JP2022055976A - Electric vehicle delivery control system - Google Patents

Abstract

To provide an electric vehicle delivery control system capable of enhancing delivery efficiency in an EV relative to prior ones, and reducing a delivery cost.SOLUTION: A delivery management server 100 has: a standard deviation σtime calculation unit 104A which calculates a standard deviation σtime from a returning time of a plurality of electric vehicles; and a delivery reselection determination unit 105 which determines whether or not reselection of a delivery route can be performed based on the standard deviation σtime. Alternatively, the delivery management server has: a standard deviation σsoc calculation unit 104B which calculates a standard deviation σsoc from a returning time SOC of the plurality of electric vehicles; and the delivery reselection determination unit 105 which determines whether or not the reselection of the delivery route can be performed based on the standard deviation σsoc.SELECTED DRAWING: Figure 1

Description

The present invention is a technique relating to an electric vehicle delivery control system for making maximum use of an electric vehicle (Electric Vehicle, hereinafter referred to as "EV").

As an example of a delivery plan generator, a computer program, and a delivery plan generation method capable of generating a delivery plan using an electric vehicle equipped with a secondary battery, Patent Document 1 describes that the delivery plan generator is an electric vehicle. The vehicle information acquisition unit that acquires vehicle information, the SOC acquisition unit that acquires the SOC of the secondary battery mounted on the electric vehicle, the delivery destination information acquisition unit that acquires the delivery destination information of the package, the vehicle information and the secondary It is described that it includes a calculation unit that calculates the mileage of the electric vehicle based on the SOC of the battery, and a delivery plan generation unit that generates a delivery plan using the delivery destination information and the calculated mileage. ..

International Publication No. 2020/090252

Delivery companies are considering the introduction of EVs for decarbonization. In the future, it is expected that large-scale EVs will be used for delivery due to the cost reduction of EVs.

Here, since the existing delivery system was based on an internal combustion engine, it was possible to secure a sufficient delivery distance and it was possible to carry out fuel filling in a few minutes, so delivery was carried out in consideration of the condition of the vehicle at the time of delivery. I didn't have to make a plan.

On the other hand, the EV has the characteristics that the delivery distance is shorter than that of the internal combustion engine vehicle and that the EV has a time for charging corresponding to fuel filling. Therefore, it is necessary to make a delivery plan in consideration of the EV charge state and the mileage, and a delivery system based on these circumstances is being studied.

Patent Document 1 discloses a delivery plan generation unit that formulates a delivery plan from mileage information calculated from delivery destination information and the remaining battery level of the delivery EV (hereinafter referred to as SOC (State Of Charge)). The delivery plan for each EV is formulated based on the status of each EV. However, it has become clear that there is a problem that it is difficult to optimize the overall delivery plan using a large number of EVs.

Specifically, it may be difficult to determine the priority of the vehicle to be charged in the case where the EV time to return to the delivery base is dense or the case where the EV returns to the delivery base with the same SOC.

Of these, when the time for returning EVs is dense, there are cases where more EVs than the number of installed chargers return to the delivery base, and a waiting time is required for charging. This leads to a decrease in delivery efficiency. In addition, although it can be dealt with by installing a large number of chargers in preparation for this, there arises a problem that the delivery cost increases because the equipment cost increases and the maximum power demand increases.

In addition, when the return time to the delivery base is dense, the maximum value of the power demand of the entire distribution base may increase due to the local increase in the power demand at the time of charging, which may exceed the contracted power. In that case, it is necessary to select whether to generate a waiting EV for charging the EV so as not to exceed the contract power, or to charge with an amount of power exceeding the contract power. When the waiting EV is generated, the delivery efficiency is lowered as described above. In addition, raising the upper limit of the contracted power or charging in excess of the contracted power causes an increase in the electricity charge, which causes a problem that the delivery cost becomes high.

In this way, in each case, the delivery efficiency is lowered and the power cost at the time of charging is increased, and both of them are problems to be solved. Since these problems become more prominent as the proportion of EV in the delivery vehicle increases, the demand for a delivery system corresponding to them increases.

