JP2018191367A - Sub-mobility charging system for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately control supply of electric power to a sub-mobility from a vehicle capable of being loaded with a plurality of sub-mobilities.SOLUTION: A sub-mobility charging system for a vehicle 1, which can be loaded with a plurality of sub-mobilities 50 in a state in which an occupant is in the vehicle, includes a main power supply part 20 that supplies electric power to the plurality of loaded sub-mobilities 50, and a control part 40 that controls the supply of the electric power to the plurality of loaded sub-mobilities 50 through the main power supply part 20. The control part 40 determines the presence or absence of utilization relating to each of the plurality of loaded sub-mobilities 50, and gives priority to charging of the sub-mobility 50 for utilization over charging of the sub-mobility 50 for non-utilization.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a sub-mobility charging system for a vehicle capable of loading a plurality of sub-mobilities in a state where an occupant is on the vehicle.

Conventionally, wheelchairs are used for elderly people and handicap persons who have difficulty walking on their own.
In recent years, personal mobility such as a wheelchair that can be self-propelled by an electric motor or the like has begun to be proposed.
In order to create a society where people who have difficulty walking on their own can easily work, personal mobility can be used not only for people who have difficulty walking on their own but also for people who can walk on their own. It is important to have
Therefore, for example, as disclosed in Patent Documents 1 and 2, for example, a wheelchair, it is considered important that a person can get into a vehicle such as an automobile while riding on personal mobility.

JP 2006-006702 A JP 2004-11495 A

By the way, when the sub-mobility can be loaded on the vehicle as described above, it is preferable that the sub-mobility on the vehicle can be charged in the vehicle. As a result, the occupant can get on the sub-mobility that is not fully charged and start moving to charge the sub-mobility within the vehicle. And after getting off the vehicle, it can move to the destination using the fully charged sub-mobility or move at the destination. With such added value, the convenience of the next-generation transportation system in which sub-mobility and vehicles are organically connected is enhanced, and the use thereof can be expected.
However, when a plurality of sub-mobilities can be boarded in one vehicle, the amount of electric power used for charging the sub-mobility increases. Each sub-mobility requires a relatively large amount of power to travel with people, if not as much as the vehicle itself. The burden on the vehicle when power is supplied from the vehicle to the plurality of sub-mobilities is significantly different from the case where the vehicle is charged with an electric device such as a mobile phone. It is also conceivable that the remaining power of the vehicle becomes insufficient due to the power supply from the vehicle to the plurality of sub-mobilities, and the vehicle cannot move to its destination. In order to solve this situation, the amount of power used for charging a plurality of sub-mobilities is limited. In this case, however, there is a possibility that the sub-mobilities that are used, for example, after getting off the vehicle will not be charged.
In addition, when charging to a plurality of sub-mobilities, it takes time to charge. In particular, when charging one by one in turn, the second and subsequent sub-mobilities will wait until the charging of the previous sub-mobility is completed.

  As described above, a vehicle capable of loading a plurality of sub-mobilities is required to appropriately control power feeding from the vehicle to the sub-mobilities.

  A vehicle sub-mobility charging system according to the present invention is a vehicle sub-mobility charging system capable of loading a plurality of sub-mobilities in a state where an occupant is in the vehicle, and supplies power to the plurality of loaded sub-mobilities. A main power supply unit; and a control unit that controls power supply to the plurality of sub-mobilities through the main power supply unit, wherein the control unit determines whether or not each of the plurality of loaded sub-mobilities is used. The sub-mobility to be used is charged with priority over the sub-mobility not to be used.

  Preferably, the detection unit detects the presence or absence of a plurality of sub-mobility passengers or a power on / off state, and the control unit includes an occupant based on a detection result of the detection unit. Alternatively, it is preferable that charging is performed in preference to a case where no passenger is present or the sub-mobility in the power-off state is not used, assuming that the sub-mobility in the power-on state is used.

