Patent Publication Number: US-2021192452-A1

Title: Data collection system and method for a fleet of commercial vehicles

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims priority to and the benefit of UK patent application No. 1918751.7, filed Dec. 18, 2019, which is hereby incorporated herein in its entirety. 
     FIELD 
     This application relates to data collection system for a fleet of commercial vehicles. The disclosure also relates to a method of managing a fleet of commercial vehicles. 
     BACKGROUND 
     Commercial vehicle data collection systems are known to monitor logistics data for a fleet of commercial vehicles. Logistics data monitored by previously-considered systems include location (e.g. GPS) data, loadspace capacity and route information (e.g. a delivery/pick-schedule) for each vehicle in the fleet. 
     In such previously-considered systems, the data collection system may propose the consolidation of cargo from two vehicles into a single vehicle in some circumstances. 
     For example, where cargo in a first vehicle is intended for delivery at a location which is off-route for the first vehicle, but which is on-route for a second vehicle, and wherein the second vehicle has sufficient spare loadspace capacity for said cargo. 
     While such systems generally increase the efficiency of a fleet of vehicles, particular problems arise with fleets including electric vehicles. Where traditional internal combustion engines fuelled by e.g. petrol or diesel can be refuelled in a matter of minutes, electric vehicles can take several hours to recharge. This can add significant delay to a delivery or pick-up. 
     Additionally, many cities now include low emission zones or congestion charge zones that penalise or prevent entry of vehicles having certain traditional internal combustion engines. If a delivery or pick-up location falls within such a zone it may not be desirable, or even possible, to carry out the delivery or pick-up using certain vehicles within a fleet. 
     The present disclosure attempts to address some of the drawbacks associated with previously-considered data collection systems. 
     SUMMARY 
     In accordance with a first aspect of the present disclosure there is provided a data collection system for a fleet of commercial vehicles, the system comprising:
         a fleet manager system, the fleet manager system configured to receive logistics data from a controller in each of the commercial vehicles that monitors logistics data comprising loadspace capacity, a delivery/pick-up schedule, location data and, in at least one of the vehicles, a battery charge state.       

     In some examples, the system comprises a fleet manager system and a controller in each of the commercial vehicles that monitors logistics data comprising loadspace capacity, a delivery/pick-up schedule, location data and, in at least one of the vehicles, a battery charge state, wherein the controller transmits the logistics data to the fleet manager system. 
     Optionally, the fleet manager system is further configured to:
         receive a new delivery or pick-up request comprising new cargo data and new location data;   identify a first dispatched vehicle (e.g. already departed from a depot) containing the new cargo for delivery or having sufficient spare loadspace capacity for pick-up of the new cargo;   determine whether or not the new location falls within an effective range of the first dispatched vehicle based on logistics data received from the controller of the first dispatched vehicle; and   if the fleet manager system determines that the new location falls within the effective range of the first dispatched vehicle,   dispatch the first dispatched vehicle to the new location to fulfil the new delivery or pick-up request.       

     The fleet manager system may be further configured to:
         identify a second dispatched vehicle that can fulfil the new delivery or pick-up request based on predetermined criteria, if the fleet manager system determines that the new location falls outside the effective range of the first dispatched vehicle.       

     The predetermined criteria may comprise:
         that the effective range of the first dispatched vehicle overlaps with an effective range of the second dispatched vehicle, such that a rendezvous point may be set in the overlap;   that the rendezvous point may be set such that the sum of a first distance between the first dispatched vehicle and the rendezvous point, and a second distance between the rendezvous point and a charging station are within the effective range of the first dispatched vehicle;   that the rendezvous point may be set such that the sum of a third distance between the second vehicle and the rendezvous point, a fourth distance between the rendezvous point and the new location, and a fifth distance between the new location and the or another charging station, is within the effective range of the second dispatched vehicle; and   that the second dispatched vehicle has sufficient spare loadspace capacity to accommodate the new cargo.       

