JP2020013379A - Vehicle operation system - Google Patents

Abstract

To provide a vehicle operation system for changing (restructuring) an operation timetable, that is, an operation program, of a plurality of electric vehicles capable of automatic operating mounted with a secondary battery, based on information from the plurality of electric vehicles.SOLUTION: A vehicle operation system travels a prescribed travelling route based on a prescribed operation program, and, by using information from a plurality of electric vehicles capable of automatically operating mounted with a secondary battery, calculates a maximum output value of the secondary battery mounted on the respective electric vehicles, and compares the calculated maximum output value with a required output value of the secondary battery required when travelling the travelling route, to reconstruct the operational program.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle operation system.

  As a background art of this technical field, there is Japanese Patent Application Laid-Open No. 2015-092328 (Patent Document 1). This gazette describes providing an operation management device capable of drafting an operation plan in which a plurality of electric vehicles operate without causing a power shortage. In particular, in this publication, the operation planning device of the operation management device calculates the amount of power consumed when the electric vehicle runs on each path, and charges the electric vehicle at each charging point based on the amount of power consumption. It describes that the amount of charging power to be calculated is calculated and the electric vehicle is assigned to the operation diagram based on the amount of charging power.

JP-A-2005-092328

  Patent Literature 1 discloses an operation management device capable of drafting an operation plan of a plurality of electric vehicles. However, the operation management device described in Patent Literature 1 allocates an electric vehicle to an operation diagram based on the amount of charged power, and does not change (reconstruct) the operation diagram based on information from the electric vehicle. .

  Therefore, the present invention provides a vehicle operation that changes (reconstructs) an operation diagram of a plurality of automatically driven electric vehicles equipped with a secondary battery, that is, an operation plan based on information from the plurality of electric vehicles. Provide system.

  In order to solve the above problems, the vehicle operation system according to the present invention travels along a predetermined traveling path based on a predetermined operation plan, and receives information from a plurality of automatically driven electric vehicles equipped with a secondary battery. Calculate the maximum output value of the secondary battery mounted on each electric vehicle, and compare the calculated maximum output value with the required output value of the secondary battery required when traveling on the traveling path. , To rebuild the operation plan.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle operation which changes (rebuilds) the operation diagram of a plurality of electrically driven vehicles equipped with a secondary battery, that is, the operation plan, based on information from the plurality of electrically powered vehicles. A system can be provided.

  Problems, configurations, and effects other than those described above will be apparent from the following description of the embodiments.

It is an explanatory view showing the outline of an electric vehicle. It is an explanatory view showing the outline of a management center. FIG. 9 is an explanatory diagram showing a transition of an output value when a traveling pattern of the electric vehicle changes during a round trip. FIG. 9 is an explanatory diagram showing a transition of an output value when the number of passengers of an electric vehicle changes during a round trip. FIG. 9 is an explanatory diagram showing a transition of an output value when a traveling time zone of the electric vehicle changes during a round trip. FIG. 5 is an explanatory diagram showing a transition of an output value when a traveling path of the electric vehicle changes during a round trip.

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

  Note that the following description shows specific examples of the content of the present invention, and the present invention is not limited to these descriptions, and is within the scope of the technical idea disclosed in this specification. Various changes by the trader are possible. Further, in order to explain the embodiments, in the drawings, those having the same functions are denoted by the same reference numerals, and the repeated description thereof may be omitted.

  2. Description of the Related Art In recent years, vehicles capable of automatically driving users, such as self-driving taxis and self-driving buses, have been developed and put into practical use. The self-driving vehicle capable of automatic driving automatically travels on a designated travel route according to a travel route (including an operation route) provided by the management center.

  In the case of a vehicle operation system in which an autonomous vehicle travels along a travel path starting and ending at a commercial facility, the user can get on the autonomous vehicle from near his / her home and get off at the commercial facility. Use a usage method such as getting on the driving vehicle and getting off near home.

  The vehicle operation system described in the present embodiment uses, for example, an autonomous vehicle so that the vehicle travels from the commercial facility A to the commercial facility B and then travels around the traveling path from the commercial facility B to the commercial facility A.