The present invention provides an electric vehicle delivery control system capable of improving delivery efficiency in EV and reducing delivery cost as compared with the conventional case.

The present invention includes a plurality of means for solving the above problems, and one example thereof is a delivery control system for selecting a delivery route of an electric vehicle, which includes a delivery location, a delivery time, and delivery baggage information. A delivery selection unit that selects a delivery route based on the remaining battery level of the plurality of electric vehicles to be delivered, and a return time calculation that calculates the return time of the plurality of electric vehicles to the delivery base based on the delivery route. The delivery time variation index calculation unit that calculates the return time variation index from the return time of the plurality of electric vehicles, and the delivery reselection determination that determines whether or not the delivery route can be reselected based on the return time variation index. It is characterized by having a part and.

According to the present invention, it is possible to improve the delivery efficiency in EV and reduce the delivery cost. Issues, configurations and effects other than those mentioned above will be clarified by the description of the following examples.

The block diagram of the EV delivery system including the EV delivery control system of the Example of this invention. The return time of EV and the SOC calculation flow diagram at the time of return in the EV delivery control system of the embodiment. The conceptual diagram of the delivery plan determination in the EV delivery control system of an Example. The conceptual diagram of the σ _time control of the EV return time in the EV delivery control system of an Example. The figure which shows the relationship between the breakdown of the power consumption of a delivery base and the contract power. The figure which shows the relationship between the SOC of EV at the time of charging and the chargeable electric power. The conceptual diagram of the σ _soc control of the SOC at the time of EV return in the EV delivery control system of an Example. The control flow diagram of σ _time and σ _soc in the EV delivery control system of an embodiment.

Examples of the EV delivery system of the present invention will be described with reference to FIGS. 1 to 8. In the drawings used in the present specification, the same or corresponding components may be designated by the same or similar reference numerals, and repeated description of these components may be omitted.

The present invention is a delivery control system executed at the time of formulating a delivery plan or modifying a delivery plan of a delivery company having a plurality of EVs. FIG. 1 shows a configuration diagram of an EV delivery system.

As shown in FIG. 1, the EV delivery system including the EV delivery control system of the present embodiment includes a delivery management server 100, a plurality of pre-distributed vehicles 100A, and a plurality of post-distributed vehicles 100B (only one for convenience of illustration). Described).

Of these, as shown in FIG. 1, the delivery management server 100 includes an input unit 101, an EV delivery selection unit 102, a return time calculation unit 103A, a return SOC calculation unit 103B, a return standard deviation σ _time calculation unit 104A, and a standard deviation. The EV delivery system is composed of a σ _soc calculation unit 104B, a delivery reselection determination unit 105, a σ _time , a σ _soc control unit 106, a determination unit 107, a past delivery record recording unit 112, and a communication unit 113.

The delivery management server 100 is composed of a display device such as a liquid crystal display, an input device, a storage device, a CPU, a computer, and the like, and its operation is executed based on various programs recorded in the storage device.

The operation control process executed by the delivery management server 100 may be integrated into one program, may be divided into a plurality of programs, or may be a combination thereof. Further, a part or all of the program may be realized by dedicated hardware or may be modularized.

The input unit 101 is a part where the next delivery place, baggage information such as delivery time, weight, volume, and other constraint conditions are input and determined.

Further, in the delivery management server 100, at the stage of creating a delivery route, such as at the start of business on a day, the current position from the vehicle 100A before dispatch, and the current position at the time of acquisition acquired by the current SOC detection unit 109 (basically). The data of the delivery base) and the current SOC are output to the input unit 101, the EV delivery selection unit 102, and the past delivery record recording unit 112 via the communication unit 113A and the communication unit 113 of the delivery management server 100.

The vehicle before dispatch 100A receives input of delivery route information from the determination unit 107, which will be described later, via the communication unit 113A in the delivery information (location, time, route) input unit 108, and departs for delivery.

Further, since the delivery route may be reviewed during delivery, in this case, the current position, the current position at the time of acquisition acquired by the current SOC detection unit 111, and the current SOC data are communicated from the vehicle 100B after the vehicle is dispatched. The data is output to the input unit 101, the EV delivery selection unit 102, and the past delivery record recording unit 112 via the communication unit 113 of the unit 113B and the delivery management server 100.

