JP7373483B2 - electric moving body - Google Patents

Description

The present invention relates to an electric vehicle.

Patent Document 1 discloses an electric bicycle that includes a frame, a front wheel, a rear wheel, a handle, a saddle, pedals, a chain, a battery, a motor, and a brake.

JP 2020-50044 Publication

However, when using an electric vehicle as described in Patent Document 1 for sharing, the following problems occur. Namely, in sharing, the electric vehicle is frequently used, so it may cause breakdowns, etc. This tends to occur, and the remaining battery power also tends to decrease. Therefore, when the electric vehicle described in Patent Document 1 is used for sharing, the cost for inspection work, the cost for battery replacement work, etc. become large.

An object of the present invention is to provide an electric vehicle that can contribute to reducing operating costs of a sharing system.

An electric vehicle according to one aspect of the present invention includes a vehicle body provided with a drive wheel, and a drive source that drives the drive wheel, and the drive wheel is rotatably supported via the drive source. It includes a main battery provided on the vehicle body, a battery holder that holds a user battery that can be attached and detached by a user, and generates electricity by receiving rotation of a crankshaft that rotates when a pedal provided on the vehicle body is pressed. An electric vehicle is provided, further comprising: a power generator; and a control unit capable of controlling the driving source using at least the electric power output from the power generator.

According to the present invention, it is possible to provide an electric vehicle that can contribute to reducing operating costs of a sharing system.

FIG. 1 is a block diagram illustrating an information providing system according to an embodiment. FIG. 1 is a side view showing an electric vehicle according to an embodiment. FIG. 1 is a block diagram showing a part of an electric vehicle according to an embodiment. FIG. 1 is a perspective view showing a part of an electric vehicle according to an embodiment. FIG. 3 is a diagram showing an example of a power supply route in normal driving mode. FIG. 3 is a diagram showing an example of a power feeding path in regeneration mode. FIG. 3 is a diagram showing an example of a power supply route in charging mode. FIG. 7 is a diagram illustrating an example of a power supply route when the remaining amount of the main body battery is less than the remaining amount threshold. 3 is a flowchart showing an example of the operation of the electric vehicle according to the present embodiment. 3 is a flowchart showing an example of the operation of the electric vehicle according to the present embodiment. 3 is a flowchart showing an example of the operation of the electric vehicle according to the present embodiment. 3 is a flowchart showing an example of the operation of the electric vehicle according to the present embodiment.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The electric vehicle according to the present invention will be described in detail below by citing preferred embodiments and referring to the accompanying drawings.

[One embodiment]
An electric vehicle according to one embodiment will be described using FIGS. 1 to 12. FIG. 1 is a block diagram showing an information providing system according to this embodiment.

As shown in FIG. 1, the electric vehicle 10 according to this embodiment can be used in a sharing system 12. Examples of the electric vehicle 10 include an electric bicycle. The electric vehicle 10 can be lent to each user from a business operator that operates the sharing system 12 according to this embodiment. Furthermore, the electric vehicle 10 may be shared among multiple users.

Sharing system 12 includes stations 22, or cycle ports. The station 22 may be installed by a business operator that operates the sharing system 12. Multiple stations 22 may be provided at various locations throughout the city. For example, the station 22 may be located near a railway station, near a main road, near a commercial facility, etc., but is not limited thereto. A plurality of electric vehicles 10 can be parked at each station 22.

The station 22 may be equipped with a station lock mechanism 38 for locking the electric movable body 10. The number of station lock mechanisms 38 can be set according to the planned number of electric movable bodies 10 to be arranged at the station 22. When the station lock mechanism 38 is locked, the electric movable body 10 locked by the station lock mechanism 38 cannot be taken out. When the station lock mechanism 38 that has locked the electric vehicle 10 is unlocked, the electric vehicle 10 can be taken out. Note that the station lock mechanism 38 may not be provided in the station 22.

A user may register with the sharing system 12. That is, information regarding the user, ie, user information, can be registered in the sharing system 12. Further, the user can register information regarding the user battery 100B, which will be described later, in the sharing system 12. The information regarding the user battery 100B may include battery identification information that is identification information of the user battery 100B. Information regarding the user battery 100B may be stored in the management server 28 or the like in association with user information. The battery identification information stored in the management server 28 in this manner may also be referred to as registered identification information.

Users registered in the sharing system 12 can apply for use of the electric vehicle 10. After applying for use of the electric vehicle 10, the user can go to the station 22 and receive the electric vehicle 10. After the user completes using the electric vehicle 10, the user can return the electric vehicle 10 to the station 22. The return destination station 22 may be the station 22 that received the electric vehicle 10, or may be a station 22 different from the station 22 that received the electric vehicle 10.

The sharing system 12 may be configured as a client-server type system using a network 24 such as the Internet. The sharing system 12 may include an information processing terminal 26, a management server 28, and a management machine 30, but is not limited thereto. The information processing terminal 26, the management server 28, and the management machine 30 can be connected to the network 24.

Information processing terminal 26 may be possessed by a user. The information processing terminal 26 may be, for example, a portable electronic device. Examples of such portable electronic devices include, but are not limited to, smartphones. The information processing terminal 26 may be equipped with a processor, memory, input/output interface, etc. (not shown). Further, the information processing terminal 26 may further include an input/output section 26a such as a touch panel, a speaker, a microphone, etc. A user can operate the information processing terminal 26 via the input/output section 26a. The information processing terminal 26 may be equipped with a communication device (not shown) capable of performing wireless communication and the like. The information processing terminal 26 can access the management server 28 of the sharing system 12 via the communication device included in the information processing terminal 26 and the network 24. Note that the user's information processing terminal 26 may be a tablet terminal, a wearable terminal, or the like. Furthermore, the user's information processing terminal 26 may be a desktop personal computer, a laptop personal computer, or the like.