  Such an automatic driving vehicle is an electric vehicle on which a secondary battery is mounted.

  In this embodiment, a description will be given using a lithium ion secondary battery as the secondary battery. A lithium ion secondary battery is an electrochemical device that stores or releases electrical energy by inserting and extracting lithium ions into and from an electrode in an electrolyte. This may be referred to by other names such as a lithium ion battery, a non-aqueous electrolyte secondary battery, and a non-aqueous electrolyte secondary battery, and any of the batteries can be used in the present embodiment.

  The secondary battery also includes a sodium ion secondary battery, a magnesium ion secondary battery, a calcium ion secondary battery, a zinc secondary battery, an aluminum ion secondary battery, and the like. Furthermore, a device capable of storing or discharging electric power, such as a lithium ion capacitor, is not limited to a secondary battery, and may be used.

  FIG. 1 is an explanatory view schematically showing an electric vehicle.

  The electric vehicle 100 used in the vehicle operation system described in the present embodiment includes a secondary battery 10, an inverter 11, a motor (electric motor) 12, a battery control device 40, an inverter control device 46, a motor control device 47, and an electric vehicle. It is composed of a vehicle control device 50 that controls the whole.

  The electric vehicle 100 described in the present embodiment is a small-sized (4 to 5 maximum occupants) mobility vehicle that uses the secondary battery 10 and can be driven automatically by the motor 12 (automatic operation).

  A voltage sensor 41 for detecting the voltage of each cell and a total cell (the entire secondary battery 10) and a current for the secondary battery 10 are provided for the secondary battery 10 in which a plurality of cells of the secondary battery are connected in series and parallel. A temperature sensor 43 for detecting the temperature around the secondary battery 10.

  Information (voltage information, current information, temperature information) detected by each of the sensors (the voltage sensor 41, the current sensor 42, and the temperature sensor 43) is transmitted to the battery control device 40.

  As the current sensor 42, a Hall element utilizing a magnetic field generated by a current flowing through the secondary battery 10 or a shunt resistor utilizing a fact that a voltage generated at both ends of a resistor inserted into the secondary battery 10 is proportional to the current is used. However, this is not the case.

  The temperature sensors 43 are installed at a plurality of locations around (inside or on the surface of) the secondary battery 10, and a thermistor or a thermocouple is used as the temperature sensor 43, but this is not a limitation.

  The voltage sensor 41 detects the voltage of both terminals of each cell and the total cell (the entire secondary battery 10).

  The battery control device 40 receives the information (data) of the voltage information (data), the current information (data), and the temperature information (data) transmitted from the respective sensors (the voltage sensor 41, the current sensor 42, and the temperature sensor 43). The state of charge (SOC) and the rate of increase in resistance (capacity maintenance rate) (SOH: State of Health) of the secondary battery 10 are determined based on the (Data)) and transmits it to the vehicle control device 50.

  For the state of charge (SOC) of the secondary battery 10, the voltage of the secondary battery 10 is measured, and an SOC-OCV curve (a curve plotting SOC on the horizontal axis and OCV (terminal voltage in an open state) on the vertical axis) is used. And can be easily calculated. When the SOC of the secondary battery 10 changes, the internal resistance of the secondary battery 10 also changes. In addition, the resistance rise rate (capacity maintenance rate) (SOH) of the secondary battery 10 is a resistance value at a certain point in use / an initial resistance value (or a capacity at a certain point in use / initial capacity). Can be calculated from

  In addition, the battery control device 40 may include information (data) (voltage, current, and temperature) detected by each of the sensors (the voltage sensor 41, the current sensor 42, and the temperature sensor 43) in addition to the SOC and the SOH, and the sensors. An alarm indicating that the detected information (data) exceeds a predetermined set threshold may be included.

  The vehicle control device 50 collects information from the battery control device 40, the inverter control device 46, and the motor control device 47, and as necessary, controls the respective control devices (the battery control device 40, the inverter control device 46, the motor control device 47). 47).

  Although not shown, the electric vehicle 100 is equipped with a camera, and detects an environmental state (weather and the like) of a traveling route on which the electric vehicle 100 travels as environmental information (data).