  Preferably, in the sub-mobility in which no occupant is present, the control unit may charge the sub-mobility with priority over the non-planned one.

  Preferably, the control unit uses the remaining power of the sub-mobility in which no occupant is present or the remaining power of the sub-mobility in which the occupant is not scheduled to ride the Use it to charge for mobility.

  Preferably, the control unit calculates a total amount of electric power that can be used for charging the vehicle and the plurality of sub-mobilities by charging in the vehicle or charging from outside, and the total electric amount is determined by a passenger. Or preferentially assigned to charging of the sub-mobility in the power-on state.

In the present invention, it is determined whether or not each of a plurality of loaded sub-mobilities is used, and sub-mobilities to be used are charged with priority over sub-mobilities that are not used.
Therefore, the sub-mobility to be used can be charged quickly and preferentially, and the occurrence of the situation where the sub-mobility to be used is not charged can be suppressed.
Moreover, compared with the case where charging is performed including sub-mobility that is not used, the possibility of being unable to charge due to insufficient power is reduced, and the waiting time can be suppressed.

FIG. 1 is an overview of an example of sub-mobility applied to the present invention. FIG. 2 is an explanatory diagram of an example of the electric circuit of the submobility of FIG. 1 is a schematic overview of an automobile according to an embodiment of the present invention. FIG. 4 is an explanatory diagram of an example of the sub-mobility charging system for the automobile shown in FIG. FIG. 5 is a flowchart of charge control according to the first embodiment of the present invention (part 1). FIG. 6 is a flowchart of charge control according to the first embodiment of the present invention (part 2). FIG. 7 is a flowchart of charge control according to the second embodiment of the present invention (part 1). FIG. 8 is a flowchart of charge control according to the second embodiment of the present invention (part 2).

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

[First Embodiment]
FIG. 1 is an overview of an example of a sub-mobility 50 applied to the present invention.
As shown in FIG. 1, the sub-mobility 50 has an egg-shaped body 51. A seat 52 on which an occupant is seated is disposed inside the body 51. Armrests 53 are disposed on the left and right sides of the seat 52. An operation lever 54 is disposed at the tip of the armrest 53. A plurality of wheels 55 are provided at the lower portion of the body 51.

FIG. 2 is an explanatory diagram of an example of an electric circuit of the submobility 50 of FIG.
As shown in FIG. 2, the sub-mobility 50 of FIG. 1 includes a sub power connector 61, a sub charger 62, a sub battery 63, a sub converter 64, and a sub power motor 65 that drives a plurality of wheels 55 as a power system circuit. , An auxiliary braking motor 66, an auxiliary steering motor 67, and an auxiliary equipment device 68 are provided.

The sub power connector 61 is connected to, for example, a commercial power source by a power cord. The sub charger 62 charges the sub battery 63 with the power supplied from the sub power connector 61.
The sub-converter 64 converts the stored electric power of the sub-battery 63 and supplies it to load devices such as the sub-power motor 65, the sub-braking motor 66, the sub steering motor 67, and the sub facility equipment 68.
When the auxiliary power motor 65 is driven, the plurality of wheels 55 rotate, and the submobility 50 can move forward or backward.
By driving the sub steering motor 67, the direction of the wheels 55 is changed, and the sub mobility 50 can be deployed left and right.
By driving the auxiliary braking motor 66, the rotation of the plurality of wheels 55 is braked. Thereby, the submobility 50 can be stopped.
As described above, the sub-mobility 50 can travel with the occupant on the seat 52 using the stored power of the sub-battery 63 charged by the power supplied from the sub-power supply connector 61.

