JP6774534B2 - Vehicle sub-mobility charging system - Google Patents

Description

The present invention relates to a sub-mobility charging system for a vehicle that can carry and move a sub-mobility on which an occupant is riding.

Wheelchairs have traditionally been used by elderly people and handicap persons who have difficulty walking on their own.
In recent years, personal mobility such as wheelchairs capable of self-propelled by electric motors has begun to be proposed.
In order to create a society in which such personal mobility becomes widespread and, as a result, people who have difficulty walking on their own can easily work, use personal mobility 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 get them.
For this reason, it is considered important to enable a person to get into a vehicle such as an automobile while riding in personal mobility, as in the case of a wheelchair in Patent Documents 1 and 2.

Japanese Unexamined Patent Publication No. 2006-006702 Japanese Unexamined Patent Publication No. 2004-114965

By the way, when using the sub-mobility that can be loaded on a vehicle, it is desirable to start the use in a state where the vehicle is sufficiently charged in advance.
However, when it is necessary to move suddenly, it is conceivable that the sub-mobility is used to move even when the sub-mobility is not sufficiently charged.
In this case, it is desirable that the sub-mobility can be charged while on the move, for example in a vehicle.

The vehicle sub-mobility charging system according to the present invention is a vehicle sub-mobility charging system that can carry and move the sub-mobility on which the occupant is on board, and includes an acquisition unit that acquires information input by the sub-mobility. It has a main power supply unit for supplying electric power to the loaded sub-mobility and a control unit for controlling power supply to the sub-mobility through the main power supply unit, and the control unit has acquired the above-mentioned control unit. The sub-mobility is charged based on the travel schedule at the destination of the sub-mobility, and a patrol route of the vehicle that guides the charged sub-mobility to the stop corresponding to the destination is generated.

Preferably, the control unit determines the total planned power consumption of the vehicle and the sub-mobility, the planned travel distance of the vehicle on the travel route generated based on the information of the destination of the sub-mobility, and the destination. It is preferable to add up and calculate from the planned travel distance of the sub-mobility calculated from the travel schedule in .

Preferably, the control unit calculates the required electric energy required for movement by the sub-mobility based on the information acquired from the sub-mobility, and the remaining electric energy acquired from the sub-mobility is the required electric energy. If less than the amount, if smaller than the threshold, or wherein when needed smaller than the power amount obtained by multiplying a coefficient to the amount of power, the and the draft sub mobility to place a stop-off to recharge, acquired from the sub-mobility remaining draft amount of power, if it is the required power amount or more, if it is above the threshold, or wherein when needed is more than the amount of power obtained by multiplying a coefficient to the power amount to the stop-off locations, without charging the sub mobility you inside, and good.

Preferably, when the control unit performs charge control of the vehicle, the charging order of the vehicle and one or more of the sub-mobilities is based on the remaining electric energy of the vehicle and the remaining electric energy of one or more of the sub-mobilities. It is preferable to charge the sub-mobility in the determined charging order and then generate a patrol route to guide the stopover.

In the present invention, the sub-mobility is charged based on the travel schedule of the acquired sub-mobility at the destination, and a patrol route for guiding the charged sub-mobility to the stop corresponding to the destination is generated.
Therefore, even if the sub-mobility is not sufficiently charged before boarding, it can be charged during boarding, disembark at the stop-off point corresponding to the destination, and then make a desired movement at the destination.

FIG. 1 is an overview view 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 sub-mobility of FIG. FIG. 3 is a schematic overview view of an automobile according to an embodiment of the present invention. FIG. 4 is an explanatory diagram of an example of the automobile sub-mobility charging system of FIG. FIG. 5 is a flowchart of the charging order determination process in the first embodiment. FIG. 6 is a flowchart of the route generation process in the first embodiment.

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

[First Embodiment]
FIG. 1 is an overview view of an example of the 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 sits is arranged inside the body 51. Armrests 53 are arranged on the left and right sides of the seat 52. An operation lever 54 is arranged at the tip of the armrest 53. Further, a plurality of wheels 55 are provided in the lower part of the body 51.