After the vehicle is dispatched, the vehicle 100B receives input of correction information of the delivery route from the determination unit 107, which will be described later, via the communication unit 113B in the delivery information (location, time, route) input unit 110, and continues delivery according to the corrected delivery route. Or return to the delivery base.

The EV delivery selection unit 102 selects a delivery route and an EV vehicle to be delivered based on the delivery location, the delivery time, the package information of the delivery, and the remaining battery levels of the plurality of electric vehicles to be delivered, which are input by the input unit 101. do. The method of selecting the delivery route in this embodiment is not particularly limited, and the existing system owned by the delivery company can be used.

In the EV delivery system of this embodiment, it is assumed that a case where a plurality of types of EVs are mixed and a case where a plurality of types of EVs and an internal combustion vehicle are mixed are assumed. It targets EVs with different loading capacities from multiple types of EVs, plug-in hybrids equipped with engines, and range extender vehicles.

The EV delivery selection unit 102 can grasp the delivery distance from the delivery location and the delivery route, and the EV that can be delivered is selected from the delivery distance.

The mileage of the EV is the SOC state received from the current SOC detection unit 109 of the vehicle 100A before vehicle allocation when the vehicle allocation plan is first created, and the current SOC detection unit of the vehicle 100B after vehicle allocation when the vehicle allocation plan is revised. It is calculated based on the SOC state from 111 and the mileage with respect to the SOC of each vehicle and the weight of luggage at that time.

The return time calculation unit 103A is a part that calculates the return time to the delivery bases of a plurality of EVs based on the delivery route selected by the EV delivery selection unit 102, and the return time SOC calculation unit 103B is a part of the plurality of EVs. This is the part that calculates the SOC when returning to the delivery base. The return time and the return SOC are calculated according to the flow shown in FIG. FIG. 2 is a diagram showing the return time of the EV and the SOC calculation flow at the time of return.

As shown in FIG. 2, the EV delivery selection unit 102 determines a travel route from the delivery time, the traffic information at that time from the delivery location, and the map information. Then, when the traveling route is determined, the route, the road gradient pattern at the time, and the speed pattern are determined. In addition, the weight loading rate for each time can be known from the delivery plan.

Based on this information, the return time calculation unit 103A and the return SOC calculation unit 103B perform the calculation of the delivery time and the SOC at that time. As a result, it is possible to obtain the scheduled return time to return to the delivery base and the SOC at that time.

The SOC calculation in the return SOC calculation unit 103B is calculated based on the power consumption formula of the EV.

For example, the electric power P _d required for traveling is, as shown in the following equation (1), the traveling resistance R, the vehicle speed V _s , and the power train efficiency of EV (gear efficiency η _gear , motor efficiency η _m , battery). It is calculated from the efficiency η _bat ).

In the formula (1), R is an index expressed by the formula (2) when the air resistance R ₁ , the rolling resistance R ₂ , the gradient resistance R ₃ , and the acceleration resistance R ₄ are used.

These air resistance R ₁ , rolling resistance R ₂ , gradient resistance R ₃ , and acceleration resistance R ₄ are vehicle speed V _s , road gradient information (road gradient θ), drag coefficient of vehicle body (CD), and projected area (S), respectively. From the above, it is calculated based on the following equations (3) to (6).

The total weight m of the vehicle used in the formula (4) or the like is the sum of the weight m ₁ of the vehicle body and the load weight m ₂ of the luggage, and is obtained by the formula (7) shown below. Further, Δm in the equation (6) is the weight equivalent to the inertia of the rotating portion of the power train such as a tire and a motor.

The null standard deviation σ _time calculation unit 104A calculates the standard deviation σ _time from the return times of a plurality of electric vehicles.

The standard deviation σ _soc calculation unit 104B calculates the standard deviation σ _soc from the return SOCs of a plurality of electric vehicles. For example, the standard deviation σsoc calculation unit 104B may use the standard deviation σ _time of the return times of a plurality of EVs and the return average SOC (SOC _ave ) of the return vehicle within Aσ _time (A is arbitrarily set) from the average return time _tave . ) And the standard deviation σ _soc of the SOC at the time of return. Assuming that the number of EVs is N, the standard deviation σ _time is calculated by the following formula (8), and the standard deviation σ _soc is calculated by the following formula (9).