  Further, in FIG. 2, as a control system circuit, a sub power monitoring unit 71, a sub power control unit 72, a sub GPS (Global Positioning System) receiving unit 73, a sub input unit 74, a sub communication unit 75, a sub display unit 76 are provided. A sub sensor unit 77, a sub route generation unit 78, and a sub automatic operation unit 79. The sub power control unit 72, the sub route generation unit 78, and the sub automatic operation unit 79 may be realized by a CPU (Central Processing Unit) 80 executing a program. This control system circuit may receive power supply from the sub-converter 64 as a part of the sub-equipment device 68 described above.

The sub power monitoring unit 71 monitors the state of the sub battery 63. Examples of the state of the sub battery 63 include a charging voltage and a temperature.
The sub power control unit 72 controls the sub charger 62 and the sub converter 64 based on the information from the sub power monitoring unit 71. For example, when the power cord is connected to the sub power connector 61 and the sub battery 63 can be charged by the sub charger 62, charging by the sub charger 62 is controlled until the voltage of the sub battery 63 reaches a predetermined maximum voltage. To do. When the voltage of the sub battery 63 is lower than the predetermined minimum voltage, the power conversion by the sub converter 64 is stopped. When the voltage is lower than the predetermined minimum voltage, the power supplied from the sub-converter 64 to each load device is reduced. The sub power control unit 72 notifies the sub route generation unit 78 and the sub automatic operation unit 79 of the power control state and the state of the sub battery 63 as appropriate or periodically.

The sub GPS receiver 73 receives radio waves from GPS satellites. The position of the submobility 50 can be calculated by receiving radio waves from a plurality of GPS satellites.
The sub input unit 74 is a device to which an occupant's operation is input, and includes the operation lever 54 described above, for example.
The sub-communication unit 75 communicates with other devices, for example, the main communication unit 35 of the automobile 1 to transmit and receive data. Further, the location information of the base station can be acquired by communicating with the base station.
The sub display unit 76 is, for example, a touch panel type liquid crystal device. This touch panel can function as a part of the sub input unit 74.
The sub sensor unit 77 detects the position, speed, ambient environment, and the like of the sub mobility 50.
The sub route generation unit 78 generates a patrol route from the current position of the sub-mobility 50 to the destination by inputting, for example, a destination.
The auxiliary automatic driving unit 79 outputs control signals to the auxiliary power motor 65, the auxiliary braking motor 66, and the auxiliary steering motor 67, for example, according to the generated patrol route. Thereby, the submobility 50 can automatically move to the destination by following the patrol route.

By the way, in order to create a society in which sub-mobility 50 is widely spread and, as a result, people who are unable to walk on their own are easily active, sub-mobility 50 is used not only for people who are unable to walk on their own but also for those who can walk on their own. It is important to have
For this reason, it is considered important that a person can get into a vehicle such as the automobile 1 while getting on the sub-mobility 50.
In addition, it is preferable that the sub-mobility 50 on which the user rides can be charged in the automobile 1. As a result, the occupant can get on the sub-mobility 50 in a state where sufficient charging has not been performed and start moving to charge the sub-mobility 50 within the automobile 1. And after getting off from the automobile 1, the sub-mobility 50 that is sufficiently charged can be used to move to the destination or move at the destination. Due to such added value, the convenience of the next-generation transportation system in which the sub-mobility 50 and the automobile 1 are organically coupled is enhanced, and the use thereof can be expected.

However, when a plurality of sub-mobilities 50 can be boarded in one automobile 1, the amount of power used for charging the sub-mobility 50 becomes large. Each sub-mobility 50 requires a relatively large amount of electric power to travel with a person, if not as much as the vehicle itself. The burden on the automobile 1 when power is supplied from the automobile 1 to the plurality of sub-mobilities 50 is significantly different from, for example, charging an electric device such as a mobile phone in the automobile 1 and is large. In some cases, due to the power supply from the automobile 1 to the plurality of sub-mobilities 50, the remaining power of the automobile 1 may be insufficient, and the automobile 1 may not be able to move to its destination. In order to eliminate this situation, the amount of power used for charging the plurality of sub-mobilities 50 is limited. In this case, however, the sub-mobility 50 that is used after getting off the vehicle is not appropriately charged. It is also possible.
In addition, when charging a plurality of sub-mobilities 50, it takes time until all charging ends. In particular, for example, when charging one by one in order, the second and subsequent sub-mobilities 50 wait until the previous sub-mobility 50 is completely charged.