     Additionally or alternatively, the predetermined criteria may comprise:
         that the effective range of the first dispatched vehicle overlaps with an effective range of the second dispatched vehicle, such that a rendezvous point may be set in the overlap;   that the rendezvous point may be set such that the sum of a first distance between the first dispatched vehicle and the rendezvous point, and a second distance between the rendezvous point and a charging station are within the effective range of the first dispatched vehicle;   that the rendezvous point may be set such that the sum of a third distance between the second vehicle and the new location, a fourth distance between the new location and the rendezvous point, and a fifth distance between the rendezvous point and a charging station, is within the effective range of the second dispatched vehicle; and   that the second dispatched vehicle has sufficient spare loadspace capacity to accommodate the new cargo.       

     The fleet manager system may be configured to:
         receive a new delivery or pick-up request comprising new cargo data and new location data;   identify a first dispatched vehicle containing the new cargo for delivery or having sufficient spare loadspace capacity for pick-up of the new cargo;   determine a set of feasible routes between the first dispatched vehicle and the new location;   determine whether the first dispatched vehicle is an electric vehicle; and   if the fleet manager system determines that all of the feasible routes in the set of feasible routes pass through a congestion charge zone or a low emissions zone, and that the first dispatched vehicle is not an electric vehicle,   identify a second dispatched vehicle that can fulfil the new delivery or pick-up request based on predetermined criteria.       

     The predetermined criteria may comprise:
         that the effective range of the first dispatched vehicle overlaps with an effective range of the second dispatched vehicle, such that a rendezvous point may be set in the overlap;   that the rendezvous point may be set such that a first distance between the first dispatched vehicle and the rendezvous point is within the effective range of the first dispatched vehicle;   that the rendezvous point may be set such that the sum of a second distance between the second vehicle and the rendezvous point, a third distance between the rendezvous point and the new location, and a fourth distance between the new location and a charging station, is within the effective range of the second dispatched vehicle; and   that the second dispatched vehicle has sufficient spare loadspace capacity to accommodate the new cargo.       

     Additionally or alternatively, the predetermined criteria may comprise:
         that the effective range of the first dispatched vehicle overlaps with an effective range of the second dispatched vehicle, such that a rendezvous point may be set in the overlap;   that the rendezvous point may be set such that a first distance between the first dispatched vehicle and the rendezvous point is within the effective range of the first dispatched vehicle;   that the rendezvous point may be set such that the sum of a second distance between the second vehicle and the new location, a third distance between the new location and the rendezvous point, and a fourth distance between the rendezvous point and a charging station, is within the effective range of the second dispatched vehicle; and   that the second dispatched vehicle has sufficient spare loadspace capacity to accommodate the new cargo.       

     In accordance with a second aspect of the present disclosure there is provided a method of managing a fleet of commercial vehicles comprising the steps of:
         providing a fleet manager system; and   providing a controller in each of the commercial vehicles that monitors logistics data comprising loadspace capacity, a delivery/pick-up schedule, location data and, in at least one of the vehicles, a battery charge state,   wherein the controller transmits the logistics data to the fleet manager system.       

     The method may further comprise the steps of:
         receiving, at the fleet manager system, a new delivery or pick-up request comprising new cargo data and new location data;   identifying a first dispatched vehicle containing the new cargo for delivery or having sufficient spare loadspace capacity for pick-up of the new cargo;   determining whether or not the new location falls within an effective range of the first dispatched vehicle based on logistics data received from the controller of the first dispatched vehicle; and   if the new location falls within the effective range of the first dispatched vehicle,   dispatching the first dispatched vehicle to the new location to fulfil the new delivery or pick-up request.       

     The method may further comprise the step of:
         identifying a second dispatched vehicle that can fulfil the new delivery or pick-up request based on predetermined criteria, if the new location falls outside the effective range of the first dispatched vehicle.       

     The predetermined criteria may comprise:
         that the effective range of the first dispatched vehicle overlaps with an effective range of the second dispatched vehicle, such that a rendezvous point may be set in the overlap;   that the rendezvous point may be set such that the sum of a first distance between the first dispatched vehicle and the rendezvous point, and a second distance between the rendezvous point and a charging station are within the effective range of the first dispatched vehicle;   that the rendezvous point may be set such that the sum of a third distance between the second vehicle and the rendezvous point, a fourth distance between the rendezvous point and the new location, and a fifth distance between the new location and the or another charging station, is within the effective range of the second dispatched vehicle; and   that the second dispatched vehicle has sufficient spare loadspace capacity to accommodate the new cargo.       

