks and removable disks; magneto-optical disks; and CD-ROM and DVD-ROM disks.
  • semiconductor memory devices e.g., Erasable Programmable Read-Only Memory (EPROM), Electrically Erasable Programmable Read-Only Memory (EEPROM), and flash memory devices
  • EPROM Erasable Programmable Read-Only Memory
  • EEPROM Electrically Erasable Programmable Read-Only Memory
  • flash memory devices e.
  • the stored instructions may further be transmitted or received over a communications network using a transmission medium via a network interface device and utilizing any one of a number of well-known transfer protocols (e.g., FTP, HTTP).
  • Examples of communication networks include a local area network (LAN), a wide area network (WAN), the Internet, mobile telephone networks, Plain Old Telephone (POTS) networks, and wireless data networks (e.g., WiFi and WiMax networks).
  • POTS Plain Old Telephone
  • WiFi and WiMax networks wireless data networks
  • the processor 1022, memory 1024, display output means 1026, input means 1028 are connected to and may communicate with each other via bus 1040. Also connected to bus 1040 are the various databases that provide input and data to enable the terminal 1050 to carry out the above described inventive method. The databases also receive input from other parts of the terminal 1050.
  • Static databases that is, databases that do not change in real time dynamically, include databases containing operating rules 1002, vehicle data 1004, fuel energy density data 1008, maps 1016 and driver data 1018.
  • Dynamic databases that is, databases that are updated during execution of the inventive method include existing routes data 1010, existing trips data 1012, payload data 1014 and driver behaviour data 1020.
  • a schedule dissemination means 1030 connected to the fleet management computer terminal 1050 receives driver and vehicle schedules or itineraries from terminal 1050.
  • the schedule dissemination means 1030 distributes schedule information to in-vehicle devices 1032 for use by drivers, user devices 1034 for use by passengers and management devices 1036 for use by fleet management operators or managers.
  • the examples above refer to users. In some examples these users may be passengers or customers.
  • the examples above relate to use of the invention to model and select transportation tasks for transporting passengers.
  • the invention may also be applied to transportation tasks of other payloads. When other payloads are involved the actual weight or mass of the payloads may be used. In some examples the actual weights of persons may be used.
  • servers are referred to.
  • Such servers may be individual servers, or may comprise a distributed server system formed by a number of devices, which may be at the same or different locations.
  • databases and data stores are referred to. There is no requirement that each database is located in a single separate data store.
  • a single data store may contain multiple databases, and a single database may be distributed across multiple data stores.
  • inventive subject matter has been described with reference to specific example embodiments, various modifications and changes may be made to these embodiments without departing from the scope of the present invention.
  • inventive subject matter may be referred to herein, individually or collectively, by the term "invention" merely for convenience and without intending to voluntarily limit the scope of this application to any single invention or inventive concept if more than one is disclosed.

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Abstract

L'invention concerne un système de guidage de véhicule pour un véhicule se déplaçant d'une origine vers une destination avec au moins un point de cheminement intermédiaire, le système de guidage fournissant des instructions pour guider le véhicule depuis l'origine, par l'intermédiaire du point de cheminement, à la destination le long d'un itinéraire sélectionné de telle sorte que les émissions de CO2 du véhicule sont réduites au minimum. Au niveau d'un ou de plusieurs points de cheminement le long de la route, des charges utiles peuvent être chargées dans le véhicule ou déchargées du véhicule, faisant varier sa charge utile de chargement. Le système de guidage peut tenir compte de la charge utile de véhicule variable dans la sélection de l'ordre dans lequel des points de cheminement sont visités, et de la route prise entre des points de cheminement.
PCT/GB2015/000147 2014-05-21 2015-05-21 Réduction des émission de carbone (co2) WO2015177495A1 (fr)

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GBGB1409104.5A GB201409104D0 (en) 2014-05-21 2014-05-21 Reduction of carbon (CO2) emissions
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