  As described above, in the automobile 1 capable of loading a plurality of sub-mobilities 50, it is required to appropriately control power feeding from the automobile 1 to the sub-mobilities 50.

FIG. 3 is a schematic overview of the automobile 1 according to the embodiment of the present invention. FIG. 3A is a side view. FIG. 3B is a plan view.
3 includes a vehicle body 3 having a passenger compartment 2 and wheels 4 provided at a lower portion of the vehicle body 3. In the passenger compartment 2, two sub-mobilities 50 are boarded in two rows of two each.
FIG. 3 also shows a main power receiving coil 12 provided on the floor surface of the vehicle body 3 and a power transmission coil 101 provided on a travel lane 100 on the road surface on which the automobile 1 can travel. The power transmission coil 101 can supply electric power to the automobile 1 running on the road lane 100 on the road surface in a contactless manner. The main power receiving coil 12 receives power supply from the power transmitting coil 101 outside the automobile 1.

FIG. 4 is an explanatory diagram of an example of the sub-mobility charging system of the automobile 1 in FIG. The automobile 1 is an example of a vehicle.
As shown in FIG. 4, the car 1 of FIG. 3 drives a main power receiving connector 11, a main power receiving coil 12, a main charger 13, a main battery 14, a main converter 15, and a plurality of wheels 4 as power system circuits. A main power motor 16, a main brake motor 17, a main steering motor 18, a main equipment 19 and a main power connector 20 are provided.

The main power receiving connector 11 is used when the automobile 1 is parked, and is connected to, for example, a commercial power source and a power cord. The main charger 13 charges the main battery 14 with electric power supplied from the main power receiving coil 12 or the main power receiving connector 11.
Main converter 15 converts the stored electric power of main battery 14 and supplies it to load devices such as main power motor 16, main braking motor 17, main steering motor 18, main equipment 19, and main power connector 20. The main converter 15 supplies the power supplied to the main power receiving connector 11 and the main power receiving coil 12 or the stored power of the main battery 14 to the power feeding connector.
The main power connector 20 is connected to the sub power connector 61 of the loaded sub mobility 50 by a power cord or the like. This is used to supply electric power of the automobile 1 to the loaded sub-mobility 50.
When the main power motor 16 is driven, the plurality of wheels 4 rotate, and the automobile 1 can move forward or backward.
When the main steering motor 18 is driven, the direction of the wheels 4 is changed, and the automobile 1 can be deployed left and right.
By driving the main braking motor 17, the rotation of the plurality of wheels 4 is braked. Thereby, the automobile 1 can be stopped.
Thus, the automobile 1 can travel with the sub-mobility 50 using the stored power of the main battery 14 charged by the power supplied from the main power receiving coil 12 or the main power receiving connector 11.

  Further, in FIG. 4, a main power monitoring unit 31, a main power control unit 32, a main GPS receiving unit 33, a main input unit 34, a main communication unit 35, a main display unit 36, and a main sensor unit 37 are provided as control system circuits. The main route generation unit 38 and the main automatic operation unit 39 are provided. The main power control unit 32, the main route generation unit 38, and the main automatic operation unit 39 may be realized by the CPU 40 as the control unit executing a program. The CPU 40 may be provided in the automobile 1 as an ECU. Each part of these control systems may receive power supply from the main converter 15 as a part of the main equipment 19 described above.