     Additionally or alternatively, the predetermined criteria may comprise:
         that the effective range of the first dispatched vehicle overlaps with an effective range of the second dispatched vehicle, such that a rendezvous point may be set in the overlap;   that the rendezvous point may be set such that the sum of a first distance between the first dispatched vehicle and the rendezvous point, and a second distance between the rendezvous point and a charging station are within the effective range of the first dispatched vehicle;   that the rendezvous point may be set such that the sum of a third distance between the second vehicle and the new location, a fourth distance between the new location and the rendezvous point, and a fifth distance between the rendezvous point and a charging station, is within the effective range of the second dispatched vehicle; and   that the second dispatched vehicle has sufficient spare loadspace capacity to accommodate the new cargo.       

     The method may further comprise the steps of:
         receiving, at the fleet manager system, a new delivery or pick-up request comprising new cargo data and new location data;   identifying a first dispatched vehicle containing the new cargo for delivery or having sufficient spare loadspace capacity for pick-up of the new cargo;   determining a set of feasible routes between the first dispatched vehicle and the new location;   determining whether the first dispatched vehicle is an electric vehicle; and   if all of the feasible routes in the set of feasible routes pass through a congestion charge zone or a low emissions zone, and the first dispatched vehicle is not an electric vehicle,   identifying a second dispatched vehicle that can fulfil the new delivery or pick-up request based on predetermined criteria.       

     The predetermined criteria may comprise:
         that the effective range of the first dispatched vehicle overlaps with an effective range of the second dispatched vehicle, such that a rendezvous point may be set in the overlap;   that the rendezvous point may be set such that a first distance between the first dispatched vehicle and the rendezvous point is within the effective range of the first dispatched vehicle;   that the rendezvous point may be set such that the sum of a second distance between the second vehicle and the rendezvous point, a third distance between the rendezvous point and the new location, and a fourth distance between the new location and a charging station, is within the effective range of the second dispatched vehicle; and   that the second dispatched vehicle has sufficient spare loadspace capacity to accommodate the new cargo.       

     Additionally or alternatively, the predetermined criteria may comprise:
         that the effective range of the first dispatched vehicle overlaps with an effective range of the second dispatched vehicle, such that a rendezvous point may be set in the overlap;   that the rendezvous point may be set such that a first distance between the first dispatched vehicle and the rendezvous point is within the effective range of the first dispatched vehicle;   that the rendezvous point may be set such that the sum of a second distance between the second vehicle and the new location, a third distance between the new location and the rendezvous point, and a fourth distance between the rendezvous point and a charging station, is within the effective range of the second dispatched vehicle; and   that the second dispatched vehicle has sufficient spare loadspace capacity to accommodate the new cargo.       

     In accordance with a third aspect of the present disclosure there is provided non-transitory computer readable medium comprising instructions which, when executed by a processor (e.g. a processor in a fleet manager system), cause performance of a method in accordance with the second aspect. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The disclosure will now be described by way of example with reference to the accompanying drawings, in which: 
         FIG. 1  schematically illustrates a data collection system according to an embodiment of the disclosure; 
         FIG. 2  schematically illustrates a first cargo consolidation method enabled by the data collection system of the present disclosure; 
         FIG. 3  schematically illustrates a second cargo consolidation method enabled by the data collection system of the present disclosure; 
         FIG. 4  schematically illustrates a third cargo consolidation method enabled by the data collection system of the present disclosure; 
         FIG. 5  shows a flowchart illustrating a first method of managing a fleet of vehicles according to an embodiment of the disclosure; and 
         FIG. 6  shows a flowchart illustrating a second method of managing a fleet of vehicles according to an embodiment of the disclosure. 
     