The management server 28 may be installed in a management center 29 of a business operator that operates the sharing system 12, but is not limited thereto. Management server 28 may function as a host machine for sharing system 12. The management server 28 can manage a plurality of registered users. Furthermore, the management server 28 can manage a plurality of electric vehicles 10. The management server 28 may be configured by a computer including a processor, memory, input/output interface, etc. (not shown). Note that the management server 28 may be realized by a plurality of computers working together.

A management machine 30 may be provided at each station 22. The management machine 30 can manage the electric mobile bodies 10 arranged at the station 22. The management machine 30 may include a computer including a processor, memory, input/output interface, and the like. Moreover, the management machine 30 may further include a communication module. The management machine 30 can control the operation of the station lock mechanism 38. When renting out the electric vehicle 10, the station lock mechanism 38 that locks the electric vehicle 10 can be unlocked for a predetermined period of time. Moreover, when the electric vehicle 10 is returned, the electric vehicle 10 can be locked by controlling the station lock mechanism 38. The management machine 30 can acquire information supplied from the electric movable body 10 disposed at the station 22, that is, movable body information. The moving body information may include moving body identification information that is identification information of the electric moving body 10. Further, the mobile object information may include the remaining amount of the main body battery 100A, ie, the remaining battery amount, etc., which will be described later. The management device 30 can transmit the acquired mobile object information to the management server 28.

FIG. 2 is a side view showing the electric vehicle according to this embodiment.

As shown in FIG. 2, the electric vehicle 10 includes a vehicle body 14 and two wheels 15f and 15r. When describing wheels in general, reference numeral 15 is used, and when describing individual wheels, reference numerals 15f and 15r are used. The wheels 15f and 15r are attached to the lower part of the vehicle body 14. Here, an example will be described where the wheel 15f, that is, the front wheel is a non-driving wheel, and the wheel 15r, that is, the rear wheel is a driving wheel, but the present invention is not limited to this. The vehicle body 14 further includes a vehicle body frame 40, a handle 42, a saddle 44, and a basket 46.

The vehicle body frame 40 includes a head pipe 48, a main frame 50, a seat pipe 52, a pair of left and right first subframes 54, and a pair of left and right second subframes 56. The head pipe 48 is provided at the front part of the vehicle body frame 40. The main frame 50 extends rearward and downward from the head pipe 48. The seat pipe 52 extends upward from the rear end of the main frame 50. The pair of left and right first subframes 54 extend rearward and downward from the top of the seat pipe 52, and are connected to a rear wheel support portion that supports the rear wheel 15r. The pair of left and right second subframes 56 extend rearward from the bottom of the seat pipe 52 and are connected to the rear wheel support section.

A seat post 74 having a saddle 44 at its upper end can be attached to the seat pipe 52. Further, the seat pipe 52 is equipped with an actuator 76. The actuator 76 can vertically displace the seat post 74 using power supplied from a main body battery 100A, which will be described later. The actuator 76 constitutes a position adjustment mechanism that adjusts the height position of the saddle 44.

The head pipe 48 rotatably holds the steering shaft 78. A handle 42 is provided at the top of the steering shaft 78. The steering shaft 78 is provided with a pair of left and right front forks 80 that extend downward. The front wheel, ie, the wheel 15f, is rotatably supported between the lower ends of the pair of front forks 80. The pair of front forks 80 are equipped with front wheel brakes (not shown) that brake the rotation of the front wheels, that is, the wheels 15f.

The handle 42 is provided with a pair of left and right grips 82 and a pair of left and right brake levers 84. When the right brake lever 84 is operated by the user, the front wheel brake is activated. When the left brake lever 84 is operated by the user, a rear wheel brake, which will be described later, is activated. The electric vehicle 10 is equipped with a sensor (not shown) that detects whether each brake lever 84 is operated.

The electric vehicle 10 is further equipped with a generator 66. The generator 66 may be provided, for example, at a location where the main frame 50 and the seat pipe 52 are connected, that is, at a substantially intermediate location in the longitudinal direction of the vehicle body 14, but is not limited thereto. A pair of left and right cranks 58 are connected to both ends of a rotating shaft of the generator 66, that is, a crankshaft 57. That is, a pair of left and right cranks 58 extend from both ends of the crankshaft 57. A pair of left and right pedals 60 are provided at the extending end of the crank 58. The crankshaft 57 may be provided with a one-way clutch (not shown). The rotational force of the crank 58 can be transmitted to the crankshaft 57 via this one-way clutch. In other words, the user's pedaling force, that is, the force with which the user presses the pedals 60, can be transmitted to the crankshaft 57 via the one-way clutch. By pedaling the pair of left and right pedals 60, the crank 58 rotates, which causes the crankshaft 57 to rotate. The generator 66 can generate electricity in response to rotation of the crankshaft 57.

The user can set the weight when pedaling the pedals 60, that is, the pedal load, according to the user's preference. The setting of the pedal load can be performed, for example, via the operation input section 43, which will be described later, but is not limited thereto. The generator 66 has a function of adjusting the load torque of the crankshaft 57 provided in the generator 66. That is, the generator 66 is equipped with a function of adjusting pedal torque. Generator 66 may set the pedal torque based on the pedal load set by the user. When the pedal load is relatively large, the amount of power generated by the generator 66 relative to the rotational speed of the pedal 60 is relatively large. On the other hand, when the pedal load is relatively small, the amount of power generated by the generator 66 relative to the rotational speed of the pedal 60 is relatively small. Information indicating the pedal load set by the user may be supplied to an ECU (Electronic Control Unit) 96, which will be described later. A control unit 98 provided in the ECU 96 and described later can transmit information indicating the pedal load set by the user, that is, pedal load setting information, to the management machine 30, the management server 28, etc. via the communication device 97. Such pedal load setting information may be stored in the management server 28 or the like in association with user information.