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

The sub power receiving 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 electric power supplied from the sub-power receiving connector 61.
The sub-converter 64 converts the stored 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-equipment equipment 68.
By driving the sub-power motor 65, the plurality of wheels 55 rotate, and the sub-mobility 50 can move forward or backward.
By driving the sub-steering motor 67, the orientation of the wheels 55 is changed, and the sub-mobility 50 can be deployed to the left and right.
By driving the auxiliary braking motor 66, the rotation of the plurality of wheels 55 is braked. As a result, the sub-mobility 50 can be stopped.
In this way, the sub-mobility 50 can travel with the occupant on the seat 52 by using the stored power of the sub-battery 63 charged by the power supplied from the sub-power receiving 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, and a sub display unit 76 are further shown. , Sub-sensor unit 77, sub-route generation unit 78, and 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 the CPU (Central Processing Unit) 80 executing a program. This control system circuit may receive power from the sub-converter 64 as a part of the sub-equipment equipment 68 described above.

The sub-power monitoring unit 71 monitors the state of the sub-battery 63. The state of the sub-battery 63 includes, for example, charging voltage, temperature, and the like.
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 receiving 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 becomes slightly higher than the predetermined minimum voltage or lower, the power supplied by the sub-converter 64 to each load device is reduced. The sub-power control unit 72 appropriately or periodically notifies the sub-route generation unit 78 and the sub-automatic operation unit 79 of the information about the power control state and the state of the sub-battery 63.

The sub GPS receiving unit 73 receives radio waves from GPS satellites. The position of the sub-mobility 50 can be calculated by receiving radio waves from a plurality of GPS satellites.
The sub-input unit 74 is a device into which the operation of the occupant is input, and has, for example, the operation lever 54 described above.
The sub-communication unit 75 communicates with another device, for example, the main communication unit 35 of the automobile 1, and transmits / receives data. In addition, the position 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, surrounding environment, etc. 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 sub-automatic driving unit 79 outputs a control signal to the sub-power motor 65, the sub-braking motor 66, and the sub-steering motor 67 according to the generated patrol path, for example. As a result, the sub-mobility 50 can automatically move to the destination by following the patrol route.

By the way, in order to create a society in which people who have difficulty walking on their own can easily work as a result of the widespread use of the sub-mobility 50, the sub-mobility 50 is 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 them do it.
For this reason, it is considered important to enable a person to board a vehicle such as a car 1 while riding in the sub-mobility 50.
Further, when the sub-mobility 50 gets into the automobile 1 in this way, it is preferable that the sub-mobility 50 on which the vehicle is boarded can be charged in the automobile 1. As a result, the occupant can get on the sub-mobility 50 that is not sufficiently charged and start moving, and can charge the sub-mobility 50 in the automobile 1. Then, after getting off the car 1, the sub-mobility 50 that is fully charged can be used to move to the destination or move at the destination. With such added value, the convenience of the next-generation transportation system in which the sub-mobility 50 and the automobile 1 are organically combined is enhanced, and its use can be expected to be promoted.

However, the storage capacity of the main battery 14 that can be mounted on the automobile 1 and the power generation capacity of the generator are naturally limited. In particular, in an electric vehicle or the like, the weight increase due to the main battery 14 controls the performance, so that the main battery 14 loaded on the vehicle 1 is likely to be limited to the capacity required for the vehicle 1 to travel. As a result, it is highly possible that the power supply from the automobile 1 to the sub-mobility 50 cannot be performed indefinitely. It is necessary to avoid a situation in which the remaining power of the vehicle 1 becomes insufficient due to the power supplied from the vehicle 1 to the sub-mobility 50, and the vehicle 1 cannot move to the destination.
On the other hand, the sub-mobility 50 requires a relatively large amount of electric power to carry a person, if not as much as the automobile 1 itself. The burden on the vehicle when power is supplied from the automobile 1 to the sub-mobility 50 is significantly different from that when the automobile 1 charges an electronic device such as a mobile phone. As a result, the charging of the sub-mobility 50 in the automobile 1 may affect the traveling ability of the automobile 1.

