JP6909625B2 - Vehicle sub-mobility charging system - Google Patents

Description

The present invention relates to a sub-mobility charging system for a vehicle capable of loading a plurality of sub-mobilities with an occupant on board.

Wheelchairs have traditionally been used by elderly people and handicapped persons who have difficulty walking on their own.
In recent years, personal mobility such as wheelchairs that can be self-propelled by electric motors and the like 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 on 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 the sub-mobility can be loaded on the vehicle in this way, it is preferable to enable the sub-mobility on board to be charged in the vehicle. As a result, the occupant can get on the sub-mobility that is not sufficiently charged and start moving, and can charge the sub-mobility in the vehicle. Then, after getting off the vehicle, it is possible to move to the destination or move at the destination by using the fully charged sub-mobility. Such added value enhances the convenience of the next-generation transportation system in which sub-mobility and vehicles are organically combined, and its use can be expected to be promoted.
However, when a plurality of sub-mobilities can be boarded in one vehicle, the amount of electric power used for charging the sub-mobilities becomes large. Each sub-mobility requires a relatively large amount of electricity to carry a person, if not as much as the vehicle itself. The burden on a vehicle when power is supplied from the vehicle to a plurality of sub-mobilities is significantly different from that when the vehicle charges an electric device such as a mobile phone. It is also possible that the remaining power of the vehicle becomes insufficient due to the power supplied from the vehicle to a plurality of sub-mobilities, and the vehicle cannot move to its destination. In order to solve this situation, the amount of electric power used for charging a plurality of sub-mobilities is limited, but in this case, for example, there is a possibility that the sub-mobilities used by getting off the vehicle will not be charged.
Further, when charging a plurality of sub-mobilities, it takes time to charge. In particular, when charging one unit at a time, the second and subsequent sub-mobilities have to wait until the charging of the previous sub-mobility is completed.

In a vehicle capable of loading a plurality of sub-mobilities in this way, it is required to appropriately control the power supply from the vehicle to the sub-mobilities.

The 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 including a state in which an occupant is on board, and supplies electric power to the plurality of loaded sub-mobilities. It has a main power supply unit and a control unit that controls power supply to a plurality of the sub-mobilities through the main power supply unit, and the control unit determines whether or not each of the plurality of loaded sub-mobilities is used. The sub-mobility that is determined and used is charged with priority over the sub-mobility that is not used.

Preferably, it has a detection unit for detecting the presence / absence of a plurality of loaded sub-mobility occupants or a power on / off state, and the control unit has an occupant based on the detection result of the detection unit. Alternatively, it is preferable that the sub-mobility in the power-on state is used, and the sub-mobility in the power-off state is charged in preference to the one in which there is no occupant or the power is off.

Preferably, the control unit preferentially charges the sub-mobility in which the occupant does not exist, in which the occupant plans to board the vehicle, in preference to the one having no occupant.

Preferably, the control unit uses the remaining power of the sub-mobility in which no occupant exists or the remaining power of the sub-mobility in which the occupant does not plan to ride the sub-mobility in which the occupant exists or the sub in which the occupant is scheduled to ride. It is good to use it for charging mobility.

Preferably, the control unit calculates the total electric energy available for charging the vehicle and the plurality of sub-mobilities by accommodating in the vehicle or charging from the outside, and the total electric energy is calculated by the occupant. It is preferable to preferentially allocate the charging of the sub-mobility in the power-on state.

In the present invention, it is determined whether or not each of the plurality of loaded sub-mobilities is used, and the sub-mobilities that are used are charged with priority over the sub-mobilities that are not used.
Therefore, it is possible to promptly and preferentially charge the sub-mobility to be used and suppress the occurrence of a situation in which the sub-mobility to be used is not charged.
In addition, as compared with the case of charging including the sub-mobility that is not used, the possibility that the battery cannot be charged due to insufficient power can be reduced, and the waiting time can be suppressed.

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. It is a schematic overview diagram of the automobile which concerns on embodiment of this 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 charge control according to the first embodiment of the present invention (No. 1). FIG. 6 is a flowchart of charge control according to the first embodiment of the present invention (No. 2). FIG. 7 is a flowchart of charge control according to the second embodiment of the present invention (No. 1). FIG. 8 is a flowchart of charge control according to the second embodiment of the present invention (No. 2).

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. Inside the body 51, a seat 52 on which an occupant sits is arranged. 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 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 connector 61 is connected to, for example, a commercial power supply by a power cord. The sub-charger 62 charges the sub-battery 63 with the electric power supplied from the sub-power 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 direction 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 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 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. 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 information about these power control states and the states 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 get into a vehicle such as a car 1 while riding on the sub-mobility 50.
Further, it is preferable that the sub-mobility 50 on which the vehicle is mounted can be charged in the vehicle 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 vehicle 1, the fully charged sub-mobility 50 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, when a plurality of sub-mobility 50s can be mounted on one automobile 1, the amount of electric power used for charging the sub-mobility 50 becomes large. Each sub-mobility 50 requires a relatively large amount of electric power to carry 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-mobility 50s is large, which is significantly different from the case where the automobile 1 charges an electric device such as a mobile phone. In some cases, it is conceivable that the remaining power of the automobile 1 becomes insufficient due to the power supplied from the automobile 1 to the plurality of sub-mobility 50s, and the automobile 1 cannot move to the destination. In order to solve this situation, the amount of electric power used for charging a plurality of sub-mobility 50s is limited, but in this case, a situation occurs in which the sub-mobility 50s used after getting off are not properly charged. It is also possible.
Further, when charging a plurality of sub-mobility 50s, it takes time to complete all the charging. In particular, for example, when charging one unit at a time, the second and subsequent sub-mobility 50s have to wait until the charging of the previous sub-mobility 50 is completed.