The electric vehicle 10 is further equipped with a drive source 16. The drive source 16 is provided at the hub 17, that is, the shaft portion of the drive wheel 15r. As the drive source 16, for example, a hub motor, that is, an in-wheel motor may be used. A hub motor is a motor mounted on the shaft of a wheel, that is, the hub. A stator (not shown) of the hub motor may be fixed between a pair of left and right first subframes 54 and between a pair of left and right second subframes 56. The rim 21 of the drive wheel 15r is fixed to a rotor (not shown) of a hub motor via spokes 19. In this way, the drive wheel 15r is rotatably supported via the drive source 16. The drive source 16 can directly rotate the drive wheel 15r without using a winding transmission mechanism such as a chain or belt. That is, the rotational force of the drive source 16 can be directly transmitted to the drive wheels 15r without going through the winding transmission mechanism. The pair of left and right second subframes 56 may be provided with rear wheel brakes (not shown) that brake rotation of the rear wheels 15r.

The electric movable body 10 is further equipped with a movable body control device 90. The mobile body control device 90 may be provided, for example, between the pair of left and right second subframes 56, but is not limited thereto.

The electric vehicle 10 may further include a main body battery 100A. Further, the electric vehicle 10 may be equipped with a user battery 100B. When describing a battery in general, the reference numeral 100 is used, and when describing individual batteries, reference numerals 100A and 100B are used. The main body battery 100A is a battery that is installed in the vehicle body 14 in advance by the operator of the sharing system 12. The user battery 100B is a battery that can be attached to the vehicle body 14 by a user. User battery 100B can be attached to vehicle body 14 when electric vehicle 10 is used.

A relatively large capacity battery may be used as the main body battery 100A. Since the main battery 100A has a relatively large capacity, the main battery 100A has a relatively large mass. The main body battery 100A can be replaced or charged by a worker of the business providing the sharing system 12 or the like. The output voltage of the main body battery 100A is preferably 20V or higher, for example, but is not limited to this. Further, the capacity of the main body battery 100A is preferably 8 Ah or more, for example, but is not limited to this.

The main body battery 100A can be mounted, for example, at a location between the seat pipe 52 and the rear wheel 15r. More specifically, the main battery 100A can be fixed in a posture along the longitudinal direction of the seat pipe 52. The electric vehicle 10 may be equipped with a battery holder 104. The battery holder 104 may be provided between a pair of left and right first subframes 54 and between a pair of left and right second subframes 56. The main battery 100A can be detachably attached to the battery holder 104. The electric vehicle 10 may further include a locking device 106 that locks the main battery 100A attached to the battery holder 104. The locking device 106 may be provided on the seat pipe 52 or the first subframe 54.

The battery holder 104 is equipped with a sensor 108, such as a voltage sensor. The sensor 108 is for detecting the state of the main battery 100A. Information acquired by sensor 108 may be supplied to ECU 96.

User battery 100B is a smaller battery than main battery 100A. Therefore, the capacity of the user battery 100B is smaller than the capacity of the main battery 100A. Further, the mass of the user battery 100B is smaller than the mass of the main battery 100A. The capacity of the user battery 100B is preferably, for example, 2 Ah or more, but is not limited to this.

For example, the mobile battery 110 owned by the user may be used as the user battery 100B, but the present invention is not limited thereto. The mobile battery 110 can be used to charge the user's information processing terminal 26, or can be attached to the vehicle body 14. A power port 120 capable of outputting electric power may be provided on the side peripheral surface of the user battery 100B.

The electric vehicle 10 further includes a battery holder 112. The battery holder 112 may be provided, for example, on the rear side of the head pipe 48, but is not limited thereto. The battery holder 112 can removably house the user battery 100B. Since the battery holder 112 is provided in the head pipe 48, the head pipe 48 has a thickness in the front-rear direction and width direction of the vehicle body 14 at the portion where the battery holder 112 is provided. The battery holder 112 may include a housing casing 114. The housing casing 114 is formed integrally with the head pipe 48. The housing casing 114 may be formed along the longitudinal direction of the head pipe 48 . More specifically, the housing casing 114 may be formed from near the upper end of the head pipe 48 to near a portion where the head pipe 48 and the main frame 50 are connected.

FIG. 4 is a perspective view showing a part of the electric vehicle according to this embodiment.

As shown in FIG. 4, the housing casing 114 may be provided with a slit 116 into which the user battery 100B can be inserted. The slit 116 is formed so as to continuously open the upper surface and both widthwise side surfaces of the storage case 114. The user battery 100B can be inserted into the housing casing 114 from above. Note that a buffer member (not shown) may be provided on the inner wall surface forming the slit 116.

A connector 118 electrically connected to the user battery 100B may be provided at the bottom of the slit 116. When user battery 100B is inserted into slit 116, a power port 120 provided on user battery 100B may be connected to connector 118. Note that although the case where the power port 120 provided in the user battery 100B and the connector 118 are connected is described as an example here, the present invention is not limited to this. The electric vehicle 10 may be equipped with a cable (not shown) connectable to the power port 120 of the user battery 100B. In this case, the cable may be connected to the power port 120 of the user battery 100B.

The battery holder 112 may include a detachment prevention mechanism 122 that prevents the user battery 100B from detaching. The detachment prevention mechanism 122 includes a side arm 122a and a lock bar 122b. The side arm 122a can prevent the user battery 100B from coming off to the side of the housing casing 114. The lock bar 122b can prevent the user battery 100B from coming off above the housing casing 114. The detachment prevention mechanism 122 can cause the lock bar 122b to protrude and lock the user battery 100B when the user battery 100B is inserted into the slit 116. Further, the detachment prevention mechanism 122 can unlock the user battery 100B when a release operation or the like is performed, for example, but is not limited to this. The release operation may include, for example, inputting a password by the user, but is not limited thereto. The password may be entered, for example, via the operation input unit 43, which will be described later, but is not limited thereto. Furthermore, the detachment prevention mechanism 122 can unlock the user battery 100B, for example, when a release signal is received. Such a release signal may be supplied from, for example, the information processing terminal 26 or the like.