    
    
     DETAILED DESCRIPTION 
       FIG. 1  schematically shows a data collection system in accordance with an embodiment of the disclosure. The system comprises a plurality of vehicles, with one indicated at  10 . The vehicle  10  comprises a controller  12 . The controller  12  is communicatively coupled to sensors within the vehicle to receive respective inputs therefrom. 
     The controller  12  is coupled to a volume sensor  14 . The volume sensor  14  monitors the available (i.e. unoccupied) volume within a loadspace of the vehicle  10 . The volume sensor  14  may be an optical sensor, for example a camera, or a sensor capable of remotely measuring volume (e.g. LIDAR, RADAR, sonar, ultrasound, etc.). 
     The controller  12  is also coupled to a weight sensor  16 . The weight sensor  16  monitors the weight of cargo within the loadspace of the vehicle  10 . The weight sensor  16  may comprise one or more weight sensitive tiles incorporated into a floor of the loadspace. 
     The controller  12  is also coupled to a battery charge sensor  18 . The battery charge sensor  18  monitors the remaining charge level of a battery of the vehicle. The battery is a motive source for the vehicle, and may be the sole motive source or a battery in a hybrid electric vehicle. 
     The controller  12  is also coupled to a location sensor  20 . The location sensor  20  monitors the location of the vehicle  10 , and sends location data (e.g. GPS data) to the controller. 
     The controller  12  is also coupled to a memory unit  22  on board the vehicle. The memory unit  22  contains schedule information for the vehicle, e.g. a plurality of delivery/pick up locations linked by a route. The schedule information may be initially set at a central distribution centre (e.g. a depot) for the vehicle  10  prior to dispatch of the vehicle, with updates being transmitted to the memory unit  22  in real-time while the vehicle  10  is dispatched for delivery/pick-up. Alternatively, updates may be transmitted to a driver of the vehicle  10  (e.g. via mobile telecommunications device), and the updates may be manually input to the memory unit  22  by the driver. In a further alternative arrangement, the memory unit  22  may be a part of a mobile telecommunications device carried by a driver of the vehicle  10 , with the controller coupled to the memory unit  22  via a wired or wireless (e.g. Bluetooth®) connection to the mobile telecommunications device. 
     Each of the inputs received by the controller  12  may be broadly categorised as ‘logistics data’. The controller  12  consolidates the logistics data, and makes any calculations necessary before transmitting the logistics data to a fleet manager system  24 . The fleet manager system  24  comprises one or more processors operable to receive instructions and process data. 
     Examples of calculations include the calculation of effective vehicle range based on the data from the battery charge sensor  18  and the location sensor  20 , and the calculation of spare cargo capacity based on data from the volume sensor  14  and the weight sensor  16 . 
     As an example of vehicle effective range calculation: this could, in some examples, be as coarse as a simple range circle centred on the vehicle and derived from the maximum driving distance at the current battery charge level derived from the battery charge sensor  18 . In other examples, a more detailed effective range shape could be derived using road and/or traffic data obtained from the location sensor  20 . The location sensor could also modify the effective range shape using topographical or geographical data stored in the location sensor  20 . For even greater detail, the effective range shape could be modified using data from the volume sensor  14  and the weight sensor  16 , as effective range will generally decrease as the weight of cargo in the loadspace increases. 
     As an example of a spare cargo capacity calculation: the volume sensor  14  may detect that there is space for cargo in the loadspace, but the weight sensor  16  may detect that the total weight of cargo already in the loadspace meets (or exceeds a threshold percentage of) a weight limit of the vehicle  10 . In this case, the controller  12  may determine that the vehicle has no spare cargo capacity. Alternatively, spare cargo capacity could be based on a single one of the volume sensor  14  and the weight sensor  16 . 
     The controller  12  sends the consolidated logistics data to the fleet manager system  24  through a two-way communication channel indicated by double arrow  26 . While only a single vehicle  10  is shown in  FIG. 1 , it will be appreciated that a plurality of such vehicles would be present in practice. 
     The controller may optionally send the consolidated logistics data (or a subset thereof) to an online marketplace  23 , through a two-way communication channel indicated by double arrow  21 . The online marketplace  23  may be accessed by a customer, for example through a telecommunications device  25 . Customers may place new delivery or pick-up requests (comprising at least new cargo data and new location data) in the online marketplace  23  for processing by the fleet manager system  24 . If the fleet manager system  24  determines that a vehicle, or vehicles (see below), can fulfil the new delivery or pick-up request, the customer may receive a notification that their new delivery or pick-up request has been accepted. The fleet manager system  24  and/or the controller  12  may provide additional data to the customer, such as real-time location data regarding the vehicle or vehicles fulfilling their request, or the estimated time remaining until delivery/pick-up. 
       FIG. 2  schematically illustrates a cargo consolidation method enabled by the data collection system of the present disclosure. 
     A first vehicle  30  in the fleet has a first effective range  32  as shown. The effective range  32  may be calculated in the controller of the first vehicle as described above, or it may be calculated by the fleet manager system  24 . 
     After the first vehicle  30  has been dispatched (e.g. has left a depot and is currently out en route for delivery/pick-up) a new delivery request is received by the fleet manager system  24 . The new cargo specified in the new cargo data of the new delivery request corresponds to cargo contained in the loadspace of the first vehicle  30 . The new location data of the new delivery request indicates that the new cargo should be delivered to new location  34 . 
     The fleet manager system  24  compares the new location  34  with the first effective range  32  and determines that the new location  34  lies outside the first effective range  32 , and so the first vehicle  30  is unable to fulfil the new delivery request without running out of battery charge. Following this determination, the fleet manager system  24  searches for other vehicles in the fleet capable of rendezvousing with the first vehicle  30  and fulfilling the new delivery request without running out of battery charge. 
     The fleet manager system  24  determines that a second vehicle  36  (with a second effective range  38 ) in the fleet is able to fulfil the new delivery request based on the following criteria: 
     i) the first effective range  32  and second effective range  38  overlap, such that a rendezvous point  40  may be set in the overlap;
 