In the next-generation transportation system in which the sub-mobility 50 is mounted on the automobile 1, it is required to appropriately control the power supply from the automobile 1 to the sub-mobility 50.

FIG. 3 is a schematic overview view of the automobile 1 according to the embodiment of the present invention. FIG. 3A is a side view. FIG. 3B is a plan view.
The automobile 1 of FIG. 3 has a vehicle body 3 having a passenger compartment 2 and wheels 4 provided below the vehicle body 3. Then, in the passenger compartment 2, four sub-mobility 50s are boarded in two rows of two each.
Further, FIG. 3 shows a main power receiving coil 12 provided on the floor surface of the vehicle body 3 and a power transmission coil 101 provided in the traveling lane 100 on the road surface on which the automobile 1 can travel. The power transmission coil 101 can non-contactly supply electric power to the automobile 1 traveling in the traveling lane 100 on the road surface. The main power receiving coil 12 receives power from the power transmission 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 of FIG. The automobile 1 is an example of a vehicle.
As shown in FIG. 4, in the automobile 1 of FIG. 3, as a power system circuit, 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 are driven. A main power motor 16, a main braking motor 17, a main steering motor 18, a main equipment device 19, and a main power supply 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 by a power cord. The main charger 13 charges the main battery 14 with the electric power supplied from the main power receiving coil 12 or the main power receiving connector 11.
The main converter 15 converts the stored power of the main battery 14 and supplies it to load devices such as the main power motor 16, the main braking motor 17, the main steering motor 18, the main equipment device 19, and the main power supply 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 supply connector.
The main power supply connector 20 is connected to the sub power receiving connector 61 of the loaded sub-mobility 50 by a power cord or the like. It is used to supply the electric power of the automobile 1 to the loaded sub-mobility 50.
By driving the main power motor 16, the plurality of wheels 4 rotate, and the automobile 1 can move forward or backward.
By driving the main steering motor 18, the orientation of the wheels 4 is changed, and the automobile 1 can be deployed to the left and right.
By driving the main braking motor 17, the rotation of the plurality of wheels 4 is braked. As a result, the automobile 1 can be stopped.
In this way, the automobile 1 can travel on the sub-mobility 50 by using the stored electric power of the main battery 14 charged by the electric power supplied from the main power receiving coil 12 or the main power receiving connector 11.

Further, in FIG. 4, as control system circuits, the main power monitoring unit 31, the main power control unit 32, the main GPS receiving unit 33, the main input unit 34, the main communication unit 35, the main display unit 36, and the main sensor unit 37 are further shown. , Main route generation unit 38, and main automatic operation unit 39. 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 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. The state of the main battery 14 includes, for example, charging voltage and temperature.
The main power control unit 32 controls the main charger 13 and the main converter 15 based on the information from the main power monitoring unit 31. The main power control unit 32 controls the power supply to the sub-mobility 50 through the main power supply connector 20 by the main converter 15. For example, when the power cord is connected to the main power receiving connector 11 and the main battery 14 can be charged by the main charger 13, charging by the main charger 13 is controlled until the voltage of the main battery 14 reaches a predetermined maximum voltage.

The main GPS receiving unit 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. The main GPS receiving unit 33 may receive, for example, another radio wave and obtain a position corrected by the reception.
The main input unit 34 is a device into which the operation of the occupant is input.
The main communication unit 35 communicates with another device, for example, the sub communication unit 75 of the sub-mobility 50, and transmits / receives data. In addition, the position 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 arranged, for example, in front of the passenger compartment 2. As a result, the occupants who board the plurality of sub-mobility 50s can view the common display.
The main sensor unit 37 detects the position, speed, surrounding environment, etc. of the automobile 1.
The main route generation unit 38 generates a patrol route from the current position of the automobile 1 to the stop-by place or the like by inputting, for example, a destination or the like. The stop-off point may be the same as the destination or a parkable 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 according to, for example, the generated patrol path. As a result, the automobile 1 can automatically move to the destination by following the patrol route.