The main power monitoring unit 31 monitors the state of the main battery 14. Examples of the state of the main battery 14 include a charging voltage and a temperature.
The main power control unit 32 controls the main charger 13 and the main converter 15 based on information from the main power monitoring unit 31. The main power control unit 32 controls power supply to the sub-mobility 50 through the main power connector 20 by the main converter 15. For example, when the main power connector is connected to the main power receiving connector 11 and the main battery 14 can be charged by the main charger 13, the charging by the main charger 13 is controlled until the voltage of the main battery 14 reaches a predetermined maximum voltage.

The main GPS receiver 33 receives radio waves from GPS satellites. The position of the automobile 1 can be calculated by receiving radio waves from a plurality of GPS satellites. Note that the main GPS receiving unit 33 may receive other radio waves and obtain a corrected position, for example.
The main input unit 34 is a device to which an occupant's operation is input.
The main communication unit 35 communicates with other devices, for example, the sub communication unit 75 of the sub mobility 50, and transmits and receives data. Further, the location information of the base station can be acquired by communicating with the base station.
The main display unit 36 is, for example, a touch panel type liquid crystal device. This touch panel can function as a part of the main input unit 34. The touch panel type liquid crystal device is disposed on the front surface of the passenger compartment 2, for example. Thereby, the passenger | crew who boarded the some submobility 50 can browse a common display.
The main sensor unit 37 detects the position, speed, ambient environment, and the like of the automobile 1.
The main route generation unit 38 generates a patrol route from the current position of the automobile 1 to a stop-by place, for example, by inputting a destination or the like. The stop-off place may be the same as the destination or a parking place near the destination.
The main automatic driving unit 39 outputs a control signal to the main power motor 16, the main braking motor 17, and the main steering motor 18, for example, according to the generated patrol route. Thereby, the automobile 1 can automatically move to the destination by following the patrol route.

Next, cooperative control by the submobility 50 and the automobile 1 will be described.
The cooperative control includes, for example, charging control in which power is supplied to the sub-battery 63 of the sub-mobility 50 by power supplied from the main battery 14 of the automobile 1 or the outside of the automobile 1. Note that, as cooperative control, route generation for generating a traveling route in which the automobile 1 on which the sub-mobility 50 is boarded moves to the stop-off location, and automatic driving control for automatically traveling along the generated traveling route may be performed.

5 and 6 are flowcharts of charge control according to the first embodiment of the present invention. FIG. 5 is a process of determining the charging order and allocation of the plurality of sub-mobilities 50 loaded. FIG. 6 is a process for executing charging in the determined charging order and assignment.
As shown in FIG. 5, the main power control unit 32 starts the process of FIG. 5 when, for example, a new sub-mobility 50 gets on the automobile 1 (step ST <b> 1).

In the charging control, the main power control unit 32 confirms the presence / absence of a boarding and the presence / absence of a boarding as an indication of the use of all the sub-mobilities 50 on board (step ST2).
The main power control unit 32 acquires destination setting information or the like as occupant boarding information from the sub-mobility 50 through the main communication unit 35, for example. In addition to this, for example, the main power control unit 32 may acquire information such as a detection result of an occupant sensor in the submobility 50 and a power on / off state indicating a use state of the submobility 50. The boarding schedule includes, for example, use reservation information for the sub-mobility 50 on which a person previously loaded on the automobile 1 is not on.
In addition, as a method of using the submobility 50, for example, it is conceivable to use the seat heater of the submobility 50 in the vehicle in addition to getting off the vehicle and using it.

Next, the main power control unit 32 determines whether or not charging is necessary for each of the plurality of sub-mobilities 50 (step ST3).
The main power control unit 32 acquires the remaining power amount of the sub battery 63 of each sub mobility 50. If the remaining power amount is smaller than the power amount required by each sub-mobility 50, it is determined that charging is necessary.

When there is a sub-mobility 50 that requires charging, the main power control unit 32 calculates the total electric energy in the vehicle (step ST4).
The main power control unit 32 calculates the sum of the remaining power amount of the main battery 14 and the remaining power amounts of all the sub batteries 63.