ii) the rendezvous point  40  may be set such that the sum of a first distance A (between the first vehicle  30  and the rendezvous point  40 ) and a second distance B (between the rendezvous point  40  and a charging station  42 ) are within the first effective range  32 ;
 
iii) the rendezvous point  40  may be set such that the sum of a third distance C (between the second vehicle and the rendezvous point  40 ), a fourth distance D (between the rendezvous point  40  and the new location  34 ) and a fifth distance E (between the new location  34  and the charging station  42 ) are within the second effective range  38 ; and
 
iv) the second vehicle  36  has sufficient spare loadspace capacity to accommodate the new cargo.
 
     Alternatively, the first and second vehicles may recharge their batteries at different charging stations. In this case, the fleet manager system  24  determines that a second vehicle is able to make the delivery as shown in  FIG. 3  and described below. Like reference numerals from  FIG. 2  are retained for clarity. 
     The fleet manager system  24  determines that a second vehicle  36  (with a second effective range  38 ) in the fleet is able to fulfil the new delivery request based on the following criteria: 
     i) the first effective range  32  and second effective range overlap, such that a rendezvous point  40  may be set in the overlap;
 
ii) the rendezvous point  40  may be set such that the sum of a first distance A (between the first vehicle  30  and the rendezvous point  40 ) and a second distance F (between the rendezvous point  40  and a first charging station  44 ) are within the first effective range  32 ;
 
iii) the rendezvous point  40  may be set such that the sum of a third distance C (between the second vehicle and the rendezvous point  40 ), a fourth distance D (between the rendezvous point  40  and the new location  34 ) and a fifth distance G (between the new location  34  and a second charging station  46 ) are within the second effective range  38 ; and
 
iv) the second vehicle  36  has sufficient spare loadspace capacity to accommodate the new cargo.
 