The delivery reselection determination unit 105 determines whether or not the delivery route can be reselected based on the standard deviation σ _time calculated by the null standard deviation σ _time calculation unit 104A, or the standard calculated by the standard deviation σ _soc calculation unit 104B. It is a part for determining whether or not the delivery route can be reselected based on the deviation σ _soc , and preferably, it is determined whether or not the delivery route can be reselected based on both the standard deviation σ _time and the standard deviation σ _soc .

In this delivery reselection determination unit 105, the average value of the return time, the average value of the SOC at the time of return, the number of chargers installed at the delivery base, the number of electric vehicles used for delivery, and before being connected to the charger. Judgment whether reselection is possible based on any one or more of the allowable number of trucks waiting to be charged, the contracted power of the delivery base, the CO ₂ emission intensity of the power, the unit price of the power, and the past delivery record, for example, σ _time It is determined whether or not σ _soc is within a predetermined range.

The determination can be made depending on whether the plan is permitted or reselected as shown in FIG. FIG. 3 is a conceptual diagram of the delivery plan determination.

The determination formula is determined by the following parameters. Average return time ( _{tave), average SOC (SOC ave )} of vehicles at the time of return, number of chargers installed at delivery bases (N ₁ ), number of EVs to be delivered (N ₂ ), chargers at delivery bases It is determined by the allowable number of trucks waiting to be charged (N ₃ ) before connection and the contracted power (P _max ) at the delivery base. Other parameters (X) include the CO ₂ emission intensity of electric power and the unit price of electric power.

As for these relationships, since the data of the delivery plan executed in the past and the past delivery record are stored in the past delivery record recording unit 112, the function f which is the threshold of the determination in FIG. 3 uses the data by machine learning or the like. It may be analyzed and updated as appropriate, but it is not limited to such an aspect.

The σ _time , σ _soc control unit 106 delivers the EV so that the standard deviation σ _time and the standard deviation σ _soc are corrected when the delivery reselection determination unit 105 determines that the delivery route needs to be reselected. This is the part to reselect the delivery route such as location and time. The details of the method of reselecting the delivery route by the σ _time and σ _soc control units 106 are not particularly limited, and the existing system owned by the delivery company can be used as in the EV delivery selection unit 102.

In the σ _time and σ _soc control unit 106, for example, when the σ _time is equal to or more than a predetermined value, the return EV time is leveled and the charging waiting time at the delivery base is expected to be small. It can be said that σ _soc control is basically unnecessary because it is very likely that the contracted power excess due to charging at the delivery base can be avoided. On the other hand, when σ _time is less than or equal to a predetermined time, the return times are densely packed at a predetermined time, and reselection is required.

Therefore, in the σ _time and σ _soc control units 106, is the number of returned electric vehicles at a predetermined time larger than the number of chargers at the delivery base when the delivery reselection determination unit 105 determines that reselection is necessary? Is determined, and the delivery route is modified so that the standard deviation σ _time is increased when it is determined that the value is exceeded. In this case, preferably, the standard deviation σ _time is increased within the range of the delivery time constraint.

If there is still a risk that the charging waiting time at the delivery base will be long, or the contracted power associated with charging at the delivery base will be exceeded, control is performed so that σ _soc is large.

For example, in the σ _time and σ _soc control unit 106, when the delivery reselection determination unit 105 determines that reselection is necessary, it determines whether the power consumption exceeds the contracted power at the delivery base, and the power consumption exceeds the contracted power. Then, when it is determined, the delivery route is modified so that the standard deviation σ _time is increased.

Further, the σ _time and σ _soc control units 106 determine whether the power consumption exceeds the contracted power at the delivery base when the delivery reselection determination unit 105 determines that reselection is necessary. The delivery route is modified to increase the standard deviation σ _soc when it is determined to exceed.