An information acquisition section 124 is provided inside the battery holder 112. The information acquisition unit 124 is for acquiring information regarding the user battery 100B attached to the battery holder 112. The information regarding the user battery 100B may include battery identification information that is identification information of the user battery 100B. Further, the information regarding the user battery 100B may further include the output voltage, capacity, remaining amount, etc. of the user battery 100B. The information acquisition unit 124 may include various sensors such as a voltage sensor, an input/output interface, a communication module, etc., but is not limited thereto. The battery identification information may be indicated on the surface of the user battery 100B by letters, a bar code, or the like. In this case, the information acquisition unit 124 may be equipped with a reading device or the like for reading characters, barcodes, and the like. Further, the battery identification information may be supplied from the user battery 100B to the information acquisition unit 124 by an electrical signal. Information acquired by the information acquisition unit 124 may be supplied to the ECU 96.

A voltage converter 126 is provided within the battery holder 112. Voltage converter 126 is located below slit 116. The voltage converter 126 may include a DC/DC converter 128. Voltage converter 126 can boost the voltage output from user battery 100B. Further, the voltage conversion unit 126 may further include a function of lowering the voltage. Voltage converter 126 may be located on the power supply path between user battery 100B and junction box 92 (see FIG. 3).

FIG. 3 is a block diagram showing a part of the electric vehicle according to this embodiment. In FIG. 3, signal lines are shown using broken lines. Note that in order to avoid complexity, only some of the many signal lines are shown in FIG. 3. Further, in FIG. 3, wiring such as power lines is shown using solid lines.

As shown in FIG. 3, the mobile object control device 90 includes a junction box 92, PCUs (Power Control Units) 94 and 95, and an ECU 96.

Junction box 92 is for switching power distribution paths. A plurality of wires, ie, wire harnesses, are connected to the junction box 92. Junction box 92 is connected to main battery 100A via wiring. Further, the junction box 92 is connected to the voltage converter 126 via wiring. Further, the junction box 92 is connected to the PCU 94 via wiring. Further, the junction box 92 is connected to the PCU 95 via wiring.

The ECU 96 includes, for example, a calculation section (processing section) 89, a storage section 91, and an input/output interface (not shown). The calculation unit 89 may be configured by, for example, a processor of a CPU (Central Processing Unit), that is, a processing circuit. The calculation unit 89 includes a control unit 98 and an authentication unit 99. The control unit 98 and the authentication unit 99 can be realized by the program stored in the storage unit 91 being executed by the calculation unit 89. Note that at least a portion of the control unit 98 and the authentication unit 99 may be realized by an integrated circuit such as an ASIC (Application Specific Integrated Circuit) or an FPGA (Field-Programmable Gate Array). Further, at least a portion of the control section 98 and the authentication section 99 may be configured by an electronic circuit including a discrete device.

The storage unit 91 may include a volatile memory (not shown) and a nonvolatile memory (not shown). Examples of volatile memory include RAM (Random Access Memory). Examples of the nonvolatile memory include ROM (Read Only Memory), flash memory, and the like. Data, etc. may be stored in volatile memory, for example. Programs, tables, maps, etc. may be stored in non-volatile memory, for example. At least a portion of the storage unit 91 may be included in a processor, an integrated circuit, or the like as described above.

The control unit 98 can control the junction box 92, PCU 94, 95, etc. The control unit 98 can switch the power distribution path by controlling the junction box 92. The control unit 98 can perform control to operate the drive source 16 using at least the electric power output from the user battery 100B. Further, the control unit 98 can perform control to charge the main battery 100A using at least the power output from the user battery 100B. Further, the control unit 98 can perform control to charge the main battery 100A using at least the electric power output from the generator 66. Further, the control unit 98 can perform control to charge the main body battery 100A using at least the electric power output from the drive source 16, that is, the regenerated electric power. Further, the control unit 98 performs control to operate the drive source 16 using any of the power output from the user battery 100B, the power output from the main battery 100A, and the power output from the generator 66. It can be done. Further, the control unit 98 can perform control to charge the main body battery 100A using the electric power output from the generator 66 without operating the drive source 16. Further, the control unit 98 can perform control so that the power output from the user battery 100B is used preferentially over the power output from the main battery 100A. Specifically, by controlling the voltage converter 126 so that the voltage output from the voltage converter 126 is higher than the voltage output from the main battery 100A, the power output from the user battery 100B is preferentially can be used.

The control unit 98 can calculate the remaining amount of the main body battery 100A, that is, the remaining battery amount, based on the information supplied from the sensor 108. Note that the main battery 100A may be equipped with a function of detecting the remaining amount of the main battery 100A. In this case, information indicating the remaining amount of the main body battery 100A may be supplied to the ECU 96. The control unit 98 can appropriately switch the power distribution path based on the remaining amount of the main battery 100A. When the remaining amount of the main battery 100A is less than the remaining amount threshold TH, the control unit 98 charges the main battery 100A using the power output from the user battery 100B, and also charges the main battery 100A using the power output from the generator 66. can be used to control the operation of the drive source 16. The control unit 98 can transmit information indicating the remaining amount of the main body battery 100A to the management machine 30, the management server 28, etc. via the communication device 97.

The control unit 98 can limit the rotation of the crankshaft 57 if the user has not been authenticated by the authentication unit 99, as will be described later. Further, the control unit 98 can set the pedal load according to the authenticated user, as described later.