In the automobile 1 capable of loading the plurality of sub-mobility 50s in this way, 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 connector 20 is connected to the sub-power 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 direction 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. , A main route generation unit 38, and a 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 executing a program by the CPU 40 as a control unit. 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 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, temperature, and the like.
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 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 may be a parkable place near the destination.
The main automatic operation 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 in which the main battery 14 of the automobile 1 or the sub-battery 63 of the sub-mobility 50 is supplied with electric power supplied from the outside of the automobile 1. As cooperative control, route generation that generates a patrol route in which the vehicle 1 on which the sub-mobility 50 rides moves to the stop-off point, and automatic driving control that automatically travels on the generated patrol route may be implemented.

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 loaded sub-mobility 50s. FIG. 6 is a process of executing charging in the determined charging order and allocation.
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 ST1).

In the charge control, the main power control unit 32 confirms whether or not there is a ride and whether or not there is a plan to ride, as indicating the use of all the sub-mobility 50s that are on board (step ST2).
The main power control unit 32 acquires destination setting information and the like as occupant boarding information from the sub-mobility 50 through, for example, the main communication unit 35. In addition to this, for example, the main power control unit 32 may acquire information such as a detection result of the occupant sensor in the sub-mobility 50 and a power on / off state indicating the usage state of the sub-mobility 50. The boarding schedule includes, for example, usage reservation information for the sub-mobility 50 in which a person pre-loaded in the car 1 is not boarded.
As a method of using the sub-mobility 50, for example, in addition to getting off and using the sub-mobility 50, it is conceivable to use the seat heater of the sub-mobility 50 in the vehicle.

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

Then, 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 total of the remaining power of the main battery 14 and the remaining power of all the sub-batteries 63.

Next, the main power control unit 32 determines the order and allocation of charging for the sub-mobility 50 on board (step ST5).
The main power control unit 32 determines the charging order in which, for example, the sub-mobility 50 that is actually on board or is scheduled to be charged is charged before the sub-mobility 50 that is not used.
Further, the main power control unit 32 determines the charging order for charging in order from the sub-mobility 50, which is closer to the destination, for example. Alternatively, the charging order for charging is determined in order from the sub-mobility 50, which has the smallest amount of insufficient power.
Further, when the total power amount is larger than the total shortage power amount, the main power control unit 32 determines the allocation for charging the power amount required for each sub-mobility 50.
When the total electric energy is equal to or less than the total insufficient electric energy, the main power control unit 32 determines the allocation for charging each sub-mobility 50 at the ratio of the insufficient electric energy required 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).
Then, 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 charging order (step ST12).
Then, it is determined whether or not external charging is possible (step ST13).

If external charging is not possible, the main power control unit 32 starts internal charging control to charge the selected sub-mobility 50 with the power of the main battery 14 (step ST14).
In the internal charge 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. Also, check the remaining power amount 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 electric 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 supply from the main power 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 connector 20. As a result, 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 the charging voltage of the main battery 14 from the main power monitoring unit 31 and monitor it. For example, when the charging voltage of the main battery 14 becomes a predetermined voltage or less, which is slightly higher than the minimum voltage, the main power control unit 32 may stop the power supply from the main power connector 20. As a result, the automobile 1 can charge the sub-battery 63 of the sub-mobility 50 within a range in which the remaining power 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 power 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.

When external charging is possible, the main power control unit 32 starts external charging control (step ST15).
In the external charge 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 directly supplied from the main charger 13 to the main converter 15 to be 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 the charging of the allocated amount of charging 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 to continue charging the sub-mobility 50.
When completed, the main power control unit 32 confirms the presence or 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 of all the sub-mobility 50s registered in the charging order is completed, the main power control unit 32 ends the above processing.

As described above, the automobile 1 of the present embodiment can charge the sub-mobility 50 on which the vehicle is riding, which is necessary during the riding.
Then, in the present embodiment, it is determined whether or not each of the plurality of loaded sub-mobility 50s is used, and the sub-mobility 50 that is used is charged with priority over the sub-mobility 50 that is not used.
Therefore, it is possible to promptly and preferentially charge the used sub-mobility 50 and suppress the occurrence of a situation in which the unused sub-mobility 50 is not charged.