Next, the main power control unit 32 determines the charging order and allocation for the sub-mobility 50 that is on board (step ST5).
The main power control unit 32 determines a charging order in which, for example, the sub-mobility 50 actually boarded or scheduled is charged before the sub-mobility 50 that is not used.
In addition, the main power control unit 32 determines a charging order in which charging is performed in order from, for example, the sub-mobility 50 having a close destination. Alternatively, the charging order in which charging is performed in order from the sub-mobility 50 having a small amount of power is determined.
In addition, when the total power amount is larger than the total insufficient power amount, the main power control unit 32 determines an assignment for charging the power amount necessary for each sub-mobility 50.
When the total power amount is equal to or less than the total insufficient power amount, the main power control unit 32 determines the allocation for charging each sub-mobility 50 at the ratio of the insufficient power amount necessary for each movement.

As shown in FIG. 6, the main power control unit 32 periodically determines whether or not the sub-mobility 50 needs to be charged (step ST11).
When a new charging order or the like is determined, the main power control unit 32 determines that the sub-mobility 50 needs to be charged.

When the sub-mobility 50 needs to be charged, the main power control unit 32 selects the first sub-mobility 50 in the order of charging (step ST12).
Then, it is determined whether or not external charging is possible (step ST13).

When the external charging is not possible, the main power control unit 32 starts the internal charging control for charging the selected sub-mobility 50 with the power of the main battery 14 (step ST14).
In the internal charging control, the main power control unit 32 confirms the connection of the sub power connector 61 of the sub mobility 50 to the main power connector 20. Further, the remaining power amount of the main battery 14 is confirmed. The remaining power amount may be confirmed by, for example, the detection voltage.
When the detected voltage of the main battery 14 is equal to or higher than a predetermined minimum voltage, it is determined that internal charging is possible, and a part of the power of the main battery 14 is supplied to the sub battery 63. The main power control unit 32 controls the main converter 15 and starts power feeding from the main power connector 20. Thereby, power is supplied to the sub-mobility 50 and the sub-battery 63 is charged. Thereafter, the charging voltage of the sub-battery 63 of the sub-mobility 50 is acquired through the main communication unit 35 and monitored. When the sub battery 63 is charged to a predetermined required voltage, the main power control unit 32 stops power supply from the main power connector 20. Thereby, the sub-battery 63 of the sub-mobility 50 can be charged to a predetermined required voltage.
During internal charging, the main power control unit 32 may acquire and monitor the charging voltage of the main battery 14 from the main power monitoring unit 31. For example, when the charging voltage of the main battery 14 becomes equal to or lower than a predetermined voltage that is slightly higher than the minimum voltage, the main power control unit 32 may stop the power supply from the main power connector 20. Thereby, the automobile 1 can charge the sub battery 63 of the sub mobility 50 within a range where the remaining power amount of the main battery 14 does not become the minimum amount or less. Since electric power is supplied from the automobile 1 to the sub-mobility 50, it is possible to avoid a situation in which the accumulated electric energy of the automobile 1 is insufficient and the automobile 1 cannot move to the destination of the automobile 1.

When external charging is possible, the main power control unit 32 starts external charging control (step ST15).
In the external charging control, the main power control unit 32 controls the main charger 13 and the main converter 15 to supply the power input to the main power receiving coil 12 to the main power connector 20, and the sub battery 63 of the sub mobility 50. To charge. At this time, the external power may be supplied to the sub battery 63 through the main battery 14, or may be supplied directly from the main charger 13 to the main converter 15 and supplied to the sub battery 63.