The PCU 94 can convert the DC power supplied via the junction box 92 into AC power and supply the AC power to the drive source 16 . Such AC power is, for example, three-phase AC power, but is not limited thereto. Note that when the drive source 16 is a DC motor, DC power can be supplied from the PCU 94 to the drive source 16. The electric vehicle 10 is further equipped with a torque sensor 59A and a rotation sensor 59B. The torque sensor 59A and the rotation sensor 59B may be provided near the crankshaft 57. Torque sensor 59A can detect torque applied to crankshaft 57. The rotation sensor 59B can detect the rotation speed of the crankshaft 57. The control unit 98 can adjust the frequency of the AC power supplied from the PCU 94 to the drive source 16 based on the signal supplied from the torque sensor 59A and the signal supplied from the rotation sensor 59B. Thereby, by adjusting the frequency of the AC power supplied to the drive source 16, the rotation speed of the drive source 16, that is, the rotation speed of the drive wheels 15r can be adjusted. In this way, the moving speed of the electric vehicle 10 can be adjusted. Further, the PCU 94 can convert AC power output from the drive source 16, that is, regenerated power, into DC power. Such regenerated power can be used to charge the main body battery 100A and the like.

PCU 95 can convert AC power output from generator 66 into DC power. Such AC power is, for example, three-phase AC power, but is not limited thereto. The electric power output from the generator 66 can be used, for example, to drive the drive source 16. The power output from the generator 66 may be used to charge the main body battery 100A and the like. The control unit 98 can control the junction box 92 so that the power output from the generator 66 can be appropriately supplied to desired components.

The electric vehicle 10 may further include a communication device 97. Communication device 97 is connectable to network 24 . Communication device 97 can perform short-range wireless communication. Furthermore, the communication device 97 may be able to perform communication using a mobile phone network. The control unit 98 can communicate using the communication device 97. The control unit 98 can communicate with the management server 28, the management machine 30, etc. when the electric vehicle 10 is being used by the user. Further, the control unit 98 can communicate with the management server 28, the management machine 30, etc. even when the electric vehicle 10 is placed at the station 22.

The electric vehicle 10 may further include a positioning system (not shown) such as GNSS. The positioning system may periodically observe the current position of the motorized vehicle 10. The control unit 98 can transmit information indicating the current position of the electric vehicle 10 to the management server 28, the management machine 30, etc. via the communication device 97.

The electric vehicle 10 may further include an operation input section 43. The operation input unit 43 may be provided, for example, at the center of the handle 42 in the width direction. The operation input unit 43 may include a power button (not shown). The user can power on/off the electric vehicle 10 by operating the power button. The operation input unit 43 may include a processor (not shown), a memory, an input/output interface, a touch panel, a communication module, and the like. The operation input unit 43 may communicate using a communication module, for example. Specifically, the operation input section 43 can communicate with the control section 98. Further, the operation input unit 43 can communicate with the management server 28, the management machine 30, and the like. Information supplied from the ECU 96 may be displayed on the display screen, that is, the operation screen displayed on the touch panel. Further, information supplied from the management server 28, the management machine 30, etc. can be displayed on this display screen. The user can perform various inputs via the operation screen displayed on the touch panel. Note that the operation input section 43 and the ECU 96 may be connected by wiring. In this case, the operation input unit 43 and the ECU 96 can transmit and receive information via wiring.

The electric vehicle 10 may be provided with a normal driving mode, a regeneration mode, a charging mode, and the like. The user can set the operation mode of the electric vehicle 10, for example, via an operation screen displayed on a touch panel provided in the operation input section 43. The normal running mode is an operation mode in which the electric vehicle 10 runs normally. The regeneration mode is an operation mode in which the main body battery 100A and the like can be charged using regenerated power output from the drive source 16. For example, when the traveling speed of the electric vehicle 10 is reduced, when the electric vehicle 10 is traveling downhill, a transition from the normal traveling mode to the regeneration mode may be executed. The user's operation of the brake lever 84 or the like may trigger a transition from the normal driving mode to the regeneration mode. The charging mode is an operation mode in which the main battery 100A and the like can be charged using the electric power output from the generator 66 without driving the wheels 15 of the electric vehicle 10. For example, in the event of a power outage, the user can charge the main battery 100A by setting the operation mode of the electric vehicle 10 to charging mode and pedaling the pedal 60. Note that in the charging mode, when the pedal 60 is pressed, the main battery 100A can be charged regardless of whether or not the user is authenticated by the authentication section 99.

In the normal driving mode, the control unit 98 can control the junction box 92 and the like as follows. The control unit 98 causes the drive source 16 to operate using at least one of the power output from the main battery 100A, the power output from the user battery 100B, and the power output from the generator 66. The junction box 92 and the like are controlled. FIG. 5 is a diagram illustrating an example of a power supply route in the normal running mode. FIG. 5 shows an example in which the power output from the main battery 100A, the power output from the user battery 100B, and the power output from the generator 66 are all supplied to the drive source 16. has been done. Any one of the power output from the main battery 100A, the power output from the user battery 100B, and the power output from the generator 66 may be supplied to the drive source 16. Furthermore, two of the power output from the main battery 100A, the power output from the user battery 100B, and the power output from the generator 66 may be supplied to the drive source 16.

In the regeneration mode, the control unit 98 can control the junction box 92 and the like so that the regenerated power output from the drive source 16 is used to charge the main body battery 100A and the like. FIG. 6 is a diagram illustrating an example of a power supply path in regeneration mode. FIG. 6 shows an example in which all of the regenerative power output from the drive source 16, the power output from the generator 66, and the power output from the user battery 100B are used to charge the main battery 100A. shown, but not limited to. For example, when the pedal 60 is not being pedaled by the user, the regenerative power output from the drive source 16 and the power output from the user battery 100B may be supplied to the main battery 100A. Note that in the regeneration mode, the power output from the user battery 100B may not be supplied to the main battery 100A.

In the charging mode, the control unit 98 can control the junction box 92 and the like so that the power output from the generator 66 is supplied to at least the main battery 100A. FIG. 7 is a diagram illustrating an example of a power supply path in charging mode. FIG. 7 shows an example where the power output from the generator 66 is used to charge the main body battery 100A, but the present invention is not limited thereto. For example, the power output from the generator 66 may be used not only to charge the main battery 100A but also to charge the user battery 100B. Furthermore, the main battery 100A may be charged using not only the power output from the generator 66 but also the power output from the user battery 100B.