  Although not shown, the electric vehicle 100 is equipped with a car navigation and detects the position of the traveling route of the electric vehicle 100 as position information (data). Further, the road condition (traffic jam etc.) of the traveling route is detected as road information (data).

  In addition, although not shown, the electric vehicle 100 has a sensor that detects the traveling speed of the electric vehicle 100 and the traveling weight of the electric vehicle 100, and uses the traveling speed of the electric vehicle 100 as traveling speed information (data). The running weight of the electric vehicle 100 is detected as running weight information (data). The running weight is the weight of the electric vehicle 100 when the electric vehicle 100 travels around the vehicle, and varies depending on the presence or absence of passengers and the number of passengers. Further, electric powered vehicle 100 detects the outside air temperature (outside air temperature information (data)).

  FIG. 2 is an explanatory diagram showing an outline of the management center.

  The management center 200, which is the main body of the vehicle operation system, includes a communication unit 201, a storage unit 210, and a calculation unit 220.

  The electric vehicle 100 travels on a predetermined travel path 500. In the present embodiment, the traveling path 500 is a circuit path, and the electric vehicle 100 travels around the circuit path.

  Although one travel path 500 is described for convenience of description, there are a plurality of travel paths 500. In addition, the electric vehicle 100 is a small-sized mobility that is equipped with a secondary battery and can be automatically driven, and a plurality of vehicles may travel on one traveling path 500.

  Information is transmitted and received between each electric vehicle 100 and the management center 200. That is, the information on the electric vehicle 100 is transmitted from the electric vehicle 100, and the changed operation plan is transmitted from the management center 200.

  The electric vehicle 100 includes a vehicle control device 50 and a transmission / reception unit, and includes a vehicle ID that is information (data) for specifying the electric vehicle 100, battery information (temperature information, current information, voltage information, deterioration information), and traveling. Various types of information such as speed information, position information, and running weight information are transmitted to the management center 200.

  The management center 200 transmits the changed operation plan to the electric vehicle 100.

  The management center 200 includes a communication unit 201 that transmits and receives information to and from the electric vehicle 100, various types of information transmitted from each electric vehicle 100, and information related to, for example, the traveling route 500 (information such as a slope point and a stop location). And a calculation unit 220 that calculates a maximum output value of the secondary battery 10 mounted on the electric vehicle 100 and a required output value of the secondary battery 10 required when traveling on the traveling route 500. Is done.

  The communication unit 201 receives the vehicle ID, battery information (temperature information, current information, voltage information, deterioration information), traveling speed information, position information, and traveling weight information of each electric vehicle 100 from the electric vehicle 100, As a result of the calculation in the calculation unit 220, when it becomes necessary to change the operation plan (the number of passengers of the electric vehicle 100, the driving time zone, the driving route, the driving pattern), the communication unit 201 is changed to the electric vehicle 100. An operation plan is sent.

  The storage unit 210 has a database (DB) of a vehicle information DB 212, a traveling path information DB 213, a vehicle traveling pattern information DB 211, and an information DB 214 of past calculation results.

  In the vehicle traveling pattern information DB 211, information on the traveling path 500 on which the electric vehicle 100 travels, such as which traveling route the electric vehicle 100 travels in which time zone (predetermined operation plan). Is recorded.

  In the vehicle information DB 212, basic information (data) of the electric vehicle 100 such as the motor 12, the inverter 11, the secondary battery 10, and the weight of the electric vehicle 100 mounted on each electric vehicle 100 is recorded.

  The travel path information DB 213 records information on each travel path 500 (information on slope points, stop locations, and the like), that is, information (data) on the elevation, distance, and road surface state of each travel path 500.

  The calculation result of the calculation unit 220 is recorded in the past calculation result information DB 214.

  Note that the information recorded in these DBs may be updated to the latest information based on various information transmitted from the electric vehicle 100 that is actually traveling.

  The operation unit 220 includes a battery output operation unit 221, a route output operation unit 222, a traveling availability determination unit 223, and a new means search unit 224.