The determination unit 107 is selected by the EV delivery selection unit 102 or the σ _time and σ _soc control units 106, and determines the delivery route such as the delivery location and delivery time of the EV whose standard deviations σ _time and σ _soc satisfy the predetermined criteria. , The vehicle is output to the vehicle 100A before the vehicle allocation and the vehicle 100B after the vehicle allocation via the communication unit 113.

Next, a specific scene in which the delivery reselection determination unit 105 determines the reselection will be described. FIG. 4 is a conceptual diagram of σ _time control of the EV return time, and here shows an example in which the times of trucks returning to the delivery base are concentrated and some trucks cannot be charged by the number of chargers installed at the delivery base. There is.

As shown in FIG. 4, in the conventional case where the σ _time control is not implemented, there is a risk that a time zone exceeding the number of chargers at the base may occur. During that time period, there is a problem that the delivery efficiency is lowered because EVs that cannot be delivered occur due to waiting for charging.

On the other hand, in the present invention, in order to reduce the waiting time for charging, the σ _time is increased to increase the variation in the return time of the EV. For example, the number of EVs in the predetermined return time zone is the number of chargers at the delivery base. Control so that the above does not occur. At this time, it is desirable to maximize the σ _time within the limits of the delivery location and time.

Here, as shown in FIG. 5, which shows the relationship between the breakdown of the power consumption of the delivery base and the contracted power, the charging power amount of the delivery base increases even when the σ _time control is performed, and the charging output to the EV P. Due to the bias of the _EV time, there may be a case where the total power consumption _other than the charge output P _EV to the EV and the charge to the EV at the delivery base exceeds the contract power P _max . ..

In this case, it is necessary to control the charging power to be low from the viewpoint of reducing the power cost. However, if the charging output PEV to the _EV is suppressed at that time, the EV charging waiting time increases. This leads to a decrease in delivery efficiency.

Generally, the rechargeable power when charging the EV varies depending on the SOC. More specifically, as shown in FIG. 6, which shows the relationship between the SOC of the EV during charging and the rechargeable power, when the SOC is low, the rechargeable power is large due to the constant current control, and when the SOC is high, the voltage upper limit is reached. The voltage is controlled to be constant, and the chargeable power becomes smaller by reducing the amount of current. This is because there is a demand from the viewpoint of battery overvoltage protection and deterioration suppression, and such control is necessary.

As described above, the charging power for charging the EV depends on the SOC. Conversely, if the SOC can be controlled, the total charge power amount when charging a plurality of EVs can be controlled. That is, when it is expected that the EV charging will exceed the contracted power at the delivery base, it can be suppressed within the contracted power by adjusting the SOC when the EV returns.

In general, EVs for delivery have a low SOC at the time of return, but to increase the variation in the SOC, that is, to mix EVs that return with a high SOC and EVs that return with a low SOC. Therefore, the maximum charge power amount at the time of charging can be lowered.

Specifically, as shown in FIG. 7, which shows the concept of σ _soc control of SOC at the time of EV reduction, control is performed to reduce the peak of σ _soc . More specifically, σ _soc control is performed for vehicles within Aσ _time (A is arbitrarily set) from the average return time (ta), which is _a time zone where the return time is dense, and the SOC varies at the time of return. To increase.

As a result, even if the number of EVs being charged is the same, the total power consumption due to charging can be reduced. Further, by controlling the variation of the SOC of the EV at the time of returning, it is possible to make a delivery plan in which the EV vehicle in which the waiting time is allowed and the EV vehicle in which the waiting time is not allowed is selected, and the delivery efficiency can be improved.

As a means for increasing the variation in SOC, for example, the number of EV delivery destinations for one trip (delivery with one charge), the delivery route can be adjusted, and charging can be performed in the middle of the delivery route. For charging in the middle of the delivery route, it is possible to carry out σ _loc control in real time according to the situation on the day of delivery.

Next, the flow of controlling σ _{time and σ soc in the σ time and σ soc} control unit 106 when the delivery reselection determination unit 105 of FIG. 1 is out of the predetermined range will be described with reference to FIG. FIG. 8 is a control flow diagram of σ _time and σ _soc .