The control unit 98 can perform the following control when the remaining amount of the main battery 100A is less than the remaining amount threshold TH. FIG. 8 is a diagram illustrating an example of a power supply path when the remaining amount of the main body battery is less than the remaining amount threshold. As shown in FIG. 8, in such a case, the control unit 98 charges the main battery 100A using the power output from the user battery 100B, and also charges the drive source 16 using the power output from the generator 66. It is possible to control the operation.

If the user wishes to use the electric vehicle 10, he/she applies for use via the information processing terminal 26. When an application for use is made by a user, the management server 28 notifies the user of information regarding the electric vehicle 10 that the user is scheduled to receive. Such information includes the name of the station 22 where the electric vehicle 10 is located, the management number of the station lock mechanism 38 that locks the electric vehicle 10, the management number of the electric vehicle 10, etc. obtain. The management server 28 supplies registration identification information to the electric vehicle 10 that the user is scheduled to receive. The registration identification information may be supplied from the management server 28 to the electric vehicle 10 via the network 24. The registration identification information is identification information corresponding to the battery identification information of the user battery 100B that the user plans to attach to the electric vehicle 10. The supply of the registration identification information from the management server 28 to the electric vehicle 10 can be promptly completed before the user receives the electric vehicle 10. When the registration identification information is supplied from the management server 28 to the electric vehicle 10 , the authentication section 99 provided in the electric vehicle 10 stores the registration identification information supplied from the management server 28 in the storage section 91 .

When using the electric vehicle 10, the user attaches the user battery 100B to the battery holder 112. When the user battery 100B is attached to the battery holder 112, information regarding the user battery 100B is acquired by the information acquisition unit 124. As described above, the information regarding the user battery 100B includes battery identification information that is identification information of the user battery 100B. Information regarding user battery 100B is supplied to ECU 96. The authentication unit 99 determines whether the battery identification information supplied from the information acquisition unit 124 and the registration identification information supplied from the management server 28 match. Based on the fact that the battery identification information supplied from the information acquisition unit 124 and the registration identification information supplied from the management server 28 match, the authentication unit 99 can authenticate the user. That is, the authentication unit 99 can authenticate the user who has attached the user battery 100B to the electric vehicle 10 as a user who is authorized to use the electric vehicle 10. While the user has not been authenticated by the authentication section 99, the control section 98 limits the rotation of the crankshaft 57. When the user is authenticated by the authentication unit 99, the control unit 98 releases the restriction on the rotation of the crankshaft 57. The crankshaft 57 may be rotated using a restriction mechanism (not shown) or the like. Such a limiting mechanism may include a locking mechanism (not shown) that locks rotation of the crankshaft 57. Such a locking mechanism may be included in the generator 66, for example, but is not limited thereto. Further, as such a limiting mechanism, a torque adjusting mechanism (not shown) that adjusts the load torque of the crankshaft 57 may be used. If the load torque of the crankshaft 57 is set to an extremely large state by the torque adjustment mechanism, the rotation of the crankshaft 57 can be sufficiently restricted. Such a torque adjustment mechanism may be included in the generator 66, for example.

As described above, the user information may be associated with information indicating the pedal load set by the user when using the electric vehicle 10, that is, pedal load setting information. For example, the pedal load setting information is stored in the management server 28 or the like in association with user information. When an application for use is made by a user, the management server 28 can supply pedal load setting information linked to user information regarding the user to the electric vehicle 10 that the user is scheduled to receive. The pedal load setting information may be supplied from the management server 28 to the electric vehicle 10 via the network 24. The supply of the pedal load setting information from the management server 28 to the electric vehicle 10 can be promptly completed before the user receives the electric vehicle 10. When the user is authenticated by the authentication section 99, the control section 98 sets the pedal torque of the generator 66 so that a pedal load corresponding to the pedal load setting information is obtained. As mentioned above, generator 66 may be provided with the ability to adjust pedal torque.

FIG. 9 is a flowchart showing an example of the operation of the electric vehicle according to this embodiment. An example of authentication processing is shown in FIG.

In step S1, the user applies for use of the electric vehicle 10 via the information processing terminal 26. When an application for use is made, the management server 28 notifies the user of information regarding the electric vehicle 10 that the user is scheduled to receive. After this, the process moves to step S2.

In step S2, the management server 28 notifies the electric vehicle 10 that the user is scheduled to receive of the registration identification information and pedal load setting information. The authentication section 99 stores the registration identification information and pedal load setting information supplied from the management server 28 in the storage section 91 . After this, the process moves to step S3.

In step S3, the user attaches the user battery 100B to the battery holder 112. When user battery 100B is attached to battery holder 112, information acquisition unit 124 acquires battery identification information of user battery 100B. The information acquisition unit 124 supplies the acquired battery identification information to the ECU 96. After this, the process moves to step S4.

In step S4, the authentication unit 99 authenticates the user based on whether the battery identification information supplied from the information acquisition unit 124 and the registered identification information supplied from the management server 28 match. If the battery identification information and the registered identification information match (YES in step S4), the process moves to step S5. On the other hand, if the battery identification information and the registered identification information do not match (NO in step S4), the process moves to step S6.

In step S5, the authentication unit 99 permits the user to use the electric vehicle 10. After this, the process moves to step S7.

In step S6, the authentication unit 99 does not permit the user to use the electric vehicle 10. After this, the process moves to step S8.

In step S7, the control unit 98 releases the restriction on the rotation of the crankshaft 57. After this, the process moves to step S9.

In step S8, the control unit 98 maintains the restriction on rotation of the crankshaft 57. When step S8 is completed, the process shown in FIG. 9 is completed.

In step S9, the control unit 98 sets the pedal torque of the generator 66 so that a pedal load according to the pedal load setting information is obtained. In this way, the process shown in FIG. 9 is completed.