Next, the cooperative control by the sub-mobility 50 and the automobile 1 will be described.
The cooperative control includes, for example, charge control for charging the main battery 14 of the automobile 1 and the sub-battery 63 of the sub-mobility 50, and route generation and generation for generating a patrol route in which the automobile 1 on which the sub-mobility 50 rides moves to a stop-by place. There is an automatic driving control that automatically runs on the patrol route.

The charge control is a control for charging the remaining power of the main battery 14 of the automobile 1 and the sub-battery 63 of the sub-mobility 50.
FIG. 5 is a flowchart of the charging order determination process in the first embodiment.
As shown in FIG. 5, when the new sub-mobility 50 gets on the automobile 1, the main power control unit 32 starts the charging order determination process (step ST1).
In the charging order determination process, the main power control unit 32 first acquires the traveling schedule of the newly loaded sub-mobility 50 (step ST2). The main power control unit 32 causes the main communication unit 35 to communicate with the sub-communication unit 75 of the sub-mobility 50, and acquires the destination information or the travel schedule information of the destination input to the sub-input unit 74 of the sub-mobility 50. To do.
When the destination information is acquired, the main power control unit 32 generates a general travel schedule according to the destination information (for example, information such as floor area, travel route, and normal required time). The general travel schedule information may be stored in, for example, a recording medium readable by the CPU 40.
Next, the main power control unit 32 newly determines whether or not the sub-mobility 50 needs to be charged (step ST3). The main power control unit 32 acquires the remaining power amount of the sub-battery 63 from the sub-mobility 50 and compares it with the power amount required to move the planned traveling distance. Then, if it is insufficient, it is determined that charging is required. If there is no shortage, it is judged that charging is unnecessary. When charging is not required, the process shown in FIG. 5 ends.
The main power control unit 32 sets the remaining power acquired from the sub-mobility 50 to be smaller than a predetermined threshold or the required power instead of the case where the remaining power acquired from the sub-mobility 50 is smaller than the required power. When the amount of power is smaller than the amount of power multiplied by a predetermined coefficient, it may be determined that charging is required.
When it is necessary to charge the newly loaded sub-mobility 50, the main power control unit 32 determines or updates the charging order of the vehicle 1 and all the sub-mobilities 50 on board (step ST4).
At this time, for example, the charging order may be determined so that the insufficient electric energy is charged in ascending order.
Further, when it is necessary to charge the automobile 1, this may be given the highest priority.

Then, based on the process of FIG. 5, the main power control unit 32 charges all the sub-mobility 50s on board. Charging includes internal charging for charging the sub-mobility 50 from the automobile 1 and external charging for charging the sub-mobility 50 with electric power outside the automobile 1.