After starting the internal charging or the external charging, the main power control unit 32 determines whether or not charging for the allocated charge is completed for the sub-mobility 50 being charged (step ST16).
If not completed, the main power control unit 32 repeats the process from step ST13 and continues charging the sub-mobility 50.
When completed, the main power control unit 32 confirms the presence / absence of the next sub-mobility 50 in the charging order (step ST17).
When there is the next sub-mobility 50, the main power control unit 32 selects the sub-mobility 50 (step ST18), and starts charging the selected sub-mobility 50 (steps ST13 to ST16).
When the charging for all the sub-mobilities 50 registered in the charging order is completed, the main power control unit 32 ends the above processing.

As described above, the automobile 1 according to the present embodiment can perform necessary charging while riding on the sub-mobility 50 on which the car 1 is riding.
In the present embodiment, the presence / absence of use of each of the loaded sub-mobilities 50 is determined, and the sub-mobilities 50 to be used are charged with priority over the sub-mobilities 50 that are not used.
Therefore, it is possible to quickly and preferentially charge the used sub-mobility 50 and to suppress the occurrence of a situation where the unused sub-mobility 50 is not charged.

Further, in this embodiment, it is assumed that the presence or absence of an occupant of a plurality of sub-mobilities 50 loaded is detected, and based on the detection result, the sub-mobility 50 in which an occupant is present or in a power-on state is used. It is assumed that no occupant is present or the sub-mobility 50 in the power-off state is not used, and charging is performed with priority on those that are used rather than those that are not used.
Therefore, the presence or absence of use can be appropriately determined based on the actual use state.

In the present embodiment, among the sub-mobilities 50 in which no occupant is present, those that are scheduled to be ridden by the occupant are charged with priority over those that are not scheduled.
Therefore, it is possible to charge the sub-mobility 50 used quickly and reliably compared to the case where the sub-mobility 50 in which no occupant is present is charged regardless of whether or not there is a use schedule.

  Further, in the present embodiment, the total amount of power that can be used for charging a plurality of sub-mobilities 50 is calculated by interchange within the vehicle or charging from the outside, and the total amount of power is prioritized over the charging of sub-mobilities that are used. To assign. Therefore, even when there is a sub-mobility 50 that is not scheduled to be used, the sub-mobility 50 to be used can be preferentially charged.

[Second Embodiment]
Next, a sub-mobility charging system for the automobile 1 according to the second embodiment of the present invention will be described.
About the thing similar to the thing of 1st Embodiment, the description and illustration of 1st Embodiment are used using the same name as 1st Embodiment. In the following, differences from the first embodiment will be mainly described.

  7 and 8 are flowcharts of charging control according to the second embodiment of the present invention. FIG. 7 is a process for determining the charging order and allocation of the plurality of sub-mobilities 50 loaded. FIG. 8 shows a process of executing charging in the determined charging order and assignment.

As shown in FIG. 7, for example, when a new sub-mobility 50 gets on the automobile 1 (step ST <b> 1), the main power control unit 32 determines whether or not each sub-mobility 50 is on and whether or not the boarding is scheduled. The presence or absence is confirmed (step ST2).
Then, it is determined whether or not charging is necessary for the used sub-mobility 50 (step ST23).
When there is a sub-mobility 50 with use that requires charging, the main power control unit 32 calculates the total electric energy in the vehicle (step ST4).
The main power control unit 32 determines the charging order and allocation for the sub-mobilities 50 in use that are in use (step ST25).

As shown in FIG. 8, the main power control unit 32 periodically determines whether or not the sub-mobility 50 needs to be charged (step ST11), and if charging is necessary, the sub-mobility 50 in the charging order. Charging is executed (steps ST12 to ST17).
In the internal charging in step ST25, the main power control unit 32 executes not only charging from the main battery 14 of the automobile 1 but also charging from the sub battery 63 of the sub-mobility 50 without use.
In charging from the sub-battery 63 of the sub-mobility 50 without use, the main power control unit 32 may perform charging from the sub-battery 63 to the main battery 14.