First, the σ _time and σ _soc control units 106 determine whether or not the number of chargers N ₁ at the delivery base is larger than the number of return N ₄ (t) in the range of the predetermined time t (step S801). If the number of chargers N ₁ is larger than the number of return N ₄ (t) in the range of the predetermined time t, it is not necessary to consider the waiting time of EV due to the shortage of the number of chargers, so the process proceeds to step S802.

On the other hand, in step S801, when the number of base chargers N ₁ is less than or equal to the number of return N ₄ (t), a charging waiting time occurs at the delivery base, so that the σ _time and σ _soc control units 106 step the process. Proceeding to S811, it is determined whether or not the number of standby trucks is less than the predetermined number (step S811).

When it is determined in step S811 that the number is less than the predetermined number, the process proceeds to step S802. On the other hand, when it is determined that the _number of _{EVs exceeds} a predetermined number, the delivery efficiency is lowered. (Step S812), and the process of step S811 is performed again. In this way, the σ _time is increased until the condition of the number of standby trucks <predetermined number is satisfied.

Next, the σ _time and σ _soc control units 106 determine whether or not the total value of the power _{Poser other} than the charge output to the EV and the charge to the _EV at the delivery base is smaller than the contract power P _max (). Step S802). When it is determined that the power is smaller than the contract power P _max , the waiting time before EV charging for adjusting the maximum power demand does not occur, so that the route is determined (step S803) and the process is completed.

On the other hand, when it is determined in step S802 that the total value is equal to or higher than the contract power P _max , there is a concern that the power consumption price of the delivery base will rise or the delivery efficiency will deteriorate due to the suppression of the charging power to the delivery truck. Therefore, the σ _time and σ _soc control units 106 then modify the delivery route so that the σ _time increases (step S804) to level the charging power.

After that, the σ _time and σ _soc control units 106 again determine whether or not the total value of the power _{Poser other} than the charge output to the EV and the charge to the _EV at the delivery base is smaller than the contract power P _max . (Step S805). When it is determined in step S805 that the total value of the charge output _PEV and the power _source is smaller than the contract power P _max , the route is determined (step S803), and the process is completed.

On the other hand, when it is determined in step S805 that the total value is equal to or greater than the contract power P _max , the σ _time and σ _soc control unit 106 then targets the _EV that results in the time zone of _PEV + User> P _max . The delivery route is modified so that σ _soc becomes large (step S806).

In addition, in FIG. 8, the case where the processing of step S804 and step S805 for modifying the delivery route so as to increase σ _time is one pass has been described, but the step of increasing σ _time is executed a plurality of times. Can be.

After step S806, the σ _time and σ _soc control units 106 determine whether or not the total value of the charge output PEV and the power _{Other other} than charging the _EV is smaller than the contract power P _max (step S807). .. When it is determined in step S807 that the total value is smaller than the contract power P _max , the route is determined (step S803), and the process is completed.

On the other hand, when it is determined in step S807 that the total value is equal to or greater than the contract power P _max , the σ _time and σ _soc control units 106 then determine the standby truck so that the total value does not exceed the contract power P _max . Or, the track for power control is determined (step S808). In step S808, for example, the charging of a truck in a hurry is prioritized and the charging of a truck with a margin is postponed, or the number of EVs to be charged even if it takes time is prioritized.

Next, the σ _time and σ _soc control units 106 determine whether or not the number of standby trucks is less than the predetermined number (step S809). When it is determined that the number of standby trucks before charging is less than the predetermined number, a route is determined (step S810), and the process is completed.

On the other hand, when it is determined that the number of standby trucks is equal to or larger than the predetermined number, the σ _time and σ _soc control unit 106 returns the process to step S806 again and corrects the delivery route so that the σ _soc becomes large.

Next, the effect of this embodiment will be described.

The delivery management server 100 of the present embodiment described above has a return time calculation unit 103A that calculates the return time of a plurality of electric vehicles to a delivery base based on a delivery route, and a standard deviation σ _time from the return times of the plurality of electric vehicles. It has a return standard deviation σ _time calculation unit 104A for calculating the standard deviation σ _time , and a delivery reselection determination unit 105 for determining whether or not the delivery route can be reselected based on the standard deviation σ time.