  In the power output calculation unit 221, based on various information including the battery information transmitted from each electric vehicle 100, at a predetermined timing during traveling on each traveling path 500 according to a preset operation plan. The maximum output value of the secondary battery 10 (allowable discharge power value that can be output: allowable output value) is calculated.

  This means that the maximum output value is calculated during traveling (including during stoppage or parking) according to a preset operation plan. In addition, the consumed capacity of the secondary battery 10 when the vehicle has traveled so far is taken into account.

  The obtained calculation result is recorded in the storage unit 210 and transmitted to the traveling availability determination unit 223.

  Here, the calculation of the maximum output value of the secondary battery 10 will be described. The maximum output value of the secondary battery 10 is a power value at which the secondary battery 10 mounted on the electric vehicle 100 can discharge. The maximum output value of the secondary battery 10 is calculated using the voltage information, temperature information, current information, internal resistance, and SOC of the secondary battery 10.

  First, the dischargeable allowable current value of the secondary battery 10 is calculated from the voltage information and the internal resistance of the secondary battery 10. Here, the internal resistance is calculated based on changes in voltage information and current information when the secondary battery 10 is energized. It is preferable that the calculation of the internal resistance be performed based on the information of the timing when the electric vehicle 100 shifts from the stopped (parked) state to the departure state. This is because more accurate internal resistance can be calculated.

  Next, when the SOC of the secondary battery 10 is lower than a predetermined planned value, the maximum output value is set to a small value in order to suppress further discharge (it is determined that too much output cannot be output).

  Next, when the temperature of the secondary battery 10 is higher than a predetermined planned value, the maximum output value is set to a small value so as not to exceed the predetermined temperature (it is determined that too much output cannot be output). The current supply time of the secondary battery 10 is suppressed, the rise in the temperature of the secondary battery 10 is suppressed, and the maximum output value is limited. In general, when the secondary battery 10 is charged and discharged with a large current for a certain period of time for a long time, the secondary battery 10 tends to deteriorate rapidly.

  Note that the SOC of the secondary battery 10 is preferably used in a range of 30% to 95%. The change in the internal resistance of the secondary battery 10 is small, and the deterioration of the secondary battery 10 can be suppressed. In addition, it is preferable that the secondary battery 10 is used at a temperature around normal temperature of 30 ° C to 60 ° C. This is because the change in the internal resistance of the secondary battery 10 is small, and it is also important to suppress the temperature rise of the secondary battery 10.

  Thus, the maximum output value of the secondary battery 10 is calculated at a predetermined timing. That is, the maximum allowable output value that the secondary battery 10 can output at this timing (a predetermined point on the traveling path 500) is calculated. As a calculation method, a known method (general vehicle simulation software) is employed.

  In the present embodiment, the maximum output value of the secondary battery 10 is calculated by the calculation unit 220 of the management center 200. However, the calculation may be performed by the vehicle 100 and the calculation result (maximum output value) may be transmitted to the management center 200. Good.

  Then, the route output calculation unit 222 performs information on each of the travel routes 500 recorded in the travel route information DB 213 (information such as a slope point and a stop location, that is, information on the elevation, distance, and road surface state of each travel route 500). ) And the basic information of each electric vehicle 100 recorded in the vehicle information DB 212, the secondary battery required when the electric vehicle 100 travels along the traveling path 500 according to a preset operation plan. The required output value of 10 is calculated.

  Here, the required output value to the secondary battery 10 will be described. The required output value to the secondary battery 10 is an output value required (necessary) when the vehicle travels on the traveling path 500 set in advance in the future. Further, the required output value to the secondary battery 10 is required at the same timing (point) as the timing (point) at which the maximum output value of the secondary battery 10 is calculated. The required output value may be set in advance as an output value required for the secondary battery 10 when the vehicle travels along the traveling path 500 according to a preset operation plan.

  In this way, the maximum output value of the secondary battery 10 and the required output value of the secondary battery 10 at a plurality of points on the travel path 500 where travel is scheduled to be performed in the future are obtained, and these are compared at each point. Will be.

  The obtained calculation result is recorded in the past calculation information DB 214 and transmitted to the traveling propriety determining unit DB 223.