In the internal charge control, power is supplied from the main battery 14 of the automobile 1 to the sub battery 63 of the sub-mobility 50.
The main power control unit 32 starts the internal charge control when the sub-mobility 50 is on the automobile 1 and the sub-power receiving connector 61 is connected to the main power supply connector 20.
In the internal charge control, the main power control unit 32 confirms the connection of the sub-power receiving connector 61 of the sub-mobility 50 to the main power feeding connector 20. Also, check the amount of remaining power of the main battery 14. The amount of remaining power may be confirmed by, for example, the detected voltage.
Then, when the detected voltage of the main battery 14 is slightly 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 used as the sub-battery 63 of the first sub-mobility 50 in the charging order. Power to. The main power control unit 32 controls the main converter 15 and starts power supply from the main power supply connector 20. As a result, power is supplied to the sub-mobility 50, and the sub-battery 63 is charged. After that, the charging voltage of the sub-battery 63 of the sub-mobility 50 is acquired and monitored through the main communication unit 35. When the sub-battery 63 is charged to a predetermined required voltage, the main power control unit 32 stops the power supply from the main power supply connector 20. As a result, the sub-battery 63 of the sub-mobility 50 can be charged to a predetermined required voltage. When one sub-mobility 50 is completed, charging of the sub-mobility 50 in the next charging order is started.
Further, during internal charging, the main power control unit 32 acquires the charging voltage of the main battery 14 from the main power monitoring unit 31 and monitors it. When the charging voltage of the main battery 14 becomes a predetermined voltage slightly higher than the minimum voltage, the main power control unit 32 stops the power supply from the main power supply connector 20.
By the above internal charge control, the automobile 1 can charge the sub-battery 63 of the sub-mobility 50 within a range in which the remaining electric energy of the main battery 14 does not become less than the minimum amount. It is possible to avoid a situation in which the stored electric energy of the automobile 1 becomes insufficient due to the supply of electric power from the automobile 1 to the sub-mobility 50, and the automobile 1 cannot move to the destination of the automobile 1.

In the external charge control, at least one of the main battery 14 and the sub-battery 63 is charged by the electric power supplied from the outside of the automobile 1 through the main power receiving connector 11 or the main charging coil.
The main power control unit 32 starts external charge control, for example, when the automobile 1 is traveling on the power transmission coil 101 installed in the charging lane of the road.
In the external charge control, when the external charge becomes possible, the main power control unit 32 starts charging the first one in the charging order. As a result, the main battery 14 and the sub-battery 63 are sequentially charged by the electric power supplied from the outside of the automobile 1 in the order of charging.
When charging the main battery 14, the main power control unit 32 controls the main charger 13 to supply the power input to the main power receiving coil 12 to the main battery 14 to charge the main battery 14.
When charging the sub-battery 63 of any of the sub-mobilities 50, 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 supply connector 20. Then, the sub-battery 63 of the sub-mobility 50 is charged. At this time, the external power may be supplied to the sub-battery 63 through the main battery 14 or may be directly supplied from the main charger 13 to the main converter 15 to be supplied to the sub-battery 63.

FIG. 6 is a flowchart of the route generation process in the first embodiment.
In the route generation, the sub-mobility 50 generates a patrol route by the automobile 1 suitable for moving to the destination.

As shown in FIG. 6, when the sub-mobility 50 gets on the automobile 1, for example, the main route generation unit 38 starts the process of generating or updating the patrol route (step ST11).

In route generation, the main route generation unit 38 uses the main communication unit 35 to acquire information on the destination of the sub-mobility 50 from one or more sub-mobility 50s on board (step ST12). The main communication unit 35 communicates with the sub-communication unit 75 of each sub-mobility 50 on board, and the sub-route generation unit 78 acquires information on the destination used for route generation of the sub-mobility 50. Further, the main route generation unit 38 acquires the current location from the main GPS reception unit 33 (step ST13).

Next, the main route generation unit 38 selects a stop corresponding to each of the destinations of one or a plurality of sub-mobility 50s using the point information (step ST14). The point information may be information on a point stored in advance in a memory readable by the CPU 40, or information on a point acquired by using the main communication unit 35. The main route generation unit 38 may select, for example, a chargeable point or a stop-by point. If there is a parking lot at the destination, the destination may be selected as a stop-off point.
Then, the main route generation unit 38 generates a route that goes around one or a plurality of stop-by points in the order of charging from the current location where the sub-mobility 50 gets on the automobile 1 (step ST15). The main route generation unit 38 generates a temporary patrol route that goes around one or a plurality of stop-off points in the order of charging from the current location, for example.
If the charging order is not generated, or if there are sub-mobility 50s that are not in the charging order, the main route generation unit 38 generates a temporary patrol route that gives priority to the stop-off points of those sub-mobility 50s. ..