As a result, the number of EVs waiting for charging can be dispersed to equalize the waiting time for charging, and at the same time, it becomes possible to equalize the power demand of the distribution base, shorten the charging time, and improve the delivery efficiency. Can be planned.

Alternatively, the return SOC calculation unit 103B that calculates the return SOC of a plurality of electric vehicles to the delivery base based on the delivery route, and the return SOC of the plurality of electric vehicles to the delivery base are calculated based on the delivery route. Delivery that determines whether or not the delivery route can be reselected based on the return SOC calculation unit 103B, the standard deviation σ _loc calculation unit 104B that calculates the standard deviation σ _{loc from the return SOCs of a plurality of electric vehicles, and the standard deviation σ soc .} It has a reselection determination unit 105.

For example, even when the time of the return EV is crowded due to the convenience of the delivery route or the loading of the delivery base, the variation of the SOC at the time of return of the return EV can be controlled by the above control, so that the waiting time is acceptable. It is possible to make a delivery plan by selecting the EV vehicle to be used and the EV vehicle that is not allowed, and the delivery efficiency can be improved. Further, since EVs having different SOCs can be combined when charge control is performed at the delivery base, it is possible to control the power demand at the time of charging and suppress the bias of the charge power to the delivery EV.

As described above, by controlling the variation of the return EV time to the delivery base and the variation of the SOC, it is possible to shorten the charging waiting time of the delivery system utilizing multiple EVs and level the power demand of the delivery base, and improve the delivery efficiency. And cost reduction at the time of delivery can be achieved at the same time.

Further, both the null standard deviation σ _time calculation unit 104A and the standard deviation σ _soc calculation unit 104B are provided, and the delivery reselection determination unit 105 reselects the delivery route based on the standard deviation σ _time and the standard deviation σ _soc . In order to judge whether or not it is possible, it is possible to more efficiently shorten the charging waiting time and equalize the power demand of the delivery base.

Further, the delivery reselection determination unit 105 determines the average value of the return time, the average value of the SOC at the time of return, the number of chargers installed at the delivery base, the number of electric vehicles used for delivery, and before connecting to the charger. More accurate by determining whether reselection is possible based on one or more of the allowable number of trucks waiting to be charged, the contracted power of the delivery base, the CO ₂ emission intensity of power, the unit price of power, and the past delivery record. It is possible to calculate σ _time and σ _soc , and it is possible to more efficiently shorten the charging waiting time and level the power demand of the delivery base.

Further, when the delivery reselection determination unit 105 determines that reselection is necessary, it is determined whether the number of returned electric vehicles at a predetermined time is larger than the number of chargers at the delivery base, and when it is determined that the number is exceeded. By further having a σ _time and σ _soc control unit 106 that corrects the delivery route so as to increase the standard deviation σ _time , it is possible to more reliably control the variation in the return time to the delivery base.

Further, when the delivery reselection determination unit 105 determines that reselection is necessary, it is determined whether the power used exceeds the contracted power at the delivery base, and when it is determined that the power consumption is exceeded, the standard deviation σ _time is determined. The delivery route is modified so as to increase the size, or when the delivery reselection determination unit 105 determines that reselection is necessary, it is determined whether the power consumption exceeds the contracted power at the delivery base, and the excess is exceeded. By further having a σ _time and σ _soc control unit 106 that corrects the delivery route so as to increase the standard deviation σ _soc when it is determined that the standard deviation is increased, it is possible to more reliably control the variation in SOC when returning to the delivery base. be able to.

<Others>
The present invention is not limited to the above embodiment, and various modifications and applications are possible. The above-mentioned examples have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the described configurations.