  The traveling propriety determining unit 223 compares the maximum output value of the secondary battery 10 calculated by the battery output calculating unit 221 with the required output value to the secondary battery 10 calculated by the route output calculating unit 222, and 100 determines whether or not the vehicle can travel on the remaining travel route in accordance with a preset operation plan. Here, the remaining travel route is a travel route from the point where the determination is made to the end point where the electric vehicle 100 needs to travel, and this determination is performed at a predetermined point on the travel route 500. (It may be a preset point).

  If it is determined that the maximum output value of the secondary battery 10 calculated by the battery output calculation unit 221 is smaller than the required output value to the secondary battery 10 calculated by the route output calculation unit 222, it is determined whether traveling is possible. The determination unit 223 determines that the electric vehicle 100 cannot travel in the future according to a preset operation plan.

  Here, not only the comparison of the magnitude of the maximum output value and the required output value, but also the fluctuation factors of the required output value to the secondary battery 10 recorded in the past calculation information DB 214 are considered. It can also be determined that the maximum output value of the secondary battery 10 is smaller than the required output value of the secondary battery 10 required when traveling on the traveling route 500.

  For example, the required output value to the secondary battery 10 may be expected to increase based on environmental information, outdoor temperature information, road information, and the like from a camera mounted on the electric vehicle 100.

  As described above, the maximum output value of the secondary battery 10 significantly decreases depending on the situation (environment) in which the secondary battery 10 is used. For this reason, the electric vehicle 100 may not be able to travel on the traveling path 500 based on a preset operation plan.

  According to the present embodiment, the maximum output value of each electric vehicle 100 and the required output value of each electric vehicle 100 are determined based on various information from the electric vehicle 100 equipped with the secondary battery 10 in an unexpected situation. Even if it fluctuates, the operation plan can be changed to provide a vehicle operation system in which the operation of the electric vehicle 100 does not stop.

  The new means searching unit 224 changes the operation plan when the traveling possibility determination unit 223 determines that the electric vehicle 100 cannot travel in the future.

  The operation plan includes a traveling route, a traveling pattern, a traveling time zone, the number of passengers, a charging point and a charging time of the secondary battery 10, a stop and a parking place, and the like.

  As a change method, attention is paid to the traveling pattern, the number of passengers, the traveling time zone, and the traveling route of the electric vehicle 100, respectively.

  Each change method is described below.

  In addition, the total number of cells of the secondary battery 10 mounted on the electric vehicle 100 can be increased, and the maximum output value of the secondary battery 10 can be increased. Also, by changing the type of the secondary battery 10 mounted on the electric vehicle 100 (to a secondary battery that can increase the allowable current value), the maximum output value of the secondary battery 10 can be increased.

  The vehicle operation system described in the present embodiment may be configured, for example, without reducing the charging timing (time or point) of the secondary battery 10 mounted on the electric vehicle 100, the total cells of the secondary battery 10 mounted on the electric vehicle 100. Use of the electric vehicle 100 traveling around in accordance with a predetermined operation plan set in advance without increasing the number and without changing the type of the secondary battery 10 mounted on the electric vehicle 100 Then, the operation plan is changed.

  The vehicle operation system described in the present embodiment calculates the maximum output value of the secondary battery 10 mounted on the electric vehicle 100 operating based on a predetermined operation plan set in advance, and calculates the calculated maximum value. The output value is compared with the required output value of the secondary battery 10 required when traveling on the traveling path 500, and the operation plan is changed, and the maximum output value of the electric vehicle 100 and the required output value to the electric vehicle 100 are changed. Even if an unexpected situation occurs, the operation of the electric vehicle 100 is not stopped.

  That is, the vehicle operation system described in the present embodiment travels along a predetermined travel path 500 based on a predetermined operation plan, and receives information from a plurality of automatically driven electric vehicles 100 equipped with the secondary battery 10. The maximum output value of the secondary battery 10 mounted on each electric vehicle 100 is calculated, and the calculated maximum output value and the required output value of the secondary battery 10 required when traveling on the traveling path 500 are used. And rebuild the operation plan.