Next, the main route generation unit 38 determines whether or not external charging is necessary.
Specifically, the main route generation unit 38 uses the planned travel distance (planned travel load) of the automobile 1 and the planned travel distance (planned travel load) of all the sub-mobilities 50 on the patrol route tentatively generated based on the destination information. ) And, and add them up to calculate the total planned power consumption required.
The planned travel distance of the sub-mobility 50 may include information on the planned travel distance of the sub-mobility calculated from the information of the destination.
Further, the main route generation unit 38 acquires the remaining electric energy of the automobile 1 and the remaining electric energy of all the sub-mobilities 50, totals them, and calculates the total remaining electric energy.
Next, the main route generation unit 38 compares the total planned power consumption and the total remaining power (step ST16).
Then, when the total remaining power amount is larger than the total planned power consumption amount, the main route generation unit 38 determines that external charging is unnecessary.
On the contrary, when the total remaining power amount is smaller than the total planned power consumption amount, the main route generation unit 38 determines that external charging is necessary (step ST17).

When external charging is required, the main route generation unit 38 calculates the amount of power shortage in the main battery 14 and the sub battery 63 as a whole, and selects one or a plurality of traveling lanes 100 that can handle the shortage as a designated route. , A part of the temporary patrol route is changed so as to pass through the selected traveling lane 100 (step ST18).
As a result, when the total remaining electric energy is insufficient compared to the total planned travel distance, a patrol route passing through an externally rechargeable road or a point is generated as the patrol route actually traveled. Instead of the traveling lane 100, a rechargeable place may be selected and the same change processing may be performed.

When external charging is not required, the main route generation unit 38 selects the temporarily generated patrol route as the patrol route to actually travel (step ST19).

In the automatic driving control, the traveling route is automatically controlled by the patrol route generated by the main route generation unit 38.
First, the main automatic driving unit 39 acquires a patrol route from the main route generation unit 38. Then, the main automatic driving unit 39 periodically confirms the current location by the main GPS receiving unit 33, and confirms the position, speed, and surrounding environment of the automobile 1 by the main sensor unit 37, while checking the main power motor 16, It controls the main steering motor 18 and the main braking motor 17. As a result, the automobile 1 automatically travels on the patrol route generated by the main route generation unit 38 so as to go around one or more stop-off points from the current location.
Further, the main automatic driving unit 39 causes the main power control unit 32 to execute external charging control when the vehicle 1 is traveling in the chargeable traveling lane 100 or when the vehicle 1 is stopped at a stop.

As described above, the automobile 1 of the present embodiment travels on the patrol route according to the destination of the sub-mobility 50 on which the vehicle is riding, and moves to each stop. Moreover, the sub-mobility 50 can be charged as needed while riding.
In the present embodiment, the sub-mobility 50 is charged based on the acquired travel schedule of the sub-mobility 50 at the destination, and a patrol route for guiding the charged sub-mobility 50 to the stop-off point corresponding to the destination is generated. Therefore, even if the sub-mobility 50 is not sufficiently charged before boarding, it can be charged during boarding, disembark at the stop corresponding to the destination, and then make a desired movement at the destination. ..

In the present embodiment, the required electric energy required for movement by the sub-mobility 50 is calculated based on the destination or travel schedule acquired from the sub-mobility 50, and the remaining electric energy acquired from the sub-mobility 50 is smaller than the required electric energy. In that case, the sub-mobility 50 is charged and then a patrol route for guiding to the stop-off point is generated, and when the remaining electric energy acquired from the sub-mobility 50 is equal to or more than the required electric energy, the sub-mobility 50 is charged. Generate a patrol route that guides you to the stop-off point. Therefore, in any case, the sub-mobility can make a desired movement at the destination after getting off the vehicle 1.