     While the examples described above with respect to  FIGS. 2 and 3  use a delivery request for clarity of explanation, it should be clear that ‘delivery request’ could be substituted with ‘pick-up request’. A new pick-request comprises at least new cargo data and new location data (similarly to a new delivery request) with the new cargo data specifying new cargo to be picked up and the new location data specifying a new location at which the new cargo is to be picked up. 
     In such cases, the second vehicle would need to be able to visit the new location for pick-up of the new cargo before proceeding to the rendezvous point with the first vehicle to transfer the new cargo from the second vehicle to the first vehicle. Therefore, the second vehicle would need to be able to travel between its current location, the new location, the rendezvous point and a charging station without exceeding its effective range (and running out of battery charge), and the first vehicle would need to be able to travel between its current location, the rendezvous point and a charging station without exceeding its effective range (and running out of battery charge). 
     Some fleets of vehicles may comprise both vehicles with internal combustion engines and electric vehicles. In these cases the vehicles with internal combustion engines would be outfitted as shown in  FIG. 1 , except that the battery charge sensor  18  is replaced by a fuel level sensor (effective range can be calculated in the controller or by the fleet manager system in a similar manner as for electric vehicles within the fleet).  FIG. 4  schematically illustrates a cargo consolidation method enabled by the data collection system of the present disclosure for such mixed vehicle fleets. 
     A first vehicle  50  in the fleet has a first effective range  52  as shown. The effective range  32  may be calculated in the controller of the first vehicle as described above, or it may be calculated by the fleet manager system  24 . The first vehicle  50  has a traditional internal combustion engine (e.g. fuelled by petrol or diesel). 
     After the first vehicle  50  has been dispatched (e.g. has left a depot and is currently out en route for delivery/pick-up) a new delivery request is received by the fleet manager system  24 . The new cargo specified in the new cargo data of the new delivery request corresponds to cargo contained in the loadspace of the first vehicle  50 . The new location data of the new delivery request specifies that the new cargo should be delivered to a new location  54 . 
     The fleet manager system  24  compares the new location  54  with the first effective range  52  and determines that the new location  54  lies within the first effective range  52 . However, following this determination the fleet manager system  24  compares the new location  54  with geographical coverage data of known low emission zones or congestion charge zones. Such data can be programmed into the fleet manager system  24 , or the data can be downloaded in real-time from an internet source that is continuously or periodically updated. In this example, the fleet manager system  24  determines that the new location  54  lies within a low emission zone H. 
     Following this determination, the fleet manager system  24  searches for other vehicles in the fleet capable of rendezvousing with the first vehicle  50  and fulfilling the new delivery request without running out of battery charge. 
     The fleet manager system  24  determines that a second vehicle  56  (with a second effective range  58 ) in the fleet is able to fulfil the new delivery request based on the following criteria: 
     i) the first effective range  52  and second effective range  58  overlap, such that a rendezvous point  60  may be set in the overlap;
 
ii) the rendezvous point  60  may be set such that a first distance I (between the first vehicle  50  and the rendezvous point  60 ) is within the first effective range  52 ;
 
iii) the rendezvous point  60  may be set such that the sum of a second distance J (between the second vehicle  56  and the rendezvous point  60 ), a third distance K (between the rendezvous point  60  and the new location  64 ) and a fourth distance L (between the new location  64  and the charging station  62 ) are within the second effective range  58 ; and
 
iv) the second vehicle  56  has sufficient spare loadspace capacity to accommodate the new cargo.
 