  The management center 200 used in the vehicle operation system described in the present embodiment includes a communication unit 201 that receives battery information of the secondary battery 10 mounted on the electric vehicle 100, and a traveling path on which the electric vehicle 100 travels. A storage unit having a vehicle travel pattern information database 211 in which information of 500 is recorded, a travel path information database 213 in which information about a travel route is recorded, and a vehicle information database 212 in which basic information of the electric vehicle 100 is recorded. 210, a battery output calculator 221 for calculating the maximum output value of the secondary battery 10 based on the battery information, and a preset operation of the electric vehicle 100 based on the information on the traveling path 500 and the basic information. A route output calculation unit 22 that calculates a required output value of the secondary battery 10 required when traveling along the travel route 500 according to a plan. And a travel permission / non-permission calculator 223 that compares the maximum output value with the required output value to determine whether the electric vehicle 100 can travel according to a preset operation plan. I do.

  Accordingly, the vehicle operation system described in the present embodiment can control the electric vehicle even when the maximum output value of each electric vehicle 100 or the required output value to each electric vehicle 100 fluctuates due to an unexpected situation. The vehicle operation service can be provided without stopping the operation of 100 vehicles.

  FIG. 3 is an explanatory diagram showing a transition of an output value when a traveling pattern of the electric vehicle changes during a round trip.

  FIG. 3 shows a case where the electric vehicle 100 accelerates from a stopped state to a certain constant speed, travels at a constant speed for a predetermined time, and then stops. The upper graph shows a change in the speed (speed (acceleration) pattern) of the electric vehicle 100, and the lower graph shows a change in the required output value to the electric vehicle 100.

  The electric vehicle 100 travels around the traveling path 500. The electric vehicle 100 travels at a relatively high speed based on a preset operation plan (before review).

  On the other hand, the travel of the electric vehicle 100 based on the changed operation plan (after the review) travels at a relatively low speed compared to the travel before the review.

  Note that the vehicle travels the same distance (the same travel path) before and after the review.

  When the required output values to the secondary battery 10 mounted on the electric vehicle 100 before and after the review are compared, it can be seen that the vehicle can run for a longer time after the review than before the review. That is, it is understood that the required output value to the secondary battery 10 decreases by reviewing the traveling pattern.

  Here, the traveling pattern is a speed (acceleration) pattern when the electric vehicle 100 travels.

  That is, the required output value to the secondary battery 10 mounted on the electric vehicle 100 can be reduced by changing the traveling pattern.

  When the electric vehicle 100 travels around the traveling route from the commercial facility A to the commercial facility B, and then from the commercial facility B to the commercial facility A, the electric vehicle 100 usually operates based on a preset operation plan. , Autonomous driving.

  However, for example, after traveling on the traveling path from the commercial facility A to the commercial facility B, the maximum output value of the secondary battery 10 mounted on the electric vehicle 100 is calculated. If the required output value of the secondary battery 10 required when traveling on the traveling path from the commercial facility B to the commercial facility A is smaller than the required output value, the travel pattern is changed, that is, the operation plan is changed, and the vehicle travels. Thereby, the electric vehicle 100 can be operated without stopping the operation of the electric vehicle 100.

  FIG. 4 is an explanatory diagram showing a transition of an output value when the number of occupants of the electric vehicle changes during a round trip.

  FIG. 4 shows a change in the required output value to the electric vehicle 100 when the number of passengers changes to three, four, and five.

  The electric vehicle 100 travels around the traveling path 500.

  It can be understood that the required output value to the secondary battery 10 changes by changing the number of occupants who can ride the electric vehicle 100. It can be seen that the required output value increases as the number of occupants increases, and decreases as the number of occupants decreases.

  This is because the traveling weight of the electric vehicle 100 increases as the number of passengers increases, and as a result, the required output value required when the electric vehicle 100 travels on the traveling path 500 increases.

  From this, it is conceivable to reduce the number of occupants of the electric vehicle 100 as one method of making the required output value smaller than the maximum output value of the secondary battery 10.

  By changing the operation plan among the plurality of electric vehicles 100, the whole electric vehicle 100 can be solved.

  These vehicles change the number of passengers and travel the same distance (the same travel path) at the same time.

  That is, the required output value of the secondary battery 10 mounted on the electric vehicle 100 can be reduced by reducing the number of passengers.