FIG. 10 is a flowchart showing an example of the operation of the electric vehicle according to this embodiment. An example of operation in the normal running mode is shown in FIG.

In step S11, the control unit 98 determines whether the remaining amount of the main battery 100A is less than the remaining amount threshold. If the remaining amount of the main battery 100A is less than the remaining amount threshold TH (YES in step S11), the process moves to step S12. If the remaining amount of the main battery 100A is equal to or greater than the remaining amount threshold TH (NO in step S11), the process moves to step S13.

In step S12, the control unit 98 uses the power output from the user battery 100B to charge the main battery 100A, and controls the drive source 16 to operate using the power output from the generator 66.

In step S13, the control unit 98 performs control to operate the drive source 16 using the power output from the user battery 100B, the power output from the main battery 100A, and the power output from the generator 66. . Note that in step S13, the control unit 98 may perform control to operate the drive source 16 using only the electric power output from the generator 66. Further, in step S13, the control unit 98 may perform control to operate the drive source 16 using the power output from the user battery 100B and the power output from the generator 66. In this way, the process shown in FIG. 10 is completed.

FIG. 11 is a flowchart showing an example of the operation of the electric vehicle according to this embodiment. FIG. 11 shows an example of the operation when transitioning to the regeneration mode.

In step S21, the control unit 98 determines whether the brake lever 84 has been operated. If the brake lever 84 is operated (YES in step S21), the process moves to step S22. If the brake lever 84 is not operated (NO in step S21), the process shown in FIG. 11 is completed.

In step S22, the control unit 98 uses the power output from the drive source 16, that is, the regenerated power, the power output from the user battery 100B, and the power output from the generator 66 to power the main battery 100A. Control is performed so that the battery is charged. Note that in step S22, the control unit 98 may prevent the power output from the user battery 100B from being supplied to the main battery 100A. In this way, the process shown in FIG. 11 is completed.

FIG. 12 is a flowchart showing an example of the operation of the electric vehicle according to this embodiment. An example of operation in charging mode is shown in FIG.

In step S31, the control unit 98 determines whether the remaining amount of the main body battery 100A has reached the upper limit value. If the remaining capacity of the main battery 100A has reached the upper limit (YES in step S31), the process moves to step S32. If the remaining capacity of the main battery 100A has not reached the upper limit value (NO in step S31), the process moves to step S33.

In step S32, the control unit 98 controls the generator 66 and the like so that electric power is not output from the generator 66 even if the pedal 60 is depressed.

In step S33, the control unit 98 controls the junction box 92 and the like so that the power output from the generator 66 is supplied to the main battery 100A. In this way, the process shown in FIG. 12 is completed.

In this manner, according to the present embodiment, the drive wheels 15r are rotatably supported via the drive source 16. That is, the drive wheel 15r can be directly rotated by the drive source 16 without using a winding transmission mechanism such as a chain. Since a winding transmission mechanism such as a chain is not provided, according to this embodiment, the electric vehicle 10 is unlikely to fail. Therefore, according to this embodiment, the frequency of inspection of the vehicle body 14 can be reduced. Further, according to the present embodiment, a battery holder 112 is provided that holds a user battery 100B that can be attached and detached by a user. Therefore, according to the present embodiment, it is possible to suppress a decrease in the remaining capacity of the main body battery 100A, and it is possible to reduce the frequency of replacement of the main body battery 100A. Since the frequency of inspection of the vehicle body 14, the frequency of replacement of the main body battery 100A, etc. can be reduced, this embodiment can contribute to reducing the operating cost of the sharing system 12.

[Modified embodiment]
Although the preferred embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the gist of the present invention.

For example, in the embodiment described above, the user battery 100B is the mobile battery 110 owned by the user, but the present invention is not limited to this. A shared battery (not shown) may be used as the user battery 100B. In this case, the battery identification information of the shared battery that the user plans to use may be registered in the sharing system 12 in advance. The shared battery can be charged at a battery station (not shown), but is not limited thereto. The shared battery may be charged by a charging device (not shown) owned by the user.

Further, in the above embodiment, the case where the pedal load information is supplied from the management server 28 has been described as an example, but the pedal load information may be supplied from the user battery 100B or the like.

The above embodiments can be summarized as follows.

The electric vehicle (10) includes a vehicle body (14) provided with drive wheels (15r), and a drive source (16) that drives the drive wheels, and the drive wheels are connected to each other via the drive source. A battery holder (112) rotatably supported on a shaft and holding a main battery (100A) provided in the vehicle body and a user battery (100B) that can be attached and detached by a user; and a pedal (112) provided in the vehicle body. A generator (66) that generates electricity in response to the rotation of a crankshaft (57) that rotates when the bicycle (60) is rowed; and a control that operates the drive source using at least the electric power output from the generator. The apparatus further includes a control unit (98) for obtaining the information. According to such a configuration, the drive wheel is rotatably supported via the drive source. That is, the drive wheel can be directly rotated by the drive source without using a chain or other transmission mechanism. Since a winding transmission mechanism such as a chain is not provided, with this configuration, the electric movable body is less likely to break down. Therefore, with this configuration, the frequency of inspection of the vehicle body can be reduced. Moreover, according to such a configuration, a battery holder that holds a user battery that can be attached and detached by a user is provided. Therefore, with this configuration, it is possible to suppress a decrease in the remaining capacity of the main body battery, and it is possible to reduce the frequency of replacing the main body battery. Since the frequency of inspection of the vehicle body, the frequency of replacing the main body battery, etc. can be reduced, such a configuration can contribute to reducing the operating cost of the sharing system.

The drive source may be controlled to operate using any of the power output from the user battery, the power output from the main body battery, and the power output from the generator. . According to such a configuration, the drive source can be operated using sufficient electric power.