100 ... Delivery management server (electric vehicle delivery control system)
100A ... Vehicle before dispatch 100B ... Vehicle after dispatch 101 ... Input unit 102 ... EV delivery selection unit 103A ... Return time calculation unit 103B ... Return time SOC calculation unit 104A ... Standard deviation σ _time calculation unit (return time variation index calculation unit)
104B ... Standard deviation σ _soc calculation unit (SOC variation index calculation unit at the time of return)
105 ... Delivery reselection determination unit 106 ... σ _time , σ _soc control unit (returned number excess determination unit, power consumption excess determination unit)
107 ... Determination unit 108, 110 ... Delivery information (location, time, route) Input unit 109, 111 ... Current position, current SOC detection unit 112 ... Past delivery record recording unit 113, 113A, 113B ... Communication unit

Claims (8)

A delivery control system that selects the delivery route for electric vehicles.
A delivery selection unit that selects a delivery route based on the delivery location, delivery time, delivery package information, and the battery level of the plurality of electric vehicles to be delivered.
A return time calculation unit that calculates the return time of the plurality of electric vehicles to the delivery base based on the delivery route, and a return time calculation unit.
A return time variation index calculation unit that calculates a return time variation index from the return times of a plurality of the electric vehicles, and a return time variation index calculation unit.
An electric vehicle delivery control system including a delivery reselection determination unit that determines whether or not the delivery route can be reselected based on the return time variation index. In the electric vehicle delivery control system according to claim 1,
A return SOC calculation unit that calculates the return SOC of the plurality of electric vehicles to the delivery base based on the delivery route, and a return SOC calculation unit.
It further has a return SOC variation index calculation unit that calculates a return SOC variation index from the return SOC of the plurality of electric vehicles.
The delivery reselection determination unit is an electric vehicle delivery control system characterized in that, in addition to the return time variation index, the delivery reselection determination unit determines whether or not the delivery route can be reselected based on the return SOC variation index. An electric vehicle delivery control system that selects the delivery route for electric vehicles.
A delivery selection unit that selects a delivery route based on the delivery location, delivery time, delivery package information, and the battery level of the plurality of electric vehicles to be delivered.
A return SOC calculation unit that calculates the return SOC of the plurality of electric vehicles to the delivery base based on the delivery route, and a return SOC calculation unit.
A return SOC variation index calculation unit that calculates a return SOC variation index from the return SOC of a plurality of the electric vehicles.
An electric vehicle delivery control system comprising: a delivery reselection determination unit for determining whether or not to reselect the delivery route based on the return SOC variation index. In the electric vehicle delivery control system according to claim 3,
A return time calculation unit that calculates the return time of a plurality of the electric vehicles to the delivery base based on the delivery route, and a return time calculation unit.
Further, it has a return time variation index calculation unit for calculating a return time variation index from the return times of the plurality of electric vehicles.
The delivery reselection determination unit is an electric vehicle delivery control system, characterized in that it determines whether or not the delivery route can be reselected based on the return time variation index in addition to the return SOC variation index. In the electric vehicle delivery control system according to claim 2 or 4.
The delivery reselection determination unit is connected to the average value of the return time, the average value of the SOC at the time of return, the number of chargers installed at the delivery base, the number of electric vehicles used for delivery, and the charger. Judgment of reselection is possible based on one or more of the allowable number of trucks waiting to be charged, the contracted power of the delivery base, the CO ₂ emission intensity of power, the unit price of power, and the past delivery record. An electric vehicle delivery control system featuring. In the electric vehicle delivery control system according to claim 5.
When the delivery reselection determination unit determines that reselection is necessary, it is determined whether the number of returned electric vehicles at a predetermined time is larger than the number of chargers at the delivery base, and when it is determined that the number is exceeded. An electric vehicle delivery control system characterized by further having a return number excess determination unit that corrects the delivery route so as to increase the return time variation index. In the electric vehicle delivery control system according to claim 5.
When the delivery reselection determination unit determines that reselection is necessary, it is determined whether the power consumption exceeds the contracted power at the delivery base, and when it is determined that the power consumption is exceeded, the return time variation index is used. An electric vehicle delivery control system characterized by further having a power consumption excess determination unit that modifies the delivery route so as to increase the size. In the electric vehicle delivery control system according to claim 2 or 3.
When the delivery reselection determination unit determines that reselection is necessary, it is determined whether the power consumption exceeds the contracted power at the delivery base, and when it is determined that the power consumption is exceeded, the SOC variation at the time of return An electric vehicle delivery control system characterized by further having a power consumption excess determination unit that modifies the delivery route so as to increase the index.

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