  When the electric vehicle 100 travels around the traveling path from the commercial facility A to the commercial facility B, and then from the commercial facility B to the commercial facility A, the electric vehicle 100 usually operates based on a preset operation plan. , Autonomous driving.

  However, for example, after traveling on the traveling path from the commercial facility A to the commercial facility B, the maximum output value of the secondary battery 10 mounted on the electric vehicle 100 is calculated. If the required output value of the secondary battery 10 required when traveling on the traveling route from the commercial facility B to the commercial facility A is smaller than the required output value, the number of passengers is reduced, that is, the operation plan is changed, By doing so, it is possible to operate the electric vehicle 100 without stopping the operation of the electric vehicle 100.

  FIG. 5 is an explanatory diagram showing a transition of an output value when the traveling time zone of the electric vehicle changes during a round trip.

  FIG. 5 shows the change in the required output value to the electric vehicle 100 and the change in the maximum output value of the electric vehicle 100 when the traveling time zone (lap time) is from 2:00 pm to 3:00 pm and from 4:00 pm to 5:00 pm Is shown.

  The electric vehicle 100 travels around the traveling path 500.

  It is assumed that the electric vehicle 100 and the electric vehicle 101 travel on the same travel path 500. The electric vehicle 100 is traveling around the same traveling path 500 between 2 and 3 pm and the electric vehicle 101 is between 4 and 5 pm.

  The upper graph shows the required output value when the traveling time zone is changed, and the lower graph shows the maximum output value of the electric vehicle 100 and the electric vehicle 101.

  From the upper graph, it can be seen that the required output value is larger when traveling around at 4:00 to 5:00 pm than when traveling around at 2:00 to 3:00 pm.

  From the graph below, the maximum output value of the electric vehicle 100 is larger than the maximum output value of the electric vehicle 101, and the maximum output value of the electric vehicle 101 is equal to the required output value of the electric vehicle 100. It turns out that it is close to. From this result, when the electric vehicle 100 reviews (changes) the lap time from 4:00 to 5:00 pm and the electric vehicle 101 reviews (changes) the lap time from 2:00 to 3:00 pm, the required output value becomes significantly smaller than the maximum output value. In addition, the electric vehicle can be operated without stagnation.

  In this embodiment, the case where the number of the electric vehicles 100 is two has been described, but two or more electric vehicles may be used.

  FIG. 6 is an explanatory diagram showing the transition of the output value when the traveling path of the electric vehicle changes during the round trip.

  FIG. 6 shows a change in a required output value to the electric vehicle 100 and a change in the maximum output value of the electric vehicle 100 when traveling on different traveling paths 500.

  The electric vehicle 100 travels around the traveling path 500.

  The electric vehicle 100 travels around the traveling path 500 and the electric vehicle 103 travels around the traveling path 503.

  The upper graph shows the required output value when the traveling route is changed, and the lower graph shows the maximum output value of the electric vehicle 100 and the electric vehicle 103.

  From the graph above, it can be seen that the required output value is larger when traveling around the traveling path 500 than when traveling around the traveling path 503.

  Also, from the graph below, the maximum output value of the electric vehicle 103 is larger than the maximum output value of the electric vehicle 100, and the maximum output value of the electric vehicle 103 is equal to the required output value of the electric vehicle 100. It turns out that it is close to.

  Consider a case where the electric vehicle 100 and the electric vehicle 103 travel on the traveling path 500 and the traveling path 503. The calculation unit 220 of the management center 200 can calculate a required output value to the secondary battery 10 mounted on the electric vehicle 100 traveling on each traveling path.

  Here, it is assumed that the required output value required on the traveling path 503 is smaller than the required output value required on the traveling path 500.

  In this state, when the maximum output value of the secondary battery mounted on the electric vehicle 100 is lower than the maximum output value of the secondary battery mounted on the electric vehicle 103, the traveling path 503 is set to the electric vehicle 100. The electric vehicle 103 is caused to travel and travels along the travel path 500.