The control unit may be capable of controlling charging of the main body battery using at least the electric power output from the user battery. According to such a configuration, since the main body battery can be charged using the power output from the user battery, it is possible to suppress a decrease in the remaining power of the main body battery, and in turn, the frequency of replacing the main body battery can be reduced. It can be reduced. Therefore, such a configuration can contribute to reducing the operating cost of the sharing system.

When the remaining amount of the main body battery is less than the remaining amount threshold, the control unit charges the main body battery using the power output from the user battery, and charges the main body battery using the power output from the generator. The driving source may be controlled to operate the driving source. According to such a configuration, when the remaining amount of the main body battery is less than the remaining amount threshold value, the drive source can be operated while charging the main body battery.

The control unit may be capable of controlling charging of the main body battery using electric power output from the drive source. According to such a configuration, since the main body battery can be charged using the electric power output from the drive source, it is possible to suppress a decrease in the remaining power of the main body battery, and as a result, the frequency of replacing the main body battery etc. can be reduced. can be reduced. Therefore, such a configuration can contribute to reducing the operating cost of the sharing system.

The control unit may be able to perform control to charge the main body battery using electric power output from the generator without operating the drive source. According to such a configuration, even in the event of a power outage or the like, the main body battery can be charged using the power output from the generator.

an authentication unit (99) that authenticates the user by acquiring battery identification information from the user battery attached to the vehicle body and determining whether the acquired battery identification information matches registered identification information registered in advance; ) may further be provided.

The control unit may restrict rotation of the crankshaft when the user is not authenticated by the authentication unit. According to such a configuration, since the rotation of the crankshaft is restricted before authentication has been performed, it is possible to effectively prevent the electric vehicle 10 from being stolen.

The control unit may set a pedal load according to the authenticated user. According to such a configuration, it is possible to save the user the trouble of setting the pedal load.

10: Electric mobile object 12: Sharing system 14: Vehicle body 15f: Wheel 15r: Drive wheel, wheel 16: Drive source 17: Hub 19: Spoke 21: Rim 22: Station 24: Network 26: Information processing terminal 26a: Input/output Part 28: Management server 29: Management center 30: Management machine 38: Station lock mechanism 40: Vehicle frame 42: Handle 43: Operation input section 44: Saddle 46: Basket 48: Head pipe 50: Main frame 52: Seat pipe 54: First subframe 56: Second subframe 57: Crank shaft 58: Crank 59A: Torque sensor 59B: Rotation sensor 60: Pedal 66: Generator 74: Seat post 76: Actuator 78: Steering shaft 80: Front fork 82: Grip 84: Brake lever 89: Arithmetic unit 90: Mobile object control device 91: Storage unit 92: Junction box 96: ECU
97: Communication device 98: Control unit 99: Authentication unit 100A: Main battery 100B: User battery 104, 112: Battery holder 106: Lock device 108: Sensor 110: Mobile battery 114: Storage housing 116: Slit 118: Connector 120 : Power port 122: Detachment prevention mechanism 122a: Side arm 122b: Lock bar 124: Information acquisition section 126: Voltage conversion section 128: DC/DC converter

Claims (8)

a vehicle body equipped with drive wheels;
a drive source that drives the drive wheels;
Equipped with
The drive wheel is rotatably supported via the drive source,
a main body battery provided in the vehicle body;
a battery holder that holds a user battery that can be attached and detached by a user;
a generator that generates electricity in response to rotation of a crankshaft that rotates when a pedal provided on the vehicle body is pressed;
further comprising a control unit that can control operating the drive source using at least the electric power output from the generator ,
Control can be performed to operate the drive source using any of the power output from the user battery, the power output from the main battery, and the power output from the generator.
Electric mobile object. The electric moving body according to claim 1 ,
The electric mobile body, wherein the control unit is capable of controlling charging of the main body battery using at least electric power output from the user battery. a vehicle body equipped with drive wheels;
a drive source that drives the drive wheels;
Equipped with
The drive wheel is rotatably supported via the drive source,
a main body battery provided in the vehicle body;
a battery holder that holds a user battery that can be attached and detached by a user;
a generator that generates electricity in response to rotation of a crankshaft that rotates when a pedal provided on the vehicle body is pressed;
further comprising a control unit that can control operating the drive source using at least the electric power output from the generator,
The control unit is capable of controlling charging of the main body battery using at least the electric power output from the user battery,
When the remaining amount of the main body battery is less than the remaining amount threshold, the control unit charges the main body battery using the power output from the user battery, and charges the main body battery using the power output from the generator. An electric movable body that can perform control to operate the drive source. The electric movable body according to any one of claims 1 to 3 ,
The electric vehicle, wherein the control unit is capable of controlling charging of the main body battery using electric power output from the drive source. The electric movable body according to any one of claims 1 to 4 ,
The electric mobile body is configured such that the control unit is capable of controlling charging of the main body battery using electric power output from the generator without operating the drive source. The electric movable body according to any one of claims 1 to 5 ,
further comprising: an authentication unit that authenticates the user by acquiring battery identification information from the user battery attached to the vehicle body and determining whether the acquired battery identification information matches registered identification information registered in advance; Equipped with an electric vehicle. The electric moving body according to claim 6 ,
The control unit may limit rotation of the crankshaft when the user is not authenticated by the authentication unit. a vehicle body equipped with drive wheels;
a drive source that drives the drive wheels;
Equipped with
The drive wheel is rotatably supported via the drive source,
a main body battery provided in the vehicle body;
a battery holder that holds a user battery that can be attached and detached by a user;
a generator that generates electricity in response to rotation of a crankshaft that rotates when a pedal provided on the vehicle body is pressed;
further comprising a control unit that can control operating the drive source using at least the electric power output from the generator,
further comprising: an authentication unit that authenticates the user by acquiring battery identification information from the user battery attached to the vehicle body and determining whether the acquired battery identification information matches registered identification information registered in advance; Prepare,
The electric vehicle, wherein the control unit sets a pedal load according to the authenticated user.

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