Further, in the present embodiment, it is assumed that the presence or absence of occupants of a plurality of loaded sub-mobility 50s is detected, and based on the detection result, the sub-mobility 50s in which occupants are present or in the power-on state are used. Assuming that the sub-mobility 50 in which there is no occupant or the power is off is not used, the one that is used is prioritized over the one that is not used.
Therefore, it is possible to appropriately determine whether or not the product is used based on the actual usage state.

Further, in the present embodiment, among the sub-mobility 50s in which no occupant exists, those that the occupant plans to board are charged with priority over those that do not have a plan.
Therefore, it is possible to charge the sub-mobility 50 to be used more quickly and reliably than in the case of charging the sub-mobility 50 in which no occupant exists regardless of whether or not it is planned to be used.

Further, in the present embodiment, the total electric energy that can be used for charging a plurality of sub-mobilities 50 is calculated by accommodating in the vehicle or charging from the outside, and the total electric energy is prioritized over the charging of the sub-mobilities that are used. Assign to. Therefore, even if there is a sub-mobility 50 that is not planned to be used, the sub-mobility 50 to be used can be charged preferentially.

[Second Embodiment]
Next, the sub-mobility charging system of the automobile 1 according to the second embodiment of the present invention will be described.
For the same as those of the first embodiment, the same names as those of the first embodiment are used, and the description and illustration of the first embodiment are used. Hereinafter, the differences from the first embodiment will be mainly described.

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

As shown in FIG. 7, when a new sub-mobility 50 is boarded in the automobile 1 (step ST1), for example, the main power control unit 32 determines whether or not the sub-mobility 50 is boarded and plans to board the car 1. Check for presence (step ST2).
Then, it is determined whether or not charging is required for the sub-mobility 50 in use (step ST23).
Then, when there is an available 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 determines the order and allocation of charging for the sub-mobility 50 that is in use among the sub-mobility 50s that are on board (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 required, the sub-mobility 50 is charged in the order of charging. Charging is performed (steps ST12 to ST17).
Then, in the internal charging in step ST25, the main power control unit 32 not only charges from the main battery 14 of the automobile 1 but also charges from the sub-battery 63 of the sub-mobility 50 that is not used.
When charging from the sub-battery 63 of the sub-mobility 50 that is not used, the main power control unit 32 may charge the main battery 14 from the sub-battery 63.

As described above, the automobile 1 of the present embodiment can charge the sub-mobility 50 on which the vehicle is riding, which is necessary during the riding.
Then, in the present embodiment, the remaining power of the sub-mobility 50 in which no occupant exists or the remaining power of the sub-mobility 50 in which the occupant does not plan to ride is used as the remaining power of the sub-mobility 50 in which the occupant exists or the sub-mobility 50 in which the occupant does not plan to ride. It can be used for charging.
Therefore, the remaining electric power in the automobile 1 can be effectively used to quickly charge the sub-mobility 50 to be used.
Even when the remaining power of the automobile 1 is low, the sub-mobility 50 to be used can be charged by supplementing the remaining power.

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 ... car 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 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 ... Auxiliary power connector, 62 ... Auxiliary charger, 63 ... Auxiliary battery, 64 ... Auxiliary converter, 65 ... Auxiliary power motor, 66 ... Sub-braking motor, 67 ... Sub-steering motor, 68 ... Sub-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 unit, 78 ... Sub-route generation unit, 79 ... Sub-automatic operation unit, 80 ... CPU, 100 ... Travel lane, 101 ... Transmission coil.

Claims (5)

It is a sub-mobility charging system for vehicles that can carry multiple sub-mobilities , including the state in which the occupant is on board.
A main power supply unit that supplies electric power to the plurality of loaded sub-mobilities,
A control unit that controls power supply to a plurality of the sub-mobilities through the main power supply unit,
Have,
The control unit
Whether or not to use each of the plurality of loaded sub-mobilities is determined, and
Charging the sub-mobility to be used with priority over the sub-mobility not to be used.
Vehicle sub-mobility charging system. It has a detection unit that detects the presence or absence of a plurality of loaded sub-mobility occupants or the power on / off state.
The control unit
Based on the detection result of the detection unit, the sub-mobility in which the occupant is present or in the power-on state is used, and the sub-mobility in which the occupant is not present or in the power-off state is not used. To charge
The vehicle sub-mobility charging system according to claim 1. The control unit
Among the sub-mobilities that do not have an occupant, those that the occupant plans to board will be charged with priority over those that do not have a plan.
The vehicle sub-mobility charging system according to claim 2. The control unit
The remaining power of the sub-mobility in which no occupant exists or the remaining power of the sub-mobility in which the occupant does not plan to ride is used to charge the sub-mobility in which the occupant exists or the sub-mobility in which the occupant does not plan to ride.
The vehicle sub-mobility charging system according to claim 2 or 3. The control unit
Calculate the total amount of power available to charge the vehicle and the plurality of sub-mobilities by accommodating inside the vehicle or charging from the outside.
The total electric energy is preferentially allocated to the charging of the sub-mobility in which an occupant is present or is powered on.
The vehicle sub-mobility charging system according to any one of claims 2 to 4.

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