  From this result, when the electric vehicle 100 travels on the traveling path 503 and the electric vehicle 103 travels (changes) on the traveling path 500, the required output value becomes significantly smaller than the maximum output value, and the electric vehicle 100 Can be operated without stagnation.

  In this embodiment, the case where the number of the electric vehicles 100 is two has been described, but two or more electric vehicles may be used.

  In the present embodiment, the time required for the electric vehicle 100 to make a round trip becomes longer, and there may be a case where the required number of people cannot ride. In such a case, it is possible to cope by changing the electric vehicle 100 and changing the traveling time zone and the traveling route of the electric vehicle 100.

  In the present embodiment, when the electric vehicle 100 travels around, the operation plan without any inconsistency, such as being unable to travel before the next charging timing, for the traveling around the electric vehicle due to an unexpected situation, is to be made. To provide.

  In the present embodiment, the electric vehicle 100 transmits various types of information during the round trip to the management center 200, and the management center calculates the maximum output value of the secondary battery mounted on the electric vehicle based on the information. However, the vehicle control device 50 of the electric vehicle 100 declares by itself that traveling based on the preset operation plan is impossible based on the maximum output value of the secondary battery, and May be changed.

  In the management center 200, the new route searching unit 224 can determine a traveling route based on the changed operation plan transmitted from the electric vehicle 100 and transmit the route to the electric vehicle.

  Further, in the present embodiment, the maximum output value of the secondary battery 10 is focused on, but the operation plan may be changed by focusing on the maximum output value of the motor.

  This embodiment is not limited to the above-described embodiment, but includes various modifications. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described above.

REFERENCE SIGNS LIST 100 vehicle 10 secondary battery 11 inverter 12 motor 40 battery control device 41 voltage sensor 42 current sensor 43 temperature sensor 46 inverter control device 47 motor monitoring device 50 vehicle control device 200 management center 201 communication unit 210 storage unit 211 vehicle operation pattern information DB
212 Vehicle Information DB
213 Road information DB
214 Past operation information DB
220 arithmetic unit 221 battery output arithmetic unit 222 route output arithmetic unit 223 traveling possibility determination unit 224 new means searching unit 300 control center 400 charging system 500 traveling route

Claims (9)

  The vehicle travels on a predetermined traveling path based on a predetermined operation plan, uses information from a plurality of electrically-operable electric vehicles equipped with a secondary battery, and uses a maximum value of the secondary battery mounted on each electric vehicle. A vehicle which calculates an output value, compares the calculated maximum output value with a required output value of a secondary battery required when traveling on the travel path, and reconstructs the operation plan. Navigation system. A communication unit that receives battery information of a secondary battery mounted on the electric vehicle;
A vehicle traveling pattern information database in which information on a traveling path on which the electric vehicle travels is recorded, a traveling path information database in which information on the traveling path is recorded, and a vehicle information database in which basic information of the electric vehicle is recorded. A storage unit having
A battery output calculation unit that calculates a maximum output value of the secondary battery based on the battery information, and an operation plan in which the electric vehicle is set in advance based on the information on the traveling path and the basic information. A path output calculation unit for calculating a required output value of the secondary battery required when traveling along the traveling path along the road, comparing the maximum output value with the required output value, and setting the electric vehicle in advance. A computing unit having a traveling propriety computing unit that determines whether or not the vehicle can travel according to the operation plan being performed;
A vehicle operation system comprising a management center comprising:   The vehicle operation system according to claim 2, wherein the battery information is temperature information, current information, voltage information, and deterioration information of the secondary battery.   The vehicle operation system according to claim 2, wherein the information on the traveling path is an altitude, a distance, and a road surface state of the traveling path.   The vehicle operation system according to claim 2, wherein the basic information is the weight of the electric vehicle.   The vehicle operation system according to claim 1, wherein the restructuring of the operation plan changes a traveling pattern of the electric vehicle.   The vehicle operation system according to claim 1, wherein reconstructing the operation plan changes the number of passengers of the electric vehicle.   The vehicle operation system according to claim 1, wherein the rebuilding of the operation plan changes a traveling time zone of the electric vehicle.   The vehicle operation system according to claim 1, wherein the restructuring of the operation plan changes a traveling route of the electric vehicle.

Images