     It will be appreciated that, although preferable, steps i) and ii) above can be omitted, as the first vehicle can be quickly refuelled to get to a rendezvous point outside of the first effective range. The crucial steps are iii) and iv), as electric vehicles typically take much longer to recharge than internal combustion engine vehicles, and charging stations are typically rarer than petrol stations. 
     While the example described above with respect to  FIG. 4  uses a delivery request for clarity of explanation, it should be clear that ‘delivery request’ could be substituted with ‘pick-up request’. In such cases, the second vehicle would need to be able to visit the new location for pick-up of the new cargo before proceeding to the rendezvous point with the first vehicle to transfer the new cargo from the second vehicle to the first vehicle. Therefore, the second vehicle would need to be able to travel between its current location, the new location, the rendezvous point and a charging station without exceeding its effective range (and running out of battery charge). 
     Further, while in the example described above with respect to  FIG. 4  the new location of the new delivery/pick up request falls within the low emission zone H, in some examples the new location may not actually fall directly within a low emission zone or congestion charge zone, yet said low emission zone or congestion charge zone may nevertheless prevent the first dispatched vehicle from fulfilling the delivery/pick-up request. For example, the first dispatched vehicle may be located on a first side of the low emission zone or congestion charge zone and the new location may fall on a second, opposing side of the low emission zone or congestion charge zone, such that all feasible routes between the first dispatched vehicle and the new location pass through a portion of the low emission zone or congestion charge zone. In such examples, the fleet manager system  24  may determine a set of feasible routes between the first dispatched vehicle and the new location, and determine whether all of the feasible routes pass through a low emission zone or congestion charge zone. 
     In this context a ‘feasible route’ means a route that may be carried out by the vehicle without the vehicle running out of battery charge/fuel, i.e. a route falling within the effective range of the vehicle. Clearly, where the new location falls within a low emission zone or congestion charge zone, all feasible routes to the new location must pass through a portion of the low emission zone or congestion charge zone. 
       FIG. 5  shows a flowchart  100  illustrating a method of managing a fleet of vehicles according to an embodiment of the disclosure. In a first step  102 , the method comprises the step of receiving, at a fleet manager system a new delivery request comprising new cargo data and new location data. Following step  102 , the method moves on to step  104 , wherein the method comprises the step of determining whether or not the new location falls within the first effective range of a first vehicle within the fleet that contains the new cargo. 
     If the fleet manager system determines that the new location does fall within the first effective range, the method moves on to step  106 , wherein the method comprises the step of dispatching the first vehicle to the new location to deliver the new cargo and fulfil the new delivery request. 
     If the fleet manager system determines that the new location does not fall within the first effective range, the method moves on to step  108 , wherein the method comprises determining a second vehicle the can fulfil the new delivery request according to predetermined criteria (e.g. the predetermined criteria discussed above with respect to  FIGS. 2 and 3 ). 
       FIG. 6  shows a flowchart  200  illustrating a method of managing a fleet of vehicles according to an embodiment of the disclosure. In a first step  202 , the method comprises the step of receiving, at a fleet manager system a new delivery request comprising new cargo data and new location data. Following step  202 , the method moves on to step  204 , wherein the method comprises the step of determining whether or not the new location falls within a low emission zone or a congestion charge zone. 
     If the fleet manager system determines that the new location does not fall within a low emission zone or a congestion charge zone, the method moves on to step  206 , wherein the method comprises the step of dispatching a first vehicle that contains the new cargo to the new location to deliver the new cargo and fulfil the new delivery request. 
     If the fleet manager system determines that the new location does fall within a low emission zone or a congestion charge zone, the method moves on to step  208 , wherein the method comprises determining a second vehicle the can fulfil the new delivery request according to predetermined criteria (e.g. the predetermined criteria discussed above with respect to  FIG. 4 ). 
     As discussed above with respect to  FIG. 4 , while in the example method described above with respect to  FIG. 6  the new location of the new delivery/pick up request falls within a low emission zone or congestion charge zone, in some examples the new location may not actually fall directly within a low emission zone or congestion charge zone, yet said low emission zone or congestion charge zone may nevertheless prevent the first dispatched vehicle from fulfilling the delivery/pick-up request. For example, the first dispatched vehicle may be located on a first side of the low emission zone or congestion charge zone and the new location may fall on a second, opposing side of the low emission zone or congestion charge zone, such that all feasible routes between the first dispatched vehicle and the new location pass through a portion of the low emission zone or congestion charge zone. In such examples, the method may comprise the step of determining a set of feasible routes between the first dispatched vehicle and the new location, and determining whether all of the feasible routes pass through a low emission zone or congestion charge zone. 
     In this context a ‘feasible route’ means a route that may be carried out by the vehicle without the vehicle running out of battery charge/fuel, i.e. a route falling within the effective range of the vehicle. Clearly, where the new location falls within a low emission zone or congestion charge zone, all feasible routes to the new location must pass through a portion of the low emission zone or congestion charge zone. 
     It will be appreciated by those skilled in the art that although the disclosure has been described by way of example with reference to several embodiments it is not limited to the disclosed embodiments and that alternative embodiments could be constructed without departing from the scope of the disclosure as defined in the appended claims. 
     For example, in the discussion above the phrase ‘such that a rendezvous point may be set in the overlap’ is intended to mean a feasible rendezvous point. For example, effective ranges may overlap in areas where a rendezvous is not possible (e.g. places where vehicles are forbidden from stopping, such as motorways). 
     As stated repeatedly above, while the specific examples in the Figures use a delivery request for clarity of explanation, it should be clear that ‘delivery request’ could be substituted with ‘pick-up request’. In such cases, the second vehicle would need to be able to visit the new location for pick-up of the new cargo before proceeding to the rendezvous point with the first vehicle to transfer the new cargo from the second vehicle to the first vehicle. Therefore, the second vehicle would need to be able to travel between its current location, the new location, the rendezvous point and a charging station without exceeding its effective range (and running out of battery charge), and the first vehicle would need to be able to travel between its current location, the rendezvous point and a charging station without exceeding its effective range (and running out of battery charge).