In the present embodiment, the charging order of these is determined based on the total remaining electric energy of the automobile 1 and the remaining electric energy of all the sub-mobility 50s, and the sub-mobility 50 is charged in the determined charging order before the stop. Generate a patrol route to guide. Therefore, for example, even if the plurality of loaded sub-mobility 50s need to be charged together, or both the automobile 1 and the sub-mobilities need to be charged, they are charged in the order of charging and the sub-mobility 50 stops. Can guide you to.

In the present embodiment, when a new sub-mobility 50 is loaded on the automobile 1, the charging order is updated. Therefore, the automobile 1 and the sub-mobility 50 can be charged in the order corresponding to the actual riding state, and the sub-mobility 50 can be guided to the stop-off point.

The above embodiments are examples of preferred embodiments of the present invention, but the present invention is not limited thereto, and various modifications or modifications can be made without departing from the gist of the invention.

1 ... automobile (vehicle), 2 ... passenger compartment, 3 ... body, 4 ... wheels, 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 supply connector, 31 ... Main power monitoring unit, 32 ... Main power control unit, 33 ... Main GPS receiver, 34 ... main input unit, 35 ... main communication unit, 36 ... main display unit, 37 ... main sensor unit, 38 ... main route generation unit, 39 ... main automatic operation unit, 40 ... CPU (control unit), 50 ... sub-mobility, 51 ... Body, 52 ... Seat, 53 ... Armrest, 54 ... Operating lever, 55 ... Wheels, 61 ... Sub power receiving connector, 62 ... Sub charger, 63 ... Sub battery, 64 ... Sub converter, 65 ... Sub power motor, 66 ... Sub-braking motor, 67 ... Sub-steering motor, 68 ... Sub-equipment, 71 ... Sub-power monitoring unit, 72 ... Sub-power control unit, 73 ... Receiver, 74 ... Sub-input, 75 ... Sub-communication unit, 76 ... Sub-display unit, 77 ... Sub-sensor unit, 78 ... Sub-route generation unit, 79 ... Sub-automatic operation unit, 80 ... CPU, 100 ... Travel lane, 101 ... Power transmission coil.

Claims (4)

It is a sub-mobility charging system for vehicles that can carry and move the sub-mobility on which the occupants are riding.
An acquisition unit that acquires the information input in the sub-mobility,
A main power supply unit for supplying electric power to the loaded sub-mobility,
A control unit that controls power supply to the sub-mobility through the main power supply unit,
Have,
The control unit
The sub-mobility is charged based on the acquired travel schedule at the destination of the sub-mobility.
Charging the said sub mobility and sub mobility charging system for a vehicle for generating a patrol route of the vehicle to be guided to the destination stop-off corresponding to the destination. The control unit
The sub calculated by calculating the total planned power consumption of the vehicle and the sub-mobility from the planned travel distance of the vehicle on the patrol route generated based on the information of the destination of the sub-mobility and the travel schedule at the destination. The vehicle sub-mobility charging system according to claim 1, which is calculated by adding up the planned travel distance of mobility. The control unit
Based on the information acquired from the sub-mobility, the amount of power required for the sub-mobility to move is calculated.
From the remaining electric power amount acquired from the sub-mobility, if the less than the required power amount, if smaller than the threshold, or wherein when needed smaller than the power amount obtained by multiplying a coefficient to the amount of power to charge the sub mobility and the proposal to stop-off place,
Remaining amount of power obtained from the sub-mobility, if it is the required power amount or more, if the case is not less than the threshold value, or at least power amount obtained by multiplying a coefficient to the required power amount may charge the sub mobility you in the plan to place a stop-off without,
The vehicle sub-mobility charging system according to claim 1 or 2. The control unit
When controlling the charge of the vehicle,
The charging order of the vehicle and one or more of the sub-mobilities is determined based on the remaining electric energy of the vehicle and the remaining electric energy of one or more of the sub-mobilities.
After charging the sub-mobility in the determined charging order, a patrol route to guide to the stop-off point is generated.
The vehicle sub-mobility charging system according to any one of claims 1 to 3.