As described above, the automobile 1 according to the present embodiment can perform necessary charging while riding on the sub-mobility 50 on which the car 1 is riding.
In this embodiment, the remaining power of the sub-mobility 50 in which no occupant is present or the remaining power of the sub-mobility 50 in which the occupant is not scheduled to ride is used as the sub-mobility 50 in which the occupant is present or the sub-mobility 50 that is scheduled to be boarded. Can be used for charging.
Therefore, the sub-mobility 50 to be used can be quickly charged by effectively using the remaining power in the automobile 1.
Even when the remaining power of the automobile 1 is small, it can be compensated and the sub-mobility 50 to be used can be charged.

  The above embodiment is an example of a preferred embodiment of the present invention, but the present invention is not limited to this, and various modifications or changes can be made without departing from the scope of the invention.

DESCRIPTION OF SYMBOLS 1 ... Automobile (vehicle), 2 ... Passenger compartment, 3 ... Vehicle body, 4 ... Wheel, 11 ... Main power receiving connector, 12 ... Main power receiving coil, 13 ... Main charger, 14 ... Main battery, 15 ... Main converter, 16 ... Main power motor, 17 ... main braking motor, 18 ... main steering motor, 19 ... main equipment, 20 ... main power connector, 31 ... main power monitoring unit, 32 ... main power control unit, 33 ... main GPS receiving unit, 34 ... main input part, 35 ... main communication part, 36 ... main display part, 37 ... main sensor part, 38 ... main route generation part, 39 ... main automatic driving part, 40 ... CPU (control part), 50 ... sub-mobility, DESCRIPTION OF SYMBOLS 51 ... Body, 52 ... Seat, 53 ... Armrest, 54 ... Operation lever, 55 ... Wheel, 61 ... Sub power connector, 62 ... Sub charger, 63 ... Sub battery, 64 ... Sub converter, 65 ... Sub power motor, 66 ... Sub brake motor, 67 ... Sub Rudder motor, 68 ... sub-equipment equipment, 71 ... sub-power monitoring unit, 72 ... sub-power control unit, 73 ... receiving unit, 74 ... sub-input unit, 75 ... sub-communication unit, 76 ... sub-display unit, 77 ... sub-sensor Part, 78 ... sub route generation part, 79 ... sub automatic operation part, 80 ... CPU, 100 ... travel lane, 101 ... power transmission coil.

Claims (5)

A sub-mobility charging system for a vehicle capable of loading a plurality of sub-mobilities in a state in which an occupant is on board,
A main power supply unit that supplies power to the plurality of sub-mobilities loaded;
A control unit for controlling power feeding to the plurality of sub-mobilities through the main power feeding unit;
Have
The controller is
Determining whether or not each of the plurality of sub-mobilities loaded is used,
Charging the sub-mobility to be used in preference to the sub-mobility not to be used,
Sub-mobility charging system for vehicles. A detection unit for detecting the presence or absence of a passenger of the plurality of sub-mobilities loaded or a power on / off state;
The controller is
Based on the detection result of the detection unit, the sub-mobility in which the occupant is present or the power-on state is used is prioritized over the sub-mobility in which the occupant is not present or the power-off state is not used. To charge,
The sub-mobility charging system for a vehicle according to claim 1. The controller is
Among the sub-mobilities where there is no occupant, the one that the occupant is scheduled to board is charged in preference to the one that is not scheduled,
The sub-mobility charging system for a vehicle according to claim 2. The controller is
Utilizing the remaining power of the sub-mobility in which no occupant is present or the remaining power of the sub-mobility in which the occupant is not scheduled to ride to charge the sub-mobility in which the occupant is present or scheduled to be boarded
The sub-mobility charging system for a vehicle according to claim 2 or 3. The controller is
Calculating the total amount of electric power available for charging the vehicle and the plurality of sub-mobilities by charging in the vehicle or charging from outside;
Preferentially assigning the total amount of power to charging the sub-mobility in the presence of an occupant or in a powered-on state;
The sub-mobility charging system for a vehicle according to any one of claims 2 to 4.